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THE
NAUTICAL MAGAZINE
AND
Jiaimi €fitomcle,
FOR 1838.
A JOURNAL OF PAPERS
ON SUBJECTS CONNECTED WITH
MARITIME AFFAIRS.
LONDON:
SIMPKIN, MARSHALL, AND CO.,
STATIONERS’ HALL COURT. •
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LONDON:
PRINTED BY THOMAS STANLEY,
Bartlett’s Buildings, Holborn.
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CONTENTS OF VOL. FOR 1838
ENLARGED SERIE8.
ORIGINAL PAPERS.
Account of a self-registering apparatus for shewing *the stability and various mo-
tions of a ship at sea. By Mr. J. C. Mitchell, Mate of H.M.S. Excellent, commu-
nicated by Commander Washington, R.N. 764.
Actseon Islands, Pacific Ocean, 13.
Additional light on Cape Grinez, on the south side of the Strait of Dover, 365.
Agger Channel, coast of Jutland, 217.
Alterations in the positions of Lights and Buoys in the entrance of the port of
Liverpool, 9.
American Steam Boats, 536, 671.
Appropriation of Seamen’s Dues, 87 5.
Arrowsxnith Bank, West Indies, 366.
Atlantic Ocean, Jaquet Island, Vigia, 866.
Australian Surveys, Torres Strait, 200.
Atmospheric Phenomenon, seen near the Equator, north Atlantic, 824.
Bank off the north coast of Brazil — vessel struck, 221.
Bars of Harbours — Lowestoft- ness, 97.
Bars of the Rio Grande de San Pedro, Brazil, 297.
Beachy Head Light, 511.
Blossom*s Voyage — Captain Beechey’s Refutation of Capt. Duperrey’s Remarks, 237
British Flag in India, 264.
Carrick’8 Paddle-wheel, 114.
Cay Arenas, Gulf of Mexico, 723.
Changes in the form and extent of Sable Island since the year 1811, 444.
Chasing, on, by Lieut Henry Raper, 446.
Chronometer Accuracy— verification of the longitude of Paris, 402.
Chronometer Rates, 374.
Claudius Rock, Sunda Strait— ship struck, 151.
Collier’s Boilers, 379, 473.
Cunningham's Catamaran, 303.
Life-boat, 179.
Currents of the Ocean, 589.
Custom-house and Quarantine Regulations, 30.
Description of Alacran and Cay Arenas, in the Gulf of Mexico, 804.
Directions for sailing from the coast of Chili or Peru, to the South Sea Islands,
Sandwich, Society, Marquesas, and Pitcairn, by Mr. George Biddlecombe, Master
of H.M.S. Actaeon, 225.
Examination of the Captains and Officers of Prussian Merchant Ships, 193.
Officers of the Mercantile Marine, 157.
— Pacific Ocean, 300.
Expenditure of Coals in the Atalanta and Berenice, 93.
Experiments on the horizontal magnetic force, 91.
Extract from the Regulations of the Prussian School of Navigation, 264.
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CONTENTS OF VOL. FOR 1838.
Finding the Time at Sea, 236.
French and English Maritime Laws, 14.
Galapagos, the, Floriade, 96.
General Remarks respecting the Currents and Tidal Streams in^thejSt Lawrence, 76.
Graham Shaol, Mediterranean, 150.
Ground Tackleof Ships-of-war, 845.
Harbour in Tootooilla island, Navigator’s Group, Pacific, 119.
Harbour of StaThomas, Virgin islands, 151.
Holyhead harbour as a Packet Station, 104.
Hurricane experienced by the Ship Felisa, Captain Reynolds, from Jamaica to Bris
tol, on the 18th, 19th, and 20th August, 1887, 454.
Illustrations of cases of Damage by Lightning in the British Navy, 590, 747.
Inner Passage from Sydney to Torres Straits, 296.
Instructions for preserving Specimens of Plants, 164.
Iron Steam-boats — Voyage of L’Egyptienne, 105.
Jury Anchor. By Com. A. Milne, of H.M.S. Snake, 844.
Latitudes and Longitudes in the gulf and river St. Lawrence, determined by Capt
H. W. Bayfield, R.N. 88, 148, 226.
Life Rafts in case of Wreck, 461.
Lightning Conductors, 111.
— • in Ships, 185, 804.
Light for Caernarvon Bar, 293.
on St Catherine’s Point, Isle of Wight, 295.
Local Attraction — Report from H.M.S. Princess Charlotte, 104 guns, 52.
Manacles Buoys, 294.
■ Rocks, 294.
Management of Chronometers, 386.
Manning the Navy, 524, 767.
Mean Level of the Sea, 199.
Menai Light, 295.
Merchant Seamen’s “ Dues,” 246, 522.
Merchant Service Discipline, 668.
Midgley Shoal, in the Atlantic, 587.
Morgan Rock, Inner Passage to Torres Strait, Australia — Ship lost, 147.
Nature of the Vegetation which has covered the surface of the earth at the various
periods of its formation, 814.
Nautical Libraries, 839.
Naval Changes, 533.
Negro Slavery, 170.
New Buoys at the entrance of the Dee, 295.
New Lighthouse at Valparaiso— Directions for entering the Port, 649.
New Light in Waterford harbour, 367.
New Pilotage Bill, 688.
New Shoals in the China Sea, coast of Palawan. By Capt J. H. Brown, 721.
Notes on Curacao. By Lieut A. W. B. Greevelink, of the Swedish Royal Navy, 363
in the Indian Seas— Hydrography— By Com. M. Quin, H.M.S. Raleirii. 793.
on the Gulf of Diflce, West Indies, 816.
Nova Scotia Lighthouses, 362.
Observations on Europeans in India, 326, 392.
on the Hurricanes of the 26th July and 2d of August, 1837, 35.
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C0NTENT8 OP VOL. FOR 1838. Vi
On the adaptation of different modes of illuminating light-houses, depending on situ-
ation, and the object intended in their erection. By W. H. Barlow, Esq., 806.
On the feet of small fish felling during rain in India. By Capt C. W. Grant, Bombay
Engineers, 683.
Pacific islands— Extract of a letter from Capt Bruce, of H.M.S. Imogene, at Valpa-
raiso, 514.
Paddle-wheels — unshipping and disconnecting, 334.
Passages in India, 292.
Passages of H. M. S. Cornwallis, Capt Sir Richard Grant, between North America
and the West India islands, in the winter of 1837, 433.
Pilotage Bill, 543, 761, 827.
Plan of a Navigable Raft in case of Shipwreck, 266.
Plymouth Breakwater, Teneriffe, Bahia, and the Cape — longitude, 610.
Poisonous Serpents — Remedies for their bites, 529.
Port of Boulogne, 145.
Proceedings of H.M.S. Beagle, Capt J. C. Wickham, 679.
■ - — Sulphur in the Pacific Ocean, 611.
Proposals for Steam Navigation, read to the Ashmolean Society, 597.
Provisioning of Merchant Ships, 114.
Prussian Mercantile Navy, 535.
Public Quays at home and abroad — shewing the want of proper facilities on the
WiVa of the Thames, for the embarkation and debarkation of passengers in the
port of London, 40.
Qualification of the Officers of the Merchant Shipping, 152, 733.
Qualifications of Masters and Mates of Ships, 399.
Questions for the consideration of those who encounter hurricanes and tyfoongs, 460.
Raising Sunken Vessels, 101.
Ramble amidst the rocky mountains of Socotra. By Lieut J. R. Welsted, F.R.S.,
F.R.A.S., &c., Author of Travels in Arabia, 603, 725.
Random Rambles, or the Mariners’ Club, 659.
" ' - - ’ — the Mariners of England, 462.
—. ■■■ the Steam-boat 368.
Refrigerating Steam-engine Condensement 235.
Remarks on Canes and the north coast of Candia. By Mr. W. H. Hall, R.N., late
Master of ILM.S. Alfred, Captain R. Maunsell, 758.
Remarks on Captain Ramsay’s Caissoon, 266.
■ — on the Navigation of the Gulph of Mexico, towards Vera Cruz, and thence
along the coast towards Laguna de Terminos, 505.
'■ on the St Lawrence, by Capt H. W. Bayfield, R.N. 1.
Report on the river Dee and port of Chester. By Sir John Rennie, 123, 249.
■ ■ - to the Bristol Committee on the subject of Steam Navigation, 24.
River Plate — Observations on the anchorage off Buenos Ayres. By Mr. R. Thompson,
Master of H.M.S. Imogene, 222.
River Thames and the port of London, 260.
Ross's Anchor, 610.
Rule for finding the time at Ship by equal altitudes, and thence the longitude, 121.
Sea Snakes, 528.
Self-acting Feeder for Boilers, 34.
Ship’s well guage and leak alarm, 409.
SieiTa Leone, 122.
Sisal Bank and Madagascar Shoal, 589.
Steamers as sailing vessels — Unshipping v. disconnecting, 47, 190.
Steam-boat accidents, 163.
■ intercourse with India, 50.
— 1 Navigation — Report of Committee of House of Commons ou steam commu-
nication with India, 85.
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CONTENTS OF VOL. FOR 1838.
viii
Strait of Allas, 218.
Submarine Volcano near the Equator, Atlantic Ocean, 361.
Sunken Rock in the port of Herradura, coast of South America, Pacific, 448.
Sunken Rocks off C andia — eastern end, 444.
Symington’s Condensement, 89.
Table for reducing Middleburgh feet to English, and English feet to Middleburgh, 468
— ■ Norwegian feet to English feet, and English feet to Norwegian, 338
- Polish feet to English, and English feet to Polish, 613.
Table of Port Charges at Madras, 595.
Thoughts on Alien and Quarantine Laws, 797.
Timber compared with iron, as a material for the construction of steam vessels, 255
To John Bull — On the defective construction of his merchant ships, 810.
Towing Ships, on, 323.
Trinity house of Deptford Strond — its constitution, 388.
Visit to the Geysers, Iceland. By John Barrow, Esq., 818.
Voyage of H.M.S. Actseon — Valparaiso to the Marquesas islands, 73.
— — ■ - -, Capt. the Rt Hon. Lord Edward Russell — England to
Valparaiso. By A. Eardley Wilmot, R.N., 469.
, Valparaiso to the Marquesas, Sandwich, Tahiti, and
Pitcairn islands, 514.
Voyage of H.M.S. Imogene, Capt. H. W. Bruce — Sandwich, Tahiti, and Pitcairn
islands, 651, 737.
Voyage of L’Astrolabe and La Zelee 182.
Waterlogged Ships and British gratitude, 227.
Weather on the Coromandel coast throughout the year, 289.
Wells proposed in Steam Vessels. By Capt J. B. Martin, harbour master, Rams-
gate, 45.
Winter Passage round Cape Horn, and visit to the Marquesas islands, by H.M.S.
Imogene, Capt H. W. Bruce, 577, 651, 737.
NAVAL CHRONICLE AND LAW PROCEEDINGS, &c. &c.
Adelaide, H.M.S., 104 guns, 202
Admiralty memorandum, 134
Annular Scuppers, 62
Atlantic steamers. Abstract of the log of the Sirius from Cork to New York, 488.
steam ships, 455
Britannia, 62
Births, marriages, and deaths, 71, 142 215, 287, 358, 431, 503, 575, 647, 719.
Boyd's impervious tar punt, 853
Chronometers, 134
« — Madras, 278.
Committee of naval and military officers, 422
Cockney Aquatics, 355
Columbus steam-ship, 202
Dido and Clio, trial of sailing, 520
Deepening the beds of navigable rivers, 717
Elsinore, 422
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CONTENTS OF VOL. FOR 1838.
Engineers in the Navy. 641
Establishment of a lighthouse at Pondicherry, 277
First Lord of the Admiralty, 202
Fog, signals, 133
Floating light at Deraerera, 422
Funchale Roads, Madeira, 206
Gull stream light, Ramsgate, 53
Governor, (Governeur) Rock, off Donaghadee, 62
Greatest speed on record, 62
Greenwich Hospital, 131 '
General signals to shipping, 135
Gulf of Finland Navigation, 422
Gorgon steam frigate, 563, 700
Honourable testimooials, 131
Hurricanes, 133
Hook of Margate Buoy, Margate Sand, 553
Harbour of Tadousac, St Lawrence, 567
Hurricanes, 566
Harbours of refuge on a new principle, by Mr. Tait, Civil Engineer, 70
Improvement of Wexford Harbour, 169.
Indian navy, 273.
Killybeg*s Harbour lighthouse, 691.
Lighthouses and light vessels, 700.
Light on Cape Frio, Brazil.— interesting to navigators, 53.
Late fires in the metropolis, 130.
Lights at Tees mouth, 131.
Lights of Cape Grinez, and Cape dela Hague, North coast of France, 133.
La Terpeshore, French frigate, 202.
Lights at die mouth of the Thames, 207.
Literature, 569.
Light on Isle Penfret Glennar Islands, depart of Finnisterre, 634.
Light vessel at Key- West, 634.
Light on Cape Brune Van Dieman’s Land, 635.
Light at Porkale and Kanning, in the Gulf of Finland, and at Euskar, in the
Gulf of Bothnia, 636.
Local attraction in iron vessels, 6 37.
Merchant seaman’s society, 58.
Monarch and Apollo, 61, 136.
Meteorological society, 63, 208, 421.
Movements of Her Majesty’s ships in commission, 70. 141, 214. 286, 357, 429, 502
573, 717.
Meteorological Register, 72, 143, 216, 288, 360, 432, 504, 576. 648, 720.
Miramichi, the, 104.
Mariners compass, 203.
Midshipman, 200.
Monthly gossip on Nauticals, 346, 409, 478, 544, 622, 694.
Marine insurance, 352.
Mean level of the sea, 421.
Meeting of Her Majesty’s squadron stationed at Portsmouth, 497.
Menai lighthouse, 553.
Merchant ships logs, 698.
Mntinj and murder at seal 793.
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X
CONTENTS OF VOl. FOR 1838.
Hew York liners
Northern Royal Yatch club, 135.
Notice to whalers, 206.
New patents, 207.
Nelson’s memorial, 267.
Nautical surveys, 272.
Naval officers, 351.
New lighthouse at Gibraltar, 412.
New Harbour light of Cherbourg, 554.
Naval discipline, 562.
New light in the Baltic, 566.
Navigation of the Bristol channel, 636.
Observations on the thermometers, during the frost of Jan. 1 820, 1 22.
Origin of half-pay to sea officers, and Lord Anson, master v. marine officers 20
Presentation of plate, 64.
Promotions and appointments, 69, 141, 213, 216, 356, 429, 531, 571, 615‘ 717.
Paumbam passage, Ceylon, 130.
Presentation of a piece of plate, and a public dinner, to A. Russell, 144.
Portrait of Her Majesty, 246.
Pier at Deal, 268.
Pembrey, 262.
Pincher, H. M. S. schooner, 273.
Paumbam Pass, 274.
Port Novo, Cowmandel, 275.
Port regulations, of Tahiti and Moorca, 418.
Plymouth breakwater, 423.
Port of Bideford, 499.
Polytechnic institution, 628.
Royal Geographical Society 63, 136, 202.
Rocken End light 132.
Rhode’s universal signals 133.
Royal humane society. — Prizes awarded 133.
Royal National Shipwreck Institution 135.
Ranger, Her Majety’s packet 202.
Ranger Packet, 270.
Return of Slave vessels, captured under the late Spanish treaty 351-
Rainbow new Iron Steam-vessel 523.
Royal Geographical premiums, 554.
Roger’s small palmed anchor, 638.
Records of Wrecks 66, 138 201 284 427 710.
South Australian settlements 53.
Seamen wrecked in the Eastern Seas 59.
Sunderland harbour light 8 131.
Sierra Leone 135.
Slave dealing 271.
Steam to America 279.
Steam boat accidents 279.
Steam docks at Greenwich 279.
Shipwrecked and distressed sailor’s asylum 491, 558.
Steam navigation to America, 493.
Shoebury-ness Buoy. — Swin channel, 553.
Sailing directions for tbe entrance of D’Eutrecasteaux channel, from south west-
ward 635.
St. George’s shoal 637.
Symington’ 8 condensement 638.
Submarine Volcano 642.
Statement of the Packets 712.
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CONTENTS OF VOL. FOE 1838.
Table of officers on the Navy List, from Jan. 1816, to Jan. 1838, 132.
Table for reducing Irish miles to English, and Enghsh miles to Insh 417.
Table for reducing Roman Feet to English, and English Feet to Roman 631.
Tablelfor* reducing Scotch miles to English, and English miles to Scotch 699.
Underwriters at Lloyd’s, 135.
Wrecks of British Shipping from the Shipping Gazette, 68, 213, 283, 356, 571.
Wyre Harbour, 135
Wexford Harbour, 274
Law Proceedings :
Isabella, salvage 427
Providence, salvage 427
Carrow, salvage 427
Velocipede, salvage 427
Belgrave, salvage, 427
Melby, salvage, 427
William, Ritson v. Craig, 570
Columbia, Salvage 570.
Alarm, Wages 520
Nelson, lien 647
Macdonald v. Joplin, wages 642
Isabella and Crescent, collision 643
Union salvage 709
Ocean salvag 709.
Maria, salvage, 64
Commereiant, salvage 65
Margaret, steam-vessel, salvage, 64
Meg Merrilies, salwge, 64
Carolus, collision 65.
Dantzic packet, salvage 65
Victory, collision, 65
Magnus, wages 65
Suffolk, refusal of duty 66
Hersey, bottomry 66
Dredging steamer, salvage 137
Flora, salvage 137
Helena, salvage 137
Percy, bottomry 137
Iris, wages*137
Nelson Village, collision 137_
Waring and others, v. Mortimer, collision 137
Yates v. White, marine insurance, 210
Wightsonv. Bywater,— a ship or no ship 210
Rapid, salvage 210.
Court martial, 211
Transit Collision, 211,
Perth steamer, collision 279
Laing v. Foster 280
Colonist, salvage 280
Hope, salvage, 280
Richmond, collision 281
Grainger v. Bain, libel, 281
Charles Cain, Manslaughter, 353
Gladiator, collision, 354
Thomas Moulden, salvage, 426
Howard, salvage, 426
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CONTENTS OF VOL FOE 1838.
New Books.
Complete Nautical and General navigation Tables ; including every table required
with the Nautical Almanac, in finding latitude and longitude. By T. Kerigan, 354
Scandania, Ancient and Modem ; being a history of Denmark, Sweden, Norway
&c. By a Crichton and H. Wbeton, L.L.D., 355
Topsail Sheet-blocks ; or, the Naval Foundling. By the Old Sailor, 355,
Barometric Tables, for the use of Engineers, Geologists, and scientific travellers
By W. Galbraith, M. A. 855
Madame Tassaud’s Memoirs and Reminiscenses of France, forming an abridged
history of the French Revolution 499.
Adele : a tale of France. By Miss E. Randall 500
Greenwich Pensioners, the. By Lieut Hatchway 500
Parthenon. Adapted to the purpose of a national mouument &c. By A. Robert-
son, A.M. 500
Sermons on Miscellaneous Subjects. By W. J. E. Bennett, M.A. 500
Adele, a tale of France 569
Narrative of an expedition in H.M.S. Terror, undertaken with a view to geographical
discovery on the arctic shores, in the years 1836-7, by Capt. Back, R.N. 644
Attempt to dcvelope the law of storms, by means of facts, arranged according to
place and time, and hence to point out a cause of the variable winds. By
Lieut. Col. W. Reid, C.B. 712
Land sharks and Sea Gulls, By Captain Glascock, R.N. 715
Dictionary of Arts, Manufactures, and Mines ; containing a clear exposition
of their principles and practice. By Andrew Ure, M.D. 116.
Proposed plan for impoving Dover Harbour, by an extension of the South pier
head, &c. By I. Worthington, R. N., 716.
Mariner’s latitude and longitude ready computer 716.
Book of Formula for finding the latitude at sea, &c., 716
Logarithmic and Trigonometric Tables, to seven places of decimals 68.
Natural history of the birds of Great Britain and Ireland. By Sir W. Jardine,
bart, 68.
Letters to Brother John, on Life, Health, and disease, by Mr. Johnson, surgeon
69.
Life of Richard Earl Howe, Admiral of the fleet and general of the Marines
by Sir John Barrows, Bart., F. R. S., 139.
Elementary Treatise on Steam, more particularly as applicable to the purposes
of Navigation, with a familiar description of the engine, by Robert Otway,
Com. R. N. 140.
Narrative of an Expedition into the interior of Africa, by the river Niger,
in the steam- vessel Quora and Alburkah, 1332-4. By Macgregor Laird, and R A
B Oldfield, surviving officers of the expedition 212
Celestial scenery ; or the wonders of the Planetary system displayed Illus-
trating the Perfection of Diety and a purality of worlds. By Thomas Dick, L L D
&c, 233
South America and the Pacific Comprising a journey across the Pampas and the
Andes, &c By the Honourable P Campbell Scarlett 284
Outward Bound ; or a Merchant’s Adventures By the author of Rattlin
the Reefer &c 284
Simplicity of Living, Observations on the preservation of health in infancy
youth manhood and age 8rc By J H "Curtis Esq 284
Life and correspondence of Johu Earl of St Vincent G C B Admiral of the
fleet &c By Edward Pelham Brenton Captain R N 354
New Charts : —
Bally shannon harbour West coast of Ireland 284
Dragon’s mouth (Bocas de Dragos) Trinidad 285
Africa, West coast sheet 1 By Lieut Arlett R N 235
Africa, West coast sheet 4 285
Shetland islnads surveyed by George Thomas commanding H M S Investigator
235
Gulf of St LaMrence Magdalen islands Surveyed by Lieut. P E Collins R N 501
Bay of Seven Islands By Captain H W Bayfield R N 501
Gulf of St Lawrence Mingin Islands western sheet By Lt H W Bayfild R
N. F A S 501
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THE
NAUTICAL MAGAZINE.
ORIGINAL PAPERS.
January, 1838.
Remarks on thb St. Lawrence, by Captain H. W. Bayfield, R.N.
1. Former Charts of the St. Lawrence. — 2. Massey’s Sounding Machine. — 8. Vari-
* ation. — 4. Deviation. — 5. Local Attraction of Rocks. — 6. Ice. — 7. Fogs. — 8. Winds
and Weather. — 0. The Marine Barometer.
1. The navigation of the Gulf and River of St. Lawrence has been
supposed always to be attended with a considerable degree of diffi-
culty and danger, and the numerous accidents which are constantly
occurring to vessels there seem to show that the opinion is well
founded.. The want of soundings, in many parts, near the shores ;
the irregularity of the tides and currents ; the severity of the climate,
especially towards the close of the navigable season ; and, above all,
the frequent fogs, are difficulties which may well cause much anxiety
in the mind of the seaman, and which call for the exercise of all his
vigilance, prudence, and ability. Nevertheless, a very large propor-
tion of the losses which annually take place, may, 1 think, be attri-
buted to other than these natural and irremediable causes. Erroneous
charts, a want of knowledge of the direction and strength of the tides
and currents, and a false variation of the compass, are, although not
the only, certainly the most frequent, causes of shipwreck in the
St. Lawrence. It is hoped that these last will be removed by the
survey which has been made by order of the Lords Commissioners of
the Admiralty ; and by these directions and remarks, written also by
their command, in order to accompany the charts.
Of the various charts of the St. Lawrence which have hitherto been
in use, those of Major Holland, re-published by Des Barres in 1 778,
are the least inaccurate, yet the least in general use. The others
appear to be taken from them with alterations, which, it seems, rest
on no better foundation than the fancy of the chart makers, who, in
their compilations, from materials generally inaccurate, appear to have
considered the latest as necessarily the best information. The effect
enlarged series. — no. 1. — VOL. for 1838.
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2
REMARKS ON THE ST. LAWRENCE.
of this has been the retention of old errors and the addition of new
ones, for it so happens that the most recent charts of the St. Law-
rence at present in use, are the most erroneous of any. In Des Barres’
charts, although thus mentioned as the best, the errors and omis-
sions are numerous and important. The soundings are generally
incorrect, frequently bo much so as to be directly contrary to the
truth ; for he occasionally shows a moderate depth of water, where
there should be 100 fathoms or more, and in other places a great
depth where there is bottom to be found with the hand lead. Com-
manders of ships having found that they could not trust to the sound-
ings in these, and the other charts, have considered it of no use to
sound, from which many fatal accidents have occurred within my own
knowledge.
2. In the Admiralty charts will be found accurate soundings, taken
with Massey's patent sounding machine, which gives the exact per-
pendicular depth, independent of the effect of currents or drift of the
vessel. I strongly recommend the use of this excellent instrument
with which every vessel, in my opinion, ought to be furnished. It is
not expensive, and will last, with care, for a long period of time :
correct soundings may be obtained with it in thirty fathoms of water
without heaving to, if the vessel be not sailing at a rate exceeding
seven knots ; and no vessel ought to be permitted to run faster in a
thick fog, or dark night, when in the vicinity of land, or other dan-
ger. Furnished with this instrument, or, instead of it, with Burt’s
buoy and nipper, and with correct charts, a vessel may be run in
safety up the St. Lawrence as high as Green Island. In short, there,
as elsewhere, correct soundings are the best of all guides to the
navigator.*
3. The variation, given in Des Barres’ charts, was probably correct
for the time when the charts were made ; and though greatly changed
since, has been copied nevertheless into most of the charts in general
* There is no difficulty in the use of Massey's patent sounding machine, and it is
sold, accompanied with directions for setting, reading its indications, &c. The com-
mon deep sea lead line is not strong enough to bear the strain of the lead and
attached machine. When the ▼easel is going fast through the water a superior line
should be employed for the purpose. When sailing at a rate not exceeding fire knots,
bottom may be struck in fifty fathoms of water, and when going slower, at still greater
depths ; but the hollow cylinder of the wings will seldom bear the pressure, at depths
much exceeding 100 fathoms. The deep sea lead line, with the machine attached,
should be passed forward, from the weather quarter of the ressel, outside all, to the
weather cathead, or bowsprit end. If going slow, it may be dropped, very conve-
niently, from the weather gangway, abaft the fore rigging, taking care, in all cases, to
drop it perpendicularly into the sea, and not to throw, or swing it, as is sometimes
carelessly done. An iron staunchion, “ to ship and unship," on either quarter, as
required, with a small snatch-block attached, to pass the line through, will enable four
or five hands to walk the lead-line in with ease and expedition. Mr. Massey has
recently much improved this machine.
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REMARKS ON THE ST. LAWRENCE.
3
use. For instance, in some of those charts the variation at Antiooeti
is given as 17° west, too little by three quarters of a point. The
effect of this upon the run of a vessel from the entrance of the gulf to
Anticosti, or from the latter to Point de Monts, will be obvious
to any seaman, and has doubtless occasionally been one cause of ship-
wreck.
4. There is another source of error, independent of charts alto-
gether, which it is astonishing to find obtaining so little attention,
particularly in the merchant service, considering how much has been
written concerning it of late years. I allude to the deviation, or
local attraction, of the needle. This subject may be seen fully treated
in Mr. Barlow's treatise on magnetic attraction ; and Scoresby in his
works on the arctic regions, and on the Greenland whale fishery, gives
many valuable and practical directions respecting the methods avail-
able under different circumstances, for finding its amount in various
positions of the ship's head, and applying a correction according to
the course steered. The amount of error from this cause will be a
point of the compass in most vessels, and, in particular circumstances,
may became twice that quantity in those latitudes.
5. An opinion is prevalent that the compasses of vessels are disturbed
in the Gulf and River St. Lawrence, and such disturbance has been
attributed to the magnetic ores of iron in the hills, particularly those
of the north coast. The magnetic oxide of iron does exist abundantly,
and attracts the needle very powerfully at some points, particularly
along the coast from the Bay of Seven Islands eastward. Among the
Mingan Islands, we found the variation to vary from this cause from
1^ to 31° west. At Port Neuf, and on Manicoagan Point, the needle
was also disturbed. But these effects were only noticed when the
instrument was placed on the shore. In one or two instances only,
when sailing within two miles of the shore, have we observed any
effect of the kind upon the compasses on board the Gulnare, the
schooner in which the survey has been carried on, and then only to
the amount of a very few degrees.
When running from place to place, at greater distances from the
coast, nothing of the kind has been noticed ; so that I feel sure, that in
nine cases out of ten where this source of erroneous reckoning has been
alleged as the cause of accidents to vessels, they originated either in
errors of the chart, or in the local attraction on board the vessel.
6. Among the difficulties of the navigation, may be mentioned the
ice. In spring the entrance and eastern parts of the gulf are fre-
quently covered with it, and vessels are sometimes beset for many
days. Being unfitted for contending with this danger, they often suf-
fer from it, and are occasionally lost ; but serious accidents from this
cause do not frequently occur, because the ice is generally in a
melting state from the powerful effect of the sun in spring. In the
fsfl of the year accidents from ice seldom occur, except when the
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REMARKS ON THE ST. LAWRENCE.
winter commences suddenly ; or when vessels linger imprudently late
from the temptation of obtaining high freights.
7. But all danger from ice is far less than that which arises from the
prevalent fogs : they may occur at any time during the open or navi-
gable season, but are most frequent in the early part of summer ; they
are rare, and never of long continuance during westerly winds, but sel-
dom fail to accompany an easterly wind of any strength or duration. The
above general observation is subject, however, to restriction, accord-
ing to locality, or season. Thus winds between the south and west,
which are usually clear weather winds above Anticosti, are frequently
accompanied with fog in both the eastern parts of the gulf. Winds
between the south and east are almost always accompanied with rain
and fog in every part. E.N.E. winds above Point de Monts, are
often E.S.E. or S.E. winds in the gulf, changed in direction by the
high lands of the south-coast, and have therefore in general the same
foggy character. I speak of winds of considerable strength and
duration, and which probably extend over great distances. Moderate
and partial fine weather winds may occur without fog at any season,
and in any locality. In the early part of the navigable season, espe-
cially in the months of April and May, clear weather N.E. winds are
of frequent occurrence, and they also sometimes occur at other sea-
sons, in every part of the Gulf and River St Lawrence.
The fogs sometimes last several days in succession, and to a vessel
either running up or beating down, during their continuance, there is
no safe guide but the constant use of the deep sea lead, with a chart
containing correct soundings.
The fogs, which accompany easterly gales, extend high up into the
atmosphere, and cannot be looked over from any part of the rigging
of a ship. They, however, are not so thick as those which occur in
calms after a strong wind, and which are frequently so dense as to
conceal a vessel within hail ; whilst the former often, but not always,
admit the land, or other objects, to be distinguished at the distance
of half a mile, or more, in the day time.
The dense fogs, which occur in calms, or even in very light winds,
often extend only to small elevations above the sea ; so that it some-
times happens, that when objects are hidden at the distance of fifty
yards from the deck, they can be plainly seen by a person fifty or
sixty feet up the rigging. In the months of October and November
the fog8and rain, that accompany easterly gales, are replaced by thick
snow, which causes equal embarrassment to the navigator.
8. The prevailing winds, during the navigable season, are either
directly up or directly down the estuary, following the course of the
chains of high lands on either side of the great valley of St. Law-
rence. Thus a S.E. wind in the gulf becomes E.S.E. between
Anticosti and the south coast, E.N.E. above Point de Monts, and
N.E. above Green Island. The westerly winds do not appear to be
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REMARKS OH THE ST. LAWRENCE.
5
so much guided iu direction by the high lands, excepting along the
south coast, where we have observed a W.S.W. wind at the Island
of Bic become west, W.N.W., and N.W., as we ran down along the
high and curved south coast, until it became a N.N.W. wind at Cape
Gaspe. These winds frequently blow strong for three or four days
in succession ; the westerly winds being almost always accompanied
with fine, dry, clear, and sunny weather; the easterly winds as fre-
quently the contrary, cold, wet, and foggy. In the spring, the easterly
winds most prevail, frequently blowing for several weeks in succes-
sion. As the summer advances, the westerly winds become more
frequent, and the S.W. wind may be said to be the prevailing wind
in summer in all parts of the river and gulf. Light south winds take
place occasionally; but north winds are not common in summer,
although they sometimes occur. Steady N.W. winds do not blow
frequently before September, excepting for a few hours at a time,
when they generally succeed easterly winds which have died away to
a calm, forming the commencement of strong winds, and usually
veering to the S.W. The N.W. wind is dry, with bright clear sky,
flying clouds, and Bhowers. After the autumnal equinox, winds to
the northward of west become more common, and are then often
strong steady winds of considerable duration. In the months of
October and November the N.W. wind frequently blows with great
violence in heavy squalls, with passing showers of hail and snow, and
attended with sharp frost.
Thunder storms are not uncommon in July and August ; they sel-
dom last above an hour or two ; but the wind proceeding from them
is in general violent and sudden, particularly when near the moun-
tainous part of the coast ; sail should, therefore be fully and quickly
reduced on their approach.
Strong winds seldom veer quickly from one quarter of the compass
to another directly or nearly contrary : in general they die away by
degrees to a calm, and are succeeded by a wind in the opposite (Erec-
tion. I do not mean, however, by this observation, that they may
not veer to the amount of several points. N.W. winds seldom or
never veer round by north and N.E. to east and S.E ; but they do
frequently, by degrees, to the S.W., after becoming moderate. S.W.
winch seldom veer by the N.W. and north to the eastward, but
sometimes by the S. to S.E. and E. Easterly winds generally decrease
to a calm, and are succeeded by wind from the opposite direction.
In the fine weather westerly winds of summer, a fresh topgallant
breeze will often decrease to a light breeze or calm at night, and
spring up again from the same quarter on the following morning :
under these circumstances only may a land breeze off the north coast
be looked for. I have observed the same off the south coast also, but
not so decidedly or extending so far off shore. I have occasionally
carried the north land wind nearly over to the south coast just before
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REMARKS ON THE ST. LAWRENCE.
daylight, but have never observed the south land wind extend more
than five or six miles off, and that very rarely. Under the same circum-
stances, that is with a fine weather westerly wind going down with
the sun, a S.W. land breeze will frequently be found blowing off the
north coast of Anticosti at night and during the early part of the
morning. If, however, the weather be not settled fair, and the wind
does not fall with the sun, it will usually prove worse than useless to
run a vessel close in shore at night in the hope of a breeze off the
land. Such is the usual course of the winds in common seasons, in
which a very heavy gale of wind will probably not be experienced
from May to October, although close reefed topsail breezes are
usually common enough. Occasionally, however, there are years,
the character of which is decidedly stormy. Gales of winds, of con-
derable strength, then follow each other in quick succession and from
opposite quarters.
9. The marine barometer, which is at all times of great use to the
navigator, becomes particularly so in such seasons ; and the following
remarks upon its general indications, when taken in connexion with
the usual course of the winds and weather in the St. Lawrence, may
therefore be useful. The barometer has a range from 29 to 30*5
inches in the Gulf and River St. Lawrence during the navigable sea-
son, and its changes accompany those of the winds and weather with
a considerable degree of constancy. The fluctuations of the baro-
metric column are much greater and more frequent there than in
lower latitudes; and sudden alterations, which in other climates
would be alarming, may occur there without being followed by any
corresponding change either in the wind or weather. But the navi-
gator should not be inattentive to those minor changes, as a constant
attention to the instrument can alone enable him to appreciate those
decisive indications of the mercury which seldom or never prove
deceptive. The following remarks will apply to those well-marked
changes which usually indicate the approach of a gale of considerable
strength, or of a shift of wind and weather ; the correct anticipation
of which is often of the utmost consequence to the safety of a vessel,
as well as to the length of her voyage. When after a continuance of
westerly winds and fine weather, the barometer has risen nearly to its
greatest height, say some tenths above thirty inches, or begins to fall
a little, an easterly wind may be soon expected. If to this notice
given by the barometer be added a warm hazy atmosphere during the
day, and a heavy precipitation of dew at night, with very bright
twinkling stars, or a coloured aurora borealis, the approach of an
east wind is almost certain. If land be in sight at such a time, and
appears much distorted by terrestrial refraction, or if vessels in sight
have the relative proportions of their hull and sails changed by the
mirage, or present double or treble images, such appearances will
render the before probable indications of the barometer certain. At
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REMARKS ON THE ST. LAWRENCE.
7
the commencement the easterly wind will probably be light with fine
clear weather, but this will not last above a few hours if the baro-
meter continues to fall ; on the contrary, the wind will gradually
increase, and as it does so the sky will become overcast by degrees
until it is completely clouded. Rain and fog will follow, and con-
tinue during the continuance of the easterly wind with little inter-
mission, until they are dissipated by a fresh breeze from the con-
trary quarter.
If the fall of the barometer, during the continuance of the easterly
wind, be very slow, the gale will probably continue, and not be
very violent : if rapid, it will probably be of short duration, and of
greater strength : at any rate, when the mercury falls towards 29
inches, a change is certainly at hand, and the gale will in general
come from the N.W. The strength of this succeeding gale will be
in proportion to the fall of the barometer, and to the strength of the
easterly gale which preceded it. In such a case, there is seldom
many hours’ interval between the one gale and the other. The east
wind generally dies away to calm, and in a very few hours, or some-
times in much less time, the N.W. gale springs up. A heavy cross
sea remains for some time from the previous gale. The barometer
sometimes begins to rise in the interval of calm which precedes the
N.W. gale, at others at its commencement : the fog and rain cease,
and the weather becomes quite clear, generally in a few hours, and
sometimes almost immediately. The strength of the westerly gale is
usually greatest soon after its commencement, and diminishes as the
barometer rises, veering gradually to the west and S.W. It is worthy
of remark, that the circumstances just mentioned are exactly the
reverse of those attending the easterly gale. The latter usually com-
mences with clear weather and a high barometer, light at first from
the south or S.E., and gradually increasing as it veers to the east-
ward, with a falling barometer. To return to the westerly gale. — If,
after it has veered to S.W. and become moderate, the barometer
remains steady at a moderate height, fine weather may be expected.
If it remains at a considerable height, but still fluctuating and
unsteady, within certain limits, variable but not heavy winds, and
variable weather may be expected. If, on the contrary, it rises
quickly to a great height, a repetition of the easterly gale will not be
improbable. We have experienced seasons in which the barometer
may be said to have been no sooner blown up by one wind, than it
has been blown down by another, and this stormy alternation to have
continued for several months, whilst in others we have scarcely had a
double-reefed topsail breeze during the whole summer.
There is in fact so great a difference in the phenomena of the wea-
ther in different seasons, that it becomes very difficult to write any-
thing respecting it that shall not be liable to many exceptions.
There are, however, some strongly marked cases of connexion
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REMARKS ON THE ST. LAWRENCE.
between the indications of the barometer and changes of the winds
and weather, which, within our experience of eight or nine years,
have been subject to few, I might almost say no, exceptions. The
first of these cases is that most common one, which I have endea-
voured to describe, of an easterly gale, with a falling barometer,
being always wet and foggy, and succeeded by a strong wind from the
opposite quarter with a rising barometer. A second case, not of so
frequent occurrence in common seasons, excepting in spring or early
in summer, is the easterly wind with a rising barometer; which,
although it may not be at first for a few hours, will almost always
become fine and clear, and end in fine weather. A third case may be
considered certain : if the barometer fall suddenly and greatly, at any
time, a northerly, and most probably a N.W. gale, of great strength,
may be confidently expected. It does not follow that it will be
immediate, for it may be preceded by a strong gale from S.W., for a
few hours, during which the barometer will seldom rise, and even,
probably, continue to fall ; but when the S.W. gale dies away, the
northerly or N.W. will soon succeed, with a rising barometer.
In conclusion, I may remark that as, on the one hand, a considerable
fall of the barometer may occur, without being followed by a strong
wind ; so, on the other, a breeze of considerable strength may come
on without any indication from the barometer, but not anything that
deserves the name of a gale. There has never, within our experience,
occurred a gale, so heavy as to be of serious consequence to a good
vessel, the approach of which has not been indicated by the barometer.
But it must be remembered that a high barometer, in this climate,
and under the circumstances which I have mentioned, is often indica-
tive of an easterly gale. It is remarkable that, in the gulf and estuary
of the St. Lawrence, a high barometer may be considered as the fore-
runner of wet and foggy weather, which usually accompanies its fall :
whilst a low barometer renders it equally probable that dry weather
will ensue, since it often accompanies its rise. I am fully of opinion,
that the marine barometer is of the greatest assistance in the naviga-
tion of the Gulf and River St. Lawrence, and that by attending con-
stantly to its state and changes, with reference to the winds and wea-
ther which preceded them, combined with the indications afforded by
the appearance of the sky, See., those changes of the wind and wea-
ther, which are about to take place, may be anticipated with a degree
of certainty sufficient, in most cases, to enable us to avoid being
caught on a lee-shore, or in an unsafe anchorage, as well as to regu-
late our course in a voyage, in anticipation of the coming change.
[The numerous commanders of our merchant shipping, will not fail to derive the
advantages of a careful attention to the foregoing valuable remarks of Captain Bay-
field. His observations on local attraction are just, and equally worthy of attention.
In our April number (1837) we printed some concise and simple directions for find-
ing it, which are to be had separate at either of our publishers. — Ed. N.M.]
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POSITIONS OF LIMITS AND BUOYS IN THE PORT OP LIVERPOOL. 9
ALTERATIONS III THB POSITIONS Of LlOHTS AND BUOYS IK TAN
Entrance or the Port or Liverpool.
Dock Office, Liverpool, October 5th, 1837.
The Trustees of the Liverpool Docks and Harbour do hereby give
notice, that for the better guidance of the mariner into and out of this
port, the following alterations will be made in the Formby, Leasowe,
and Bidston lights, and exhibited on and alter the evening of Satur-
day, the 1 1th of November next.
Formby Light. — This light will be distinguished as a fixed red
light ; and, in order to give a clearer berth to the northwestern and
southeastern elbows of the banks of the New Channel, which have
changed their positions, it is necessary, when inward bound from the
westward, to take the bar of that channel with the red shore light,
open a sail's breadth to the southward of the Formby floating
light, and, after crossing the bar, which the soundings will show,
open them as much to the northward, and thus nearing the float-
ing light, instead of taking up and preserving those lights in one.
This alteration in the character of the Formby shore light will also
afford a distinction for identifying it when approaching from the
northward.
Leasowe Light. — This light will be so masked as to give a de-
fined light in the Rock Channel, within certain limits, and will sud-
denly disappear, bearing S.W. to vessels inward bound, when off
West Wharf buoy, R. 3, red, and suddenly appear, when outward
bound.
Bidston Light — This light will also be masked so as to give a de-
fined light in the Rock Channel, within certain limits, and to vessels
inward bound will suddenly disappear on the bearing of S.S.W.,
when abreast of East Wharf buoy, R. 4, red, and suddenly appear,
when outward bound.
These lines of masking and unmasking intersect that spot in the
Crosby Channel where the course alters, so that, in running up from
the Formby floating light, the mariner must haul up from S.S.E. £
E. to S. by E. £ E., on losing Bidston and Leasowe lights, and, on
running down, keep away from N. by W. J W. to N.N.W. J W., on
their opening out. All bearings by compass.
By order of the Committee,
H. M. Denham, Capt. R.N.,
Marine Surveyor.
Marine Surveyor*! Office, Liverpool, Oct 80th, 1867.
The under mentioned buoys having been moved to suit the alterations
in the banks, since Captain Denham’s chart, of 1835, pilots, coasters,
and others are hereby informed of the same.
ENLARGED SERIES. — NO. 1. \*)L. FOB 1838. (90glc
10 POSITIONS OF LIGHTS AND BUOYS IN THE POUT OF LIVERPOOL.
These two buoys
bear of each other,
north and south, near-
ly % of a mile apart,
the width of the Chan-
nel entrance.
(All bearings by Compass)
N 1, Black. (Nun) N.
W. Spit of New Chan-
nel.
N 1, Red, (Can) S.W.
Spit of New Channel.
f Moved 3 cables to the S.W.
j and bears E. J S. 1 mile, nearly,
\ from Bell Beacon, and E.N.E.
f from N.W. light ship 4$ miles.
S Moved 3 cables W. | N.,
bearing from Bell Beacon E.S.E.
1 mile, and from N.W. light
ship E. by N. | N. 4 miles.
Note. — The bearing of the Bell Beacon has been corrected. It now
bears from N.W. light ship, N.E. by E. £ E. 3J miles, nearly, instead
of N.E. by E. f E. 3 § miles, as stated on chart of 1835.
These buoys bear ^2, Black, (Nun,) C Moved J of a mile due west,
from each other, north i North side of New } hears from N 1, Black, east
and south, % of a mile f Channel. s | of a mile,
apart, and both bear/ 4 Moved J of a mile W. J N.,
N. 1 E. of Leaaowe V N 2, Red, (Can,) south < and bears from N 1, Red, east |
lighthouse. J side of New ChanueL { of a mile.
Moved 1& cables N.W. by N.,
bearing from Formby light ves-
sel N.W. by W. \ W. 1 mile,
nearly, and from N % Black,
east % of a mile.
Moved J of a mile N.W., bear-
ing from Formby light vessel
W. IN. | of a mile, and from
N 2, Red, east f of a mile.
These buoys bear
north and south ofj
each other % of a mile f
apart, and show the/
width of the Channel!
there.
N 3, Black. (Nun) N.
E. Spit of New Chan-
nel.
N 3, Red, (Can, with '
Perch) S.E. Spit of «
New Channel. j
C 1, Black, (Nun) on N. W. Spit of Formby
Middle Bank, (Taylor's Buoy.)
Moved 1 cable N.W. by N.,
bearing from Formby light ves-
sel N.W. by N. 3 cables distant.
Note. — A scouring away of the south margin of Little Burbo Bank
has taken place, forming a considerable bight between N 2 and 3
black buoys ; but, as the ebb sets direct on, vessels in turning out
should not stand northward of the line of those buoys. It should
also be borne in mind, that the outer and shoalest edge of the Bar (12
feet on low water springs) has spread nearly half a mile farther out, to-
wards Bell Beacon, them in 1835. You are fairly without the bar,
however, when deepening your soundings 2 fathoms, or half-way be-
tween the Bell Beacon and outer buoys, N’s 1, red and black, (Bid-
ston light bearing S. by E. J E. ;) and you are fairly within the bar
when, deepening your soundings 1 fathom, or half-way between N’s 1
and 2 buoys, (Bidston bearing S. £ E.)
Bidston will throw a better light to the northward after the 11th of
November next.
R 1, Black, (Can with Perch,) Spencer’s
Buoy, at North Spit
Moved 73 fathoms S.W. of
former position, Spit advancing
westward.
Note. — The above, as well as the new sailing lines of Formby
Lights, and the several alterations in the banks, &c., will be shown on
a corrected edition of Captain Denham’s chart, up to the date hereof.
H. M. Denham, Capt., R.N.,
Marine Surveyor.
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REMARKS ON ALTA VBLA, BEAT A, AND AVIS ISLAND8. 11
Remarks on Alta Vela, Bsata, and Avis Islands.* — West Indies.
In October, 1834, Her Majesty’s ship Racehorse, being at anchor off
the west side of the Island of Beata, on the south coast of St.
Domingo, sights were taken there, and on the west end of the Island
of Alta Vela, for the purpose of obtaining a meridian distance from
Fort Charles, Port Royal. The latitude by the sun’s meridian alti-
tude was 17° 28' 12" N., and the distance east of Fort Charles
Oh. 20m. 49,32s. The place of observation, on the Isle of Beata, a
sandy beach, off which the ship was anchored, was m latitude, by
observations, 1 7° 33' 44"N., and the distance east of the place of obser-
vation on Alta Vela 27,0s. On Beata, where we landed, there was an
establishment of hunters of wild pigs who kept a pack of a small
breed of blood hounds there for that purpose. When the work was
done on Alta Vela, Mr. Tonkin, the master, and Mr. Drury, midship-
man, who had been taking sights, and myself, ascended the mountain
on the S.E. side where it appeared most easy. We reached the sum-
mit a short time before sunset. The extent and grandeur of the view
was great in the extreme, but could not be enjoyed from the fatigue
of climbing up, and the necessity of immediately commencing our
descent, a work which we found more painful and difficult than climb-
ing up, caused by the great uncertainty where to step, or what to
hold on by, it being twilight. The soil was loose stones and
earth, thickly covered with the cactus fragilis, a plant most properly
so called, for on the slightest touch the lobes break off from the
plant and adhere most firmly to the flesh by the sharp spines with
which they are armed, and are barbed at the point like a New
Zealand spear. Landing on the island is not difficult in fine weather,
but very dangerous in strong breezes. The best place is a cove to
leeward on the west side, and a more convenient one on the N.E.,
but the weather must be very fine ; there is no fresh water. The
island is sometimes visited from St. Domingo for the purpose of
quarrying stone. It was my intention to take a barometer up to
measure the height, but it was quite impossible ; it is, however, in
the opinion of an officer best qualified to judge, 500 feet.
In March, 1835, being off the island on my way from Port Royal
to Barbados, I again landed, and confirmed the latitude before
obtained, and by sights made the meridian distance from Fort Charles
20m. 45,86s., the observers being the same as in October. f
* The positions of these Islands on the charts are very incorrect.
f These observations were again confirmed in January, 1837, when it was
20m. 50, 0 s., or in October, 1834 20m 49,32s
March, 1835 20 45,84
January, 1837 20 50,0
3) 145,010
Mean 20 48,38
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HEMAHK8 ON ALTA VELA, BEATA, AND AVIS ISLANDS.
The wind being from the northward I kept to southward of the
island, and on the 1 7th, in the afternoon, the isle of Avis was seen.
The evening was very fine, and although it had been well looked for,
the island was first observed from deck about six miles distant.* The
sandy beach of the island appeared like a white line below the hori-
zon, the grass with which its top is covered being of the same colour
with the water that surrounds it, renders it most difficult to be seen till
close on board of it. The next morning I landed with the master
and Mr. Drury, and got sights which gave the distance east from
Fort Charles, 52m. 57,1s., and from the Engineer’s Wharf, Barba-
dos, when we arrived there, west 15m. 56,85s. The meridian alti-
tude of the sun was observed over the sea horizon ; the latitudes
were 15° 39' 39" N., 15° 41' 14" N., and 15° 41' 56" N.; the mean
15° 40' 56" N.
A light had been observed upon the Island the night before, and a
party of Danes from the Island of St. Thomas, were on the Island
gathering the eggs of the birds that inhabit the Island, and from
which it derives its name, and which their infinite number fully justifies,
for at a little distance from the Island they appear like a cloud hanging
over it. They are of two species of Stema,f S. fuligenosa, keeping pos-
session of the north half of the Island, and S. Stoldida, the southern.
They make a nest of a few small smooth pebbles, and lay two eggs,
which are speckled, blackish red and white; they are in size and
flavour, exactly like those of the plover. The Danes collect them
twice a day, and during the time we were on shore, nearly
enough were gathered by the boat’s crew, to load the gig. They are
sold at St Thomas’s, and when we were on the Island, a boat arrived
from thence to take them away, the season being over.
The form of the Island is a long oval, in length about 830 paces,
and in the broadest part 116 paces; it is not quite level, but the
highest part is so little above the sea, that by lying flat on the
ground therti, I could but just see the extreme end of the blade of an
oar 16 feet long, when held perpendicular, the handle resting in the
sand at the water’s edge. It is bordered round the east and west by
the north, with rock and shingle, with a reef extending a short dis-
tance from the east and west extremities. The centre of the Island
is covered with grass, and a verge between that and the shingle all
round, of a species of arenosia, about sixteen paces wide. In the
middle of the Island towards the south side, is a permanent hut for
the egg collectors, off which there is good anchorage. In the centre,
near the highest ground is a tomb ; the spot is marked by a few
* The boys were immediately sent for on the forecastle to show them the great
necessity of keeping a good look out at all times.
f These names were given me at the Zoological Society, from skins I had brought
frem the Island, for the purpo^ of naming the species.
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PACIFIC
ACTiEO?
»j
LORD EDWA]
C aptain of li
It
From a J)
GEORGE BIDDL
ACT AON ISLANDS.
13
stones set round the edge. The governor, a person at the head of a
party of egg collectors, having died, was buried there. The ship
did not anchor, but soundings were carried out from the hut one
cable's length, and were at that distance, 3, 5, 5£, 6, 7, (which was
half a mile from the shore, the hut then bearing north, where there
is good anchorage, being protected by the reefs from the east and west.)
Then standing S.E. by E., 7£, 8, 8f, 8J, three casts with 9, thirteen
casts with 10, 11, all fine sand, then no bottom with fifteen fathoms.
It would be a great advantage if a double row, or more, of cocoa
nuts were planted or sown along the north side of the Island ; they
would not in any way interfere with the birds, whose eggs are an
article of trade to the Danish colonists, and would render the situa-
tion of the Island visible to a far greater distance than is the case at
present.
Having found several intelligent officers unacquainted with the
method of measuring differences of meridians by chronometers, inde-
pendent of the time at Greenwich, I add an example —
h. m. s.
Feb. 28, 1835, at noon, a chronometer of Arnold’s,
was + on mean time, Port Royal 5 17 57,5
Rate, gains per day, 2,5s. + six days, the interval
to March 6.. . 4* 15
Error of chronometer on Port Royal, time carried
to time of sights at Alta Vela 5 18 12,5
Error of chronometer as found by sights on mean
time at Alta Vela, March 6. 4 57 27,8
20 44,7
Difference of meridian from Fort Charles, Port Royal, where the
first error was taken, to the Island of Alta Vela, where the other
set of sights were taken.
E. H.
Actaon Islands, — Pacific Ocean.
He* Majesty's ship Actseon, under the command of Captain Lord
Edward Russell, left Tahiti on the 20th December last, for Pitcairn’s
Island and Valparaiso. The following is an extract from the remarks
of Mr. Biddlecombe, the master of that ship.
“ On the 3rd of January, when standing to the N.E., we discovered
land, and at 3 p.m. made out three islands ; the N.W. point of the
westernmost N.N.E. three miles. These islands not being laid down
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14
FRENCH AND ENGLISH MARITIME LAWS.
in any charts, or mentioned in any publications, named them Actseon’s
Group, and the easternmost island, (its southern point in lat. 21° 28'
30" S., and long. 136° 26' 46" W.,) Melbourne Island *** the
centre island in lat. 21° 23' S., and long. 136° 32' W. Minto Island
*** and the westernmost island the N.W. point in lat. 21° 18' 30" S.,
long. 136° 37' 46" W. Bedford Island, ***. These islands are very
low, with trees, and a heavy surf on the beach; no appearance of
anchorage. The westernmost island appeared to be a lagoon island,
with a reef about three quarters of a mile off its N.W. and N.E.
extremes.”
Mr. Biddlecombe in his laudable zeal to improve our charts, has
added this group to them, and it is to be regretted that he had not
an opportunity of giving a fuller account of the Actaeon’s discovery.
There are many islands we believe well known to the local traders in
the Pacific, which have not yet found their places on the charts, and
Mr. Biddlecombe informs us that this group is among the number,
an account of which he received from Mr. Thomas Ebrill, master of
the Tahitian merchant ship Amphitrite of twenty-three years’ experi-
ence in the low or dangerous Archipelago.
French and English Maritime Laws.
In the year 1835, M. Marec,* a French gentleman, visited this countiy
on a mission from his government, with the object of inquiring into
the nature of the laws by which our mercantile marine is regulated.
Having collected much information from Mr. Charles Jones, the Ad-
miralty solicitor, and Mr. Charles Boyd, collector of the customs in the
port of London, to whom, with Mr. Enderby, he acknowledges him-
self under great obligations for their attentions to him, M. Marec for-
warded his report to Admiral Duperre, the Secretary of State for the
marine and colonies, a considerable portion of which has appeared in
that useful work the Annales Maritimes. As we consider that much
of M. Marec’s report on this important subject will interest our own
readers, both from the comparison made between the English and
French laws, as well as the information it affords respecting the
latter, we have prepared the following, and shall complete it in some
of our future numbers.
question.
1. In what court of England are
captains, officers, and seamen of
merchant vessels, tried for such
misdemeanours and crimes as
they may have committed on board?
The French law classes the pun-
* Chef du bureau de
ANSWER.
Formerly all crimes committed
beyond the jurisdiction of the or-
dinary courts of justice on shore,
that is to say, the crimes commit-
ted within the flow of the tide and
the mouths of great rivers, were
la police, de la navigation commcrciale et des peehes maritimes.
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TRENCH AND ENGLISH MARITIME LAWS.
15
QUESTION. ANSWER.
ishable offences or infringements cognizable by the court of Admi-
under these heads : ralty proceeding without jury.
An offence punished by peines But in the reign of Henry VIII.
de police (imprisonment from one (in the 16th century) parliament
to five days, and a fine of one to passed a law, declaring, that
fifteen francs) is a (contravene certain heavy crimes committed
tion ) transgression. within the jurisdiction of the Ad-
An offence punished by peines miralty court, should be tried ac-
correctionales (imprisonment be- cording to the rules of common
yond five days and fine exceed- right ; that is to say, by a jury
ing fifteen francs) is a ( delit ) mis- sitting in a court constituted by
demeanour. virtue of royal commission : the
An offence punished by peines said court being presided over by
ajfii clives, or ignominious alone a judge of the Admiralty court,
(such as death, hard labour for with the assistance of two of the
life, transportation, hard labour common law judges,
for a certain time, imprisonment. The English law, does not ad-
solitary confinement, banishment, mit of so minute a classification
civil degradation) is a crime. of punishable offences, as that
Does there exist in England which the French law does,
any analogous classification to Nevertheless, under the denomi-
this? nation of transgression, which
corresponds to the French word
infraction, are included those of misdemeanour and felony, the first
of which signifies un delit, and the second un crime.
Subsequently, all misdemeanours and crimes committed at sea,
could not be judged but in London, either by a special commission, of
which a judge of the court of Admiralty was the chief, and which is
called in practice the Admiralty court, or by the ordinary criminal
court in London. This last privilege is derived from an act of par-
liament of the 25th July, 1834, (4th and 5th of William IV. chap. 36.
sec. 2. authorizing the central criminal court to try offences com-
mitted on the high seas:) it has been conferred on the criminal court
of London, with the view of obtaining a more expeditious termination
of business, this court sitting every month ; while the commission or
Admiralty holds its sittings only every six months. Thus the criminal
maritime causes are very seldom brought before the Admiralty court,
the intervention of which entails much delay and trouble. A judge
of the Admiralty court is always appointed in the royal commission
for the institution of a criminal tribunal ; but he does not sit unless a
maritime crime is to be judged.
It is to be observed that an act of parliament lately passed, that is,
the act of 30th of July, 1835, relating to merchant seamen, art. 38,
has brought certain offences committed on board merchant vessels,
such as common assault and battery, within the provision of an act
of the 9th year of the reign of George IV., which invests two justices
of the peace with the power of judging offences of the same nature on
shore. The punishment which the justice may inflict in this case
consists in a fine of 51., and imprisonment in fault of payment.
If, for the assault and battery on shore, has been admitted the pro-
priety of avoiding the form of judgment by jury, how much more
was it not necessary to subject offences of this Rind committed on
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FRENCH AND ENGLISH MARITIME LAWS.
QUESTION. ANSWER.
board merchant vessels, to the mode of summary judgment instituted
by the act of the ninth year of the reign of George IV. This want
has been felt, and is here provided for.
2. Has the court of Admi- No ; all come to the court in
ralty which sits in London, juris- London. Nevertheless there ex-
diction in other courts in other ist in what are called the Cinque
parts of England ? Ports, Admiralty courts, which on
Or rather, do there exist other principle only, have the right of
Admiralty courts independent of jurisdiction for the judgment of
the court established in London, offences and crimes, but this right
and in what ports ? is not exercised.
Do the colonies of England Yes ; there are Vice- Admiralty
possess tribunals of this kina ? courts which proceed with a jury
and are convened by the order of
the governor when it is necessary. The moment that a ship reaches a
colony, the circumstance is sufficient to give the Vice- Admiralty court
power over her as if all the elements of instruction existed at the place.
What is the rule by which any See former answer, from which it
particular Admiralty court is au- appears that all cases are tried in
thorised to take cognizance of an London, either by the Admiralty
affair in preference to any other? court or by the ordinary criminal
court, excepting those which are
of a nature to be judged in the co-
lonies.
3. Formerly in France, inde- The jurisdiction of the Ad-
pendent of civil causes belonging miralty embraces all civil or cri-
to commerce and navigation, the minal causes which originated on
Admiralty (according to the law the high seas, in merchant vessels,
of 1681) took cognizance of pi- on the coasts of the kingdom, or
racies, roberries, and desertions those of the colonies. It recog-
of the crews, and generally of all nizes also, decisions of prizes, and
crimes and offences committed at questions of salvage, (on appeal,)
sea, in ports, harbours, and rivers, and concurringly with ordinary
The Admiralty court in France justice, the discussions relating to
took cognizance also of the trans- the engagements of seamen. It
gression of the regulations of the judges also the transgressions of
maritime fishery. Is it so with the regulations of the maritime
the jurisdiction of the Admiralty fishery.
in England?
Has the Admiralty court juris- If the affair have happened in
diction over an offence committed port, there is generally an agree-
on board a ship, in port, equally ment ; that is to say, the jurisdic-
as if it had been committed in a tion of the shore may be adopted
ship either at sea, or at a road - as well as of the sea ; but if it
stead? happen at sea or at a roadstead,
it always falls under the jurisdic-
tion of the Admiralty. The power of the Admiralty only extends to
high water, and to the part of the shore actually covered by the sea
water, so that the same part of the shore which may be under its juris-
diction at high water, ceases to be so at low water.
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FRENCH AND ENGLISH MARITIME LAWS.
17
QUESTION. ANSWER.
Some years ago, a singular case occurred on this point of jurisdic-
tion : a murder had been committed by a smuggler, who, from the
shore, not then covered by the tide, shot a custom house officer while
swimming. Which had the jurisdiction competent to tiy him ? It
was decided to be that of the shore.
Is this power of jurisdiction This power of jurisdiction ad-
without distinction of the rank of mits of no respect of persons ; it
persons, or is it limited to persons is determined by the nature of the
belonging to the crew ? place, ratione loci.
4. How are maritime cases in On a complaint lodged before a
criminal matters brought before a justice of peace, who examines
competent tribunal ? the matter, who collects the wit-
nesses, with the depositions, and
examines them, and sends the witnesses with the depositions and the
accused, before the criminal tribunal. Should the justice of the
peace decide there is no ground for allowing the complaint to go
forward, the plaintiff may address himself directly to the Admiralty
court ; a jury then examines the affair, and decides whether there is
ground or not, for taking it before this court.
The above course is likewise followed when the matter, instead of
being referred to the ordinary criminal court, has to be judged by the
Admiralty court. It depends on the plaintiff to choose either of the two.
Is there any public officer who No, except in some cases, which
either on denunciation or com- are few, ana seldom occur ; either
plaint, in virtue of his office, is the Attorney General, the Solicitor
authorised in the name of society General, or a particular solicitor
to issue process, and to demand or attorney of the Treasury, or
punishment by the laws ? that of the Admiralty, according
to the branch of the administration which the question may concern.
Thus, for a maritime criminal matter to receive judgment, it is
necessaly, in general, that a particular person should call forth the
exercise of justice, in presenting himself as plaintiff : this person
commences the prosecution in the name of the king.
5. In what essential points of No: they are slower, and more
proceeding does the Admiralty expensive,
court differ from others ? Are its
proceedings more expeditious, or less expensive ?
Can the Admiralty court judge The Admiralty court, like the
an offence, and at the same time the criminal court, requires the
apply the law, or does it proceed assistance of a jury,
with the assistance of a jury, the N.B. Some offences, or acts of
declaration of which would form a particular nature, are brought
the basis of its decision ? before the court of Admiralty, (a
•ingle judge,) which decides without a jury. This case is very rare.
Mr. Jones knows only of two instances of it. He quoted one of a
merchant captain, who was brought before a court of Admiralty for
having improperly hoisted on board his vessel the flag exclusively
intended for the royal navy.
1m the intervention of a jury Yes.
required for the trial of common
QTOnces, as it is for those of felony ?
ENLARGED SERIES. — NO. 1. — VOL. # FOR 1838. D
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FRENCH AND ENGLISH MARITIME LAWS.
QUESTION. ANSWER.
How many judges is the Ad- There are four judges at least
miralty trubunal composed of? in a special commission or Ad-
miralty court, as in the ordinary
criminal court. When this last court judges a maritime offence, it is
not presided over by an ordinary judge, but the judge of the Admi-
ralty court, who is then sitting, gives those necessary explanations of
the affair which his special experience enables him to do.
Is it intended to modify the When this question was put, (in
actual state of the law in any es- the month of July,) a bill then
sential points for the punishment under consideration of parliament,
of offences and crimes committed that is the bill concerning mer-
on board merchant vessels ? chant seamen> contained the pro-
posal to take from the jury, and
to transfer to two justices of the peace, the right of judging certain
offences, committed on board merchant vessels. It has been already
seen by the first question, that this plan was adopted, the bill con-
taining it, being that of the 30th July.
6. By what funds are the ex- As far as concerns those cases
penses of criminal process defray- which are not maritime, the ex-
ed in maritime affairs ? penses of prosecution before the
central criminal court, are de-
frayed by the counties in which the offences have been committed,
but with regard to offences committed on the high seas, the expenses
are defrayed from a fund placed at the disposal of the Admiralty, in
the same manner as before the jurisdiction of the Admiralty was
transferred to the central criminal court.
Thus, in whatever port the ship arrives, either of England, Scot-
land, or Ireland, if the complainant goes before the justice of peace,
and if he be bound over with witnesses to prosecute the affair in the
central criminal court, the expenses of his journey to London are
allowed him, as well as those summoned to appear before the grand
jury, and those served with process of judgment.
But in cases where the complainant or witness is not bound over
by the decision of the justice of peace to follow up the affair, the
expenses are not allowed.
The expenses of the defendant’s witnesses are never allowed them,
whether he be acquitted or not.
The expenses are allowed in all cases of prosecution for felony, and
only in some cases for misdemeanour.
It is always at the discretion of the presiding judge to allow the
expenses or not, and should he think that the prosecutor, or any
witnesses, are blanieable, he often refuses them their expenses.
N.B. It was Mr. Deane, advocate of the central criminal court, who
gave me the preceding information on the article of expenses. This
information is not so correct as might be desired : it is contradicted
by the ship owners whom I have consulted, as will be seen in the
observations against the succeeding questions.
7. Is the assistance of an advo- The assistance of an advocate
cate indispensable in the trials of is not indispensable. The accused
maritime criminal affairs ? has the right to secure the assist-
According to the French law ance of an advocate at his own
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FRENCH AND ENGLISH MARITIME LAWS.
19
QUESTION. ANSWER.
(art 294, of the criminal code, expense ; even if he be not in a
and for the affairs of the court of condition to pay him he may ob-
assize) the accused is obliged to tain one, who upon his demand
have an advocate chosen either % is appointed to that office by the
by himself or the judge. judge ; but the judge is not
obliged to acquiesce with this de-
mand, and may grant or refuse it, as he pleases. Generally the accused
has no advocate, the judge filling up the office for him.
It may be moreover observed, that by an inconsistency, of which
the English mode of proceeding affords so many examples, the advo-
cate of the accused in criminal matters, is admitted to plead only the
points of right ; whilst in those of misdemeanours he may discuss the
whole case.
8. Are judgments wdiich are de- No : for misdemeanours as well
livered on maritime cases of sim- as crimes, the judgments are final,
pie misdemeanour liable to be re- They cannot be set aside, except
ferred for appeal ? by the issue of a trial, on some
point of right, the decision of
which is then submitted to the fifteen judges of the kingdom.
9. — What authority is the cap- Here, necessity alone consti-
tain invested with for the suppres- tutes law : it would be dangerous
sion of offences against the good to establish or lay down any par-
order and discipline of his ship ? ticular rule, to fix limits of rigour
Has he only the power to preserve which would afterwards become
discipline? the source of a multitude of trials.
Does this power extend over his In principle, the captain has all
passengers as well as the crew of the authority over his crew and
nis vessel ? passengers tnat is required for the
safety of his ship, and success of
the voyage. By the terms of his engagement, the seaman, on pain of for-
feiting all, or part of his w ages, or of all that belongs to him in the
vessel, must obey the orders of his captain w ith respect to the duty of
the vessel : and likewise those having for their object the maintenance
of good order, and the prevention of vice and immorality. The cap-
tain ought, in all cases, to use his authority with moderation. On his
return to England he may be brought to justice by any man in his
crew, whom he may have struck, ill-used, or imprisoned in the course
of his voyage ; and, if he cannot prove that the punishment was just
and moderate, he may be sentenced to make reparation in the shape of
damages. The captain is authorized to employ force to suppress an
outrage or crime ; that is to say, to secure the punishment of a delin-
quent, by putting him beyond the power of doing any more harm ; but
he has no criminal jurisdiction over him, and on his return to the
united kingdom, he must deliver him over to competent authorities,
unless by falling in with a man of war, he may get rid of him sooner.
In the case of mutiny, or open revolt, on the part of the crew, the
resistance of the captain, with regard to the serious consequences
which it may produce, is considered justifiable, as falling under legiti-
mate defence, and his conduct will be judged accordingly. In one
word, the captain should regulate the exercise of his authority by cir-
cumstances which wall be afterwards appreciated hv the court. I was
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FRENCH AND ENGLISH MARITIME LAWS.
QUESTION. ANSWER.
told a very remarkable fact of this kind. Some years ago, a ship hav-
ing on board a great number of passengers, had arrived in sight of the
coast of England, when a storm overtaking her, all the passengers
remained on deck, interrupting, by their presence, the management of
the vessel and thereby increasing the dangers of her situation. The
captain ordered the passengers to be battened down in the hold ; they
were crowded into it, and the want of air caused the death of several
of them. A charge of murder was brought against the captain, in the
name of the parents of the deceased, but the captain was acquitted on
the consideration that the part he had acted was hilly justified by the
circumstances.
Has the captain the right to Not in port,
inflict punishment by his own
means, the vessel being in a port of England, as if she were at sea, or
at a roadstead?
Before inflicting punishment is This ought to be done ; pru-
he obliged to consult his officers, dence requires that there should
and to state it in writing, in any be on board a kind of council of
act whatever? justice. This custom was followed
in the ships of the East India
Company, but not in any others ; the captains of which are bound to
enter in their logs the punishment they have awarded.
PENALTIES.
1. What punishment is as- None whatever. The captain
signed to him who uses abusive in this case knocks the man down,
language towards the captain, or or returns the compliment, or
other officer ? adopts any other method he
In France, in the present state pleases,
of the law, the man who commits The English law in not provi-
such an offence, incurs no more ding any punishment for cases of
than a fine of from one to five abusive language, has acted (as the
francs, established by the code of Admiralty’s solicitor told me) up
mere abusive words, acts 376 and to the vulgar adage, that “ Bones
471, of the penal code of 1810. are never broken by words”
This punishment might be deemed
sufficient between citizens ; but it is easy to conceive, that the injury
done to the captain, or his officer, presents a character of gravity
which demands a severer check. Thus, by the project of penal law
laid down for the mercantile marine, the punishment, in a case of
abuse, would be imprisonment from six days to one year, with power
in the judge to inflict an additional fine, from sixteen to 100 francs.
2. What punishment does the Here again, the captain, in this
man incur, who threatens his cap- case, punishes by any means in
tain or officer ? his power. The Admiralty’s so-
In France, in- the present state licitor thinks it would be well to
of the law, no punishment will establish in England, a punish-
reach the author of a verbal threat, ment against this offence, as it is
unless this threat be accompanied intended to be done in France :
by an order, or under a condition, the sailor should forfeit his wages
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FRENCH AND ENGLISH MARITIME LAWS.
21
QUESTION. ANSWER.
(that is, an order to deposit a sum by judgment of die court of Ad-
of money in a place indicated, or miralty without a jury. This
to fulfil any other condition,) should be a term of the contract,
in which case the offender is liable between the sailor and captain,
to be punished, art. 307 of the code,
with from six months’ to two years’ imprisonment, and a fine of from
25 to 300 francs. It was deemed important, that a man who had
offered to threaten his captain, even without an aggravating injunction
or condition, should be hereafter punished ; and for this the pro-
jected law provides the punishment of imprisonment from six days to
one year, with power to add a fine of 16 to 100 francs. t
3. What is the punishment for There is no special provision
the man who strikes his captain, made for this case, on the position
or an officer ? of the sailor with regard to his
In France, while (according to captain. The general punish-
art. 309 of the penal code of lolO, ment consists in fine and un-
modified in 1822) it is from six prisonment. The judge modifies
days to two years of imprison- its application according to the
ment, and a fine of 16 to 200 station of the giver and receiver
francs, or one of these two punish- of the blow, and naturally its ap-
ments only ; the intended law plication is more severe when a
raises the minimun and the maxi- sailor is charged with exercising
mum punishment : thus, three his pugnacious qualities upon his
months to three years of imprison- captain, than if deciding between
ment, with power to add a fine of one person and another m the or-
50 to 300 firancs. dinary relations of civil life.
If the sailor had struck him
with a weapon of any kind, he would be liable to suffer death or trans-
portation for life.
4. What punishment is provi- Death to all concerned in the
ded for seamen, who by fraud or perpetration of the deed,
violence towards the captain, take
possession of the ship ?
In France at present, it is (according to the law of 1825) punish-
ment of death against chiefs and officers.
Punishment of perpetual hard labour for life against the crew.
5. Is theft on board ship pu- Yes ; a theft of that species is
nished more severely than it is on considered as a domestic theft,
shore? Nevertheless, the estimation of it
According to the French laws is left to the discretion of the
in force, (art. 15 of the law of judge, who considers the value of
10th April, 1825, referring to art. the article stolen, and pronounces
386 of the penal code,) the au- according to this value, and the
thor of a theft committed on circumstances of the theft, the
board, even if he be a passenger, punishment of transportation for
is subject to the degrading punish- a time, or for life,
ment of confinement for five years
at least, and ten years at furthest.
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FRENCH AND ENGLISH MARITIME LAWS.
QUESTION. ANSWER.
6. What is the punishment Death : it is a case of felony,
for the case of mutiny ?
7. What is the punishment Death, if it should have been
for the case of plotting against commenced carrying into execu-
the safety, the liberty, or the au- tion, otherwise, it is only a con-
thority of the captain ? spiracy, punishable by imprison-
According to the law of 22nd ment.
August, 1790, (art. 11,) on the
punishment inflicted in the French navy, conspiracy specified as
above, entails on the authors, in a vessel of war, the punishment of
hard labour for life.
For the same crime committed on board a merchant vessel, no
punishment is provided at present. That which the amended law
provides, consists of confinement, or, according to circumstances, of
nard labour for a limited time.
By the term plot, is understood, a resolution, with the object of
a criminal purpose, concerted and resolved between two or more
persons.
8. What is the punishment The desertion of a merchant
assigned to desertion from mer- seaman is considered in England
chant vessels ? only as the violation of a civil
In France, it is the loss of contract, which is attended with
wages and a servitude from three loss of wages due at the moment
to six months in the lowest rating, of desertion. A justice of peace
in a vessel of war. (Ordinance pronounces this if the sum be be-
of 31st Oct., 1784 — law of 22nd low 20/. sterling, but if above, it
Aug., 1790.) is decreed by the court of Admi-
ralty with jury. In case of deser-
tion after the advance of wages, the justice of peace may order one
month’s imprisonment.
If, after having signed his engagement, a sailor refuses to embark,
the captain may obtain from a justice of peace, an order for arrest
against him ; if he persist in not embarking, without offering a suffi-
cient reason, he would be condemned to hard labour in prison,
during not more than thirty days, and not less than fourteen. The
wages of a deserter are made over to Greenwich Hospital, if he were
engaged at fixed wages, and they remain with the owner if he was
engaged by share in the voyage.
The seaman who absents nimself from his vessel without leave
from his captain, forfeits for every day of his absence, two days’ pay,
which goes to Greenwich Hospital.
If on the arrival of a vessel, he leaves her without a written permis-
sion from the captain before the unloading of the cargo be completed, he
loses one month of his wages, which also goes to Greenwich Hospital.
In the merchant seaman’s act, of the 30th July, 1835, articles 6, 7,
8, 9, 10, will be found, new provisions against desertion and absence
without leave.
9. Is the captain who becomes No ; that is an affair between
intoxicated while he is entrusted him and the owner, who. if the
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FRENCH AND ENGLISH MARITIME LAWS.
23
QUESTION. ANSWER.
with the charge of the vessel, liable drunkenness of the captain has
to any punishment ? occasioned him any loss, may sue
In France there is none at pre- him for damages in court,
sent. By the amended law he is
to be interdicted the command from six months to two years, and
even perpetually, with the additional power on the part of the judge
to inflict, in all cases, imprisonment, from fifteen days to one year.
10. On the arrival of a British No : the captain of the man-
merchant vessel in an English or of- war sends on board, if he have
foreign roadstead, and finding an any communication to make, or if
English vessel of w r ar there, has he have information to transmit to
her commander any duty to ful- the commander of the merchant
fil towards the captain of this ves- ship.
sel ? Is he bound to go on board
the said vessel on his arrival or departure ? does he nm any risk of
punishment by not doing so ?
This obligation is finally imposed on the captains of French ships
by the old ordinances, particularly by those of 25th May, 1745, and
25th March, 1765. It has been renewed and confirmed, by an ordi-
nance of 31 Oct., 1827 (art. 101.)
According to the amended law, the punishment for neglecting it is
a suspension from command from a month to six months, or imprison-
ment from ten days to six months.
11. Can punishment be inflicted No.
on board of a man-of-war, on a
man belonging to a merchant vessel, for an offence committed on
board his ship ?
12. What are the punishments
which the captain of a merchant
ship is authorized to inflict, on the
score of preserving discipline
amongst his crew.
According to the French law
(ordinance of 1681, liv. 11. chap.
I, art. 22) a captain has the
power to inflict, on the score of
discipline, as follows : imprison-
ment, stripes with a rope’s end,
confinement in irons, keeping on
bread and water, placing on a cap-
stan bar with two shot to the feet
for one or two hours, &c.
The punishment of keel-hauling
and that of rope’s ending (with a
gasket) have not been resorted to
for a long time, and the mode of
punishment commonly employed at present, consists in confinement
m irons and putting on bread and water, or only a reduction of the
allowance of wine and rations.
There is no provision made on
this head. The captain may punish
without having the formal right of
doing so, but he exposes himself
then to an action for damages, be-
fore the court of ordinary civil
jurisdiction ; and if it be found
that he has exceeded the limits of
moderation and justice, he is cast.
According to an English captain,
whom I have specially questioned
on this subject, the means of pun-
ishing on board of merchant snips,
consists generally, only in confine-
ment in irons and the reduction of
the allowance of grog and rations.
The captain dare not strike, for
fear of the consequences.
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24 REPORT TO THE BRISTOL COMMITTEE ON STEAM NAVIGATION.
Report to the Bristol Committee, on thb subject of Steam
Navigation.
[As the vessels* destined to make the important experiment of crossing the Atlantic
by steam, will probably commence their voyages in the course of the present year, we
consider the following report, which led to the adoption of the plan, will be so far
interesting as to afford the means of comparing the estimated with the actual results.
—Ed. N.M.]
Bristol, Jan. 1, 1836.
In consequence of the daily increasing importance of steam navigation,
and the general impression that the advantages possessed by this port
fully entitle it to rank with others, between which and the United
States projects for the establishment of a steam communication are
already on foot, several gentlemen have commenced the formation
of a company, with the view, first, of examining minutely the feasibi-
lity of the undertaking ; secondly, for ascertaining in detail, from cor-
rect data, everything connected with its organization ; and lastly, if
such an investigation should leave no doubt of a successful and profit-
able result, to carry it into effect.
The first of these points, the feasibility of the plan, is the principal
subject of the present report ; and neither the labour of actual survey,
nor the trouble, of a critical examination, ha3 been spared to arrive at
a safe conclusion. Having visited all the principal steam ports, and
sailed on every steam line, where the best practical information was to
be obtained for this express object, the following remarks are sub-
mitted, although with great diffidence, as being fully borne out by facts
observed, and as the results of a somewhat laborious investigation.
The principal voyages now regularly performing by steamers, are the
following : — to Hamburgh, Bordeaux, Lisbon, Cadiz, Gibraltar, Malta,
and the Ionian Isles ; in the West Indies from Jamaica to Barbados
against the trade winds ; from Bombay to Suez ; from Holland to
Surinam ; and from New York to Charlestown and the Havana. The
voyages from, to, and between these places, have been performed,
winter and summer, with regularity and safety, which fact of itself fur-
nishes data sufficient for drawing conclusions favourable to feasibility,
and which will be the more decisive when it is considered that most
of them have been accomplished in vessels of less than 500 tons, not
built for their stations, and with steam power disproportionably weak.
It is not therefore too much to assume, that vessels built expressly
for their stations, modelled upon scientific principles, and pro-
pelled by efficient engines, are capable of performing long voyages, and
can encounter the heaviest gales.
If particular proof be desired, I would instance the Firefly, of 560
* For an account of the “ Great Western,” one of these vessels, see pages 194, >608,
618, of our last volume — 1837.
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REPORT TO THE 1JRISTOL COMMITTEE ON STEAM NAVIGATION. 25
tons, and 140 horse power, which, without damage, made a run of
1,000 miles against a long and severe gale from the S.W. And I would
here notice, that the open sea with its long swell is much more favour- •
able for steaming than the short chopping angry seas of our own coasts
and channels.
Assuming the point of feasibility to be established, I proceed to
communicate the results of inquiry : first, as to the kind of vessels
suited to the station ; secondly, the requisite steam power, quantity,
and nature of fuel, &c. ; and lastly, I will notice some points bearing
generally on the probable success of the undertaking.
SIZE AND KIND OF VESSEL.
First. The advantages of large steam ships over smaller ones, are
more apparent in bad weather than at other times ; they can hold
on a straight course with a gale abeam, when small vessels would be
buried in the trough of the sea, and would be compelled to deviate so
as to bring their bows or their quarters to the swell, and either way
lose ground. They neither lose their way nbr do they fall off so soon ;
they labour less, are more steady to their work, and their paddles are
not so often alternately immersed and free.
Secondly. The accommodations for passengers should be at least
equal to those of the present first-rate sailing vessels, otherwise a pre-
judice would be raised against the steamers which would blight at
once every prospect of success ; this can best be effected by vessels of
much greater dimensions than the largest steamers now in use.
Thirdly. It is well known that the proportionate consumption of
fuel decreases as the dimensions and power of the engines are
increased, and consequently that a large engine can be worked more
economically than a small one. The resistance of vessels on the water
does not increase in direct proportion to their tonnage. This is easily
explained, the tonnage increasing as the cubes of their dimensions*
while the resistance increases about as their squares ; so that a vessel
of double the tonnage of another, capable of containing an engine of
twice the power, does not really meet with double the resistance.
Speed, therefore, will be greater with the large vessel, or the pro-
portionate power of the engine and consumption of fuel may be
reduced. This accounts for the success of large vessels over small
ones.
Fourthly. A large vessel having more hold on the water is with
strong side winds less likely to be forced to leeward than a small one,
and exposing less surface of upper works to her tonnage than a smaller
one, is also, according to the foregoing rule, considerably less
affected, in comparison, by contrary gales.
Fifthly. Expense in equipment does not ascend in the ratio of
tonnage. Very nearly the same crew, and expense of outfit and stores,
that 900 tons require, would be efficient in 1 ,200 tons.
ENLARGED SERIES'. — NO. 1. — VOL. FOR 1838.
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26 REPORT TO THE BRISTOL COMMITTEE ON STEAM NAVIGATION.
Sixthly. It would be of great advantage to be enabled to carry a
certain quantity of goods ; this on a long passage is impracticable,
except in a vessel of considerable tonnage.
Seventhly. As to the kind of vessel. Every steamer of large
dimensions was inspected, both on and off the stocks, in the principal
steam ports of England and Scotland ; great improvements are being
gradually introduced, more particularly observ able in the Clyde than
elsewhere, and I feel confident that a vessel, constructed upon scien-
tific principles, with more regard to the strength required for a long
sea voyage than came under my observation, would fully bear out the
calculations as to speed and capacity. Such a vessel should be so
rigged as to offer a good spread of canvass, for running free in breezes,
when, with all sail set, she should average eight knots, with or without
steam ; or for scudding before the heaviest gales at possibly eleven or
even twelve knots. She should also have well-fitted fore and aft sails,
for sailing on a wind, to enable her to reach a port in safety ; — this,
with the means of throwing her paddles out of gear, would give her
resources, and with the other combinations, would render her, in
point of safety and certainty, superior to anything on the water.
Long experience shows that steamers, built as they are, with greater
length than is usual for sailing vessels, are not only quite as good sea
boats, but also sail as fast, whether on a wind or going free as the gen-
erality of sailing vessels. The foregoing considerations, together with
the following calculations, lead me to the opinion that, for the pur-
poses of carrying cargo as well as passengers, the most speedy and
certain passage, the greatest economy of pow r er, and the best assurance
of a profitable return for the capital invested, will require a vessel of
at least 1 ,200 tons.
2. STEAM POWER, FUEL, ETC.
A most important consideration is, the relation of size to speed and
power, the grand desideratum being the largest possible size that can
be efficiently propelled with the smallest possible poiver. A vessel of
tolerably fair proportions, and which makes in fine weather and smooth
water eight knots with engines of small power, with engines of double
the power would increase her speed to ten knots, and the effect of any
addition in power beyond this is not worth consideration.
Small vessels, or vessels having only short passages to make, pay
but little attention to economy of fuel ; as long as they move at the
desired speed, or are enabled to contend against the seas of their
several stations, nothing else is considered. My calculations are,
therefore, generally made upon vessels above 400 tons register. The
average number of tons to one horse power, is less in the vessels
belonging to the Bristol company than elsewhere ; (except in isolated
cases ; ) it is little more than two tons to the one horse ; but the Mer-
maid, belonging to the Waterford company, one of the fastest and
finest, approaches nearly to three tons upon the same power. On the
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REPORT TO THE BRISTOL COMMITTEE ON STEAM NAVIGATION. 27
Dublin and Bordeaux line it is exactly three tons, and this is a trying
voyage, the coals being shipped in Dublin for the passages out and
home. The Hugh Lindsay, a heavy vessel built of Teak, requires
more than one horse to three tons. The average of all the steamers
trading on the west coast of England and Scotland, as well as of those
belonging to the Irish companies, at the beginning of 1835, was about
Jths, but of the 85 included in the calculation, sixty were under 365
tons. Of those trading between Scotland and London, the Perth and
Dundee have less than three tons to the horse power, while 3f tons is
the allowance given to H.M. ships Messenger, Phcenix, Rhadamanthus,
Medea, and Dee, whose average dimensions are rather above 800 tons.
Of the packets running regularly between Falmouth and the Mediter-
ranean, the Flamer, Firebrand and Firefly, average more than four
tons. The Curacoa, of 400 tons, goes backwards and forwards to
Surinam, with 100 horse power engines. H. M. St. ship Hermes is
upwards of five tons to the one horse power ; and the Monarch, one
of the largest and finest vessels afloat, has four tons and one-third,
and with that power makes excellent passages. The Soho, which has
been running many years between London and Leith, and made trips
to Portugal besides, is propelled by one horse power to the four tons
of measurement.
From the above data it appears that increase of tonnage beyond a
certain amount, say 500 tons, does not require increase of power at
the same ratio that it does below that amount ; my own observation,
together with inferences drawn from the above, lead me to believe
that a vessel of 1 ,200 tons, modelled on the present improved principles,
and propelled by engines of 300 horse power, would contend much
better against the elements, and go as fast, as a vessel of 600 tons and
200 horse power of the same build.
There is much difficulty in arriving at the true estimate of the con-
sumption of any steam ship. One sort of coal will go one-fourth
further than others, and a good fireman will use one-sixth or even one-
fifth less to produce the same effect, than a careless or indifferent one.
Some boilers generate steam better, and do not foul so readily as
others, and some flues answer better than others. The best sorts of
coal are stated to be the Llanelly and the Swansea ; the former is
called the Langennock, and the latter the Graiola; one authority
states them to be as thirteen cwt. to seventeen cwt. of Newcastle
coal; another as eleven to sixteen. The Hugh Lindsay, on her
voyage from Suez found twelve cwt. go as far as fifteen cwt. of
ordinary coal. I examined many engineers in their vessels at
Glasgow, and never found their computed consumption to agree with
the fact, which was only ascertainable by calculating the number and
weight of the cart loads laid iny the length of time the fires were
burning, and the quantity left at the end of the voyage, and even
then no estimate could be correctly made of the loss by stoppages —
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28 REPORT TO THE BRISTOL COMMITTEE ON STEAM NAVIGATION.
getting up steam — raking out fires — waste of steam— or of any other
of the contingencies before alluded to.
The following table was laid before a committee of the House of
Commons, as the consumption of different powers, by M‘Gregor
Laird, Esq., who filled the office of engineer of the vessels, and
accompanied the Landers in their last expedition.*
Under 120 h. p. 10£ lb. pt. H.P. per hour.
160 9 1
200 Sj
240 8
In roughly calculating the consumption of engines, 91b. per h. p. is
usually taken, and that approaches probably to the nearest result of
experiments. The question, however, suggests itself — Where have the
majority of experiments been made f I should say in London. Cer-
tainly not in Bristol, or Llannelly, Swansea, Newport, or Lydney, as
the same amount (91bs.) has been handed down from the first estab-
lishment of steam packets. If the foregoing calculations, in respect
to quality and quantity of coal and power, are correct, and the experi-
ments whence conclusions have been adduced, were not made upon
Langennock, Graiola, &c. &c., 71bs. of either is equal to 91bs. of the
northern sorts ; and engines of 300 horse power would not consume
even 91bs. of the northern sorts. In estimating the quantity which
ought to be taken on board a steam ship, in the absence of positive
information, I think it best to disregard this advantage, although the
foregoing induces the belief that 600 tons of that which we shall be
able to use, will turn out to be equal to 750 of the sorts in general use.
The quantity required for engines of 300 horse power, at 91bs. per
horse power per hour, would not quite amount to 29 tons per diem,
or 580 tons (calculating upon full power and consumption the whole
time) for twenty days. But there are circumstances which operate to
lessen consumption — when the wind is fair, and both powers are in use,
the same quantity of steam not being required, the consumption of
coal is proportionally lessened ; and when the breeze is steady and
strong, the fires might either be kept very low, or suffered to go out.
With a strong head wind (which alone can cause the voyage to be
extended beyond fifteen days) the consumption of steam is diminished,
the number of strokes of the piston being reduced in proportion to the
resistance ; the quantity at these times required, and the fuel would be
proportionably diminished. It is therefore certain that, with proper
management, even after a twenty days’ passage, a considerable portion
of the coal would remain unexpended.
But under ordinary circumstances, say in ten cases out of twelve,
* Messrs. Lairds, of Liverpool, are the builders ofthe iron steamers, now fast com-
ing into fashion, and deservedly so. The Mermaid was built under their inspection,
and according to their model.
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REPORT TO THE BRISTOL COMMITTEE ON 8TEAM NAVIGATION. 29
the passage outward would be completed in much less time ; and the
return passage, in all probability, would seldom exceed twelve days ;
the quantity therefore unconsumed at the end of the voyage would
average full a quarter of the quantity shipped, thus rendering it un-
necessary to purchase for the homeward passage more than 250 tons.
3. WEIGHT OP ENGINE STORES, ETC.
1 st. A fair average for the computation of the weight of marine
steam engines, with their boilers, iron work, and water, is after the
rate of rather more than one ton per horse power, say 320 tons for
two engines of 150 horse power each ; this, with 580 tons of coal, and
50 tons of anchors, cables, and spare stores of various kinds, will
make 950 tons, leaving 250 tons outwards, and about 420 tons home-
wards, for goods, provisions, water, and passengers’ luggage.
2nd. The number of passengers would be subject to variation, but
in calculating the weight of provisions, baggage, &c., data being ne-
cessary, I would assume the number, with the crew, to be 200.
Water for this number, together with the tanks for holding it, would
weigh about 20 tons ; provisions 5 tons ; spare provisions 5 tons ;
baggage, 3001bs. for each person, about 30 tons ; these added to the
former will give 1,010 tons.
As the vessel would certainly carry her full measurement, this would
leave 190 tons for general cargo ; and as she would only take mea-
surement goods, the absolute dead weight when full, although subject
to variation, would generally be very much below the specified amount
of tonnage.
4. LENGTH OP PASSAGE.
The average passages of sailing vessels are, from Liverpool to New
York, thirty-six days, and from New York to Liverpool, twenty-four,
upon a calculation of ten years. A steamer of 1 ,200 tons, well mo-
delled, and fitted with engines of 300 horse power, would, in smooth
water and calm weather, make at least nine knots per hour ; in strong
breezes, head to wind, six or seven. This computation would much
diminish the period of twenty days before given, and the prevalence of
westerly winds would ensure an average return passage of about thir-
teen days. In heavy gales when against her she would make short
traverses under her tysails, assisted by the engine at seventy-two horse
power ; go generally five knots, and even then stay easily on every
change (if only a point ) of wind in her favour, and within four and a
half points, without making lee way.
5. COAL STATIONS.
In the shortest track to New York, there is no place to touch at ;
nevertheless going to the Western Islands would be no great deviation
to the southward ; and St. John’s, Newfoundland, is very little out of
the direct track to the northward. At the former, in the Port of Fayal,
I should recommend the establishment of a depot of at least 500 tons
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30
CUSTOM HOUSE AND QUARANTINE REGULATIONS.
of coal. At the latter, coal in any quantity may always be obtained.
Touching at either would depend upon the discretion of the captain,
who would hardly pass their longitudes unless he felt assured that his
supply was amply sufficient for the remainder of his voyage. And it
may be observed that in the former case a finer steaming parallel
would in a great measure make up for increase of distance, and in both
the current of the Atlantic, from the tail of the banks of Newfound-
land to our own coasts, would be proportionally avoided.
6. NUMBER OF PASSENGERS.
The number of steam sliips, built and building, the daily extension
of old lines, and the formation of new, the increase of factories for the
production of marine engines, all show that steam is rapidly super-
seding sailing vessels, whether for long or short distances ; no line
having hitherto been established without having immediately had the
preference, and ultimately taking away all the passengers from the
sailing vessels. New York, the great emporium of the western world,
is almost hourly increasing in importance ; and although Liverpool is
the general resort of her men of business, yet there are many grounds
(too long to notice here) for believing that a regular line of vessels
from Bristol would cause a vast influx of persons from America, and
that a still greater number would take their departure from her quays ;
— not among the least of these the all but certain establishment of
cotton spinning factories, the profitable returns of which solely
depend upon the price of female labour.
Besides the New York line, for which so many of our citizens have
subscribed, it behoves me to allude to others, which, either in respect
to investment of capital, or improvement of trade, may be found to
offer advantages worthy of consideration. The lines established, the
number of vessels plying, and the numbers about to ply, to and from
the ports of continental Europe, afford tolerable grounds for presuming
that success has crowned the efforts of enterprising capitalists of other
places. In the absence of sufficient information, as to the state or
prospects of trade with those ports, I content myself with alluding to
Bordeaux, Oporto, Lisbon, Cadiz, and Gibraltar.*
Christopher Claxton, Managing Director.
Custom House and Quarantine Regulations.
Mr. Editor, — Although much has been done during the happy
period of peace, which we have so long enjoyed, to simplify the
business of the departments of the customs and quarantine, yet there
exist remnants of the old evils, which constitute great annoyances,
and cause a prodigious waste of time ; and very considerable improve-
ment might and would yet be made, were some of the inconsistencies
* Established since from London, Iberia, Don Juan, Braganza, Tagus.
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CUSTOM HOUSE AND QUARANTINE REGULATIONS.
31
and useless attendances at the custom house, as well as delays and
expenses of quarantine, brought to the notice of those who have the
power to rectify them.
Oaths have very properly been dispensed with : their notorious
abuse was a gross insult to the understanding ; but to substitute “ a
declaration, ” is a refinement of which it is very difficult to see the
advantage. When the abolishment of the oath was resolved upon,
would not a signature have been sufficiently binding and respectful,
without adding the form of “a declaration?” Is there a man who
would place his signature to any document, knowing it to be false, who
would for a moment hesitate to declare it to be true ? In practice it
is well known, that “the custom house oath,” was proverbially a
force ; no man could get through the business of that department who
ever considered it in any other light ; its abuse had become reconciled
even to the most conscientious : it was most properly abolished ; and
yet we are called upon to the present day to continue the impropriety
by “a declaration” to the truth of many things of which we can
possibly know nothing. For my part, I w ill candidly confess, that I
never so much as looked over a manifest in my life ; and I can neither
clear out nor report without making a solemn declaration to the truth
of one. I think it would puzzle the most able, specious pleader to
show in what consists the difference between this and taking an oath.
However, as I will not pretend to be fastidious on this subject,
which the practice of our business, I must confess, has long taught
me to hold very cheap, the oath taking and making of declarations, I
will freely admit that, leaving this absurdity to be reconciled by the
higher powers, my present object has more to do with the unnecessary
and very inconvenient loss of time which is caused by the attendance
to make this declaration ; and for all the purposes of which, I think I
can easily show, our signature would do just as well.
Common sense points out, that neither a master of a ship’s declara-
tion, nor attendance, nor even hardly perhaps his signature, should
be required on clearing out a ship at the custom house. For what
possible good end is he now called upon, to spend hours of most
valuable time, perhaps a day or even more, to put his signature to a
manifest, and “ declare solemnly to its truth ?” This document usually
occupies the broker and the clerks in the searcher s office, a consider-
able part of one day, and sometimes a great deal more, to check and
compare with the notes, &c., &ic., furnished from the ship by the pub-
lic officers attending on board, the master being prevented knowing
anything about what is doing there, by this very attendance at the cus-
tom house. Surely this checking and examination, gone through by
custom house clerks and the brokers, if certified by them upon the
manifest, would render it quite as efficient a document as the master’s
signature and his declaration, of the detail of which he is wholly
ignorant.
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CUSTOM HOUSE AND QUARANTINE REGULATIONS.
It is worthy of remark, that in enlightened England, this country of
free trade, which is supposed to set an example in commercial matters,
to all the rest of the world, there is a farce gone through in permit-
ting a ship’s departure, with a cargo, that causes more annoyance,
more delay, and more vexatious personal attendance, than is to be found
at any place abroad; (at least within my experience, and which
includes no small number.) At foreign ports the agent can clear out
a ship, generally without the attendance of the master ; indeed I have
very frequently had the charge of ships in ports, (and both delivered
and taken in cargo,) without even entering the custom house ; and
where any attendance is required, it is only to prove, how utterly use-
less and intolerable the regulation is. For example, at one place I go
to, I am compelled to sign my name in a book, at the bottom of a
blank page ; what is written about it, I never could find out. We do
nothing quite so bad in England ; but it would puzzle me, exactly to
define how much more reasonable and in accordance with common
sense, is the fact, of being called upon to sign and declare to a mani-
fest, of which one cannot know the details : this is surely absurd
enough ; for England, especially.
But what are the further duties ? to sign a bond for permitting the
shipment of stores, for which no other reason can be given, than to
exact payment of a small fee, (five shillings I believe ;) why not abol-
ish this absurdity, upon the same principle that we annihilated those
annoyances called “ boat’s licences.” The boats remain just as liable
to seizure, if illegally employed, as before ; why not therefore retain
the master liable for the consequences of re-landing his stores ? this
fee can hardly pay for its collection.
There remains another farce to be gone through, 0:1 this “lost
day which truly is worse than all the rest. The master has to
answer some foolish questions about “ the Victualling Bill always
ending with this, “ have you any ship chandlery for sale T 9 I never
could understand, what was the intent of this question. This victual-
ling bill, I suppose, is meant to show, that proper provisions are put
on board for the voyage ; if that is its object, it is wholly ineffectual.
It is fitted up usually by the broker’s clerk at random ; if it is to
effect any good, it should be leisurely and correctly done by the own-
ers, and signed by them, (they provision the ship,) and might be
signed also by the masters, if thought proper: after which, there
surely can be no occasion for the latter to attend to answer questions.
Let it be examined, and if insufficient, returned, and the ship not
cleared till it is amended.
The attendance at the custom house, to report upon arrival, is
equally a waste of time, and useless. First of all, we are to sign a
document, which certifies that all letters are landed. Of what earthly
use is this ? Next, we are to go to the “ Alien office” — for what, I
never could even imagine. The very existence of such an office is a dis-
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grace to a free country : and I defy any one to show, that in its work-
ing, it is not wholly useless. What prevents as many foreigners as
choose to come to England, landing when they like, and roving all
over the country, and departing again when they choose f— Certainly
not the Alien office ; nor would any establishment whatever prevent it,
in a country, with the free institutions of Great Britain ; and more, it
ought not to be prevented.
The next step is, “ a declaration,” to a manifest for the inward
cargo ; this is made out by the broker, from the documents furnished
him, and the master never so much as looks at it ; he is, however, to
answer, generally, two questions ; — first, what number of foreigners
there are amongst the crew t which I believe is however always stated
in writing upon the manifest: next, have you any foreign sails or
cordage f which might (if it is not) be just as well also stated in wri-
ting. Surely, if the master signed the manifest, (and even that I
think might be dispensed with,) the broker could do all that is really
essential, in reporting a ship on arrival.
Now all this may be considered matter of no public importance ;
and being a grievance, brought to notice by one directly subject to it,
may not add to its weight; but I declare it to be a public injury.
It occupies most important periods of time, when a master of a ship
would otherwise be looking to the interest of his owners ; it prevents
his attendance to interests that affect a number of others — the care
and safety of his ship, which during the time lost at the custom house,
is often compromised, being then usually swarming with crimps,
rogues of all descriptions, and drunken sailors ; and this opinion I am
quite certain, would be given by the pilots who have charge during
such scenes of confusion.
In respect to quarantine regulations, I am far from thinking that
they can be done away with altogether ; for this reason, that however
it may be questioned, whether or not a contagious disease like the
plague, can be introduced into England, by means of the cargo ; yet,
that it often is, I think is beyond doubt, into some of the southern
European ports ; (all experience proves this;) deference therefore to
the regulations of such foreign powers, requires that some precautions
should be taken by all others having intercourse with them.
Excepting, however, strictly “ contagious” diseases, like the plague
and small pox, no notice ought to be taken of merely infectious com-
plaints, which the march of the cholera all over the world, has surely
fully proved cannot be arrested by cordon sanitaire, nor the strict-
est quarantine regulations ; therefore, such enlightened countries as
Prance and England, should unite in protesting against allowing their
intercourse with any part of the world being subjected to the annoy-
ance and inconvenience of unnecessary quarantine regulations. It
ought to be more generally known and acted upon, that some of the
European powers, most ready to adopt prohibitory steps of this nature,
ENLARGED SERIES. — NO. 1. — VOL. FOR 1838. F
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SELF-ACTING FEEDER FOR BOILERS.
are very apt to do so, as much (or much more) to aid their revenue
law. To preserve the public health, some line should be drawn, to
prevent tins abuse; if for instance sitch a government as Naples,
chooses to prohibit free intercourse with England because there hap-
pens to be a fever in London ; it should not be permitted. Cut off
intercourse with them altogether, till they are brought to their senses*
and don’t admit their flag into an English port.
There are, however, some inconsistencies in our own ports, which
bear on the present purpose. For instance, can anything be more
truly absurd than subjecting a ship to quarantine, because she has been
in the Mediterranean, (nay, I believe to have been at Gibraltar is
sufficient,) even should she have subsequently been all over the world ?
this is, however, I believe, law. Very lately one of the Malta packets
was detained in quarantine some days ; I believe because she had in
some way communicated with Algiers, having subsequently been freely
admitted both at Gibraltar and Cadiz. From the former of these
places, some passengers came home in another ship, who were
actually on board the packet when she thus became compromised by
her communication with Algiers ! ! But they were not placed in
quarantine, and what completes the folly of this proceeding is, the
reason given for putting the packet in quarantine, which was, that the
plague was raging very badly in Tripoli. In the name of common
sense what has Tripoli to do with Algiers, more than with Malta, Mar-
seilles, Naples, or any other place ? The wiseacres who placed this
packet in quarantine, under such a pretext, no doubt had heard that
the two places used to be known as “ Barbary Powers,” and thus
coupled them together, though distant considerably more than 600
miles by sea, and less by land, cannot be said to have intercourse at all !
Again, how this absurdity spreads ! the other day, a party of gentle-
men were actually subjected to fifteen days’ quarantine at Gibraltar, for
having arrived from Algiers ! The quarantine officers no doubt had
heard of the vigilance of their brother officers in England, and were
determined upon imitating so bright an example ! All this absurdity
cannot surely much longer be tolerated ; and it is to be hoped, that a
ship coming from a healthy, unsuspected European port, even should
she have been previously in the Mediterranean, (or anywhere else,)
will never again be subjected to such an annoyance as quarantine in
England. I am, &c.,
A Skipper.
Self-acting Feeder for Boilers.
Calton, Glasgow, Nov. 13 » 1837.
Mr. Editor, — I had the pleasure to receive your esteemed letter of
the 8th. ult. respecting my improved paddle-wheel for steam vessels.
I now take the liberty to transmit for insertion, in an early number
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HURRICANES OF JULY AND AUGUST, 1837.
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of the Nautical Magazine, a description of a Self-acting Feeder,
which I have invented for the boilers of either land or marine engines,
a is a cistern placed on the boiler, or
on the steam chest, from which the pipe
b passes down below d / the water line
in the boiler, on the bottom of the pipe
b, is placed the valve e, which is kept
up by a light spring. A pipe proceed-
ing from the force-pump, is fixed to the
nolle f y consequently the hot water
from the condenser passes through the
cistern a and is discharged through a
pipe fixed to the opposite nozle g. An
axis is passed through the pipe b, to the
ends of which, outside the pipe, are fixed the forked ends of the float-
rod A, and to the centre of this axis, inside the pipe, the upright rod
is fixed, which carries the stopper t, so that these rods form one lever,
whose fulcrum is at k. It will be seen that as the water boils down in
the boiler, the float-ball /, which is hollow, will descend ; the stopper
i will gradually interrupt the passage of the water at g, and the cistern
will be filled. As the supply is still going on, the hot water will be
forced into the boiler through the valve e, till the consequent rising of
the float /, opens the escape at g. This simple apparatus will regulate
the supply of water to the boiler, and thereby prevent many accidents
which arise from negligence in this respect.
I am, Sir, yours respectfully,
Andrew Carrick.
Observations on the Hurricanes of 26th July and 2nd of
August, 1837.
Mb. Editor, — After the usual prognostics, this storm commenced at
Barbados, on the 26th July, at 7 p.m,, the wind at E.S.E. At 8, the
wind was south, blowing with great violence, announcing the nearest
approach of the centre of the rotary commotion to the island ; at 8h.
30m. the wind had veered round to W.S.W., and the storm passed
away by 9, the barometer rising, the duration being only one hour
and a half.
It is reported that the tempest was scarcely felt at the island of St.
Lucia, the nearest land to Barbados, in a direction to the N.W. by W.
and distant about seventy miles, a proof that the diameter of the circle
did not amount to that extent. Storms, however, were in the same
day (the hours not given) experienced at Martinique and Dominica,
lying to the N.W., directly in the general track of the hurricanes.
To have produced the changes of wind as stated by Lieutenant
James, the commander of Her Majesty’s Packet Spey, the pro-
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HURRICANES OP JULY AND AUGUST, 1837.
gression of the meteor at Barbados must have been a little easterly of
north— or its course may have been to the N.W. until the wind came
from the south, when the meteor must have progressed, or obtained a
lateral movement to the N.E., to have brought the wind upon the
island from the W.S.W. ; for, if the progression had been throughout
to the N.W., the last shift of wind would have been from S. by W.,
or S.S.W., and it seems evident, if the tempestuous weather experi-
enced at the three islands named, proceeded from one and the same
hurricane, that the meteor after clearing St. Lucia must have pro-
ceeded to the N.W. to have struck the other two islands : it is more
reasonable to believe that they were distinct disruptions, and soon
dissipated, as the Barbados storm did not begin until late in the
evening, and if it had been extensive enough to have admitted the
posterior verge of the circle to have touched Barbados, and the
anterior to have struck Dominica on the same day, it undoubtedly
must have thrown its full force upon St. Lucia, which lies inter-
mediately ; the distance between the two first being about 160
miles.
From the changes of wind, as given by Lieut. James, there can be
no doubt of the Barbados storm being a circular one, according with
the Bedfield theory of gyration round a centre ; and unless a lateral
movement to the N.E. be admitted, there is no other satisfactory
mode that I am aware of, for accounting for the anomalies, but that
of supposing the meteor whilst passing Barbados to have been pur-
suing a north course. This north progression would give the changes
in accordance with the statement of Lieut. James ; that is to say,
from E.S.E. to south and round to W.S.W. ; whereas, the N.W. pro-
gression would give E.S.E., south and S.S.W. ; and as the storm
with a N.W. progression would be drawing away bodily from the
island, the 44 tail,” or margin of the hurricane alone would crush it,
(the first wind being E.S.E., the centre must have been in the
opposite direction, or to the S.S.W. of the island ; the E.S.E. wind
being under the N.N.E. verge,) and the least violence of the wind be
there felt, with little or no variation in strength ; whereas, with the
north progression, the centre of rotation would be approaching the
island as the wind drew round to south, and when it reached that
point, then would be the crisis, according with what actually took
place, and the greatest violence of the wind felt, after which, from
the recession of the centre, it would gradually lessen and end with the
wind from the W.S.W.
The progression of the inter-tropical hurricane has been traced to
the N.W. and W.N.W. ; and the indefatigable research of Mr. Bedfield
has determined the more general course to be to the N.W. ; but there
appears to be reason for believing that at and near to the islands,
that line is not invariably held, or, that if held, a lateral motion
takes place, either of which would account for the discrepancy
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37
between the theory and observed facta, and bo reconcile them ; but
the difficulty seems to be, which is the true mode of action i both
appear equally probable at first sight, but the reasoner, with imper-
fect and detached facts before him, cannot be expected to decide the
question at once. From the facts, however, which present them-
selves to notice, some points deserve consideration as favourable to
the north progression* of the Barbados storm; first, the meteor
passing clear of St. Lucia ; second, the crisis happening when the
wind was at south; third, the hurricane ending with the wind at
W.S.W., none of which could have happened with the N.W. pro-
gression. And in favour of distinct disruptions on the 26th, we
may safely pronounce that one and the same circular hurricane could
not have been felt on the same day at Barbados and Dominica, with-
out the centre passing very near to St. Lucia, and devastating it.
Hurricane of the 2nd of August, 1837.
Her Majesty’s Packet Spey, experienced the “ brush” of this storm
off Guadaloupe ; the position not given. Lieutenant James, her com-
mander, states as follows : Wednesday, 2nd, a.m., heavy squalls, with
lightning and thunder, heavy sea running, wind shifted from S.E. to
west. p.m. barometer rising.
With such scanty remarks, little can be done by way of elucidation.
If the shifts were regular from S.E., by the south point to west, the
Spey must have passed across the first and second quadrants, and the
progression of the hurricane have been to the N.E. by E., the centre
of rotation approximating fearfully near to the ship’s position, which
if it had in reality done so, would have tom the masts out of her. It
is probable, however, that the S.E. wind spoken of, had nothing to do
with the hurricane, but was merely one of those variable veins of air
set in motion by the elemental commotion acting upon the sur-
rounding atmosphere, and which in conjunction with calms, portends
the approach of the formidable meteor. It is highly probable that
the southern margin of the circle of operations just brushed the ship,
when, of course, she would instantly get the wind from the west quar-
ter; (her exact position at this time, with reference to the wind felt at
Guadaloupe at die same period, would be of service in the investiga-
tion;) but whether this be or be not the true state of the case, it
seems quite clear that the progression of the hurricane was not to the
N.W. direct, otherwise Montserrat must have been involved in its
effect; whereas that island was entirely exempted!
There appears no other way (except that of the contraction of the
meteor) of accounting for this apparent anomaly than by admitting a
lateral motion of the meteor to the N.E., whilst ravaging Guadaloupe,
and that it afterwards swang, as it were, into its general course to the
* If the storm had had a N.W. progression, the first wind ought to have been N.E.
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HURRICANES OF JULY AND AUGUST, 1837.
N.W., the margin of the third quadrant brushing Antigua, and
passing clear to the N.E. of Montserrat, overwhelming Nevis,
St. Kitts, Tortola, and St. Thomas, — but to have effected all this in
one day the progressive velocity of the hurricane must have been not
only unusually rapid, but so in the extreme, if the intervals of occur-
rence prove to be short But if the storm commenced at Guadaloupe
at 1 a.m. on the 2nd, and did so at St. Thomas, at 11 p.m. of the same
day, the velocity of the progression would only be about twelve
miles an hour ; periods are wanting, however ; therefore nothing can be
determined satisfactorily on this head. It is quite out of the question
to admit that the meteor was extensive enough to have covered the
whole area from Guadaloupe to St. Thomas; such is possible, no
doubt, but that it was so on this occasion, cannot be allowed, for the
plain reason that Montserrat, which would fall into so wide a circle,
was entirely exempt, that island lying only about twenty miles from
Antigua, and about thirty-five from Guadaloupe.
That a single hurricane has desolated the whole range of islands
of the Caribbean sea, lying in its course to the N.W. successively,
may not be urged as a proof against an opinion formerly expressed of
simultaneous disruptions in one and the same day on islands lying
wide apart, or even at no great distance; and this opinion, so far
from being set aside by the accounts just received, has acquired addi-
tional weight. The exemption of St. Lucia and Montserrat, when
the neighbouring islands have suffered, and the N.W. progression at
fault, justify its being maintained. The facts are sufficiently plain :
on the 26th July, Barbados, late in the evening, suffered; the next
nearest island, St. Lucia, scarcely felt the effect — but Martinique and
Dominica, the next in succession to the N.W., both experienced a
storm ; so that unless these were distinct, the tube of discharge must
have been drawn up, and let down again on the other side of St Lucia
(by which it escaped) before midnight (the hours are not given) of
the 26th ; we may reasonably believe that two different disruptions
occurred ; for if the circle had been wide enough to have covered all
the islands that were assailed on that day, to a certainty St. Lucia
would have had its full share of the devastation.
We have, Mr. Editor, a great deal yet to learn of the economy of
these most wonderful and sublime tempests, before the theory, simple
as it may appear, can be brought so perfect as to be made easy of
comprehension ; and this can only be effected by the care and diligent
attention of observers in the different islands, or in ships, especially
with reference to the exact periods of commencement and cessation
of the storms, and the changes of the wind, with the hours and minutes
of those variations. It is not enough to tell us that the wind shifted
from this point to that : the changes ought to be noted in regular suc-
cession, and the hours and minutes when each variation took place.
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HURRICANES OP JULY AND AUGUST, 1837.
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On board vessels of war, surely one junior officer may be appointed
to record the facts as they occur, without his aid in other duties,
going on, being missed — the log-board entry, after all has passed,
cannot be correctly depended upon — the object, sir, not being one
of mere curiosity, would eventually repay the temporary loss, if such
it would be considered, of the young officer's more active services ;
for the knowledge to be gained in this way, let it be remembered, will
assuredly come into play on future occasions, and this universally.
Therefore, as a common good to all seamen, and those concerned
in commerce, by the saving of life and property, does it not become
a moral obligation in every commander to see this point attended to
with all the care and minuteness, that the impressive occasion will
admit of? If the wind shifts suddenly from any one point to another,
let it be so written, by which we should be enabled to comprehend
what actually took place, otherwise we are left in doubt. It is essen-
tial, too, that the name of the wind which precedes the bursting of the
hurricane, and that which succeeds its cessation, be distinctly given.
In the particular case before us, the wind is stated to have shifted
from S.E. to West: now we are here in doubt whether the wind
veered gradually round by the south point to the west, or whether it
shilled suddenly ; a material point to be clearly understood ; and it
becomes also a question, whether this S.E. wind was felt before the
hurricane burst, upon the ship, or was the first shift after its com-
mencement ; another point of equal interest to be gained with cer-
tainty.
The importance of the subject to navigation, will plead my excuse,
if such be needed, for expressing myself so decidedly on this occa-
sion, and I sincerely trust, that from the wide circulation of the Nau-
tical, there may yet be found many minds willing to attend to the
suggestions here and in former papers thrown out, and that we shall
not labour single handed in a cause which lays claim to the contribu-
tions of observing practical men, as well as the intellectual deductions
of theorists.
To the intelligent mind of the “Friend” of the Nautical on the
transatlantic side, we are everlastingly indebted for the first light, and
the first impulse, in this hitherto mysterious operation of nature ; and
the fruit will rest with us, as British seamen, if, through indifference,
inattention, or a want of esprit de corps, we suffer the subject to rest
where it is, or to die away for the lack of a little activity in the men-
tal faculties.
Mr. Red field, I believe, admits that in the hurricane’s progress the
circle may dilate. Is there any reason why it may not also contract
at times, and again enlarge ? Doubtless, the enlightened discoverer
of the rotary process, is in possession of the details of the hurricanes,
the courses of which he has traced ; if it were not too great a tax
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PUBLIC QUAYS AT HOME AND ABROAD.
upon his time, it would be of great service in elucidating the subject,
to re-examine the accounts for similar features to those we are now
treating of, and others named in the paper on the “Aberration of Hur-
ricanes.” It is highly probable that, if the accounts enter into the
particulars of each storm, it would be found that some of the
islands escaped, which, by the general line of progression to the N.W.,
might apparently have suffered in common with the others, and if
this prove the case in many instances, one of three things must be
admitted, necessarily, in order to the perfection of that gentleman's
theory.
1. Lateral motion. 2. An uncertain deviation from the general
line of progression to the N.W., when over the land. 3. Alternate
contraction and dilation of the meteor.
However assured we may be, as to the general accuracy of the facts
stated in Mr. Redfield’s exposition of the hurricanes, the apparent
anomalies which we have traced in several instances, will continue to
perplex us until cleared up, and may have the effect of lessening the
confidence that would otherwise be reposed in the theory ; for, when
a seaman discovers that circumstances which have taken place in
several instances, do not accord with that theory, he will probably be
more ready to distrust it altogether, than be at the pains to throw
light upon it by his own assiduous investigation. I may, therefore,
express a hope that Mr. Redfield, will, if his time permit him, afford
us the benefit of his intimate acquaintance with the subject.
Stormy Jack.
[Our Nautical readers are much indebted to the indefatigable, and hitherto soli-
tary, exertions of our worthy correspondent on this important subject among our
countrymen. Mr. Redfield, in the United States, has secured to himself lasting honour
in being the first to produce a theory to explain the nature of hurricanes, and to point
out to seamen how to avoid their danger. And we trust that the valuable exertions
of these gentlemen will not be relaxed in the important cause which they have so
successfully adopted. — E d, N.M.]
Public Quays at Home and Abroad. — Showing the want of proper
facilities on the banks of the Thames, for the embarkation and
debarkation of passengers in the Port of London.
Mr. Editor, — Your useful work has, in so many instances, been the
means of remedying public, and sometimes, private grievances, owing
to the great facility your pages have given to the complaints of indi-
viduals, whose letters have been based upon truth and justice, that I
trust the present appeal may be attended with the same happy results.
The immediate object of my complaint is, the absolute want of any
proper accommodation whatever on the banks of the river Thames, for
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PUBLIC QUAYS AT HOME AND ABROAD.
41
the millions of passengers who annually visit this greatest city in the
world. Will it be believed, Mr. Editor, that in the year 1837, when
London numbers its two millions of inhabitants, and when each suc-
cessive tide brings with it 250 sail of vessels of different sizes, each
containing some passengers, and many of them 600 or 700, that there
are but two quays or wharfs for the accommodation of the public, for
landing and embarking, (and these private ones,) to which vessels can
approach alongside at any time of the tide, and even those are so
small, that after the unfortunate passenger has scrambled over three or
four vessels, upon planks, &c., at the imminent hazard of his life, and
arrived on the quay, he must instantly depart; as the throng of persons
coining down to the next departing vessel is so great, that, unless he
did so, he would be in danger either of being forced back again into
the vessel he had just left, or pushed overboard by the crowd, from
the confined space of standing room which these private quays afford?
Why, sir, I do not hesitate to say, that there is not a city in the civi-
lized world, approached by a river; nay, there is not another town in
all of Great Britain, having the advantage of a navigable stream, how-
ever small, where there are not public quays for the accommodation of
the people, of such an extent, as would shame the authorities of this
boasted metropolis, by a contrast with those, comparitively insignifi-
cant, which are to be found on the banks of the river Thames, in Lon-
don. As I know that our conservators and bailiffs of the Thames
will be astounded at such a bold assertion, I will name a few of the
cities and towns, both at home and abroad, where such accommodation
is possessed.
Southampton has a noble jetty where six or eight vessels may lie at
a time.
Penzance has a noble quay.
Liverpool has a quay which twenty vessels may lie alongside of, and
embark and disembark at pleasure.
Glasgow has the Broomalaw with room for upwards of thirty vessels
alongside at once, with an open space sufficient to contain the passengers
of thirty times as many more : I think this quay must be full a mile
along.
Dundee has one of similar magnitude and capability ; and the corpo-
ration of Newcastle has just voted a sum of about 30,000/. for the con-
struction of a new quay, although, at present, the accommodation is in-
finitely superior to that of London.
Let us now contrast the state of accommodation upon the banks of
the Thames, with that of many continental rivers and harbours. At
Amsterdam, Mr. Editor, we shall find a line of wharfs and quays,
where a small fleet may lie alongside to discharge their merchandise,
or embark passengers, for the extent of nearly a mile ; while the in-
habitants have ample room to walk and enjoy the fresh sea breeze, and
embark and disembark from any vessel, without risk of life or limb.
BZLARGBD SERIES. — NO. 1. — VOL. FOR 1838. <£
42
PUBLIC QUAYS AT HOME AND ABROAD.
At Rotterdam the Boompjies is a noble quay, situated on the river
Maas, fully a mile and a quarter long, and 100 feet wide ; fronted with
a splendid row of houses, and a grove of stately trees : here, the hale
traveller may land or embark at all times of the tide, while the invalid
may be rolled gently down in his own carriage on the very decks of
the ship. All your readers must have heard of the splendid quay, at
Antwerp, on the Scheldt, almost unrivalled in the world, where every-
thing has been most judiciously done for the comfort of the citizen and
the traveller. Then, let your reader travel south and view the superb
quay upon the banks of the Garonne, at Bordeaux ; at that city there
is a quay two miles long, with a public road and footpath, 200 feet
deep, well paved and faced by a row of stone mansions, many of
them worthy the name of palaces. Bordeaux containing about 300,000
inhabitants, has, at least, 200 times more accommodation for the
voyager than London affords, with five times its population ; in fact,
in London, there is no public waterside accommodation whatever.
We now come to Paris, our rival ; and here Mr. Editor, I will show,
although as an Englishman I blush to acknowledge it, the same supe-
riority which I have already shown, is possessed by so many towns and
cities. There is a witticism extant of the celebrated Lord Chester-
field, apropos to this subject, which shows how strongly prejudice will
mislead mankind, and render abortive the advantages which travel
ought to produce, in enlightening men’s minds, and causing them to
yield merit where merit is due. A certain French nobleman asking
his lordship, while standing upon one of the splendid ranges of public
quays, which adorn the banks of the Seine, whether the English had a
river like that. He answered, yes, and we call it Fleet Ditch ! This
no doubt was a good joke, but in my opinion completely lost its point
for want of truth ; for I have no hesitation in saying, that as regards
the state of the banks of the two rivers, with respect to what art has
done for their improvement, the Thames is the ditch, and the Seine
the river ; in fact, Mr. Editor, Paris contains fully five miles of public
stone quays, open to the public, free of any charge whatever. Nature,
has, it is true, given us one of the finest rivers in the world, but we
have done nothing to improve it. At present, I speak only of the
comparative state of the banks of the Thames, in the neighbourhood
of London, as compared with the Seine and other rivers, in the vici-
nity of the different cities.
In further confirmation of what is here stated as regards the banks
of the Thames, and the want of landing accommodation, I will just trace
the banks on each side, up and down; from Westminster Bridge
down to Mill Wall, and back on the opposite shore. Commencing
from Westminster Bridge to the Temple Gardens, there is nothing in
the shape of landing-place, terrace, or public quay, save the few
muddy steps at which the watermen usually ply. Temple Gardens, is
the only redeeming spot upon the banks of the Thames, above Lon-
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don Bridge, and no part of the river is so beautiful as this place,
arising entirely from the simple fact of there being a good wharf wall,
and the houses being thrown back about three hundred feet, as they
ought to be. Until you arrive here you find, with the exception of some
part of Privy Gardens, nothing but detached wharfs, varying in length
from twelve to sixty feet, some projecting beyond others, with banks of
mud between and in front of them, interspersed with dirty houses and
ill-looking erections, of all heights, shapes and dimensions, huddled
together without connexion or design; and this description holds
good down to London Bridge : in this whole range there is only one
single place where the public have a right to walk, and none to land at,
except the watermen’s stairs. Now, from London Bridge downwards,
with the exception of London Bridge Wharf, just finished, and St.
Katherine’s, both used for landing, with the entrances of the docks,
where the public often stand ; the whole of the Thames may be said
to be bordered with buildings, which to foreign eyes, ay, and British
ones too, would appear to be intended for pig-sties, or pigeon-houses ;
they are certainly, without exception, the most dirty, abject looking
tenements, in the shape of warehouses and stores, that ever disgraced
the sides of a river ; and, to complete the nuisance, in every instance
where private dwellings are built, the backs project on the river, with
the necessaiy adjuncts standing in bold and beautiful relief; and
threatening from their decayed state, and falling condition, to over-
whelm whoever should approach too near. The above, with an occa-
sional landing-place between the walls, so narrow that you must turn
sideways for ingress or egress, will complete the picture down to Mill
Wall. There is not one public wharf whefe vessels may lie alongside,
through the whole distance. I shall not more particularly notice the
Southwark side of the Thames, as it is a mere repetition of the fore-
going, and because there, the property is not so valuable, nor the
population sufficiently great to render public wharfs and landing-
places of that importance ; but still, much may be done to improve
the property, and add to the public comfort.
I think, Mr. Editor, I have made out my case, of the great want of
public accommodation on the banks of the Thames ; and I will now, as
briefly as I can, point out the ill effects consequent thereupon, and
the means of remedying them. The evil effects are two-fold : first,
from the crowded state of the banks of the river, with the aforesaid
tenements, the public are so completely shut out from a view of this
noble stream, that you may travel miles within three hundred yards of
its margin, without seeing the river at all, except down the vista of
some small alley, or under the dingy archway of a coal-store. This
accounts, in my humble opinion, for the filthy, dirty state of the
streets contiguous to the river ; and is the cause of malignant disease
so frequently remaining riveted in a waterside neighbourhood, which
would not be the case if the approaches to the river were large and
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PUBLIC QUAYS AT HOME AMD ABROAD.
airy, as the flux and reflux of the tide would cleanse of foul air all
those streets running at right angles down to it ; and the public quays
would become a source of health and recreation to the inhabitants,
while general business would go on with redoubled facilities.
Secondly, in a mercantile or pecuniary point of view, the advan-
tages of public quays and landing-places would be immense, provided
they were sufficiently commodious, that five or six vessels may lie
alongside at a time, and always afloat. At the present moment the
whole population of London, and all who visit this gigantic city, by
the best means of approach, water conveyance, in vessels of any* size,
are constrained to land either at the London Bridge Wharf, or St.
Katherine’s ; and frequently the scenes of confusion at these places,
more particularly Fresh Wharf, London Bridge, beggars all descrip-
tion ; there being often five or six steamers alongside at once, and
others coming and going with actual accommodation for two only, and
the rush down Fish-street Hill, the jostling of coaches and cabs, and
the eternal confusion consequent upon such a confined space, calls
loudly for remedy. The damage to the steam packets alqo, must
amount to some thousands per annum ; and to crown all this, the
wharfingers* have the modesty to ask three-pence for every person
journeying to or from Gravesend, sixpence to all parts below Gravesend,
and to foreign parts in a similar proportion. The annual receipts for
passengers by steam alone, at this wharf, must amount to about
30,000/., per annum ; infinitely more than the value of the property.
The consequence of this strange monopoly is, the almost certain ruin
of the small steam boat companies, for it appears that the Greenwich
companies are without a farthing to pay their dividends with, while
they have paid about 6,000/. in one year, to this wharf. The Star,
Gravesend Company, no dividends : they have paid for wharfage in
London about 3,000/. The Diamond Company, 3,000/., and other
parties in proportion. In fact, the charges are so enormous, that unless
something is done by the government for the public protection, many
of these steamers must cease to run altogether, and the public will be
deprived of one of the most rational and innocent modes of recreation
that could possibly be found. I am satisfied that the immense num-
ber who annually embark and land in the port of London, from steam
alone, is full two millions ; and that one penny a head for sea voyage
passengers, and one halfpenny for river ones, would be an ample and
fair remuneration for the persons who may possess a wharf or quay, for
the landing or embarking of passengers. Let a petition, Mr. Editor, be
presented to government, signed by all the steam boat proprietors,
asking for the use of the custom house wharf, now of no use whatever.
* Query. — Is the enormous tax of two shillings per head on “ every living soul ”
embarking from, and landing on, the pier at Margate, still continued ? and if so, what
becomes of it ? and how long is it to go on ? — Printer’s Devil.
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WELLS PROPOSED IN STEAM VESSELS.
45
Were a wooden jetty run out from this wharf, one hundred feet along
its whole length, and two tiers of small traders cleared away in front,
there would be ample accommodation for six vessels to lie alongside at
once, and almost always afloat ; and further, may I ask, what are our
public companies about, when a capital of 100,000/., judiciously laid
out in the purchase and making a wharf of about 800 feet long, would
yield a clear revenue of 25 per cent., by the small charge of one penny
per head for sea voyagers, and one halfpenny for river ones ? Should
this induce the erection or construction of proper wharfs or quays for
public accommodation, the number of travellers would be materially
increased, and the beauty of the river enhanced in a surprising degree.
1 hope the above observations will tend to arouse the government
and the other authorities to the manifold abuses now existing, through
want of proper public waterside accommodation ; and that some imme-
diate provision may be made to protect the people from the grinding
extortions now inflicted. I am, Sir, your obedient Servant,
Quid.
[We trust that the above cogent observations of our correspondent will meet with
that attention which they so eminently deserve. — E d. N.M.]
Wells proposed in Steam Vessels. — By Captain J. B. Martin,
Harbour-Master, Ramsgate.
Royal Harbour, Ramsgate, November 15, 1837.
It is a most extraordinary fact in the development of science, that it
appears to take, at times, a gigantic leap towards the attainment of
some specific end, then pauses for a long period ; self-satisfied and
neglecting noinor improvements, the absence of which are continually
neutralizing its most beautiful result. That highly intelligent engi-
neer, Mr. Field, when on board the City of London, for the purpose
of inspecting the state of the water in her boilers — water which had
not been changed, except by a trifling waste, during a period of six
weeks, and which was then perfectly free from saline impregnation,
declared that he considered the method of condensation through me-
tallic tubes, to be the greatest improvement in the steam engine since
the time of Mr. Watt. How is it, then ? I would ask, (and being perfectly
disinterested I put this question in the cause of science and navigation,)
How is it that new vessels are continually fitted with boilers inefficient
for long voyages, incurring unnecessary loss of time and property,
when the remedy is within the reach of the builder ? — The City of
London had performed voyages, the united distances of which were
upwards of three thousand miles ; her boilers were emptied, and the
crowns of the flues were as clean as a gun barrel. What is then the
drawback, or what is the cause why that method of condensation is not
generally adopted i Were I required to state why I put this question
home, I would state, — It is a species of indignation against engineers
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46
WELLS PROPOSED IN STEAM VESSELS.
generally, not personally, arising out of several circumstances of recent
occurrence, but of this last in particular.
On the 13th of November, I was surprised by the appearance in our
port, of the splendid steam ship, Paris, from Havre, bound to Ham-
burgh with passengers, and a valuable cargo. Having inquired the
purport of her visit, I was told, she had called for a supply of coals,
and she was accordingly placed in a berth where she could receive
them with all possible dispatch. The next day, finding the vessel did
not proceed, I interrogated the Hamburgh pilot, who informed me,
that the Paris carried more than sufficient coals for the voyage ; but,
that they had put in because the valve of the blow-pipe was fixed,
had baffled all their attempts to release it, and the boilers were so full
of salt they could fire no longer without fear of burning them. This
was not the worst feature of the business, — the said blow-pipe went
through the flat of the vessels bottom, therefore, it could not be got
at afloat inside, and if they laid the vessel ashore, the mud or other
substances would be liable to choke and plug up the pipe out -
side. There is no dry dock upon our coast nearer than Sheer-
ness, which could take in a vessel 200 feet in length, and thus
the parties were in a very pretty dilemma. — Here was a superb pair of
British-made engines, neutralized by a stupid valve attached to the
boilers ; and after fumbling about for three days, and laying this fine
vessel ashore, at the risk of injury to her frame and machinery, it was
at last sufficiently cleared for her to proceed to sea. There can be no
doubt that Mr. Hall’s condensers are a sufficient remedy for all this ;
but there are so many pipes passing through the sides of steam vessels,
that, as an old master in that service, I have often apprehended serious
consequences from a flanch giving way in a heavy sea by the labour-
ing of the vessel ; and I submit the following plan for the considera-
tion of engineers generally. Cold water must flow in from without
for purposes of condensation ; pipes must convey outward superfluous
fluids, as waste water. These pipes have often been choked, during
my experience, and given us at times much impediment to our speed.
Now, if a small cylindric well was formed in the body of the vessel,
and the whole of these pipes led into it, they would always be got at if
foul, independently of which they would be preserved from weeds,
mud, or any extraneous matter which is sucked into them from the
outside of the vessel ; they would also be much shorter and stronger,
and no sudden and dangerous leak could take place. The formation
of such a well would occasion no alteration in the shape of the vessel,
as the bottom planks might run through as usual, being perforated
with augur holes, as in the cod fishery. The upper part of the well
might have a cover similar to the cold water cisterns now in use. I
am not an engineer, and merely throw out these hints, as a sailor,
anxious to see some improvement in marine engines which will super-
sede the necessity for these vexatious delays.
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STEAMERS AS SAILING VESSELS.
47
Steamers as Sailing Vessels. — Unshipping v. Disconnecting.
Mr. Editor, — Two reasons have induced me to trouble you with some
observations relative to the propelling of steam vessels, by sails only,
and I hope that the facts which I shall adduce, will also show the
best mode of taking advantage of the sailing qualities of these
vessels.
My first reason is, that of having observed how few officers are
aware, what efficient sailing vessels steamers may be made. But we
should not be surprised at this when we find that writers on steam
navigation have asserted that, “ The idea of sailing altogether without
the aid of steam, is a fallacy, as it cannot be done without discon-
necting the engines, or unshipping the float boards ; either expedient
is too hazardous to attempt.” And I have also observed in the
Nautical this remark, “ that a vessel may be constructed for the pur-
poses of both sailing and steaming, is a fallacy, and must be aban-
doned.” If these statements were correct, men of war steam vessels,
or those engaged in making long voyages, would indeed, lose much of
their utility. Secondly, I wish to let those know, who are interested
in the new large steamers lately built, or now building, for the distant
foreign trade, what has been actually accomplished by sails alone.
Indeed, this question has been so often asked me, that I am anxious
to give an answer in print, to which I may refer all inquirers. It is also
fortunate, that the vessel, the performances of which I shall describe,
is the first of the large men of war steam vessels that were built, and
is decidedly inferior to some of a later construction. We have, there-
fore, every reason to suppose that, under similar circumstances, steam
vessels of a more modern date, would perform better. I shall now,
without further preface, give a case as an example, with all the par-
ticulars of which I am fully acquainted.
Her Majesty’s steam man of war, Dee, lately under my command, was
about two years and a half absent from England, during which time
we sailed upwards of 1 4,000 miles with the paddle-boards unshipped.
My constant practice, whenever the wind became fair (unless under
pressing orders) was, down steam and unship boards. I certainly have
tried disconnecting, but unless there is a strong breeze, a steam ves-
sel loses so much from having, by her velocity, to turn two great
wheels, that I never practised that plan. I will now mention the
manner we acted on our return home, as an example how we employed
either steam or sails alone, according to circumstances, and the state
of the weather.
In February last, the Dee left Antigua, and after steaming for thirty-
six hours in order to obtain a good offing, we proceeded on under
sail alone, fetching the Western Islands, in eighteen days. There, the
wind coming strong from the eastward, we immediately shipped the
pa Idle-boards and up steam. After two days, the wind came suffici-
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STEAMERS AS SAILIXfi VESSELS.
ently round to enable us to lay our course on the starboard tack ;
when it was down steam and unship the boards. The wind coining
once more foul, we again got the steam up, and arrived at Plymouth
with nearly seventy tons of coal on board, our whole complement
being 210. During great part of this voyage the weather was what
might be called bad, at times, fresh easterly gales with a considerable
sea running. But perhaps no voyage could better exemplify the
utility of joining sailing, to a certain extent, with steaming, than a trip
that the Dee had to make from Jamaica to Barbados, and afterwards
returning to the former colony. To understand, completely, the
nature of this voyage, it is necessary to remind your readers, that
there is always a strong trade wind, blowing down from Barbados,
accompanied with a strong lee current, running, at an average, about
one mile an hour. As we had to touch at two islands going up, the
distance was increased to 1 ,400 miles, to make which, required the
steam to be kept up 229 hours. Our return voyage from the course
we had to take, was 1 ,200 miles ; which occupied under sail alone,
with paddle boards unshipped, 158 hours. Now observe, here is a
distance of 2,600 miles run in 387 hours, being an average of 6*7
knots, or 7*8 statute miles per hour. Of course, the only expenditure
of coah was in our passage up; the quantity amounted to 173 tons,
which being divided, as in fairness it ought, over all the time occu-
pied, (as the Dee’s power was two hundred,) gives five pounds per
hour for each horse power. This voyage would very probably have
been shortened twenty hours, by using the steam during the whole
period, but at an extra expense of, at least, 200/. sterling.
There was also another advantage gained from being so long under
sail alone ; we were enabled to make such necessary repairs, that upon
our arrival at Port Royal, the Dee was reported fit for any service.
The greatest run under sail alone, during the twenty-four hours, was
by observations, one hundred and ninety-six miles, and as there was
a heavy sea running which caused much rolling, I do not think the
steam would have forwarded the vessel in the smallest degree ; indeed
it might have been the cause of retarding her a little ; a convincing
proof what an advantage a steam vessel, upon a long voyage, may
take of a fair wind, in order to put the fires out, while the flues are
swept, and the boilers are cleaned. To illustrate more fully this part
of my subject, annexed is a table which shows the hourly average rate,
and hourly expenditure of coals, per horse power, with their full steam
up, of some of the best sea-going steam vessels, of which these parti-
culars could be procured. By this table, a comparison may be
made, of what was the difference between always employing steam, and
only using it with a foul wind.
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STEAMERS AS SAILING VESSELS.
49
Names of Steam Vessels.
Hourly ave-
rage in knots
and tenths.
Ditto In sta-
tute miles and
tenths.
Hourly average
expenditure of
coals per horse
power in lbs.
.
a Atalsnta
7-5
7*7
7*9
9*0
8-7
9*0
9*2
10*5
b Berenice
e H. M. St V. Medea
o Dundee and London steam -
vessels
10*0
e H. M. St V. Dee
67
7*8
5*0
k Left England, December, 1830. Average taken from her passage from Falmouth
to India.
• Left England, March, 1837. Average taken from her passage from Falmouth to
India.
c Commissioned, 1834. This average is taken from Dr, Lardner’s article, in the
one hundred and thirty- second article of the Edinburgh Review.
n Average obtained from private information.
b Launched in 1831. An average of a run of 2,600 miles, 1 ,400 of which the steam
was used: the rest under sail alone.
Now, as to the time occupied in converting a steamer into a sailing
vessel, and vice versd, that greatly depends upon the smoothness of
the sea ; but we found that in common weather we could ship the pad-
dle boards in about an hour, and unship them in half that time. But,
I understand, that they are fitting the paddle wheels of the large class
of H.M.St. vessels, with boards in two parts, upon a plan invented
by Mr. J. Field; if these answer, they will shorten the time necessary
for either process by nearly one half. However, with the old boards,
as an hour and a half ought to be occupied in getting the steam up,
unless with a heavy sea running, no delay on account of the wheels
not being ready ever took place.
My subject now leads me to a few general observations on the sail-
ing qualities of steam vessels. It is a common idea, that this class of
vessels, on account of their flat floors, when it is proposed to use their
Bails alone, are very leewardly, and from being so narrow are crank ;
but these opinions are quite erroneous. We found, when it was blow-
ing fresh with a breeze up, that the Dee was a most weatherly vessel,
and after having gone sufficiently over to be supported by the spon-
sons, that she had good stability. From the smallness of her sails,
her head-way was of course less than other men of war, but the little
leeway that she made, was something quite extraordinary. It j*
also stated, in a printed account of her M. St. V. Medea, that “ she
works remarkably well,” (in this point the Dee failed,) and in another
ENLARGED SERIES.— NO. 1.— VOL. FOR 1838. SOglC
50
STEAMERS AS SAILING VESSELS.
place, “ her best doings are in strong winds plying to windward,
when she has frequently shown great superiority over the rest of the
squadron.” There is also no doubt that the large steamers now
getting ready for the New York passage, will be foimd to have the
same properties. But perhaps, upon the whole, light airs and smooth
water are the best conditions for the sailing of this class of vessels, in
comparison with other men of war, but then the paddle boards must
be unshipped, the necessity of which, and the great superiority of
this measure over disconnecting the wheels from the engines will
hereafter be shown.
It is hardly necessary to tell a seaman, that great caution is neces-
sary, in the management of these long vessels in bad weather, with-
out the steam up. A reefed fore and aft foresail, and a main trysail
are the two best sails for them under these circumstances ; a mizen
trysail does not answer, as the sail requires to be placed rather for-
ward. A considerable press of canvass, in order to keep her steady,
will also be foimd necessary ; of course a good look out must be kept
to get the steam up, if a severe gale with a heavy sea is likely to
come on.
In commencing these remarks, I proposed to show what was the
best manner of getting at the sailing qualities of a steam vessel ; in
my opinion it is simply to unship the paddle boards, having already
shown the advantages of doing so over the plan of disconnecting
the wheels. In confirmation of this opinion, I may also quote an
observation made in your November number, by Mr. Peacock, the
master of H. M. St. V. Medea. After praising that ship’s performances
in strong breezes without steam, he adds, “ but in light airs, when
her velocity is not sufficient to make the wheels revolve, she is always
in the rear, and has frequently from this disadvantage been kept
becalmed at the entrance of a port, and kept out for the night, whilst
the other ships have reached the anchorage.” Now in the Dee, (an
inferior vessel,) we found that light airs was our very best weather
for sailing, in comparison with other ships. That it would have been
the same case with the Medea, there can be no doubt, if the paddle
boards had been removed; but that vessel using Morgan’s patent
wheels, rendered this measure almost out of the question, as the iron
work left would have produced nearly as much resistance. For this
reason alone, in my opinion, no man of war steamer ought ever
to be fitted with them. I am, Sir, &c.,
United Service Club, Dec., 1837. Wm. Kamsay, Com. R.N.
Steam Intercourse with India.
Plymouth, Nov., 1837.
Mr. Editor, — Having always considered the views of Dr. Lardner,
on the subject of “ Atlantic Steam Navigation,” as founded in error,
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STEAMERS AS SAILING VESSELS.
51
it was with considerable interest we perused the logs of the At&l&nta
and Berenice. The practicability of an intercourse by steam, with
distant lands, is now fully proved; but, Sir, had those vessels
undertaken the voyage to India solely for the purpose of demonstrating
the capability of steam communication to that country, via the Cape
of Good Hope, we should not have felt satisfied with the result of
their performances, as developing that expedition of which steamers
ought to be capable. Bad coals and paddles, which at this day ought
to be obsolete, were furnished to both, notwithstanding they have
established the fact for which we have long contended, namely, that a
properly constructed and adequately furnished steamer is fully capable
of maintaining an expeditious intercourse between England and India,
sufficient to induce any spirited company to run vessels thither. The
above steamers averaged about 180 miles a day, or knots. Now,
Sir, we have no hesitation in asserting, that were such a vessel as
H. M.J3. Medea, for instance, fitted with Massey’s or Morgan’s wheels,*
and furnished with good nubly coal which shall not have been exposed
for months to the changes of weather in the open air, she would not
fail to average, at the lowest rate, nine knots an hour, or make good
215 miles a day throughout, and thus shorten time ; and although it
may have been deemed judicious to run into the Gulf of Guinea, in
the hope of escaping the effects of the trade winds, and making
Fernando Po a replenishing place for coals, yet as going head to
wind constitutes the perfection of a steamer ; — and the object of going
so for out of the direct course having proved unavailing, in regard to
Atalanta, the opposing winds having exerted their full force all the way
from Fernando to the Cape, we would prefer Sierra Leone as the
depot, and from thence, to shape a course direct to the Cape, thereby
shortening the distance also, by upwards of 800 miles.
From Sierra Leone to the Cape is, in round numbers, about 3,000
miles; this, at only 200 miles a day, (instead of 215,) would require
but fifteen days ; and suppose the expenditure of coals to be (as we
believe it is) eighteen bushels an hour, and going eight and a half
knots, will give us thirteen miles as the work of a ton of coals ; then
I, 000 miles will require 230 tons ; but suppose a ton of coals to do no
more than ten miles, still we should have sufficient ; as the Medea
according to Mr. Laing, the builder, stows 300 tons below. (We
deprecate the system of calculating the expenditure at so many pounds
of coals per horse power; Newport coals weigh 901bs. per bushel;
Newcastle, eighty-eight ;Wallsend, eighty ; Wylam, seventy-seven, &c.)
* Let interested cavillers say what they will against the latter, they cannot disprove
their wonderful performance in the case of the Spitfire, when on Jier beam-ends the lee
paddle wheel totally submerged, during the hurricane in Barbados ; the movement of
the radius rods of the rising paddles preventing the counter effect of the press of water
which would otherwise have neutralized the power of the lowest floats, and caused the
wheel to stand still, by which alone was that vessel got off, after touching on the reef;
the feathering of the uprising paddle freeing them from the weight of water, whilst the
others exerted their full hold on it.
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52
LOCAL ATTRACTION.
Were it proposed to establish a regular line of steamers, my to Cal-
cutta, it would be advisable to run one steamer to the Cape ; where,
as there are no quarantine laws, there would be no detention ; and a
second steamer might proceed on to Mauritius, Trincomalee, Madras,
and Calcutta. Passengers to Calcutta, average yearly 767 ; and from
thence 665 ; to Madras 573, and from that port 459 ; and including
Ceylon, will average about 100 persons per month, to say nothing of
the intercourse with Madeira, Teneriffe, Sierra Leone, Cape, and the
Mauritius. The trip to the Cape would occupy about four weeks,
(about twenty-eight days,) and thence to Calcutta four weeks more,
exclusive of stoppages and detention. Returning by way of St.
Helena and Ascension, steamers may husband coals, by disconnecting
the wheels, and avail themselves of the trades' ; touching for a few
hours at Sierra Leone, where they may fill up any deficiency of coals,
which article may be forwarded to them by the outward-bound timber-
ships. Two Old Commanders op Steamers, R.N.
Local Attraction. — Report prom H.M.S. Princess Charlotte,
104 guns.
No. 1.
No. 2.
No. 3.
No. 4.
No. 1.
No. 2.
No. 3.
No. 4.
Direction
Observed 1
Correct
Local
Direction
Observed
Correct
Local
of Ship's
Bearing
Bearing
Attrac-
of Ship's
Bearing
Bearing
Attrac-
Head.
of Object, of Object.
tion.
Head.
of Object.
of Object.
tion.
0
o /
O ! 1
o
o /
o r
North.
S. 87 W.
S 86 36W
+ 0 24
South.
S. 85 W.
S 86-36W
—1 36
N. by E.
87
+ 0 241
S. by W.
85}
— 1 6
N.N.E.
87
+ 0 24
s.s.w.
86
—0 36
N.E. b.N.
87
+ 0 24;
S.W.byS.
86
—0 36
N.E.
87
+ 0 24
S.W.
86
— 0 86
N.E. b.E.
87
+ 0 24
S.W.b.W
87
4-0 24
E.N.E.
87
4-0 24'
w.s.w.
87
4-0 24
E. by N.
87
4-0 24
W. by S.
87
4-0 24
East.
87
4-0 24
West.
87
4-0 24
E. by S.
87
4-0 24
W. by N.
87 1
4-0 24
E.S.E.
87
4-0 24
W.N.W.
87
f-0 24
S.E. byE.
87
4-0 24
N.W.bW
87
4-0 24
S.E.
86
—0 36
N.W.
87
4-0 24
S.E. b. S.
86
—0 36
N.WbyN
87
4-0 24
S.S.E.
85 }
—1 6
N.N.W.
86}
—0 6
8. by E.
85
—1 36
N. by W.
87
4-0 24
1386}
1385
1386}
2771}
32
= 86°30 r
) Correct
) Bearing
A. Fanshawe, Captain.
Malta, 11/A Nov., 1837. T. Elson, Master.
[We are unable to state the position of the compass with which the foregoing
observations were made, but conclude that they have been reduced so as to show the
actual deviation of that in the Binnacle. — Ed. N.M.]
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NAVAL CHRONICLE.
53
Nabal CtwmttU*
Light on Cape Frio, Brazil. — Interesting to Navigators. — A
letter from Messrs. Steele and Manton, dated Bio Janeiro, October, 11,
says — “ We find some of the captains coming here are ignorant of a
revolving light on Cape Frio.” — Lloyd's Reports.
The foregoing “ interesting’’ paragraph appeared in the Shipping
Gazette, of the 8th December. We merely transfer it to our own pages
to remind captains of vessels bound to Rio, of the fact of there having
long been a revolving light on Cape Frio, and that the “ ignorant
captains” alluded to, had forgotten to refer to the Nautical Magazine,
where in page 698 of our volume for 1836, and in page 540 of our
volume for 1837, they would have found all about it.
The Gull Stream Light, Ramsgate, Dec. 4. — The light on the
Goodwin Sands, usually known by the Gull Stream Lignt, having
sprung a leak during the past week, which was announced by sigmu
guns, was, on examination, found defective, having been upwards of
twenty-five years on the station, and has been replaced by a new
vessel. Mariners will now observe the new vessel has two masts,
and exhibits a bold, brilliant light on each mast, considerably apart,
and which, for grandeur, surpasses any previous trial. The only fear
is, that some may unfortunately mistake this light before it becomes
sufficiently known. Its brilliancy is admired by all, and adds addi-
tional lustre, if possible, to die unremitting attention of the Trinity-
house. The old Gull Stream Light had but one mast. She was
towed back to the river by the Trinity steam yacht. — Shipping
Gazette.
South Australian Settlements. — In our volume for 1836, p.
506 — 691, we noticed the departure from this country, on the 4th of
August, of his Excellency, Captain Sir John Hindmarsh, governor of
South Australia, in the temporary command of her Majesty's ship,
Buffalo. The following account of the arrival and installation of the
governor at Port Lincoln, is from the second number of the South
Australian Gazette, dated 3rd June last, from the pages of which we
expect to derive considerable information concerning the neighbouring
shores of that important new colony, more particularly from its being
presided over by a naval officer.
“ Since the month of March, 1836, vessels had been continually
leaving England for our new colony. The Rapid, with Colonel Light,
the surveyor-general, the Cygnet, Africaine, and Tam O'Shanter,
with the rest of the surveyors, Mr. Gouger the colonial secretary, Mr.
Brown the emigration agent, and a strong party of labourers ; the
South Australian company's ships, the Duke of York, Lady Mary
Pelham, Emma, and John Pine, with the company’s officers, ser-
vants, and stores, had all arrived in safety, with the exception of the
Tam O’Shanter, which met with an accident at the mouth of the har-
bour ; the consequences of which, however, to the ship and cargo,
have not been so serious as at first they were expected to be.
“ On the morning of the 24th of December, her Majesty's ship
Bufihlo, entered the magnificent harbour of Port Lincoln, and found
the Cygnet at anchor in Spalding Cove. Captain Lipson, B.N., naval
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officer and harbour master, went on board with a letter from Colonel
Light, the surveyor-general, to his Excellency the governor, announc-
ing the most desirable location of our metropolis to be on the eastern
shores of the gulf St. Vincent ; at the same time encouraging us
with the most glowing description of that portion of the country. The
governor, accompanied by his private secretary, the resident commis-
sioner, and the harbour master, landed at the head of Spalding Cove.
There is no fresh water in the cove, and the soil arouna its snores is
barren ; it is covered with scrubby wood, apparently a stunted variety
of Eucalyptus. The view of the harbour of Port Lincoln itself, how-
ever, from Cape Donnington, and the entrance to Spalding Cove, is
beyond description fine. We, who had for our last port the splendid
harbour of Rio de Janeiro, felt no difficulty in giving the preference
to Port Lincoln. The ranges of beautifiilly wooded hills, rising
behind Boston Island, extending on the one hand, to the head of the
harbour, and on the other, along the western shores of Spencer’s
Gulf, as far as the eye could reach, plainly indicated a rich and fertile
country. In consequence, however, of the intelligence conveyed in
Colonel Light’s letter, respecting the proposed location in St. Vin-
cent’s gulf, and the knowledge that the officers of the government, who
had preceded his Excellency, were anxiously awaiting his arrival on
the plains near Mount Lofty, it was determined to proceed thither
without delay, and in company with the Cygnet, and the Buffalo, came
to anchor in St. Vincent’s Gulf, Mount Lofty bearing due east, on the
morning of the 28th.
“ At two o’clock of the same day, his Excellency, accompanied by
the ladies of his family, Mr. Fisher, the resident commissioner, Mr.
Stevenson, his Excellency’s private secretary, the Rev. Mr. Howard,
colonial chaplain, Mr. Gills, colonial treasurer, and their families,
proceeded to the shore in three boats, escorted by a party of marines,
and landed on the beach at Sturt’s River. They were received and
welcomed by Mr. Gouger, Mr. Brown, Mr. Gilbert, store-keeper, Mr.
Kingston, deputy surveyor, Mr. Morphett, Mr. Thomas, and the other
gentlemen, who had fixed their temporary habitations on the plain.
“ His Excellency met the other members of council in Mr. Gouger’s
tent, where his Majesty’s orders in council, erecting South Australia
into a province, and appointing the colonial officers, and his Excel-
lency’s commission as governor and commander-in-chief, were read,
and the customary oatns administered to the governor, members of
council, and other officers present.
The commission was afterwards read to the settlers, of whom
about 200 were present. The British flag was displayed under a
royal salute. The marines fired a feu dejoie, and the Buffalo saluted
the governor with fifteen guns. A cold collation, provided for the
occasion, was laid out in me open air, of which the party partook.
The health of his Majesty, the governor, officers, success to South
Australia, and many other loyal and appropriate toasts were given, and
drunk with great enthusiasm ; and our national anthem, combined
with the circumstances under which it was sung, had more of gran-
deur in its simplicity, than those only who have heard can conceive.
“ Nothing could be more delightful or promising, than the aspect
of the plains, named by his Excellency, Glenelg, on which the govern-
ment was constituted. 'JT^ ie 5 r are great extent, nearly as could be
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guessed, twenty miles in length, by about eight in breadth. The soil
appeared to be of the richest quality, and was pronounced equal, by
those who had seen both, to the prairies of Ohio and Indiana. Nume-
rous splendid trees of the eucalyptus genus, the Banksia rosa-marina-
folia in full flowers, studded the plain. The lupin, buttercup, and
several of the wild flowers of our own country were met with, and
hailed with delight. Parrots, parroquets, and quails were found in
great variety. Everything indicated, in short, the wild profusion
which nature delights to throw over her most favoured spots, and few
of the agriculturists present but hoped their 4 lines w r ould fall in such
pleasant places.’
“ The proceedings of the day concluded happily, as they had
begun. Good feeling and good fellowship prevailed on all sides,
and, * May South Australia flourish ! * was the earnest prayer of every
heart.”
We find in the same number of the Australian, the address of the
judge, Sir John Jeffcott, to the grand jury ; apiece of extempore com-
position breathing benevolence in every line, and uniting with the
duty of the judge, those sentiments of pity and kindness towards the
poor Aborigines, which do honour to nis head and his heart.. It is
indeed highly gratifying to find such expressions fall from the lips of
a British subject who is to administer justice in that distant land ; and
happy would it have been for other Aborigines, had they been in the
fortunate position of those of port Lincoln. But our readers shall
judge for themselves from the following passages which we have
selected, from their reference to this subject, ana the conduct of our
seamen. The natives of other distant lands have too much reason, we
fear, for the retaliation of revenge for outrages committed by the latter.
Sir Jeffcott says, “ Upon looking into the calendar, I am sorry to per-
ceive that the list of prisoners is much more numerous than I expect-
ed, the offences of a graver character than I anticipated in this early
state of the colony. It is, however, satisfactory to view, that the pri-
soner, who is charged with the most serious offence in the calendar — I
mean the individual charged with burglary, — is not one of our colonists,
but an importation from Van Dieman’s Land. Two others are in the
same situation, being sailors, charged with a riot and rescue ; so that
out of the seven prisoners for trial, only four, or little more than half
the number, are of the class of the emigrant population ; and the
offences, with which they are charged, are of a comparatively light
complexion. There is one offence, however, to whicn, although it is
the last upon the list, I shall first advert ; because it is the one upon
which I consider it of paramount importance I should offer a few ob-
servations ; and I trust, that, the observations which I consider it my
duty to offer, may make a due impression upon those for whom they
are intended.
44 1 perceive, that two white men, settlers -of the labouring class,
are charged with the offence of stealing a jacket and some of their war-
like implements (spears and waddies) from some of the aboriginal in-
habitants of this province, and that this theft, petty in its amount, but
of great importance, when viewed with reference to its consequences,
was committed in a hut, which these poor natives had constructed for
themselves, at the town of Glenelg, in imitation of our huts ; being the
first constructed by them, a circumstance in itself one of congratula-
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tion, a 8 their first step towards civilization : for you are aware, that,
in their savage state they have no fixed habitations, and will have to
look to us for instruction in all the arts of civilized life, towards which
this has been their first interesting, though feeble, essay.”
“ If there be one object to which, more than another, the attention
of the government of this province has been called, it is the state of
these poor people. It is one to which the benevolent nobleman.
Lord Glenelg, who presides over the colonial department, has in
an especial manner directed the attention of his Excellency the
governor, who in consequence of his instructions, immediately
upon his landing, issued a proclamation, declaring, that the aboriginal
inhabitants of mis province, throughout its wide extent, were to be
considered as British subjects. It is one upon which His Majesty’s
colonization commissioners for South Australia, in their first report to
Parliament, have expressed themselves so strongly and appropriately,
that I think I cannot do better, while I am upon this subject, than
read to you a paragraph from that report ; in every word of which I
cordially concur. The commissioners say : ‘ While labouring to
promote the prosperity of the British dominions, we may be permitted
to rejoice in the brightening prospects of the world. If the coloniza-
tion of South Australia can be so conducted as not only to protect the
aboriginal inhabitants in the enjoyments of their rights, but to extend
to them the guardianship of legal government, to offer to them the
subsistence, and the comforts of civilized men, to win them to habits
of regular industry, and to secure to them reserves of improving value,
for the endowment of schools, and Christian teachers, — may not colo-
nization, conducted on these civilizing and christianizing principles,
be extended without limit to other savage lands ? *
“ In these sentiments I most fully concur, as I am sure you do ; for
they are sentiments in which every friend to humanity must concur,
and which must find an echo in every well-regulated and Christian
mind.
“ The system hitherto adopted in the immediate neighbourhood of
this province towards the native population is one at which humanity
shudders. It has been so well and so truly described in die report,
from which I have just read a passage, that I cannot resist quoting
from it another paragraph.
“ ‘It is a melancholy fact, which admits of no disguise, and which
cannot be too deeply deplored, that the native tribes of Australia,
have hitherto been exposed to injustice and cruelty in their intercourse
with Europeans.
“ ‘ Squatters, runaway convicts, and deserters, employed in the fish-
eries, have long infested the coasts of New Holland, and have dealt
with the aborigines as if they regarded them not as members of the
human family, but as inferior animals created for their use.’
“ This is a melancholy, but I fear too true a picture, of the manner
in which the aboriginal inhabitants have hitherto been treated on this
coast. And, when such is the treatment which they have experienced
at the hands of Europeans, when such is the example set them, by those
who call them themselves civilized, is it to be wondered at, that they
have occasionally broken out into acts of violence, or retaliated upon
their oppressors with the undiscriminating vengeance of the savage ?
“ But such is not the system which will be adopted towards them here,
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where I trust, under Providence, that a new era is about to dawn for them.
They have been declared British subjects ; as such they are entitled to
the full protection of British law, and that protection, while i have the
honour of filling the situation which His Majesty has been pleased to
confer upon me, shall be hilly and effectually afforded them. I will go
further, and say, that any aggression upon the natives, or any infringe-
ment on their rights, shall be visited by greater severity of punishment
than would be, in similar offences, committed upon white men.
* * * *
“ The prisoner, James Burt, is charged with a riot and rescue, ori-
ginating in the following manner : — the prisoner, who is a sailor, was
seen on the 22nd of March in a state of intoxication, patting one of
those poor natives on the back with one hand, while with the other he
held a bottle containing rum or some other spirituous liquor to his
mouth, and encouraged him to follow his example.
The advocate-general (Mr. Mann) passing by at the time, seeing
what was going forward, and being very properly desirous to check this
improper conduct, and protect the native from this attempt of the
prisoner to debase him to his own level, approached the prisoner, and
m mild terms requested him to desist. He, however, received much
abuse, and was threatened with personal violence by the prisoner, who
called several of his companions around him, and by them the riot,
rescue, and escape, which are charged in the indictment, were effected.
I have before had occasion to remark, that much of the demoralization
which prevails here among the working classes, is attributable to the
sailors of the different ships, who on coming on shore are invariably
seen devoting themselves to drunkenness ana debauchery, and by their
example corrupting the well-disposed and industrious part of the
population. If the effects of this pernicious example were confined to
their own countrymen, it would not be so much to be lamented as
when, as in the present case, they endeavour to do such serious injury
to the hitherto uncontaminated natives.
“ I have already said, that one of the great objects which every
well-wisher to this colony must have at heart, is to promote the civili-
zation of the aboriginal tribes. It is a course which we are bound to
adopt by every motive of religion, of humanity, of good feeling, and I wiU
add, of good policy. I have already adverted to the mode in which, in
the neighbourhood of this province, the natives have been treated ; and
I have said that I do not wonder that they have occasionally retaliated
upon their oppressors, or what is the same to them, on the countrymen
of their oppressors, who may probably have done them no injury. It is
only within the last few days, that we have heard of the sacrifice of two
valuable lives at Port Philip,* to the blind fury of the natives ; and, I
believe there would be no difficulty in tracing this lamentable event to
the previous ill-conduct pursued towards them, on the part of the
white men — not of their victims, who were two most respectable gen-
tlemen, whose loss will be long felt by their families, their friends, and
the public, but of a class of men similar to those lawless and abandon-
ed characters, so forcibly described in the report from which I have
•beady quoted. For our own sakes, therefore, if we should be in-
* See directions for entering this port in our last number, by Captain Hobson,
R.N., of H.M.S. Rattlesnake.
ENLARGED SERIES. NO. 1. VOL. FOR 1838. I
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duced by no higher motives, ought we to be guarded in our conduct
towards the native population. In our intercourse with them, we
should scrupulously avoid giving them offence ; we should respect their
property, wnich, however trifling it may be, in our eyes, is of import-
ance to them ; and^ by setting them a good example in this, reclaim
them from any propensities which they are said to have ; although I
believe in the quiet and inoffensive natives, who have hitherto been
induced to visit us, no such propensities have been found to exist ;
but on the contrary, a kindliness of disposition, and a willingness even
to work for the food we give them, which may in the end be turned to
beneficial account, both in attaching them to us, and enabling us
through their instrumentality, to cultivate amicable relations with the
neighbouring tribes.
“ 1 have been led into these observations, which I fear have extend-
ed to too great a length from the deep interest which I take person-
ally in the fate of these poor people.
“ While holding in another colony a similar office to that which I
now fill, I had an opportunity of observing the character, and dispo-
sition of a somewhat similar race of people, I mean the natives of the
coast of Africa, and my acquaintance with them has convinced me
that, those who imagine that difference of colour presents an insur-
mountable obstacle to civilization, are widely mistaken.
44 1 have known natives of that coast, to all outward appearance
similar to the aborigines of this province, within a short period after
they had been rescued from slavery, exhibit traces of intelligence, not
inferior, I will venture to say, to that which would have been
exhibited under similar circumstances, even by Europeans ; and after
they had been some time domesticated among us, I have known them
to acquire property, and to perform the duties of life in a praise-
worthy and exemplary manner. Is it not worth while, then, to make
a similar experiment with the natives of this province, and instead of
teaching them our vices, and rendering them more debased than we
found them, by our example, is it not our duty to try every means of
leading them into the paths of civilization and virtue i May we not,
by such a course, while we advance even our temporal interests, hope
to bring down a blessing from the great Father of the human family,
who has placed us amongst them, and given us to enjoy the land,
which is tneir birthright, no doubt for his own wise purposes, and it
may be hoped, with a view to their ultimate conversion to his holy
religion.
Merchant Seaman's Society. — Mr. Editor, — A British ship-
master desires, in your last number, to be informed on the subject of toe
Merchant Seaman's Society ; the office of this institution, is in the
gallery over the Royal Exchange ; I mention this, to prevent its being
mistaken for another and a better establishment, which bears nearly a
similar title. The governors of the Merchant Seaman's Society, are
self-elected ; and, until lately, no account of their proceedings was
ever suffered to transpire, but by the act of parliament, which iu 1834
or 1835 gave them the power to make a further levy upon merchant
seamen, they were required to publish a statement of their cash-
receipts and disbursements yearly ; this has been complied with, but
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not satisfactorily to those roost interested— the searoeu who pay. It
is impossible to learn from any of those relieved, who may casually
( come in one’s way, what amount of advantage may be expected from a
fund made up by the licenced sequestration of part of the seaman’s
earnings ; any statement touching this part of the question, must there-
fore be avoided, as without an official document to refer to, and I
believe there is no such thing to be met with in circulation, anything
advanced upon this head roust of course be grounded in conjecture.
As to the sum your correspondent supposes to be collected by the
Seaman’s Society, he is in error ; the following may be found nearer
the truth : —
The yearly amount of receipts is about £44,000, 12 or £13,000 of
this is collected in London, tne rest is paid at the various out-ports,
and applied in the several localities : thus, the Seaman’s Society
receive of the whole amount, say, £12,500, less five per cent. ; which
deduction, by a clause Lord Auckland introduced in the Merchant
Seaman’s Bill, is payable to the Seaman’s Hospital.
The Seaman’s Society is considered by its governors as a charity ;
yet no pains have been taken to make it known, as an institution open
to charitable subscription, and few donations have in consequence been
presented to it; for this, no one can feel regret, as seamen are of
opinion that they should be better provided for as members of a com-
mon benefit society, as are the seamen of the north : inquiry will
prove how deeply this opinion is rooted.
It is, perhaps, worth while to remark, that the certificate required
of an applicant for assistance at this charity, (they call it a charity,) is
so inconsistently difficult that few can, from the absence of owners, mas-
ters, or mates, collect all the warrantry required to prove their eligibility,
although they be sailors, entitled and every way deserving to receive
relief, which they lose, giving up the task of conformance in despair.
It is a great pity that Lord Auckland did not notice this, when he had
the Merchant Seaman’s Bill before him in the House of Lords.
As to the method of conducting the general business of the Mer-
chant Seaman’s Society, nothing was communicated ; reporters not
being admitted even at the general annual meetings. I think the
editor of the Shipping Gazette complained of this last year.
Touching another part of your correspondent’s letter, I would
advise him, if he be resident near London, to go down to Well-street,
and inspect the building fitted up there as a sailor’s boarding house ;
from the spirited interest which his letters indicate he takes in the
subjects they treat upon, I can predict that he will be surprised and
pleased with the advantages that establishment offers to men inclined
to pass their time on shore soberly and steadily.
He will he convinced, that so long as there is a cabin unoccupied in
Well-street house, no sailor has a right to assert, that he lives in filth
and dissipation, because he can find no abode that offers cleanliness
and regularity ; neither can it be pleaded that the expense restricts
the choice. I am, Sir, your obedient servant,
H. Y. Z.
Seamen Wrecked in the Eastern Seas. — Mr. Editor, — The pro-
minent part which your journal has taken in advocating the interests
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of our seamen, has induced me to submit to you the following case of
suffering and hardship on one of the remote islands of the eastern
seas, as it will tend to show the necessity that exists for some under-
standing among European governments, as to rescuing seamen who
may be cast away in the neighbourhood of their settlements ; for it
appears that the impulses of humanity are sometimes not sufficiently
strong. In the year 1825, the Dutch colonial brig of war, Dourga,
Lieut. Kolff, visited Timor Laut, where the commander learned, that
an English brig, which, from various circumstances, appears to have
been his Majesty'* colonial vessel Lady Nelson, had been cut off the
previous year by the natives of Luora, a village on the east side of
Timor Laut, ana that the crew had been murdered, with the exception
of two youths, who were then living among the natives. In 1826, the
Dourga, again visited Timor Laut ; and although she remained there
three weeks each time, during which, distant excursions down the
west coast of the island were performed in the boats, no attempt was
made to visit Luora, and rescue these poor boys. The chiefs of some
of the villages were apparently requested by Lieut. Kolff, to obtain
them and forward them to Banda ; yet as the chiefs do not possess
control beyond their respective districts, no success could reasonably
be hoped for through their interference. Reports of the proceedings
of the Dourga, were submitted to the Dutch government by Lieut.
Kolff, and a narrative of the voyages of that vessel, from which I have
obtained my information, was published in Amsterdam, in 1828. I
therefore entertained no doubt that the government of Banda, which
island is only 200 miles distant from Timor Laut, had subsequently
redeemed these youths from captivity ; but I find from Captain King’s
pamphlet on the wreck of the Charles Eaton, that ten years after the
visit of the Dourga to Timor Laut, one of our countrymen still
existed among the natives of Luora; the other having died there
during the interval. Should the survivor be still among the living, he
will have been more than thirteen years on the island ; a sufficient
time to render him as barbarous as the natives to whom he has been
abandoned.
It is certainly an invidious task to expose the failings of our neigh-
bours, yeti cannot refrain from giving another case in connexion with
the voyages of the Dourga ; ana I trust for the sake of humanity, that
similar ones do not often occur. In the year 1825, two English sea-
men, who had been wrecked on the coast of New Guinea, and after
having been detained some time, had been redeemed and taken to
Banda, by the chief of Kissa, were put on board the Dourga as sea-
men. One of these men died soon after, owing, as Lieut. Kolff states,
to the hardships he had endured during his captivity among the
natives. Surely, if this was the case, he would have been a fitter
inmate for an hospital than for a Dutch brig of war ; and if found to
be a burthen, should at least have been forwarded to his own country.
The cases above detailed, are not, Mr. Editor, given from report,
but from an account of the proceedings of the Dourga, published by
the commander himself.
I have the honour to be, Sir,
Your most obedient Servant,
Sinbad.
Hawpsleud, Nov. 21s/.. 1837.
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The Monarch and Apollo. — It is with much satisfaction that
we are enabled to quote the following letter which appeared in an*
Edinburgh paper, from the pen of Admiral Milne, on tne recent col-
lision of these two vessels. The opinion of the Admiral will be
found to coincide with that which we expressed on this unfortunate
occasion.
On the subject of the recent collision between the Monarch and
Apollo Steamers, from Vice Admiral Sir David Milne, K.C.B., to
Mr. Hamilton, manager for the Steam Navigation’ Company, in
Edinburgh.
Coldstream, Nov. 18th.
My Dear Sir, — I have just seen in the Nautical Magazine an
account of the unfortunate accident of the Monarch and Apollo.
From having formerly been long a partner in the London and Edin-
burgh Steam Packet Company, I still feel an interest in their concerns,
and being well acquainted with the liberality and attention of the
company in fitting up those vessels, andjalso their care in the choice
of tne captains who command them, it is with the deepest regret 1
have read the verdict of the jury on the late melancholy occasion.
Knowing as I do the character of Captain Bain, (than whom no man
could be more fit to command one of the company’s vessels,) his long
experience as a pilot, his being a perfect seaman, a man of the
strongest nerve, and the strictest attention to his duty, night and day,'
I am frilly persuaded no blame could be attached to him. He was at
the time on the paddle box, the best place for a look out ; and the
Monarch had lights hoisted, which the Apollo does not appear to have
had ; and the latter was supposed to be a vessel at anchor. But allow-
ing both vessels to have haa lights, & collision of this kind might have
taken place without blame to either party. Every seaman knows how
difficult it is, in a narrow channel with rapid tides, where there are
eddies, and both vessels at the time rounaing a point — how. difficult
it is to act at the moment in hazy weather. With the greatest skill,
and every attention in both vessels, where so many other vessels are
proceeding up and down a river or at anchor, I repeat again what
every seaman knows, that a collision of this kind might happen without
either party being to blame. It is to be sincerely regretted that the
jury summoned had not one seaman amongst them ; as it was im-
possible that such a jury could judge of the accident.
I am sure if a new trial be allowed, and the opinion of pilots and
seamen taken, the verdict of the coroner's jury will be set aside, and
it may probably be found, that the collision was accidental and not
to be avoided.
In giving my opinion on this matter, I do so only on account of the
anxiety it must have given to yourself, who have so long been, I may
say, the principal manager of the steam company ; and, also, on ac-
count of the heavy loss to your owners.
A good many years ago, I gave some memoranda to Sir William
Rae, then Lord Advocate, who meant to bring in a bill regarding
steam vessels. Among other things I recommended that all steam ves-
sels should in the night, carry lights ; two on the starboard bow, one
on the larboard bow, and one at the mast head ; that all steam vessels
meeting should pass on the side where two lights are shown, and that
sailing vessels might observe the same regulations when meeting steam
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vessels. If these regulations were adopted, such accidents as that re-
ferred to could scarcely occur. I would strongly recommend this to
your company, and to make it generally known.
Believe me, &c., &c.,
David Milne.
Annular Scuppers. — Commander Henry Downes, R.N., has in-
vented a new scupper for ships’ decks, which he terms annular. It
consists of two distinct copper rings ; one of which, an inch wide and
half an inch thick, is screwed down into the deck, and bedded in pitch
or white lead ; the other, which is of the same width and thickness, is
made so as to fit into the former, and resting on the upper edge of it,
reduces the aperture of the scupper one half. Thus the scupper is
capable of being enlarged or reduced at pleasure by merely snipping
or unshipping the inner ring. The attention of Captain Downes has
been turned to this subject, from witnessing the inconvenience from
decks being flooded during rains and bad weather, when the com-
mon scupper has been insufficient to allow the water running off
quickly. A model of this invention is deposited in the United Service
Museum. — —
Britannia.
Epsom, Nov. 6, 1837.
Mr. Editor,— In the October number of your valuable Magazine,
I find a letter signed “ An Old Ship Master,” intimating that the sug-
gestions contained in “ Britannia,” for the improvement of sailors were
derived from a previous publication, by Captain H. M. Marshall, R.N.,
and that I ought, therefore, to have acknowledged my obligations to
that work ; that is, “ if I had ever seen it.” Now this saving clause is
‘ a very important part of your correspondent’s letter ; for it so happens
that, neither in whole, nor in part, have I even seen the publication in
question. Had it fortunately come into my hands while preparing the
rrize Essay, I should probably have turned it to some account ; in which
case I should have avowed my obligation ; not only as a matter of course,
and of duty, but also for the purpose of giving weight to my statements,
and force to my appeals. For, from what I have heard of Captain
Marshall, his mere assertions in relation to the subject before me, would
deserve greater attention than some men’s arguments. Would that, for
the sake of sailors, he could multiply himself a hundredfold.
I will only add, that if my suggestions for the improvement of our
neglected sailors, conceived as they were in perfect ignorance and
independence of Captain Marshall s, coincide with them so remark-
ably as your correspondent represents, the coincidence by increasing
the probability that our suggestions are founded in propriety, increases
their claim on the public regard.
Your insertion of the above will oblige, dear Sir,
Your’s respectfully,
John Harris.
Governor (Governeur) Rock, off Donaghadee. — The following
position of this rock, which has not yet appeared in the charts, has been
transmitted to the Admiralty, by Captain Beechey, commanding
H.M.S. African: —
Compass bearings from the rock, on which the least water is ten feet.
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WAV AL CHRONICLE.
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Lighthouse on Donaghadee Pier. .. . S. by W. J W.
Magazine at Donaghadee S.W. £ S.
Foreland Buoy (which should be placed on the rock) N. W. 550 feet,
Deputy Buoy E. by N. | N.
Royal Geographical Society. —
Nov. 27, W. R. Hamilton, Esq., Presi-
dent, in the Chair. On the study of Geogra-
phy in Switzerland, by Professor Chaix,
of Genera. — Captain Alexander’s account
of his expedition to Walwisch Bay, stat-
ing his return to the Cape on the 21st
September. — Captain Bums’ examination
of the Indus as far as Attok on his way
to CabuL — In the course of this evening
the gold medal of the Geographical Soci-
ety of Paris, was presented to Capt Back.
The President in presenting the medal, al-
luded to the important discoveries of Capt.
Back, in his search after Sir John Ross,
for which the medal was awarded ; he also
alluded in highly flattering terms to the
masterly retreat made by Captain Back
from his late perilous expedition, in fur-
therance of those discoveries, and con-
gratulated him on his safe return from a
voyage of so much danger, privation, and
suffering, in which he had put the sea]
to another triumph of order, discipline,
and obedience, when under the guidance
of skill and experience. Captain Back
returned thanks, and spoke in glowing
terms of the perilous condition of his
ship, which suffered so much from the
ponderous pieces of ice forced against
her by the violence of the current, as to
have been nearly overwhelmed, — a fate
only arrested by the invisible hand of
Providence. An animated discussion
went forward on the current alluded to.
Dec. 11th. — W. B. Hamilton, Esq.,
President, in the Chair. On the soil and
natives of Port Philip, South Australia,
by Captain Maconochie, RN. — Extract
of a letter from the chief justice, Sir John
Jeffcott, to Mr. Barrow. — Extracts from
the Journal of the Brig Rapid. — On the
political geography, and geographical
nomenclature of Australia, by Captain
Vetch, R.E., which produced a very ani-
mated discussion on the subject.
Meteorological Society. — Dec. 12,
1837, Dr. Lee, F.RS. F.R.A.S., &c., in
the chair. At this meeting several very
interesting papers were read in explana-
tion of the electrical phenomenon which
displayed so great a profusion of red, white,
and rosy coloured hues, on the night of
Sunday, Nov. 12th, last, from Poole,
Worcester, London, Manchester, &c., but
in none of these localities appeared a suf-
ficient number of meteors to constitute
a recurrence of the ** meteoric shower
which has been seen with so much inte-
rest for several years past on the 12th
and 13th of November. Indeed clouds
tervened in all the above places about
the time the meteors were expected to ap-
pear, namely, about midnight on the 12th.
The occurrence of the “ meteoric show-
er ” in the United States, has been wit-
nessed with the interest and splendour of
former years. Professor Olmsted states
that the meteors began to appear about
five minutes before one, a.m. of the 13th,
and that the maximum was attained be-
tween three and four. The total number
of meteors noticed being 226.
After the reading of these papers, a
new and beautiful instrument was sul**
mitted to the Society for inspection, by
the inventor, R. C. Woods, Esq., 47,
Hatton Garden, (who has been appointed
meteorological instrument maker to tho
Meteorological Society.) This instru-
ment which has been a desideratum among
Meteorologists, and the appearance of
which will, no doubt, insure its adoption,
by men of practical science, is the Self-
Registering Barometer. The great simpli-
city of its construction, without additional
expense beyond that of ordinary baro-
meters in the getting of it up, has
claims upon the Meteorologist beyond
that of any other meteorological instru-
ment at present known.
Mr. Woods also exhibited his improved
safety Mountain and Marine Barometers,
elegantly mounted in bronze cases t which
are calculated to obviate the difficulties
attendant on those instruments which are
fitted up in wood cases ; these invariably
split on arriving at about 40° of lati-
tude, which generally destroys the tube,
and not only thus renders the instrument
useless, but too frequently is the cause
of the loss of much valuable property and
what is of infinitely more consequence,
many human lives !
Mr. Woods also exhibited his Double
Registering Thermometer, and his improved
Atmospheric Thermometer, both of which
instruments will be found exceedingly
useful in registering accurately the most
minute variations of temperature. Lieut.
Morrison’s Magnet Electrometer was also
exhibited, with copious observations made
during five successive days in the month
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NAVAL CHRONICLE.
of August last. This instrument may be above instruments will be given in the
turned to good account in meteorology. Society's transactions,* which will appear
by a careful, diligent, and clever meteor- during the present session,
ologist The meeting adjourned till Tuesday,
Engravings, and descriptions of all the January 9th, 1838.
Presentation op Plate. — A splendid piece of plate has been pre-
sented to Lieut. Tudor, of the royal navy, Dy the Levant Company, as
a testimonial to his merits during the period of his service m their
employ. It consists of a handsome silver vase*, cover, and stand, richly
chased. The handles of the vase represent oak branches tending up-
wards, and encircling the brim with richly-chased leaves and acorns.
The cover and stand are equally rich. The following is the inscrip-
tion : presented to John Tudor, Esq., R.N., by the Levant Steam
Company, as a testimonial of their high personal esteem, and an ac-
knowledgment of his eminent services in connexion with their boat,
the Crescent, which he superintended during her whole construction,
and commanded till her complete establishment on her station. On
the reverse — the keel of the Crescent was laid in December, 1834,
and although she experienced considerable delay in building, she had,
in December, 1835, completed at sea twelve thousand miles, having
made the quickest steam-voyage that had ever been performed.
Greatest speed on record. — The Pesident’s message was run from
Washington to Boston (500 miles) in twenty four hours ! It was
taken a quarter before midnight from this city by the splendid new
steamer, Wasp, Capt. Vanderbilt, to New Haven, thence by express
to Worcester, thence by railroad to Boston. The Wasp was detained
one hour in the Sound, by an accident to her machinery. That vessel
went the first 12 miles from New York in thirty minutes ! — New York
Evening Star.
Uato Utormritig*
The Maria Salvage. — Vessel 234 tons,
crew eleven ; from the Levant to Hull,
cargo, bones ; got on Cross Sand, off
Yarmouth, 1 0th February ; Royal Sove-
reign and Red Rover yawls proceeded to
assistance ; wind hard from S.S.W., sea
heavy. Red Rover readied Maria first,
got her off before Royal Sovereign arri-
ved; latter assisted in towing her to Yar-
mouth. Vessel sent to quarantine, sal-
vors on board, and detained thirty- seven
days. Owners tendered 300/. ; refused ;
value of ship and cargo 2,445/. Sir John
Nichol decided there had been consider-
able merit on part of salvors; readiness
in launching vessel, incurring risk, and
remaining on board a vessel which might
have had plague; the tender not one-
seventh. He was bound to add 150/.;
making award 450 L, with costs. — (Admi-
ralty Court, 3rd July.)
The Commerciant Salvage. — 290
tons. Cargo timber. Bound to Honfleur.
Tempestuous weather. Got on Kentish
Knock ; able to get off by exertions of her
owm crew. Waterlogged and in want of
repair ; master bargained with a laden
brig to tow him to Yarmouth. Salvora
come in an Alborough yawl, are employed
in preference, and convey the vessel to
Harwich by wish of master. Appraised
value of ship and cargo 2,2 13J. Sir John
Nicholl awarded 150/. as salvage. Own-
ers to pay cost. — ( Admiralty Court.)
The Margaret, Steam Vessel. Salr
vage. — Waterford to London. Passengers.
Got pn Burling reef, off Beacliey head.
* Meteorological works, intended for review, in the Society's transactions, to be
forwarded to the Secretary free of expence, before the 1 st of March next Commu-
nications for this Society may be addressed to W. H. White, Hon. Secretary, 38,
Britannia-8treet City Road, where every information relating to membership, &c.,
may be obtained.
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LAW PROCEEDINGS.
65
Lieut Smith fired a gun to warn her of
danger before she struck. Being ill, sent
his boat to her assistance? she having
burst blue lights. Vessel got off A sove-
reign given to boats' crew for their assist-
ance. No tender made. Vessel and cargo
worth 20,0004 Sir John Nicholl decided
salvage of slight description. But pro-
perty large, and having passengers, such
v e s se ls should pay liberally. Duty of
court to enforce this principle. Directed
1004 and expenses of proceedings to be
paid to Lieut. Smith. — Admiralty Court.
Toe Meo Merrilies. — Salvage. —
Liverpool to Africa. — Sailed 80th Sept,
1836. Bad weather. Injured. Dismasted.
Fallen in with, on 4th October, off
Land’s End, by St Patrick, steamer, from
Waterford to London, with full cargo of
passengers and live stock. Brig had sig-
nal of distress and was making water. St
Patrick made for her. Heavy sea ; great
difficulty got a warp on board ; towed her
into Catwater, Plymouth. Brig worth
9,5004 Reward claimed. Owners of brig
contended towage only had been performed
and consented to pay for it. Sir John
Nichol awarded to the salvors, 7504 with
costs. — {Admiralty Court.)
The Carolus. — Collision. — A Hano-
verian vessel, and Susan, an English ves-
sel coming up the river Thames, on op-
posite tacks, in Long Reach, came m
collision. Susan was sunk. Carolus con-
tended accident occasioned by want of
skill in Susan. Proved by two Tkinity-
House masters that Carolus was in error
and her pilot liable to be sued on his
bond. Sir John Nichol decided for claim of
Susan to amount of damage. {Admiralty
Court.)
their misconduct in obstructing steamer
should reduce it, and she was the only
salvor. Sir John Nichol decided, vessel
had been in very perilous situation ; al-
though services of Essex even had been
unsuccessful, they would have been en-
titled to liberal reward for services, though
unattended with risk and little more than
work or labour. In obstructing steamer
and endeavouring to supersede authority
of her master and pilot, the vessel not
being derelict or abandoned by crew, were
guilty of misconduct and incurred strong-
est disapprobation of court. Not neces-
sary, as was supposed, for salvors to stick
by a vessel in order to retain claim for
services. Steam vessel in this case was
employed by authority of master, who
had a right to employ whom he pleased ;
the salvors were intruders, and had vio-
lated the law. Under all circumstances,
and considering policy of encouraging
such services as salvors had rendered, he
awards 304 to barge Eliza, as she had
conveyed part of cargo to London, and
had no parti cipation’in subsequent trans-
action, and 1004 among the rest— {Admi-
ralty Court.)
Th eVict or y. — Collision. — A schooner.
Bailed from Cork ; 28th October, 1836,
fell in with the William off Welch coast.
Crew of latter drunk. William changed
her course and run foul of Victory, leav-
ing her figure-head in Victory amidships.
Crew of latter had to abandon her and she
was afterwards reported on shore at Port
Reef in Cornwall. Crew of Victory when
board William, found captain drunk, and
mate not sober ! Endeavoured to keep up
Victory, but she sunk during night.
Verdict of jury, damages 2504 and costs.
Admiralty Court.
The Danteic Packet. — Salvage. — A
Prussian brig (239 tons.) Dantzic to Lon-
don. Cargo flour, com and provisions.
Forced into Sheemess by weather. En-
gaged a steamer to tow her to Gravesend.
Sailed on 7th January ; soon after, boiler
bunt in sea reach. Wind freshened.
Brig forced on West Knock sand ; struck
heavily. Signals made, and seven small
Essex boats (salvors) from Southend
vent to her. Brig had eleven feet water
m bold. Unable to get her off, Meantime,
Prussian Consul at Sheemess sent another
steamer to assist ; salvors of Essex boats
refused to allow her to interfere. At
length steamer applied her power, got
brig off and took her to Sheemess. Value
df brig and cargo 3,0004 Contended on
one side, Essex boats real salvors — on the
other, a claim not denied for their labour,
LARGED SERIES. — NO. 1. — VOL.
The M aon us. — Wages. — Two seamen,
Kelly and Smith, discharged in London,
had signed articles at New Brunswick, by
which they were to receive 124 for the run
to London. They stated that they were
taken on a sledge, while insensibly drunk,
from the house of a crimp named Fry, a
sailors' boarding house keeper, at St
John’s, and put on board the ship; and
captain had not pud them a farthing.
Kelly stated that recovering from his
drunkenness, he demanded the 124, and
refusing to do any duty, the captain beat
him. His fingers were frostbitten, in con-
sequence mortified, and three since ampu-
tated in London. Captain stated, that ac-
cording to custom of the country, he had
paid the wages to the crimp. Magistrate
considered custom not binding on the men,
and unless they had authorized it he must
FOR 1838. %
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RBOORD6 OF WRECKS.
pay their wages with oosts. It was Anally
considered that Kelly had given Foy au-
thority to receive his wages, and the other
had not. Payment of 121. to him ordered,
and costs. Admiralty Court, March, 1836.
The Suffolk — Refusal of Duty. — Five
seamen charged with refusing to proceed
to sea, after signing articles. They were to
receive wages, varying from 2 L 10#. to 8L
10#. per month, and received advance
notes, cashed by a Jew slopseller, who gave
them money and clothes on credit Excuse
alleged ; they had been cheated by the Jew
and were without sufficient clothing.
Charges of slopseller examined, and re-
ported fair. Magistrate decided that they
had committed a gross fraud on the cap-
tain, and sentenced to twenty days’ hard
labour in Brixton gaol. Admiralty Court,
April.
The IIersey. — Bottomry. — A suit
against owners of Hersey, to enforce pay-
ment of a bottomry bond, granted by the
master, at Van Dieman’s Land, in Novem-
ber, 1833, for 470/., bearing 20 per cent
interest Resisted by owners on ground of
no necessity for Hypothecating vessel,
master not heing without funds or credit ;
money not advanced on lien of the ship,
and bond extorted from master on point
of sailing. Sir John Nicholl pronounoed
against its validity ; he said, necessity was
only plea, on which law allowed masters
to pledge property of his owners by hypo-
thecating ship and freight Lord Stowell
says, “ Necessity is the vital principle of
hypothecation.” In this case no necessity
appeared. Owners known at Hobart-town,
master known, ship carried her own credit,
had owners’ property on board. Evidence
of accounts between master and owners
adjusted, and balance paid to latter. Bond
extorted apparently for sake of a more con-
venient remittance to England, with 20
per cent interest The application for
payment of the bond rejected, and the ap-
pearance of contrivance and management
in the master, and owners being put to so
much expense in resisting claim, they
were entitled to their costs. ( Admiralty
Court, Nov. 27.)
lUcortw of astro*#.
[The numbers refer to the names in the tables.]
The Cornwallis. No. 3. Friday
morning, 80th Dec., mate sent up Bourka
Bay to seek harbour, wood and water;
returned successful, reported natives
friendly — Capt Doggett of Mechanic on
board, — resolved to enter harbour, — day-
break following mates sound harbour, —
natives surround boats in canoes, — sun-
set, returned on board, — next day (Sun-
day) anchored in Deceitful Bay; ship
Mechanic followed,— canoes surround
both vessels. Next morning casks sent
on shore for water, and party of New
Zealanders to cut wood, — natives friendly,
— five tons of water got on board, — Tues-
day, casks and wooding party sent on
shore, — natives more numerous, — next
day same process, natives found armed
with bows and arrows, — surprised by 200
natives, seized axes, wounded New Zea-
landers who run into sea and swim away.
Boat armed sent to assistance, — fired at
natives who retreat into the bush, — boat
conveys wounded New Zealanders on
board Mechanic, and proceeds to assist
watering party attacked by natives, — by
arrows and stones natives in possession
of casks, — second mate received some
arrows, — carpenter injured in head by
stone,— escaped on board Mechanic, no
loss of life, — many natives supposed kill-
ed by firing from both vessels. Both
vessels under way, — light breeze west-
erly, — seven p.m. wind shifted to N.E.,
heavy squall, — vessels aback, — half a
mile /from breakers,— heavy swell, —
strong tide, — topsail sheets carried away.
Brig struck on ledge of reef, — no proba-
bility of saving anything,— boats cleared
away,— starboard quarter boat stove, —
larboard waist boat left brig on her strik-
ing with four New Zealanders for Mecha-
nic. Seventeen were left on board wreck
with one boat, — about ten got on board
Mechanic ; she had barely escaped ree£
night passed in beating out of harbour, —
next morning four boats sent to wreck,—
only a few planks of her seen.
Caledonia. No. 1. Brig from Quebec,
— 30th Oct. became waterlogged,— 31st
lost rudder and capsized, — lost one sea-
man and an apprentice, — cut away the
masts, — provisions all washed away, —
hunger, — starvation, — subsisted on dead
companions, — five died, — Oth Nov. Rus-
sian ship Wartrue from Archangel for
Bristol, fell in with and rescued Captain
Coke, mate, carpenter, second mate, and
an apprentice ; landed them at Bristol, —
great credit due to mate (Dyden) of
Russian ship.
Echo, No. 4, of Plymouth. 11th Nov.
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RECORDS OF WRECKS.
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a.m. St Heficrs, Jersey, in alarm and
anxiety from signals of distress at Fort
Regent Echo discovered,* — had struck
on sunken rock at back of castle, — too
late previous evening for Small’s roads
—preparations for anchoring, — accident
with anchor, — Rodiere rock ahead, —
vessel luffed to instead of bearing away,
— struck, — vessel sinking, — passengers
(7) took to rigging, one a woman, child
in her arms, — no timo to save another
left below, sleep, (of death,)— captain
clearing punt, — in two minutes vessel
sunk with all on board, — some got into
pnnt, — picking up the rest, — punt too
small, filled and sunk,— all again in the
water, — prompt assistance of Captain
Joyce of Napoleon, and boats from shore
saved all but two children, — mother
senseless and dangerously ill,— captain
■ad some of crew ill, — body of one child
(bund.
Isabella. No. 17. Waterlogged 10th
Oct Let 46° 2&' N., long. 58° 9' W.
Fallen in with by the Ethelbert— master,
carpenter, and two boys rescued, — rest
of crew taken by Sappho ta Newfound-
land.
Isabella, No. 18, Bruce, 23rd Nov.
going into Tay struck on Abertay Sands,
—lost rudder, — flood tide,— drove off, —
unmanageable, — boat from North Ferry
reached her, — vessel leaky, — sunk on
Gaa Sands, — one drowned by boat
swamping, — vessel new,— just built at
Perth.
Ibdian Chief, No. 10, 15th Nov. four
a.k. struck on Blackwater bank,— crew
abandoned vessel,— fourteen feet water in
hold, — about ten a.m. drifted ofi^ — at four
r.M. sunk two leagues S.E. of Arklow.
Light v es s el, — sev eral boats put off, —
one lost with her, — boats’ crew (six)
perished,— cargo value 80,000*.
Emerald, No. 8, 21st Sept sprung a
leak in Gulf of Florida, — five feet water
in hold, — blowing hard, — heavy sea,—
hauled in for land, — ship sinking,—
reached coast, — ship sunk in fathoms
off St. Simon’s lighthouse, — still blowing
hard,— captain and crew landed on I. St.
Simon and Jekyl,— weather-bound till
26th., — captain to Brunswick (Georgia)
for assistance,— 26th sloop dispatched, —
returned 28th, — vessel gone to pieces, —
3,808 boxes of sugar insured in London.
Elvira, No. 7, 11th Nov. heavy wea-
ther,— dismasted between Orkney and
Shetland,— sea swept decks, washed all
crew overboard except one, — 14th driven
on shore at Noss, — went to pieces, — sur-
vivor saved.
Killbohew, No. 849,* schooner. Car-
go wine from Cadis, — 28th Oct. a num-
ber of large casks of wine washed on
shore in Marmise Bay, also vessel’s stern
marked Killegrew of Falmouth,— and
part of boat,— Captain J. Noyc, wife and
daughter, and four men (crew) drowned,
— body of wife found on beach.
The Leda, No. 19, off Boulogne, 2nd
Nov. wind blowing a hurricane, — five a.m.
Leda (190 tons) cargo wines 500 hogs-
heads, quicksilver 800 flasks, and pome-
granates, driven on shore at Ambleteuse,
— crew nine in number; three saved
clinging to break of deck washed ashore.
Captain, first and second mates, and three
seamen drowned. Survivors state cap-
tain mistook Cape Grinez light for that
of Dungeness, and laid vessel to,— on
vessel striking anchors let go. At three
p.m. no vestige of her remained,— great
praise due to French fishermen.
r The Tiger, No. 32, left Liverpool 1st
May, 1836, for Bombay. Cape 11th
July. Tigris in company, — Tigris part-
ed. 5th August Captain Searight taken
ill,— delirium,— evaded look out, — cry of
“ Captain overboard,” — boat instantly,—
too late, — captain sunk, — boat swamped
and lost. Command devolves on mate,
—wrong reckoning, — days of anxiety, —
fearful suspicions tor safety of ship. 12th
August, a.m., struck on reef off Astova
Island, N.W. of Cape Amber, — all hands
(26) landed from long boat and jolly boat.
No inhabitants,— coral rock, six miles
long, four wide, — no vegetation. Sig-
nals, with canvass from wreck, fixed on
various j>arts of island. Search for water,
dissappointed, — food, turtle, — great expo-
sure, suffering, aud anxiety. 15th Sep-
tember, long boat lengthened sails with
fourteen of crew under command of mato
for Mahe (Seychelles) to obtain assist-
ance. Cask of spirits washed ashore
from wreck, — found, — a spring of fresh
water discovered. Days passed away,—
no hope of rescue, — great suffering, — des-
pair. 18th October, the Emma, South
Sea whaler of London, Captain Goodman,
providentially drifted out of her course, —
discovered signals on island, — sent boat
on shore, — sufferers delivered, — conveyed
on board Emma, — landed at Mahe, — for-
warded to Mauritius and Cape, — thence
to England. Mate who left in long boat,
said to have reached the eastern coast of
Africa in safety. Wreck suposed to have
taken place on Island Juan de Novo,
proved to be on Astova.
The Fortitude, No. 8, Brig of New-
castle. Cargo, coals and bottles, — all
Page 819, vol. 1837.
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SEW BOOK!.
lout Captain, mate, and cabin boy Thb Qrsua, No. 29, 400 tom, of
drowned, — remainder amounting to eight, Plymouth. No possibility of heaving
saved by the humanity of a Portuguese her off rocks, — totally damaged, — injury
gentleman, M. Rocha Comeira, who paid to bull caused her to be condemned, —
ten moidores (114) to induce a boat's no lives lost
crew to go to their assistance^
WRECKS OP BRITISH SHIPPING — CONTINUED PBOM THB SHIPPING
GAZETTE.
(ConUnaed item VoL I., ptfs 8W.)
New Books.
Logarithmic and Trigonometmic Tables, to Seven Places of Deci-
mals. London, Simpkin and Marshall.
This is a neat (and we had all but 6aid, portable) edition of Loga-
rithms, being a reprint of Professor Hassler’s, who has been for some
time conducting tne surveys of the coast of the United States. We
approve of the arrangement generally, and the differences are conve-
niently arranged for minuteness and accuracy. The author points out
several errors in the American edition, which he has avoided, and per-
fected his own labours, by a comparison with Babbage’s, Bagay’s, and
Callett’s tables.
The Natural History op the Birds of Great Britain and Ire-
land. — Part I. — Birds of Prey, By Sir William Jardine Bart. f
&c. Highley, Fleet Street.
These interesting volumes continue as interesting as ever ; and to our
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PROMOTIONS AND APPOINTMENTS.
60
countrymen, the present book comes with peculiar recommendation ;
that of describing the birds of their native land. The plates are exe-
cuted in the ususu good style, and accompanied with drawings of the
eggs of the different species which they represent ; a measure which
we perceive is to be adopted in future. We have always considered
these useful books as possessing great claims to the attention of our
readers. ■ ■ ■ ■
Letters to Brother John, on Life, Health, and Disease — By
E. Johnson, Surgeon. Saunders and Ottley, London.
These Letters are reprinted, in the convenient form of a small octavo
volume, from the “ Metropolitan Magazine.” Without pretence to
medical science, we may safely assert, that they abound in good sound
practical rules for the preserving that greatest of all blessings, good
health. The style is familiar, and the technical expressions or the
faculty avoided ; so that a wholesome lesson may be learnt from them
by any one. We would particularly point this book out to the atten-
tion of our nautical friends.
Promotions and Appointments.
Promotions.
Captain e, Sir. J. E. Home, H. O. Love, Hon. H, KeppeL Commanders, O. W.
Lydiard, Lord F. Russell, T. Coleman. Lieutenants, J. W. Conway, O. Kenyon, O.
Western, R. J. Macluer, G. L. Adams. Pursers, W. H. Johnson, W. Laws, J.
MitchelL
Appointments.
Boadicea, Transport — Lieutenant, W. Ward. Britannia, 120.— Purser, E. O. 8.
Maley ; Assistant Surgeon, A. Murray ; Mate, J. H. Page, A. Kennedy, It Curtis.
Britomart, 10. — Lieutenant Com,, O. Stanley; Sec, Master, J. W. Burney. Assist-
ant Surgeon, H. H. Hamond ; Clerk, W. Lomer. Calliope, 28. — Lieutenant, E. C.
T. D’Eynoourt ; Surgeon, J. Dunn. Castor, 36. — Mate, C. R. Marcnard. Coast
Guard. — Lieutenants, F. S. Thursby, W. Porter, P. Bisson. Conway, 28. — Volun-
teer, C. Shipley. Electra, 18. — Mates, G. G. Phare, H. L. Parsons. Assistant
Surgeon, It D. Mason ; Clerk, F. Cleeve. Excellent. — Purser, J. Street Green*
wich, Out pension. — Lieutenant, J. Tind&le. Haslar Hospital. — Assistant Sur-
geon, A. Murray. Imogen e, 28. — Lieutenant, G. E. Hamond. Lynx, 8. — Lieutenant
Cam, H. Broadhead | Assistant Surgeon, J. Little. M^gera, St V. — Lieutenant, H.
C. Goldsmith. Melville, 74. — Assistant Surgeon, H. Harrison. Modeste, 18. —
Commander, H. Eyres ; Lieutenant, G. Gore ; Master, (act,) G. H. Skead ; Surgeon,
B. Me. Avoy ; Assistant Surgeon, D. Thomas ; Purser, W. Pinhora ; Midshipman,
F. C. Herbert ; Clerk, N. TwiddelL Pantaloon, Tender. — Mate, It L. Curtis ;
Clerk, J. Biggs. Pincher, 5. — Lieut. Com,, B. J. Sullivan ; Clerk, T. H. Snowell.
Pique, 36. — Lieutenant, D. Curry. President, 62. — Mates, G. R. Woolridge, M.
Falcon, R. Scott ; Chaplain, A. H. Small. Princbss Charlotte, 104. — Lieutenant,
R. H. Banbury. Racehorse, 18. — Commander, H. W. Crawfurd ; Lieutenant, W.
Webster, E. C. Smith, W. Johnstone ; Master, (Act,) J. Jeffrey; Surgeon, J. Taylor;
A s sist ant Surgeon, R Me. Gregor; Purser, J. Foster. Royal Adelaide, 104. —
Second Master, R. S. Godden. Royal George yacht. — Captain, Rt Lord A. Fits
Clarence; Lieutenant, J. Me. Donnell (for command of Pantaloon tender. ) Masters,
J. Oake,J. Saunders, (for Emerald,) G. Millard ; Surgeon, J. Greenish; Assistant
Surgeon, D. Me. Nab, (for Pantaloon ;) Purser, T. Goddard. Samarang, 28. — Mate,
It Curtis. Scout, 18.— Volunteer, lstclass, A. Clifton. Savage, 10.— Mote, G. Keith,
E. Wright Spredy, 8. — Mate, S. Maddock. Sparrowhawk, 16. — Mate, R. Patey,
Temeeaire, 104. — Master’s Assistant, J. King. Thunder, Surv. V., Lieut Com,
T. Smith, Lieut T. J. Hill; Surgeon, J. G. Harrison; Midshipman, F. Bailey.
TNunderer, 84. — Surgeon, R. Me. Cormick. Tyne, 28. — Assistant Surgeon, J.
Allan; Mates, J. J. Domford, J. B. Keat, R. Powell ; Midshipman, W. P. Wray.
Vestal, 26, Captain T. W. Carter ; Lieutenant, J. H. Norcock ; Mate, S. J. Bayley ;
Asmtant Surgeon, J. Acheson ; Second M aster, T. H. Loring. Victory, 104. — Chap-
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70
PROMOTIONS AND APPOINTMENTS.
Mm, J. Baker; Matter ' s Assistant, W. Diaper, T. Walker ; Cterk, G. Wallk. Volaoe,
28. H. Smith; Lieutenant, A. Lowe, J. Gallway ; Mot/er, W. L. Brown ; Mate, W.
L. Brown. Wasp, 16. Midshipman, W. Anson. Wbllesly. Fot T. D. Fortescue.
Movements of Her Majesty’s Ships in Commission to 20th December, 1887.
At Home.
African, 1, St V., Captain W. Beechey, 4th Dec. at Holyhead. Alligator, 28,
Captain Sir J. G. Bremer, C.B., Plymouth, fitting to proceed to Australia. BeMdera,
42, Captain C. B. Strong, 20th Nov. paid off at Portsmouth. Britomart, 10, Dec. 11th
Commissioned at Plymouth, as a tender to the Alligator, by Lieut Owen Stanley.
Columbia, 2, 18th Nov. arrived at Plymouth from Spain, having landed troops at Cork.
Comet, St V., Lieut- Com. G. Gordon, 4th Dec. arrived at Plymouth from Coast of
Spain; 7th Dec. sailed for Portsmouth. Edinburgh, 7 4, Captain W. W. Henderson,
20th Nov. remained at Cork ; 28th sailed for Lisbon with troops. Electro, 18, Com.
W. Preston, fitting at Portsmouth. Excellent, Captain T. Hastings, Portsmouth.
Bastings, 74, Capt H. Shifiher, 15th Dec. arrived at Portsmouth from Lisbon with
Flag of V. Admiral Gage, ordered to Chatham to pay off. Hyacinth, 18, Com. W.
Warren, 2nd Dec. left Spithead for E. Indies. Jupiter, 88, Mr. R. Easto, 20th Nov*
remained at Cork ; 28th sailed for Gibraltar with troops. Mastiff, Lieut Mr. Thomas,
Woolwich, refitting. Messenger, StV., Mr. J. King, 21st Nov. arr. at Portsmouth from
Jersey; 18th Dec. at Woolwich. Modeste, 18, Commissioned 25th Nov. at Wool-
wich, by Com. G. Eyres ; see account of her launch ; fitting. Pincher, 5, Commis-
sioned at Chatham, by Lieut B. J. Sulivan. President, 52, Flag of Rear-Admiral,
Rosa, Captain J. Scott, 9th Nov. at Spithead. Racehorse, 18, Commissioned at Devon-
port, by Com. H. W. Crawford, 18th Nov. Rolla, 10, Lieut F. H. Glasse, 18th Nov.
paid off at Plymouth. Rote, 18, 27th Nov. paid off by Lieut G. Lowe. We regret to
find that the ill state of health to which Commander Barrow had been reduced, by the
active employment of the Rose in the Eastern Seas, obliged him to resign his com-
mand at the Cape. He had the most gratifying assurance from his commander-in-chief,
of the valuable assistance which he had derived from his zeal and activity. Royal
George Yacht, Captain Lord Adolphus Fitz Clarence, 80th Nov. paid off and re-
commissioned at Portsmouth. Thunder, 6, Lieut. T. Smith, 9th, Nov; at Spithead.
Tyne, 28, Captain J. Townsend, Portsmouth, fitting for Mediterranean. Vestal, 26,
Commissioned 29th Nov. at Sheemess, by Capt. T. W. Carter. Volage, 28, commis-
sioned at Chatham, by Captain H. Smith, (a.) W asp, 16, at Portsmouth, fitting, Com*
Hon. D. Pelham.
Abroad.
/Etna, S.V., Captain A. T. E. Vidal, 11th Nov., left Gibraltar for African Coast to
resume survey. Asia, 84, Captain W. Fisher, 4th Nov., left Malta for Gibraltar,
22nd, at Gibraltar. Barham, 50, Captain A. L. Carry, 15th Nov. at Malta. Belle-
rophon, 80, Captain J. Jackson, 15th Nov., at Malta. Blazer, S.V., 15th Nov. at
Malta. Cameleon, 10, Lieut. Com. J. Bradley, 27th Nov. arrived at Lisbon. Carye -
fort, 28, Captain H. B. Martin, Nov. at Constantinople. Castor, 86, Captain E. Col-
lier, Nov. at Smyrna ; captured a piratical vessel in Palermo Bay. Champion, 18,
Com. G. S. F. King, 21st Oct. left Halifax for Bermuda; 25th Oct. arrived. Clio, 16,
Com. W. Richardson, Nov., Coast of Spain. Comus, 18, Com. Hon. P. P. Carey, 12th
Nov. at Halifax. Cotflance, 2, Lieut Com. W. Arlett, 21st Nov. arrived at Mar-
seilles, 15th Nov. at Malta. Conway, 28, Captain C. R. Drinkwater, 19th July, at
Calcutta. Cornwallis, 74, Captain Sir R. Grant, 28rd Oct, arrived at Bermuda from
Halifax. Dido, 18, Captain L. Davies, C.B., Nov., Coast of Spain. Donegal, 78,
Captain J. Drake, 27th Nov., arrived at Lisbon. Edinburgh, 74, Captain W. H. Hen-
derson, 4th Dec. at Lisbon. Firefly, S.V., Lieut; Pearce, 15th Nov. at Malta.
Flamer, S.V., Lieut J. Potbury, 30th Sept left Port Royal for St Thomas. Fly, 18,
Com. R. Elliott, 28th Sept sailed from Rio for Valparaiso. Gawnet, 16, Com. W. G. H.
Whish, expected home in April. Harlequin, 16, Com. J. E. Erakrae, Nov., Coast of Spain.
Harpy, 10, Lieut Hon. G. R. Clements, left Barbados for Sierra Leone. Harrier, 18,
Com. W. H. H. Carew, 13th Aug., arrived at Valparaiso. Hastings, 74, Captain H.
Shiffner, 29th Nov. left Lisbon for Portsmouth. Hazard, 18, Com. J. Wilkinson, 8th
Nov. left Malta for Corfu. Hercules, 74, Captain M. F. Berkely, 27th Nov. at Lisbon.
Inconstant, 37, Captain D. Pring, 27th Nov. at Lisbon. Magicienne, 24, 27th Nov. at
Digitized by v^ooQle
BIRTHS ; MARRIAGES; D BATHS.
71
CadU; remained 7th Dec. Malabar, 74, Captain W. A. Montague, C.B., 27th Nov.
at Lisbon. Mmden, 74, Captain A. Ii. Sharpe, C.B., 22nd Nov.,at Gibraltar. Orestes,
18, Com. J. F. Newell, 23 rd Nov. at Gibraltar ; 4th Dec. at Lisbon. Pearl, 20, Cap-
tain Lord Clarence Paget, 21at Oct at Bermuda. Pelorus, 16, Com. F. Harding, 10th
Aug. arrived at Madras; sailed for Calcutta, 30th Aug. arrived. Pembroke, 74, Cap-
tain F. Moresby, 11th Nov. arrived at Malta. Princess Charlotte, 104, Flag Admiral,
Hon. Sir R. Stopford, Captain A. Fanshawe, 15th Nov. at Malta. Pylades, 18, Com.
W. L. Castle, 22nd Aug. arrived at Mauritius from Seychelles. Racer, 16, Com. J.
Hope, Oth Nov. arrived at Havana; on way from Belize, between 21st and 29th Sept,
experienced bad weather ; gale for 3 days ; sail shortened gradually to bare poles —
wind, like “ a steamer letting off her steam." On beam ends for five minutes. Night,
mainmast went — righted. James Martin, Henry Longmcad, drowned ; C.Gainbriage,
boy killed, and a soldier's child. Hold fetched way to leeward. Wreck cleared away
seven feet water — pumped out Again on beam ends — foremast carried away — right-
ed — jurymasts rigged — great exertion. Bread spoiled — water lost — supplied from a
vessel. Supplied with Romney's main and foremasts. — Expected home. Rainbow,
28, Captain T. Bennet, 5th Nov. arrived at Halifax ; 18th sailed having left Bermuda
on 21st Oct. Raleigh, 18, Com. M. Quin, 20th May, arrived at Sincapore from
Manilla ; 27th sailed for China. Rapid, 10, Lieut.-Com. Hon. De Ros Kinnaird, 15th
Nov. at Malta. Rattlesnake, 28, Captain W. Hobson, 26th June, arrived at New Zea-
land from Sydney ; 8th Aug. left Sydney for Calcutta. Rhadamanthus, StV., Com. A.
Wakefield, 2nd Nov. left Malta for Levant. Rodney, 92, Capt H. Parker, 15th Nov. at
Malta. Russell, 74, Capt. Sir W. H. Dillon, K.C.H. Nov. in the Archipelago. Sama-
rong, 28, CaptW. Broughton, 13th Oct arr. at Rio from B. Ayres. Sapphire, 28, Capt
R Rowley, Nov. Coast of Spain. Sappho, 16, Com. T. Fraser, 23rd Oct arr. at Bermuda
from Halifax. Scorpion, 10, Lieut Com. C. Gayton, Nov. Coast of Spain ; 22nd Nov.
at Gibraltar. ScyUa, 16, Com. Hon. J. Denman, 27th Nov. at Lisbon. Seringapatam,
46, Captain J. Leith, 21st Oct at Bermuda. Talvera, 74, Captain W. B. Mends,
Nov. on Coast of Spain. Tribune, 24, 15th Nov. at Malta. Trinculo, 16, Com. H. E,
Coffin, 27th Nov. at Cadiz ; 7th Dec. remained. Vanguard, 80, Captain Sir T. Fel-
lowes, 15th Nov. at Malta. Wawlerer, 16, Com. T. Bushby, 24th Oct left Quebec
for Halifax ; 2nd Nov. arrived ; 9th sailed for Bermuda. Wellesley, 74, Flag R. Ad-
miral Six Fred. Maitland, Capt T. Maitland, 3rd Nov. spoken in, 6° N. and 24° W. by
the ship Gunga. Winchester, 62, Captain E. Sparshott, 4th Aug. arrived at Madras ;
5th sailed for Trincomalee. Wolf, 18, Com. E. Stanley, 29th July, arrived at Madras
from Trincomalee ; 1st Aug. sailed for Calcutta ; 30th arrived. Wolverine, 16, Com.
Hon. E. HowaxtLNov. in the Archipelago. Zebra, 16, Com. R. Me Crea, 18th May,
arrived at Singapore; 7th Ang. arrived at Madras from Penang, and sailed for
Malacca.
On the 26th of November, the lady of
Commander Pritchard, H.M.S. Donegal,
of a daughter.
Jttarriages.
On the 21st of November, at Putney,
by the Rev. Christopher Robinson, M. A.,
Captain William Burdett Dobson, R.N.,
son of Admiral Dobson, to Maria Frances,
only daughter of the late Captain Ed-
ward Lowther Crofton, R.N., C. B.
On the 6th of November, at Chatham,
Henry Mansell, Esq., Surgeon, Guern-
sey, to Elizabeth, eldest daughter of the
late William Mount, Esq., Lieutenant
Royal Navy, of Gibraltar- place, Chatham.
At Walcot church, Bath, on Thursday,
the 7th of November, by the Rev. Sir
George Prevost, Bart, William Henry
Robinson, jEsq., Captain in the 72nd, of
the Duke of Albany's own Highland's
only son of the late Sir W. II. Robinson,
X.C.H., to Georgians, third daughter of
Rear-Admiral Buckle.
At Starcross, Exeter, by the Rev. Mr.
Powley, Geo. Peacock, Esq., Master,
R.N., to Jane, third daughter of the late
William Ashe/ Esq., Merchant, of that
place.
®iat$9.
At Brighton, after a very short illness,
Rear-Admiral John Tower, C.B., one of
the most active officers of his day, and
much esteemed by his professional
brethren.
On the 17th of November, at Union-
place, Blackheath-road, Elizabeth, widow
of the late Lieutenant Norman, R.N.,
aged 70.
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72
METEOROLOGICAL REGI8TER.
On the 27th of November, at Charlton,
Com. Lindsay, R.N., in the 81st year of
his age.
At Southsea, on the 7th of December,
Julia, the infant daughter of Mr. Thomas
Dale Gulliver, Purser, R.N.
On the 6th of December, at Lausanne,
Switzerland, of inflammation of the liver,
Captain Wm. Clarke Jervoice, R.N.
At Coverac, in Cornwall, on the 20th
of November, at the residence of her son-
in-law, Lieut. Palmer, R.N., Mrs. Greet-
ham, relict of .the late Mr. Moses Greet-
ham, Landport
At Cherry Bank, near Perth, Alex-
ander Fisher, Esq., Surgeon R.N. ; late
Surgeon of the Hecla in three successive
voyages to the Arctic regions, under Cap-
tain Sir Edward Parry.
At Edinburgh, on the 7th of Decem-
ber, aged 83, Mrs. Deans, mother of Cap-
tain Dun das, R.N., M.P., and sister of
the late Lord Amesbury, a lady deeply
lamented by all who knew her.
At Van Dieman’s Land, in July, Dr.
James Scott, R.N., (1805) ; for 20 years
he had been Colonial Surgeon there.
At Limehouse, on tho 26th of October,
1837, Ann, Wife of Commander H. M.
Marshall, R.N., grand daughter of John,
and niece to the late Sir Walter, and
Captain James Ferguson, R.N., who
died Lieut Governor of Greenwich Hos-
pital in 1703.
Meteorological Register,
Kept at C room’s Hill, Greenwich, by Mr. W. Rogerson, of the Royal Observatory.
NOVEMBER, 1837.
Rahometeh,
In Inches and
Decimals.
Fahrenheit's
Thermometer
In the Shade.
WlKD.
Da)
Quarter.
Strength.
6
c
o
s
0 A.M.
3 P.M.
3 P.M
Min.
Max.
A.M.
P.M.
A.M.
h
Morning.
Evening.
1
m
In. Dec.
28'88
In. Dec.
28-80
a
53
A
55
A
89
A
57
s.w.
S.W.
0
10
Qr. (2)
Qr. (3)
2
Th.
2912
2914
42
46
40
48
S.W.
S.W.
6
6
Qbcp. (2)
Ql»cp. (3)
8
F.
29-23
29-32
39
47
32
48
s.w.
S.W-
8
3
13.
Be.
4
S.
39*67
2981
40
46
32
47
w.
N.W.
3
4
Bern.
Bern.
5
Su.
30 06
30 06
38
45
33
46
S w.
w.
1
1
Bern.
6
M.
30-29
8035
35
43
32
43
N. W.
N.
2
2
B.
7
Tu.
30-42
30-41
29
41
26
42
N.E.
E.
1
1
B.
B.
8
W.
30-28
30-23
2 G
37
22
38
E.
N.E.
2
2
Fb.
Fb.
0
Th.
3010
80 07
27
44
20
45
N.W.
S.W.
1
2
Fb.
Od. (3)
10
F.
29-96
29 92
46
52
42
62
S.W.
S.W.
3
3
O.
Od. (3)
11
S.
29-94
29 95
49
53
45
54
s.w.
S.W.
4
5
Bcq.
Bcq.
12
Su.
30 04
3011
42
43
40
44
N.W.
N.W.
4
4
Be.
Be.
13
M.
8010
30 02
38
44
32
49
S.W.
S.W.
3
3
Or. (4)
14
Tu.
2955
29-4G
45
46
37
48
W.
w.
4
5
Bcp. 1)
Qor. (4)
15
W.
29-91
30 00
36
42
3.3
43
N.
N.
5
6
Be
Be.
16
Th.
29-98
29-94
33
39
31
40
N.W.
N.
3
3
Be.
Be.
17
F.
29-95
29*98
32
41
26
42
N.
N.
2
3
Be.
B.
18
S.
8010
3004
30
38
26
44
S.W.
S.W.
3
3
O.
Od. 3)
19
Su.
30 02
29-96
45
47
39
49
S.W.
S.W.
8
8
Be.
Qor. (4)
20
M.
29-85
2975
43
47
41
48
S.W.
s.w.
4
5
B.
Qbc.
21
Tu.
29-82
29-83
38
47
33
48
s.w\
w.
7
7
Qbc.
Qbc.
22
W.
29-94
29-90
50
54
38
56
8- W.
s.w.
7
7
Qod. 2)
Qod. (3)
23
Th.
29-80
29 72
51
53
50
54
sw.
s.w.
6
6
Qog.
Qogr. (4)
24
F.
29-94
29 94
45
46
44
47
s.w.
s.w.
1
1
Be.
Be.
25
s.
3007
3012
37
40
35
41
N.
N.
2
2
B.
26
Su.
30 02
2076
37
43
28
44
s.w.
s.w.
3
5
Or. 3) (4
27
M.
29-50
29-46
35
42
33
43
s.w.
w.
3
4
B.
Bern.
28
T.
2916
29-21
Ml
43
37
44
s.w.
N.W.
3
4
O.
Bern.
29
W.
29-46
29-60
33
38
29
39
N.W
N.W.
2
5
Bern.
B.
30
Th.
29 70
29-65
43
48
50
s.
8.
3
3
Od. (2)
Bcpd. (3)
November. — Mean height of the Barometcr=29*82C inches ; Mean Temperature =40 ‘3 degrees
Depth of Rain faUen=l’60 inches.
For explanation of abbreviations used in the columns “ Weather," and “ Strength of Wind,” see
former numbers.
LONDON*. T. STANLEY, PRINTER, WHEATSHEAF-YARD, FA RRING DON-STREET.
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ORIGINAL PAPERS.
February, 1838.
Voyage of the Action. — Valparaiso to the Marquesas Islands.
We left Valparaiso on the 29th of August, 1836, intending to shape our
course direct for Pitcairn’s Island ; but a westerly wind obliged us to
stand to the northward, w'hen we had variable winds from the N.W.
to S. and S.S.E. In lat. 22° 30' S. and long. 10 G 3' W. we met a S.E.
wind with fine clear weather, and considered it the trade, although it
veered to N.E. and N.N.E., from which quarter we had it during the
remainder of our passage to the Marquesas.
On the 10th September, at 9 a.m. we were in the longitude, and
only six miles to the northward of a rock laid in the Admiralty chart**
in lat. 28° 33' S. and long. 90° 30' W. Had it been there, or near the
situation, we must have seen it, as a good look out was kept at the mast-
head, and having a clear day, good sights were obtained for latitude
and longitude, the chronometers going well. We passed near the situ-
ation of the Wareham Rocks ; it was in the evening, but we saw
nothing of them. The current, during the whole passage from Valpa-
raiso, set to the southward and eastward, different to that found by Cap-
tarn Beechey, in the Blossom. The whole amount during the thirty-
four days’ passage from Valparaiso to the Marquesas Islands, was S.
47° E. eighty-five miles.
On the 2nd of October we discovered the islands of Magdalena and
San Pedro, distant from thirty-five to forty miles. We stood close in
to Dominica, one of the eastern small ones of the group, and then
tacked, standing off and on till daylight, when we had Dominica, Santa
Christina, San Pedro, and Hogg’s Island in sight. The wind conti-
nued easterly, while we bore up and ran to the southward of Domi-
nica, within two miles of the shore, passing between this island and
Santa Christina, which are about three miles apart. When through,
we hauled close round the point of Santa Christina for Resolution Bay,
where we anchored on the 3rd of October, in seventeen fathoms, at
two cables’ length from the valley ; the southern extreme of the bay
bearing S.W., and the northern extreme N.W.
[♦There is no Admiralty chart of the Pacific Ocean, and until one is constructed,
that of Arrowsmith’s is supplied to Her Majesty’s ships. — Ed. N.M.]
ENLARGED SERIFS. HO. 2. VOL. FOR 1838. I.
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74
VOYAGE OF THE ACTjEON.
The island of Magdalena is very high, and also that of San Pedro,
which has a rock off its southern extreme, distinctly visible from the
island. Dominica is about twenty-five or thirty miles from east to
west, and is very high, particularly at its western end ; perhaps about
4,000 feet. There are several vallies in the island, the inhabitants of
which are believed to be cannibals.
The island of Christina, off which we had anchored, is about 2,500
feet high, and has about 800 inhabitants, which are distributed in dif-
ferent valleys of the island, each having its own chief, who is again
subordinate to the principal chief residing at Resolution Bay. We
found here two missionaries (Messrs. Rogerson and Stallworthy) who
had succeeded in improving the natives so far as to induce them to
throw aside their idols, and were now about to build a chapel. The
principal chief or king, with his queen, visited the Actueon. He is a
fine stout athletic man, not overburthened with kingly robes ; the only
thing about his person being the maro, or cloth, round his loins : he
had a fine commanding appearance, and his lady was allowed, by the
best judges onboard, to have some pretensions even to beauty. The
graceful folds of her zapa, or body dress, consisting of a mere cloth
constructed from the bark of a tree, added no little to the dignity of her
appearance. We found the natives of Resolution Bay particularly
quiet and inoffensive. A great number found their way on board by
swimming, so much so that it was difficult to keep the decks clear of
them ; yet no case of theft occurred during our stay, although they are
frequently known to steal from merchant vessels.
Two of the vallies which terminate in Resolution Bay are inhabited.
The largest contains about forty huts, built on a pile of stones collected
from the beach. The shape of these is peculiar to themselves. The
area enclosed by them is rectangular, the roof thatched with leaves,
slanting from one of the sides which is high, down to the opposite,
which is about four feet from the ground, and in which is a sliding
door.
We found the island abounding in wild hogs, fowls, bread-fruit,
plantains, and sweet potatoes ; but the natives were too indolent to bring
them on board for sale. They will, however, readily exchange their
ornaments, &c., for muskets and powder. We found several English
and American seamen located among them, from whom we obtained a
few pigs and potatoes, as well as plantains. This fruit grows to an enor-
mous size in the island. One of the plantains which I measured was
nine inches and a half in circumference, and seven and a half long.
These men reside in a valley towards the northern part of the island.
A ship going to Resolution Bay, on passing the north end of Christina
should haul close up for the next bluff. She will then pass a small sandy
bay, where the foreigners are living in a kind of stockade. The next
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REMARKS OR TUB ST. LAWRENCE.
75
bay to this is Resolution Bay, but it cannot be made out until the
northern bluff of the bay is passed. When this is done, the villages
will be distinctly seen. As the wind blows out of this bay, a ship
would have to work up to the anchorage. She may stand close over,
the shore being steep, and will anchor in from fifteen to seventeen
fathoms, on a hard bottom with the bearings already given. About the
months of March and April south west winds set in here, but have
neither strength nor duration. The landing place is extremely bad,
the boat being obliged to go alongside rocks, on which the surf some-
times is heavy. Watering therefore is difficult, as the casks must be
landed through the surf ; the water is good, but the supply so small
that it would take half an hour to fill a puncheon.
—. A. ,., ) lat. 9° 55' 30" S.
The watering place is in. . $ Iong- 67 ° 11' 30" West
of Valparaiso, and by lunars .... 138° 50 * 45" West
of Greenwich. The variation is. .. 3° 45' 0"E.
The centre of Dominica is 66 ° 54' 0" W. of
Valparaiso, and the lat. of Hergert rock is 8° 42' 15" S.
And west of Valparaiso 68° 30 7 45" W.
General Remarks respecting the Currents and Tidal Streams
in the St. Lawrbncb.
10l Prevailing Currents. — 11. Currents at the entrance of the Quit — 12. Current
in through the Strait of Belle Isle. — 13. Its Course after entering the Gulf. —
14. Main Current of the River. — 15. Its Course and Rate. — 16. Round Point de
Monts. — 17. Along the South Coast— 18. Remarks on the Tides of the North
Coast, eastward of Point de Monts.
10. The time of high water on the full and change days of the moon,
and the rise in spring and neap tides at different places, will be found
in a table which will follow. Local peculiarities will be mentioned in
their proper places. At present I shall chiefly confine myself to a
general description of those great currents, and tidal streams,
which, although they may be subject to occasional interruption and
modification, seem, nevertheless, to depend on constantly existing
causes. The prevailing currents of the St. Lawrence extend over
very large spaces, though varying according to locality and other
Circumstances, and they are altogether so important a feature in the
navigation, that some general knowledge respecting them is indispen-
sable both to the safety and expedition of vessels in the gulf and
estuary of the St. Lawrence.
11. It is a generally received opinion that a current sets constantly
to the south-eastward out of the Gulf of St. Lawrence, between
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76
REMARKS ON THE ST. LAWRENCE.
Newfoundland and Cape Breton Islands, and also that it is frequently’
deflected to the southward, towards the shores of the island last
named, by another current from the northward, which is said to enter
the gulf by the Strait of Belle Isle.
I have myself observed that a current sets out, between Cape Ray
and St. Paul Island, during westerly winds and in calm weather ; but
it is checked by easterly winds, and I believe that it may sometimes
run in a contrary direction from the same cause. Northerly winds,
and perhaps also the above-named current from the northward, may
cause the stream to set to the southward towards Cape Breton Island.
But the truth is, that winds, both present and at a distance, possess so
powerful and irregular an action upon the set and strength of the
currents and tides in this entrance of the gulf, that I can say nothing
certain or definite respecting them.
12. The reality of a current inwards through the Strait of Belle
Isle, is confirmed by the presence of icebergs, which it transports
into the gulf every summer, against the prevailing S.W. winds ;
frequently carrying them as far as Mecatina, and sometimes even to
the neighbourhood of the east point of Anticosti. It is probable that
this is a branch of the great current from Davis Strait, which is
known to run along the coast of Labrador, and to transport numerous
ice-bergs far to the southward every year. This currrent will be
mentioned again under the head of the Strait of Belle Isle. Its
strength is very much increased by a prevalence of N.E. winds : at
such times it runs at the rate of 2 knots, through the strait, and for 30
to 40 miles further to the westward ; diminishing gradually in force as
it spreads out in the wider parts of the gulf. Usually, however, its
rate is much less. At times, when S.W. winds prevail, it becomes
very weak ; and it has even been reported to me, that a current has
been observed setting out of the gulf, in a contrary direction, to the
N.E., for days together, but this was never observed by us during
either of the three seasons which we passed there. There is, how-
ever, no doubt that this current is extremely irregular, as might be
expected at the narrow outlet of a great inland sea, where winds,
both within and without, must of necessity possess great influence.
13. After entering the gulf, it runs along the north, or Labrador
coast, at the distance of 2 or 3 miles from the outer islands ; leaving
a narrow space inshore, in which the streams of the tides, when unin-
fluenced by winds, are tolerably regular. Passing outside of
Mistanoque, the islands of Grand Mecatina, and the South Naker’s
Ledge, it pursues a direction given to it by the trending of the coast,
till it is turned gradually to the southward, by the weak current
which is often found coming from the westward between Anticosti and
the north coast, during westerly winds, and which is set off to the
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REMARKS ON THE 8T. LAWRENCE.
77
southward from Natashquan Point. The united streams continue
their southern course at a rate diminishing as they become more
widely spread, and which seldom exceeds half a knot : and, finally,
joining the main downward current out of the St. Lawrence, of which
an account will be given immediately, they all pursue a S.E.
direction towards the main entrance of the Gulf, between Cape Ray
and the Island of St. Paul. It is this current, from the northward,
which is felt by vessels crossing from off the Bird Rocks towards
Anticosti : and which, together with neglecting to allow for the local
attraction of the compass, has been the principal cause of masters of
vessels so often finding themselves, unexpectedly, on the south coast.
Many shipwrecks have arisen from this cause near Cape Rosier,
Gaspe, Mai Bay, &c.
Both these currents, viz., that from the northward, and the main
downward current of the St. Lawrence, are modified by the tides, but
in a way directly contrary : for the northern current, in through the
Strait of Belle Isle, is accelerated by the flood, and checked by the
ebb ; whilst the other is accelerated by the ebb, and checked by the
flood tide. These modifying causes, namely, the tides and winds,
give rise to various combinations, and consequent irregularities, in
the direction and strength of these streams, which it is extremely
difficult at all times to estimate and allow for correctly.
14. The current along the south coast appears to be superficial :
at least we found it so in the lower parts of the estuary, where
observations upon the specific gravity of the water on the surface,
and taken up from different depths, proved to us that the water of
the St. Lawrence and its numerous tributary streams was widely
diffused over the estuary.* It has also been observed that the
* I give the following, oat of a number of observations, made by Dr. Kelly, on
board the Gulnare, not alone with reference to the nature of the current, but as also
showing, that a very moderate degree of agitation of the water is sufficient at times
to mingle the warmer surface water with the colder substrata, which always exist at
a few fathoms of depth, and thus by a reduction of temperature of the surface,
produce, if the state of the air and dew point be favourable, one of those low fogs,
which can often be seen over from the mast-head.
On the Sth July, 1831, we crossed from near Matan, on the south coast, to
St Nicholas Harbour, on the north, with a light S.W. wind and fine weather, and
during the flood tide ; when near the middle of the Estuary, we had 132 fathoms over
a bottom of blue mud. The temperature of the air 64° Fahrenheit.
Specific gravity
(examined at 50° Fahr.)
Dew Point by Daniel’s Hygrometer 38°
Water at the surface 60° .... 1*0180
,, 30 fathoms 33°. . 1*0260
,, 30 fathoms 34°. . 1*0263
A fresh breeze from the westward commenced in the evening, and continued all
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78
REMARK8 ON THE 8T. LAWRENCE.
current is strongest in spring, soon after the opening of the navigation,
when the rivers are swelled by the recently dissolved snows of the
winter. But, although, generally speaking, there seems no doubt that
night, which reduced the temperature of the surface water to 39° hy 9 A.M., on the
morning of the 9th, when the temperature of the air was 62° with ti dense fog, the
wind having died away to a light breeze. The fog was seen over from the rigging 40
or 50 feet above the sea. At noon it was calm, and the temperature of the surface
had risen to 57°, and the fog in consequence had nearly, but not entirely disappeared.
On the 9th July, 1831, at noon, we were becalmed 2 or 3 miles to the southward of
Point de Monts, and carried to the S.S.E., at the rate of 1| knots, hy the current.
It was nearly high water by the shore, and, consequently, about an hour and a half
before the time when the stream of flood ceases.
Specific gravity
(examined at 50° Fahr.)
The temperature of the air
62°
,, Dew Point
61°
,, water at the surfaoe
57°
1*0172
,, ,, § a fathom
44°
) By Six’s
,, ,, 5 fathoms
40® '
> Register
,, ,, 10 fathoms
38° 1
) Therm.
,,, , 100 fathoms
35°
1*0275
During the night we had a very strong breeze, which, by the morning of the 10th,
had reduced the temperature of the surface water to 57°, and the air to 44°.
On the 19th June, 1882, Point de Monts, N. 61° E.,
distant 7 miles. Time of
tide, half ebb. Wind light, from the westward.
Kate of current, 2 knots to the
S.S.E.
Specifio gravity
(Examined at 50° Fahr.)
The temperature of the air. .
49°
,, Dew Point
44°
,, water at the surfaoe •
44°
1*0189
,, ,, 10 fathoms
o
N
eo
1*0232
,, ,,20 fathoms
89°
1*0246
,, ,, 47 fathoms
83°
1*0262
,, ,, 104 fathoms
36°
1*0275
On this last occasion, the line and attached machine remained perpendicular, from
which we inferred that the whole body of water moved down the Estuary in the ebb
tide. At the time of the preceding observations the line remained perpendicular only
as long as the machine was not lowered down beyond 3 fathoms from the surface.
At 5 fathoms the line drew strongly out to the N.N.W., and still more strongly when
the machine was lowered to greater depths. Hence it appeared, that in the flood
tide, only a thin superstratum of comparatively light and warm water moves down,
and that the colder and heavier water beneath is either stationary, or moving up the
Estuary.
It also appears from the preceding, and many other similar observations, that in
fine weather, the comparatively warm and fresh water of the St Lawrence, tind its
numerous tributary streams, floats on the surface, but that when the waters are
agitated, by any cause, it becomes mingled with the constantly cold water beneath.
The temperature of the surface, therefore, depends less upon the warmth than upon
the strength of the winds.
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REMARKS OH THE 8T. LAWRENCE.
79
this current is the tribute of the St. Lawrence on its way to the
ocean ; yet, in the npper part of the Estuary it is not alone, and at all
times, caused by the discharge of the St. Lawrence, but depends also
upon peculiarities in the set of the tides. Thus, when our observa-
tions had confirmed the truth of the report, that the current always
ran down on the south side of the Estuary from a few miles below
Bed Island towards the Island of Bic, we could not at first account
for the fact ; for it appeared impossible that this could be the
comparatively fresh water of the St. Lawrence flowing on the surface
towards the sea, when we knew that the whole body of water a few
miles above, from shore to shore, on either side of Hare Island, and
also in the Saguenay River, was running up during the flood tide.
Attention, and numerous observations, together with an examination
of the temperature and specific gravity of the water, informed us that
this was an eddy flood, which is thus explained.
The flood tide ascends in a wide channel more than 100 fathoms
deep : when it arrives at the comparatively narrow pass formed by
Green Island, Bed Islet Reef, and the extensive shoals off the
entrance of the Saguenay River, it is obstructed thereby, as well as
by the shoalness of the channel to the southward of Hare Island.
There is not room for so great a volume of water to pass, and part of
it is in consequence turned back, and forms an eddy flood, setting
from below Red Islet Reef, towards the Razade Islets, as shown by
the arrows in the chart. During the ebb tide, the stream of the
Saguenay sets over to the southward in the same direction, hence the
current on that side is always down.*
* Since the eddy flood above mentioned exercises a considerable influence over the
climate near tbe shore off which it runs (its course being from the Red Islet Reef
passing near the Razade Islets to the Island of Bic ;) and also occasions those dense
and low fogs, and peculiar forms of mirage, or terrestrial refraction, which depend
upon a temperature of the surface water lower than that of the air, or its dew point ;
U may not be altogether devoid of interest to give a few additional remarks con-
cerning it.
Of the fact of its being really the stream of flood, although running down the
Estnaxy, we had ample opportunity of convincing ourselves ; especially during the
nine or ten days we were employed in sounding within the limits above mentioned ;
and daring which we made many observations with the object of ascertaining the
set strength, and course of this peculiar stream. I select the remarks made on the
19th July, 1831, as being alone nearly sufficient to establish the fact of this part of
the general downward stream, or current, being the flood tide. The Gulnare was
then at anchor, in 10 fathoms, about 1 mile N.E. of the eastern Razade Islet. In
the last quarter ebb the stream ceased, being prevented from coming to us by the
shoals, which are dry at low water, between Green and Basque Islands, and the main,
but it still continued to run strongly down a short distance outside of our anchorage.
There was no stream at the vessel until it was past a quarter flood by the shore,
when the downward stream commenced and continued during the remainder of the
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80
REMARKS ON THE ST. LAWRENCE.
There is no upward stream of the tide ( excepting bo close in shore
as to be useless to ships) all along the south coast from Cape Gaspe
to a few miles below Red Islet, in consequence of the union of this
eddy flood with the main current of the river ; and they have, there-
flood at a greater rate than during the preceding or following ebbs. Soon after high
water by the shore the downward stream again ceased for a short time, after which the
first of the ebb came off the shoals, and then turned down the estuary as before. Now
it appears that the eddy flood did not reach us till the end of the first quarter flood
by the shore, because time was necessary for the tide to ascend the deep and un-
obstructed channel to the northward, and to rise and accumulate at the obstructed part
of the channel above us, before it was compelled in part to retrograde, and descend to
us through a distance of 16 or 17 miles. It ceased again soon after high water,
because the stream of flood had ceased above, there being only a few minutes,
difference in the time of high water at the two places.
A ship becalmed below the Red Islet Reef was brought down to us by the eddy
flood, and drifted past about half a mile outside of us. And, on another occasion,
during the flood tide, when we sailed from near Red Islet to off Bicquette, passing
within 2 or 3 miles of the Razades, we were carried a-head of our reckoning at the
average rate of 2| knots per hour. When beating against a westerly wind, on many
occasions, between the Island of Bic and the Razades, we never could gain ground to
windward, excepting during the last quarter of the ebb and the first of the flood tide.
The specific gravity of the water of this stream during flood tide was found to be
nearly as great as the surface water of the Gulf, and higher than that of the Estuary
lower down ; and it was also, like the latter, when taken from considerable depths, or
when violently agitated by strong winds, extremely cold. Its temperature was
usually between 38° and 45°, and was never found higher than 49°, Fahrenheit
We have seen it as low as 39° in every month from June to September inclusive, and
that at times and under circumstances when the surface water of the Estuary in other
parts was usually about 60°, and when the fresh water of the St Lawrence above was
at an equally high temperature. The great specific gravity and low temperature of
this stream are incompatible with the popular supposition of its being, in this part,
the lighter and fresher water of the St Lawrence flowing on the surface towards
the sea.
To the same cause which gives rise to the retrograde course of this stream of flood
must also be attributed its superior specific gravity and low temperature. For as the
great body of the flood tide, moving in the deep North Channel, meets with resistance
at the shoals of the Saguenay and Red Islet, the cold water of the Estuary, which
everywhere exists at a very moderate depth, is forced to the surface, and thus,
together with the irregular bottom, gives rise to the violent whirls and ripples which
abound in that vicinity. The thin superstratum of warmer water is thus mingled
with, and lost, in the superior quantity of colder water from beneath, and a great
reduction of temperature effected.
May not the low temperature often found over shoals in the sea, be attributed to a
similar cause, and especially the lower temperature of the water on the Bank of
Newfoundland, as compared with the neighbouring sea ? for the great current, which
brings the icebergs down along the coast of Labrador from the northward, must meet
with obstruction in its course to the southward from these Banks, and the cold water,
in consequence, be forced to the surface ; and, if this be so, we may probably find a
reason for the prevalence of fogs upon these banks.
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REMARKS ON TF1B ST. LAWRENCE.
81
fore, so much influence on the navigation, that I shall endeavour to
trace their course more particularly.
15. Commencing from a short distance below the Red Islet Reef,
the current is there very strong — about four knots. It decreases in
velocity as it proceeds to the south-eastward, slanting over towards
the Razade Islets ; off which its rate is from two to three knots. It
runs strongly along the northern edge of the Bank of Soundings off the
south coast, upon which, especially in spring tides^ a weak stream of
flood will be found flowing in the opposite direction, and the
boundary of the two streams is usually marked by a strong ripple.
From Father Point to Cape Chatte, the rate of the downward current
varies from a half to two knots, according to the tide, direction of the
winds, and season of the year.
During the ebb tide the stream runs down on both sides, stronger
on the south than on the north coast, and weakest in the middle of
the Estuary. It is deflected, or turned off to the southward, by the
Points Mille-Vaches, Bersimis, Manicouagon, and Point de Monts,
and by the ebbing streams of the large rivers between them: a
circumstance which should be carefully attended to by vessels
coming up with a northerly wind ; as they will infallibly be set over
to the southward upon a lee-shore, if they do not make the necessaiy
allowance by keeping their wind well over to the northward.
During the flood tide this stream still continues to run down
outside the Bank of Soundings off the south coast, although with
diminished velocity, and is felt about half way over towards the
north shore. In the middle of the Estuary there is usually slack
water ; whilst along the north coast the stream of flood is regular in
its recurrence, increasing in force as we ascend the Estuary. The
strength of the stream of flood is greatest in-shore, and diminishes as
we proceed over to the southward, till at the distance of about three
leagues it becomes insensible. These differences in the strength and
direction of the streams produce strong ripples in various parts of the
Estuary, but their position varies with the different times of tide, and
perhaps from other causes, so that they cannot safely be trusted for
any guidance to die seaman.
16. Round Point de Monts there is little or no stream of flood,
excepting very close in-shore: the downward current is constant,
or nearly so off that point; and it requires a fast-sailing vessel to beat
round it against a westerly wind. Point de Monts turns this current
over to the S.S.E., at a rate varying from one 'to two knots ; so that a
vessel, having a west wind, and standing over to the southward on the
starboard tack, will be carried towards the south at a rapid rate
having the current on her weather quarter ; during her board back to
the northward, she will be retarded, the current being then directly
opposed to her course. When sailing at the rate of four knots, it will
ENLARGED SERIES. — NO. 2. — VOL. FOR 1838. M
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82
REMARKS ON THE 6T. LAWRENCE.
usually require only about half the time to go from near Point de
Monts over to the south coast, that it will take to return from the
latter to the former. This is a most important circumstance, which
it is necessary to carefully guard against, when beating up the Estuary
in this part during dark nights, and especially in foggy weather.
1 7. Below Point de Monts the current is no longer felt near the
north coast, nor indeed, anywhere to the northward of a line joining
Point de Monts and Anticosti. It is confined to the neighbourhood
of the south coast, which it follows in its curve to the southward,
running strongly past Cape Gaspe, Flat Island, and Bonaventure
Island ; whence, curving gradually to the south and S.E., it continues
its course towards the entrance of the Gulf, with a rate very much
lessened in consequence of the great space over which it is now
spread. The usual breadth of this stream from Magdalen Biver to
Cape Gaspe is 3 or 4 leagues ; but this, I believe, is not uniform.
When S.W. winds prevail, it appears that this current, or a branch of
it, is driven over from the vicinity of Magdalen River towards
Anticosti ; part of the stream running round the west point of that
island, sets across nearly towards Large Island, (one of the Mingans,)
whence turning gradually down outside the Mingan and Esquimaux
Islands, and along the north coast, it sweeps round the curv e to the
westward of Natashquan Point, and is turned off to the southward, as
has been already mentioned, (art. 13). The other part sweeps round
the large curve, or bay, between the west and S.W. points of Anti-
costi, and is turned off* to the southward by the latter point, frequently
causing a great ripple off it, which has been mistaken for breakers on
a much more extensive reef than exists there.
I have noted the rate of this current, off different parts of the south
coast between Capes Chatte and Gaspe, in the months of June, July,
August, and September, and in different years, and scarcely ever
found it the same. It varied between one and two knots in westerly
winds. It was weaker, often nearly insensible, in easterly winds ; and
in one instance, off Mont Louis River in a calm which was followed
by a strong breeze from the eastward, it could not be perceived.
18. Vessels beating up the St. Lawrence against westerly winds
usually experience little difficulty in making good way to windward,
after having weathered the west point of Anticosti and arrived on the
north coast ; because there is seldom any current on that side, and
the tides, although weak, are tolerably regular. It is in general very
easy to beat from the SeVen Islands to Point de Monts ; for there the
stream of flood is stronger than the ebb ; the latter, as well as the
current, being turned off to the southward by Point de Monts.
There seems, at times, also to be an eddy current there, sweeping
round the great bay or curve between the above-named points. It
sets off from about Egg Islet to the S.S.W. ; and is the probable
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* The variation at St Paul's Island, 'only approximate being observed with small
compass.
f The longitude of Cape Ray, by difference of latitude and true bearing from Cod
Roy Island. The latitude being the mean of Captain Bullock’s and Mr. Jones’s
observations.
X Variation approximate with a small compass.
{ High water within half an hour, by a single observation.
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84 LATITUDE AND LONGITUDE IN GULP AND RIVER ST. LAWRENCE.
The Coast of Labrador through the Strait of Belle Isle to Cape
St. Lewis.
Names of Places.
Points where
observed.
Belle Isle
St. Lewis Inlet. .
[S.E. Battle Island
Cape St. Lewis. .
Henley Isd.*( Chateau]
Bay
York Point
Red Bay
Forteau Bay
Ditto
L’ance a Loup
Green Island. .
Latitude]
North.
[True N. Point, or. 0
N.E. Pt. Magnetic^
S.W. Point of en-
trance.
N.E. extremity.
Small Peninsula,
(see chart)
N. side (see chart)|
S.E. ex.
Harbour Island
E. extreme
S.W. point of extr.
from Edwards Isd.
1st Granite Pt. S.
W. side of
Fig. staff, hd. of Bay 151
N.E. Point |51
t rt
01 1G
15 44
21 24
00 08
58 01
43 55j
25 37
28 2*|
31 35
23 19
Longi-
71
® *
£ ®
’£ rt
tude, W.
§ J
c *
of Green-
•3 o
d JZ
U fcO
wich.
.5 n
rt
rt .a*
CU.^3
rt O
>
Jr~
a
HI .j
is be cJ
§ C £
•2
55 18 47
oo 35 2
55 41 6
56 53 13
55 55
56 28 7
56 59 8
56 59 8
56 51 33
157 13 17
37 30
36 00
34 30
33 20|
(1834)
h. m.
6 40
7 35
7 45
8 30
North Coast. — Mingan to Bradore.
Bradore Hills
Ditto
Ditto
Bradore Harbour ..
Pt. Belles Amours ...
Lion Islandf
Mistanoque Harbour
Mecattina Harbour...
Grand Pt. Mecattina]
Ditto
Dyke Island
Hare Harbour..
hill, 1,226 feet
le S. hill, 1,135
Flagstaff at M
Jones’ 8 dwg. hou
S.E. Extreme
Isthmus, see chart
E. part of Co
side of Mista
Island.
| S. Point ofDeadcove|
S.E. extreme
S. extreme
N.E. extreme.
E. side of, see chart]
.151 35 11
57 14 33
*51 34 57
57 13 33
.51 34 02
57 14 15
*51 27 38
s
57 16 49
33 00
51 26 42
57 28 27
33 00
51 24 09
57 41 4
33 00
? 51 15 51
58 14 50
33 00
s 50 46 52
59 1 48
50 44 10
59 2 38
50 44 07
59 2 53
50 44 08
32 45
(1833)
150 36 32159 19 50|
45
00
15
10 30
* Flood observed to come from the northward along this coast
t Between Mistanoque and the Strait of Belle Isle, the needle was much dis-
turbed by local attraction of the rocks which contain iron ore in abundance, but the
variation given is conceived to be very nearly correct since the observations on board
the Gulnare, two or three miles off shore gave the same result as nearly as we could
observe, say to within two degrees, for there was much sea and consequent motion.
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STEAM NAVIGATION.
85
Steam Navigation. — Report of Committee of House of Commons,
on Steam Communication with India.
Mr. Editor, — Pending the sitting of this Committee, Her Majesty’s
government and the East India Company came to an arrangement,
to adopt a direct line of communication by steam, through Egypt, with
Bombay, thus anticipating, in part, the labours of the Committee,
which, however, ended in a recommendation of a more comprehen-
sive system of communication, to include the presidencies of Madras
and Bengal, touching at Ceylon.
That the evidence fully proves such extension of steam intercourse
to be desirable, there can be no question ; but as it also as clearly
shows, that the extension recommended is the only way to make it
remunerative, we may safely leave it in the hands of the company, as
they have adopted, with the most praiseworthy liberality, the scheme
as it is now in operation, on terms which will clearly be a charge upon
its revenues ; there can, therefore, be little doubt of their carrying
* Between Wapitagan and Mccattina, the needle was also much disturbed by local
attraction of the rocks, which contain iron ore in abundance. The mean of five ob-
servations for variation at different points between the two places, gave 33° 13' W.
The variation at Dyke Island is loonsidered to be too great from the effect of the
Bank Dykes.
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STKAM NAVIGATION.
out the views of the Committee, seeing that by so doing, returns
will certainly be yielded that will do more than pay for the whole.
The object of my now addressing you, Mr. Editor, is to notice
some parts of the evidence given before the Committee, with the
view of removing objections, which must tend to leave on the minds of
those with whom rests the power of carrying into effect the recom-
mendation of the said Committee, doubts as to the results ; and at the
same time, to endeavour to remove unnecessary fears, which some
parts of the evidence may produce in the minds of those who might
otherwise be disposed to adopt such conveyance.
It is much to be regretted, that when a Committee sits to consider
a subject, the gentlemen composing it cannot see the propriety of call-
ing before them evidence to speak at once to the point. In this case
the main question seems to have been, 44 What steam vessels are capable
of effecting at sea?” and whether, in fact, they can face the S.W. mon-
soon. Captain Sir D. Dunn is called, who says that the S.W. monsoon
is “a double-reefed topsail breeze that it is rarely he has seen three
reefs in the topsails in India, and never but once i4 close reefs.” That
the S.W. monsoon is not nearly so bad as a winter passage from Fal-
mouth to Gibraltar. Captain Nairne says, that the S.W. monsoon blows
hardest at the entrance of Bombay Harbour, and invariably moderates
thirty or forty leagues out ; and that coming out of the harbour, even
in face of the heaviest of it, it is done under 44 double reefe.” He also
says, that coming from Leith to London, in a steamer, he has seen her
go right on end, four knots in the wind’s eye, when off Flamborough
Head the colliers were under close-reefed topsails, mainsail furled ;
and that there was hilly as much sea, and more wind, than he has expe-
rienced in the S.W. monsoon in India. Now after receiving the evi-
dence of these two respectable seamen, why did not the committee call
before them, those men who had experience in the command of
steamers making the passages from Falmouth to Gibraltar, and from
Leith to London ? they would soon have settled the point, and removed
a great deal of imaginary difficulty, which still remains to obstruct the
operations of the Indian government, in carrying out the recommen-
dation of the committee ; a work which they should commence without
doubts on their minds, if done at all.
With the view of removing such difficulties, I will endeavour to tell
them what such evidence would have been, and I will embrace in it all
such points of importance as I consider the committee left unsettled,
and to which I will suppose such parties to be able to speak ; it would
be to this effect: 4 ‘ That a properly constructed powerful steamer, of
such size as at present in existence, will go directly against such winds
and sea as the S.W. monsoon is proved before the committee to be ;
that such vessels will make very great way against any 4 double reefed
topsail breeze;’ and, that the idea of running a steamer down, head
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STEAM NAVIGATION.
87
foremost, is sheer nonsense, and reflects no credit upon the nautical
skill of those who have given such an opinion ; that the difficulty of
feeing a head sea, is to find sufficient power, and not that any power
whatever will force her too fast ; that ‘ easing her,* under such circum-
stances, may be very well to talk about, by such authorities as Dr.
Lardner, but that the practice is quite unknown to the Scotchmen to
whom Mr. Peacock alludes, and who would certainly (although Mr.
Peacock seems only to mention it, to doubt it) go right ahead against
everything short of 4 a storm ;* against everything in fact that a sail-
ing vessel can carry sail to ; against whatever they would not be obliged
to lay to under.*’ Their evidence would, no doubt, also have settled
what seems to have much puzzled the committee, namely, the advan-
tage of size in steamers. They would certainly have told the commit-
tee “ that the larger the steamer the better she must go against a sea,
and that if there was no difficulty about constructing them of sufficient
strength, there is hardly any limit to the proper length of a steamer
to embrace the greatest advantages ; that it is self-evident that, sup-
posing an extreme case, take one of twenty feet long, and another of
300 or 400 feet, can a doubt exist that the latter would go right on end
against almost any sea, when the other would not steer, would be
swamped in opposing but a very moderate degree of sea ? that looking
at the proportion of power to tonnage, such large vessel would evidently
require less power in proportion to the smaller one, because the area
of the midship section would be relatively less, and that she only
required to be propelled in the worst of weather, against what to her
would be a trifling sea, in comparison to what the same would be to a
vessel half (or less) her length ; that these are, moreover, facts proved
by every day’s practice and experience.”
They would also, if such an absurdity as is contained in Dr. Lard-
ner’s evidence does not refute itself, have shown up the fallacious
nonsense which it contains. He says, (vide report,) “ The efficiency of
a steamer is best determined by the actual quantity of coals per horse
power which she will consume going over a given distance. I do not
care about the time ; it is a matter of no importance whether she goes
feat or slow ; the question is, how much coals will carry her 1 ,000
miles, or how many thousand miles a given weight of coals will carry
her ; that I call locomotive duty.” Thus, according to Dr. Lardner,
if a steamer started from Bombay for Socotra, in the S.W. monsoon,
with the 44 locomotive” power complete, she would be as sure to get
to Socotra before the expenditure of her fuel, as she would be if she
had a calm and smooth sea all the way. They, the practical evidence,
(which, as I have said, should have been called,) would add, 44 that the
proportioning the expenditure of fuel to the distance run over, is new
to them, they having never yet heard of any mode of estimating their
consumption, and excluding that important item 44 time” as an essential
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STEAM NAVIGATION.
element; and that the term “ locomotive” appears to them improper,
unless it can be shown that the same quantity of coals used in twenty-
four hours, will carry a steamer, under all circumstances, the same dis-
tance ; or, to put time out of the question, that twenty tons of fuel will
always cause her to go over one certain distance. They would, I think,
further say, “ that another statement of the learned Doctor’s, which
appears in the evidence, is at variance with common sense, and con-
trary to fact:” — namely, (vide report,) “The greater the proportion the
power has to the tonnage, the greater will be the speed, but the con-
sumption of fuel will be nearly the same ; that is to say, a ton of coals
will carry the vessel nearly the same distance,” being as much as to
say, put a steamer of 200 horse power against resistance which she will
just overcome, against which she will go, (say two knots,) and giving
another ship of the same dimensions the power of 100 horses ; that one
ton of coals will propel the two vessels the same distance, when in point
of fact the latter would not go ahead at all. They would also have rec-
tified another error, which seems to be very general, and which was evi-
dently participated in, by both the committee and evidence : — namely,
the strain upon a steamer and her machinery, which they would have
informed the committee is least when going head to wind, and, as respects
the machinery, greatest, the finer the weather. They would also have
denied all that was said about the advantage of tacking, going off a direct
course, &c.,with a view either of speed or ease being gained, and would
have stated that the easiest and safest going of a steamer is right head
to wind, and that if she cannot make her passage in this manner, she
will never do it by setting sail and tacking; that if the sea should make
so as to be too much for her to face, but which nothing short of a hur-
ricane, or heavy storm, would cause, then, that all the advantages of
steam for effecting a passage would, for the time, be lost, as common
sense must point out that she could not go obliquely to such sea, and
that she must lay to like other ships, until the weather moderated ;
that they consider all the statements of the evidence, of vessels going
two or three knots foster by keeping away and bringing the wind or sea
four or five points on the bow, to be inapplicable to a steamer; as Buch
they would further tell Dr. Lardner, “that in a new constructed
steamer, there is not that necessity he imagines for ‘ tanking the coal
boxes,’ and that although a steamer is decidedly retarded by being too
deep, that she goes faster the lighter she is, as all other ships do ; and
that, even should only one half, or less of her paddle-boards be
immersed, the resistance is so much reduced, that she may go as fast
as ever, and with a great saving, by working the engine expansively in
this state of loading.”
I venture to say that something very like what has been here sup-
posed, would have been the evidence of that respectable old veteran,
“ Captain Bain,” of the Monarch, who has probably as much experi-
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SYMINGTON’8 C0NDBN8EMBNT.
89
ence a« any one, in steam navigation; and that he will agree in
opinion with me, that a large steamer, will go against anything short
of a hurricane, or violent storm, to which all human efforts must
succumb. It is holding Omnipotence in contempt, to say, that man’s
designs shall not be overcome by the fury of the elements. Skill
and human labour, have not been able to overcome, even on 44 terra
Jirma the effects of the storm. Steamers never can be supposed
to be able to resist the elements, under all possible circum-
stances ; man must bow to the will of his Creator, admit his depend-
ence upon providence, “ and bea r up the intent of my argument
being only, that a steamer may be constructed, and that in fact many
now exist, capable of making the passage with ease, against the S.W-
monsoon in India, and indeed against very much worse weather.
Having made some strong remarks, upon the theories of Dr. Lard-
ner, I will beg to be understood, that I am not under any mistake, a 8
to the learned doctor’s meaning, about the locomotive duty, &c.
but I mean to say distinctly, that the operation of steam, in naviga-
tion, has not, as yet, been received by him in a proper light, and
thit in point of fact his theories are untenable.
In conclusion, I would endeavour to draw public attention to the
evidence brought before the committee in question, for the sake of
circulating the very able, and enlightened opinions of Mr. Turton,
a leading barrister long resident in India, and those of the late
Governor General, Lord William Bentinck, as to the very great
advantage of steam navigation to India. The language in which these
opinions are given in the evidence, is so superior, so classical, the
basis of them so sound and convincing, that all philanthropists, all
who have any wish for the enlightenment of their species, and all
especially, who take interest in the welfare of India, will feel great
delight in the perusal of their sentiments. In doing this, they cannot
fail to contrast the evidence of such authorities with the pettifogging,
contracted ideas of some, who cannot see beyond the desk at which
they have probably sat all their lives; and who can utter the opinion,
that India and the Indians, would not be benefited by the increased
intercourse which steam communication would create, and which
would in fact bring the ignorant and uncivilized, as it were, next
door to intellectual Europe.
I am, Sir, &c.,
Mercator.
Symington’s Condensement.
Me. Editor, — The following plan for refrigerating the condense-
ment from steam engines, will hereafter prove of much importance in
*eam navigation. The apparatus has been contrived by my brother-
enlarged series. — no. 2. — vox.. Eoja 1838. m
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SYMINGTOH’8 condensement.
in-law, Mr. William Symington, and is for the purpose of preventing
the incrustation produced in boilers wherein sea or river water has
been evaporated* That it will be found admirably adapted to fulfil
Mr. Symington's expectations, is now more than a matter of theory,
the City of Londonderry, a large vessel, having been fitted on this
plan during the month of July and beginning of August, and gives
much satisfaction. There is, however, a deficiency of cooling power,
but this being the first experiment, the principle is by no means
affected by it, as it can and will be remedied as soon as an opportu-
nity offers ; no alteration whatever having been made since the appa-
ratus was first applied.
The City of Londonderry has been twice at Gibraltar and inter-
mediate ports, and is now making her third voyage with this appa-
ratus. It was predicted that the refrigerating tubes were so exposed
to the action of the sea, that they would speedily be tom off, particu-
larly in the Bay of Biscay. When they were applied, we were given
to understand that the vessel was only to trade between Dublin, Bel-
fast, and London ; and therefore, although well secured, they were
not so completely finished, as such, for a distant voyage, as they
might have been. Notwithstanding this, neither the action of the
sea, nor the violent waves of the Bay of Biscay, had in the slightest
degree loosened even a single pipe, when the vessel was examined
after making her last voyage ; proving not only that the tubes were
well secured, but also, the imprudence of expressing pre-conceived
opinions, the bane and ruin of many a valuable design.
Among the advantages which Mr. Symington’s plan offers to those
interested in steam shipping, may be instanced the following : —
1. The greater length of time the boilers will last ; it being a well
ascertained fact, that a very few years’ use will wear them out on the
common plan, owing to their being corroded by the matters with
which they are in contact, or incinerated in different places by the
fierce heat needed to generate steam through a very imperfect con-
ductor of caloric.
2. The constant supply of fresh water for the boilers.
3. A more perfect cooling medium can never be obtained than
the sea or river, in which the vessel floats.
4. No unwieldy tanks for condensing inside of the vessel, nor
pumps for keeping up the circulation, will be needed, whereby more
space will be allowed for carrying cargo, or whatever else may be
intended, than where such appendages are employed.
5. No alterations need be made in the steam engine itself.
Taking a deep interest in this invention, not only from being con-
nected with Mr. Symington by relationship, and in the patent, but also
from the desire I have to see him reap a fitting reward for the inge-
nuity and perseverance he displays in endeavouring to improve his
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EXPERIMENTS ON THE HORIZONTAL MAGNETIC FORCE. 91
father’s important invention, Steam Navigation, I have, to prevent
encroaching on the time occupied with his engagements, forwarded by
his request, this communication for your consideration, and for
insertion in your useful journal, should you deem it worthy of its
pages.
I have the honour to remain, &c.,
Robert Bowie.
Description of Drawing.
Fig. 1. a a Cylinders, b b Condensers and hot wells, c c Air
pumps, d d Eduction or discharge pipes, e e Refrigerating tubes.
ff Induction or injection tubes, g g Discharge valves, h h Flota-
tion line, i i Wedged formed end pieces in which the pipes ter-
minate.
From this representation and description, it must be obvious that
the portion of water used for injection, will be conveyed to the refri-
gerating tubes situated outside of the vessel, and there cooled down
to the proper temperature for being re-injected ; and the other por-
tion be conveyed to the boiler in the usual manner.
Fig. 2. Is a section showing the position of the tubes, and the
protection afforded them by the form of the vessel's stem. Fig. 3.
Is a section, showing their position and protection at the vessel’s stem.
Fig. 4. Is a longitudinal view of the hull of a vessel with the refri-
gerating apparatus attached.
The same letters refer to the same parts in each drawing.
Experiments on tiie Horizontal Magnetic Force.
December, 1887.
Mr. Editor, — As the distribution, or various degrees of intensity of
terrestrial magnetism has become a subject of general interest and
experiment with scientific naval officers, I am induced to offer you for in-
sertion in your excellent journal, the following abstract of some mag-
netical experiments made for this purpose ; in hopes that the simplicity
and cheapness of the instruments required, may lead others, when
opportunities occur, to make similar experiments.
Nothing more is required than to observe with a watch showing
seconds, the time of a magnetised needle completing a given number
of horizontal vibrations, the needle being balanced or suspended in
the centre by means of a fibre of silk. This may be done either by
attaching the fibre to a small hole in the centre of the needle, or what
is more convenient perhaps, to a sliding stirrup, into which the needle
may be ra£de to slip. The magnetism of the needle should never be
interfered with ; and the first arcs of vibration should be the same in
all the experiments, in order that the results may be strictly com-
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EXPERIMENTS ON THE HORIZONTAL MAGNETIC FORCE.
psrative. The temperature at the time of experiment should also be
registered.
These experiments were made by Mr. James Napier, then master
of H.M. ship Winchester, now of the dock yard, Malta; a gentleman
whose skill as a scientific navigator is well known in the service.
They are accompanied with the following remarks:
“ My method was to select a place for observation as far removed
from all large masses of iron as possible. In general I made three or
four trials with each needle, so as by taking the mean, I might arrive
at something near a correct result. The needles were kept the
whole time in one place, which was a drawer in the chaplain’s
cabin ; they were invariably seale d up after each observation, and
were never opened or taken out of the case by any one but myself;
and I think their near agreement at the same place, at different
periods, gives reason to conclude that very little alteration took place
in their magnetism.
Table I.
CONTAINING THE TIMES OF COMPLETING 100 HORIZONTAL VIBRATIONS OF TOOK
MAGNETIC NEEDLES, NOS. 1, 2, 3, and 4.
Place.
Lat.
Long.
No. 1.
No. 2.
No. 3.
No. 4.
Ther.
1831, 2, and 3.
N.
o t
W.
o /
m. s.
m. s.
m. 8.
in. s.
50 48
16
6 12,35
6 6,0
5 24,6
4 67,5
65
32 18
64 47
5 15,9
5 5,42
4 33,1
4 8,95
66
[ Carth age na
10 25
75 33
4 23,5
4 13,2
3 46,5
3 28,7
84
fS. Martha
11 15
74 14
4 23,0
4 14,2
3 44,3
3 26,0
85
1 S P
44 39
63 32
6 31,52
6 18,12
5 35,0
5 46,7
5 6,12
62
icl ifHWSiri Jf* / * M
45 14
66 1
6 45,0
6 32,75
6 17,0
62
13 5
59 40
4 19,5
4 12,8
3 47,95
8 27,0
!EHM
17 9
61 58
4 33,75
4 24,4
4 16,25
3 55,65
8 34,4
3 28,72
82
[Jamaica (Port Royal)
17 55
76 49 1
4 25,17
3 48,02
79
Table II.
Places.
Horizontal Forces.
Portsmouth
10000
Bermuda
1-4165
Carthagena
St. Martha
20644
Halifax
0-9312
New Brunswick
0-8677
Barbados
20620
Antigua
1-8973
Jamaica
20174
The mean of all the experiments are given in Table I. The intervals
of time between the experiment, by reason of very quick runs between
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EXPENDITURE OF COAL6 IN THE ATALANTA AND BERENICE. 03
the respective places, were in general very small. The experiments
in Columbia were repeated the following month at Portsmouth.
I have computed the relative horizontal forces (or the forces solicit-
ing the common compass needle) and given them in Table II.
The first arc of vibration on each side of the magnetic meridian
was 15°.
George Fisher,
Greenwich Hospital.
Expenditure of Coals in the Atalanta and Berenice.
Mr. Editor,— You have favoured the public with the Logs of the
Atalanta and Berenice steam vessels during their passages out to India?
and as they have no doubt been read with interest, it is to be regretted
that anything appearing like inaccuracy should be found in their de-
tail. I allude to the statements of the consumption of fuel, given
every two hours with unvarying regularity, whether in fine or foul
weather. In the former vessel, about the same quantity appears to
have been used, and also with different speeds of the engines. This
is very unusual. I have been led to believe that the consumption is
considerably influenced by the state of the weather, and the number
of strokes of the engines.
In sea passages it is, I understand, necessary to clear out the boiler
fire-places at periods more or less distant according to the quality of
coals, on which occasions the grates have to be supplied with an extra
quantity of fresh fuel. This process does not appear to have taken place
on board either of these vessels, at least the logs do riot show any in-
crease of consumption rendered necessary by Buch an operation. One
undeviating regularity pervades the whole of these records, without
stating by what means the coals were so accurately ascertained every
two hours. If the stokers performed this duty of weighing them,
their labour would be increased in a two fold degree, for the same
exertion would be required to weigh as to fire. The seamen would
object to such duty. I am therefore led to doubt their being weighed
at all, and if so, it follows as a consequence that little dependence is
to be placed upon that part of the log. Besides, I consider the con-
sumption understated. There is also a manifest error (whether de-
signedly or not I do not pretend to determine) in the results at the
end of each portion of passage, where the quantity of coal expended
per hour is divided by 210 and 230 horses to give the consumption in
lbs. per horse per hour, without reference to expansion or the reduced
speed of the engines, giving an erroneously small expenditure per
hour.
I question, however, the divisions, and before I offer an example of
the above, I will attempt to show the nominal power of the engines in
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94 EXPENDITURE OF COALS IN THE ATALANTA AND BERENICE.
both vessels to be rated too high, and I shall do so by referring to the
only standard authority which can be admitted,* as engine makers of
the present day are not very particular about the diameters of their
cylinders for the same nominal power, varying them as they happen
to be placed in competition with others. This is an undoubted fact.
It is therefore well that the public, or those interested, have such au-
thority to fall back upon.
In your November number, the diameters of the cylinders in both
vessels are given, viz. : the Atalanta’s 54 inches, and 5 feet stroke, and
20 per minute power, jointly 210.. The Berenice’s 56 inches diameter,
5-6 stroke, and 18-2 per minute, equal 230 horses.
Inches, lbs. feet
Now the Atalanta’s 54 equal area 2,290x7x200=97 horses each.
33,000
According to the maker’s practice, the steam will be expanded in
the cylinder for more than one third of the length of the stroke ; we
have therefore to reduce the above according to this expansion, viz.,
63. horses during the period of the admission of the steam, and 25-5
horses for the expanded part, equal together to 88 £ horses at the speed
of 20 strokes per minute. This power must be further reduced ac-
cording as the velocity of the piston decreases.
For example, take any portion of the passage. I have at random
taken that from Fernando Po to the Cape, in the above number for
November, where the coals are stated “ at 213 tons, time 346 hours,
equal 12*3 cwt. per hour, and equal 6 Jibs, per horse per hour.”
Now the strokes of the engines taken out each day, average 16*7
per minute, and as the power at 20 strokes has been shown to be 88 J
horses, by proportion 16*7 will give 74, or jointly 148 horses, and
12*3x1 121bs.=9*31b8. per horse per horn, instead of the above 6£.
148
Let the effect produced by this fuel be next examined, as regards
evaporation, which is the most simple and best test of performance.
Assuming that the steam admitted, previous to expansion taking place,
to be equal to ljlbs. above the pressure of the atmosphere, and that
it is entirely shut off at 21 inches before the piston reaches the top and
bottom of cylinder, making at the same time due allowances for the
waste spaces and passages, we have a content of 56 J cubic feet per cylin-
der, or 112 J cubic feet per stroke, of each engine of steam, l£ above
atmospheric pressure, or 124 cubic feet, equal to the atmosphere. And
for both engines— 248 cubic feet per stroke.
• " James Watt” — -That the horse power is equal to 83,0001bs. raised through a foot
space in a minute. And for the nominal power of a steam engine, the area of its pis-
ton, in inches, being multiplied by 71bs., and by the number of feet it moves per
minute, divided by 33,000 shall equal a horse’s power.
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EXPENDITURE OF COAL8 IN THS ATALANTA AND BERENICE. 95
Then 248 X 16*7 X 60 — 146 cubic feet of water evaporated per hour
1,700
with 12*3 cwt. of coal, or 11*57 cubic feet per cwt. say 12£ byway of
making an allowance for waste and condensation ; a very common
result, or, as the Cornish engineers would term it, a very small duty.
With regard to the power of the engines of the Berenice, the cylin-
ders being 56 inches diameter, and the strokes 18.2 per minute, we
have 56= area 246*3 X 7x200.2 = 104 i horses each. Assuming the
33,000
steam to be expanded for 22 inches of the length of the stroke, we
have 69 54 horses for the power during its admission, and 28*16 for
the expanded portion, equal together to 97*7 horses each, or 19*54 for
both engines, at 18*2 strokes per minute.
From the Mauritius to Bombay, the average strokes per minute
equal 14*4, and as 18*2 : 97*7 : : 14*4 : 77± horses = 151$ jointly.
Coals stated at 11 cwt. llOlbs. ~8*61bs. per horse per hour, instead
154j
of 5*81bs. given in the log.
The effect of this fuel may be got by following the same method as
that adopted for the Atalanta’s, and making similar allowances, we
have 136*55 cubic feet of steam expanded per stroke for both engines,
or 300 cubic feet of atmospheric density.
Then 300 X 14*4x60 = 152 J cubic feet of water evaporated per
1700
hour, with llcwt. llOlbs. of coal, or 12*7 cubic feet per cwt., say 13*0
cubic feet as an allowance, as in the former case, for water and con-
densation.
Those calculations, I have to observe, arc made upon the presump-
tion that the makers have followed their usual mode of expansion*:
the results will therefore be more or less correct, as I may have hit
the degree used.
In the Atalanta I understand it was effected by the slide valve alone,
but in the Berenice, a separate means w as provided, so that the steam
might be cut off from the cylinders at any portion of the stroke. Notice
i» frequently taken of this being so done to a quarter and even a half
of the stroke, as in the portions of passage from Mayo to Fernando
Po, and from thence to the Cape ; during which the latter extent seems
to have been employed, while the average number of strokes are
13*66 per minute.
Now with this expansion and speed, we have only a nominal power
for both engines of 133 horses, with an expenditure of fuel of 15*86
cw t. per hour. Then, 15*86 / 112 = 13*31bs. of coal per horse, per
T33
hour, instead of 7 Jibs. !
When my attention was first drawn to these logs and the results
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THE GALAPAGOS.
therein stated, I was under the impression that more heat had
been obtained out of a pound of coal than had before been established ;
but on going into the particulars, I discovered the inaccuracy of them,
and was led to conclude besides, as I do still, that the consumption is
understated, particularly in the Atalanta’s case. Many of your readers
I doubt not have taken the statements for granted. If you consider
these observations will tend to enlighten them, or lead others to throw
more light upon the subject than I have been able to do, your insertion
will much oblige, Sir,
Your obedient Servant,
London, 1 3th Dec. Tubal Cain.
The Galapagos — Floriade *
As we had the option of passing to the northward or southward of the
Galapagos, without lengthening our voyage by cither course, the com-
mander preferred making the southernmost islands of this archipelago,
in order to communicate with the new colony, which has now been
established on two of them three years, by Colonel Willimi, and to
judge for himself of the actual state of the colonization of this new
department of the Equador.
Mr. Willimi visited us at Guayaquil, and we have from himself the
following details : — He served in the rank of colonel in the army of the
republic of the Equador, and assisted this state in obtaining its inde-
pendence. Considering himself afterwards ill-treated by the executive,
he left their service, and bought two of the most southern islands of the
Galapagos, Charles Island, and one of the eastern part of the Group.
He then obtained pennission from the president of the republic, to
found upon it, at his own expense, a colony of free men, and which, in
compliment to General Flores, he called Floriade.
It was in the prisons of Guayaquil that Colonel Willimi planned the
outline of his colony, and among the profligate females of that city,
that he selected the future matrons of his flock ; and he asserts, that
the inhabitants of Floriade, by their good conduct, have completely
cast the veil of oblivion over their impure origin.
Mr. Willimi has been named by the state of the Equador, Governor
of all the Galapagos. He was born at Louisiana, and speaks French in
a superior style.; he is a man of great mind, endowed with a lively
imagination, and is a strong republican. He informs us that his colo-
nists cultivate the ground given them, with seeds and instruments of
husbandry, to work on the express condition that they should devote
some hours of their weekly labour for the general good. He employed
them in these intervals, in making a landing place, in establishing the
* From the Amuries Mari times.
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BARS OF HARBOURS.
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means of communication between the different points of the island, and
in clearing a channel to the habitations for the small supply of water
flowing from the interior of the island. The colonists also devote some
hours of their time to the governor’s plantations.
The population of Floriade consists at present of 300 individuals.
Charles island produces maize, cassado, some sugar cane, a little
cotton, and some culinary plants. The colonists also planted fruit trees,
which succeed wonderfrdly. They have abundance of fowls, and a
tolerable number of pigs.
The climate of the Galapagos is healthy. Although this archipelago
is situated under the line, the heat is not severe, from being constantly
refreshed by storms and breezes from the S.W. to the S.S.E. As to
fresh water, this first of human wants, it would appear not to be very
abundant there, but this is only report, for these islands are but little
known, and we have no positive information as to their physical
formation.
Mr. Willimi expects to increase the produce of the colony by the
vessels of the whale fishery, the species of whale being that which
yields spermaceti. He asserts that these are met with in great numbers
in the midst of the Galapagos, and that the shores abound with excel-
lent fish and turtle, besides the terrapin or land turtle, and seals of
every species, even those which produce fur.
It is easy to perceive that Mr. Willimi speaks of his Floriade with the
partiality of a father for his child. Yet it cannot be doubted that if
this colony thrives, and that the overplus of population settle in the
other islands of the Galapagos, which possess safe ports and fresh
water, (for there is eveiy reason to believe that water may be found in
many of these islands,) then this archipelago will afford an important
place of resort, not only for the numerous whalers of the Pacific to
refresh their crews at, but even to ships trading from Peru and Chili
to Mexico, California, and the Sandwich Isles.
In a military point of view, this new department of the Equador is
not without its importance ; for, by its geographical position, it affords
at all times, a resort where ships of war may obtain supplies, without
being far from their cruizing ground, when employed in intercepting
the communication between the different countries above-mentioned.
Here they may be victualled without being far out of their course or
cruize.
Bars of Harbours. — Lowestoft-ness.
Mr. Editor, — In your number for July last is a letter signed 4 ‘ Nauticus,”
onthe subject of Harbours of Refuge, alluding more particularly to a
scheme then on foot for the construction of such a harbour in Lowestoft-
exlargbd series. — xo. 2. — VOL. for 1838. o
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BARS OF HARBOURS.
im
ncS s. — As I find attempts are again being made to bring this matter for-
ward, perhaps you will allow me the opportunity of making a few remarks
upon the assertions there made, intended to induce a belief that the
entrance to the said harbour can be maintained with a depth sufficient
to constitute it an efficient harbour of refuge, or at least with a depth
of fifteen feet at low water. I have no wish to throw cold water upon
any practical scheme for such a harbour, which would doubtless be
of national importance, but possibly to deter the unwary from incau-
tiously pinning their faith upon the respectable names of provisional
directors, let their object be either humanity or profitable investment ;
for surely a bad harbour of refuge will cause more damage to vessels
attempting it, than would often occur to them by keeping the sea, and
a bad harbour is not likely to be a good speculation.
Lowestoft-ness is a flat point of sand and shingle, which has been
slowly but continually increasing and extending further into the sea ;
the shores towards the point are comparatively steep ; towards the
centre of this Ness it is proposed to excavate a basin of some three
acres, and from it to open a channel north and south into the sea on
either side of the Ness. These entrances being protected with short
piers, and once opened to a depth of fifteen feet at low water, (no
very easy job,) are thenceforth and for ever after so, to remain at the
simple ipse dixit of the engineer. I doubt it ; I will ask any unpreju-
diced person acquainted with this part of the coast, the flow of tide,
and the harbours in the neighbourhood, whether it is not much more
likely that it will not only be barred up, but “ blocked up and lost ?”
But Nauticus says, “ The sole cause of bars at the mouths of har-
bours, is the conflicting action of effluent currents passing into the
ocean tide at right angles with the shore, and that wherever there is
a backwater, or what is termed a scouring power in operation, there
a bar exists. And it is an invariable fact, that wherever attempts
have been made to remove bars by increasing the velocity of the
natural current into the ocean, there the bars have also increased in
proportion,” and there is no exception, he says, to this rule, to be found
on the whole surface of the globe.
Assertion is not argument, nor “ a reference to the maps of the
world/’ demonstration on such a point. But suppose we examine the
harbours in the neighbourhood of the favoured Bpot where this new
law is to do so much wonders, Yarmouth, Lowestoft and Southwold,
as quite if not more likely to be exposed to similar circumstances
than harbours in Portugal or the Antipodes. First then of Yarmouth.
Yarmouth, though the outfall of three considerable rivers, and with
an extensive tide at backwater, has about seven feet at low water on
the bar. Nauticus would of course say, no wonder, all that water
running out is what makes the bar. Stop all that backwater and you
may hive what depth of water you please to make on the bar. But
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12 A ns OF HARBOURS.
uv
vhat is the fact ? The bar has been for years much worse, and ha*
only of late years been considerably improved by increasing the
current out of the harbour, according to the plan of that eminent
engineer Mr. Walker; hear what he himself says before the Harbour
of Refuge committee. In answer to questions put, he says, “ the
state of Yarmouth Bar is mueh improved of late years. The com-
missioners have of late removed some of the awkward places that
were in the river, by allowing the water to flow more freely, increas-
ing in a small degree the backwater, and decreasing the friction that
that backwater suffered in passing down the river to the bar. They
have also extended the north pier considerably, and by that means
have carried the current of the backwater further into the tide, so as
to act with greater force upon the bar. In the memory of gentlemen
now in the room, there were times of the tide when it was not difficult
to walk from one side of the harbour to the other, but since the
present works have been done, the bar has, as I have stated, been
very regular. Upon the question of tidal water coming in, and whether
there is a greater or less body of water coming down from the high-
lands that regulates the harbour or the depth of the river. Upon the
general principle the more backwater the better” &c. Mr. W. Barber,
a commissioner of Yarmouth Haven, and Mr. H. Barrett, corroborate
the above evidence.
Now let us look at Lowestoft Harbour, which is within a few hun-
dred yards of the site of the proposed harbour in the Ness : this is
entirely an artificial work, and was made about nine years ago by the
Norwich and Lowestoft Navigation Company; the object being to
enable sea-borne vessels to reach Norwich ; this undertaking has
turned out a failure, like many other joint stock concerns, and though
still in a very unfinished state, and I believe in chancery, has about
four feet on its bar at low water : here, however, there is no river run.
ning out, and what little water does drain out with the receding tide,
does not enter the sea at right angles with the coast, but the bar still
heaves up, and it is only by the occasional use of the backwater, an
artificial scouring power which runs out at the rate of eight or nine
miles an hour, that the bar is kept as good as it is ; each sluicing will
remove, I am told, from one to two feet from the bar.
South wold bar is still worse, not having above three feet upon it
at low water, sometimes less, and sometimes quite blocked up. Here
there is very little backwater to keep open the passage, the conse-
quence has been the occasional entire stoppage of the entrance by the
sand and shingle, driving past and into it. Under these circumstances a
channel has been dug through the shingle at low water, and by help
of a good fresh coming down the river the passage has been again
opened.
It thus appears from the three harbours within a few miles of
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BARS OF HARBOURS.
Lowestoft-ness, that the more backwater the better the bar; Yar-
mouth first, with the outfall of three rivers, seven feet ; Lowestoft,
with scarcely any natural stream, but with the occasional use of a
rapid artificial current, four feet ; and South wold, with little natural
current and no artificial scour, sometimes three feet, sometimes less.
Surely, these examples must afford a better precedent in the case of
a harbour in Lowestoft-ness, than any other in the four quarters of the
globe ; and further, they show that it is hopeless to expect to make a
harbour of refuge with fifteen feet at low water on that part of the
coast.
The cause of bars is generally considered to be as follows : — The
sand or shingle of the beach, travels along the shore in the direction
of the prevailing winds and currents. A pier built across the beach,
stops this shingle till it has filled up the angle of the pier, it then goes
on round the end of the pier, part entering the harbour, and the other
part, though going on past the opening, shoaling the water m its track
till it reaches the shore on the other side of the pier. This shoal-
water, or track of the passing shingle, is the bar ; and the depth of
water upon it is dependent upon the scouring power of the stream
which runs across it. The sectional area of the channel at low water
over the bar, being necessarily (in such material) proportionate to the
stream which every low water makes its passage over it.
This theory is supported by the facts of the existing harbours in the
neighbourhood, by the opinion of Mr. Walker, and by the opinion of
Mr. H. Palmer, another engineer, who has made this subject his study ;
who says, in a paper read to the Royal Society, in April, 1834, “ The
only natural power by which the channels through the beach are
retained, is the returning force of the water, which on this coast is
generally scanty.”
Nauticus says, that “ some of the most experienced nautical and sci-
entific men concur in his opinion,” and “an eminent engineer’s report
on the proposed harbour, is confirmatory on the subject.”
I grant that the ultimate results of harbour operations, do not admit
of that positive demonstration which is so desirable ; and that, there-
fore, the opinion of the public must principally depend upon that of
those who have professionally, or otherwise, made themselves more
especially acquainted with the subject.
Why then did not Nauticus mention the names of the gentlemen
alluded to ? and as to the eminent engineer's report, as it is not before
the public, we are equally unable to form an opinion of that gentle-
man’s experience and his arguments.
I have already given the opinion of two scientific men. I will now
give that of one of the most experienced nautical men of the day, which
will be found to differ from that of Nauticus. Captain Hewitt, of
H.M. surveying vessel “The Fairy,” who has been employed for a
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ON RAISING SUNKEN VESSELS.
101
number of years by the Admiralty, in surveying the eastern coast,
more especially from the Tees to Lowestoft, and who was conse-
quently called upon by the Refuge Harbour Committee, for his opi-
nion as to where it was possible to construct such an harbour. The
evidence which this gentleman gives, as to the unfitness of that part of
the coast for a harbour of refuge, is too long to introduce. He says,
however, in answer to the question, “ if government proposed to lay
out a large sum of money in refuge harbours, where could they be
situated ? I know of no other place than Red car, throughout the whole
coast. Redcar is the only place that nature seems to have formed for
the purpose.”
I have already trespassed too much upon your time, and will there-
fore only touch upon a few secondary difficulties and absurdities of the
scheme. The veiy rapid tide past the entrance of the proposed har-
bour, would make it worse than Ramsgate to enter. The difficulty of
constructing four stone piers in such a tide and depth of water, for
125,000/., let alone all the rest of the works, and the difficulty of first
making fifteen feet, at low water, between the said pier.
The absurdities, though of no public interest, may possibly bene-
ficially exercise the digestive organs of the proposed shareholders ; such
as that of expecting that vessels will pay 4d. per ton for the proposed
shelter, or that they will enter at the rate of ten per day all the year
round. That the pilots and owners of steam-tugs will present to the
company some 4,000/. per annum, for the honour of being allowed to
exercise their calling ; that the rates upon merchandise, to the little
town of Lowestoft should all at once rise to a sum ten times greater
than is now paid, &c. &c.
I will now leave the subject in the hands of your readers, who will
decide between Nauticus and myself, as to whose opinion carries the
greater appearance of probability with them, merely observing that
my sincere wish is to elicit the truth.
I am, Sir, &c.,
Investigator.
On Raising Sunken Vessels.
[An account of the sinking of the Dutch frigate, Ambuscade, of thirty-two guns,
near the Great Nore, with the mode used in recovering her, by Mr. Joseph Whidbey,
master attendant in Sheerness dockyard. Commuuicated by the Right Honourable
Sir Joseph Banks, Bart, &c. Read, April 28th, 1803.]
At a time when sunken vessels are lying in the bed of the river
Thames, detrimental to its navigation it may not be amiss to refer to
some of the achievements of our forefathers on these occasions, and
we have accordingly selected the following piece of expert seamanship
from the records of the Royal Society.
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ON RAISING SUNKEN VESSELS.
At eight o'clock in the morning of the 9th day of July, 1801, the
Dutch frigate, Ambuscade, left the moorings in Sheerness harbour,
her foresail, topsails, and top-gallant sails being set, with the wind aft,
blowing strong. In about thirty minutes she went down by the head,
near the Great Nore; not giving the crew time to take in the sails,
nor the pilot or officers more than four minutes* notice before she
sunk, by which unfortunate event twenty-two of the crew were
drowned.
This extraordinary accident was owing to the hawse-holes being
extremely large and low, the hawse plugs not being put in, and the
holes being pressed under water by a crowd of sail on the ship, through
which means a sufficient body of water got in unperceived to carry
her to the bottom.
The instant she sunk she rolled over to windward across the tide,
and lay on her beam ends ; so that at low water the muzzles of
her main-deck guns were a little out of the water, and pointed to the
zenith with thirty-two feet of water round her.
The first point I had to gain was to get her upright. Before I
could accomplish it I was obliged to cut away her foremast and main-
top mast, which had no effect, until the mizen-mast was also cut
away ; she then instantly lifted her side, so that at low water the lee
railing of her quarter deck was visible.
By proceeding in this manner, the first part of my object was
attained with a secured main-mast and all its rigging to enable me,
should I be fortunate enough to weigh the ship, to lighten her by it
with the greatest possible expedition.
The ship being in the forementioned state, gave me an opportunity
the next low water to get out her quarter, forecastle, and some of her
main-deck guns, with a variety of other articles.
I next proceeded to sling her ; which was done with two nineteen
inch cables divided into eight equal parts. The larboard side of the
ship being so much higher than the starboard, enabled me to clench
each of the ends round two of the ports excepting one that was
clenched round the main-mast, and with great difficulty, by long rods
and diving, I got small lines rove through four of the ports on the star-
board side, by which means I got four of the cables through those
ports across her deck, which were clenched to the main-mast and
larboard side, having four ends on each side completely fast at equal
distances from each other.
I brought the Broederscarp, of 1 ,063 tons burthen, out of the har-
bour, which received the four ends on the starboard side, also four
lighters of 100 tons each, which took in the other four ends on the
larboard side, over their bows. All the eight ends were at low water
hove down with great power by a purchase lashed distinctly on each of
them. I then laid down two thirteen inch cables, spliced together.
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OX RAISING SUNKEN VESSELS.
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with an anchor of 24cwt., in a direction with the ship’s keel. On the
end of the cable next the frigate a block was lashed, through which
was rove a nine inch hawser, one end of which was made fast to the
ship, the other end was brought to a capstan on board the Broerder-
scarp, and hove on it as much as it would bear, with an intention to
relieve the frigate from the powerful effect of cohesion. This had so
far the desired effect, that at about half flood, I perceived the ship to
draw on end, and swing to the tide ; and all the slings were consider-
ably relieved.
At high water she was completely out of her bed ; at the next low
water I hove all the purchases down again. At half flood she floated,
and the whole group drove together into the harbour, a distance of
three miles, and grounded the frigate on the west side of it. It took
me two tides more to lift her on the shore, sufficiently high to pump
her out, which was then done with ease, and the ship completely
recovered without the smallest damage whatever either to her bot-
tom or sides.
I do not apprehend there is anything new in the mode I adopted in
weighing the Ambuscade excepting the idea of removing the effect of
cohesion by the process before described ; and I have every reason to
think, that if that principle had been acted on, in the attempt made to
weigh the Royal George, it would have succeeded.
[The foregoing account of Mr. Widbey’s operations is illustrated by a plate, but
they are, no doubt, sufficiently clear to the nautical reader. The following descrip-
tion of it, however, will enable him to sketch it for himself. A plan of the frigate
appears with the Broederscarp alongside of her on her starboard side ; on her lar-
board side, are three lighters, and on her larboard bow the fourth, all with their bows
to the frigate. The frigate has fourteen ports on each side, not including the bridle
port The cable from the lighter on the bow, goes in through the frigate’s inner
hawse hole, and after being bitted, is secured somewhere about the main hatchway.
Then reckoning fro m forward the cable of the next lighter is clenched after being
passed through the second and third larboard ports. The cable of the third lighter is
passed through the sixth and seventh port on the larboard side, and clenched ; and
that of the fourth lighter is clenched after being passed through the ninth and tenth
port on the larboard side.
Hie foremost cable from the Broederscarp, after being led through the fourth port
on the starboard side, is passed through the third and fourth on the larboard side and
clenched. The second cable from this vessel is led through the seventh port on the star-
board side, and clenched round the mainmast. The third cable of this vessel is led
through the tenth starboard port of the frigate, and clenched after being passed through
the tenth and eleventh port on the larboard side, and her fourth cable is led through
the thirteenth starboard port, and clenched after being passed through the eleventh
and twelfth larboard ports. The cables in the lighters are led over their bows and the
purchases on each cable brought to a separate capstan in each vessel Those in the
Broederscarp are also brought to separate capstans.]
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HOLYHEAD HARBOUR AS A PACKET STATION.
Holyhead Harbour, as a Packet Station.
The object of ascertaining what line of coast, and harbour, appear
best calculated to furnish the greatest facilities for steam communication
by packets across the channel, has caused several propositions to be
brought forward on that subject, viz. from Fishguard to Wexford
from Portdynllaen to Wicklow, or to Kingstown, also from a proposed
harbour at the Orms Head, on either of which plans being adopted
a new pier harbour or harbours must be built. And it is to be
observed that in forming a packet station with regard to safety, and
regularity, the principal points to be considered, are the local advan-
tages in approaching the coast under every circumstance of wind,
and weather, as packets are expected to do. The Irish coast from
Dublin Bay, all along to the southward of the Tuscar Lighthouse, is
dangerous to approach in heavy gales, and thick weather, the line of
banks, shoals, and rocks, that are found there, have proved the
destruction of many vessels, and lives. The occurrences in the
month of February last were most calamitous in the loss of ships,
and above two hundred lives, within the range of that coast.
The local dangers of Wexford, and Wicklow, are pointed out on
the charts. The line of direct course from Portdynllaen to Kings-
town, runs over the middle of the Kish Bank, which is most danger-
ous in blowing weather. The proposed harbour at the Orms Head
would not be a suitable place to maintain a direct communication
across the channel, being situated thirty miles eastward of Holyhead.
For some years past in this part, there is evidently a material change
in the weather during the winter months, the north westerly gales far
from being so violent as we have experienced them, from which the
packets on this station are never found to delay the mail. Still, under
all circumstances, the most western point should be selected as the
shortest distance, and to secure the shortest passage, as well as adopt-
ing a line the most safe, and most certain, under all circumstances.
Should a new pier be built at any place on the Irish coast, it should
be at Howth, outside of the present harbour, where the water is deep
to the rock, and where would be found every possible advantage in
the saving of expense, and length of time in building. The eastern
pier of Howth would become its western shelter, thereby forming one
half of the necessary work, and expense, the stone quarry being
right over the spot, where the projection should commence, and
where one of the best artificial harbours could be formed, fit for any
ships that would even approach it. Were such a harbour built to corres-
pond with this station, every desirable advantage would be gained,
the coast being bold, and dear from one shore to the other. The
distance from Holyhead to Howth Head is forty-eight miles, with a
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IRON STEAM-BOATS.
10.5
channel light upon each extreme point. In thick weather, the packets
would find their port by signals arranged for that purpose, as they
now often arrive in this harbour. During easterly winds the number
of mails delayed here, arriving too late for the coach, since the
packets have been removed to Kingstown, will prove (if enquired
into) the advantage of Howth Station, and from the prevailing wind
in this channel, viz. W.S.W. to South, the Packets to and from
hence have the greatest advantage of setting sail on their passage
across.
The following distances between the several places mentioned, may
be relied upon as correct : —
From Fishguard to Wexford 52 miles.
Portdynllaen to Wicklow 50 do.
Do. to Kingstown 60 do.
Holyhead Harbour to do 53 do.
Do. to Howth 50 do.
Orms Head to Kingstown 82 do.
H. Evans,
Harbour Master.
Tron Steam-Boats. — Voyage of L' Egyptienne.
On various occasions, we have noticed a species of naval architecture,
peculiar alone to this country, the progress of which has been gradual
and uniform. Since steam vessels have become of such general use
in navigation, making voyages, not only between the various principal
ports of our own country, but to distant parts of the world, every pos-
sible attention seems to have been devoted to secure the important
qualities of strength, durability, stowage, and light draught of water,*
combined with speed ; and from the peculiar character of these vessels,
namely, their not being subject to the violent strain produced by the
pressure of sails, the substitution of iron instead of wood in their con-
struction, seemed at first to be plausible, and has since been proved, by
experience, to be most efficient. The advantages of an iron steam-
vessel, over one formed of timber, not only combine the qualities
which we have enumerated, but many others. With regard to strength,
it may be safely asserted, that in such a collision as that which took
place lately in the Thames, between the Monarch and Apollo, and
which sent the latter to the bottom of the river, an iron vessel would
have been more capable of withstanding the shock, and would have
been kept afloat by its peculiar construction, had a serious leak ensued.
But the superiority of iron, over timber vessels, is particularly evinced
in their durability ; and, if we consider the entire freedom which an
iron vessel has from all risk of fire, a calamity which has so frequently
proved fatal to steam vessels in particular, the superiority of these ves-
KSLARGED SERIES. — NO. 2. — VOL. FOR 1838. P
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106
IRON STEAM -BOATS.
eels in this respect, will be still more apparent. From the nature of
their construction, they likewise afford more room for stowage than
wooden vessels ; they are more buoyant, and from their general com-
pactness, draw less water, and are generally faster. We have long
been impressed with the importance of this subject, and should take
blame to ourselves were we to neglect longer pointing out these advan-
tages of iron steam vessels to the various steam companies of the metro-
polis, showing that it is to their interest to adopt them. And in sup-
port of our opinion, we have obtained from Mr. John Laird, of Liver-
pool, the following list of some iron vessels constructed by him, at the
Birkenhead iron works, near that place, and a few particulars concern-
ing them : —
Name.
Length.
Beam.
.
-T r
“"W
Owners.
Where Plying.
Ft
In.
Ft.
In.
Lady Lansdowne. .
133
ra
City of Dublin Co.
Loch Derg
John Randolph. .
■nil
60
Iron St Boat Co....
Savannah
Garryowen
130
BJS
6
90
City of Dublin Co.
Shannon
Euphrates
105
50
Hon. E. I. Co
Euphrates
Tigris _,
90
20
Ditto
LoKt in F.unliratM
Richmond
120
60
Eliza Price
90
Ell
Duncannon
115
US
L’Egyptienne
125
45
Pacha of Eflrypt. ...
Alexandria
Indies
115
24
H
Rainbow
198
25
London to Ramagt.
Savannah
115
24
eh
Savannah
Glow-worm
22
2
110
15
30
The first account we shall extract is concerning the “ J ohn Randolph,”
sent out in pieces to Savana, dated at Savana, 27th October, 1834,
from W. Scarborough, Esq., who says,
The iron boat, “John Randolph,” very become bo low that no other steam boat
far outstrips and out-tows any other boat than herself can get up to Augusta, she
on the river, having beat some of them one is reaping a golden harvest for her owner,
half, and at the time when the river has Mr. Lamar.
Another account of the 14th November following, says,
I gave you, in my letter, circumstantial
information concerning the iron boat,
“ John Randolph.” She still maintains, or
rather increases her good reputation, and
the river continuing so low, she may be
fairly said to be coining money for her pro-
prietor. In going up the river a few days
ago, with two large boats in tow, she struck
a log and broke one of her paddle wheels to
pieces ; she then cast off one of the boats,
and with the single paddle wheel carried
the other boat to Augusta without diffi-
culty.
The following is a more complete account of the John Randolph.
It is from G. B. Lamar, Esq., of that place, dated 9th July, 1836 : —
The iron steam boat which you con-
structed and sent out for me in pieces to
Savana Georgia, in 1834, was received
and put up and riveted complete, within
three months’ time ; and though five men,
accustomed to such work, had been sent
at the same time to complete her, I found
the expense of them quite unnecessary,
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IRON STEAM-BOATS.
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as the pieces had been so well arranged
and marked by you, that no difficulty
could occur with persons at all conversant
with the ordinary construction of boats or
vessels ; besides which, a larger one since
sent to the same place by you for the
Steam Boat Company of Georgia, was
pot np in even less time, and without any
difficulty. In mine, which was called the
“ John Randolph,” was placed an English
engine, of 30in. cylinder, and five feet
stroke, with heavy iron boiler, steam and
other pipes, with which, and water and
wood for 12 hours, (six cords) she drew
bot 2 feet 9 inches water. She made her
first trip in August, 1834, towing flats with
cargoes on Savana river, the current of
which is 2| miles per hour, and with the
weight of 8,000 bushels of salt (about
200 tons) up; or, 1,500 bake of cotton
(about 220 tons) down on the two flats,
she made with eighteen revolutions of the
crank per minute, five miles per hour up-
ward, and upwards of eight miles per
hour down the stream.
She was kept in constant employment
from August, 1834, till April, 1835, when
her hull was examined inside and out, and
was found'to be uninjured. From July
she was again constantly employed till
April, 1836, when she was again examined,
and found free from rust or injury, though
from July to Dec. the river had been very
low, and she had been once aground for
a week, on a sand bar ; and daily, while
running on and over logs, snags, and
other innumerable impediments, as well
as the sand bars ; during that time, work-
ing off the flats and over the bars, very
frequently, during which they were often
snagged, and otherwise made leaky, while
the steam boat itself, though made to take
the worst difficulties when known to
the pilots, was not injured, and remained
as tight as at first
The preparation to prevent the iron
rusting was only three coats of white
lead inside, and three of red lead outside,
previous to launching, and one coat of
white lead inside between August, 1834,
and April, 1835, and two coats of each at
that time, inside and out respectively,
and one coat of white lead inside, between
July, 1835, and April, 1836.
In addition to the foregoing conclusive
evidence in her favour, I may add, that the
directors of the Steam Boat Company, of
Georgia, who had been eighteen years en-
gaged in the navigation of that river, and
had tried various projects for its improve-
ment ; so soon as they observed the con-
dition of the Randolph, in April, 1835,
when she was first examined, immediate-
ly resolved to order the one you sent out
for that company, in the month of Feb-
ruary last.
Notwithstanding the already tedious
length of this letter, I will take leave to
add, as my own opinion, and from the ex-
erience of the “John Randolph,” that iron
oats are decidedly superior in every res-
pect to wooden ; and, for lightness, dura-
bility, impregnability to snags, or other
injury, or, the extent of injury to be ap-
prehended even after such accidents occur,
whether to the boat or cargo, superior to
any that have yet been tried, and must in
the course of time from these considera-
tions alone, (besides combining every ad-
vantage that others do,) entirely super-
sede all other vessels whether for river
or sea service, should the difficulties ap-
prehended in regard to the compass be
overcome ; and, I will also add, that such
is, I believe, the universal opinion of all
who have witnessed the operations of the
John Randolph.
The owners of the Garryowen and Lansdowne speak thus of them,
from KiUaloe, in March 1835, and July 1836.
I cannot at the same time omit to con-
gratulate you on the successful result of
both the iron steamers. The Garryowen
does her business capitally, and as far as my
judgment goes, 1 never met with so many
good qualities in any steamer : in fact, I
cannot find a fault in her.
1 have before given you my opinion in
favour of the iron steamers, Lansdowne
and Garryowen, and nothing has trans-
pired since to alter it
The managing Director of the City of Dublin Steam Packet Com-
pany also adds of the same vessels :
These two steam vessels, built entirely
of iron, have, in the most tremendous
gales of wind and heavy seas, proved them-
selves superior, in every respect, and have
Liverpool, March 30, 1835.
given every satisfaction, and have, during
the heavy gales,of the present month, con-
tinued to ply with regularity, giving every
confidence to the public.
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IRON STEAM-BOATS.
London, 6th June, 1835.
Iron steam vessels, from the experience Our iron steamer, the Garryowen, now
we have had, are every way superior to on the Shannon, and in sea water, gives
wooden vessels, in point of buoyancy, every promise of durability ; she takes the
strength, stowing, speed, and seaworthi- ground well, and there appears no sign of
ness; they can be made absolutely like corrosion anywhere,
life boats, almost incapable of being sunk.
The foregoing are dated in 1835; but the following, from C. W.
Williams, Esq., bring down the character of these vessels to a more
recent period : —
City of Dublin Steam Packet Company Office,
87, Water Street, Liverpool, Aug. 11, 1836.
With respect to the condition of our two though frequently encountering heavy
large iron steamers, the Garryowen and gales and seas.
Lansdowne, since I last wrote you on the I have great satisfaction in informing
subject, nothing has occurred to alter our you, that having had the boilers of the
opinion of their superiority over timber Garryowen iron boat taken out, for the
vessels. purposes of repair, we have found the bot-
The Garryowen, being in salt water, tom of the vessel, both as to skin and riba,
has been regularly examined, and there in the most satisfactory state ; no appear-
appears no indication of decay or injury ; ance whatever of rust or decay, and in
and, in every respect, she maintains her fact, in every way as perfect as the other
former good character, and continues to parts of the vessel, which have been ex-
give entire satisfaction to the public, posed to view, and daily inspected.
We now come to the vessels which were sent out to the Euphrates,
on which Mr. Laird received the following pleasing communication
from the India House.
London, 4th July 1836.
The board direct me to add, that they you, in respect to the manner in which
are much gratified at the generally very your contract for these steam vessels has
satisfactory nature of the evidence afford- been performed,
ed by the documents now transmitted to
And Colonel Chesney writes thus concerning them : —
3, Down -street, Piccadilly, 17th Nov., 1837.
It is but right to tell you, that the iron parative strength, cheapness, and dura-
vessels constructed by you, ^far exceeded bility, whenever people are satisfied that
my expectations, as well as those of the their only disadvantage, the free working
naval officers employed in the late expe- of the compass has been overcome,
dition, who would, one and all, bear tes- In the Euphrates, which is entirely of
timony anywhere to their extraordinary iron, there was a variation of about 11°,
solidity : indeed, it was often repeated by and that with little change, but the com-
Lieutenant Cleveland and the others, pass worked very sluggishly and required
that any wooden vessel must have been extreme care. In the Tigris with the
destroyed before the service was one half upper part (as you know) of wood it
completed ; whereas, the Euphrates was worked freely — indeed, as far as I could
as perfect when they laid her up at Bag- judge, (and I had a great deal of practice
dad as the first day she was floated. As taking bearings for the survey,) as well as
I am now occupied in preparing a work in any ordinary vessel ; ana, if we had
on the expedition, I shall have a better placed the compass as far above the iron
opportunity than the present, of doing in the Euphrates, as it happened to be by
justice to the subject of iron vessels ; for chance in the Tigris, I think it would
it is my belief that they will entirely su- have worked quite as well, which experi-
persede wood, on account of their com- ment should be made by you forthwith.
The Duncannon, another in the list of Mr. Laird's vessels, is thus
spoken of, by J. Malcolmson, Esq., Chairman of the Waterford Steam
Navigation Company.
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The Duncannon has now been plying
five months on our river between this
city and the harbour mouth, and has in
every way confirmed the advantages of
iron steam boats over wood ones, as to
strength and speed ; and I have little
Waterford, 29th September, 1S37.
doubt but that she will prove more
durable.
Her model does you credit for she has
encountered some rough seas in which
the captain’ 8 report of her performance
has been very favourable, and she is stiff
with a heavy deck load.
The foregoing statements are sufficient perhaps to overcome the
most sceptical advocates of wood, in favour of iron steamers, but we
will now give an extract or two concerning L'Egyptienne, constructed
for the Pacha of Egypt. Captain Clarkson, her commander, writes
thus: from
L’Egyptienne arrived here, after a pas-
sage of four days and twenty hours, from
Liverpool, having had a head wind and
sea to contend with, from Monday the
10th July. The vessel was an excellent
sea boat, very' dry and stiff. There was
no difficulty with the compass placed ac-
cording to Professor Barlow’s directions,
(about seven feet above deck) and I made
the land most accurately.
Again, from Malta, 2nd October, on
bis way home, he says, that he encoun-
tered a good deal of sea on the passage
out, in crossing the Bay of Biscay ; that
the vessel is very easy at sea, and ships
Oporto, 14th July, 1837.
little or no water, even in a strong head
wind and heavy sea ; that he arrived at
Alexandra aon the 5th August, after a pas-
sage of 18 days actual steaming, having
called to take fuel on board, at Oporto,
Lisbon, Gibraltar, and Malta; that after
his arrival at Alexandria, he made two
passages to Candia and back, with Govern-
ment despatches ; and on his return the
second time, was sent up the Nile with
one of the Pacha’s admirals and several
other officers on board, who gave a most
favourable report of her performance ; and,
that the Pacha is well pleased with the
vessel.
Although, from the result of the first experiment, the efficiency of
iron steam vessels was satisfactorily established, a question arose
whether the action of the iron on the compass would not become a
formidable objection to their employment at sea. The great import-
ance of this was evident, and from experiments made by Professor
Barlow and Com. Johnson, R.N., it was found that the compass might
be placed so far above the deck of the vessel as to be perfectly efficient.
We have already given an account of the first iron steam vessel, the
Alburkah, that ever made a voyage across the Atlantic, and a
spirited lithograph will be found of her, in our first volume. As
such a voyage is a matter of curiosity as well as history, we have
obtained a copy of L’Egyptienne’s log, with which we shall close
these observations. That the advantages of iron steam boats are be-
coming known, there can be no doubt from the circumstance, that
those who build them have their hands full, and the satisfaction of see-
ing their labours patronized in America, France, Egypt, Holland, and
Russia, as well as in the northern parts of our own country ; and the
sooner our metropolitan steam companies look to this fact the better.
Notes from the log-book of L’ Egypt- her voyage from Liverpool to Alexandria ;
enne, iron steam yacht, belonging to built at the Birkenhead iron works, and
His Highness the Pacha of Egypt, on of the following dimensions :
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IRON STEAM -BOATS.
ft. in.
Length of heel and fore rake 120 0
Beam at paddle shaft 18 0
Draft of water light 8 0
Do. with 50 tons of coal, about 4 6
One engine of 48 horse power.
Saturday, 8th July, 1837. — Received
on board 50 tons of coal and other re-
quisite stores. At noon the crew joined
as follows : one mate, six seamen, one
engineer, three firemen; hauled out of
deck and anchored in the river. At 10
p.m. got the steam up; at 11.30 p.m. pro-
ceeded to sea.
J uly 9th. — Light breeze and fine wea-
ther. At 1.30 a.m. passed the floating
light, and at 7.30 a.m. landed the pilot at
Holyhead, not having met a pilot-boat.
At 9 a.m., rounded the head against a
strong flood tide, steering S.W. by S. ; by
compass, raised about eight feet from the
deck ; S.S.W. by compass in the binnacle.
Noon, Bardsey, bearing S. by. E., hazy
weather, steaming 7| knots per hour,
light breeze with a head sea. At 10.30
p.m., Tuskar light, bearing N.E. by E.,
distant about 12 miles, steered S.W. ;
difference of compasses 1} points to the
eastward.
July 10th. — Moderate N.E. breeze
with a heavy head sea ; part of the star-
board paddle box gave way, steaming 7 J
knots. Noon, hazy, no observations —
employed getting coals out of the after-
cabin, &c. ; midnight calm, steaming 8
knots ; difference of compasses If to the
eastward.
July 11th. — Calm and hazy with along
swell from the S.W. ; daylight, passed a
ship standing to the northward. Noon,
light S.W. breeze, latitude observed 47°
39' N., steaming 7| knots. Stopped the
engine and put on two new floats, breeze
increasing W.S.W. ; got all the coals from
aft ; difference of compasses 1 $ points.
July 12th. — Daylight, light breeze and
fine, spoke a schooner bound to London ;
several vessels in sight Noon, latitude
observed 44° 41' N., steaming 8| knots
at 8.30 p.m., made the land, Cape Prior,
bearing S.S.W., compasses as yesterday ;
midnight, hazy with rain.
July 13th. — Hazy weatherat 1.30 a.m.
passed Cape Finsterre ; daylight, off Car-
robed. Noon, off Vigo Bay ; at 8.30 p.m.
came to anchor' off Oporto Bar.
J uly 14th. — Daylight, got a pilot and ran
into the river, where we were stopped by
the custom-house officers ; cleaned the
boilers, and otherwise employed.
July 15th. — Received 13§ tons of
coals, and at 11.30 a.m., proceeded to
ft. in.
Diameter of cylinder 0 38
Length of stroke 3 6
Diameter of paddle wheels. . 14 6
Length of floats 7 O
sea, wind north, fine weather, difference
of compasses If points, steaming 8|
knots.
July 16th. — Daylight, fresh northerly
breeze, spoke H.M. steamer “ Firefly/*
bound to Falmouth ; at six got a pilot, and
at eight moored at one of the buoys off
the custom house, Lisbon.
July 17th. — Fine weather, received on
board 10 tons of coal, all that could be
got, filled the water up, and got ready
for sea.
July 18 th. — Daylight, cast off and pro-
ceeded in charge of the pilot, at 8h. the
pilot left. Moderate, N.E. breeze and
fine, steered S.S.W., difference of com-
passes 11 points. At 8 p.m. passed Cape
St. Vincent distant one mile, steered
S.E.fE., on changing the course found
the difference in the compasses to be 1|
points, — midnight fine.
July 19th. — Daylight, light S.E.
breeze, steaming 8$ knots. Noon, lati-
tude observed, 36.41 N. fresh breeze, and
a heavy head sea, at 2 p.m. off Cadiz. At
8 p.m. strong breeze, steaming 6 knots.
Midnight, more moderate.
July 20th. — At 2 a.m. came to an an-
chor in Gibraltar Bay. Noon, fine. At
1 p.m. went alongside of the new Mole,
and commenced taking in coal, at 5 p.m.
hauled off to make room for H.M. steamer
“Medea.”
July 21st — Employed cleaning the
boilers, flues, filling water, &c. At 5 p.m.
hauled alongside of the Mole.
July 22 lid — Daylight, taking in coal.
Noon, got the steam up, — 52 tons 8 cwt.
of coal on board, — Mr. Galloway, engi-
neer, joined as passenger for Alexandria.
At 2.15 p.m., cast off from the Mole, and
roceeded to sea, strong S.E. breeze and
eavy head sea, steering E.S.E., differ-
ence of compasses 1| points.
July 23rd. — Daylight, strong breeze
from the S.E. and heavy head sea, steam-
ing 5 knots. Noon, latitude observed
86° 27' N., difference of compasses If
points. Midnight, more moderate.
July 24th. — Daylight, fresh S. E. breeze
and fine weather, steaming 6| knots.
Noon latitude observed 36° 15' N., dif-
ference of compasses If points. Mid-
night, saw the land.
July 25th. — Daylight, passed the city
of Algiers, steering along the coast.
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LIGHTNING CONDUCTORS.
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Noon, off Cape Binguit, light breezes
and calm, steaming 7| knots, difference
of compasses as yesterday.
Jnly 26th. — Light breexes and fine.
Noon, off Cape Ferro, distant 4 miles,
spoke a French steamer of war from Bona,
steaming 7| knots, difference of com-
passes as yesterday.
July 27th. — Light airs and calms.
Noon, Zembra Island distant 4 miles,
steering S.E.|E. difference of compasses
1} points, it 10 passed Pantellaria, steam-
ing S knots.
Jnly 28th, — Daylight, calm and clear,
steering S.E.$E., at 9 a.m., saw the
island of Malta. Noon, spoke the “ Black
Eyed Susan,' ‘ from Liverpool, out 28
days. At 3 came to, at one of the buoys in
the quarantine harbour.
July 29th. — In quarantine at 3 p.m.
Pratique.
July 30th. — Daylight, hauled along-
side the Mole, took 22 tons 13 cwt of coal
and filled the water up ; at 5.30 p.m. re-
ceived on board the Indian mail, by order
of Admiral Sir Thomas Briggs ; 9.30 p.m.
proceeded to sea, steered S.E. by E., light
breexe and fine.
July 3 1st — Light airs and fine. Noon,
latitude observed 35° 22' N., steaming
7| knots, difference of compasses 1 1 points,
course S.E. by E.
Angus! 1st — Daylight, light northerly
breeze, steering S.E. by E. Noon, lati-
tude observed 34° 22' N., steaming 7|
knots, difference of compasses 1 } points.
August 2nd. — Light N.W. breeze all
sail set, steaming 8 knots. Noon, latitude
observed 33° 23' N., difference of com-
passes as yesterday, course N.E. by E.
August 3rd. — Daylight, moderate N.W.
breeze and fine, all sail set, steaming S.E.
by E. } E., 8 knots. Noon, in sail, lati-
tude observed 32° 19' N., calm. At 4 p.m.
stopped the engine and pat the fires out,
cleared the boilers from salt, at 8 p.m. got
the steam up, difference of compasses as
yesterday.
August 4th. — Daylight, fine weather,
saw the land off Point Fanhoob, steaming
8 knots. Noon, latitude observed 31° 16'
N., course S.E. by E. § E.. at 9 p.m.
sounded in 1 1 fathoms, hove to for the
night
August 5th. — Daylight, steered S.E.,
and at 8.30 A.M. came to anchor in Alex-
andria.
Memorandum.
During the voyage from Liverpool I
did not find that the compass, raised from
the deck, was affected by the iron about
the vessel, the course was given to the
steersman by the one in the binnacle al-
lowing the difference ; and in two sub-
sequent voyages to Candia end back, I
had not the least difficulty in navigating
the vessel: on each voyage to Candia
we had a strong gale from the N.W.
against which we made headway at 5 knots
per hour.
The distance from Liverpool to Alex-
andria, calling at Oporto, Lisbon, Gibral-
tar and Malta, is about 3,300 miles, and
the time actually occupied in steaming
was 436 hours.
Donald Clarkson, Commander.
Lightning Conductors.
Mr. Editor, — Mr. Rous's communication in your last number,
respecting the employment of a rope of wire as a defence against
lightning on ship board, in his opinion equally efficacious, and more
simple than the system proposed by me, and partially adopted in her
Majesty's navy, merits attention.
In treating of this interesting question, it is essential to remember
an important fact, commonly disregarded, namely, the masts of
ships are, to a considerable extent, conductors of electricity ; by their
necessary position in the body of the hull, they determine the course
of the electric discharge when it falls upon them in that direction ;
and although it cannot be denied, but that the application of a small
rope of wire such as that alluded to, may possibly avert much mischief
by increasing very greatly the conducting power of the general mass,
yet there is good ground for believing, that in every instance of an
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LIGHTNING CONDUCTORS.
electrical discharge falling on the mast rigging, and wire ; a consider- *
able portion still passes upon the hull, more especially if the
quantity be so great as to raise the temperature of the metal, and thus
increase the resistance in that direction. A lightning conductor there-
fore on ship board, such as that mentioned by your correspondent, is
still but a substitute for conductors of large electrical capacity deemed
requisite for the defence of important buildings on shore, e. g. St.
Paul’s cathedral, and to which it must be considered greatly inferior.
Admitting, however, its protecting power, in certain cases and under
certain circumstances, still it is attended with many great disadvan-
tages. The difficulty, for example, of preserving at all times such a
wire in place, over an outrigger from the ship’s side, is quite obvious.
It is not at an anchor in a smooth sea, that we must view the ap-
plication of a wire rope thus easily rigged out from the mast head,
but we must consider its state in gales of wind at sea in a dark night.
Liable then to every species of injury incidental to a ship’s rigging, it
is always exposed to the chance of becoming detached or broken by
the many powerful forces brought against it : should it be found
requisite to remove the higher masts, or should these be carried away,
the handling and replacing of such a rope must necessarily be attended
with considerable risk to the seamen, more especially if its connexion
with the water be rendered imperfect ; if it become broken high up
in the rigging the results would be equally dangerous. In the case of
the American ship, Juno, lately put in here to repair damage from
lightning on her voyage from Havre to New York : the electrical
agency came down over the chain topsail sheets, whilst the seamen
were handling them, and killed two men on deck ; it did consider-
able damage to the vessel, and started off the butts of several planks
just below the water-line. A similar case happened on board the Lion,
of sixty-four guns, in the year 1793, when a discharge took place,
through a chain conductor, which struck one of the quarter-masters
down on the deck. In fact the application of such conductors as
these, being left necessarily in the hands of persons not generally
familiar with the principles of their action, they are very often either
imperfectly applied, or not set up at all. It is by no means uncommon
in her Majesty’s ships in ordinary, to find their lower extremities coiled
up and tied to the rigging to prevent the links from being either stolen
or carried away by boats.
All these circumstances become further complicated, by the necessity
which exists for applying the conducting rope to each mast ; since an
electric discharge from the atmosphere may be so circumstanced, as
to become either divided upon the whole, if the conductor be of small
capacity, or otherwise, strike upon one of them not having the con-
ductor. But surely the application of three ropes of wire, loosely sus-
pended in the rigging, and sustained by outriggers over the side, is not
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LIGHTNING CONDUCTORS.
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very consistent with the circumstances under which a ship may
become placed.
It may be further observed, that since the application of any form of
conductor to a ship s mast, is merely with a view of increasing the
conducting power of the general mass, it follows, that in no way can
we apply such a conductor so efficiently, and with so much success, as
to the masts themselves, in the way I have proposed. It will be found,
for example, that a fine metallic wire may become fused by a given
quantity of electricity, when loosely suspended in the air ; whilst, if
inserted along a cylinder of wood, it remains perfect, being assisted
by the conducting power of the wood. By applying the conductors
to the masts, therefore, we turn the conducting power they already
possess, to good account. By uniting the conductors on the masts, and
the masses of metal in the hull, in the way I have proposed, into
one great system, and finally connecting the whole with the sea, we
provide effectually for the perfect restoration of the original equili-
brium of distribution throughout the vessel, an effect quite lost sight of
confining our attention solely to the mere effect of a small wire to the
rigging. It is a well-known fact, that in cases of electrical accu-
mulation in the atmosphere, the induction upon the ship^as part of one
of the great electrified surfaces, is considerable, so that its electricity
becomes displaced, and again returns at the instant of the neutraliza-
tion of the opposite forces.
I have very much pleasure in replying to Mr. Rous’s communica-
tion ; he has in no way mis-stated my views, or dealt unfairly by me.
I cannot, however, yield to his proposition, the claims of greater
simplicity, or equal efficacy. It is surely more simple to have a mast
already a perfect conductor, and not requiring on that ground any
care or attention, than obliged, on every slight occasion, to watch and
provide for an application external to the mast ; frequently a source of
considerable annoyance to the seamen, and for efficacy, I must refer
to the former papers in your valuable work. It is evident that for
nearly a century, buildings on shore have been effectually defended
from lightning, whilst ships have, during the same time, experienced
the most frightful danger. This alone is sufficient to show, that some
more permanent form of conductor than that proposed by Mr. Rous, is
absolutely called for.
Mr. Rous will, I hope allow, that in discussing this interesting ques-
tion, I have studiously adhered to facts, either deducible from actual
experience, or otherwise determinable by experiment; I hope he
will accept my thanks for the candid and courteous style of his
communication ; and believe, that I by no means desire to slight his
•uggestion. In conclusion, I may once more observe, that the advan-
tages of my system are these : —
The conductor on the masts is always in place, and hence ready to
EXUR0ED SERIES. — NO. 2. — VOL. FOR 1838. Q
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PROVISIONING OF MERCHANT SHIPS.
meet the most unexpected danger : it does not require, like a chain or
rope, a constant watching and attention, to the great annoyance of the
seamen, but takes care of itself. The standing or running rigging is not
in any way interfered with, and a very perfect continuity is arrived at
under all the varying positions of the mast. It is permanently fixed
throughout its whole extent, gives stability to the mast, is continuous
from the sea to the mast head, and is connected with an adequate
combination of conductors in the hull to satisfy the most powerful dis-
charge of lightning yet experienced ; it is capable of resisting great ex-
ternal force, and, in case of the removal of any portion of the mast, is
always perfect, and adequate to the required protection. It has further,
the capital advantage of being applied immediately to the objects most
requiring it, namely, to the masts themselves, by which the conduct-
ing power they possess is turned to a beneficial account.
W. Snow Harris.
Carrick’s Paddle Wheel.
jCalton, Glasgow, 9th Dec., 1837.
Mr. Editor, — With your permission, I beg to state, with reference to
my wheel, described in page 822* of your last volume, that, should
the expense of screws be objected to for fixing the floats, plain bolts
may be used, with a slit and keeper, similar to those by which window
shutters are secured ; or, the horizontal bars may be morticed, to
receive the respective floats. It will be obvious that, according to
my proposed plan, the number of radius-bars in the wheel may be
reduced one-half that at present in use, and yet the wheel will be
sufficiently strong, owing to the close binding of the rings all round
the circumference. This reduction will, of course, in a great measure,
c ounterbalance the weight of the horizontal bars.
It has been remarked, that the description of my paddle is not per-
haps so explicit as it might have been. The simplest view of the
wheel then, is to suppose the floats of a common paddle-wheel doubled
in number, but in place of each being a solid board, they consist of
pieces about six inches wide and six inches asunder, their faces radi-
ating from the centre, as shown by fig 2. in my former letter. In
short, the superficial contents of otie common float, I propose to
divide into two floats, or tiers of floats, the respective pieces being
arranged as already described. I am, yours respectfully,
Andrew Carrick.
Provisioning of Merchant Ships.
London, Sep t. 12th, 1837.
Mr. Editor, — Any person who has perused the accounts of the
sufferings of the crews of the vessels which have been detained, for
* No. 11, Nov., 1837.
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PROVISIONING OP MERCHANT SHIPS.
115
the two last winters in the ice, must have been struck witii the fact
that, comparatively, few of the deaths, and little of their sufferings,
arose from the inclemency of the climate, (beyond the circumstance
of their detention) and the fury of the elements, but that the greater
part of the deaths and sufferings, arose from want of provisions. In
short that, the want of provisions was a greater cause of death and
of suffering, than all other causes put together. That there exists a
moral obligation on shipowners to have a sufficient quantity of provi-
sions in their vessels, for the probable consumption of the voyage,
there is no doubt. But, so long as there is no legal obligation, and
whilst a shipowner's interest is in direct opposition to this moral obli-
gation, I fear morality will go to the wall, and interest will prepon-
derate. Allow me to give a short explanation of this. Suppose that I am
owner of two vessels, each of the same size, and carrying a crew of
say fifteen, or any other same number of men. Now let these two
vessels perform a similar voyage, side by side, and return on the same
day, each having carried a similar cargo, and earned the same amount
of freight. One of them shall have expended a fair and reasonable
quantity of provisions, in proportion to the length of the voyage and
number of the crew, and the other shall not have expended above
half this quantity.
In the event of this paper falling into the hands of any person not
acquainted with the system on which our merchant shipping is con-
ducted, it should be explained that, in our merchant ships there is no
fixed allowance of provisions, as there is in the Royal Navy, and as
there was in the East India Company’s ships. But that the quantity
of provisions issued, depends very much on the quantity on board,
which, since it is the interest of the shipowner that it should be so,
and there being no allowance fixed, and no payments for short allow-
ance ever made, is, in general too limited ; in short, there is no law
on the subject. Now after my two vessels have returned from their
voyage, I ask common sense, which of the two masters are the most
likely to gain my favour ? Is it not clearly he who has made the
voyage, and expended the least quantity of provisions and thereby
made the most profit to me ? Although he may have done this by the
free use of the rope's end and handspike, and with his crew in a state
of half mutiny for want of a fair and just allowance of provisions
during the whole voyage ; what have I to do with that ? He has
still earned the same amount of freight as my other vessel of the same
size, and effected a saving to me, of half the amount of provisions,
to serve for another voyage. The principle therefore is clear that the
shipmaster who can sail his ship at the least expense of provisions, is
generally speaking most likely to gain a shipowner’s favour.
I perfectly remember when I was chief mate of one of the largest
West-Indiamen belonging to the port of London in 1811, after we
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PROVISIONING OF MERCHANT SHIPS.
had struck soundings on the homeward passage, that the captain asked
me whether I knew if the crew and apprentices were going to com-
plain of him, for his harsh treatment of them, to the owner, because
said he, “ I hope they will, as it will be clear to the owner that the
less provisions I have expended on the voyage, the more I have at-
tended to his interest, and the more I will get into his favour,” and
this was strict truth. I may here state, en passant, that this ship was
in a state of half, and sometimes of whole mutiny, for want of a fair
and reasonable issue of provisions to the crew, during the whole voy-
age from and to Blackwall Dock, and that although I was chief mate
of her, and no glutton, a word which was continually in the captain’s
mouth, as if he could, by the free use of it, satisfy the cravings of
hunger, and frighten the crew from asking for a reasonable allowance
of provisions, that I frequently could not get enough to eat in mode-
ration.
I quite agree with your able correspondent “ The master of a
British merchant Ship,” who I observe attributes the greater part of
quarrels which take place in merchant vessels, and the very defective
discipline in them, to the want of a proper fixed allowance and issue
of provisions, and I observe that your correspondent “ Nearchus ” is
of the same opinion. But it may be said, if a crew be starved, they
cannot perform their work, or will become so disaffected at their treat-
ment that they will not perform it, and the vessel may be lost in con-
sequence, and hence this will be against a shipowner’s interest, and
he will never employ or countenance a captain who would do so. A
word of explanation goes to this. If I understand your correspondent
“ Mr. Ballingall’s ” exposition of marine insurance, aright, he says
that a shipowner generally has his freight insured, and his vessel, al-
most always to the full value ; so that although the vessel should be
lost by the inability or refusal of the crew to do their duty, the ship-
owner would not lose anything, as he would be paid the freight and
value of the vessel by the underwriter, who, as he says, charges these
expenses to the public in the price of the articles carried. If the ves-
sel arrives safe, a clear gain is effected to the owner, in proportion to
the quantity of provisions saved. Following out Mr. Ballingairs hy-
pothesis, it appears to me to be thus : If I am owner of a horse value
10/, which is uninsured, and I starve it to death, I have clearly lost
10/. But if it be insured, and I can get 10/. for it, although I should
starve it to death, I shall probably become indifferent whether I starve
it to death or not. But if the horse has broken its leg, and be incapa-
ble of doing its work, but I can still insure it for 10/., without any
questions being asked, it clearly becomes my interest to starve it to
death, and I will probably do so accordingly, and get £10 for it, with
which I can buy another horse capable of doing the work and earning
money for me. I will be the more inclined to do this, if I can insure
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PROVISIONING OF MERCHANT SHIPS.
117
the hire for labour to be performed by the horse with the broken leg,
and consequently will receive the hire also from the insurer, whether
the labour has been performed or not. You will observe I have made
the starving of the horse to death a voluntary act of my own, and
completely dependent on my own will. Horses are subject to be
drowned, or burnt to death, or break their legs, but still I am not
aware that it is customary to insure against these accidents, any more
than it is customary to insure mail, stage, or other coaches, against
the accidents to which they are subject.
In further illustration of this principle, one shipowner sends a ves-
sel to sea of a certain size, with say fifteen men ; another sends one
to sea of the same size and on a similar voyage with only fourteen
men, and thus saves one man's provisions and wages ; a third
sends a similar vessel, on a similar voyage with only thirteen men,
and thus saves two men's provisions and wages, and a fourth sends
one with only twelve men, and thus saves three men's provisions
and wages, and so on they go, reducing the number of men till
at last a vessel is fairly lost for want of men to navigate her.
But does the owner suffer no loss by this? No. The freight
was insured, and also the vessel to her value, and although
she has been lost, and it may be ten or a dozen human beings drowned
in her, the owner has by means of insurance, suffered no pecuniary
loss whatever, but receives the freight in full, and payment for the ves-
sel in full, with which sums he may purchase another vessel, in every
way superior to the one lost, and there will be no want of seamen to
navigate her, and probably to meet a similar catastrophe !
The preceding, I understand to be Mr. BallingalTs theory of marine
insurance, and whether it be correct or not, it does not become me
to say, and I fear I have wandered too far from the subject of pro-
visioning merchant ships. As there is no law on the subject, and it
is quite proverbial with Jack, that, “he who eats most and drinks
most, gets most by the voyage," it is in general the master’s look out
for interest's sake, that each and all of the crew shall get as little to
eat on the voyage as possible. There is no disproving the fact that,
the shipmaster who can conduct his vessel with the least expenditure
of provisions, in proportion, to the number of the crew, will, humanly
speaking, always get most into favour with a shipowner. This is ex-
actly holding out a premium to the greatest rogue, in preference to the
well disposed man of a shipmaster, and the system holds out the great-
est premium by means of the greatest profit, to the penurious, illiberal
and unjust shipowner, over one of an opposite character, who will not
consent to make money by starving the crews of his vessels. But it
is high time a stop was put to this iniquitous system, which rewards
the rogue, and punishes the honest man with loss of property. A
scale of provisions ought to be fixed by law for our merchant ships,
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118
PH0VIGI0XI30 OF MERCHANT SHIPS.
as well as for our ships of war, and made obligatory on the vessels
before being cleared at the Custom House, either at home or abroad,
to have a sufficient quantity of them on board for issue, in proportion
to a reasonable length of passage for the voyage about to be under-
taken. What should at once remove all scruple by any honest ship-
owner against such an enactment, is the fact that, if the provisions
were not expended in one voyage, they would answer for another, and
such an enactment would put the honest and well disposed shipowner,
on the same footing as those who might be otherwise disposed, by
making them alike subject to one law. And it would be the means
of preserving the lives of many of our seamen, in similar cases to
those, where there can be no doubt they have been lost for want of
provisions to sustain life. It would not only take away one of the
principal causes of quarrels, disputes, and defective discipline in our
merchant ships, since there is no reasoning with a hungry belly, but
it would further remove a continual source of disagreement between
shipowner and shipmaster, and be doing only justice to the honest
man. Such an enactment is in truth as much wanted in our coasting,
as in our foreign trade, and cannot be made too soon.
It seems, however, to be in vain to expect shipowners to move in the
matter, and since we know what was the principal cause of the mutiny
in the Royal Navy, and which grievances, “ Nearchus ” says, would
not have been remedied at this day, without the mutiny, let us hope
that we will learn wisdom by experience, and prevent such a crisis
happening in our mercantile Navy, as he has so broadly hinted at, and
which by your law reports, and the Jhames police reports, seems almost
to be attained, and which if not prevented in time, will assuredly soon
happen. And who can blame seamen ? Are they not, in point of pro-
visions treated worse than a shipowner’s horse or cow, the property of
which is invested in himself, without being insured, and which he
knows full well, if he starves to death, he will lose the value of? I
think some bill was brought into parliament on this subject lately, but
like Buckingham’s mercantile marine bill, I presume it was burked by
those who considered it to be against their interests. In all large
bodies of men, such as the British Army and Navy, in the East India
Company’s military and naval service, in charity schools, colleges,
and hospitals, for the maintenance and education of youth, in hospitals
for the support of the aged, in prisons, almshouses, poorhouses, &c.,
&c., there is a fixed allowance of provisions, and it is imperatively
necessary for the well conducting of our merchant ships, that there
should be a proper fixed allowance of provisions to the seamen who
navigate them. This ought to be made as obligatory on the owner,
by law, as payment of wages. It is in fact at present an implied obli-
gation, but the quantity not being defined, it is not exigible by law,
nor is payment for short allowance. When left to a moral instead of
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HARBOUR IN TOOTOOILLA ISLAND.
119
a legal obligation, it is sure to be, and is, in fact, abused. That there
is no difficulty, except the want of inclination in the proper quarter,
to carry such a measure into effect, is proved from the fact that when
government paid a bounty to the whale ships, it required them to carry
a proper quantity of provisions in proportion to their crews. When
a regulation respecting a proper allowance of provisions take place, I
would recommend some attention at the same time, to be paid to the
accommodations of the crews, which are often from cupidity, worse
than pig sties, especially if the pigs are uninsured. And ships should
also be obliged to carry a just and reasonable quantity of water for
the voyage. But these things will never be put to rights without a
legal enactment.
These sentiments are from one who has served an apprenticeship to
the sea, and has been more accustomed to use the serving-mallet,
marlinspike and tar brush, the samson's post, double screws, and crow-
bar, than the pen, and whose fingers have not yet got the better of the
crook which they received from heavy loads of hard work in their
youth. Should thqre be anything not ship shape and Bristol fashion
in it, fit to meet the public eye, as I am unaccustomed to appear before
the public, will you, Mr. Editor, be so good as to correct it, and to
square its yards by the lifts and braces, and give it a berth in your
valuable magazine, which, by so ably advocating the merchant sea-
man's cause as it has done, has proved itself to be his true friend, and
I trust is as well supported by merchant seamen as for their own sakes,
it deserves to be.
I am, See.,
E. S.
Harbour in Tootooilla Island. — Navigator's Group, Pacific.
Thb following useful directions for ships visiting the Navigator's
Group, are from the Sydney Herald, having been recently reprinted
in that valuable paper, the London Shipping Gazette. In repeating
them in our pages, we take the opportunity of pointing out to the
commanders, and officers of British merchant shipping generally, the
great advantages that strangers would derive from a survey (even a
rough one) of these unknowm harbours. An afternoon devoted to
such a purpose, would be amply sufficient, and they might be assured
of their work being speedily published and diffused for the benefit of
their brother seamen through the medium of this journal by forward-
ing it to the editor aj the Admiralty, free of expense, a measure
easily adopted on the arrival of ships in the port of London. In the
present instance, a sketch of this harbour would have been most
acceptable, and would have rendered the sailing directions of Captain
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120
HARBOUR IX TOOTOOILLA i SIGN'D.
Stewart complete, for we know less about the Navigator’s Group,
than we do of others of far less importance in the Pacific Ocean.
“ TO THE EDITOR OP THE 8YDNEY HERALD.
“ Sir, — Having lately visited a very fine harbour in the island of
Tootooilla, one of the Navigator's Group, and not being aware of its
being generally known, I will give you a description of it for publicity,
although it has been visited by two other English whalers before me.
The harbour lies about ten or twelve miles to the west of the eastern-
most point of Tootooilla on the south-east side ; it is formed between
two high bluffs, or rocky cliffs. About four miles off shore from the
eastern bluff lies a shoal with seven fathom water on it ; it appears to
run along shore to the eastward, in a line with the island of Tabootaboo.
On entering the harbour you must steer for the weather bluff, as there is
a sunken rock lies nearly in the mid channel, between the eastern bluff
and the small island that you will have on your larboard beam ; then
run along the weather or eastern shore until you have another small
island w r ell open on your larboard bow ; then edge over towards the
small island, as there is another sunken rock that lies abreast of a
native village, that you will then have on your starboard bow ; there
is no danger off the island but what is seen. After you have passed
the small island you will see a native village on your larboard hand, for
which you can haul in and anchor abreast of, in eighteen or twenty
fathoms water, or you may run to the head of the harbour, and anchor
in five or seven fathoms water ; it is all good holding ground of blue
clay, is sheltered from all w’inds, being completely land-locked, and as
smooth as a mill-pond, and in which about twenty-five vessels may
anchorwith safety, and have room enough to swing clear of each other :
there is an ebb and flood tide, with a rise and fall of three or four feet,
but it never runs strong enough to make you swing to it. There are two
or three good watering-places, with excellent water, and w r ood is plen-
tiful anywhere along the shore ; by making the native chiefs a small
present, they will cut your w’ood, load your boats, fill your w r ater
casks, and roll them dowm to the beach.
“ There are two Church of England missionaries there, who have
been landed about two months. They wished me to name the
harbour, but I declined ; as one of the ships which w as first there was
expected back, and intended naming it. By making this generally
known, it will be of the greatest advantage to whalers cruising off
there, as they frequently have to get water at the Navigator's islands,
and many water casks, boats, and even men's lives, arc lost in rafting
off water through the heavy surfs that are frequently there. It would
be as well, until the harbour is surveyed, to send a boat's crew to
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RULE FOR FINDING THE TIME AT SHIP.
121
take die bearings of the sunken rock in the middle channel before
entering ; the water is seen to break occasionally on the sunken rock.
“I am, Sir, your obedient Servant,
44 Peter Stewart,
44 Commander of the barque Montreal.”
44 April 7th, 1837.”
Rule for finding the Time at Ship bv equal Altitudes, and
THENCE THE LONGITUDE.
Newlyn, Belle-Vue, December 22nd, 1837.
Mr. Editor, — I beg to transmit a rule, with an example, for ascertaining the longi-
tude by equal altitudes near noon, at sea, between the tropics, where I have used it
for several years, and have always found it to be very correct, and most useful, espe-
cially in a current ; and if you think it worthy of an insertion in your most valuable
work, the Nautical Magazine, you may consider it at your service.
I am, &c.,
James Tonkin, Master, R. N.
First, take one altitude, (say five or ten minutes before noon,)
noting the time when the altitude was taken ; repeat it again in the
afternoon, when the sun is at the same height, and note the time in
like manner. The mean of those times will be the apparent noon,
per watch, to which apply the comparison, the error of chronometer,
and accumulated rate ; the result will be the mean time at Greenwich,
at the time it was apparent noon by ship ; then to the apparent noon,
(which is twelve o’clock,) apply the equation, corrected to mean
time at Greenwich, according to the sign given in the Nautical
Almanac, the sum or remainder, will be mean noon at ship. Then
the difference between the mean time at Greenwich, and mean noon
at ship will be the longitude in time. See example.
h.
m.
8.
Sun’s Equation.
Altitude 50° 30' 40" J
11
50
34 a. if.
b.
in.
s.
12
10
26 F.M.
0
20*76
—
—
—
4*15
24
1
00
Equation Corrected
0
16-61
12
0
30
Comparison
+
S
40
—
—
Apparent noon. 12
0
0.0
Time by Chronometer
12
4
10
Equation corrected —
0
16*61
Error of Chronometer
3
15
10
—
—
Mean noon at ship 1 1
59
43.39
13
19
20*0
Accumulated rate 4-
•8
Mean time by Chronometer
15
10
20*35
11
59
43*39
Longitude in time
3
19
36*96 =
: 49° 54' 15" West.
ENLARGED SERIES. NO. 2. VOL. FOR 1838.
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122
SIERRA LEONE.
These sights were taken on the 24th December, 1835, in latitude
10° north. The error of chronometer was 3h. 15m. 10s. slow on
Greenwich mean noon, and its daily rate was 2*53s. losing.
[This method is by no means new, having been used by Captain W. Owen, several
years ago ; but Mr. Tonkin has done perfectly right in calling attention to it. — E d.
N. M.]
Sierra Leone.
Mr. Editor, — In your November number, there is inserted an
article entitled “A Word on Sierra Leone/’ in which that colony is
spoken of unjustly.
Your correspondent says nothing regarding the unhealthiness of
Sierra Leone, which he might have done with truth, but confines his
attack to three points, namely : —
First. That Sierra Leone is becoming a depot for British manufac-
tured goods, to which the Americans resort, in order to supply them-
selves with the necessary articles for carrying on their coasting trade.
Surely this ought to be rather a ground for satisfaction than complaint.
Secondly. Sierra Leone is charged with being a millstone about the
neck of England. Let us look at the facts. By the papers laid before
parliament, in the year 1 835, it appears that Sierra Leone, and the
Gambia, cost Great Britain 40,761/., including every expense, civil or
military. Now the Gambia requires about 10,000/., which leaves
30,000/. for the millstone. But that is even too much, as part of it is
required for the recruiting establishment, kept up to supply the negro
regiments in our West Indian islands. It may indeed, with justice be
said, that a sum under 30,000/., expended upon a place which affords
no opening to British commerce, is a great waste of money. Let us
return to official documents. Taking the average of six years, ending
with 1835, the real, or declared value of British manufactures exported
to the Western coast of Africa, amounted to 287,000/., of which, nearly
100,000/. went to Sierra Leone. Besides which, we re-exported to
this possession, colonial articles to the amount of about 70,000/.
Now let us see what England receives from this colony. In 1831,
23,677 loads of timber, the market price of which was 71. 10s. per load ;
and other articles amounting to the official value of about 50,0O0L
This does not include gold dust, the quantity of which the parliament-
ary papers do not show ; but, I believe, the yearly average is about
15,000 ounces. I shall conclude this part of the subject, by stating, that
having compared the amount of British shipping employed by Sierra
Leone with other colonies, I find it nearly the same as St. Vincent ;
but the expense to England of that fine island is not only greater, but
its market for British produce is less.
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REPORT 05 THE HlVKK DEK AND PORT OP CHESTER. 123
The third, and last charge against this establishment, is being a
“ Whistle of the Saints.” That expresiou evidently alludes to the fact,
that Sierra Leone was not added to the British dominions merely for
profit, but for the nobler purpose of being a nucleus, from which civi-
lization and the Christian religion might be spread through the conti-
nent of Africa. It cannot be necessary, in these enlightened times, to
vindicate such intentions ; although I am ready to allow, that until
lately, these plans have been partially frustrated through mismanage-
ment. But there is now every reason to believe, that since this colony
has been thrown more upon its own resources, that the benevolent
objects of the foimders will be fully realized. In corroboration of which
let me refer you r readers (who may be at all interested upon this sub-
ject) to the official papers laid before parliament since 1829, to Leo-
nard’s Voyage to the West Coast of Africa, published in 1833, to a
work entitled “ Sierra Leone, or the White Man’s Grave, 1835 to the
accounts already sent home by Captain Wauchope, (at present in com-
mand of H.M.S. Thalia,) from whom we are in expectation of receiving
farther details, and whose impartiality, and general attainments, will
suit him for giving the necessary information.
W. R.
Report on the River Dee and Port op Chester, — By Sir John
Rennie.
[Historical accouut of the river-works executed, and in progress, their effects on the
river and port of Chester, its present state and navigation.]
With regard to the first. The Dee is the principal river iu
Cheshire, and takes its rise in the lake of Bala in Merionethshire,
North W'ales ; and after pursuing a northerly and north-westerly
course, passing by the towns of Corwen, Llangollen, Overtoil, Holt,
Worthenbury, Malpas, and receiving the Alyn and several other tri-
butary streams, reaches Chester, after a course of about fifty miles ;
at a short distance below which city it enters a capacious estuary about
twenty-four miles long, and four to six miles broad, and joins the
Irish Sea, bounded by the point of Ayr on the south, and Hilbre
Island on the north. This river, like all others, is subject to floods ;
but, inasmuch as it passes for the most part of its course through a
mountainous country, the floods are necessarily more frequent and
sudden, and at times increase to such an extent as almost to impede
entirely the passage of the current of the flood tide. From the rapid
and unequal fall of the river throughout the greatest part of its course,
and its frequent interruption by cascades and rapids, it is for the most
part unfit for navigation (with the exception of some of the inter-
mediate still pools) until it reaches Chester, and serves chiefly for the
discharge of the drainage waters of the country, and for working
mills, for which purpose wears have been erected in various places.
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124
REPORT ON TI1E RIVER DEB AND PORT OF CHESTER.
Before proceeding farther, it will be highly curious and interesting to
refer back to the history of the ports.
The peculiar advantages of the situation of Chester attracted notice
in the earliest periods of British history. The Romans made it one
of their principal stations, so that, to use the words of an early writer,*
“ It was made the receptacle of merchandize from all kingdoms and
nations who traded into the British or Irish ocean, and became the
very key or inlet whereby not only the Romans in their time made
their passage to and from Ireland and the other western and northern
islands, but all * other kings and princes ever since upon all needful
occasions.’ ” Chester continued to increase in importance, and became
the capital of this part of the kingdom, and at times a royal residence.
In consequence, however, of the inefficient state of the port, its pros-
perity began to decline ; for, as far back as the reign of Henry VI. it
had become so inadequate to the trade, that it was necessary to con-
struct a quay at Shotwick, about six miles below Chester, where large
vessels discharged their cargoes, and sent them in lighters to Chester,
and in like manner received their ladings in return. Still, however,
the prosperity of the port continued to decline ; and during the reign
of Elizabeth, a new haven or quay was constructed lower down at
Parkgate, which took its origin from thence, and became the principal
port of communication with Ireland.
The distance of Parkgate (12 miles) from Chester, and the incon-
venience and expense occasioned thereby, at length roused the atten-
tion of the public ; and in 1674, Mr. Andrew Eforranton, well known
by his book on England's Improvements by Sea and Land, took a sur-
vey of the river Dee and its estuary, and formed the project “ of a
new channel, and for receiving from the sea a large tract of valuable
land, and for restoring the ancient navigation even to the quays at
Chester, which was presented to the Duke of York, at that time the
patron of all great undertakings. An act of parliament was accord-
ingly obtained for the recovering and preserving the navigation of
the river ; for settling duties on ships, and for establishing two ferries
for the convenience of travellers into the county of Flint Other
acts were subsequently obtained in the years 1732, 1740, 1743, and
1 752, and the works were begun with vigour. The project was carried
on by subscription, and the adventurers were to be rewarded by the
lands they were empowered to gain on both sides, from the white
sands on the sea below Chester and between the county of Chester
on the north side, and the county of Flint on the south side, being
sands, soil not bearing grass. The expenses proved enormous ; mul-
titudes were obliged to sell out at nearly ninety per cent, loss ; at
length the plan was brought to a considerable degree of utility, and a
fine canal formed and guarded by vast banks, in which the river is
* Sec Oinicrod’s History of Cheshire.
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REPORT OK THE RIVER DEE A HD PORT OF CHESTER.
125
confined for the space of ten miles, along which, ships of 350 tons bur-
then may be safely brought up to the quays.” The misfortune of
Chester, about this time, gave rise to the prosperity of Liverpool, then
a very inconsiderable place, which thenceforth increased in importance,
until now, when it forms as it were the grand capital and emporium of
trade of the north of England. The works for the improvement of
the Dee and Port of Chester, as sanctioned by the foregoing and sub-
sequent acta, have proceeded with more or less vigour ever since.
The last work of any importance was the extension of the Rubble
Embankment from near Connah’s Quay to about half a mile lower
down, which took place about fifteen years ago. Since then, I under-
stand, little has been done, except placing a few jetties here and there
between Chester and Flint, in order to confine the current and increase
the scour. The Dee Company, I believe, originally agreed, or rather
engaged, to maintain sixteen feet always at high water of ordinary
spring tides, at Wilcox Point, Chester. This was subsequently altered
to fifteen feet ; and accordingly, a guage or standard has been erected
for that purpose, near the entrance of the* Ellesmere Canal. It
appears, however, that they have not been able to maintain above
fourteen feet, or fourteen feet six inches. The total quantity of land
embanked from the estuary is upwards of 4,000 acres, (besides a large
tract of unenclosed salt grass,) which is now under tillage and is
very valuable.
The effect of the works above mentioned, has, I am informed,
been to increase the depth of water between Flint and Chester, and to
enable larger vessels to come to Chester than previously. From
thence, however, downwards, towards the Point of Ayr, it does not
appear that any particular improvement has taken place ; on the con-
trary, the great flats off Bagillt and Parkgate have materially increased,
and the low water channels at these places have suffered in propor-
tion, particularly at the latter place ; for where there used to be
eighteen feet low water, there is now an extensive shoal, extend-
ing almost across the estuary at low water, so that it is unfit for ves-
sels or boats of the smallest class ; whereas, formerly it used to be one
of the principal stations for the packets between England and Ireland.
One of die chief causes of this was, no doubt, the diversion of the chan-
nel from its natural course on the Cheshire to the Flint shore. Had
the channel been continued there, and proper means been taken, the
depth at Parkgate would have been increased rather than have
diminished. The company must have had some reason, which does
not appear, for adopting this course. It is quite clear, however, that
as far as the river is concerned, the measure was not quite so com-
plete as it might have been ; for not only is the course lengthened
nearly five miles, but Tour most inconvenient angles or bends are pro-
duced, which add materially to the friction and consequent iinpcdi-
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126
REPORT ON THE RIVER DEE AND PORT OF CHESTER.
ment of the scour of the waters, both tidal and fresh. But, inasmuch
as the main set of the flood tide coming from the Irish Channel natu-
rally sets on the Cheshire shore, and on the ebb takes the same chan-
nel, although in an opposite direction, and under present circum-
stances each of them must bend back again almost at right angles
before it can enter or leave the new channel, which is on the oppo-
site, or Welsh shore : thus, a further most serious obstruction to the
tidal and fresh waters is created ; and, moreover, as the preservation
of the sectional areas of all channels depends on the quality of water
passing through them, it may reasonably be inferred that the channels
below Flint and Parkgate have suffered to a certain extent, in conse-
quence of the abstraction of the large quantity of tidal water by the
embankment of 4,000 acres above mentioned, from the estuary, and
over which the tide used formerly to flow, although the new channel
between Flint and Chester may be said to have improved. Upon the
whole, therefore, it may be inferred that although the measures under-
taken according to the acts above mentioned have not been altogether
so injudicious as they might have been, nevertheless, vessels of a
larger class than previously, are able to reach Chester at spring tides ;
but the navigation is still far from being what it ought to be, or is
capable of being made.
I will now proceed to describe more in detail the actual state of the
river. From the survey of Mr. Rennington, it appears that an extreme
neap tide only rises 211. 9in. at Chester Bridge ; 3ft. 7in. at the Elles-
mere Canal Lock; 6ft. 9in. at King’s Ferry ; 10ft. llin. at Flint ; and
lift. 4in. at the Point of Ayr. Thus showing a greater rise of 8ft. 2in.
at Flint than at Chester Bridge, and 8ft. 7in. greater at the Point of
Ayr, 24 miles distant. The object of giving an extreme neap tide is
to show the defect of the navigation as regards taking large vessels
to Chester. The depth at low water at neaps and springs is nearly
the same between Chester and Flint ; but from thence to the outer
bar, there is a material difference, there being a much greater depth
at low water of neaps than of springs, in consequence of the tide not
ebbing so low. Again; the rise of spring tides is 13ft. 8in. at
Chester New Bridge ; at Ellesmere canal entrance, 14ft. Sin. ; King's
Ferry, 17 feet 6 inches; Flint, 23 feet 11 inches; Point of Ayr,
29 feet 6 inches. Thus showing a greater rise at Point of Ayr,
of 15ft. 10in., and 10ft. 3in. at Flint than at Chester Bridge. The pro-
portion of the above will no doubt be materially affected by different
winds and freshes : for example, southerly and westerly winds pro-
duce the highest tides, and vice versa, northerly and easterly winds
cause the lowest ebbs. When there is no fresh in the river, still,
however, the difference in the rise of tide at the respective places above-
mentioned generally bears about the same proportion, uninfluenced
by these circumstances. Again ; the greatest depth at low water
at Chester Bridge varies from six to seven feet ; but from thence to the
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REPORT ON THE RIVER DEE AND TORT OF CHESTER.
127
Ellesmere canal entrance, two to six feet ; from thence to the King’s
Ferry, from 1 ft. 6in. to 4ft. ; thence to the end of the Rubble embank-
ment, from four to five feet; thence to Flint, 1ft. 6in. to 2ft. 6in. ;
thence over Bagillt Bar, from 1 to 2 feet ; from thence to Chester Bar,
19 to 48 feet ; and upon the bar, 12 feet at springs, and 20 at neaps ;
and in Hilbre Gap, 11 feet at springs and 19 feet at neaps.
The area of the river at the following places is : —
Low water.
Tidal.
Total.
Chester Bridge
.
1,128
2,760
8,880
Ellesmere Canal
1,720
4,039
5,760
King’s Ferry
.
900
5,808
6,798
Rabble Embankment
.
3,465
82,801
86,866
Again; it is high water at the Point of Ayr 15 minutes before at
Flint ; twenty minutes before at King’s Ferry ; 26 before at Ellesmere
Canal entrance ; and thirty before Chester Bridge.
On comparing the charts of the River Mersey and the Dee by
Messrs. Evans and Denham, it appears that it is high water at the Point
of Ayr 10 minutes earlier than at Formby ; and thirty minutes earlier at
Formby than at Liverpool. Therefore, as the difference between the
Point of Ayr and Chester is only thirty minutes, it follows that
it is high water there ten minutes earlier than at Liverpool ; and
when it is considered that the Point of Ayr is situated fourteen miles
nearer to the Atlantic than Formby, and that the great strength of the
ebb tide coming out of the Mersey must check the flood, there is
every reason to believe that this is not overstated.
High water mark of spring tides at Chester Bridge is rather higher
than at the Point of Ayr, forming nearly a regular inclined plane
between the two places ; but at neaps the two marks are nearly level :
this is no doubt occasioned b y the backing up of the fresh water, com-
bined with that of the tide.
The average velocity of the flood current of spring tides is four
miles per hour, between the Point of Ayr and the entrance of the new
channel : from thence to Chester it is six to seven per hour ; at neaps
between the Point of Ayr and the new channel, the velocity is about
1| miles, and from thence to Chester, two miles. Immediately
above the old bridge at Chester, the dam or causeway for the pur-
pose of supplying water power for the Dee Mills is situated. “ This
dam was erected by the Earl of Chester, Hugh Lupus, who also
made a diversion in the course of the river, and brought it nearer to
the town previous to the conquest. Henry III. becoming Earl of
Chester, the mills reverted to the crown, and were attached to it
until Edward VI., and in the sixth year of that reign, they were
granted in fee to Sir Richard Cotton, and subsequently to his son,
who again let them at 100/. per annum to Edmund Gamul, who after-
wards expended 4,000/. on the repairs of the dam or causeway, a con-
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128
REPORT ON TflE RIVER DEB AND PORT OF CTIESTER,
siderable sum in any case, and more particularly bo at that early
period. In the following century (17th) the dam or causeway became a
subject of much litigation, in consequence of its supposed prejudicial
effects on the river, by its preventing the free access and discharge of the
tidal and upland waters, and thus preventing them from cleansing and
scouring the harbour from the accumulating sands.”* It does not
appear whether any alteration was made in the wear or causeway in
consequence of the above litigation ; whether it occurred or not, the
wear or causeway still exists, and is now united in one proprietor.
The history of these works is highly curious and interesting, as it
serves to illustrate the views taken in this department of civil
engineering at that early period ; also as an epoch from whence may
be dated any alteration in the river below. Spring tides now pass
over this wear, to the height of four feet, during which period the
operation of the mills necessarily ceases : the same takes place during
fresh water floods to a certain extent.
From the above description of the river, it is evident that the naviga-
tion is in a very defective state, and with the exception of a very
short period at the height of spring tides, vessels drawing above six
or seven feet water cannot reach Chester. The navigation may be
divided into three parts. The first commences at the outer bar,
situated four miles to the south of the Point of Ayr, opposite to Pres-
tatyn, and is close to the shore : this channel bears bears E. and W.,
and is bounded on the sea side by the great bank of West Hoyle.
At low water of spring tides, it varies from about two miles to one
mile in width, having twelve feet over the bar, and increases to
twenty-four and seventy-two feet at the Point of Ayr ; from thence it
is divided into two channels by the Salisbury Bank, having a general
bearing of N.W. and S.E., the north channel leading to Dawpool, and
the south by the Wild Road to the Welsh Channel. The former
bears S.E. and continues to Dawpool, varyipg from twenty-four to
six feet at low water of springs, and the latter bearing S.E. by S.,
varying from forty- eight to nineteen feet at low water of springs, until
it reaches Bagillt Flats, where there are seven feet and two feet over
the bar. There is also another channel bearing N. and S., called
Stilbie Swashway, which communicates with the Mersey, and forms
the northern entrance to the Dee, having eleven feet at low water of
springs over its bar, where it communicates with the Mersey Channel.
The distance from Dawpool to the Point of Ayr is six miles, and from
thence to the outer bar four miles further, or ten miles from Dawpool.
The distance of Bagillt Bar to the point of Ayr is 7£ miles, and 1 1 £
miles from the Outer Bar. The second division extends from Daw-
pool and Bagillt Flats to Connah’s Quay, a distance of eleven miles
♦ See Ormcrod’s History of Cheshire.
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REPORT ON THE RIVER DEE AND PORT OF CHESTER.
129
from the former, and 8£ from the latter ; upon leaving Dawpool it is
half a mile wide, twenty-three feet deep, bearing S. and by E. ; from
Bagillt flats to Flint, it bears S.W., and decreases from one mile to
100 yards wide, and from twenty-three to three feet deep ; from thence
to Connah's Quay, it first bears E. for two miles, then S. for two
miles, and decreases from three to two feet deep, with a width of
about eighty yards at low water. The third division extends to
Chester, a distance of 8J miles, bearing S.E. for six miles, and E. for
a mile and a half, and one mile S. by K, varying from one foot six
inches to five feet deep, and ninety to 120 yards wide at low water.
Taking, therefore, the first division, a vessel drawing eleven feet
water, or 220 tons, could experience no difficulty in crossing the
outer bar at low water springs, and by the time she arrives at the
entrance to Dawpool, would scarcely meet with any detention, and
even here, in the course of a very short time, the rapid rise of the tide
would enable her to enter Dawpool. From thence, in the second
division, she would reach Flint as fast as the tide would carry her,
as there would be sufficient depth of water ; but from thence upwards,
a distance of thirteen miles by the river, she would scarcely be able
to reach Chester the same tide, as the flood would be spent before
she could arrive there, and be compelled not only to drop anchor,
but take the ground and wait for the next tide. Vessels drawing
fourteen or fifteen feet would only be detained a very small portion of
the first quarter of the flood before they could pass the outer bar,
and the first quarter flood before they could cross into Dawpool, and
could easily reach Flint ; but here the difficulty and delay begins, for
except at extraordinary spring tides, there is scarcely sufficient depth
over the shoals and at Chester at high water to enable vessels of this
class to come at all, even when assisted by the most favourable cir-
cumstances, and by a powerful steam boat, and where they are liable
to be detained for many weeks before they can return, so that the
navigation between Flint and Chester cannot be termed fit for vessels
drawing above thirteen feet at spring tides, and then, arc subject to
considerable detention during the period of neaps. At neaps, how-
ever, there is plenty of water over the outer bar and entrance to
Dawpool, so that vessels drawing above fourteen feet could pass with-
out difficulty. But as the tide only rises from throe to four feet dur-
ing neaps as far as Chester, and there is only four feet at low water
in the channel, the navigation is not practicable for vessels drawing
above seven feet, and with the exception of four or five vessels of
260 tons burthen, belonging to the cheese company, who have a steam
boat to tow them up and down the river during spring tides, all the
trade of Chester is transported in small crafts, of about seventy tons
burden, so that in fact it has dwindled away to, comparatively, little
importance.
ENLARGED SERIES. NO. 2. — VOL. FOR 1838. S
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130
NAVAL CHRONICLE.
In consequence of the uncertainty and defective state of the port,
the extensive trade which would otherwise have passed through Ches-
ter, as the natural channel of communication with the ocean, and from
thence to various parts of the world, has found out other channels,
such as Liverpool, where it at present finds superior accommodation,
and is duly appreciated. Liverpool has therefore become the general
emporium of trade for the north-west of England, and every kind of
facility, by way of docks, railways, and canals, are continually multiplied
around it in all directions, to the detriment of Chester, so as to leave
it without a rival.
Tub late Firf.s in the Metropolis.
— The public journals have recorded the
particulars, since our last, of the destruc-
tive effects of fire in various parts of the
country, but more particularly in this
metropolis, among which stand foremost
in their ruinous effects, those which des-
troyed the extensive premises of Davis’s
Wharf in Tooley-street, and the Royal
Exchange of London. We shall not
waste our limited space in useless remark,
but devote as much as we can to a few
short particulars concerning them. On
the morning of the 28th of December,
the extensive oil and turpentine stores of
Davis’s Wharf, (the stock 3,000 barrels,
besides sperm and common oils, and
marine stores,) were discovered to be on
fire. Before assistance from engines
could be obtained the fire had spread
60 effectually as to render them useless.
A grand and imposing scene ensued.
Flames from the oil and spirit rising to a
fearful height, followed by volumes of
black smoke. An adjacent granary caught
fire, and flames communicated to two
vessels by the wharf. Land engines and
floating engines combating the flames
with streams of water. About nine roofs of
buildings successively fall in, and tottering
walls follow, the oil flowing in burning
streams in various directions, till about
three in the afternoon, when the fire was
subdued. The extent of damage done is
estimated at 125,000/.
On the 10th of January, soon after ten
at night, a fire broke out (it is stated in
the captain’s room) at Lloyd’s coffee-
house, at the N.E. corner, opposite the
bank, spreading rapidly to the various of-
fices and buildings of the Royal Exchange,
which at midnight presented one mass of
flame, rendering every object as visible
as at noon-day. Bank-engines, city-police,
watchmen and soldiers, busy, — expresses
to fire-engine stations, tradesmen remov-
ing their effects, thawing hoses of engines,
(necessary from intense frost,) and the
vast concourse of people assembled, pre-
sented a busier scene than ever Corriliill
saw before. The fire continued through-
out the night, and was not got under un-
til the afternoon of the following day,
leaving a heap of black and shapeless
ruins. Some few papers of underwriters
have been saved. The building, it is
said, with the various offices, was insured
for 47,000/. The business of Lloyd’s is
to be carried on at the South Sea house
until a new building is erected on the
site of the old one. As a kind of con-
trast to these fires, the river Thames, on
the banks of which they may be said to
be situated, is frozen so as not to be
navigable above Gravesend ; and above
the bridges the ice is fixed about the
banks, leaving only a narrow open stream
in the middle.
We refer our readers to our meteoro-
logical register for the weather.
Paumban Passage, Ceylon. — The
work of widening and deepening this pas •
sage, gets ou very well, and it is already
opened to a depth of seven feet at high
water, which appears enough for all the
coasting craft. On the 28th of July,
there were eight vessels there at anchor,
six of them belonging to Colombo, or
Galle, and one employed between Co-
lombo and Jaflora. At high water (ordi-
nary tides) there is a clear passage of
eight feet in depth through the middle c{
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NAVAL CHRONICLE.
131
the channel (which is now straight.) On
the21fit July, a brig, drawing6| feet water,
went through the channel under sail, in
gallant style (this is a triumph of art over
nature) without unshipping any of her
cargo ; so a ten feet channel, as this will
be in a few months, will satisfy all. — Ex-
tract from a Letter,
Honourable Testimonials. — It is
always satisfactory to record the good
services of our ^ “sea worthies,” as old
Purchas used to call the seamen of his
time ; and it is still more so, to note down
the proofs of those services being duly
appreciated. We therefore proceed to
record the presentation of a go Ic^ medal
to Captain Tune, of the Commercial Steam
Packet Company, at Boulogne- sur-Mer,
December 15. — A very numerous meet-
ing of the members of the Chamber of
Commerce, took place at the Museum,
for the purpose of presenting to Captain
Tune, (the commander of the Grand
Turk, London and Boulogne steamer,
belonging to the Commercial Steam
Packet Company,) a splendid gold medal,
which had been unanimously voted to that
enterprising commander, in testimony of
the signal services he had rendered, upon
several occasions, to the town and port of
Boulogne. The chair was taken by
Hons. Pam art, who addressed the captain
in an appropriate and eloquent speech, at
the conclusion of which, he invested Cap-
tain Tune with the medal, (a description of
which is annexed,) amidst the hearty con-
gratulations of those who witnessed the
ceremony. The chairman likewise hand-
ed to Captain Tune, at the same time, a
document under the hands and seals of the
members of the chamber, most elaborate-
ly and ornamentally executed by a cele-
brated French penman, recording their
estimate for his services. The gold
medal, which is about six inches in cir-
cumference, and of considerable substance,
contains on one side a beautifully execu-
ted bust of Louis Philippe, the King of
the French ; and on the reverse, an in-
scription, of which the following is a
translation : —
“ The Chamber of Commerce of Bou-
logne- sur-Mer, to Captain Tune, com-
mander of the packet-boat, the Grand
Turk, October 31, 1837, left the port of
Boulogne, at midnight, with 100 passen-
gers, in a violent tempest, with contrary
winds, blowing strong towards the coast
Arrived in London the 1st of November,
at one o’clock; thus proving, by its de-
parture during so violent a storm, the ad-
mirable excellence of the port of Bou-
logne. November, 1837. ’
Sunderland Harbour Lights. — The
Commissioners appointed for putting the
Act 11th George IV., cap. 49, into execu-
tion, do hereby give notice, that on and
after Feb. 1st, 1838, there will be exhi-
bited from the Lighthouse, on the North
Pier, in addition to the present stationary
light, another light, coloured red, eight-
een feet below the present light, and both
will be exhibited from sun- set to sun-
rise.
Engineer’ 8 Office, Sunderland Pier,
Dec. 12th, 1837.
Greenwich Hospital. — A return of
the total amount of Freight money re-
ceived by the Treasurer of Greenwich
Hospital, from the 12th July, 1819, to
the 28th November, 1837 : —
£.
B.
d.
1819
250
0
0
1820
591
5
10
1821
13,780
1
7
1822
12,600
10
2
1823
13,938
11
10
1824
11,233
16
4
1825
19,257
3
3
1826
9,071
7
9
1827
17,269
2
9
1828
26,966
0
9
1829
18,166
9
7
1830
17,019
4
3
1831
9,958
6
7
1832
8,877
13
2
1833
9,193
2
8
1834
12,908
11
8
1835
10,069
2
11
1836
9,904
15
8
1837 to 28th November
9,064
6
0
Total 230,119 8 9
Lights at Tees Mouth. — The Tees
Navigation Company are actively en-
gaged in making preparations for erect-
ing lights at the mouth of the Tees, by
which it is hoped that ships will be en-
abled to enter the river by night with
safety. Considerable difference of opi-
nion is found among nautical men res-
pecting the utility of the proposed lights,
but the preponderance is decidedly in fa-
vour of the project. At all events the
experiment is worth a fair trial. — Newcas-
tle Herald.
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132
NAVAL CHRONICLE.
The following tabic contains the number of officers on the Navy List of January
in each of the years mentioned, from 1816 to 1838 : —
1816 1831 1834 1835 1836 1837 1838
Flag Officers 343
Captains 889
Commanders 894
Lieutenants 3,776
Marine Officers.. .. 1,336
Masters 693
Medical Officers .. 1,537
Pursers 957
Chaplains 62
216
193
175
833
792
781
1,192
1,144
1,140
8,357
8,155
8,093
893
856
837
524
485
481
1,153
1,017
1,026
646
619
603
71
63
62
162
154
212
762
759
697
1,119
1,105
1,084
8,050
2,994
2,918
833
831
810
477
454
439
1,020
977
1,042
593
578
570
61
69
72
10,487 8,885 8,324 8,198 8,077 7,921 7,844
Thb following observations of the ther-
mometer, during the recent severe wea-
ther, are worthy of record. In the frost
of January, 1820, the thermometer was
at 4°. Croom’s Hill, Greenwich.
1838. Therm.
Jan. 19th. h. m. ° '
6 30 p.m 14 5
7 0 — 13 8
9 30 — £16 5
11 0 — - 140
12 0 — 12 5
Jan. 20th. 1 0 a.m 7 5
1 30 — 6 1
1 45 — 5 5
2 20 — 5 0
3 0 — 38
3 30 — 3 7
7 30 — 2 5
8 0 — 22
8 15 — 2 5
8 40 — 30
New York Liners. — Those who are
acquainted with the luxuries of these ves-
sels will appreciate the following account
of the packet ship Cambridge : — We gra-
tified ourselves yesterday*, by passing half
an hour in examining the splendid cabin
of the new packet, in company with seve-
ral other visiters, ladies and gentlemen,
(or men and women, as Miss Martineau
would insist upon calling them,) among
them several packet captains of establish-
ed reputation and long experience. We
shall not attempt to describe the impres-
sion made upon us by what we saw ; by
the spacious state rooms, the numberless
and most ingenious contrivances for com-
fort, the exquisite beauty of the rich and
highly polished cabinet work, of which
the entire cabin is composed, the ample
munition of the steward’s room, and the
general perfection of every thing 1 we saw
and tasted. The conversation during our
stay on board, was but a continued suc-
cession of epithets and expletives. “ Beau-
tiful,” “ superb,” “ magnificent,” “ admi-
rable,” “ wonderful,” and every other
term of admiration and delight, were flying
about like the corks from the champaign
bottles. “ Do look at this love of a sofa,”
cried one. “Oh what a sweet little bou-
doir is this family state room,” murmured’
another. “ Steward, some more cakes and
champaign glasses,” “Fifty can dine
with ease at this long table,” “Thirty
berths engaged already,” “ Joiners’ work
alone cost nearly 4,000 dollars,” “ Ar-
rive in ample time to eat their Christmas
dinners in London,” “We did not build
such ships as this ten years ago,'* “ Suc-
cess and a pleasant voyage to the Cam-
bridge.” Such were the fragments of
discourse that were bandied to and fro ;
and if they convey but an imperfect idea
of the glorious new ship’s unrivalled beau-
ties, we can only say to such as would have
a better, “ Go on board and examine for
yourselves.” — New York Commercial Ad-
vertiser. —
IIocken End Light. — A new light-
house is about to be built at the south
part of the Wight, near Rocken End.
Mr. Thomas Dashwood’s estimate of
5,000/. for that purpose is accepted. We
hear that Wheeler, who has been the
means of saving so many lives at the back
of the island, is promised by a noble lord
to have charge thereof, of which he is un-
doubtedly deserving. Mr. Hoi ford has
kindly given a piece, of land for the pur-
pose of the site of the intended light being
not far from the place where the unfortu-
nate Clarendon was lately wrecked. —
Hants Advertiser.
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If AVAL CHRONICLE.
133
Lights of Cape Grinez, and Cape de la Hague. — North coast of
France.
Hydrogr
Mariners are hereby informed, that
since the 1st of November, 1837, a single
fixed light has been shown on Cate
Grinez, in the Departement du pas de
Calais. The lighthouse stands in lat.
50° 52' 10" N. and long. 1° 35' 9" E. of
Greenwich. The light is forty-nine
English feet above the ground, and 193
feet above the sea, at high water. In clear
weather it may be seen at the distance of
seven leagues.
And another single fixed light, called
the Light of Cape de la Hague, ha3
been shown on the Gros de Rax Rock,
near that Cape, in the Departement de la
Maache. The lighthouse stands in lat.
49° 43' 22" N. and in long. 1° 57' 8" W.
iphic Office, Admiralty, 1st Dec., 1837.
of Greenwich. The light is 157 English
feet above the sea, at high water, and in
clear weather, may be seen at the distance
of seven leagues.
Caution. — Boulogne, Jan. 1. — The re-
semblance of the light at Grinez with that
of Dungeness, has occasioned two more
accidents this week. The Swedish ship,
Storfursten, is wrecked near Ambletcuse,
crew saved; and six hours after, the
English schooner, Lord Wellington, got
on shore near the Swede, crew and cargo
saved. Grinez is likely to cause further
and fatal mistakes if spme alteration in
the lights be not made .— -Commerce de
Paris.
Rhode's Universal Signals.
We have received the following testimony in favour of Captain Rhode's Signals, and
insert it in justice to their author : —
H.M.S. Seringapatam, St. Thomas's, 11th Nov., 1837.
Dear Sir, — I have much pleasure in Packet, Linnet, and this ship, I am con-
having had an opportunity of trying your vinced that were they generally known,
Code of Signals, and I have the satisfac- they would prove a great advantage to
tion of stating to you, that from the trial the maritime world,
made between her Britannic Majesty’s
I have the honour to be, Sir, your most obedient humble servant,
John Leith, Captain.
Commodore Rhode, of the Danish Navy, and
Captain of the Port St Thomas. Chevalier Dannebrog.
Hurricanes — In our last number we
inserted another paper on the subject of
hurricanes. We learn that a volume now
in the press, composed of papers by the
corps of Royal Engineers, contains one on
this subject, in which the numerous facts
that are adduced, prove to demonstration,
that hurricanes are progressive whirl-
winds, the study of which opens a new
subject of an interest and importance little
suspected by most persons.
We here repeat our former entreaties
of attention to this subject, and, to those
who have not read it already, we recom-
mend an attentive perusal of our number
for April, 1836, containing an article on
the subject, by Mr. Redfield, of New York.
Royal Humane Society. — Prizes
Awarded. — Mr. Nathaniel Morgan, a sil-
ver medal, for saving a boy named Tho-
mas Lewis, fallen from the Margarita, off
the Nore. George Philpott, and four
other Deal boatmen, silver medal for sav-
ing four men from the ship Crown,
wrecked on the Goodwin. Lieut. W. C.
Hall, R.N., for saving J. Whittington, a
silver medal. Mr. J. Ross, for saving
Mr. M. Ross, at Cromarty, a silver medal.
Lieut. A. Me. Donald, for saving three
fishermen, a silver medal. Mr. S. T.
Le Batt, a silver medal, for saving a
young lady at Ramsgate. Captain Walsh,
silver medal, for saving eighty-two lives
from the wreck of the Glasgow. Mr. D.
Spence, for saving eight lives at Kirton.
Lieut. Clayton, for saving a female and
eight other persons at Hull, a silver medal.
Mr. A. Blackwood, for saving a man,
named White, at Margate, a silver medal.
Mr. Shea and Mr. Forman, silver medals,
and the mate of a Russian ship, for sav-
ing part of the crew of the Caledonia, a
bronze medal.
Foo Signals. — Commander Smith,
R.N., who is well known to our readers
as the inventor of the lever target, and
several other ingenious contrivances, has
produced a machine for making signals
on board vessels, to indicate, not only
their proximity to others passing, but
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HAVAJ. CI1IK) HI OLE.
also the direction In which they are steer-
ing, with reference to the four cardinal
points.
This is effected by wheel work which
acts upon a gong or drum, and requires
no further attention than to be wound up
occasionally. It is deposited in the Ade-
laide Gallery, for the inspection of those
interested in such matters.
The Miramichi. — This river is con-
sidered by Captain Bayfield as second to
the St Lawrence, in Canada, and after
adverting to the great inaccuracies, and
necessarily dangerous tendency of the
existing charts of it, he observes —
44 Nineteen feet of water can be carried
into the river in ordinary spring tides,
and twenty or twenty-one, by watching
for opportunities.
“ Miramichi is a place of rising impor-
tance ; the great fire of 1823 gave so
severe a blow to its prosperity that it is
still felt, but the place is recovering fast,
and nearly two hundred sail of large
vessels, exclusive of coasters, will load
with timber at the several towns and
settlements on its banks this season. The
attention of the population is at present
almost entirely turned to the timber
trade, although the salmon and gasperiaux
fisheries are also carried on in their sea-
sons. The improvement of the natural
capabilities of the country is but little
attended to, yet there is nothing to prevent
success in agricultural pursuits, whenever
the attention of the people shall be turned
that way, by a failure in the supply of
timber. The few families which at
present live by farming succeed perfectly.
Cod-fish are abundant a few miles out
from the bay, and the cod- fishing therefore
lies open to them whenever they may find
it their interest to carry it on. At present
American schooners are almost the only
vessels fishing upon those banks either
for cod-fish or mackarcL The country
is low, but everywhere well drained by
numeroua streams. It is based upon a
sand stone, which is either the ‘ new
red,’ or one more immediately belonging
to the coal measures. This sandstone is
traversed occasionally by thin veins of
bituminous coal, and contains the usual
vegetable remains of the coal formation,
but no vein has yet been found large
enough to repay the labour of working.”
Chronometers. — The following no-
tice to captains of vessels, appears in a
Cape of Good Hope paper.
The commanders of ships, and others
connected with the shipping interest, are
informed, that a Ball has been erected
before the south front of the Observatory,
for the purpose of daily communicating
to the ships in the harbour, the instant
of one o'clock, Cape mean time, which
corresponds to eleven hours, forty- six
minutes, five seconds, Greenwich mean
time.
The present contrivance furnishes a
convenient method for obtaining this
important object without any calculation
or difficulty. All that the observer has
to do is, to point the common ship spy-
glass to the signal ball a minute or two
before one o'clock, and to note the instant
of the fall of the ball from the top of the
staff, by chronometer. Then eleven hours,
forty-six minutes, five seconds, sub-
tracted from the time by chronometer,
gives the error of the chronometer, or
Greenwich mean time, which, compared
with the error obtained at departure, will
give the rate during the interval.
Admiralty, 23rd Nov., 1837.
Memorandum. — The Lords Commis-
sioners of the Admiralty are pleased to
direct, that the first engineers of Her Ma-
jesty’s steam vessels shall wear the same
uniform as the gunners, boatswains, and
carpenters of Her Majesty’s fleet.
By command of their Lordships,
C. Wood.
Presentation of a Piece of Plate,
and a Public Dinner, to Captain A.
Russell. — On Wednesday, the 3rd in-
stant, a number of the committee and
shareholders in the Belfast and Glasgow
Steam Shipping Company, entertained
Captain A. Russell, at a public dinner, in
Davis’s Hotel, William Pirrie, Esq., in
the chair; when they presented him,
through the chairman, with a very hand-
some piece of plate, bearing an appropri-
ate inscription, in testimony of their ap-
proval of his conduct, and esteem for his
character, as an able seaman and experi-
enced commander ; in which capacity he
had most satisfactorily served them for
upwards of eight years. The plate was
beautifully executed by our esteemed fel-
low-citizen, Mr. R. Neill, and bore the
following inscription : —
“ Presented by the Trustees and seve-
ral of the Proprietors of the Belfast and
Glasgow Steam Shipping Company, to
Captain Arthur Russell, as a testimonial
of their high respect for his character,
and approval of his conduct as a com-
mander of their steam vessels ; in which
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NAVAL CHRONICLE.
135
capacity he served that company during a
period of more than eight years.' *
Captain Russell is at present master of
the Mercury steamer, on the Glasgow
and Dublin station. We should much
like to see him in command of one of the
Daily Mail Packets, which it is likely
will be established between Liverpool
and Belfast Government could do
nothing more pleasing to the commercial
interests of Belfast, than by making such
an appointment — Northern Whig.
The medal of the Royal National Ship-
wreck Institution, with a vote of thanks,
has been presented to Captain P. R. M.
Browne, (see particulars of wreck, p. 859,
v oL, 1836,) of Janeville, county Down,
Ireland, a magistrate, and formerly of
that highly distinguished corps, the 9th
infantry, for his meritorious exertions in
saving the lives of the crew of the ship
Cceur de Lion, of this port, wrecked in
Dundrum Bay, on the 1 1th of September
last, as well as the lives of four men, be-
longing to a country boat, which was up-
set on the same occasion. — Shipping
Gazette.
We learn that the underwriters at
Lloyd’s have voted 100/. to Captain Mills
and the officers and crew of the steam-
ship Shannon, belonging to the British
and Irish Steam-packet Company, in
testimony of their approbation of the sea-
manship and perseverance exhibited by
them in reaching Milford-haven, on a
voyage to London, with this vessel, after
a loss of rudder and the entire consump-
tion of fuel ; and that, notwithstanding
a continuance of heavy gales for several
days. To the extraordinary exertions
made on this momentous occasion the
passengers have also borne honourable
testimony. — Shipping Gazette.
General Signals to Shipping. — We
understand that Commander E. Smith,
R.N., has invented^ telegraph for use by
night or day, with a short code of signals, to
communicate with ships off the entrances
of harbours, as to depth of water, time for
entering, &c. If generally adopted, which
we shall be glad to see, it promises to be
of great service to shipping. It is now
exhibiting at Lloyd’s.
Sierra Leone. — Mr. Hugging of 105,
Leadenhall-street, has just published a
spirited aquatint view of Free Town, tat*n
Irom the opposite side of the harbour,
glowing with all that richness of colour
and scenery which belongs to a tropical
climate. It is not surpassed by any of bis
former productions.
The Northern Royal Yacht Club.
— Mr. Findlay, of Glasgow, has produced
an elegant coloured print of a scene at
the termination of a Race, represent-
ing the different vessels of this club. The
various yachts are well placed, and there
is an air of animation and business in the
drawing, which, with the general correct-
ness of perspective, does much credit to
the artist. Mr. Findlay is evidently en-
titled to patronage, and we recommend
those of our readers who are interested in
these productions of art, to judge for
themselves, at 105, Leadenhall- street
Wyre Harbour. — A recent work
from the pen of the Rev. W. Thomber,
Incumbent of Blackpool, speaks thus of
this harbour and the town of Fleetwood,
with its railway to Preston and adjacent
country : —
The scenery is beautiful and well wor-
thy the attention of the artist. In my
opinion, it equals any prospect in the
kingdom, in the vicinity of the sea. But
the warreu can now hold out a much
greater attraction, as being the site on
which the new town of Fleetwood is erect-
ing, at the termination of the Preston and
Wyre railroad. Vigorous operations have
already commenced ; several houses and
an excellent hotel have been erected, the
principal streets marked out by the plough
and covered with their first coating of
gravel ; and the spirited proprietor, P. II.
Fleetwood, Esq., is now laying out taste-
ful pleasure grounds for the accommoda-
tion of those who may visit it. What vast
changes may we contemplate? the once
lonely desert will become a flourishing
sea port, the emporium of merchandize,
the seat of riches, and the habitation of
industry. W T ith the capabilities possessed
by the Wyre for shipping, we must w on-
der that it has been so little regarded by
the commercial world ; proverbially safe,
it can advance claims which ought not,
for so many years, to have been over-
looked. When this undertaking, which is
now in active operation, is completed, the
ready access which willbe afforded toMan-
chester, Bolton, Blackburn, Wigan, Pres-
ton, and other manufacturing districts of
Lancashire, must eventually, and at no re-
mote period, render Wyre conspicuous as a
flourishing sea port. Assured of success
from these numerous advantages, and con-
fident in its aptitude for a sea port ; an
aptitude which has been confirmed by
the government surveyor, and other first-
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NAVAL CHRONICLE.
rate enquirers ; as qualifying this river,
with a few improvements, in a degree,
greatly superior to any other on the wes-
tern coast, for a harbour of refuge.
Royal Geographical Society. —
Papers Ready Jan. 8. — Sir John Barrow,
V.P. in the chair. — 1. Report of the expe-
dition under Lieuts. Gray and Lushing-
ton, from Cape Town, 10th Oct., to N.W.
coast of Australia. Had freighted a
schooner from the Cape of Good Hope,
and were about to sail immediately. 2.
Ascent of the Peak of Detnawaud, in
Persia, in lat 36° N. and 52° E. t nearly)
by Mr. T. Thompson — Elevation of City
of Tehran, about 3,800 feet, and the peak
14,300 feet above the level of the sea.
3. On the Emigration of the Border
Colonists of South Africa, from Captain
Harris’s Journal (E.I.C. engineers) in
May, 1837. Mr. Polack, a gentleman
lately returned from New Zealand, and
who, we understand, is about to produce
a very important work on that fine coun-
try, having resided there many years, as
well as in Madagascar, was present at the
meeting, and exhibited some interesting
sketches illustrative of the country, and
the mariners and customs of its inhabit-
ants, who, according to his statement,
have already arrived at a very tolerable
degree of civilization.
Monarch and Apollo. — The following letter was received on the
28th December, and therefore too late for our last number : —
Sir, — In your Magazine for the month of November, you have
allowed the most unwarrantable assertions to be made respecting the
collision between the Monarch and Apollo, and which have neither the
least foundation in truth or justice.
It is not my intention to make any observations on your remarks
respecting the gentlemen composing the jury, nor am I going
to defend Mr. Grainger, whose well-known reputation and ac-
knowledged probity will place him above the reach of the libellous
assertions which your correspondent has indulged in; but when he
states that the Apollo was an old and crazy vessel, badly appointed,
and the captain inexperienced, with other remarks of a similar nature,
he states what is untrue and unjust. The best answer to his assertion
is a reference to Lloyd's Registry, where he can ascertain her age, as
well as finding her in class A 1. ; and I will venture to affirm there was
not a vessel in the coasting trade better appointed, nor a commander
more experienced and careful. In lending yourself, therefore, as a par-
tisan to the remarks of an anonymous correspondent, which you
acknowledge by your signature, you have committed an act of gross
injustice towards this company, and traduced the character of a worthy
and experienced seaman. As the whole matter is now’ undergoing a
solemn and justicial inquiry, I shall content myself with the above
observations, and which I request you will, without hesitation, admit
in the pages of a journal which professes impartiality, and ought there-
fore to practice it.
I am, Sir, your most obedient servant,
John Bleaden, Secretary.
[Those of our readers who take an interest in this subject, will find it treated on in
our vol. for 1837, p. 890, 743, and 849 ; and in our last number, p. 61, the opinion
of Vice Admiral Sir David Milne, K.C.B., with which, and the foregoing letter, they
will form their own conclusions. 'W e were not aware before, that it was the part of
an “ experienced seaman,” when captain of a vessel, to he the first to forsake her in
time of danger, leaving those on board to take care of themselves. Had the Apollo
been run on the mud on cither side of the river directly the accident happened she
would not have sunk in deep water. But we have now done justice, we hope, to all
parties, including even the “ experienced seaman.” — Ed. N.M.]
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LAW PROCEEDINGS.
137
&a to toroceroittg*.
Dredging Steamer. Salvage. — cap. 19, by John Wilson, one of the crew
Dredging steamer got aground on the of the brig Iris, of this port, against the
Kissing sand, near Lowestoft, in April owner, to compel payment of his wages,
last Tickle steamer got her off, and The Iris had been on a voyage to Quebec ;
towed her into safety, value of dredging and the greater part of tlie crew that went
vessel estimated at 1,1 00L Contended out with her having deserted in the coun-
tbe case was one of towage. The Judge try, the captain engaged Wilson, who had
considered that the assistance amounted deserted from the brig King Henry the
to salvage, though not of magnitude, and Fourth, of Glasgow, and five other sea-
allotted 2 51. and costs. — ( Admiralty men, to bring .the vessel home. Mr.
Court, Nov. 10.) James Dunlop, agent for the owner,
pleaded among other defences, that Wil-
Thb Flora. Salvage. — Discovered son being a deserter, had forfeited all
derelict by a Prussian vessel the Her- claim to wages on the voyage. Mr. Hugh
coles, from Steltin to Nantz. The Flora, Dempster, agent for the seaman, stated
from Cardiff to Stettin ; cargo, iron, in reply, that the act declaring this for-
Towed to British coast, and with aid of feiture, viz., the act 4th George IV., cap.
H.M.S. Cracker, brought into port. Flora 25, had been repealed by the act 5th and
and cargo valued at 1,8001. Court 6th William IV., cap. 19, section 1, and
swarded a moiety to salvors. ( Admiralty Mr. Kippen, the presiding judge, decided
Court, Nov. 10.) accordingly, and the seaman having
proved his case, was found entitled to his
The Helena. Salvage. — From Bor- wages, with expenses. — Glasgow Ccnsti -
deaux to Altona; cargo, wine and spirits, tutional.
Foond derelict in British Channel, by
Philipp* and two fishing smack ; con-
veyed by them and Lieutenant Roberts, The Nelson Villaqe. Collision.
(of coast-guard,) into Littlehampton ; The Nelson Village and the Scotia as-
value of Helena about 1,644. Court di- cending the St Lawrence, cros sed each
rected all expenses and costs be paid out other's track, tacking on opposite points on
of the property, and remainder to be ap- night of 13 — 14th September. Opinion ot
portioned into sixteenths, an eighth (be- court founded on nautical evidence, and
iag a moiety ) to the owners, four to the adopted that of Captain H. W. Bayfield,
Philippa, the primary salvors, two to the R.N., employed by the Admiralty in sur-
fishing smacks, equally, and two to the veying the St. Lawrence. This officer who
coast-guard, of which one to Lieutenant had attended the proceedings, said, 11 After
Roberts and his crew .—{Admiralty Court, weighing, therefore, deliberately, the evi-
tfoe.10) dence on either side, and considering the
The Percy. Bottomry. — Application superiority of the testimony on the side
for proceeds realized by sale of ship Per- of the libel, I am of opinion, that accord-
cy, as well as her freight, to protect in- ing to the evidence adduced on this case,
terests of mortgagee. Sir John Nichol the fault rests with the Nelson Village
said, the bottomry bond not being con- alone.”
tested, the ship was the primary object in The judge then said, “ I adopt this
giving a bond, the court had no jurisdic- opinion with perfect satisfaction, and as-
hen to allow the intervention of mortga- sess the damages of 44 L 7s. 4 d. t currency,
gee. He had no power to decide on their being the actual expense of the repa rs to
claim and they must go to a court of which the demand of the promoter is con-
equity. He should order the holders of fined. The question of consequential
the bond to be paid out of the proceeds damages is not before the court. I beg
of the ship in court, unless restrained by to renew the expression of my thanks for
a superior authority. (. Admiralty Court, the readiness with which Captain Bay-
Sov. 3. ) field has afforded his valuable assistance
upon this, as upon a previous occasion,
The Iris. Wages. — A very important whereby the court has been relieved from
g lint has been decided by James Kippen, the necessity of pronouncing judgment
*q., in the Justice of Peace Court here, upon a question connected with a science
An action was brought before the justices, with which it is but little conversant, and
under the act 5th and 6th William IV., the public secured in a just application of
ENLARGED SERIES. NO. 2. — VO^ FOR 1838. T
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138
RECORDS OF WRECKS.
the rules of navigation to the facts of the
case. — Admiralty Court, Oct. 31#/. — Ship-
ping Gazette.
Waring and others, versus Mor-
timer. Collision. — Owners of a “ a trow ”
on the River Avon, to recover compensa-
tion from the Captain of a Waterford
steamer called the “ Nora Creina,” for
damage caused by running foul of the
trow coining down from Bristol on 15th
of July last
Alleged on part of plaintiffs, that, trow
was lying at Black Rock docks, waiting a
load of stones, moored ; two steamers
came down, the latter, the Nora Creina,
struck larboard quarter of trow, doing
considerable damage ; cost a month’s la-
bour to repair, for expense of which they
brought action. Answered on part of de-
fendant, that, action being brought against
captain of steamer his mouth was closed,
extraordinary course. Proved navigation
most intricate at place of collision, trow
not properly moored, stem being loose,
commotion of steamers passing caused her
to swing into stream, and by negligence
of her crew forced under paddle-box of
Nora Creina, whose engines had been
stopped, helm put a starboard, and all
necessary measures for avoiding her
adopted. Captain of first steamer, in
passing, hailed trow to warn her of danger
no attention, tide on turn, collision took
place. The jury returned a verdict for
defendant (Court of Exchequer, Dec. 5.)
Mr corns of ff&Irccfce.
[The numbers refer to the names in the tables.]
Jane Sloop, No. 22. — In Dundrum
Bay, master and one seaman washed over-
board, and vessel rendered unmanageable:
one seaman and two sick passengers left —
a boat, from Kearney, boarded her off the
South Light, and rescued them from the
vessel shortly before she went down.
William, of Whitby. No. — Burthen
197 tons. Wrecked on Middle Heaps
Sand, coast of Essex — Crew landed at
Brightlandsea, by smack Princess Vic-
toria — Field, of Colchester — no other ves-
sel being near and night approaching,
crew would have been lost, but for the
timely exertions of crew of the smack.
The Brig Harmony. — The following
letter from the master of the ship Tabius,
dated at Oahee, 29th October, 1836, to
Commodore Mason, gives an interesting
account of the loss of this vessel : —
Sir, — I have to inform you of the de-
struction of the brig Harmony, of Port
Louis, Isle of France, Captain Brown,
which vessel I fell in with on the 16th
June last, ten leagues from Pleasant
Island, in a distressed condition, with
only three persons on board, which are
now on board the Zabius.
It appears, by the log-book found on
board, that the brig sailed from Oahee,
30th August, 1835, on a shell voyage to
the S.W. of the South Islands. In Octo-
ber she touched at the Island of Ascen-
sion, and left Mr. Lacy, and three men to
trade till the vessels return. On their way
they touched at Howe’s group of islands,
and took from, there one of the natives.
They left New Georgia on the 8th Jan.,
1836, and again steered for Howes Group.
On the Uth the lat was 6° S., and Ion.
159° 21' E., which brings them within
seven or eight leagues of the land. This
is the last day’s work in the log book.
Now for the Havana story. Before I
proceed further I will tell you the parti-
culars I have been able to learn from the
survivors respecting themselves.
The oldest (about thirty) is a native of
the Marquesas, by the name of Jackey.
He joined the brig at Oahee. The next,
a female, who accompanied Mr. Sinclair
to Oahee, in the Clementine, with Groom-
beck. She is a native of the Island of
Java (Samarang.) She, with Sinclair,
joined the brig at Oahee. The other, a
lad of about sixteen, is a native of Ascen-
sion, and joined the vessel at that island.
Neither understands the other’s language ;
all their communications were held in
English, which is very imperfectly under-
stood by them. They all say they made
the land, (which they call penow) but did
not anchor — that several canoes came off
— that the captain, with four men and the
natives of the island mentioned above,
went on shore with the boat, and all the
canoes went also — shortly after a number
of canoes came off with a great many men.
The mate (Sinclair) suffered them to
come on board. They had not been long
on board before they made a general rush
among the crew. The girl saw them
seize the mate and knife him ; she' ran
down in the cabin ; the boy scampered for
the forecastle ; they struck at him as he
was getting over the gangway ; the main-
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REVIEWS. — NEW BOOKS
139
stay received the weight of the blow
and he made his escape with a slight
wound on the head. Jacky received an
axe- wound on the shoulder and was
knocked down the main hatchway. The
vessel having no cargo in he was soon out
of reach ; he crept aft, forced the bulk-
head, and got into the cabin, where he
found the girl, and the natives pelting her
with cocoa nuts down the skylight, but
did not attempt to go down.
They now had possession of the deck,
and were making a terrible uproar.
Jacky got several muskets loaded, and
fired up the skylight and shot some of
them. At any rate, he plied his arms so
well, that they retreated and left the ves-
sel Jacky now fired away, discharged a
big gun at the retreating canoes without
effect, and since that time, till we fell in
with them, which was five months and
four days, they had been about the ocean,
they knew not where, at the mercy of the
wind and waves. On the 3rd of J une I
touched at the Island of Rotuma with
the Zabius, and the natives reported a
brig coming near the island in April or
May, with only three persons on board.
Jacky, not knowing what island it was,
nor the disposition of the natives, would
not let them come alongside.
On the 16th, N. N.W. from Pleasant
Island ten leagues, we saw a sail to wind-
ward, making strange manoeuvres under
very short sail, though the wind was mo-
derate ; it immediately occurred to me it
was the same vessel. I braced up and
hauled for her, got alongside of her at 7
in the evening, when he told me he had
only two men on board. I sent an officer
and seaman to take charge of her for the
night, and sent Jacky and his shipmates
on board the ship. Nothing could exceed
their joy on getting on board. Their only
fear seemed to be that I would send them
adrift again in the old brig. The next
morning I went on board to examine her
state, and found it truly distressing ; her
sails and rigging were all to tatters, her
spare sails all rotten, both pumps choked,
the vessel leaky and half full of water.
She had no cargo except two boxes of
felt and a small quantity of New Zealand
timber ; but little provisions, with half a
cask of water. Under these circumstances
I took out the captain’s and officers cloth-
ing, nautical instruments, charts, turtle-
shell, one anchor and two chains, with
other articles of trade and set her on fire.
When I first took Jacky on board I sus-
pected him of mutiny, but after I had
thoroughly investigated the case, together
with the logbook, not a shadow of doubt
remains with me but that his story is true.
New Books.
The Life of Richard Earl Howe, Admiral of the Fleet and
General of the Marines ; by Sir John Barrow, Bart., F.R.S. —
Murray, Albemarle Street
It has been complained of this work, that it is meagre and incom-
plete ; charges which were anticipated, and sufficiently accounted for
in the preface. But, although the materials of which it was formed
may have been few and scanty, the naval historian will hail with satis-
faction, the sterling information which it contains of the life of a
great and good man ; and the fresh particulars which it affords of an
eventful period in the annals of this country, connected with the
navy.
For our part we shall find frequent occasion to refer to its pages,
and shall commence our extracts with the following passage, on the
the power of the Admiralty to strike an officer from the navy list.
u That the Board of Admiralty is fully invested with the dangerous
and equally disagreeable authority to erase an individual’s name from
the list of Naval Officers, and thus for ever ruin his prospects in life,
cannot be called in question ; but it ought to be resorted to!only in cases
where the Act of Parliament, by which naval discipline is governed
and upheld, precludes the exercise of such a jurisdiction as is thereby
provided ; and where the Board of Admiralty, as the law now stands,
is imperatively called upon to act in cases that cannot be brought
before a Court-Martial. When the necessity for such a proceeding
occurs, as that of striking an officer’s name from the list, the public
and the individual may be well assured, that a body of three or four
Digitized by vjOCK^IC
140
REVIEWS. — NEW BOOK8.
highly honourable men, naturally prejudiced in favour of a brother
officer, would be slow to condemn him to disgrace, and, in some
cases, to absolute and hopeless poverty, without having first satisfied
themselves, that a Court-Martial, if one could have been held, would
have pronounced the same or a similar sentence.”
Speaking of the unfortunate loss of the Royal George, Sir John
Barrow throws a new light on that afiair, which we find Mr. Whidby
referring to in page 103, of our present number.
“A monument in the church-yard of Portsea, commemorates this
melancholy catastrophe, by which fatal accident, it is stated, about
nine hundred persons were launched into eternity, among whom was
that brave and experienced officer, Admiral Kempenfelt. Very erro-
neous opinions were entertained of the cause of the loss of the Royal
George, which were, however, corrected by the evidence on the court-
martial, so as to satisfy the members of the court, that it was not the
heeling of the ship that caused her to sink ; but, that 4 from the short
space of time between the alarm being given and the sinking of the ship
the court was of opinion that some material part of her frame gave
way, which can only be accounted for by the general state of the
decay of her timbers, as appears upon the minute.’ Admiral Mill-
bank deposed, that he saw her in dock at Plymouth ; found her so bad,
that to nis recollection there was not a sound timber in her ; the
officers of the yard said she was so very bad they could scarce find
fastenings for the repairs she underwent : Sir John Jarvis confirmed
what the Admiral had stated. It w as, therefore, the general opinion
that the whole side had given way bodily ; and, it was supposed that
on this account, the Navy Board discountenanced all attempts to
raise her, which might easily have been done, from a conviction of
the state in which she would have made her appearance, and which
must have sealed their, or rather their officers’, condemnation.”
We shall conclude our present extract with the foregoing, referring
those of our readers, who are so far interested in the matter, to an
account of the attempts made to raise this vessel, given in page 592
of our volume for 1832.
An Elementary Treatise on Steam, more particularly as appli-
cable to the purposes of navigation, with a familiar description
of the engine. By Robert Otway, Commander, R.N., Poore,
Plymouth, and 1, James Street, Adelphi.
Many more particulars are announced in the title page of this work
than are here expressed — all relating to that important art, the manage-
ment of Marine Steam Engines. Steam Navigation has now taken its
place as a branch of our naval tactics, one which will hereafter lead to
immediate results ; the extent and importance of which it is scarcely
possible to calculate. We need only observe the daily application of
it passing before us, to perceive its extraordinary advantages, and
how those advantages will be applied in warfare. The naval officer
will, therefore, readily see the importance of not being at the mercy
of engineers, when placed in command of a steam vessel ; and will
obtain timely instruction in this important branch of his profession.
The work before us is well calculated to assist the beginner, in learn-
ing the various parts of the engine ; and the purposes as they are de-
scribed in detail, with the help of wood-cuts. Commander Otway has
Digitized by
°°g
PROMOTIONS AND APPOINTMENTS.
141
hone, with a commendable zeal, placed the result of his experience
before his brother officers : and tne fault will not be his^if they do not
avail themselves of it.
Promotions and Appointments.
Promotions.
Captain, E. H. Scott ; Commanders, J. Johnson, W. Laws, J. Mitchell, J. Mount-
L. Parkin, C. Testing, G. Elliott ; Lieu - 6tevcn, D. Conway. Surgeons, W. Doak,
tenants, A. Little, R. Studdart, W, H. G. D. Maclarum.
Bobbie. J. G. Burslem. Pursers, W. H.
Appointments.
Alligator, 28. — A. L. Keeper, Messenger, St. V. — Engineers, T. Ma-
Biisk, 3. — Lieutenant- Com., A. Kellett,. thews, W. F. Sutton. Nautilus. 10. —
Second Mast-, W. Webb; Clerk, L K Lieutenant, G. Beaufoy, Assistant Sur-
Sutherland ; Mate, W. L. White ; Mid- geon, J. C. Mottley. Partridge, 10.—
skipman, T. Coote. Britannia, 120, — Lieutenant- Com, W. Morris; Assisiant-
Jss.-Sur., T. Shallon, M.D., R. Chambers, Surgeon. J. W. Symonds ; Clerk add,, W.
M D.,T. Stattoa, M.D. A. Honsley. Bri- Thomas. Pembroke Dockyard.—
tor art, 10. — Second Master, J. S. Hill; Captain Superintendent, S. Jackson, C.B.
Clerk in charge. F. Mundy. Calliope, Peninsula St, V. Lieutenant, L. D.
28. — Mate, H. L. Visconte. Coast- Mitchell. Phcenix St V. — Purser, T.
guard. — Lieutenants. S. Wylde, M. Woodward. Pincher. — Lieut. -('em. T.
Combe, F. Blacker, R. Dawson, J. Hope. Pique, 36. — Mate, R. White.
Brown, J. C. Sicklemore, S. Mottley, W. Plymouth Hospital. — Captain Super -
E. Amiel, H. Harvey. Electra, 18. — intendent, J. Coode, C.B. Princess
Lieutenant, W. Critchell ; Master, J. W. Charlotte, 104. — Lieut. G. Western.
Burney; Mate, T. H. Parson. Espoir, Racer, 10. — Purser, (act.) J. Elkins.
10. — Lieutenant- Com., T. Paulson ; As- Royal Adelaide, 104. — Purser, W.
sistant- Surgeon, J. G. Williams ; Second Page ; Assistant Surgeons, J. G. Williams,
Master, F.M. Strong. Inconstant, 36. J. M. Minster. Temeraire, 104. —
•—Mate, L. Barnard. Lily, 16. — Com. J. Master, M. Bradshaw. Thundbr. Sur -
Keeve ; Lts. J. J. C. Tracy, C. H. Lap- veying Vessel. — Second Master, J. Scott ;
ridge; Master, (act) R. W. Miller; Pur., Master’s Assistant, J. Beckett. Tyne,
B. Dyer; Surgeon, R. Gourley ; Assist .- 28. — Mate, J. Smyth ; Assistant Surgeon,
Surgeon, R. Johnston ; Mate, J. Miller. A. Murray. Voi.age, 28, Lieutenant, T.
Malta Dockyard. — Capt. Superintend- P. Dobrce ; Purser, H. South. Wool-
ent. Sir John Louis. B. Magera, St. wicii Dockyard. — Captain Super in ten-
V. — Lieutenant- Corn., H. G. Goldsmith, dent, P. Hornby, C.B.
Movbmknts of Her Majesty's Ships in Commission to 20th January, 1837.
At Home.
Alligator, 28, Captain Sir G. Bre-
mer, at Plymouth, about to sail for Aus-
tralia. Brisk, 3, Lieut Com. A. Kellet,
fitting at Portsmouth. Africa Britan-
nia, 120, Flag of Admiral, Sir P. Dur-
ham, Portsmouth. Britomart, 10.
Lieut Com. O. Stanley, fitting at Ply-
mouth, to accompany Alligator. Colum-
bia, St y., Lieut Com. G. Gordon, 4th
Jan. left Portsmouth for Santander.
Electra, 18, Com. W. Preston, at Ports-
mouth, fitting. Espoir, 10, Lieut Com.
C. Testing, at Plymouth, fitting — packet
service. Excellent, Capt T. Hasting,
Portsmouth. Hastings, 74, Capt. H.
Shiffner, 12th Jan. paid off at Sheerness.
Inconstant, 36, Capt D. Pring, 6th
Jan., left Cork with troops for Canada.
Lightning, St V. Woolwich. Lily, 1 6.
Com. J. Reeve, Plymouth, fitting. Lynx,
3, Lieut Com. J. Broadhead, fitting at
SheerneM. Malabar, 74, Capt Sir W.
Montague, 15th Dec., arrived at Ply-
mouth ; Jan., paid off on the occasion of
her leaving the Tagus, the following order
was issued : “ The Coramander-in-Chief,
Rear-Admiral Sir J. A. Ommaney, begs
to express to the officers and ship's com-
pany, the very great satisfaction he has
experienced in inspecting the Malabar,
that he considers her in the highest order
of any man-of-war he has ever seen, and
quite a pattern to the service." Mas-
tiff, surveying vessel, Mr. Thomas,
Woolwich, fitting. Magera, St. V.,
Lieut. H. C. Goldsmith, Woolwich, fit-
ting. Melville, 74, Flag of Rear-Ad-
miral G. Elliott, C. B. Capt Hon. R. S.
Dundas, 5th Jan. left Spithead, and 6th,
Plymouth for Cape station. Messenger,
St V., 4th Jan., Plymouth. Modeste,
Com. G. Eyres, Wcolwich, fitting. Par-
tridge, 10, Lieut Com. W. Morris, fit-
ting at Portsmouth. Pincher, 5, Lieut
Com. B. J. Sulivan, at Stratham, fitting.
Pigeon, 36, Capt E. Boxer, 24th Dec.,
sailed for North Coast of Spain. Presi-
dent, 52, Hag of Rear-Admiral Ross,
Digitized by vjOCK^IC
142
BIRTHS; MARRIAGES; DEATHS.
Capt J. Scott, 5th Jan., sailed for Rio.
Racehorse, Com. H. W. Crawford, at
Plymouth, fitting. Royal Adelaide,
104, Flag of Admiral Lord Amelius
Beauclerk, Capt. Sir W. Elliott, K.C.H.,
Plymouth. Royal Georoe, Yacht,
Captain Lord Adolphus Fitz- Clarence,
Portsmouth. San Josef, 110, Captain J.
Hancock, C.B., Plymouth. Thunder,
surveying vessel, Lieut T. Smyth, 5th
Jan., sailed for the West Indies. Tyne,
28, Captain T. Townshend, 9th Jan., left
Portsmouth, 10th, Plymouth, for Medi-
terranean. Vestal, 26, Captain T. W.
Carter, at Sheerness, fitting. Victory,
104, Captain T. Searle, C.B., Portsmouth.
Volage, 28, Captain H. Smith, (a.)
Chatham, fitting. Wasp, 16, Com. Hon.
D. Pelham, Portsmouth, fitting.
Barham, 50, Captain A. L. Corry, 2d
December, sailed for Naples from Malta.
Buzzard, 3, Lieut. Com. J. Stoll, Sept,
off Whydah. Cameleon, Lieut-Com.
J. Bradley, 12th Dec., at Lisbon. Cas-
tor, 36, Captain E. Collier, 21st Nov.,
arrived at Malta. Champion, 18, Com.
G. S. V. King, 28th Oct left Bermuda
for Cuba. Comus, 18, Com. Hon. P. P.
Carey, 4th Dec., arrived at Bermuda, 1 2th,
remained. Cornwallis, 74, Captain
Sir R. Grant, 26th Nov. left Bermuda for
Barbados, to convey troops to Halifax.
Crocodile, 28, Captain J. Polkinghome,
16th Nov., arrived at Teneriffe. Dido,
18, Captain L. Davies, C.B., 17th Dec.
arrived at Gibraltar. Donegal, 74, Flag
of Rear-Admiral Ommaney, 12th Dec.,
at Lisbon. Forrester, 3, Lieut G.
Rosenberg, 17th Nov., arr. at Madeira.
Hercules, 74, Captain Hon. M. Berkely,
12th Dec., at Lisbon. Leveret, 10,
Lieut.- Com. C. Bosanquet, 18th Oct,
arrived at St Helena and sailed. Min-
den, 74, Captain A. R. Sharpe, C.B.,
29th Dec. at Gibraltar. Nimrod, 20,
Com. J. Fraser, 9th Nov. at Jamaica.
North Star, 28, Captain R. Hon. Lord
J. Hay, 16th Dec., at Passages. Ores-
tes, 18, Com. J. F. Newell, 17th Dec.,
at Gibraltar. Pearl, 20, Captain Lord
Clarence Paget, 5th Dec., at St Thomas.
Pelorus, 16, Com. F. Harding, 9th Oct
arrived at Kedgeree from Rangoon.
Pembroke, 74, Captain F. Moresby, 19th
Nov. left Malta for Athens. Phcenix
St V. Com. W. Henderson, 16th Dec.,
at Passages. Pickle, schooner, Lieut-
Com. P. Hart, 12th Dec., at Bermuda.
Portland, 52, Captain D. Price, 20th
Nov., at Malta. Racer, 16, Com. J.
Hope, 26th Nov., arrived at Bermuda,
12th Dec. remained. Rainbow, 28,
Captain T. Bennet, 27th Nov. left Ber-
muda for West Indies. Rattlesnake,
28, Captain W. Hobson, 9th Oct, arrived
at Kedgeree. Rhadamanthus St V.,
Com. Wakefield, 19th Nov., arrived at
Malta. Russell, 74, Captain H. Dillon,
K.C.H., 19th Nov., arrived at Malta.
Salamander, St V. Com. S. C. Davies,
16th Dec., at Passages. Sapphire, 28,
Captain R. Rowley, 29th November, at
Smyrna. Sappho, 16, Com. T. Fraser,
28th Oct, left Bermuda for Jamaica.
Satellite, 18, Com. J. Robb, 2.‘Jth Oct
arrived at Jamaica j 5th Nov., sailed for
Honduras. Savage, 10, Lieut.-Com.
Hon. E. Curzon, 16th Dec., at Oporto.
Scylla, 16, Com. Hon. J. Denman;
27th Dec. arrived at Cadiz from Lisbon.
Serpent, 16, Com. R. L. Warren, 18th
Oct arrived at Jamaica; 1st Nov., sailed
for Nassau. Skipjack, 5, Lieut J. Rob-
inson, 14tli Oct, arrived at Jamacia ; 31st
sailed for Carthagena. Starling, Lieut
Com. H. Kellet, 22nd July, left Sandwich
Island for N.W. America. Sulpher,
surveying vessel, Com. E. Belcher, 24th
July, left Sandwich Island for N.W.
America. Tr i b u n e, 24, Captain J. Tom-
kinson, 25th Nov., left Malta for Palermo.
Tweed, 20, Com. Hon. F. T. Pelham,
16th Dec., at St Auders. Wanderer,
16, Com. T. Bushby, 26th Nov., received,
Flag of Rear-Admiral Sir C. Paget, at
Bermuda.
Virlfc.
In Chester- street, Grosvenor- place,
L ondon, in December, the lady of Capt.
R. Fitzroy, R.N. of a daughter.
At Gosport, the lady of Capt Wilcox,
R.N.. of a son.
On the 24th January, in Montague-
square, the lady of Captain Fuller, R.N.
of a son and heir.
JFlarriages.
At Malta, on the 6th January, by the
Rev. John Cleugb, Lieut William Ro-
bert Mends, of H. M. S. Rodney, eldest
son of Captain Mends, of H. M. S. Tala-
vera, to Melita, third daughter of J. Stil-
ton, M.D. Surgeon R.N.
On the 19th December, at Plymouth,
Lieut. J. F. Wharton, R.N., to Eliza,
eldest daughter of the late Timothy Lyon,
At the Subdeanery, Chichester, by the
Rev. J. R. Munn, Lieut W. N. Boyce,
R.N. to Anne Helena, widow of Lieut.
F. N. Price, Bengal Artillery.
At the Palace Chapel, Malta, on the
28th December, Dr. W. H. B, Jones,
Digitized by Google
METEOROLOGICAL REGISTER.
143
Surgeon, R.N., to Ann, fourth daughter
of the late Commander Silver.
States.
Suddenly, on the night of the 9th Jan-
uary, at the residence of his son-in-law,
at Dartmouth, Vice-Admiral R. H. Pear-
sou.
On 12th Jan., very suddenly, at Hin-
tlesham Hall, Suffolk, while on a visit to
his son-in-law, Henry Thorold, Esq.,
Rear Admiral Robert Mansel, of Charl-
ton King’s, Gloucestershire, and second
son of the late Gen. Mansel, of Cosgrave,
Northamptonshire.
On the 27th December, at Bath, Rear-
Admiral Wolley, aged 69.
In Manchester-square, London, on the
11th January, after severe sufferings*
Lady Rowley, the wife of Vice-Admiral
Sir Charles Rowley, Bart.
Suddenly, at Stoke, Mr. Walker, Sur-
geon, R.N., (1798), aged 61.
At Oakley-place, Southsea, James
Henderson, Esq., Purser (1788.)
At Stoke, Plymouth, J. M. Marchant,
Esq., Purser, R.N., aged 70 years.
On the 15th December, at Garland,
near Mallow, county of Cork, after a few
days illness, Richard P. Davis, Esq.,
Captain R.N. (1812.)
At Bath, Richard Williams, eldest son
of Commander Champion.
At Deal, Mr. R. Weir, Master, R.N.
aged 70.
Meteorological Register,
Kept at Croom’s Hill, Greenwich, by Mr. W. Rocerson, of the Royal Observatory.
DECEMBER, 1837.
Q
i JC
1 c
I s
«3
Q
M
i
Barometer,
In Inches and
Decimals.
Fahrenheit's
Thermometer
In the Shade.
Wind.
Quarter.
Strength.
"Weather-
9 A.M.
3 P.M.
S
<
Cl
2
CO
Min.
M
c
A.M.
P.M.
A.M.
P.M.
Morning.
Evening.
1
In. Dec.
In. Dec.
«
•
«
1 1
F.
29-56
29 96
41
47
38
48
S.W.
S.W.
2
2
Bcp. 1)
B.
2
S.
30-22
30-36
30
37
29
39
S.W.
N.E.
]
1
Bcf.
Bcf.
3
Su.
30-42
30 44
37
37
26
38
E.
E.
1
J
O
O.
| 4
M.
30-40
30-45
26
30
24
37
N.E.
N.E.
1
2
Bcf-
O.
i 5
Tu.
30-34
30 27
35
36
34
36
N.E.
N.E.
2
2
Og.
Og.
6
W.
3010
30 00
36
34
33
37
N.E.
N.E.
3
4
Og
Os. (3) (4)
7
Th.
29-76
29-73
33
35
30
36
N.E.
N.E.
2
2
Osr. (2.)
Odr. (3)
8
F.
29 f, 4
29-61
34
38
31
41
S E.
S.E.
2
3
Be.
Bcp. (3.)
9
S.
29-66
29-70
33
34
31
37
N.W.
N.
4
3
Og.
Or. (4
i 10
Su.
29-99
3001
35
37
32
38
N.
N.
2
2
Bern.
Bern.
11
M.
3008
3007
35
37
32
37
N.E.
N.E.
4
5
O.
O.
12
Tu.
29-96
29 87
32
36
30
37
S.W.
W.
3
3
Be.
Bcmp. (3)
j 13 :
W.
3002
3007
Z4
41
31
41
W.
W.
1
2
Bern.
Bern.
14
Th.
30-24
80-22
33
41
32
43
S.E.
S.E.
2
2
B.
Beni.
15 ;
F.
30-12
30 04
33
36
32
38
S. E.
S.E.
1
2
Be.
O
16
8.
29-86
29-78
36
44
31
45
S.E.
S.
2
2
B.
Bcp. (4)
17
Su.
29-82
29'78
48
48
43
49
S.
S.
3
5
Opd. (2)
Bcqr. (4)
18 !
M.
29-36
29-39
50
52
46
53
S.W.
S.W.
7
8
Qor. (2)
l Qor (3)
19
Tu.
29 96
2993
44
50
43
.52
S.W.
S.W.
S
4
B.
1 Or. 3) (4
20
w.
29-57
29-32
53
53
50
56
S.W.
S.W.
6
8
Op. (2.)
Qop. 3)
21
Th.
29-92
3010
41
42
41
43
N
N.E.
7
3
Qo.
Be.
22
F.
30-08
29-98
42
49
39
50
S.W.
S.W.
3
3
O.
Od. (3)
.
S.
29-92
29-92
46
49
47
51
S.W.
S.W.
3
3
Bern.
O.
Su.
30-00
29-92
47
51
44
52
S.W. I
S.W.
8
3
Opd. (2(
Og-
25
M.
29-80
29-88
50
54
48
54
S.W.
S.W.
5
4
Qbcp. (2) i
Be.
26
T.
29-93
29-88
46
49
40
50
S.W,
S.E..
2
2
1 Og.
Og.
W.
29-78
29-80
42
47
39
48
S.E.
S.E.
2
%
1 Og. 1
Og.
28
Th.
29-89
29 89
48
50
46
51
S.
S.
1
2
o.
O.
F.
29-85
29 83
45
47
43
50
S.E.
S.E
2
1 3
fie.
Bcpd. (4
S.
29-96
29-96
48
51
45
52
S.
! S..
2
3
O.
Bcp. 4)
31
Su.
30-00
30 01
44
49
43
50
s.
I S.W.
2
1
Be.
Be.
December — M ean height of the Barometcr=29-947 inches ; Wean Tcraperature=4ro degrees ;
Depth of Rain fallen=l*20 inches.
Digitized by v^ooQle
144
METEOROLOGICAL REGISTER
JANUARY, 1838.
s
Barometer
In Inches and
Decimals.
Fahrenheit's
Thermometer,
m the Shade.
Wind.
TDER.
&
Quarter.
Strength.
Wka
a
o
a
1
9 A. M.
3 p. M.
JS
s
c
a
A. M.
P.M.
A.M
P.M
' Morning.
Evening.
n
SS
a
" Y
In, Dec.
In. Dec.
«
0
Q
9
i
M.
2997
29-91
43
47
39
48
S.E.
s.
5
5
Be.
Or. (3)
2
Tu.
29-88
29-80
42
48
38
49
S.
S.
5
6
Op. (2)
Bcpq. (4)
3
W,
29 G5
29-70
44
45
41
47
S.
s.
3
3
Bcr. 1)
B.
4
Th.
29 96
30 00
38
46
34
47
8.
S.W.
3
3
B.
B.
5
F.
30 24
80-24
34
35
33
37
S.W.
s.w.
2
2
Of.
Of.
6
S.
30*26
30-22
32
36
30
36
s.w.
N.
2
2
Of.
Ofr. 4)
r
Su.
3028
30-30
32
34
32
34
N.E.
N.E.
3
3
O.
Be.
8
M.
30-37
30-32
29
29
26
30
N.E.
N.E.
3
5
Bcps. 2)
1 Bcps. (4)
9
Tu.
3017
3013
22
22
21
23
N.E.
N.E.
7
7
Qo«. (1) (2)
Qos. (3) (4)
10
W.
30 02
29-94
23
24
20
26
N.E.
N.
5
5
Bcps. 1)
Bcps. (3),
11
Th.
29 92
29-95
19
25
15
25
W.
N.
2
2
Os. (2)
Os. (3)
12
F.
30 27
30-31
15
21
12
22
N.E.
N.
2
2
Of.
Fbc.
13
8.
30 29
30-22
20 !
24
15
25
N.E.
E.
3
3
Be.
O.
14
Su.
29 97
29 89
23
25
22
26
N.
N.E.
4
4
Os. (2)
Bcps. (3) 1
15
M.
29-77
2977
12
23
10
24
S.W.
S.W.
3
3
B.
Bc(inf.
1C
Tu.
29 84
29-90
24
28
17
30
N.E.
N.E.
1
2
Os. (2)
Os. 3)
17
W.
30-20
30-20
27
30
19
31
N.
N.E
3
4
Os. (2)
Os. (4) (
18
Th.
29-98
29 87
22,
23
20
26
N.E
N.E.
7
7
Qs.(l)(2)
Qs. (3) 4)
19
F.
29 76
29-72
18
19
17
21
N.E.
N.E.
5
2
Q*. (1) (2)
Be.
20
S.
29 87
29-87
8
16
2
20
W. |
N.E.
1
1
Bfiu.
Be.
21
Su.
29-89
29-79
23
30
13
31
S.K. 1
S.E.
3
3
Be.
Be.
Note.— Tbe morning of the 20th was exceedingly cold, even so that about sun-rise my thcrmc- 1
meter stood at 2 degrees above Zero, or 30 degrees below the freezing point. At the same time a
thermometer, at a little distance from my residence, was observed atj 1% degrees ; and another
in the eastern part of Greenwich, at 1 degree only above Zero.
Abbreviations usedin columns “Weather” and “Strength of Wind.”
Wind.
Weather.
0 Calm.
1 Light Air.
2 Light Bre eze.
3 Gentle Breeze.
4 Moderate Breeze.
5 Fresh Breeze.
6 Strong Breeze.
7 Moderate Gale.
' 6 Fresh Gale.
1 9 Strong GAl*.
J(X Whole Gale. >
11 Stdrm.
|2 Hurricane.
b Plue Sky — whether clear
or hazy atmosphere,
c Clouds — detached pas-
sing clouds,
d Drizzling Rain,
f Foggy— f Thick fog.
g Gloomy dark weather,
h Hail.
1 Lightning,
m Misty hazy atmosphere,
a Overcast— or the whole
sky covered with thick
clouds.
p Passing temporary show-
ers.
q Squally.
r Rain— continued rain.
8 Snow.
t Thunder.
u Ugly threatening appear-
ances.
v Visible clear atmosphere
w Wet Dew.
U nder any letter indicates
an extraordinary de-
gree.
The Figures in the Weather Columns. — V denotes the first six hours of the day, u.
from midnight to 6 A.w. ; 2 from 6 a.m. to noon ; 3 from noon to 6 p.m. ; 4 from 6 p.m.
to midnight. Tjhe mirks ! ( and ) signify the first and last half of these intervals, and
both together denote the whole interval, They are intended to express the time nearly
when rain or snow fell Thus, 2) signifies that rain or snow fell between 9 A.M. and
noon; (1 between midnight and 3 a.m. ; and (2) that it rained or snowed the whole six
hours from 6 A.M., to noon ; (3) ditto from noon to 6 p.m. &c.
LONDON t T. STANLEY, PRINTER, WHEAT SHEAF- YARD, PARKING DON-STREET.
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ORIGINAL PAPERS.
March, 1838.
Port op Boulogne.
The Chamber of Commerce of Boulogne, has addressed the follow-
ing letter to the editor of the Annales Maritimes
Boulogne- ser-Mer, April 13th, 1837.
Sir, — In entering the Port of Boulogne, there were formerly diffi-
culties, which, though much exaggerated, gave it so bad a character,
that freights were scarce and dear, and the rate of insurance always
high. But, from 1834, the new entrance has alone been used, and
the port registers show, that not a single accident has occurred here
since. Nevertheless, the former unfavourable notions may still exist;
for such impressions are not easily effaced, as they are transmitted in
books of geography, and in the remarks of insurance companies long
after their causes have ceased. We think, therefore, that, it is our
duty to endeavour to destroy them, by publishing in the “ Annales
Maritimes,’ ’ the following brief description of this new entrance.
The harbour of Boulogne, in the Strait of Dover, between Cape
Alpreck and Cape Grinez, is in 0° 43' 16'', west longitude from the
Boyal Observatory of Paris, (1° 37' E. of Greenwich,) and in 50° 43'
37" north latitude. The old entrance constructed in the last century
was justly dreaded by navigators, and annually occasioned the wreck
of several ships. In order to change this entrance, the French
government approved of the plans of M. Marguet, the chief engineer,
and in June, 1829, granted for that purpose, 1,600,000 francs, to
which, in June, 1835, La Ville de Boulogne added the sum of
325,000 francs.* With these funds, a new entrance has been opened
to the westward of the old one. Its general direction is 50° W. from
the true north, or N.N.W. J W., by compass.
It is high water at full and change, at eleven o'clock.
This entrance is bounded by two jetties. The one to the west-
ward is solid up to the level of high water; it is thrown out to the
length of 1 ,970 (English) feet, and follows the line of the rocky shore.
The other to the eastward runs straight out, and the intervening chan-
nel is 230 feet wide at the bottom.
Spring tides rise 24 feet, and the neaps 17 feet; but these are the
* Altogether, 120,000/. sterling.
ENLARGED SERIES.— NO. 3.— VOL. FOR 1838. U
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146
POUT OF BOULOGNE.
lowest tides, for, when it blows from the westward, which is the case
for three quarters of the year, the springs rise to 28 feet, and the
neaps to 19 feet. Thus, the sea rises here 24 or 28 feet, while in the
neighbouring ports to the northward it rises only 16 or 19 feet. In
the ordinary neap tides a depth of 4 to 6 feet, remains at low water
as far as the jetties extend ; so that, when the sea has risen by the
shore for only one hour, vessels drawing from 7 to 8 feet, can come
in and go out. At the equinoctial neaps, the depth which the water
maintains in the narrow channel is much greater ; thus, on the 14th,
16th, and 16th of March, 1837, there were from 8 to 9 feet; and
during those three days the packets might have come in at low water.
Even this day, April 1 3th, the English packet, Firefly, came in 5 J
hours after high water. Another remarkable circumstance may be
added to these advantages, which is, that high water remains station-
ary an entire half hour ; although in the old harbour it scarcely
paused for five minutes and then ebbed almost immediately. Thus
it has happened that a steam-packet leaving Boulogne, was able to
reach Dover, land her passengers, take in others, and return again to
the place from whence she set out— during the same tide. In short,
all vessels may, if they please, come in or go out an hour and a half
later than they could in the old harbour.
One striking fact furnishes a happy proof of this great improve-
ment. In the tempest of March 30th, 1836, the English brig, George,
was on the point of being wrecked between Cucq and Etaples, six
leagues west of Boulogne, and half a league from the shore ; two of
her chain cables were broken, and she held only by her last anchor.
Some Boulogne fishing-boats went to the brig and saved the crew ;
but it was thought necessary to save the vessel also. On the 1st of
April, therefore, the Harlequin, a steam- vessel of great power, left
the harbour at nine o’clock in the morning, (she might have gone out
half an hour sooner,) and after an absence of six hours she returned
during the same tide, with the George in tow. Even an hour later
she would have found water enough to place herself in safety between
the two jetties.
Thus, in either tide, this harbour is accessible to vessels drawing
from eight to nine feet during 6£ or 7 hours ; which an advantage
possessed by no other French port in the Manche, (English channel.)
Government intends to improve it still more, by deepening the
interior harbour which is five feet above the level of low water, spring
tides, and by giving it the same depth as the entrance.
A bill was presented to the Chambers on the 8th of March, in
order to effect this purpose, by which, vessels drawing sixteen feet
will be able to anchor at all times of tide.
The great object of all these works having been to make it a har-
bour of refuge for ships surprised by bad weather in the channel, it
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MORGAN BOCK, INNER PASSAGE TO TORRES STRAIT, AUSTRALIA. 147
may be useful to add, that in the construction of the jetties, every-
thing has been done to facilitate the movement of the vessels, and
that the system of signals, both for day and night, has been made as
perfect as possible. And this great end has been attained ; for every
month an increasing number of vessels anchor there. The entrance
is so easy, that captains who have been once in, take no pilots, even at
night ; and yet, since 1834, when the old entrance was entirely annul-
led, not a single disaster has occurred; not one even of the numerous
fishing-boats which come in and go out every day in the roughest
sea, has received any damage. The registers of the harbour will prove
all this. Finally — the packet intercourse has increased in the follow-
ing proportions : —
In 1834 19,061 passengers.
In 1835 25,910
In 1836 55,512
Thus, then, the difficulties of the old harbour no longer exist, and
Boulogne harbour may be considered by seamen and by insurance
companies, as one of the safest and the easiest in the channel.
Signed by the Members of the Chamber of Commerce : Al. Adam,
Mayor, Achille Adam, President; Baret. Temaux, Bonnet, Cary,
Mabraison, Chauveau Sire, Al. Crony, Trudin Roussel, Leroy Thier-
bault, Secretary.
Morgan Rock, Innir Passage to Torres Strait, Australia. —
Ship Lost.
New South Wales, Sept. 9.
“The Duke of York was totally lost on the 14th August, 1837, in lati-
tude 23°40 / S., longitude 151° 30' E., five miles south of Facang
Island, on a reef not laid down in the chart. Captain Morgan and
crew arrived at Sydney in the James Watt, steamer.”
The foregoing notice appeared in a recent number of the 44 Ship-
ping Gazette,” and deserves careful attention. On a reference to
Captain Flinder’s large chart, corrected by Captain King, to 1826,
we find no notice of it. It appears, however, to be particularly
dangerous to vessels bound through Torres Strait from Sydney ; and
from the circumstance of H.M.S. Satellite, in 1829, having passed
outside of it, many have no doubt passed on both sides of it with-
out knowing of its existence. The latitude and longitude given of it
as above, by the 44 Shipping Gazette,” places it ten miles N.E. by E.,
by compass, of the northern extreme of 44 Facing Island” not
u Facang Island,” as stated, and by keeping the island on board, it
will be therefore avoided.
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1 48 LATITUDE AND LONGITUDE IN THE GULP AND RIVER ST. LAWRENCE.
Latitudes and Longitudes in the Gulp and River St. Lawrence —
By Copt. H. W. Bayfield, , R.N.
[Continued from page 85.]
Names of Places.
!
Point where
observed.
Latitude
North.
Longi-
tude W.
[>f Green-
wich.
Variation W.
year observed.
Apparent time
of high water.
T3
a. 8 *
nj
2
& «
Gulf of St. Lawrence.— North Shore to Mingan.*
o / n
o # n
o /
h. m.
feet
Appeetatat Bay
East Point
50 16 43
63 0 53
Betchewun Harbour..
S.E. Pt of Islet in
50 14 21
63 13 13
27 31
11 12
5 Sp.T.
(1831)
3N.T.
Clear Water Point ...
S.W. extreme
50 12 35
63 29 47
Island of Anticosti.
North Point
High Water mark
49 57 40
64 11 43i
24 301
Station on N. coast...
49 56 57
64 16 57
24 0
n »»
49 49 58
63 26 49
Observation Bay
W. aide of Rivulet
49 38 59
62 44 7
24 30
Bear Bay
Entrance of River.
49 30 30
62 27 12
24 30
Eastern Point
High Water mark
49 8 25
61 42 42
25 19
(1830)
Southern Point
I*
49 3 43
62 18 13
23 45
S.W. Point
49 23 53
63 38 30
Cape Henry
S.E. si de of in Ellis
49 47 50
64 25 27
24 22
1 43 7 Sp. TJ
Bay
(1830)
i
4 N.T.
West Point
|S.W. Ex. H. Water
49 52 30
64 34 51
North Coast from Mingan to Saguenay.
Mingan Harbour
Sandy Pt of N. side
50 17 32
64 4 39
25 30
1 7
7 Sp.T.
W. of H. Bay
(1831)
4 N.T.
Co. Post
Mingan Island
Summit
50 12 56
64 10 14
St. John’s River
E. pt of entrance
50 17 11
64 22 59
Bay of Manitou R....
E. Point
50 17 42
65 16 52
24 30
Point Charles
S. extreme H. wtr.
50 15 25
65 51 33
River Moisic
S.W. Pt of entran
50 11 24
66 7 24
24 8
Seven Is. Carousal...
S. extreme
50 6 28
66 26 18
Seven Islands Bay ...
Sandy shore
50 13 7
66 26 50
24 11
1 20
9 S. T.
(1831)
|5 N.T.
Port St Margaret ...
Extreme
50 2 35
66 47 28
23 84
1
(1831)
* The magnetic Needle is, every where along the north coast, more or less dis-
turbed by local attraction, to the amount of 4° or 6°, the granite rocks on it abounding
in iron ore ; but as the variations given are the result of several observations, they
are much more correct than any which could be obtained on board so small a vessel as
the Oulnare, off the coast, where there is almost always a considerable swell of the
sea.
Among Jthe 'islands at Mingan the local attraction disturbs the needle as much as
half a point.
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LATITUDE AND LONGITUDE IN THE GULF AND BITER 8T. LAWRENCE. 149
* From Point des Monts to the seven islands the tidal streams are weak and
irregular, but the flood is usually the strongest! and ships beating to the westward can
always make way to windward.
f From the Saguenay river to Manicouagan Point, there is a regular stream of
flood and ebb, influenced, however, in strength and duration, by the winds. The stream
of flood extends out about three leagues from the coast. In the middle of the
Estuary below Bio, there is a space of nearly still water, whilst to the southward the
current runs always down, excepting the stream of flood along the south coast, too
narrow to be of any use to ships. From the Manicouagan to Point des Monts there
is eery little stream of .flood, excepting close in shore. Round Point des Monts the
superficial current always runs down, although checked by spring tides and easterly
winds.
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150
GRAHAM SHOAL.
Names of Places.
Bay two miles east of
ly two miles ea
Magdalen R.
Mount Louis R...
Cape Chat*...
River Matan
Little Metis...
Mount Camille
Barnaby Island
I. Bicf
N.E. Razade Island .1
Points where
observed.
Station
Entrance
Extreme Point
Inner S.W. Pt ent]
Reef
Summit
N.E. Point
|S.E. extrem. ofS.E.'
Reef
Station
o / rt | o t tt
[49 14 5365 19 42|
Longi-
Latitude, tude W.
North. ]of Green-
wich.
49 14 37
49 6 0
48 51 43
48 41 18
48 28 44
48 29 43
48 25 17
48 12 35
65 46 18
66 48 2
67 34 12
68 4 22
68 15 38
68 34 45
68 51 13
69 10 52
•fi h
>1
o 1
22 0
21 80|
21 27]
(1830)
19 30
18 30
|(1828)
18 30|
(1831(
17 36|
|(1830)
17 34|
(1829)
as
'Q «
Sf
o
h. m.
1 30]
2 0
2 10
2 15
'll
feet
1 3 Sp.T.
4 N.T.
12 S.T.
S§ N.T.
13 S.T.
|8 N.T.
14 S.T.
[8|N.T.
Graham Shoal. — Mediterranean.
Her Majesty’s Cutter, Hind, under the command of Lieutenant Codd,
left Malta on December 3rd, and proceeded to Graham Shoal, off the
coast of Sicily, for the purpose of ascertaining its existing state. She
returned on the 17th and reported as follows : —
Owing to the very unfavourable state of the weather, they only sue-
ceeded in obtaining soundings on the shoal on two occasions, on the
1 4th and 16th instant, and both times were compelled to abandon the
further prosecution of the survey in the boats, by an increasing wind
and sea. They however succeeded in determining that the depth of
water on the shoalest part was only one and a half fathoms ; large
white stones and seaweed.
Around this spot they had frequent soundings, in seven, eight, and
nine fathoms. The shoal, within the line of forty fathoms’ depth,
* Along the south coast from Cape Chatte to Gaspe, the superficial current runs
almost always down the estuary, or to the eastward.
f In neap tides there is very little stream of flood inside, and none outside of
Bic. In springs the stream of flood runs up weakly inside the island and close along
the main to the westward. In short, all the way from Green Island to Gaspe, there is
no stream of flood excepting close in shore, or along the bank of soundings, which
extends from the shore. Further out the stream is always down the estuary ; on the
north coast, on the contrary, there is a regular stream of flood and ebb.
At Matan the winds have much influence, so that at times in spring tides the
water rises fifteen or sixteen feet, at others only eight feet In neap tides I once saw
it rise only four feet.
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CLAUDIUS ROCK, 8UHDA STRAIT.
151
appears to extend about two cables’ length from N.W. to S.E.,
and a cable’s length and three quarters from N.E. to S.W. the bottom
consisting principally of black ashes and cinders. Outside this, the
depth rapidly increases, and at a quarter of a mile from the shallowest
part, there is no bottom, with sixty fathoms. The plan of the shoal
drawn from the above data, must necessarily be only an approximation,
but one important fact is established : namely, that the shoalest water
remains the same as when surveyed by H.M.B. Rapid, in 1833, from
which it may be inferred, that it is now a permanent shoal ; and, as it
is dangerous, even to the smallest vessels, a knowledge of its posi-
tion, bearings of the land, &c., (which have been already published in
the Nautical Magazine for April, 1832,) cannot be too widely known
by seamen navigating these seas.
Albert.
Harbour of St. Thomas. — Virgin Islands.
The following marks for entering the Harbour of St. Thomas, by day
or night, from the eastward, passing inside of Buck Islands, have been
published by Captain Rhode, of the Danish Royal Navy: —
Little Saba must be kept at least double its apparent breadth to the
southward of Water Island. This mark must be kept on until French-
man’s Cap is in a line, or to the western side of that saddle, which is
formed by the division of the two Buck Islands. The first mark leads
clear of the Packet Rock, and the second clears the Triangles.
Running inside of Buck Islands by day, and in clear weather.
You may bring the northern point of Water Island clear of the
southern point of Cowell’s Batteries, which will clear both the Packet
Rock and the Triangles.
When Christian’s Fort shows well clear to the westward of the
point by Muklenfel’s Battery, you are to the westward of the Triangles,
and can steer into the harbour.
L. J. Rhode.
Claudius Rock. — Sunda Strait. — Ship Struck.
We have had occasion, before now, to point out to our readers the
existence of dangers in the strait of Sunda. — In our volume for 1833,
(p. 562,) we gave the position of a dangerous rock off Crockatoa,
discovered by Captain Lutke, in the Russian Corvette, Seniavine, and
in our number for September last, ( p. 570,) we gave some important
information of dangers off Pulo Sebucco, ( Sebooko) from Captain
Creighton, of the ship Cordelia. To these we now add the following
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152 QUALIFICATION OF OFFICERS OF MERCHANT SHIPPING.
/
extract from that Invaluable paper, the “ Shipping Gazette requesting
the attention of our readers to it. We should also be thankful for a
corroboration of its existence, from any who may have the opportu-
nity of obtaining it.
Boston, (U. S.,) Nov. 21. — The following extract from a journal
kept by the first officer of the ship Claudius, Captain Isaac Winsor^
on her late passage from Manilla to Boston, is interesting and import-
ant, as the existence of the rock to which it refers, in the direct
passage through the straits of Sunda, has been doubted by many
navigators. — “ May 15th, at meridian, the Button bore S. S.W., dis-
tance 7 miles, strong S.W. and W.S.W. current, from 4 to 5 knots.
At 1 J p.m., felt the ship strike her fore-foot, and again underneath the
fore-hatch. Clapped the helm hard up, and hove aback, — boxed the
ship off, and cleared; hove the lead over instantly, hut got no
soundings at 30 fathoms — saw the false keel come up astern. The
Button bore S. by E., distance 1£ miles. Thwart the way, S.W., dis-
tance about 5 miles.” The Claudius drew 19 feet water, and had on
board, a cargo of Manilla Sugar and Hemp, 900 tons and freight.
What is very remarkable, is that this ship, after being dischaiged at
Boston, was hauled up on the railway for repairs, when it was ascer-
tained that her fore-foot was wrenched off ; a large space of copper
and plank under her larboard bow (garboard streak) was pared off, as
with a drawing knife ; farther, as it was found, a point of rock of the
bigness of a man’s head, which had worked its way through the plank,
and became fastened between the timbers, filling up the hole it made.
In this condition the ship completed her passage from the straits of
Sunda to Boston, over 12,000 miles of ocean, without leaking mate-
rially, or any other damage.
On thb Qualification of the Officers of the Merchant
Shipping.
As the efforts of the various members of the legislature, who were
endeavouring to improve our Merchant Shipping, have been for some
time suspended, in consequence of the rejection by others, of Mr.
Buckingham’s bill, it may not be out of place at present to bring
under the eye of the public, certain improvements which seem if not
to be altogether sufficient to satisfy the object of the general inquiry
into that important subject, to be at least of service in the meantime,
not only as a partially beneficial measure ; but as a measure which
must also be most available in co-operation with those, that may, at
any subsequent period, be passed into a general and permanent law.
The subject, it must be admitted, is one not without difficulty ; and
the object of this paper having also been to a certain extent anticipa-
ted by some of the clauses in the bill alluded to, may possibly be
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QUALIFICATION OF OFFICERS OF MERCHANT SHIPPING.
153
again brought under consideration. But as it is evident now that
some years must elapse before any law concerning it can come into
operation through a medium of that description, during which time
many additional evils must necessarily be added to the list ; and as it
is sufficiently important and pressing in itself for special inquiry, and
would be best done justice to apart from the details of a general bill, it
is hoped that the following suggestions, if not given immediate effect,
in the manner to which they are entitled, will at least receive the
necessary fair and impartial consideration.
The subject before us is the manner in which the Merchant Ship-
ping of the present day are in general commanded : — the lamentable
deficiency of knowledge and education of the majority of the masters
and mates, and the consequent necessity for the interference of the
legislature for regulating their qualifications. By many this is regard-
ed as a matter of mere secondary consideration : nearly the whole of
the losses that take place being attributed, either to an imperfection
in the ship, or a general casualty of the sea, falling under the head of
“ sea risk” — and, in fact, so strongly does this opinion seem to be
incorporated, even among those who it would be supposed ought to
be aware of the opposite fact, that a correspondent in one of the late
numbers of the “ Nautical Magazine,” fixes the losses arising from
these causes at three out of four. But, as experience unfortunately
has proved, and as it must be evident to any one who will take the
trouble of looking into the annals of shipping for a few years, that,
while many hundreds of the most miserable hulks have gone to every
quarter of the globe, year after year in safety, that, as many thousands
of first-class vessels without being exposed in any respect to the least
additional risk, have become a prey to the rocks and other ravages of
shipwreck, it is feared that the losses which may properly be attribu-
ted to this cause must be held to be very few in number ; and that the
question which this important fact naturally suggests must admit of
but the one answer ; that, as there must be some extraordinary cause
for the same, it can only be accounted for in the manner alluded to.
Such, in fact, even on the face of the matter, is the only conclusion that
can consistently be allowed. Suppose the case, for instance, of two
vehicles going on one road— one old, crazy, and insufficient, and the
other new, strong, and well adapted. Would it be said, if the new one
was invariably meeting with accidents, where the other always
escaped, that nothing was to be attributed to the driving or manage-
ment? Most certainly not ! Precisely similar to this, then, are the
cases of ships — with this difference, that in some instances they may
have the elements to contend with — but a difference certainly of very
trifling moment ; and the consequences of which, abilities, skill, and
attention, can very easily avert. If the vessel be contiguous to land,
or places of difficulty, (and it may here be observed, that in this there
appears to be the principal danger) by ascertaining, through the
ENLARGED SERIES. — NO. 3. — VOL. FOR 1838.
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154
QUALIFICATION OF OFFICERS OF MERCHANT SHIPPING.
necessary scientific inquiries, the exact position in which she is, and
thereby, timely keeping out of danger’s way, there is scarcely any case
in which a vessel will unexpectedly be overtaken. Better evidence,
indeed, of this (and it must be observed that it, at the same time,
serves to support the general proposition) cannot be had than that
which is afforded by the Shipping of the Royal Navy. These vessels
are everywhere — in all quarters of the globe, in all straits, channels,
and places of danger and difficulty ; and yet, how many of them will
be found recorded in the list of losses ? Certainly, comparatively few
to that of the other. The simple reason is, that in the one case the
officers being skilful and attentive, of course, are aware of and pre-
pare for danger in time, and necessarily avoid it ; whereas, in the
other, the want of such precautions, renders it impossible for them to
have this advantage, and inevitably leads to the opposite result.
It is frequently maintained, no doubt, and among others, the posi-
tion is strongly advanced, in the same paragraph above alluded to ;
that if ships were constructed on a stronger principle much evil might
be prevented. But to this I apprehend a sufficient answer presents
itself, in the simple fact alone, as proved by the records of wrecks of
British shipping, that there is not more than one out of every seven
vessels lost at sea ; or in other words, that six out of seven of the
losses that take place, are upon the rocks. It is certainly in vain to
say, that if vessels are lost upon the rocks, that want of strength is the
occasion of their getting there !
I think I may, with confidence, therefore, take upon me to say, that
by the legislature interfering and enforcing masters and mates to be
properly experienced in their profession, as with the officers of the
royal navy, danger may be avoided, and three out of five of the losses
that occur at the present time may undoubtedly be prevented — and
certainly keeping in view that in all other professions particularly the
medical and that of the law, qualifications are rendered imperative by
statute ; although, in the mean time, ignorance in either of them involves
no more than one sacrifice, it is not very obvious how the like qualifi-
cation should not be rendered imperative in the other where it must
necessarily involve both. Lawyers require to be qualified ; because,
if ignorant, the property of the community may be sacrificed by them ;
medical men require to be qualified, because, if ignorant, lives may be
sacrificed — and yet the officers of the merchant shipping are allowed
to have charge of both at the same time, in many instances, lives under
their charge to the number of hundreds, and property to the value of
a number of thousands of pounds, without the slightest restriction, or
a single question being put, whether they are actually capable of
doing more than writing their own names. Surely it is time that an
appeal should be made to the legislature, and that something should
be done on a subject so momentous. If only twenty lives in a year
can be saved — nay, if only five, or that one worthy family can be
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QUALIFICATION OF OFFICERS OF MERCHANT SHIPPING.
155
saved from destitution, or one single widow be saved her moumftil
tear, a sufficient recompense would be given for all the expense and
trouble of the measure, however great it would be.
Now what I would humbly propose is this, — that an act should at
once be passed, appointing a board of examiners in any two or
more ports of each portion of the United Kingdom, as might be fixed,
for the purpose of examining the officers of merchant ships as to their
qualification, and declaring, that from and after a certain date no ves-
sel should be cleared out at the custom-house of any port of Great
Britain or Ireland, without the master first producing to the collector
and comptroller of the customs, a certificate of having passed the
board, or having been previously recorded on the back of the regis-
ter as such ; and that after a certain other date, (say six months there-
after, (the same provision should be extended to mates ; these latter
officers in the general case not requiring at the present to attend so
strictly to navigation as masters, would necessarily be the better for
additional time to prepare.
The board I propose to consist of a post-captain, two lieutenants,
and a master of the royal navy, who should be paid a respectable
salary each, in addition to their government pay ; that they should be
constantly resident at the ports referred to, and sit at least once a
week, or oftener if necessary, and that the examination should be as
follows, namely : —
I. That masters of vessels going beyond seas should be examined
upon such points as might be approved of by the Admiralty, or as
might be conceived by the board to be best adapted, in a practical
point of view, for ensuring safety ; involving, 1st, The necessary know-
ledge to be expected in the experienced practical mariner ; and 2nd,
Their skill in the necessary nautical astronomy and working of lunar
observations.
II. That mates, that is, chief mates, of vessels going beyond seas,
should be examined in the same manner, with this difference, that
the board should be entitled to exercise a discretionary power in res-
pect to strictness with them.
III. That masters of coasting vessels should be examined as to
their capabilities of managing their vessels, particularly in cases of
difficulty ; of marking out their course upon the charts, and measur-
ing the distances thereon, and as to their knowledge of the tides
and the effect of the different changes of the moon upon the
same. And
IV. That persons who act as mates of coasting vessels, or officiate,
in the capacity which that title embraces, should be similarly exa-
mined, with power to the board to use the like discretion as in the
other instance of the mates of foreign vessels, due regard being always
had, in the whole of the cases, to the nature and extent of the persons
examined.
156 QUALIFICATION OF OFFICERS OF MERCHANT SHIPPING.
I would suggest, that those who were not masters previous to the
passing of the act, should first obtain a mate’s certificate before being
entitled to apply for examination, and that in each case & fee should
be paid by the party on going forward for examination ; for instance,
masters of ships trading abroad, 21. 2s. ; mates, 1/. Is. ; masters of
coasters, 1/. 5s. ; mates, 17s. 6d. ; and they should form a fund to be
applied yearly to meet the expense of keeping up the board. It is not
probable, of course, that after the first year or two they would be at
all sufficient for this purpose. But a very few hundred pounds
annually would be required out of the public purse.
It might be but proper and just also to have a court of review, as it
were, to obviate any charges of rejections or refusals of certificates being
made uqjustly ; and to serve this end I would suggest that on a party
being rejected by any one board, he should be entitled to have the
grounds of his rejection stated in writing from under the hands of the
chairman, and on production thereof, should be entitled to be exa-
mined by any of the other boards, and if by them passed, held entitled
to his certificate.
I am aware that as respects the necessity of the mates’ qualification,
there may be some objections stated, inasmuch as that the like may
be said not to be altogether necessary. But to obviate, at once, this
objection, it is only necessary to bring under notice the very impor-
tant fact, that during a great portion of the twenty-four hours the
mate is the officer that is solely in charge, and the great additional
necessity besides him, to have a qualified person to have lives and
property in charge of, in the event of the master either becoming
unwell, meeting with an accident, or’ dying. It must be admitted that
the master cannot always be on deck, and that vessels during a great
portion of their passages, are, for many days, in places of very intri-
cate navigation. It must, likewise, be admitted, that a single hour in
the greater number of cases, may either save or lose the vessel, and
certainly, when this is the case, and when the mates have, at times,
the sole and exclusive charge, and frequently when experience is most
needed, it is not very obvious that with anything short of a qualifica-
tion equal to that of a master, the safety of lives and property ean
ever be properly attended to. Why, in point of fact, the stupidity, or
want of experience of a mate in cases where skill is required, even for
a single hour, may put a vessel in a situation, and in danger from
which no human skill or ingenuity can afterwards extricate her.
But, further, I would observe that in addition to the great benefits
to be derived from a system of qualification, an inducement also is
offered as well to young navigators to improve themselves, as to many
young men of respectability to take advantage of the sea as a profession,
that otherwise, in its present state, they look upon as far from coming
up to their views. At present the ignorant are classed with the experi-
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EXAMINATION OF THE OFFICERS OF THE MERCANTILE MARINE. 157
enced, and no difference known ; and at present any man, however
ignorant, if reputedly sober and honest, will get the charge of a vessel,
and attain the rank of master ; and which necessarily, of course, pre-
vents parties from aspiring to knowledge, and others from becoming
membera of a profession where none is supposed to be required ;
whereas, under the suggestions which have been here made, the acqui-
sition of knowledge is not only rendered imperatively necessary for
those who wish to get forward, but also an inducement held out for
the same, in the shape of a diploma or commission, which must always
cany with it the necessary respectability and station in society that
science so justly merits and ever should command. It is a profession
which, on its own merits, is highly honourable and independent, and
in which, even in its present state, many men of the first respecta-
bility are engaged, and of course, even although there were no other
consideration in the question at all, it is but proper to have it publicly
and generally acknowledged and considered so, in order that any sup-
posed want of respectability that may otherwise be attached to it should
not be a barrier to any member of the community joining it, however
respectable. In fact, by having masters of education And respecta-
bility, a comparative benefit must be derived from shipping, as well by
the ship-owners, as by the public at large.
In conclusion then, and on the whole, I hope ere long to see peti-
tions on the matter presented to the House of Commons from every
part of the United Kingdom. I may add, that if the matter is moved
in, I shall probably submit some further special suggestions on the
practical part of the measure and its results, on a future occasion.
Philo-Nauticus.
P.S. Since writing the above, I have been informed that two peti-
tions upon the subject, at least upon the qualification of masters, have
already been presented. This is so far satisfactory, and I hope will
serve as an inducement to others to bestir themselves in a similar
manner.
Examination of the Officers of the Mercantile Marine.
The investigation of the late Shipwreck Committee, in the cause of
humanity, and in which many painful truths were told, begins to ope-
rate on the minds of thinking men. It is rather surprising that it has
not done so before. The frightful loss of so many valuable lives and
property, to an immense amount, especially of late years, has in vari-
ous ways been accounted for, not to be denied, even by those who are
acquainted with the manner in which the shipping interest of this great
maritime country is conducted. Too true it is, that ships were, and
perhaps still are, sent to sea badly equipped, as regards rigging, stores.
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158 EXAMINATION OP TIIB OFFICERS OF THE MERCANTILE MARINE.
nautical instruments, See., as well as being quite unseaworthy, even in
their hulls. Too true, also, that they were commanded by youths, or
very incompetent men— neither seamen nor navigators ; some of them
by good seamen, but unfortunately for themselves and crew, not sail-
ing under the flag of temperance. Therefore, why should the number
of wrecks excite any surprise? No attempt was made to remedy all
this till last year ; but, strange to say, although certain measures were
proposed, such is the perverseness of human nature, they were all
thrown overboard.
A system of examination of the commanders and mates of our mer-
chant shipping was among the measures proposed to the late House of
Commons, only to receive opposition and defeat. But why should
underwriters oppose such a measure ? Their interest surely lies in the
safety of the ship and cargo : and do ship-builders imagine that if their
ships were stronger and better, they would have less to do— that their
profits would be less ? Be this as it may, it is, at all events, gratifying
to perceive that, at Sunderland, Newcastle, and Shields, the system
of the examination is fairly adopted, the friends of the measure thus
virtually acting lor themselves, and securing one of the most humane
measures ever presented to, or sought for, from the wisdom of par-
liament.
This determination is highly commendable ; it will ever redound
to their credit, and public opinion will, before long, oblige its general
adoption.
If in the royal navy, and the late company’s service, a system of
examination has been deemed requisite for the protection of lives and
property, surely to deny that the same system should be adopted in the
general merchant service, is to deny the propriety of its application
in those, and to assert that the competency of the person entrusted
with such a serious charge is unquestionable in the very profession
where it is most to be doubted. It is notorious, that many of my bro-
ther officers in command are mere youths ; others, young men of only
three or four years’ experience. Some obtain it from interested motives,
others by purchasing a large share of the vessel ; and some again, by
securing the ship-owner a certain portion of freight, while others suc-
ceed to command by the death of the captain ; and if they, or some one
for them, bring the ship home safe, they generally retain her. Some
captains are well known to be excellent seamen, but not navigators.
Some are excellent navigators, but for want of experience, are not sea-
men ; while others again, are neither one nor the other : being related
to the owner, they are placed in command, and nursed by an experi-
enced chief mate. But while these different classes are to be found
among the commanders of our merchant shipping, there is yet another
though few it may be, who, from their complete knowledge of all the
branches of their profession, and their gentlemanly bearing, may justly
be considered an ornament to it or any other ; men who would be as
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EXAMINATION OF Till OFFICERS OF THE MERCANTILE MARINE. 159
much at home on the quarter deck of a man of war as any nobleman of
the royal navy. If it be considered requisite to examine a river or
channel pilot, touching his abilities for that situation, surely it is infi-
nitely more so that captains and officers proceeding on a long, and pro-
bably disastrous voyage, entrusted with the safety of lives, and vast
property, should prove their competency to such a serious and sacred
trust. And yet, gentlemen of education, members of parliament too,
there are, who treat with indifference and scorn, that, of which every
reflecting mind sees the necessity. The “ Shipping Gazette,” in speak-
ing of the late bill said : — “ One maritime gentleman would not sup-
port the bill, because nothing was said about the cause of shipwreck,
and this he uttered on the face of the report. Another, although he
admitted that it was a very sad thing so many ships, with their
crews, went to the bottom through bad management, would not per-
mit any examination, because, said he, a great many masters would
be found untrustworthy. A third, whose impertinence is more matter
of astonishment than his ignorance, declared the bill to be a legisla-
tive monstrosity, and told the house that its provisions would be inju-
rious to commerce. Yet we find that the shipowners of Sunderland,
(who are doubtless the best judges of their own affairs,) have taken
upon themselves to enforce a regulation, which, by their own repre-
sentatives was objected to, as being useless and mischievous. The
utility of the regulation is obvious enough to every person, who pos-
sesses even but a trifling acquaintance with the subject, and its adop-
tion offers, at least, a practical lesson to the representatives alluded to.”
That infinite benefit to all concerned in shipping, would result from
a system of examination being adopted, is manifest to every reflecting
mind, and is further evident, by the statement of a highly respectable
witness, who proved from public documents, that ninety-five ships, with
every soul on board them, foundered during the short period of six-
teen months. Such appalling and frightful loss of valuable lives and
property would never be credited, were it not acknowledged as fact by
Lloyd’s List; and, be it remembered, that the aforesaid loss is inde-
pendent of 600 others, that are annually wrecked. Why this fearful
and truly dreadful sacrifice of lives and property, when much of it can
be so easily remedied, by adopting a system of examination, similar to
that practised by Messrs. Daniel, and Co., of Mincing Lane, which
highly respectable firm, it has been asserted before the Shipwreck
Committee, by the witness already alluded to, only lost one vessel (a
bark)* during the period of twenty years. This success in their ship-
ping department, the said firm mainly attribute to the system they have
long adopted, of having their captains and officers properly examined.
* A small vessel The loss was unavoidable, having occurred during a violent
hnrricane in the West Indies. She was blown ashore from her anchorage with
many others.
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160 EXAMINATION OF THE OFFICERS OF THE MERCANTILE MARINE.
Will any man have the temerity to deny that other merchants and ship
owners would not derive the same benefit, by adopting the same wise
measure ? — There can be no doubt of it. Yet, strange to say, it is not
generally attended to, notwithstanding so many losses from ignorance
and inexperience.
What infatuation can have possessed the great commercial body of
the nation, to have overlooked this radical defect, in the conduct of
their marine for so long a time ? Are not the crews of our West India-
men, South Seamen, &c., &c., worthy of the same care and attention,
for the preservation of their lives, as those of the royal navy and East
India ships ? And, are not the ships and cargoes of sufficient conse-
quence to their owners, to cause them to employ all due precaution for
their safety ? If so, why are so many valuable lives, and so much trea-
sure, suffered to be under the charge of men, whose competence to the
task is, to say the least of it, very questionable ? when it may be so
readily reduced to a certainty, by a general resolution of the British
merchants, to adopt a plan, similar to that of the East India Company,
obliging every commander, and two officers of each ship (with three in
larger ones) to undergo an examination, and to produce a certificate
of their abilities, as a sine qua non, before they are permitted to under-
take the office for which they are candidates.
The examiner should be appointed by a committee of merchants,
and no certificate should be admitted, unless from such accredited
examiner ; and who, perhaps, it would be expedient should be sworn
to act without partiality or prejudice.
Were the plan now recommended, to be universally adopted among
the ship-owners of this great commercial country, it is hardly necessary
to say how much benefit must accrue from it, how many valuable lives
would be preserved, and how much property would be saved to the
merchant, ship-owner, and underwriter.
It is well known to all persons connected with shipping, that there
is not, in this country, any established court for the examination of
captains and officers in the merchant service, whereby the competency
of either may be proved, to the satisfaction of those most interested—
the merchant and underwriter. And it becomes the more surprising,
that throughout England, the greatest maritime nation in the world,
such a wise and judicious measure should be treated with indifference
and scorn, when all other nations have adopted the regulation from
very remote periods ; and, notwithstanding the necessity of some sys-
tem of examination for the protection of lives and property, has been
clearly proved, there is no prospect or probability of its ever taking
place, if left to the tender mercy of ship builders and underwriters.
Hence, it must eminate from kinder beings, or be insisted on as a
government measure.
By a system of examination being adopted, it is not meant to imply,
or assert, that merchants and ship owners would be exempt from losses
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EXAMINATION OP THE OFFICERS OF THE MERCANTILE MARINE. 161
that arc incident to maritime adventure, nor would it prevent disputes,
but its adoption would materially lessen the number of both.
A London Trader.
[Our correspondent forwards us, two cases of recent occurrence, in support of his
arguments, one of which we quote here, and the other, that of the Tiger, as it appeared
in the Times, stating that the mate, after the captain died, got out of his latitude, &c.
the particulars of which will be found in p. 67 of our last number, and to which we
maj merely add here, that the distance from Astova, where she was wrecked, to Juan
de Nova, where she was supposed to be, is about 200 miles. — E d. N.M.]
Thames Police. — Seaman's Wages.— Important to Mariners.— Mr.
William Ware, the master and part owner of the brig Frances, of
Scarborough, was summoned before Mr. Ballantine and Mr. Green-
wood, to show cause why he refused to pay a balance of wages due to
William Stevenson, for his services as mate on board. The claim was
51/. 9s. 2 d.
The claim was resisted by the captain, on the ground that the com-
plainant was not competent to perform the duties of mate, for which
he had signed articles, at four guineas a month, and that he was com-
pelled to engage another mate at Trieste, and pay him that amount of
wages, which he now sought to deduct from the balance claimed by
Stevenson, still paying him able seaman's wages only for the homeward
voyage.
The mate said he told the captain, when he signed articles, he was
not a navigator, but Mr. Ware shipped him as chief mate, because he
was recommended by the last captain of the vessel. He did duty home
ss a carpenter and seaman.
Captain Ware said the articles were read over to Stevenson before he
signed, and this note copied from schedule B, in the act of parliament,
also : “ And if any seaman shall enter himself as qualified for a duty
to which he shall prove to be not competent,* he will be subject to a
reduction of wages hereby agreed^for, in proportion to his incompe-
tency.”
Stevenson.— The last captain knew I was no scholar.
Captain Ware said, when he shipped the complainant he believed
him to be a competent man. On the way to the Mediterranean, from
Newcastle, the vessel was wind-bound, and he was obliged to put into
Falmouth one night, at a late hour, and a few minutes after, the com-
plainant came to him and said he could not take the latitude, and was
not a good navigator. He sailed a few horns afterwards, and disco-
vered, during the voyage, that he was quite incompetent.
Mr. Ballantine.— Why did you not ship another mate at Plymouth,
instead of taking this man?
• This, in some cases, would be a difficult matter to prove, and still more sol the
degree of incompetcncy hut a system of examination and certificate, would effectually
prevent all litigation on the subject.
ENLARGED SERIES. — NO. 3. — VOL. FOR 1838. zed b^G
162 EXAMINATION OF THE OFFICERS OF THE MERCANTILE MARINE.
Captain Ware. — I was unable to do so, fori had to sail next morning.
The man is a good coasting sailor enough, but he cannot prick the
course of the ship, take an observation, or perform other duties
required of a mate, nor has he the talent or inclination to learn.
Stevenson admitted his defects, as mentioned by the captain.
Mr. Ballantine. — You shipped as mate ; that supposes an expert
seaman who can navigate the vessel, take an observation, and all that ;
you arc not entitled to what you ask.
Stevenson said twelve guineas was a large deduction.
Captain Ware said that was what he had paid to a skilful mate, whom
he shipped at Trieste. He brought home nineteen passengers, and he
could not, without being reckless of their safety, and disregarding the
interests of his owners and the underwriters, have brought home the
vessel without a competent mate ; for, if any accident had happened
to him, the vessel, in the hands of such a man as Stevenson, would have
been in danger.
Mr. Ballantine said he was anxious that seamen should get their
wages, but he could not say the complainant was worth four guineas
a month. Captain Ware’s offer was a very fair one. Stevenson ought
not, in common honesty, to have gone out as mate of the ship, for
if the captain had died he could not have taken the command. He felt
bound to dismiss the case, and the captain would, no doubt, pay what
he had offered — able seaman’s wages only. — Morning Herald y 21st
October, 1837.
P. S. The following letter, addressed to the Editor of the Shipping
Gazette, bears directly on the present subject, and demands particular
attention : —
Sunderland, Feb. 7, 1837.
Sunderland Marine Board. — Sir, — The appalling facts respecting
the loss of life and property by shipwreck, detailed last year before a
committee of parliament, produced a thrill of horror throughout the
nation. It was proved that the cause of the evil was the ignorance,
incompetence, and misconduct of persons entrusted with the command
of vessels. To remedy this, the formation of Local Marine Boards, for
examining the qualification of such persons, was recommended. In con-
formity with this, a board was established in Sunderland. The friends
of humanity hoped that it would accomplish the end for which it was
instituted. But to do so, it is manifest that the members composing it
should be men of the highest talent and strictest impartiality. That
the utility of the Sunderland board is already more than doubted, that
a growing contempt for its decisions is felt, is a fact which is notorious.
Of the cause of it, you will have little doubt, when you read the fol-
lowing account {which is but a sample) of the examination of a young
man belonging to the Neptune, of this port. It might be necessary to
state, that this young man had received an excellent education, was of
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STEAM BOAT ACCIDENTS.
163
good moral character, and, as a seaman, was spoken highly of by all with
whom he had sailed. But had he been the reverse of all this ; had he
been ignorant, immoral, and unqualified, he was surely entitled to be
treated courteously. You will not, I am sure, deem this language
too strong when you read the following insulting questions put to the
candidate on his entering the court.
Examined by the chairman ; 1st question. — Do you know where the
main braces lead f 2nd— Do you know the marks of the lead line ?
3rd. — Can you rig and unrig a ship f These questions were answered
in the most respectful manner. The candidate was then catechised
respecting the course to Yarmouth roads, and behind the sands, and
answered promptly all but the following question. How does the buoy
at Crqss bear by Yarmouth church ? (there are two buoys, he did not
specify which.) This the young man confessed himself unable to
answer without the assistance of a chart, for which he asked. It was
refused, and he was dismissed by the chairman in the following laco-
nic manner : — 44 Thou must go a little longer to sea, my man.” Now,
Mr. Editor, had the question put been one which it was essential to know,
there would have been no cause of complaint ; but I have asked a
number of nautical men the same question, and have not found one
able to answer it without the assistance of a chart. Why f Simply
because it was not necessary to be known. The bearings could not be
used at night, and are not necessary by day. Other causes have tended
to bring the board into disrepute. They receive fees, but no account is
rendered of their amount ; they are an irresponsible body. A teacher
of navigation is a member, and he enjoys the great privilege of exa-
mining his own pupils. This, besides being a gross injustice to other
teachers, will soon degenerate into a job. In short, the whole consti-
tion must be altered. The members ought to be annually elected by
the Shipowner’s Society, and fixed salaries paid, or an account of
the fees rendered. None but nautical men should be appointed, and
those not superannuated. I am, Mr. Editor, yours respectfully,
An Owner.
Steam Boat Accidents.
Mr. Editor, — The lamentable loss of life occasioned by the late
shipwreck of the steam vessel Killarney, now that the inquest has
terminated, may probably be adverted to with more propriety than
when a verdict of the jury was pending. And while it may be
considered impolitic to interfere with the enterprising spirit of steam
navigation companies, or that of individuals which these com-
panies may see fit to place in command of the steamers belonging
to them, the loss of the Killarney, and others, seems to demand that
some means should be established as a protection to inexperienced ’
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164 INSTRUCTIONS FOR PRESERVING SPECIMENS OF PLANTS.
voyagers, who, probably anxious to pursue their voyage, and placing
full confidence in those who are in command of a vessel, embark at a
period when the weather is unpropitious for putting to sea. To guard
against such cases, competent individuals should be appointed at each
of the ports, where steam-boats are employed as passage vessels to
convey passengers across our channels, who should be authorized to
hoist a foul weather flag, if, in their opinion, it was dangerous to put
to sea. This would at least afford information to passengers ; and, if
after this notice, they persisted in proceeding, a national duty would.
have been performed, and the sufferers, in the event of being wrecked,
would have only themselves to blame, while the commanders of
vessels would at the same time be relieved from much responsibility,
as it would not then be left, as it is now, to their decision, whether
they would be justified in not putting to sea, and they would be free
from that censure of their employers, which is now too frequently
incurred, and the fear of which induces them to hazard a passage.
Again, as much danger is to be apprehended from the extensive
fires necessary to be kept up in order to propel the vessel, particularly
in heavy seas : no steam ship should be furnished with a certificate
of sea worthiness, unless the space in and about the fire places were
fire proof and closed from every other part of the vessel. A code of
steam boat signals* should immediately be established to be used both
during fogs, and by night ; and not only, no steam Vessel be cleared
at the Custom House without being provided with them, but also
an individual appointed expressly in each vessel, to attend to them.
These regulations, and others, to proportion the quantity of live
stock each vessel should be permitted to carry, according to her ton-
nage, or capacity, would be the means of reducing the risk and danger
of steam navigation, which has now become such a powerful agency
of conveyance and communication between the various sea ports of
this country.
A Looker On.
Instructions for Preserving Specimens of Plants.
The following valuable instructions for preserving the specimens of
plants were supplied to the French ships Astrolabe and Zelee.
The vegetation of most of those countries at which the ships P Astro-
labe and La Zelee will touch, is absolutely unknown to botanists. We
cannot, therefore, point out towards what classes of vegetables the
attention of the medical officers who have been charged with the col-
lection of objects of natural history, should be most particularly
* Means are now amply afforded for obtaining such signals.
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INSTRUCTIONS FOR PRESERVING SPECIMENS OF PLANTS. 165
directed. But, for this very reason, we think they will do well to col-
lect every species which presents itself ; unless, indeed, they are cer-
tain that we do already possess it. It is very desirable that their
researches should not be confined always to the coasts, whenever the
interior may be accessible. In islands of the same sea, and lying in
nearly the same latitudes though the vegetation changes but little on
the coasts, it is not uncommon that the botanist who penetrates further
in, finds many remarkable varieties. It is there that the flora of every
island is shown in its true character. All specimens should, when
possible, be gathered in flower as well as in fruit, and each specimen
should be ticketed with the name of the place where it was found. If
they are ligneous, small pieces of the stem should be preserved, in
order to show the structure and grain of the wood, and these should
be marked with the corresponding numbers.
The first stage of the expedition, according to the orders of govern-
ment, will be Sandwich Land and New Shetland. Even there, in spite
of the rigour of the climate, there is a season for the germination and
development of plants ; and, though the vegetation there may be con-
fined to some insignificant aquatic species, yet it derives importance
from the latitude of their habitat, as being the type of the vegetation
nearest to the antarctic pole yet known. For this reason we hope that
the season may permit the collection of even the most trifling plants of
that southern land.
The passage of the expedition, through the Strait of Magellan, leads
us to hope for a more extensive knowledge than we possess of the flora
of the Patagonian coasts, and Tierra del Fuego. Foster and Commer-
son, who touched there, brought home very few specimens of plants,
but amongst them there was a species of beech, which spread in exten-
sive forest along the coast, and a primrose, which differs very little
from die primula farinosa of our Alpine mountains. These, with the
information gained from M. M. D’Urville, and Gaudichand, and of the
vegetation of the Falkland Islands, seem to indicate a flora which
hears considerable analogy with that of northern Europe. Considered
under this view alone, it would be well worthy of attention.
Chiloe will be a new field to us, and though Valparaiso is better
known, specimens from thence should not be neglected.
We need not give any special directions about the numerous islands
of Polynesia, which the expedition will visit. We are entirely igno-
rant of their vegetation, and the collection made there will probably
contain many interesting species, if it be not confined to the shores.
The same may be said of New Guinea, a vast country, which as yet
is only alluded to by naturalists, to express their regret at its not being
better known.
The western shores of New Holland have been far less frequented
than the eastern. Much advantage, therefore, in a botanical point of
view, may be derived from the visit of die expedition to the English
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166 INSTRUCTIONS FOR PRESERVING 8PECIMEN8 OF PLANTS.
colony on Swan River, where they will probably see some of the species
formerly found on different parts of the western coast, by R. Brown,
Labillardiere, Lechenault, and, also those collected by the Baron De
Hugel, in 1833, on the banks of the Swan River, and on the Arlington
Mountains, where it rises. But, by directing their researches towards
the more remote parts of the country, they will undoubtedly discover
mingled with the plants already known, many other species of which
botanists are at present ignorant. We may observe, that, from what
we already know of the western and eastern coasts of New Holland,
we are enabled to conclude, that the two floras, notwithstanding nume-
rous traits of resemblance, do not differ less from each other, than the
eastern and western floras of North America.
While at Hobart Town, nothing will be easier than to penetrate into
the interior, and there to make an ample collection. That country is
rich in plants, which will one day be naturalized in our southern pro-
vinces ; but it is from New Zealand that we expect a harvest which will
be the more valuable, as those two great islands are so little known,
and that the latitudes in which they lie, indicate a temperature anala-
gous to that of Europe; and besides, two whole months will be
employed in exploring them.
The three months to be devoted to the islands Nionha, Mitchell,
Peyster, St. Augustin, Marshall, the Carolines, should not be unfruit-
ful; none of those islands have ever contributed anything to botany.
The same may be said of Mindanao and Borneo.
If, in the course which the expedition follows from the coasts of
Chile to those of New Guinea, and from Van Diemen’s Land and New
Zealand, to the Carolinas, circumstances should permit the collectors
to extend their researches, we have every reason to believe, that a few
species, picked up by chance, will not be the only fruit of their labours.
No doubt they will take advantage of such a good opportunity to
establish new facts respecting the geographical distribution of plants,
a most important part of phytology, as it is connected, not only with the
natural history of the globe, but also with that of the various tribes of
the human race. They will seek, in each locality, for those plants
which give to its vegetation a peculiar character ; and they will note
the nature of the soil, and the height of those situations above the level
of the sea.
Wherever man is seen labouring to obtain from the earth, crops
adapted to his wants, the form of the instruments of husbandry, the
agriculture, the plants which are cultivated, and the produce obtained
should be the objects of careful examination. These agricultural enqui-
ries should be made in the Dutch and English settlements, with no less
attention than in the abodes of the natives. Nothing should be neg-
lected to procure information relative to the Merino flocks sent to New
Holland, and the advantage which England may derive from breeding
these animals upon so large a scale, in a country where the ground
pays a very trifling rent.
INSTRUCTIONS FOR PRESERVING SPECIMENS OF PLANTS.
167
It is not sufficient to make herbal 8, to mark the locality of each
specimen, and to describe the most remarkable species ; but the
seeds must be preserved and every effort made to transport to
Europe the living plants. Could not the Zelee bring home, even
some ligneous species, were they only those which grow at Amboina?
Among the seeds she may collect, we should like to find some of the
Antarctic Beech of Commerson, or of the beech which Cunningham
discovered in Van Diemen's land, as well as of the flax of New Zea-
land which has hitherto been propagated by cuttings only, but which
sooner or later will be profitably cultivated in the south of France,
and without doubt also in Spain and Italy. All kinds of seeds will tend
to the advancement of botany, and will therefore be acceptable, but
those specimens will be the most prized, which, besides throwing
fresh light on the science, may have the not less important merit of
being useful to mankind, and of being as capable of cultivation in
our country as in their native climate. Formerly it was very difficult
to transport living plants in long voyages ; everything combined to
destroy them, and on their arrival great sums were to be paid with-
out the least compensation. This sad result had been so frequently
repeated, that the administration of the museum of natural history,
determined on having seeds only sent from distant countries, but
even this means of tardy propagation had also its failures, as many of
the seeds lost their germinating power before arriving at their destina-
tion. Now, several methods as simple as they are sure, enable us to
receive from the most remote foreign countries, both seeds and
plants, with the certainty that a great number of them will arrive in
good condition.
The English gardner Luschnath, has contrived the following
method. At the bottom of a strong case, which is water-tight
he forms a bed of clayey soil, worked • into a very wet paste, on
which he places horizontally, and by the side of each other the
young ligneous plants, stripped of all their leaves. He covers
them with another layer of argillaceous earth in the same humid
state as the former, and beats it forcibly with a large wooden mal-
let, in order to expel the superfluous water and air, and to leave
only the space filled by the plants. He continues to place alternately,
layers of plants and of well compressed earth until the case is full,
when he closes it hermetically.
Mr. Fischer the director of the Imperial garden of St. Petersburg,
wrote to us last year, “ Ligneous plants packed according to the
method of Luschnath, were sent from Bio Janeiro to St. Peters-
buigh, and after a voyage of more than five months, the greater
part of them were alive, though the same species had perished when
packed in the usual manner.
This method is equally applicable to seeds, they are placed in
layers upon clay, but well separated from each other, so that in case
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168 INSTRUCTIONS FOR PRESERVING SPECIMENS OF PLANTS.
of theii beginning to shoot during the passage, which is not uncom-
mon, they should not injure each other. By this method, seeds of
many kinds of trees or shrubs which are known soon to lose their
germinative property, arrive alive in Europe, and will thrive there if
they are properly attended to. Probably this method would not suit
those small seeds, in which the embryo is very delicate. It might
however be tried ; but in that case, a double quantity of the seeds
should be collected ; some might be preserved as above, and the rest
mixed with very fine sand in phials hermetically sealed.
It is obvious that seeds of a certain size, would be the most
advantageously preserved by packing them in argillaceous earth;
and Luschnath’s method is especially recommended for the seeds of the
Palms Laurineae, Sapindi, Lecythidae, Quercineae, and in general
for the oily seeds which change in the open air sooner than others.
It might also be used for such seeds as do not germinate till they
have been long in the ground.
The same box may at once contain both seeds and plants. Another
preparation for the conveyance of plants, invented by Dr. Nathaniel
Ward, of London, presents a still better chance of success than that
of Luschnath, but it requires that the plants should be exposed to the
action of light during the passage, and preserved from any serious
injury. This preparation which we will call a travelling green-house,
consists of a lengthened box with a glass roof formed by two sashes,
making an acute angle. The two ends of the box continued below
the bottom about an inch, serve to support the whole apparatus, and
rising in an acute angle above the opening part of the box secure
the sides of the roof. One of the sashes is fixed, the other
being attached by screws, may be closed or removed, but it
must fit tightly, for during the voyage every part of the box must
be strictly shut. Cross pieces of wood about an inch and a half
wide and three inches asunder, are so adapted to the lower and
upper parts of each sash as to serve both to give it strength and to
support the panes of glass which are small and very thick, and lap-
ping like the tiles of a roof, are cemented in every joint.
The size of these travelling green-houses may vary, but that they
may not encumber the sailors in the working of the ship which might
indirectly endanger the existence of the plants, they should be made
of small dimensions, and thereby are the more easily rendered imper-
meable to air and wet. Generally speaking, the most convenient
dimensions are the following, and perhaps it would be better to make
them rather smaller :
Length 36 inches.
Height 28
Width 20
The depth of the box, independent of the roof, can scarcely be less
than ten inches, whatever may be the other dimensions. It should be
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INSTRUCTIONS FOR PRESERVING SPECIMENS OF PLANTS 169
understood that the wood must be well seasoned, and the joints fitted
with great care ; and the outside must have several coats of oil paint.
Iron drop handles should be firmly fastened to the two ends at the
height of afoot; and the glazed sashes should be protected by a
strong and close woven wire net- work, supported by several iron rods
sufficiently thick to withstand any severe shock.
When the Travelling Green-house is to be stocked raise the
moveable sash and put at the bottom of the box about an inch and a
half of argillaceous clay which has first been wetted and so well
kneaded and beaten as to contain no perceptible water, cover this bed
with good mould, neither too strong nor too light, and well pulverised.
In this mould the plants are to be laid sometimes with the roots bare,
sometimes with a ball of earth wrapped with dry moss and tied round
with rushes or twine ; and sometimes in pots. The first method is
best suited to succulent plants which recover easily after having been
long out of the ground. The second, applies to all ligneous plants.
The third, however, seems to deserve the preference if the pots can
be so packed as not to break each other. To prevent this, they should be
separated by small slips covered with moss, and being bedded in the
earth are fixed at each end to the sides of the box.
Plants thus arranged and left to themselves being secured from
either drought or damp, will travel for a very long period and through
great changes of latitude and climate without their health being sen-
sibly affected. They remain in a state which may be termed station-
ary, their nutrition and waste being equal, respiration goes on, and
the green parts preserve their colour, though there is no perceptible
growth.
For several years past, collections from London to Calcutta, and
from Calcutta to London, have succeeded admirably. Messrs. Lod-
didges of Hackney, who possess the richest nursery garden in Europe,
send continually to New Holland, to Van Diemen's land, and to the
East Indies, empty boxes which are returned full. The .museum of
natural history in Paris has just received, for the first time, one of
these boxes for which it is indebted to the enlightened kindness of
Mr. Wallich, director of the garden of Calcutta. This box con-
tained fifteen most valuable specimens which scarcely appeared to be
more exhausted than plants taken out of the green-house at the return
of spring ; although the voyage had lasted between eight and nine
months. Government, immediately forwarded to Mr. Wallich a box
made on the same plan, with a collection of plants from the south of
Europe, and from the hot regions of America. Cel's family, whose
hereditary zeal in’ introducing exotic plants .into* France is known to
every one, followed the example and sent a similar box to Mr.
Wallich.
It cannot be doubted that the use of these travelling green-houses
which may probably be greatly modified and improved, must materially
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170
NEGRO SLAVERY.
contribute to the progress of phytology, and we dare affirm, that it will
be no less favourable to the naturalisation in Europe, of a multitude of
useful and agreeable species, which would have been already reck-
oned among the riches of our soil, if the art of bringing them here
alive had been sooner discovered.
We hope that contrivances like those we have described, may be
supplied to the medical officers whose duty it will be to collect objects
of natural history. The expense is too trivial to be any obstacle ;
and we know, that a well executed model of the travelling green-
house has been sent to Toulon with instructions for the due manage-
ment of the apparatus.
Negro Slavbry.
In a recent parliamentary discussion on the slave trade, a noble
Lord, after stating that the effect of the various treaties between the
British Government and foreign powers, had aggravated the condition
of the slave ; and that the prescribed period for emancipation was too
far distant, undertook to shew, that it was going on now at an in-
creased rate — to make out that “ accursed traffic,” which was sup-
posed to have been put down by all Europe, was still flourishing more
than eyer, and that it was literally “ tearing out the very bowels of
Africa.” In his exertions to crush this monstrous traffic in blood, and
thus to effect the designs of the benevolent individuals with whom that
object originated, whatever may be their result, Lord Brougham will
assuredly carry with him the best wishes of every humane mind ; and
whether he commences his crusade against it with a clear or a. limited
view of the whole subject, it may perhaps be immaterial, as long as
he accomplishes his purpose, — as long as4he slave trade is, in the full
sense of the word, fairly suppressed.
The statements above alluded to, w e re received in the house of Lords
as facts, and the dreadful picture with which they were accompanied
of the effects of the slave trade was considered by no means exagger-
ated ; nor is it supposed so here. On the contrary ; it is freely allowed
that this traffic in spite of the vigilance of our cruizers on the coasts of
Africa and America; in spite of all the laws made to put it down, is
even more active and flourishing than ever. But, in his ardour to aim
a deadly blow at this increasing evil, in which it is devoutly to be
wished he may succeed, his Lordship has been too precipitate, and
in the very outset has arrived at one conclusion which a more delibe-
rate view of the subject would have shown to be wrong. In fact.
Lord Brougham has not adopted that lofty, sound, and statesman-
like course of argument, which might have been expected from the
learned Lord ; and when he said that in commissioning our cruizers
to capture slave vessels, the allowance of
“head money,” or so much
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NEGRO SLAVERY.
171
per head, for each slave captured, besides the vessel herself, is the
cause of this fearful increase, and all the evils which attend it, his
Lordship allowed his imagination to be clouded with false appear-
ances, and in a hasty moment uttered charges against a valuable class
of public officers, actively engaged in suppressing it which are totally
devoid of foundation.
In alluding to a certain item called “ head money,” an allowance
in the shape of prize money, to naval officers stationed on the coast
of Africa, for every slave captured and landed at Sierra Leone, Lord
Brougham is represented to have spoken as follows : — “ It must be
admitted that, at first sight, this looked like an additional impulse to
cruizers, to capture the vessels in which the desperate miscreants
engaged in this felonious traffic, or piracy, carried on their horrid
business. But it had this effect, that, the cruizers by the hope of
obtaining the head money were directly induced not to capture the
•lave vessels, till they had gone into the African ports to embark
their cargo of human beings, and sailed out to insult the highway of
nations by this complicated robbery, piracy, and murder ; so that the
interest of the captor was to let her have those unhappy beings on
board ; to let her complete her cargo of slaves ; to let her clear from
the African port, and not to attempt to capture her, much less to prevent
her from committing the crime of taking the cargo on board ; but, to
enable her to wait till she had completed that criminal act, for until
that act was completed, the right to have the money (“ head money”)
could not attach. But, what then ? The vessel went out, — passed
to the coast of Africa; she was fitted out with bulkheads, in a way in
which a slaver was known to be fitted out, with a kind of accommoda-
tion for those human beings that were to be the cargo, with all the
manacles, fetters, and other instruments of torture, and detention on
board, — with a sort of musket that never fired twice without burst*
ing. No steps were taken to prevent the cargo being put on board :
no interference with the cruizers because that would prevent the
object * * * the cruizer did not go near the port, because it was
aware of the effect that would be produced by that ; that would pre*
vent the cargo from being brought down, and prevent the slaves from
being shipped. The object was, that such a number should be
shipped as to entitle the captain to his “ head money.’' Accordingly,
they took them on board, and sailed out to sea. In a climate where
light winds prevailed it was not difficult to ascertain a pretty accurate
notion of the time that they would take. They went out to sea just
•o for as to leave them able to descry the mouth of the river from the
topmast ; but not to be themselves seen. The felons who were en-
gaged in their crimes ashore, in putting men, women, and children,
on board, thinking that the cruizer was not on the spot, shipped them on
board the slave vessel ; and the slave vessel flattering itself there was
nobody to watch or interrupt her cruise, moved out of the harbour
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NEGRO 8LAVBRY.
and pnt to sea. She was afterwards chased and taken y and then her
rigging, hull, and cargo, were sold and the slaves liberated.”
Such was the account that Lord Brougham gave in the House of
Lords, of the process of capturing a slaver ; and had his Lordship
not thrown into it one feature, which, while it distorts the whole
picture, and places the officers who command the cruizers in no
favourable light, it might on the whole have been considered tolera-
bly correct. Lord Brougham is stated to have obtained his informa-
tion from Messrs. Laird and Oldfield ; and, although naval officers
are also said to have been his advisers, it may be doubted whether
they could not have given his Lordship a more correct view of the
subject of head money than he appears to have taken. It is not in-
tended to question the accuracy of Mr. Laird’s information, whose
views on the mode of suppressing the slave trade may be good ; but,
to shew that an inference drawn by the noble Lord, which inference
is necessarily injurious to the character of naval officers, is not
correct.
But, in order to obtain a fuller insight into this process, one which
cannot be too fully exposed ; let us trace the slaver from the com-
mencement of her voyage. She fits out in a Portuguese port, (it is
not very long ago that one fitted out at Gibraltar, under the veiy guns
of a British fortress !) and down she goes to the coast, with a cargo
ostensibly of nothing ; but having actually cloth, bad spirits in plenty,
rum, &c., ammunition in the shape of barrels of powder, muskets and
beads and such baubles, and dollars, besides the provisions for
the crew, and the implements of her calling, viz. : manacles and the
gratings for her slave decks ; these being carefully concealed, she is
consequently light, and draws little water, her build being such as to
ensure swiftness ; on which, and the careful management of her cap-
tain success depends. She has no great difficulty in arriving on the coast,
of getting into one of the numerous rivers from which this detestable
traffic is carried on : being light, she outsails a cruizer, and drawing
little water she can keep in shore unobserved ; but, even if she be
boarded by one of Her Majesty’s vessels, what then ? She is merely
a trader — there is no proof of her being actually a slaver, although
there is every appearance of it and she cannot be detained. She
makes her port, perhaps the river Cameroons, lands an agent, and
runs over to Prince’s Island, or some other place for water for the
voyage. In about a month again she returns to the river, where har
agent has been doing his business, which is to negociate with the
natives for slaves. These may, or may not be plentiful, according aa
the demands may have been, or as the state of the wars in the interior
of the country may have been. At all events, the business goes for-
ward, and in comes the slaver for her cargo. Now is the time that
the real work begins, and now the harvest of the slave-dealers, and
now is called into action, all the energy and art of the captain of the
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NEGRO 8LAVERY.
173
slayer and his crew, on which depends their success. Delay on these
occasions is of no consequence to the vessel, and she may wait a
month longer before the slaves arrive, and albeit, another month or
more before she can get way. The slaves arrive, some ill with
fatigue from the effects of a long journey, some dispirited and broken-
hearted, tom from children and friends and all that is dear to them ;
some sullen, and reckless of life, having suffered the utmost of human
misery ; some with that unaccountable gaiety of manner to be found in
the negro and some with a cheerfulness and contentment which pro-
claims no regrets on leaving their native country ; one, which to them,
has all their lives been a land, not of rejoicing, but of slavery, insult, and
oppression, in another shape. These poor creatures arrive at their
port of destination, a miserable wretched crew, snatched from their
native abode by the strong arm of their more powerful countiymen,
from whom, they find no response to their cries in bondage, and
transferred by them to others no less cruel, either to endure the aggra-
vated horrors of a voyage, and to end their lives in slavery ; or to avoid
it by a timely relief from their suffering in a more speedy death ! Let
the advocates of slavery, if such monsters there be, contemplate this
scene ; let them consider well the horrors of the voyage which awaits
them, and then let them ask themselves, shall there be no one to
perform the part of the good Samaritan — shall there be no one to
fulfil the office of “ neighbour to him that fell among thieves” ?
But, let us proceed. The vessel is ready for her slaves ; they are
arrived^ and lodged in the slave-house, hard by in the woods, con-
cealed of course from view, and, indeed, in general not easy to be
found. The first thing to be done is to ascertain if the coast be clear
of cruizers, ; if so, the slaves are no sooner down than hurried on
board, and the next day outside the river on their voyage ; but if it
be known that a cruizer is in the offing and in ascertaining this, extra-
ordinary means are employed, for the whole coast is leagued together,
operations are suspended, and many days may elapse before the ves-
sel starts, and not before it is supposed that the cruizer is gone.
Gone, however, she is not ; artifice has been successfully employed ;
the slaver is captured, and sent to Sierra Leone, where she is adjudi-
cated a lawful prize, sold, the slaves liberated, and the captors receive
head money of 51. for each negro.
Now Lord Brougham is stated to have said that it was “the
interest of the captor to let these unhappy beings on board, to let her
complete her cargo of slaves — not to attempt to capture her much
less to prevent her from committing the crime,” that there “ is no
interference with (£ by) the cruizers, because that would prevent the
object,” which object was, that “ such a number should be shipped as
to entitle the captain to his head-money.” It is really to be regretted
that the acknowledged talents of the noble Lord have been here mis-
directed, and that in thus perverting the course of his argument, he has
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cast an unworthy imputation on the naval officers on the African station.
The motives which guide their proceedings according to his Lord-
ship, are far different from those of the enemies of slavery : they
who witness the heart-rending scenes — painted, and truly painted, in
such forcible colours by his Lordship, — they who behold the aggrava-
ted suffering of the negro in all its acknowledged horror, these men
are stated to permit the whole process of embarking, to allow the
slaver to come out with her living cargo ; to be, in other words,
accessary to the fact, and setting aside all worthier motives, to discard
all other objects from their mind but that of obtaining “ head-money/*
And what course would his Lordship have them adopt, according to
his views of the subject ? If his words are reported correctly he is
stated to have said that the cruizers knowing a slave vessel to be pre-
paring in any one of the rivers, “ instead of going in, or taking mea-
sures of co-operation with the authorities on shore to prevent the
taking the cargo, were in the habit of going so far off as they could
not be seen from, though they could see the port ; and in this man-
ner, first enticing the vessel Out, and then capturing it.** And is this
really Lord Brougham’s meaning ? Alas ! how little he knows of the
real state of the case, how contracted the view his Lordship has taken
of the subject. The “ authorities on shore !’* mark that word — one that
should be written in letters of blood — black as are the skins, aye, the
hearts of those authorities — those very “ authorities on shore.** And
who are these boasted authorities with whom Lord Brougham would
have our naval cruizers take measures, to prevent the living cargo
being embarked? They cannot be those of Lisbon, Cadiz, or any
ports of Spain, Portugal, or France, much less can they be of those
distant parts of the world, the Havana or the Brazils, all of them accused
of sending forth slavers. To admit this would be a direct negative to
his Lordship's argument as no cruizer can leave her station for such
a purpose ; her duty is to see that treaties between nations are observed
to the utmost — treaties between sovereigns. Who then are the authori-
ties alluded to ? Are they the authorities on the spot ? Surely' it
must be so, to these they are to go forthwith to prevent the diabolical
measures that are going forward. But who are these authorities? Aj*e
they the accredited agents of any European or Brazilian power?
Who are they ? Authorities indeed. Humanity recoils at the horrid
fact, they are the eery countrymen of the unhappy slaves themselves !
Men, in whose breasts reign the feelings of the brute — men, in whose
uncivilized minds, nought but self enjoyment stands prominently for-
ward ; and men from whom the nobler sentiments of their fellow men
in another happier clime are as far as the poles asunder ! Such men as*
King Boy, and his hopeful sons, King Friday and King Jacket.
These are the “ authorities ** with whom Lord Brougham says
our cruizers are to take measures. Was there no one to have
instructed his Lordship before he advanced so empty, so fallacious
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175
an argument? Was there no one to have whispered to him who
these authorities were? That these authorities, call them kings
if you please, for they call themselves so, that they are parties
concerned in the traffic, — that they derive profit by it, and receive
the price of blood ! Mr. Laird himself, quoted by Lord Brougham,
says, of the European slave dealer, “he stimulates the ignorant savage
to steal and sell his brethren.” Truly these would be authorities
indeed to apply to on such a purpose, and to induce them to forego
those profits, profits too, which to them are greater than those of the
palm oil or any other trade of the coast. Could they justly estimate
the high powers of his Lordship— could they comprehend his argu-
ments, and appreciate the force of his well pointed sallies, it would
require more than his persuasive eloquence to induce them to forego
such profits. Does not his Lordship know that the whole coast, from
the mouth of the Benin to the Congo, is leagued in carrying on this
detestable traffic, — that the natives, aye authorities ! and all consider
it a common cause, and keep such a look out in their furtherance of
it, that no man of war can approach the coast without the intelligence
of her arrival being quickly spread far into the interior, and by such
timely notice, the slave proceedings suspended where she may be.
But suppose that the authorities agree with our officers in opinion
that their object is very proper, which, if applied to, no doubt they
would do, and a cruizer enters a river where she knows a slaver to be
lying, and finds her there ; she sends her boats on board of her, and they
find appearances are quite confirmatory of suspicions, but still something
will be wanting to enable the cruizer to touch her : and many a cruizer
has thus been disappointed in a prize ; and just as long as the cruizer
remains, and by her presence overawes the proceedings of the slave
dealers, just so long and no longer would they be prevented from going
forward ; just so long would the authorities accede to the expostulations
of the officer, because they well know that their attempts to get the
slaves clear off the coast in his presence would be unavailing. But
what would be passing in another place while this treaty is going for-
ward with the authorities, and where the cruizer is not present ? Why
the very slaves which are prevented from being embarked by the crui-
ser’s presence, would in the mean time, be hurried off to another part
of the coast, probably not many miles distant, and there embarked in
a trice and perhaps half way on their voyage while the cruizer is
resolutely guarding the port in which the suspected vessel is lying ;
the vessel that was to have carried them to their destination. And
what would be said of other ports, places which, in the interval of
remonstrance with the authorities, would send forth their slaves by
hundreds, the vessels slipping out and pursuing their voyage cheerily,
their heartless captains, as well they might, laughing and enjoying
the idea, that a British officer could be so new as to think of treating
with the authorities, the very parties concerned to put down their law-
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NEGRO SLAVERY.
less trade, to arrest them in their guilty career — no ! there is little
hope from the authorities on the slave coast, and no occasion to refer
to them on such subjects ; the presence of a British cruizer before
their eyes is quite sufficient to check for the time, all their proceedings.
But is this the mode adopted by the officers of the navy in putting
it down ; is this the kind of system pursued throughout a coast which
Mr. Laird says is some 3,000 miles in extent, in which are to be
found the harbours of these slave dealers, amounting to some dozens,
and which, if it were pursued, would be little short of burlesque ? Is
this the kind of system adopted? Most certainly not: — no, that
method has been adopted which experience has shown to be most
effective ; that which Lord Brougham has described, not with the
motive of obtaining more head-money, which Mr. Laird does not
attribute to them, but with the certainty of capturing the vessel, with
proofs on board, with which there can be no mistake, no denying
what is her real occupation. Had not Lord Brougham been reported
to have said distinctly that the object of the cruiser was, that 44 such
a number should be shipped as to entitle the captain to his head-
money,” words which are not to be mistaken, these observations would
not have been called for : not that they are intended in vindication
of a class of officers of an honourable profession, who need no such
fortuitous aid, whose reputation is above such feeble charges; but rather
to show how absurd, how futile is the assertion made by Lord
Brougham. Mr. Laird, deprecates the system of head-money, and says,
blockade every port, give the officers promotion, and the men double
pay for the monotonous duty they perform, and 44 it would save Bri-
tish officers from the disgrace of receiving prize money for saving
their fellow-creatures from bondage.” But Lprd Brougham goes a
step further, he infers at once that the officer permits the embarka-
tion, does not interfere, so that he may be entitled to his head-money,
making himself what in forensic language would, perhaps, be parti-
ceps criminis, aiding and abetting the fact. Doubtless, there are bad
as well as good, cruel as well as humane in all ranks of society, and
the navy may be no exception to the rule. But does any one really
suppose that a single slave more or less is embarked on these occa-
sions in consequence of this course ; that the vessel does not come
out to encounter her voyage with as many as she can stow, as many
as the slave dealer has the means of purchasing, or as many as are to
be had? Most assuredly so; he knows too well the futility of his
remonstrances with interested authorities to prevent their embarking,
while the vessel is yet lying empty in the harbour ; he knows too well
the absolute absurdity of the attempt to blockade so great an extent
of coast as that on which the slave trade flourishes, the number of
harbours polluted by this traffic, to think of suppressing it effectually
with some ten or a dozen vessels ; and he adopts as a certain, a sure
mode of settling the business, the plan of keeping out of the way
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NBQHO 8LAVIHY.
177
when proceedings are going on, and to be in the way just when he
ought to be if circumstances of wind and weather permit, and he cap-
tures his vessel under circumstances that set aside all difficulty of
condemning her as a prize.
In doing this, however, it cannot be denied that there is much risk,
and cases are known besides those cited by Lord Brougham, of many
poor wretches being thrown overboard to perish in the sea. But the
number saved should appear as a set off to these ; the annals of Sierra
Leone speak to that, and we have Mr. Laird’s own testimony of the
good effected, and which might be extended at that place. “ The
schools,” he says, “ at Sierra Leone and Cape Coast, have done most,
if not all the good that has been done. I know an instance of a cap-
tured slave, resident at Fernando Po, who has sent his son to England
for his education ! All the chiefs upon the coast would gladly pay
for the board and education of their children.” They escape then,
from their merciless tyrants if they have the good fortune to be cap-
tured by a cruiser, and a far different life awaits them at Sierra Leone ;
but if they are prevented from embarking by the presence of a man-
of-war, whata waits them then from the hands of their fellow men ?
Why to remain in durance while they cannot be embarked, and if the
place is closely beset to be driven to another part of the coast for the
tame purpose, if they do not sink by the way-side before they get
there. On this ground, then, it is clear that persecution awaits the
unhappy slave from the hands of his contrymen on shore, and from
the hands of his masters on board, if he escape from the cruizer. It
i» evident then, that on the vigilance of the cruiser alone, in surpris-
ing the slaver suddenly, depends the last forlorn hope of the unhappy
slave to be rescued from the doom to which he is condemned. The
system, therefore, pursued by our naval officers on the coast, is to be
encouraged, as most effectually carrying forward, as far as lies in
their power, the suppression of the slave trade, and humanity urges
its continuance,— not the hope of head-money.
That the state of the interior of the country in point of slavery is as
bad as it well can be — -that the unhappy slave is doomed to slavery if he
remain or is carried off, we have tolerable proof of from Mr. Laird’s
own account, which derives importance from its recent date. Speak-
ing of Fundah, a place visited by his party for the first time, the popula-
tion of which he estimates at about 15,000, the proportion of the
slave population to the free is nearly as five to six, or nearly one
half. “ At present,” he says, “ the whole country is in a complete
state of disorganisation, the inhabitants of each village warring with
their neighbours. The consequence is, that except in the immediate
vicinity of the towns, the land lies waste and uncultivated, as the
natives are afraid of being carried into slavery.” Lander, found the
sandy islands in the Niger covered with their huts, whither they had
sought a Tetreat from their pursuers, the torrent by sudden freshes, to
K5LABOID SERIES. NO, 3. -VOL. FOR 1838. *£oO£
178
NEGRO SLAVERY.
which the river is subject, having risen, had, in his presence, washed
many away which were unable to escape. Thus, the unhappy weak
class of negroes on whom all this vengeance descends, become a prey
to their oppressors, or fall in their attempts to escape their iron grasp.
Speaking of the labour of making palm oil in comparison
to slave-hunting, he says, 44 the capture of a man partakes of
the exhilirating nature of a hunt, while the collection of palm oil is
devoid of excitement % and becomes the sober tedium of business : this
affords nothing to satiate the appetite for cruelty common to man
in his natural uncivilised state, — that affords him ample gratification,
for slave-hunting is pre-eminently cruel.” 44 So I feel convinced,”
says Mr. Laird. 44 that if an African were offered double the
reward for the same amount of labour that he employs in kidnapping
a man, for any honest employment, he would prefer that of catching
the slave.” Surely, then, is it not better while things are in such a
state to let them rush to the vessels on the coast, to let them forsake
the land which has no joys for them, whereon they can find no rest.
Should not the negro be enticed from such a land, enticed even to
risk the chance through capture of being placed at liberty rather than
remain, when once snatched from his abode, to perish amidst the
swamps of the coast and his heartless masters ? Under such circum-
stances, persecuted both within and without his native country,
humanity prompts relief to the slave through any means. England
has begun to extend it, and begun it only, and the system pursued by
her navy in following up her intention is deprecated, although with the
best of motives by the mistaken, senatorial wisdom of Lord Brougham.
Mr. Laird, in applying the term of 44 the only legitimate slave-
dealers” to our officers, has dropped an expression which will fall
harmless at his feet. True, he has expressed a proper feeling for the
honour of naval officers on the coast, and with a due regard to their
feelings fully acquits them of all interested motives. But the epithet
is inapplicable, entirely absurd. As well might he say that the
British government are slave-dealers because they liberate the slave
and reward the captors with 51. for each. A slave-dealer can do as
he pleases with his slaves, but what do British officers know of such
feelings? Their government gives them a reward for each slave
delivered, call it head-money or what you will, it has nothing virtually
to do with slave-dealing. And why should not British officers reap
some reward for the exposure, the privation, the risk of life they
undergo ? Put it in whatever form you please, call it what you like
but head-money, some reward they well deserve, and it may be more
difficult than he at first imagines, although Lord Brougham may say it
was done 44 in an ill-fated moment,” to find a wholesome substitute
for it. But if they receive reward under any form, let it even be in
promotion, (which is nought else but honour) in Mr. Laird’s accep-
tance of the term they are yet only 44 legalized slave-dealers.”
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CUNNINGHAM’S. TRAVELLING LIFE-BOAT AND APPARATUS.
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CUNNINGHAMS LIFE BOAT.
179
But the attempt which has been made in an irascible moment,
both by Lord Brougham and his hitherto “ uncontradicted ” authority,
Mr. Laird, to impute dishonourable motives to the officers of the
navy, weak and harmless as it is, will be well atoned for if his Lord-
ship succeeds in lessening the evils of the slave trade, in reducing
even the miseries of the poor, unhappy, wretched negro. It is a
noble cause, one well worthy of a great and civilized country which
has already exhausted millions of money in its behalf, and one, in
which all the graces of the most brilliant talents were never more
worthily employed. But it is a cause which if taken up must be
dealt with in earnest ; it allows of no half measures, no temporizing,
and declaring it once for all, piracy, will be the first effectual step
towards its extinction ; the next, to arm our cruizers with the general
consent of all nations to consider those vessels slavers which have on
board any one of the usual indications of such pursuit, and last, though
not the least, to throw into Africa, by the Niger, that channel which
Mr. Laird has pointed out, such a stream of commercial enterprise,
countenanced and encouraged by government protection, as shall
convince the hordes of negroes on its banks that the labour of their
hands, the produce of their soil, is wanted of them and can be con-
verted to their benefit. Then, and not till then, will the slave trade
cease.
Cunningham’s Life Boat.
Gosport
11l Editor, — Having noticed in a prior number of your magazine, a communica-
tion, descriptive of a Life Raft, by Captain Cookesly ; and presuming you will agree
with me in the propriety of giving the utmost publicity to any invention on so philan-
throphic a subject, I forward you the accompanying plans and drawings, which I
must of course state, have already appeared in the beginning of the present volume
of the 44 Mechanic's Magazine ; ” but» which circumstance I trust will not deter you
from honouring them with a place in your valuable pages. As the invention may be
considered from its peculiar relationship, more adapted for a nautical publication,
and being in the same, there is a greater chance of its being interesting, and noticed by
those who can appreciate the dangers which it is intended to mitigate.
The intention is, to combine in one expeditious travelling carriage, every means
which can contribute toward the salvation of lives of shipwrecked mariners ; and it
thus consists of a Life Boat ; a gun for heaving lines ; a catamaran for clearing
Cape Good Hope
4 46 46-6
4 46 42-1
H
Paris
4 46 41 ■»
23
Cambridge
4 46 42*8
4 46 43*2
tf
Edinburgh
4 46 41 1
26
Cambridge
4 46 36-5
4 46 36*7
28
Cambridge
4 46 37-8
ii »* »f
tf
Edinburgh
4 46 43-6
4 46 42-8
»
Cape Good Hope
4 46 351
1* It It
July 7
Nautical Aimanac )
It ft it
4 46 43-6
8
Nautical „ v
ii ft tt
4 46 47 4
9
Nautical „ y
a tt tt
4 46 393
Mean
4 46 37-6
4 46 37*4
Longitude
71° 39' 24"
71° 39' 21"
Observatory 100 feet west of St. Antonio Fort.
* The computed (f AR. in Nautical Almanac, was found to be 0*42 in
excess, by Professor Henderson, from numerous observations.
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244
THE BLOSSOM'S VOYAGE.
Longitude op Villsganhon Rio de Janeiro, from observations
of transits made at An h atom i rim.
Date.
1836.
Observatory,
compared with
Longitude. |
By corresponding
observations.
By { AR. Aim.
<— 0s. 42.
March
h.
m.
8.
h.
m.
8.
2
Edinburgh
3
14
20*32
3
14
28-65
20
Naut. Ahn
tt
tt
n
3
14
21*2
21
Naut. Aim
tt
tt
ii
3
14
27*7
22
Edinburgh
S
14
08-9
3
14
07
24
Greenwich
3
14
10-8
3
14
20
n
Paris.
3
14
08
tt
ii
ii
25
Edinburgh
3
14
10-3
3
14
15-83
26
Greenwich
3
14
25-77
3
14
21*2
ft
Edinburgh
3
14
20
ii
ii
ii ii
ft
Limerick
3
14
21
ii
n
ii ii
3
Edinburgh
3
14
26
3
14
38
tt
Limerick
3
14
27
it
ii
4
Naut Aim
tt
ii
tt
3
14
80-7
7
Naut Aim.
tt
ii
3
14
11-7
9
Naut Aim.
tt
tt
ii
3
14
26-4
10
Naut Aim.
tt
tt
ii
3
14
05
Mean
3
14
17 7
3
14
21 26
Reduction to Fort
2 1
2 1
Long. Anhatomirim ....
3
14
15 6
3
14
19 1
Fort Flag Staff
48
33
54
48
34
47
Difference of Meridians*
5
24
40 5
5
24
40 5
Long. Villeganhon
43
09
13 5
43
10
06 5
I shall now add the results of such of my observations made art
Gloria, in 1825, as I have been able to obtain corresponding observa-
tions for, since the publication of my voyage.
* This difference of meridians of Anhatomirim and Villeganhon, is the mean of
the observations by Baron Roussin, Captains Forster, King, Fitaroy, and Beechey.
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THE BLOSSOM'S VOYAGE.
245
Longitude op Villeganhon Rio de Janeiro, from observations
of transits made at Gloria.
Date.
1825.
Observatory,
compared with
Longitude
West.
h. m. 8.
July
Bushy Heath
2 52 22
27
Dublin
2 52 30 3
tt
Bushy Heath
2 52 31 3
28
Paris
2 52 42
t *
Kcenigsburgh
2 52 54
31
Bushy Heath
2 52 56
tt
Mean
2 52 39 4
Long, observatory
43 09 SI
Difference of Meridians ...
55
Long. Villeganhon
43 08 56
The abore mentioned dates are the only days on which I have been able to get
identical observations at fixed observations.
The longitudes by five other transits, compared with the AR. in Con. de Terns, is
43° 5' 56 " W.
Note. — AR the above mentioned observations have been worked out by Mr.
Baily's rigid formula.
Recapitulation.
o / //
Longitude, S. Antonio, d transits 71 39 24 W.
h. m. 8.
„ By 60 lunar* east Spica, 4 46 18 1 > ^7 57 W
„ By 60 lunars west Sun, 4 46 45 5 V
„ By lunars E. k W. made in 1825 at }
Concepcion, and referred. (See > 71 40 03 W.
my voyage) }
Longitude, Villeganhon, by t transits, 1836 43 09 13 W.
„ „ 1825 43 08 56 W.
„ (see my voyage) 1825..,.. • 43 10 42 W.
Thu* you will perceive, Sir, that my transit observations in 1835,
(published in the appendix to my voyage) gave both Valparaiso and
Rio Janeiro to the eastward of what now appears to be the truth.
This has evidently arisen from the AR. in the ephemeris being in
excess, for whenever I have been able to procure corresponding obser-
vations, the results have been very satisfactory.
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246
MERCHANT SEAMEN’S DUES.
With regard to the grave charge preferred against me by Captain
Duperrey, of allowing my decision to be biased by the observations of
my predecessors, I have only to say, that if such had been the case, I
should not be in the least ashamed to acknowledge it, provided the
authorities were respectable : but, I deny the charge in toto : the fact
is, that I considered the method of moon culminations superior to that
of lunar distances, and determined to give it the preference on all
occasions. Had I made an exception in favour of Valparaiso or Con-
cepcion, and the result had chanced to have been near that given by
my predecessors, I might justly have been charged with leaning to
their determination, but in the present instance I think I can only be
accused of consistency.
I will not prolong my letter by any further remarks, but conclude
by expressing my hope, that you are satisfied that the confidence you
have reposed in my observations has not been misplaced ; and by
assuring Captain Duperrey, that I shall be ready to do justice to the
merits of others by conceding any point that may be shown to me to
be wrong, especially when the argument is conducted with candour
and good feeling.
I am, dear Sir, yours faithfully,
F. W. Beechby.
To Admiral Krusenstero, &c. &c. &c.
Merchant Seamen’s “ Dues.”
London, January, 1838.
Mr. Editor, — The above is the term under which we are in the habit
of deducting from the wages of every seaman under us, Is. per month,
and to which we contribute 2s. monthly ourselves. Your correspon-
dent, H. Y. Z., in your number for this month, terms the guardians
of this fund, 44 Merchant Seamen’s Society ; ” and this appropriation
of it, 44 charity.” But I adhere to the old term, and insist, that the
money thus taken forcibly from us, is strictly 44 due” to us again ; and
I have to thank H. Y. Z. for his ready answer to my enquiries con-
cerning the extorted monthly subscription : though, at the same time
am sorry to see, that he is obliged to give one so very unsatisfactory ;
stating that, as to. its application, no knowledge whatever is suffered
to transpire. I must, therefore, request, Mr. Editor, the further aid
of your correspondents, your readers, and yourself, in obtaining for
us, some direct account of how this enormous revenue is disposed of.
H. Y. Z. says, that the amount of receipts is about 44,000/. yearly !
I had, however, supposed it much more ; and that it amounted to
200,000/. Your correspondent speaks without hesitation or doubt ;
and, therefore, I am bound to believe him informed on the subject. I
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MERCHANT SEAMEN S DUES.
247
would however ask him, whether his information refers to the receipt
of any one year, since the passing of the last act on the subject —
because, I know, that previous to that time, the collection of these
“ dues,” was effected in a very inefficient manner ; but, that the act
in question, regulated the payments in such a way as cannot well
admit of much evasion. I am induced to ask this question; because,
on reconsidering the matter, I cannot but think, even yet, that all the
money stopped from seamen, on the score of “ Merchant Seamen’s
dues,” does not reach the “ Society.” There is little doubt, I believe,
that the numbers stated in my former letter, of seamen actually employed,
is pretty near the truth, leaving, after an arbitrary allowance for appren-
tices, (say 20,000, which is, I have reason to think, too much,) 144,000
men, contributing 1*. per month. It is, however, I think, likely, that
in this number, is included the 24,385 masters whose Is. extra per
month, I had therefore probably erroneously added, and which would
reduce the estimate to 86,400/. yearly, and from which should be fur-
ther deducted, a considerable sum for the time a seaman is actually
employed, but does not contribute ; the collection being made from
the articles, which are often only signed upon a ship’s departure,
though the men may have been employed a month or more, in fitting
out and loading. On this acconnt I will further reduce the estimate,
and say, that 70,000/. ought to be collected yearly ! However, for the
present, let us take for granted that the sum stated is the actual
amount received. — What becomes of it ?
Its collection is, I believe effected, at the least possible charge, it
being obliged to be paid, to some officers at the Custom-house,
before a ship can enter out— query ? Is its distribution effected as
cheaply? I contend, that we have an actual right, to demand an
account of the application of this money. I will not consent to look
upon its appropriation, in the light of “ charity” — it is belongings to
the “ Seamen of Britain,” who have all their lives been subscribing
to it, as to a benefit society, to provide them an annuity when worn
out, disabled, and unfit for further duty. Before the passing of the
act of parliament referred to, one half of this monthly “shilling” was
appropriated to Greenwich Hospital, which was a shameful robbery
upon the merchant sailor ; rectified, I believe, through the exertions
of Mr. Lyall, then a member for the city of London. It is much to be
regretted, that he did not remain in parliament : we sadly want the aid
of a “ Joseph Hume,” to force some accounthere ; as well as from that
overgrown, overpaid, and “ non-accoun table” establishment, — the
“ Trinity House,” to which, although masters and seamen are not
called upon for direct contributions ; their employers are, and to such
an extent, as cripples their means of providing for their worn-out
seamen. I include the Trinity House, in this call for enquiry into
funds belonging properly to seamen ; because, it does in fact uphold
its claim to its enormous revenue ; partly, upon the plea of providing
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248
MERCHANT SEAMEN ’s DUES.
for aged and worn-out masters, &c. I am not one, who would aid in
the putting down such a venerable establishment — far from it: I
would have it upheld, in all its dignity and privileges ; if it were only
to be looked up to, by commanders of ships, as an honour to their
profession ; a source of refuge to its unfortunate and destitute mem-
bers ; and the highest object of ambition to its most able ; but, in
one word, I would have the elder brethren recollect, with more consi-
deration, what they are there for ; what they have themselves been ; how
many of their old messmates are worn out, and in want ; and to apply
promptly relief to them when required — and not hoard an immense
surplus revenue, as I believe they are at this moment doing — lying
useless to any one.
To revert to the Merchant Seamen’s “ dues 1 ; ” it is veiy much 'to be
wished, that some one conversant with the subject ; some accountant
or actuary of a life insurance company, for instance, would take the
trouble of favouring us with what should be the result of a seaman’s
subscription to this fund ; if any one will do so, I will give him a case.
An old sailor has lately made an application in regular form, to both
Trinity House and the managers of the Merchant Seamen’s 44 dues,”
and is plainly told at both, that there is little chance of his obtaining
any relief. I know all the particulars of this man’s case ; that he is
as worthy an old sailor as ever went to sea ; and one, in every respect,
having a claim to relief, neither extravagance, misfortune, nor any
event for which he need be ashamed, reduces him to poverty ; he has
been, in fact, a hard-working man all his life ; mostly as mate, and
latterly as master, in poor ships, where honestly he could not save
money. He has fairly expended himself in doing his duty to his
employers. I will state his services in round numbers, for the facility
of any one who will oblige us, by calculating what his actual subscrip-
tion would entitle him to in a benefit society ; and what from the
Merchant Seamen’s dues, (as now paid ;) looking at the much greater
proportion of deaths, who from this fund he would naturally benefit.
The man is sixty years old ; went to sea at twenty ; served five
years* apprenticeship ; was then mate, (observe, men before the
mast, which should claim some attention from the 44 Elder Brethren”)
he has literally been always at sea since — always belonging to some
ship ; and with the exception of five years, during which he has
served as master, been doing duty as a mate, and is now unfit for
further service. I ask some one to take in hand this case ; calculate
what his contribution would entitle him to ; and whatever that maybe,
I say it is clear he would have a right to it, from the Merchant Sea-
men’s “dries,” had they been for that length of time under the pre-
sent regulations.
This calculation, however, it must be admitted, is only prospective,
and does not apply to the case of a man, who as a mate has only contri-
buted 6d. per month ; and as a master, part of the five years nothing
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REPORT OR THB RIVBU DSB AND PORT OF CHESTER. 24h
at all y but 2s. per month since the passing of the act referred to. His
claim, under the actual circumstances of his case, it would be veiy
desirable to have also calculated ; unless results founded upon such
calculations can be realized, after men become old and unfit for service,
it is clear that the fund to which they have been contributing so long, is
mismanaged ; and I repeat, that the corporation of the Trinity House,
collects rates, the payment of which can only be tolerated, because it
is taken for granted they do a great deal of good in providing refuge
for such characters as I have described. £44,000 is a large sum, as
annual receipts ; and if properly managed, would go far, in my humble
opinion, to relieve the whole of the disabled and worn-out seamen,
aided by the Trinity House. The portion distributed to the old man,
(and a British sailor does not soon give in — he goes to sea to the last)
who reaches sixty ; looking at the enormous number of deaths of con-
tributors who receive nothing, must, under good management, clearly
render a very important item in the provision of a destitute man ; let
us therefore hope, that the members returned to the House of Com-
mons, and who are supposed more particularly to represent our inte-
rests, will insist upon enquiry • being vigorously instituted, into the
application of these funds ; to see which effected, I shall take the
liberty of reminding them of it, if this hint be not attended to.
I am, Sir, your most obedient servant,
A Master of a British Merchant Ship.
Report on the River Deb and Port of Chester. — By Sir
John Rennie.
[Concluded from page ISO.]
Having, I trust, fully described the present defective state of the
river Dee, and its navigation, and the causes of the same, I will
now proceed to the third division of the subject, in order to ascer-
tain how far the present evils are capable of being remedied, and
whether it be possible to restore the trade of the city of Chester to
that importance which it once held, and which its commanding situa-
tion in the midst of a populous and fertile district entitles it still to
hold. The principal defects of the present navigation exist, as has
already been remarked, between Chester and the town of Flint; for
while vessels drawing fifteen feet can almost always reach the latter
place at high water of neap tides, vessels drawing only twelve and
thirteen feet, can scarcely reach Chester, even at spring tides, and
then only with considerable care and attention, and at the risk of being
neaped, and then delayed several weeks ; in order, however, to enable
them to come up to Chester at neap tides, it would be requisite that
there should be an additional depth of from nine to ten feet.
ENLARGED SERIES. — NO. 4. — VOL. FOR 1838* 2 K
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250
REPORT ON THE RIVER DEB AND PORT O* CHESTER.
There are two modes by which this might probably be effected,—
either by lowering the bed of the upper part of the present river chan-
nel, so as to give a corresponding depth of water, namely thirteen feet
at low water, which, together with the rise of tide, would always give
sixteen feet ; or else to prolong the channel direct to Flint, and to
place a wear and lock of sufficient capacity at its lower end, by which
means the present river would be converted into a canal. The first
plan would be very expensive ; all the slopes of the present banks
would require to be re-formed and strengthened, in order to prevent
them from being undermined ; and after the necessary depth should
have been once obtained, it would require considerable expense, and
continual dredging to maintain it, which would be difficult and uncer-
tain, and would occupy a long time before it could be completed, and
even then the difficulties of the navigation below Flint, occasioned by
the Bagillt Flats, would still have to be encountered. It may be here
observed that this latter objection might be obviated by extending
the new channel along the Welsh shore to the point of Ayr ; this also
might be accomplished at considerable cost and time ; but as the
natural set of the flood and ebb is upon the northern or Cheshire
shore, and the mouth of the new channel being on the south shore or
Welsh, there would be a continual conflict of currents at the entrance
of the new channel, so that it would be difficult to enter or leave, and
the tide upon the flood and ebb would be materially checked, and in
the event of more land being embanked from the estuary, the lower,
or sea channel, would be materially affected. Indeed, it would be
extremely difficult to predict the consequences of such a measure, but
which I have no doubt would be very injurious. A work of this kind,
in order to prove beneficial, should be constructed on the northern,
or Cheshire shore of the estuary; this, however, would render it
necessary to leave the south shore entirely, and then all the establish-
ments situated along the banks of the present river, would be aban-
doned, which would not probably be permitted.
The idea of converting the present tidal channel of the river into a
canal, without making another channel for the tidal and fresh water,
would be extremely unadvisable ; for, without a tidal channel, it would
be almost impracticable to provide for the drainage of the interior
country ; and the abstraction of so large a portion, or rather recep-
tacle for tidal water, from the present river, without replacing it by. an
equivalent area, would certainly have a very prejudicial effect upon
the estuary below the canal, and tend materially to reduce the depth in
the various channels approaching to it. Under all these circum-
stances, I am clearly of opinion that it would neither be advisable to
convert the present river channel into a canal, nor to attempt to
increase its depth sufficiently so as to enable the desired class of
vessels to approach Chester at neaps, or at high water, of all tides.
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REPORT ON TUB RIVER DEB AND PORT OF CHESTER. 251
' The next question to be considered is, what is the most advisable plan
for obtaining this most important and desirable object: and here it may
be observed, that having found that the plan of converting the present
channel into a canal, or making it sufficiently deep, was not advisable, I
then turned my attention towards the northern shore ; and after maturely
considering aU the different circumstances, I am of opinion that a ship
canal, commencing near Heswell, with communicating bridges, and
terminating at Chester, with floating docks, near the Basin of the
Ellesmere canal, will be found most eligible. The dimensions of such
a canal will naturally depend on the size and class of vessels required
to be transported ; unless, however, it be constructed upon a suffi-
ciently large scale, it would not be adequate to the object in view,
namely, making Chester a port for large vessels. For this reason,
therefore, I think it ought to have not less than eighteen or twenty
feet water, so as to admit vessels of 600 to 700 tons, and to be wide
enough to enable steam vessels to use their machinery without injury
to the banks of the canal. The entrance lock should be near Heswell,
with a tide basin, or outer harbour, in fifteen feet at low water of
spring tides, which would servo to facilitate the entrance and depar-
ture of vessels from the locks. The canal should terminate in a basin
of corresponding magnitude, and the same depth as the canal at
Chester, and should be made to communicate with the present
Ellesmere canal and the old river. It would be also highly desirable
(and would probably take place as a natural consequence, in the event
of the canal from Heswell being completed) to make a branch from
the Ellesmere Canal, to join the Duke of Bridgewater's Canal near
Preston Brook, which would complete the water communication with
Manchester, and from thence all over the kingdom, and save the
present inconvenient navigation of the Mersey, from Runcorn to
Liverpool, by which great delay and expense are incurred. A small
branch railway should be made from the proposed Chester and
Crewe railway, which would at once complete the communication with
Liverpool, Manchester, Birmingham and London, and the surrounding
towns, which have either railways already in operation or in progress,
so that by this means Chester would be enabled to derive the full
advantage of all these additional improved means of conveyance.
The total length of this ship canal would be about twelve miles ; and
the levels and line of the country are extremely favourable. The
entrance lock would be founded in fine red clay, of which plenty may
be obtained for puddling the canal, in the event of being found neces-
sary. The probable estimate for completing it, including the entrance
harbour at Dawpool, and basin at Cheater, would amount to the sum of
560,0001. It would be easy to design works of less magnitude, either for
a canal or the old river, if the above should be considered upon too great
a scale, and for which estimates can be prepared, if desired ; although,
if the great undertaking caii be accomplished, it would be far prefer
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2®. REPORT ON THE RIVER DEB AND PORT OP CHESTER.
able. The above sum, although large, is moderate when compared
with the great object to be obtained, and when it is considered that
the railway from Chester to Birkenhead is, as I understand, estimated
at 250,000/., without any docks, which may probably be taken at
100,000/. more, and this for the object of taking the trade away from
Chester, as a sea-port, and converting it into a mere inland station, it
cannot for a moment be doubted but that the canal has decidedly the
advantage ; and it is the interest of the city of Chester and of the sur-
rounding populous mineral and manufacturing country, to give it their
most strenuous support. The railway, no doubt, as far as passengers
are concerned, would be a great convenience ; but for the transport
of goods, including the cost of extra loading and unloading for export
and import, would greatly exceed the cost by the ship canal. The
advantage also over the present river navigation would be veiy consi-
derable, for, instead of being 17£ miles long, and only adapted for
^bringing up vessels drawing fourteen feet at springs, the distance
would only be twelve miles, and there would be no difficulty at
all times, after the first quarter flood to last quarter ebb, (or eight
hours,) to bring up vessels drawing nineteen to twenty feet to Chester,
within two hours after entering the lower lock. The present river
channel should still, however, remain open for the navigation of small
craft, and for the discharge of the drainage waters, and thus double
advantage would be obtained. The supply of water to the canal
might be obtained from the tide, or the waste lockage from the Elles-
mere canal, or by a feeder from the Dee above Chester, which, in case
it might at times, during dry seasons, interfere with the Dee Mills,
would be made good by a steam engine. It is satisfactory to know,
that the idea of forming a ship canal in this direction is not new. It
was entertained by me in 1825, and, subsequently, by the late Mr.
Chapman in the same year, who wrote an able report on the subject,
with a view of extending it to Manchester, and making that important
town a sea-port. Such an extensive undertaking, however, is unne-
cessary, as the country, for the most part, is already occupied by
several excellent canals, such as the Duke of Bridgewater’s, the
Grand Trunk, the Mersey and Irwell, and others, and as the same
object would be in a great measure obtained by merely extending the
Duke’s canal to Chester, as before-mentioned. Mr. Chapman, how-
ever, has completely proved the practicability of such an undertaking,
and established the importance of making the Dee an additional outlet
for the importation and exportation of the trade and manufactures of
this part of the country. In carrying into effect the Chester ship
canal, above recommended, it would be extremely desirable that the
river Dee company and the promoters of the canal should be united
together, having one common interest ; and as the canal would give
accommodation to the largest class of vessels, without interfering with
the present river navigation, it would be unnecessary to expend more
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REPORT OR THE RIVER DEE ARD PORT OF CHESTER.
W3
money upon the present river channel. As a further confirmation of
the superiority of the Dee, the late Messrs. Telford and Nimmo made
a survey and report, in order to make a new entrance to the Mersey
from Dawpool, which was very favourable. All further proceedings,
however, in this undertaking were suspended ; but the corporation of
Liverpool purchased up all the intervening property.
With regard to the fourth. In order to ascertain how far such an
undertaking would be likely to produce a profitable return for the
capital required for its completion, it will be proper to institute a
comparison between the two entrances of the Mersey and the Dee, as
well as the population, manufactures, and trade of the surrounding
districts. The Mersey is only accessible from seaward by two entrances ;
the outer one, called the Formby Channel, is about three miles from
the Lancashire, and six and a half from the Cheshire, coasts ; it is
nearly half a mile wide, and has twelve feet at low water of springs,
according to Captain Denham's chart. Thfe channel, however, is sur-
rounded on all sides by dangerous banks, and is only approachable in
clear weather for large vessels at one quarter to half flood ; from
thence to the floating light distant about seven miles, the navigation is
dangerous, and requires the greatest care and skill. The inner or
rock channel is situated close to the Cheshire shore, and forms, as it
were, a mere gut, and is almost dry at low water. This channel,
although by no means so deep as the other, nevertheless, upon the
whole, has been preferred, until lately, as being more certain and
secure; although vessels are necessarily detained longer, as they
cannot pass the shoals until the flood tide has considerably advanced.
The course from this channel outwards to the floating light is equally
difficult, and requires equal care as the former. The Mersey within
these channels forms a fine capacious harbour, with plenty of water,
although the great strength of the tide occasioned by the dispropor-
tionate contraction of its mouth to the extensive estuary within, com-
bined with the immense number of vessels of all descriptions fre-
quenting Liverpool, and continually in motion, renders it both
difficult and dangerous to be in the channel, and consequently they
get out of the tideway as soon as possible into the docks, which are
upon a magnificent scale, provided with conveniences of every
description ready to receive them.
The entrance to the Dee commences at Chester Bar or Flats,
twenty-seven miles below Chester, and about twelve miles to the west-
ward of the Black Rock Lighthouse, or entrance to the Mersey. The
south channel across the bar is a mile wide, and has twelve feet at
low water of spring tides ; the northern entrance commences at Hil-
bre Gap ? but between these two entrances and Dawpool, there is
another bar, with only six feet at low water of spring tides, but as,
when vessels have passed the lower bar and have reached the entrance
to Dawpool, they can be afloat at all times and ride in security, this
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254 REPORT ON THE RIVER DEB AND PORT OF CHESTER.
inner bar, although to a certain extent inconvenient, is not of so
much importance. The outer bar of the Dee is certainly much safer
to approach than that of the Mersey ; and when once vessels outward
bound have passed it, they are clear of all sands, and can continue
their voyage without danger or difficulty. Vessels coming from, or
proceeding northward, have nearly similar advantages by Hilbre Gap 5
so that, as regards depth of water and facilities of approaching and
departing, the river Dee certainly possesses equal (if not superior)
advantages to the Mersey.
With regard to the maintenance and stability of the channels in
their present state, I see no reason to anticipate any material altera-
tion : for although they may vary a little, more or less, according to
the prevalence of particular winds and freshes, nevertheless, the
same means of preservation will continue ; and as I understand they
are better now than lately, it is by no means improbable but that by
judicious measures they may be improved.
I now come to the last important consideration, namely, the pro-
bable return for the capital proposed to be expended in completing
the works above recommended. This no doubt embraces a great
variety of local points, which you are better enabled to form an opin-
ion upon than I can possibly be ; nevertheless, there can be no difficulty
in coming to some general conclusions, leaving the remainder to be
supplied by yourselves. Assuming Chester as a central point, it is
sixteen miles nearer to London than Liverpool, and taking a radius
of thirty-four miles, it will be seen that it includes Manchester and
Warrington, and which are within two or three miles as near to it as
Liverpool, whilst Macclesfield, Congleton, the Potteries, Northwich,
Middlewich, Nantwich, Tarporley, and a number of lesser towns, are
considerably nearer. The whole of the extensive mining and manu-
facturing districts of North Wales are in the immediate vicinity of
Chester ; but, from the force of circumstances, such as the superior
enterprise and artificial conveniences of Liverpool, they are neces-
sarily compelled to adopt that port instead of Chester, which is their
natural outlet, and submit to all the extra expense and delay of trans-
porting their exports and imports thither, occasioned by the additional
distance. And, consequently, in this emporium of the trade of the
north, all the communications by way of railways, canals, &c., have
concentrated thither, leaving Chester almost wholly abandoned,
although its natural advantages as a port, combined with the above
improvements, and proximity to a populous and manufacturing dis-
trict, would render it in many respects equal, if not superior. If,
therefore, the same spirit of enterprise was exhibited in promoting
accommodation for trade, there can be no reason to doubt but that
it would not only again revive, but increase, and that Chester would
participate in the advantages enjoyed by Liverpool.
Upon the whole, therefore, taking all these circumstances into con-
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TimfER COMPARED WITH lUO*.
255
8 id oration, I am of opinion, that by the adoption of the measures above
recommended, the trade would derive that accommodation which it
requires, and for want of which it has abandoned Chester. It mav,
consequently, be reasonably inferred, that a profitable return would
be derived from the capital expended in carrying them into
effect, particularly with the examples of Liverpool, (where, I under-
stand, only fifty years back, the income from the Docks scarcely
exceeded 2,000/. per annum, and it is now above 200,000/. ;) also the
Gloucester and Berkeley canal, and other similar works. As soon
as additional facilities for commerce shall have been provided at
Chester, new establishments would arise, additional capital would be
created, and Chester would regain its lost position in this part of the
kingdom ; whereas, if the opportunity be delayed much longer, new
projects for other places will arise, and the great additional capital
which will be expended on them, and in communicating with the
Mersey, will create fresh and powerful interests, which it will be more
difficult to overcome, and the obstacles against improving and render-
ing the Port of Chester what it is capable of being made, will be
greatly increased.
I am, Gentlemen, your most obedient humble servant,
John Rennie.
Timber compared with Iron, as a Material for the Construc 7
tion of Steam Vessels.
Mr. Editor, — In the remarks on the comparative merits of timber
and iron for the construction of steam boats in the February number
of the Nautical, headed “ Iron Steam Boats, Voyage of L’Egyp-
tienne,” a preference has been given to iron as a material for the con-
struction of such vessels, which it does not appear to deserve ; and,
knowing that your pages are devoted to the publication of good and
useful information, without reference to the feelings or prejudices of
any particular class of her Majesty's subjects, I feel confident that
you will give me a hearing on this subject, even should my remarks
tend to controvert many of the positions which have been advanced.
In the observations alluded to, three positions in favour of iron ves-
sels are adopted ; all of which, I think, I shall be able to controvert.
However, if I do not, to the best of my ability, I will establish their
fallacy. These positions are, that iron steam vessels are stronger and
faster than those of wood, and entirely free from all risk of fire.
It is now sixty years since iron has been used for the construction
of vessels for carrying burthen, and about twenty-three years since
they were first used as steam vessels. At Birmingham, the seat of the
iron trade, they were tried thirty years ago for canal fly boats, and
Mr. Manby, of the Horseley iron works, fitted iron steam boats in
London, in the year 1825 ; so that there is no novelty in the construe-
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256
TIMBER COMPARED WITH TOOK.
tion of iron vessels for such purposes. And I would ask, if iron be
so well adapted for the construction of vessels, how is it that at Bir-
mingham, where iron is found in such abundance, and oak is not to be
found, or scarcely so, and where upon the canals, lightness, speed, and
small draught of water, are of such great importance, that they have
not followed up the building of iron boats ; but, on the contrary, at
the present day use wood, even with the most expensive tractive
power, viz., horses? It is, most assuredly, not that the people of
Birmingham are not as well acquainted with the value of iron as
those of Liverpool, but they know that a wooden fly boat, properly
built, tows easier, is stronger, and much more serviceable than one of
iron.
Now, as to the strength of iron steam vessels, as compared with
those built of wood — I mean strength, as compared with weight — we
shall find the advantage greatly in favour of wood ; so much so, that
even the construction of iron roofs, once so much the rage, is now
nearly abandoned. In the experiments of Bennie, Smeaton, and Bar-
low, it will be found that dry fir, as compared with iron, weight for
weight, is about nine times as strong in direct tension, seven times in
direct thrust, and six times in the transverse or lateral strain; in
other words, a bar of wood, say ten feet long, of the same weight as a
bar of iron of the same length, and one inch square, will carry nine
times the weight of the iron bar, will bear seven times the weight in
direct thrust, and six times the transverse strain.
The strength of teak, oak, and some other hard woods, is not equal to
fir, but still three or four times greater than iron ; what then becomes
of the announcement that iron boats are stronger than timber ones ?
I maintain, that a well-built vessel of wood, like some of the wooden
ones now running on the Thames, will be found to be stronger at the
same draught of water, than a vessel of iron, or any other metal. No
doubt, Mr. Editor, but your readers, more particularly your naval
ones, are well acquainted with those remarkable vessels, the wager
boats, used on the Thames, above bridge ; they are striking exempli-
fications of the foregoing. Many of them weigh no more than 80 lbs.,
and are well worthy the attention of every naval architect. Here, in feet,
are the true principles of naval architecture exemplified, viz., the using
the exact quantity of material, and no more than is necessary for the
purpose required. I will challenge Mr. Laird, or any other iron steam
boat builder, to produce a boat of the same dimensions and strength
as one of these, that will not weigh nearly double the weight. Again,
the elasticity of wood over iron is greatly in its favour, and its conse-
quent lightness enables us to get a depth of material that cannot be
obtained in iron. Thus, where plate iron of a quarter of an inch is
used, we can have a thickness of timber of three inches ; and, as
bodies resist lateral thrust greatest in proportion to their depth, or,
in other words, doubling the thickness quadruples the power of
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TIMBER COMPARED WITH {ROM.
257
resistance, the superiority of wood becomes manifest over iron, or
other weighty material.
I think it quite pertinent to the subject to mention the class of steam
vessels that have lately been constructed by Mr. Oliver Lang, jun.,
of her Majesty’s Dock Yard, Woolwich. These vessels may be said
to consist entirely of skin, or planking, with few timbers, and those of
the same kind as .boat-builders use.* These vessels, of which there
are many on the Thames, far exceed all others for speed, lightness,
and stability, combined. Upon passing up the pool in one of these,
the “ Fairy ” was run foul of by a loaded cod smack, going seven
knots, which struck her amidships, abaft the paddle-wheel. The
shock w as so great, as to throw the passengers down upon the deck.
On recovering myself, I looked over the side to see the size of the
hole the collision had made ; when, to my great astonishment, and to
that of the rest of the passengers on board, none was visible. The
beams were a little started in the cabin, and the paint chipped away
along the shelf-piece. The broadside of the vessel must have yielded
at least six inches to the blow, and again sprung out to its former
position. Had this vessel been of iron a quarter of an inch thick, instead
of wood three inches, I am satisfied it would have doubled up
her sides in such a way, as to have given her a permanent kink that
would have required at least one dozen boiler-makers, with their
fbiges, &c., as many days to rectify ; — in the case of the “ Faiiy,”
little or no damage was done.
In one part of the observations upon the subject of iron steamers, it
is stated, that ** they are more buoyant, and, from their general com-
pactness, draw less water, and are generally faster.” As regards their
buoyancy and draught of water, I think I have shown enough to
* The plan of building steamers introduced by Mr. O. Lang, with such great suc-
cess, is as follows : — Upon the keel being laid, say for a vessel of 300 tons, one and
a quarter inch diagonal.oak plank, at an angle of 45°, is passed from one side under
the keel up to the plankshare on the other side. At the fore and after-ends, from the
rise of the floor, the planks cannot be passed under, and are rebated into the keel.
The first planking is caulked and paid ; then a second range of planking, one and
a quarter inch thick at an angle of 43°, is laid on the first, with patent felt be-
tween, crossing the direction of the angle, and this second planking is again caulked
and paid. Then the third row, one and a quarter inch, is put on longitudinally, with
felt between, like the ordinary planking of a vessel, and caulked and paid. A quarter
of an inch through bolts are used, and clenched upon ruffs, such as boat-builders use.
Bent timbers are then placed inside at every four feet apart, with small floor timbers
for carrying the sleepers. Thus, the hull of a vessel is formed, which, for strength
and lightness, cannot be rivalled. The following are the names of vessels built upon
this plan, and now running on the Thames : 11 Ruby, Gem, Diamond, Duchess
of Kent, Pearl, Topaz, Prince George, Fairy, Naiad, Nymph, and Ariel ; ” and it is a
remarkable fact, that the oldest of these boats, the Diamond, after four years severe
running, winter and summer, frequently making four passages to Gravesend and back
in a day, has not broken or altered her sheer line three-eighths of an inch from the
day die was launched.
EM LARGED SERIES. — NO. 4. — VOL. FOR 1838.
258
TIMBER COMPARED WITH IRON.
prove to the mind of any unprejudiced person, that a properly built
steam vessel, of timber, will have a decided advantage as regards
strength, over one built of iron, of the same dimensions, and equal
weight of material ; in other words, the draught remaining the same.
Now, as regards speed, it will be necessary to look at what is at
present doing with iron steam boats, compared with those of wood.
In the spring of last year, it was publicly announced, that a celebrated
iron vessel, built expressly for the General Steam Navigation Com-
pany, was about to be placed in the Ramsgate trade, to beat the ves-
sels then running ; this vessel is mentioned in the list of iron steamers
in your article. It w'as stated by parties interested in her success, that
her speed would be equal to 18 miles per hour ! ! This was the puff
extraordinary. Her length according to the list, is 198 feet, and beam
only 25 feet, with engines of 180 horses’ power; and when I first
heard of her proposed speed, I could not help the expressive term,
humbug, presenting itself to my mind. It was, however, stated, that
the actual speed contracted for, was only fifteen miles per hour, and
then so many thousands per mile additional was to be paid to the con-
tractors for the three miles above that speed. The consequence was,
that we Londoners, who have not yet been ^ble to get a boat to move
above thirteen and a half miles in still water, were all on the qui-vive
to see this wonder. Sober-minded men proposed to burn their wooden
steam boats, and hasten to Liverpool for iron ones. I am not quite
sure that plate-iron did not rise in consequence of the announcement.
Well, Mr. Editor, we have waited patiently twelve months for this
nonpareil, but she has not arrived, and the public are yet glad to travel
in the slow London-built wooden vessels.
One thing struck me as a very curious fact, that as iron steam ves-
sels are stated by their admirers to be more buoyant and faster than
timber ones, that a vessel should be built of the prodigious length of
195 feet, (for we well know, that in a river- way, the longer the vessel,
the faster she will go with a given power,) to compete with river boats
not exceeding 160 feet, and that she should have engine power of 180
horses ; while the Ramsgate boat, “ 4 Duchess of Kent,” which she was
intended to oppose, has power equal only to 130 horses. Surely, the
best way to have proved the superiority of iron over wood, would have
been to have built a vessel of the same size as one of our river craft,
and have put twenty horses less power instead of fifty more : then
every one would have been able to judge for himself.
An iron steam boat has recently been built and equipped in the port
of London. This vessel has been tried after eight month’s boasting
of what she was to perform. Her intended speed was stated at fifteen
miles per hour, but what has been the result ? nothing ! This vessel,
built, I believe, to navigate the Rhone, of 160 feet length, 17 feet
beam, and two high-pressure engines of 40 horses’ power each, would
only hold her way with the little Gravesend steamer “ Topaz,” of 13(>
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TIMBER COMPARED WITH IRON.
259
feet long, the same beam and two 35 horse engines. The speed of
the 44 Topaz,” through still water, is about twelve and a half miles per
hour. Mr. Editor, what then becomes of all this great boasting
about the speed of iron steam boats ?
While upon the subject of speed, I have only to add, that I will back,
in the sum of 200 guineas, the following river steamers, to beat any
vessels of their power in Great Britain, that can now be brought against
them, whether built of iron, or any other material, viz., Ruby, Vesper,
Diamond, Planet, Topaz, and Gem.
I now come to the last advantage claimed for iron steam ships, that
of 44 absolute safety against fire,” and I think I can show that even
hero they maintain little or no advantage. When a fire happens on
board ship, where does it usually break out ? certainly not on the keel,
or the futtocks, or topsides ; but, in the decks and beams, in the
cabins, and among the cargo, the upper part of which fires the decks.
These being once in a blaze, all hands must quit, then follow the masts
and yards, next the bulwarks, and, lastly, the hull itself takes fire at
the topsides, and burns gradually downwards. This is the case with
19-20ths of all the fires that happen on board ship, and against which
there is no more security in an iron ship than in one built of timber ;
for it so happens that all the parts above enumerated, as those which
take fire first, are built of wood in iron, the same as in wooden steam
vessels, viz., deck-beams, cabin floors, fittings, doors, paddle-beams,
and paddle-boxes, aye, and bulwarks too, are built of wood, hence the
liability of conflagration is equally great.
It should be observed that, under any circumstances of change of
temperature, from extreme heat to extreme cold, a vessel of wood has
an immense advantage over one of iron, a timber-built vessel being
much cooler* in summer, and warmer in winter, from the fact of
wood being an excellent non-conductor, while iron is a most ready
conductor of heat and cold.
Having, I trust, fairly and truly stated the case between iron and
wood as materials for the construction of steam ships, my only object
has been to set the matter in its true light, for I am neither a builder
of the one nor the other sort of vessel, but I do not like to see a sud-
den mania take hold of the public mind for any particular object,
without its merits being well tested and argued ; and, I feel quite
sure, that the owners of steam vessels in the port of London, need be
under no apprehension that the class of vessels they possess will be
driven out of the field by those made of iron.
I remain, Sir, your most obedient servant,
Quid.
[* The contrary to this was proved by comparing the Quorra and Alburkah in
their late African voyage, and the reason stated by M Quid,” accounts. Iron is a better
conductor than wood, and being acted on by the water at a temperature lower than
that of the air, communicates it to the interior of the vessel. Hence, an iron vessel
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260 TUB RIVER THAMES AgD THE PORT OF XONDOH.
P.S. I find nothing in the certificates furnished by Mr. Laird, be*
yond the fact, that the vessels can be made to move ; and the journal
of the passage of L’Egyptienne, only goes to prove, that with some
little management, the influence of the iron on the compass was so
much reduced, that they were enabled to steer the vessel with toler-
able certainty, and much better than her most sanguine admirers had
reason to expect.
The River Thames and the Pout op Ldbdoh-
Avon House, Melk&ham, February 9, 18S8.
Mr. Editor, — Your intelligent correspondent, in the January 44 Nau-
tical” has adduced many arguments and facts to prove the state of
wharfage in the river is unworthy of the metropolis of the British
empire. And certainly, no one that has either read his paper, or con-
templated the course of the Thames through that portion of its
muddy channel which forms the subject of his animadversions, can
think it is. Any competent spectator, who traces its banks on either
side, must be sufficiently aware of its lamentable deficiency in point of
accommodation for its immense traffic, for the multitudes which are
either landing on, or leaving its shores. As your correspondent
observes, the wharfs and jetties which are available for these purposes,
from Lambeth to the Tower, are marvellously scanty ; and, viewing
the size and riches of the metropolis in which they are placed, alto-
gether unworthy of its character. With the exception of the Custom
House Quay, which certainly, for its extent, exhibits a noble plat-
form — nothing worthy of the port of London occurs tQ relieve the eye
from a monotonous assemblage of high blank walls, and common
sewers. It is true that there are several noble establishments for the
lading and unlading ships out of the immediate line of the river ; and
the East India, West India, and London Docks, form a commodious
haven for our merchant vessels. But that does not at all alter the
state of the present question, or supersede the use of convenient
wharfage on the banks of the noble stream which robs its ample tide
• through our metropolis. The crowded and inconvenient state of the
river has frequently been the subject of complaint ; crowded not with
the ships of merchants, but with innumerable small craft, which cer-
tainly have no pretensions to occupy so prominent a station, excluding
vessels of greater tonnage. What is the usual sight from our bridges ?
A wide and continuous belt of black barges extending, sometimes, one
fourth across the entire river ; and at low water reposing on mud,
whose unseemly surface, indeed, were it exposed, would present no
very exhilirating prospect to the gazer. The consequence is, that the
middle of the stream thus circumscribed, ill suffices to afford way to
is cooler than a wooden one ; a fact which we find by Mr. Laird’s book, was verified
in the vessel mentioned. — E d. N. M.l
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THE RIVER THAMES AND THE PORT OP LONDON.
261
the numerous steamers that are plying up and down ; and the host of
wherries with which its surface is sometimes covered. This incon-
venience would be obviously removed by banishing these dingy
receptacles of fuel to less conspicuous stations ; and, occasionally, as
convenience might dictate, constructing a line of wharfage with deep
water at their margin, convenient for the unlading of vessels of no
inconsiderable burden. This is practicable, to a certain extent, as
ships of much greater tonnage than have ever yet been in the habit of
unlading and receiving between bridges, might conveniently pass up
and down. The banks of our metropolitan river would, moreover,
so far as our naval commerce is concerned, present to the eye of
the gazer, of whatever country he may be, some type of our vast
maritime resources.
Now, it is manifestly the policy and the interest of trading capital-
ists to render every facility to the embarkation or debarkation of
the frieghts of their ships — would it not incomparably add to the con-
venience of the British merchant, in this respect, if occasional wharfs
were constructed between bridges, with noble piles of warehouses
thrown back, allowing sufficient space for the traffic necessarily
attendant upon such marts. The great thoroughfare lying alongside
the river would thus be practicable and safe for foot passengers; and
the dangerous blockades which are continually occurring in Thames
street, to the impediment of public business, would, in a considerable
degree, be removed.
The port of London has a noble Custom-house, but really the
approaches to it, on every side, except that of the river, are absolutely
disgraceful to the metropolis of Great Britain. Is this the case
with other capitals of Europe, at all approximating to it in wealth and
extent? Is there, indeed, a capital in Europe with so noble a river
flowing through it, whose citizens would not turn it to higher account,
both to ornament and utility. The banks of the Thames, instead of
being a source of recreation as well as of commerce, as in other cities,
are, as your correspondent observes, neither available for the one nor
the other. During the whole length of Fleet street and the Strand,
except at the opening to Waterloo bridge, the vicinity of this noble
stream is almost entirely lost to the citizens. In any other European
capital, proper openings, at intervals, would afford to the crowds who
incessantly throng these busy marts, salutary and exhilirating glimpses
of its waters, or its wharfs, with the gay and gallant vessels which
might, under a proper arrangement, chequer its margin. Abundantly
admitting the truth of your correspondent’s remarks, as to the
wretched state of ship accommodation between Westminster and Lon-
don bridges, I quite coincide with him in opinion, that the citizens
of our metropolis must shrink from a comparison with their continen-
tal neighbours, where, with so many natural advantages, they possess
so few artificial ones.
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262
THE RIVER THAMES AND THE PORT OP LONDON.
London is superior, as a port, in point of trade, to what Amsterdam
or Antwerp ever were; and yet, look at the quays and shipping
accommodation in the latter cities, in comparison with the former !
Rotterdam is a secondary city in Holland ; and yet view her superi-
ority in this respect to London, vaunted as the first port in the
world. In a similar scale of magnitude stands Bordeaux, in France ;
and yet all the quays on the banks of the Thames shrink to insignifi-
cance before those of a port, the annual tonnage of whose shipping,
bears no comparison to that of our river.
From my recollections of the port of Paris, (I was there soon after the
peace of 1815,) I should say that your correspondent had by no means
exaggerated its superior claim over those of London. The views from
the Pont Neuf and Pont Royal, so far as the banks of the two rivers
are concerned, are certainly not to be paralleled in London ; and,
although Englishmen sometimes regard the scene with a contemptu-
ous toss of the head ; yet, as your correspondent observes, as fair as
art is concerned for their improvement, “ the Thames is the ditch, and
the Seine the river.” Londoners have much more reason to blush
nature has done so much, and themselves so little. Look at the cities
of Italy, renowned for their commerce before the discovery of the pas-
sage by the Cape. The magnificence of their public quays and accom-
modation for the merchant, was on a scale commensurate with their great
trade. The writings of the most intelligent travellers confirm this.
Dr. Moore, from Florence, thus writes : — “ The quays, the buildings
on each side, and the bridges, render that part of Florence by far the
finest.” “The same,” adds this celebrated traveller, “is the case at
Paris and it happens fortunately for those two cities, that those parts
are almost constantly before the eye, on account of the necessity peo-
ple are continually under, of passing and repassing those bridges, —
whereas, in London, people may live whole seasons, and drive every
day from one end of the town to the other, without ever seeing the
Thames or the bridges, unless they go on purpose. Venice and
Genoa, those splendid emporiums of commerce in the middle ages,
were built and adorned with an especial reference to their great mari-
time importance. The latter stood proudly eminent as a port, while
the local situation of the former city rendered it peculiarly eligible for
traffic, since almost every street furnished at once a quay and a float-
ing dock. London has, also, her peculiar advantages, were they but
made the most of. And, although her foreign trade, in point of mag-
nitude, and the tonnage of its shipping, bears at present no propor-
tion to that of any other city of the empire, it may not be always so.
What strides have been made by Liverpool, within the last half cen-
tury. Her docks, public quays, warehouses, and conveniences for
the stowage of goods may, in a great degree, account for her rapid
rise in wealth and consequence. In default of many of the advanta-
ges possessed by Liverpool, London, may, spite of her being the seat
of government and all the metropolitan immunities consequent there -
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THE RIVER THAMES AND THE PORT OF LONDON.
263
upon, still sink in the scale of commercial importance. The inconve-
niences likewise, inconveniences of no common magnitude, so forcibly
pointed out by your correspondent, in the want of proper quays for
the embarkation and debarkation of the innumerable passengers who
diumally freight our steamers, calls aloud for the interference of the
public authorities. The annoyance and danger arising from the defi-
ciencies of wharf accommodation on the river Thames, in this particu-
lar alone, is really frightful.
In the port of Bristol, the quays within the city, and taking into
consideration its inferior trade and the tonnage of its vessels, rank far
higher in point of accommodation. Their principal wharf is nearly
a mile in length, with every convenience for the landing and stowage
of goods. If the shipping trade of Bristol has, for the last thirty
years, declined, it has probably been partly owing to the high port and
dock dues, demanded of the ship-owners, and partly to the circum-
stance of a monopoly of the foreign trade being in the hands of a few
merchants, who are so rich that they care little about it. The declen-
sion of their trade is certainly not to be traced to the inconveniences
of their port, which, considering the smallness of their river, is con-
spicuously the reverse.
Surveying the Thames from Lambeth to the Tower, does the port
of London, notwithstanding its noble river and vast trade, present
the wharf conveniences and accommodations which distinguish the
port of Bristol, with a river whose confined channels at ebb tide
scarcely suffices to bring up vessels of burden to her shores and
marts of commerce ? Why will not the citizens of London, and those
who are interested in its prosperity, learn from their neighbours, both
at home and abroad, to improve the facilities of her commerce, so far
as the Thames navigation is concerned ? They have just lost a noble
Exchange. Is the public spirit and munificence which animated Sir
Thomas Gresham, its founder, 250 years back, extant among our mer-
chants of this age ? London abounds in chartered societies of wealthy
order. Could not some of the enormously rich city companies, instead
of spending their money in eating and drinking, appropriate some of
their surplus funds in improving the shores and avenues which lead to
the Thames. The river, at present, exhibits between bridges, a most
unseemly appearance — fringed with filthy barges, and skirted on its
banks, for the most part, with old walls and nondescript edifices. It
is the interest of Londoners to raise the accommodation of the river
Thames to a scale of splendour and of beauty, competing with other
large maritime cities of Europe ; and, if the flux and reflux of the
tide, bearing upon its waters commodities from all the nations of the
earth, furnish employment for its thousands and tens of thousands, —
surely, it is not too much to hope, that the almost total absence of
public quays on the Thames will not be much longer a matter of dis-
graceful notoriety. E. P.
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204 REGULATIONS
OF THE PRUSSIAN SCHOOL OF NAVIGATION.
The British Flag in India.
Madras, 11th Not., 1837.
Mr. Editor, — The following changes will no doubt interest your
nautical readers visiting the East Indies.
Since the 1st June, 1837, the offices and establishments of Masters
attendant at the ports mentioned below, have been abolished, and the
British flag heretofore hoisted there, is no more shown to vessels
passing by. It is doubtless of no consequence to the mariner, as there
are other flag-staffs sufficient on the Coromandel and Malabar coasts
where the flag is still hoisted on the occasion of a ship heaving in
sight, viz. : —
Coromandel Coast : Calingpatam, Gary am, Pulicat, Trincomalee,
(on the Island of Ceylon,) Tranquebar, Pondicherry, Madras, Coringa,
Masulipatam, Vizagapatam.
Malabar Coast : Sadras, Covelong, Cuddalore, Port Novo, Nega-
patam, Calicut, Mangalore, Tutacorin, Cochin, Tellicherfy.
J. F. M.
Extract from the Regulations of the Prussian School of
Navigation.
[We are enabled to lay the following information before our readers, through the
polite attention of B. Hebeler, Esq., his Prussian Majesty's Consul-General in Lon-
don, to whose kindness we are also indebted for the article on the same subject in our
last number. — Ed. N.M.]
Section I. — The object of the School of Navigation is the scientific
education of a complete merchant-seaman, who must unite in himself
all that is requisite, 1st, for a master shipbuilder ; 2nd, a steersman;
3rd, a captain of a ship (shipmaster and captain.)
Sec. II. — The objects to be learnt are divided into three classes,
which may be denominated, 1st, shipbuilding class ; 2nd, steersman
class ; 3rd, sea-captain's class. The special course of each class would
occupy one year, therefore the three classes three years.
Sec. III. — The first, or shipbuilding class, affords in itself a con-
clusive one, so that the future shipbuilder can learn everything
therein, necessary for his appointment, without going through the
other classes.
Sec. IV. — The second, or steersman’s class, also consists of an
entire one; so that the intended steersman may, after completing,
that is, after a period of two years, have attained the requisite know-
ledge.
Sec. V. — The intended sea-captain is obliged to go through the
whole three years’ course.
Sec. VI. — The scholars to be elected must have been confirmed,
read fluently, and understand arithmetic with fractions.
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REGULATIONS OF THE PRUSSIAN SCHOOL OF NAVIGATION. 265
Sec. VII. — In the shipbuilding class is taught, in the winter half-
year, 1st, .algebra; 2nd, geometry; 3rd, plain trigonometry; 5th,
(racing designs of shipbuilding, and explaining the good and bad qua-
lities of ships in regard to their sailing and burthen ; 6th, the art of
rigging or sailmaking ; 7th, shipbuilding in general. — In the summer
half-year, 1st, shipbuilding in detail, according to a complete model,
which is to be provided, of a proper size ; 2nd, trigonometry ; 3rd,
hydrostatics ; 4th, rules by which to calculate the strength and dura-
bility of wood and ship’s cordage ; 5th, mechanics : the most essential
principles are explained and elucidated by experiments, for which
proper models are provided ; 6th, shipbuilding wharfs and dock-yards
are visited — the properties of different modes of shipbuilding the
most advantageous is taught by inspection of ships of different nations
— the more clear demonstration of the characters and varieties to be
facilitated by models.
Sec. VIII. — In the steersman's class is taught, in the winter half-
year, 1st, mathematical geography; 2nd, nautical astronomy and
attending the observatory ; 3rd, use of the compass ; 4th, knowledge of
charts ; 5th, theory of the lever ; 6th, calculation of equipoise of the
various machines which are in daily use with seamen, as windlass,
pulleys, &c. &c. ; 7th, theoretical sciences as steersman. — In the sum-
mer half-year, 1st, practical steersman’s science, and exercising the
same in the roads ; 2nd, theory of ship’s evolution ; 3rd, manoeuvres.
The objects of instruction in the winter half-year, Nos. 2, 3, 4, aJad 5,
to be repeated and continued.
Sec. IX. — In the sea-captains’ class will be taught, in the winter
half-year, 1st, geography; 2nd, statistics; 3rd, hydrography; 4th,
general ideas of physic ; 5th, maritime law, particularly in reference
to the Prussian state, according to the instructions of the general
laws, 2nd part, 8 title; 6th, keeping of a journal, and drawing up
reports and statements of every kind. — In the summer half-year, 1st,
management of ship; 2nd, commanding the same, and exercise in
the roads ; 3rd, maritime customs ; 4th, repetition and continuation
of several studies at the last half-year, particularly those mentioned
Nos. 4 and 6 ; 5th, astronomy, and attending the observatory through-
oig the year.
Sec. X. — Such studies as may have been omitted or misplaced in
sections must in all the schools and lessons be rectified and regulated ;
but this principle must be maintained, that as far as possible, theory
should be attended to in the winter, and practice in the summer ; and
that the first class, then again the first and second, and then all the
three classes, form one complete whole.
[Note. — The value of the dollar referred to in the salaries of masters, &c. in
p. 194, &c. is about three shillings sterling.]
2 5ogle
ENLARGED SERIES. — NO. 4. — VOL. FOn 1838.
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REMARKS ON CAPTAIN RAMSAY’S CAISSOON.
Plan op a Navigable Haft in case of Shipwreck.
Having got together (from the wreck or by other means) a quantity
of stout planks, capable of supporting the requisite number of hands
with provisions, &c., arrange them side by side in the form of an
oblong square, the breadth being one-third of the length, then
lay at equal distances across them, a sufficient number of others as
beams or treadles, to stiffen and hold the raft together, pinning them
down with nails, or, if these are inaccessible, with wooden pegs, which
swelling in the water will hold firm enough. Now raise the sides and
one end perpendicular, (two feet or more according to the size of the
raft,) sloping up the other for a bow, like the swim of a barge. The
sides being nailed on, should be stayed up with a few brackets inside,
and rigging her with a mizen royal, or a couple of boat’s sails, with an
oar, or paddle shaped plank for helm, the raft is furnished. Half a
dozen spare planks slung over the bulwarks by one end as leeboards,
would make her hold an excellent wind. She would be as stiff as a
church, and if constructed (as she should be) of large superficies in
proportion to her burden, would, from her light draught and extent of
floor, be both a fast and a good sea boat. If loaded below the thick-
ness of her bottom, she should be caulked, if otherwise, not, rs then
any water she might ship escaping between the planks, she would be
a life boat and could not be swamped. This plan was originally
intended, only as a subsequent resource, for the purpose of reaching
a civilized port when cast away on a barren or distant coast. But on
reconsideration, I see no reason to hinder its construction on board,
provided sufficient materials are handy. The planks laying flat on
deck would not wash off, but in a very heavy sea. The work is of
the simplest and roughest kind, and might be completed in a few
hours where the danger is not immediate.
A Youngster.
[The reader will also find a proposal of Captain Cookesly, (an experienced officer of
the Royal Navy,) for constructing a raft, in p. 73 of our 4th voL, (for 1835,) and in
p. 76 of the same volume, an invaluable suggestion for preventing any boat from
sinking in times of danger.— -E d. N.M.]
Remarks on Captain Ramsay’s Caissoon.
Mr. Editor, — In your Nautical for this month, I find you intend to
give some remarks by Mr. Symington on Captain Ramsay’s caissoon,
made to stop the defects in the pipes under the bottom of H.M. steam
vessel Dee.
I beg to acquaint you, that I had great pleasure in reading his
description of its make and application, because it brought to my
recollection that the same method had been used to repair the defects
of the pipes in the bottom of H.M. steam vessel Meteor, under my
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267
command at Malta, in 1832, and when I left Malta, in 1834, the cais-
soon was still in the dock yard. Now I don’t take up my pen to
father this caissoon myself, but I want to claim the original of this clever
machine for a very worthy and old servant of the crown, Samuel
Harvey, Esq. master shipwright of Malta Yard, well known to many
of our admirals and captains. The commander in chief. Sir H.
Hotham, and Sir Thomas Briggs, were much pleased when they
inspected it in operation alongside the dock yard, against the Meteor’s
bottom, and the man at work inside of the machine perfectly at ease,
as if the vessel had been in dock, except that it requires perfectly
still water*
I am, Sir, your obedient servant,
W. H. Symons, Lieut. R.N.
Dean Street, Commercial Road, 18th Sept, 1887.
Mb. Editor, — Having perused Commander Ramsay’s ingenious
method of forming a temporary caissoon* for preventing the ingress of
water through the apertures in the vessel side, required in steam
navigation, when internal repairs are needed ; or when a steamer is
placed in such a situation as H.M. steam ship the Dee is described to
have been ; I beg leave to suggest the following plan which, I believe,
will be found simple and efficient :-^-That a piece of matting of suf-
ficient thickness be extended on a hoop of such size as to overlap the
edges of the aperture wished to be closed, the hoop being fitted with
an iron rod or handle, capable of being bent to any curve wanted.
The mat should be of the same kind as a rope yam door mat, and
its rough surface applied to the vessel’s side.
A little reflection on this subject will show that, when the apparatus
is properly applied, by the mere taking out the plug of the cock, the
external pressure will cause the mat to adhere so closely to the edges
of the orifice as completely to preclude the admission of water.
I have the honour to be, Sir,
Your most obedient humble servant,
William Symington.
Jl&b&l ©fjromtrlc.
Thk Nelson Memorial. — At a late meeting at the Thatched
House Tavern, in St. James’s-street, the following resolution was
moved by Sir Pulteney Malcolm, seconded by Sir Thomas Hardy, and
carried unanimously.
44 That this meeting, impressed with the deepest veneration for the
memory of the late Lord Nelson, proposes that a general subscription
be raised for the purpose of erecting a national monument, in a con-
* p. 508, tol. 1837.
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NAVAL CHRONICLE.
spicuous part of the metropolis, in commemoration of his glorious
achievements.”
On the motion of Sir George Martin, seconded by Sir R. Otway, it
was resolved that a committee be formed to carry the above resolution
into effect.
This is an appeal of no ordinary kind, and it becomes our duty to
point it out to our nautical readers as one which especially deserves
their attention. But while we state this, we need scarcely add, that it
is not the maritime community alone who are called on to assist in
performing a duty to the memory of Nelson ; it is the whole mass of
the nation; every British subject who is expected, and who, we are
quite sure, will be ready to contribute his share towards raising a
monument worthy of this country and worthy of the name. There
is no occasion now to allude to the success which has attended the
sister service in raising a similar proof of respect and esteem for the
' man whose valour has secured the peace ana added to the honour of
his country ; and we shall for the present merely state, that every
navy agent and banking house in London, receives subscriptions for
the Nelson Memorial.
Pier at Deal. — Situated near the north-east point of the county of
Kent, at about seven miles from Dover, and the same distance from
Sandwich, Deal offers natural advantages of the first importance to
the public. Ships bound to and from London and foreign parts,
usually stop at Deal. If outward bound they take in fresh provisions,
and if coming in, they put letters and passengers ashore ; in short, it
offers facilities of the greatest advantage to the mercantile world, but
its open and exposed situation has long been the subject of deep
regret. The wind blowing hard from tne north-east rolls in a surf
upon the beach, which renders it almost impossible for boats to land
— at the same time vessels in distress look m vain for shelter. The
Downs, though a noted road for ships, and a rendezvous for our fleets,
affords little protection in a southerly gale. If a vessel should part
her cable, which is no uncommon occurrence, her best chance is to
haul round for Margate Roads. Ramsgate may sometimes affbrd
shelter, but the attempt to get in is often attendedf by danger. These
facts prove the want of a pier at Deal, under wnich vessels may
ride out the storms and gales which too often prevail on the Kentish
coast. The consideration of the difficulties we have enumerated, has
induced some of the most influential men of the present day, acting
under the sanction of the Lords of the Admiralty, to project the
erection of a pier which will afford safe landing at Deal for pas-
sengers.
With respect to the pier, it is intended to be constructed between
the Adelaide Baths and the Royal Hotel, that point being most cen-
tral, and likelyto afford the utmost advantages to the whole popula-
tion of Deal. We understand that a large capital has been subscribed,
and this important work will soon commence under the direction of
Mr. Rennie and other able engineers. Thousands of lives have been
lost for want of such a landing-place, and every friend to humanity
will hail with joy the prospect which now opens of the accomplish-
ment of the desired object. The people of Deal, and the towns and
villages along this part of the coast, are bold and active in affording
assistance to vessels which may be stranded, or in saving goods and
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269
people from wrecks, consequently this pier will prove of incalculable
service in aid of their exertions. — Morning Advertiser.
Pxmbrby. — A harbour light has just been erected at the entrance
of Bury Port Harbour, Pembrey. The light is elevated about thirty
feet above high water ; it exhibits blue light towards the entrance of
Bury River, and a red light towards Llanelly. The first opening of
the red light will lead vessels direct into the harbour, leaving the
light-house on the larboard. — Carnarvon Herald.
Improvement of Wexford Harbour. — Repeatedly as we have
brought this question before our readers, they are only now beginning
to view it in a proper light. Many who looked upon the thing as
impracticable, are becoming daily more and more inclined to a con-
trary opinion, and several who are qualified to form a correct judg-
ment upon it, entertain no doubt whatever as to its successful accom-
plishment. We believe that no valid objection has yet been started.
It is impossible to form any calculation of the immense advantages
which must ensue from such an undertaking. What has been done
in other places can only give us a faint conception of them. There
were only three feet two inches at high water in the river Clyde, and
the annual revenue was only 42/. ; now it is sixteen feet deep at high
water, and the yearly revenue amounts to 45,000/. ! The pre-
sent Sir John Rennie's father cut a new channel at Boston, in Lin-
colnshire, for the shipping, and the free discharge of the tidal water.
This new course has proved of great advantage. It is twelve miles in
length* and only available for one purpose; while Wexford harbour
is only two and a half miles in length, and available for five important
purposes, namely, for trade, a mail packet station, a safety harDour, a
fishing station, capable of supporting four thousand fishermen, and for
the reclamation of nine thousand acres of valuable land. If this great
undertaking had been accomplished, three fine ships, with valuable
cargoes, and twenty-six men, would have been saved from a watery
grave. A Dublin publication observes, that a safety harbour on the
S.W. of St. George’s Channel would prevent the annual average loss
of one thousand human beings, and 500,000/. worth of property. We
believe the merchants here, and others, are a little opposed to Mr.
M‘CaU’8 plan ; if, however, they should be sufferers by it, surely the
interest of a few individuals ought not for a moment to be put into
competition with that of the community at large. Mr. M'Call courts
the most critical examination of his plan. Two years ago Viscount
Duncannon, chief commissioner of woods and works, recommended
Mr. M‘Call to survey and report on the river Suir, a distance of
nineteen miles. The task having been accomplished, the plan for the
improvement of the navigation of that fine river was submitted to the
government engineer, who said, 44 that if Mr. M‘Call had studied that
river for a thousand years his plan could not have been improved ;
and if the same plan had been adopted by other corporate bodies in
the improvement of their inland navigation, many thousands of pounds
would have been saved, and the first improvement would have been
a perfect and final accomplishment."
H.M.S. Wolf, left Madras for Calcutta, in August, her object
being to reach that place in time to have the five Malay pirates she
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NAVAL CHRONICLE.
had on board, brought before the criminal session* then sitting.
These pirates are the re-captured men, after the desperate attempt to
escape in the Straits, which was made by the party of eleven, and
successfully by the remaining six, who swam, a distance of about seven
miles, to the shore, assisted by a strong tide, and made their way to
the jungles.
Midshipmen. — An order has recently been issued by the Lords
Commissioners of the Admiralty respecting the admission of midship-
men into the Royal navy, of which the following is the substance : —
“ They are in the first place to be examined by a surgeon, and
rejected, if from impediment of speech, defect of vision, rupture,
or any other physical inefficiency they are reported by him to be unfit
for the service.
“ They will be expected to write English from dictation, and to be
acquainted with the first four rules of arithmetic, reduction, and rule
of three.
“No person to be admitted under twelve years of age.
“ The examination to take place at the port where the ship is fitting
out, to which they are appointed by order of the commander-in-
chief, by the surgeon and schoolmaster of the flag-ship, such other
competent person as the Admiral may select, or the captain or com-
mander of the flag-ship.
“ I am, Sir, your most obedient humble servant,
(Signed) “ John Barrow.”
The Ranger Packet. — I have just come from H.M. Packet
Ranger. What a beautful proof she is of the perfection of the present
method of ship-building pursued in the navy ! She has been lying
there during all this bad weather, with the sea breaking over her every
high water, and with such violence that it has sent ner bodily up, I
should say twelve or fifteen feet, till she could go no further, the
rocks on her lee-side forming a perfect wall, against which she is
shored and choked up to the walls ; and notwithstanding all this I
cannot see an alteration in her sheer or form, in any way, nor do I
believe there is a timber of her broken. Mr. Lang ought to come
down to see the great perfection of his garboard strake, &c. ; the
destruction of the keel, dead wood, &c. in the case of the Pique was
nothing to it. The heel of her stem-post is split to pieces, and the
whole of her dead wood aft for perhaps ten feet twisted, and altogether
out of a line with her keel, very considerably, and further forward a
little. Such destruction made with keel and garboard strake as I
should think was never before seen. Notwithstanding all this, I have
no doubt, could she be got off the rocks, that she would swim, and
could be taken round to Plymouth. A thousandth part of the injury
thus described would have destroyed the best ship that ever was
built before the introduction of solid bottoms and frames, and Mr.
Lang’s improvements added thereto. No other description of ship
whatever hut must have been destroyed the very tide she got on
shore. The Ranger lays at this moment substantially, I really believe,
unhurt ; a specimen of which our naval architects might be proud,
and a proof of the stupidity and downright insanity of the merchant
shipbuilders of the present day, who will shut their eyes to the almost
absolute perfection adopted in constructing our men of war.
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I wish Mr. Ballingal could see her, it would repay him for the pains
he has taken in that good cause, — the advocacy of solid bottoms in
merchant ships. Argo.
Slave Dealing. — Mr. Editor, — The author of an article on Negro
Slavery in your last number, having referred to me by name, and
(unconsciously I have no doubt) misquoted my words, I take the
liberty of addressing a few lines to you on the subject, which I will
thank you to insert in your next number.
First, — As to the misquotation, it is stated, (page 178) “ Mr. Laird,
in applying the term of ‘ The only legitimate slave dealers’ to our
officers, has dropped an expression,” &c. Perhaps the author of the
article will do me the favour to inform me when and where I applied
that term.
In the concluding chapter of my narrative, (2nd volume, page 368,)
I stated, 4 4 It is a curious fact, that the officers and crews of British
men of war, are the only persons who can at the present day, legally
realize the living cargo of a slave vessel.” — “ They are certainly
confined to one market and purchaser-^-Sierra Leone, and the
British Government.” If this is the passage meant, I merely stated
a matter of fact, 'and have yet to learn that there are at present any
other parties who do legally realize the living cargo of a slave vessel.
Secondly, — In page 1 79, the author says : 44 But the attempt which
has been made in an irascible moment, both by Lord Brougham and
his hitherto 4 uncontradicted ’ authority, Mr. Laird, to impute dis-
honourable motives to the officers of the navy.” Attain, I ask, when
and where did I impute dishonourable motives to the officers of the
navy ?
I have condemned the system, lamented the position in which the
navy is placed in carrying it out, recommended rewards for stopping
the slave trade, to be substituted for rewards for capturing slaves, —
but I have imputed nothing, insinuated nothing, against the officers
of the navy. And the remark astonished me the more, as I had
explicitly stated the contrary : (volume 2nd, page 365 :) “With the
present system there is neither credit, promotion, nor prize money”
(though I am far from supposing the latter has any influence with
officers of the British navy when employed in the cause of humanity)
“ to be got by thus effectually stopping the trade. Everything, unfor-
tunately, is made to depend on the slaves being shipped and then
captured,” &c.
Now, I impute nothing to the author but confusion of ideas, for a
few lines before charging me with an “ attempt to impute dishonour-
able motives” to naval officers, he states that I fully acquit them of all
interestedmotives. Again, in p. 1 76, he states, 44 that method has been
adopted which experience has shown to be most effective ; that which
Lora Brougham has described, not with the motive of obtaining
more head-money, which Mr. Laird does not attribute to them.”
And yet immediately after penning these lines, he makes the above
charge against me.
I may also state, that I had no correspondence or communication
with Lord Brougham on the subject before his speeches in the House
of Lords ; nor was I aware of his intention of speaking until I saw the
report of his speech in the Times newspaper, that consequently the
*mly information I gave his lordship, was that contained in the conclu-
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ding chapter of my journal, which he had in common with the public,
and for that information I consider myself responsible and am ready
to prove its correctness.
Apologizing for taking up so much of your valuable space,
I am, your most obedient servant,
Macgrsgoh Laird.
London, 78, Cornhill, 12/ A March, 1838.
Nautical Surveys. — Mr. Editor, — The numerous shipwrecks
which occur every year in St. George’s Channel, owing principally to
a want of the means of obtaining a proper knowledge of the soundings,
velocity and direction of the rapid currents of its waters, calls impe-
riously upon the proper authorities to hasten the completion of the
survey of that very important sea. Vast sums have been expended
on expeditions towards the North Pole, surveys of Africa, Straits of
Magellan, New Holland, &c., while this great avenue to our principal
sea ports has been comparatively neglected ; tidal observations and
soundings are very much wantea from the Saltees on the Irish coast to
Dublin, between the latter and the Isle of Man, thence to Holyhead
and Smalls ; in fact, the whole deep water soundings of the channel
below the Isle of Man are unknown. The S.W. coast of Ireland has
been well surveyed as far east as the Saltees, by Captain White ; and
his tidal observations are very important to the navigation. The
Welsh coast as far as the Smalls, is also published ; but north of this,
although the coast of Wales is surveyed by Lieutenant Sheringham,
little or none of the kind of information most valuable to the mariner
during the dark stormy nights of the channel has been furnished him
by Government. The survey of North Wales, by Lieut. Robinson, is
a most valuable acquisition to the navigator, just published by Captain
Carden. But why this delay ? Why was it left for a private indivi-
dual to publish in 1838, a survey made in 1834-35? Why is the
survey of that dangerous part of the coast of Wales, between Holy-
head and the Smalls, by Sheringham, not published ? it seems most
selfish to withhold such important information.
The only safe roadstead on the coast of Wales, between Holyhead
and Milford, is Studwell road. Particular charts of this important *
place of shelter to the distressed mariner, with sailing directions,
views, tidal observations, &c., ought now to be publisned. Every
seaman feels deeply the importance of it ; many lives and much
property might be annually saved, by giving to the mariner facilities
for acquainting himself with the harbours, tides, soundings, and
roadsteads of this much frequented channel. One would suppose the
frightful annual loss of 500 to 700 British ships, would awaken Govern-
ment to the importance of the subject. It appears to me unfortunate
that Colonel Colby, in his trignometrical survey of Ireland, did not
proceed from Dublin, south to Tuskar. In that case this dangerous
part of the Irish coast and banks might have been surveyed long
oefore this in connection with the triangulation. Many vessels are
wrecked on the banks north of Tuskar, owing to a want of knowledge
of the tides, soundings, &c. It is hoped that something will be
speedily done to lessen the danger of navigating this coast in dark
stormy nights and foggy weather. It is a little surprising that no
chart or sailing directions, now published, will enable the mariner to
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ascertain the vertical rise of tide at Tuska, about Wexford, or in the
dangerous region of the Arklow or Blackwater Banks ! 1
Nautilus.
The Indian Navy. — We understand that Captain Robert Oliver
has been appointed Captain Superintendant of the Indian Navy.
This excellent and intelligent officer, served with considerable distinc-
tion during the war, ana subsequently as first lieutenant in the flag-
ships of Sir Robert Stopford, Sir George Eyre, and Sir Thomas Hardy,
ana was promoted to the rank of commander, by our late good King,
when Lord High Admiral in 1828. On the construction of the first
steam ships of war, Com. Oliver was entrusted with the responsible
duty of superintending their armament ; and his suggestions in this
important branch of their equipment were carried into effect under
his own control. It is well Known how efficient the plan which he
proposed has been found inexperience, and we have reason to believe
that not the slightest variation has been considered necessary.
In May, 1832, Commander Oliver commissioned the Dee, steam
ship, and was actively employed with the allied squadron in the
blockade of the Dutch coast during the winter of 1832-33 ; in Sep-
tember, 1833, he was transferred to the Phoenix, and in consequence
of his admirable organization of these two war-steamers, he obtained
the rank of Captain, in August, 1834. In August, 1836, Captain
Oliver was employed on a committee arranging the establishments of
the whole Government steam marine, including the packets, and his
long devotion to this new branch of the public service, has now been
rewarded, by the appointment to which we have referred above. A
wide field will be opened for his exertion in the east, where it is
intended to substitute a fleet of steamers, for the sailing ships of war
known as the Bombay Marine.
Heb Majesty’s Schooner Pinchbr. — We are accustomed to
record the loss of life and property to a lamentable extent in our
mercantile marine, as our pages will amply testify ; and it now becomes
our painful duty to relate an accident by which a crew, consisting of
thirty-three persons, with officers, have been hurried into eternity by
the foundering of one of Her Majesty’s vessels. It appears that the
Pincher was in company with H.M. ship Volage, working to windward
off the Owers for Portsmouth, on their way from Sheerness, in the
evening of the 6th March. Between six and seven, a violent squall
came on which took the Volage aback, she being on the larboard tack
with her head to the northward ; and in which the Pincher, being on
the starboard tack under considerable sail, was capsized and found-
ered. The Volage arrived at Spithead the same evening, unable to
find any remains of the unfortunate vessel and her crew. On the 12th,
her position was discovered by the Neptune, a Cowes pilot-boat, by
the jaws of the main boom sticking up above water, the jaw rope
having broken, which had allowed it to come into an upright position.
The vessel on being inspected by Mr. Abbinett with his diving apara-
tus, .was found to be lying in fifteen fathoms water on her larboard
side, with her head to the S.W., about five miles S.S.W. of the
Owers light vessel. Measures have been adopted to raise her. The
officers on board were Lieutenant T. Hope, (a) commander ; Mr. T.
H. Snozwell, clerk in charge; Mr. A. Anderson, assistant-surgeon;
ENLARGED. SERIES. — NO. 4.-rV0L. POR 1838. 2<£
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NAVAL CHRONICLE.
Mr. W. Yeames, second master ; and Mr. M. Kelly, clerk of the Grif-
fin, it is also stated, was in her. Several bodies have been washed on
shore near the Owers.
The Paumbam Pass. — An English schooner yesterday (T8th July)
laden with iron, and going to Negapatam, passed through tne channel
with a tolerably fresh breeze, and the mainsail and jib set, in lieu of
anchoring to the south, and warping through as is customary ; she
did it at our suggestion, as I was anxious to prove to them how easily
they might do it. The pilots were much against it. She did not
take out a single pound of her cargo, and she drew close upon seven
feet of water, ana passed through an hour and half before the tide had
ceased flowing. A Dhoney, drawing six feet, immediately followed
her example, both with perfect safety, and never touched. This is, I
understand, the first instance of an English rigged vessel passing
through the channel with her sails set — certainly none have done so
since I have boon here — the depth is therefore considerably above the
seven feet. Up to this date from the 1st, 500 tons of stone have
been removed from the main channel. — Extract from a Letter from
Lieut. Lake, i?.A r.
Lieut. -Colonel Monteith, the chief engineer employed in widening
and deepening the Paumbam Pass, says : — It has long been earnestly
desired by tne Government of Madras, as well as by the public at
large, that the obstructions to the navigation, which extend across the
Gulf of Manar, should be removed, or, at any rate, a clear passage
opened for the coasting vessels both of Ceylon and India, to enable
them to convey the produce of Malabar, Travancore, and some other
most fertile districts, to Madras, the great point of export, without
delay, risk, and expense to which they are at present exposed.
In conseciuence of the representations made to the Court of Direc-
tors by the Right Hon. Sir R. Lushington, then Governor of Madras,
a survey of the generally used passage between the islands of Ramis-
seram and the peninsula of Ramnad was made by the joint efforts of
the officers of the Royal Engineers from Ceylon, and Major Sim, with a
party from Madras. During the year 1828, some experiments were
made as to the practicability of improving this channel, and some of
the most prominent rocks were removed. The passage was also ren-
dered more direct and easy of access.
The work was, however, discontinued, and orders were received
not to renew the attempt, strong doubts having been expressed of
ultimate success. The officer’s reports were published in 1833, and
public attention was again directed to the subject, the experiments
ordered to be renewed, and 5,000 rupees granted for this object, with
the further assistance of stores from the arsenal, a party of sappers and
miners, and fifty convicts ; and I was directed to superintend
the work, which is now in active progress, and promises to be succes-
ful, as far as the sum allowed can be expected to go ; and it is now
almost certain that a twelve-feet channel can, and will, be obtained at
this point, the Gulf of Manar having only this depth for a considerable
distance.
Wexford Harbour. — The contemplated improvement of our har-
bour deserves the appellation of grand improve?nent, whether we
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consider it in the light of a magnificent object for the development of
engineering talent, or in the great and beneficial results which must
arise from its accomplishment. The gentry of our county are now
giving it that consideration which its importance demands, which
reflects much credit upon them, and which will, we expect, cause
their names to be transmitted to posterity, by the success of the
undertaking, as true philanthropists, as genuine friends of Ireland in
genera], and of their native county in particular.
What a gratifying sight it would be to see all the able-bodied yet
half-starving labourers of our town and neighbourhood employed in the
work ! Yet this would be but a trifle, in comparison with the almost
innumerable other public benefits that should necessarily follow from
having a good safety harbour in Wexford. Our fisheries would
prosper, and give employment to several hundreds that are now in a
condition little short of absolute starvation ; our imports would be
much cheaper than at present ; trade of every kind would flourish ;
capital would flow into the town ; such in fact is its position, with
regard to the coast of Britain, that if its harbour were once rendered
safe in its access, no doubt can possibly be entertained but that Wex-
ford would in a few years become one of the principal commercial
towns in Ireland.
Another grand achievement may be anticipated as the result of this
great undertaking. It is acknowledged on all hands that the present
foreign packet station is a bad one, and by no means approved of by
Government. On viewing the map of the British Isles, it will be at
once perceived, that London, Fishguard, Wexford, and Valencia
Island, are venr nearly under the same parallel of latitude ; and that
consequently tne distance from London to Valentia by Fishguard and
Wexford is much shorter than from London to any other desirable
point for a packet station, on the west of Ireland, by Holyhead and
Dublin. Now, we believe it is a thing in the contemplation of
Government for some time to establish a packet station somewhere
on the west coast of Ireland ; and surely we cannot for a moment
harbour the thought, that they would give any preference to one line
above another, except from the safety, the facility, and the quickness
of transmission it would afford. With this object in view, an object,
the attainment of which is by no means improbable, it is not possible
that any person could be found who woula not heartily concur in the
plan for improving the harbour. If this were accomplished, no man
can at present have a distinct idea of the field it would open for specu-
lation and the investment of capital. — Wexford Conservative.
Port Novo, Coromandel. — Navigators frequenting the coast of
Coromandel are aware that there exists at Port Nova, ten leagues
south of Pondicherry, a smelting furnace,* the chimney of which is
very lofty, and throws out from its summit a light, so brilliant as to be
taken at times for a lighthouse.
They should be cautious of confounding the light with the one at
Pondicherry, as by such a mistake they might touch the bank of Co-
leroon.
At the northern point of this bank, in four fathoms, the chimney
bears W. 59° N.
* See further notice of thit» light (page 357 ) in our volume for 1837.
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NAVAL CHRONICLE.
The best way of ascertaining whether they have reached Pondi-
cherry as Port Novo, is, after they have shaped their course to stand
in boldly to the shore, and keep tne lead going. To the east and N.E.
of the bank, the soundings dimmish rapidly, in some places a fathom
at a cast.
In the neighbourhood of Pondicherry, on the other hand, the sound-
ings diminish gradually and uniformly. The bottom of the Coleroon
bank is of sana, and good for anchorage, if the sea breeze is not too
strong.
(Signed) A. Henry,
Lieutenant of the Harbour Ship.
Madras, September, 1837,
Port Novo River is situated about ninety-six nautical miles south
of Madras, which former place is where enterprizing projectors have
for some years established an iron foundry ; tne local advantages of
the river to the iron company appears to be its proximity to the Salem
district, where the masses of ore and abundance of firewood are pro-
cured. It is to be hoped that such a noble undertaking will even-
tually prosper, as it is important to the interests of India, and would
yield incalculable benefit. A great quantity of iron-rail has already
been cast at this place and sent to Madras, and subsequently laid down
as a rail-road from the Red Hills (ten miles distant from Madras,) in
a line three miles towards the Presidency.
Several large vessels belong to Port Novo, which trade annually
with piece goods to the eastern coast, and return with elephants, pep-
per, spice, &c. Port Novo is well adapted for ship-building, and
vessels of upwards of two hundred tons could be built ; but the shal-
lowness of the bar stands as a barrier (six feet at spring- tides,) find
discourages such enterprise and speculation ; and there can be no
doubt that, if the sand on the bar could be permanently removed as
it accumulates, the river would afford & very safe harbour (and conve-
nient to Madras) for a ship to resort to, either for shelter during the
the N.E. monsoon, or to repair.
Another great benefit which the inhabitants derive from the river
(ten feet deep, and upwards in some places,) is the recreation they
take in boat-sailing ; they are sometimes joined by gentlemen of the
Company’s military and civil service, who visit Port Novo to inspect
the iron works. The deep sandy roads are impracticable for convey-
ances to run on. The European workmen’s cottages, situated on the
banks of the rjver, in contrast with the land scenery, present a veiy
pleasing and imposing prospect.
The lofty lights from the furnaces at night expanding in the clouds,
are worthy of particular remark, proving, as they do, a useful beacon
to the mariner (who knows of their existence, and in guiding his ship
either into Pondicherry or Madras Roads) and warning him of his
approach to the Coleroon Point (the only danger on that line of coast,)
where Sir S. Hood, in H.M. ship Minden run upon in 1804.
It is farther interesting to observe, that the greatest quantity of
goods which are imported from Novo Point (brought down from the
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Salem district), are floated down the river in baskets, lined with hides,
and made water-tight.
On Sundays, the European inhabitants congregate at one or other
of the houses belonging to the superintendents of the iron work esta-
blishment, to join in divine service.
Establishment of a Light-Housb at Pondicherry.
Cost, 7000 francs building.
Ebom the 1st of July, 1836, a fixed light of the third magnitude will
be exhibited during the whole night on the summit of a tower recently
constructed at Pondichery.
This light, placed at eighty-nine feet above the level of the sea, will
be seen in clear weather from a ship's poop, from a distance of sixteen
to seventeen nautical miles.
During the N.E. monsoon, that is to say, from the month of Octo-
ber to March, vessels arriving during the whole night in the roads of
Pondicherry, should anchor in ten or twelve fathoms water, the light
bearing by compass from W. by N. to W. N.W. This anchorage will
be the most convenient for communication with the shore, and for
weighing, during bad weather.
During the S.W. monsoon, the wind prevailing from S. E. on the
coast, from the end of March to October, bad weather is not to be
apprehended, and vessels can then anchor at night in seven or six
fathoms, with the light bearing by compass from W. to W. by N.
Thus placed, the vessels will be during each season in the most
favourable position for communication with the shore.
Pondicherry, the 10 th March, 1836.
Approved, (Signed) A. Hostkin,
(Signed) L. Dalmas. Captain of the Port.
Published by order of the Marine Board,
C. B. Greenlaw, Secretary.
Fort William the 29fA April, 1836.
Pondicherry lighthouse has been erected accordingly (though not
generally known), and is of essential service to ships frequenting the
coast, and a trifling charge is demanded from all persons who are de-
sirous to go up and inspect the lighthouse, which is kept exceedingly
clean, ana reflects great credit on the French authorities. Pondicheny
Town is remarkably compact and neat ; many persons, from inland
stations, resort there for a change, or to recruit health. It is situated
sixty-nine nautical miles south of Madras. Cuddalore is thirteen
miles further south along the sea coast, where there is a Bar river
i six feet at spring tides,) and is accessible for native crafts of 100 tons
turthen. Several Dhonies of this size belong to the port, and trade
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to Madras, and other adjacent places, with local produce, kc. Cud-
da lore is one of the most salubrious and interesting stations, perhaps,
under the Madras Presidency. About two hundred European pen-
sioners reside there (beef, rice, poultry, and wearing apparel are cheap.)
Several of these veterans have, from their perseverance and frugality,
built delightful cottages, which are, owing to their advantageous posi-
tion, being sought after by the officers of detachments * sent periodi-
cally to Cuddalore.
The Tillah gaol at Cuddalore may not be unworthy of notice. It
generally contains between three and four hundred prisoners ; part of
them are employed in weaving table linen, and coloured cloth, manu-
facturing paper, and cocoa-nut-oil ; others are usefully employed in
repairing roads and bridges ; — and it is by the labour of these men
that the roads in the Cuddalore district have been made safe and
durable. The country adjacent is well irrigated from the tanks and
rivulets, and generally appears green and refreshing.
Chronometers, Madras. — In pursuance of the direction of the
Right Honourable the Governor in Council, the chronometers of cap-
tains and officers of Her Majesty’s navy, or the Honourable Company’s
sea service, or of masters and officers of British merchant vessels
frequenting this port, are received here every day (Sunday excepted)
between the hours of eleven and two, in order to having their rates
determined, free from all fees or charges of every description.
(Signed) T. G. Taylor.
Hon. Com. Astronomer.
Madras Observatory, 1 6th October, 1831.
N. B. — For further information, the time of evening gun-fire is
published in the Madras Male Asylum Herald.
(Signed) T. G. Taylor.
Hon. Com. Astronomsr.
In addition to this, the master-attendant very kindly sends a
person every morning to the observatory, for the mean time of gun-
fire on the preceding evening, which is affixed to the door of
the war office, for the information of all whom it may concern, or
even sent on board of ships, if circumstances require it.
Madras, July, 1837.
The following circular of the Admiralty, dated March 16th, 1838,
is well worthytne attention of mates in the merchant service : —
“With reference to the circular letter of the 2nd instant, relative
to the admission of an additional number of master’s assistants into the
Royal navy, I am commanded by my Lords Commissioners of the
Admiralty, to acquaint you, that instead of the periods of time thereby
required as a qualification of servitude, their lordships are pleased to
direct, that the candidate shall have been at sea, either in her Majes-
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ty's navy three complete years, or in the merchant service five years,
(two of which in his apprenticeship, and three as mate or inferior mate,)
or for combined periods of two years in the Royal navy, and two in
the merchant service, or one year in the Royal navy and three in the
merchant service ; and all candidates, who shall he found qualified
agreeably to the provisions of the before-mentioned circular, will be
considered eligible to be appointed by their lordships as acting mas-
ters assistants. (Signed) John Barrow.
Steam to America. — We perceive that the long talked of project
of communicating with America by steam boats, is at length to be
carried into effect. It was supposed, that the Great Western would
have been the first vessel to run to New York, but we find that the
“Sirius,” of 700 tons, and 320 horse power, commanded by Lieut.
Roberts, R.N., is to leave the London Docks on the 28th March, and
Cork, on the 2nd April, for New York.
Steam Boat Accidents. — An accident attended with the loss of
five individuals has happened since our last to the “ Victoria,” a new
steam vessel, destined to run between London and Hull. It appears
that she was making an experimental trip down the river, with a party
of visitors, when one of the boilers burst, producing terror and dis-
may, and occasioning the above loss of life, with considerable damage
besides. The conduct of the captain deserves great praise, the first
thing he did being to get his vessel into shoal water, so that in the
event of her sinking, she might not assist in filling up the bed of the
river and drowning her passengers.
Steam-Boat Accidents. — Mr. Editor, — The awful death of the
five individuals, arising from the injuries they received by the bursting
of the starboard boiler of the “ Victoria,” steam vessel, induces me to
notice, that had her fire places been secured in the manner I sug-
gested, for all steamers, and which appeared in the last number of
your valuable journal, the lives of those persons would have been
saved, and no confusion have taken place in the engine room by the
endeavours to stop the engine kc.
Remaining, Sir, your obedient servant,
A Looker On.
Steam Boat Docks at Greenwich. — A plan it appears, is abroad
for constructing wet docks for the embarkation ana landing of pas-
sengers and goods at Greenwich, or in its neighbourhood, with the
view of assisting in the removal of those disasters so common in the
upper and crowded part of the river. We wish the project every pos-
sible success, and hope the time for its accomplishment may not be
far distant.
ILato Proceeding**
The Perth (Steamer.) — Collision. — The Perth, belonging to Dundee Company, 399
tons, 300 horse power, 32 men, from London to Dundee, came in collision with the
collier brig Ariel, of South Shields, from Newcastle to London, off Orfordness, at
seven in the evening of the 4th January, 1837 ; weather calm, hazy, and foggy.
Expense of damage to Ariel 126/. ; Perth received little or none. Question, Which
vessel to be blamed as producing the collision ? Contended, that it lay with the
Perth, from going at too great a rate under circumstances of tide and weather ; that
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LAW PROCEEDINGS.
she took no measures to avoid or lessen the collision ; that the Ariel, as soon as she
heard the Perth to windward, put about, she being then by the wind on the starboard
tack, and expected the steamer to pass to the eastward of her. Ariel hung in stays
and crew hailed steamer to put her helm hard-a-port ; not noticed ; and was struck
on starboard quarter by Bteamer’s paddle-beam; steamer proceeded on without
noticing collision. Replied for steamer, that all precautions were taken; a bell
tolling ; a look out kept, and a light shown ; light admitted to be seen ; not desired
to stop engines. Ariel kept no bell nor horn going. Perth not going so fast as usual.
Sir John Nichol remarked that steam-vessels, a comparatively new species of navi-
gation, were vessels of great power, and likely to inflict very serious injury on sailing
vessels, which the Court was bound to protect as carrying on the coasting trade of the
country. Steam-vessels rendering salvage assistance were always well rewarded by
the Court; they could be more easily managed than sailing vessels; their course
could be more easily altered by the helm, and the engine could be stopped entirely, so
as to avoid collision with other vessels. Those who fitted out steamers should be
aware that proper precautions should be taken, and due vigilance used, in order that
the coasting trade, which the Court was bound to protect, might not suffer. It might
have been known in the present case that many vessels lay in the steamers* track;
that it was time of tide and state of wind that they would be nearing the coast to
anchor, and it did not appear that the Perth altered her usual rate of going, notwith-
standing the night was dark and foggy ; there was no attempt to stop the engines, which
might have been easily done. The Trinity Masters were of opinion that die steamer
was bound under the circumstances, to reduce her speed one half, and to have stopped
her engines, which would have reduced the shock of collision, Ihe Court pronounced
for the claim of Ariel, with costs. — Admiralty Court, 12 th Jan.
Luno i;. Foster. — An action brought by owner of ship Porcupine, bound for
Africa, against her charterer. Alleged, ship did not take in full cargo, did not load
within fifty- five running days after her arrival at St Mary’s, and defendant was not
paid freight or demurrage. Replied, for defendant : he did not load a full cargo,
being always ready to do so, but plaintiff refused to receive it; willing to have
shipped cargo, but prevented by plaintiff’s default ; did not detain ship fifty-five
days, and ten days on demurrage ; vessel to sail to St Mary’s for timber ; went to
Gambia, and then up to Yentang Creek fora cargo ; sailed 8th March; arrived at St
Mary’s 28th March ; first timber taken on board 20th April. Witnesses were called,
who charged the delay to defendant and not to plaintiff. For defendant, it was
stated that captain might have taken larger cargo, but refused ; that the ship was not
properly .furnished ; had she been so, might have loaded in a month; prevented
loading because ship required caulking, and although she was not full, she was deep
enough in the water. Lord Denman stated, the questions which the jury had to
decide were, had she taken in a full cargo ? if she had, the defendant was entitled to
verdict ; if she had not, the plaintiff was. Did she load within fifty-five running days
from her arrival at St. Mary’s, and ten days after, and was she detained by defendant ?
Whether defendant was ready to load a full cargo, and whether plaintiff had dispensed
with shipping that cargo ? the vessel had remained ten days over her time, and they
must decide whether that delay had been occasioned by plaintiff or defendant T The
jury gave their verdict for the plaintiff on all the issues except payment. — Court of
Queen’ t Bench, 24 th Feb.
The Colonist. — 5a/t>age.-^Burni at Mother Bank, (see p. 819, and p. 857,)
Case referred to justices of peace at Gosport Salvors. The smack Lallah Rookh
and the cutter Marquis of Anglesey, eventeen persons claimed for having removed
the ship from the Mother Bank in a sinking state and on fire, and brought her to
Haslar Beach, where fire was extinguished, and remains of cargo landed at Ports-
mouth. Decided, that the conduct of the salvors had been so praiseworthy and so
hazardous, that they were awarded one half of the net produce of the remains of the
cargo and wreck. It is said this will amount to about 600/.
The Hope.-^- Salvage. — The Duke of Roxburgh, of Algoa Bay, on the 29th of July
last, from Madras to London, observed a ship to leeward with signal of distress flying.
Bore up ; proved to be American ship Hope from Canton to New York ; cargo
valuable ; crew at pumps exhausted ; vessel sinking ; put four men on board ; bod
weather succeeded ; determined to abandon her ; tea and other goods of cargo tran-
shipped to Duke of Roxburgh, and ship abandoned; supposed foundered; cargo
saved, and brought home ; value 7,465/. Complained against salvors, they should
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RECORDS OF WRECKS.
281
have taken the vessel to Algoa Bay. Replied to that, in the weather which followed,
and the state of the vessel, the whole property would have been lost, and the insur-
ance of Roxburgh Castle might have been vitiated. The parties being unable to
come to any agreement. Sir John Nichol decided that a very meritorious service had
been performed, and that 2000/. (rather more than a quarter of the property salved)
was not too mach to award to the salvors, the expenses being first deducted and paid.
— Admiralty Court, Feb. 8 tk and 17 th.
The Richmond. — Collision. — Boreas brig, 216 tons, from Guernsey to London,
cargo granite; and Richmond brig, 158 tons, mixed cargo, bound to Trieste; came
in collision on the 22nd of May, at night, about five miles off Beacliy Head ; jib-boom
and bowsprit of Boreas going through foresail on larboard- side of Richmond’s fore-
mast, wind to the eastward of north. Boreas sunk, crew being saved by Richmond,
which vessel put into Portsmouth for repairs, and proceeded on voyage. Sir John
Nichol decided, from the protests of the two vessels, that a proper look out had not
been kept on board the Richmond ; had there been, as the night was not dark, the
collision might have been prevented; and therefore pronounced for the damage,
referring the amount to the registrar, &c. — Admiralty Court, 24 th Jan.
Grainger v. Bain. — An action for libel in the Nautical Magazine, imputing per-
jury in evidence given before coroner's jury on three persons drowned, in conse-
quence of the collision between Monarch and Apollo. Special jury. Plaintiff was
passenger in one of the vessels, and having witnessed accident, in discharge of public
duty had given evidence before jury ; had been charged with thick and thin swearing,
imputing peijury ; character and feelings injured thereby ; brought present action,
and challenged public enquiry; believed the expressions were not intended, and
therefore desired refutation of the slander. Stated, on part of defendant, he had used
expressions under considerable excitement, which he did not mean to justify in cooler
moments ; there existed no ground whatever for such an imputation, and acquitted
plaintiff of all blame. If he had wounded his feelings he deeply and sincerely
regretted it, and felt happy in the opportunity of making the avowal. Verdict of 40s.
damages taken by consent of plaintiff. — Court Common Pleas t 22 nd Feb.
XUcortre of cairns*.
The John Stamp, No. 125, cargo, cotton, coffee, and ivory. — Driven on shore at
Leestonc Point — surf prevented all assistance — about noon Lieutenant Striven
(passenger) leaped overboard to swim ashore — was drowned — at 3 p.m. the masts
fell— crew clinging to rigging— a boat from the shore at the instance of the Rev. W.
Bdyle, put off and saved fifteen of the crew, nearly lifeless through a heavier surf
than bad ever been witnessed. The four persons lost were Lieutenant Scriven, Mr.
Wetherell, (of Birmingham) J. Hogarth and M. Shea — great exertions of Mr. Watson
in saving cargo— coastguard had great difficulty in protecting property from natives.
Robert, of Sunderland, No. 131, seen running in distress for port— struck on bar at
entrance of Hartlepool — heavy surf breaking over her — crew took to rigging — boats put
out and saved them — attention of Messrs. Thompson and Edgar, surgeons, to those
injured — vessel a complete wreck — some materials saved.
Rainbow, No. 130, of Sunderland — run foul of on the 24th February, lost main-mast
— bore up for land — sea high, weather bad, vessel unmanageable — driven on shore,
(2 p.m.) at Hawthorn Hythe, (north of Seaham) — high surf— crew and captain^ wife
entered longboat to prevent being washed overboard — in morning a boat saved all but
captain's wife, who perished from cold.
Bbnwell, No. 110, of Newcastle. — In comingoff the shoal made much water, pumps
of no avail — abandoned at 4 a.m., and sunk in deep water — crew, eleven, two gentle-
men passengers and five females landed safely at Burnham — humane conduct of
Captain Moody in supplying them with apparel — crew and passengers landed in a
most destitute condition, met the most hospitable reception from Messrs. Dewing,
Hulls, and other gentlemen df Wells.
Sir F. Burton, No. 133, seen drifting before wind and tide into south-east part of
Ardmore Bay — beached — foremast and main topmast went — vessel became imbedded
ENLARGED SERIES. — NO. 4. — VOL. FOR 1838. 2 O
282
RECORDS OF WRECKS.
in the sand — crew lashed to timber on deck — tide ebbing, hopes of reaching vessel —
unavailing account of wind and surf — signals to crew to leave vessel — unheeded —
spars and boat drifting on shore without crew — painful apprehension for fate of crew
as tide returned — at four, crew (about twelve) driven from deck by sea to rigging —
soon after mast fell — crew crowded on remaining one — night closed on them in this
condition — about six o’clock vessel broke up — shore covered with parts of cargo and
wreck — no one saved.
Wolf, No. 106. — Extracts from log, 6tli August, 1837. — Three men sick — short-
ened sail for night — at 3h. 30m. a.m. sighted Lord Howes Island, distant 12 miles
— at 8h. 30m. a.m., Captain Evans went ashore to procure water and refreshment —
crew sickly — 7th August — squally weather — ship working under island — sunset,
weather as before, land from N.N.W. to N.W. — Ball’s Pyramid, E.S.E. — in night,
fresh breezes and squally. At daylight more fine — stood under east end of island —
at 8 a.m., sent three boats on shore with casks for water — ship 6tood oft about
miles — in passing reef observed a strong current setting ship towards it — at 11
tacked in shore — at 12, hove to for boats — strong winds and hazy — 8th August p.m.,
fresh winds and squally — boats still on shore 0h.30m. p.m., filled — on standing inshore
shoal one point before starboard beam three quarters of a mile, passing it rapidly —
current strong to southward — smooth water — one boat coming off to say water-
casks could not be towed for the strong current — shoal on lee beam a quarter of a
mile — at ten minutes before one, current shifted, setting ship rapidly on weather bow
down to shoal — no room to wear ship under double reefed topsails, iib. foretopmast-
staysail, and main trysail — shook reef out of foretopsail and made all sail possible —
no alternative but to rim ship between two reefs — wind to southward, Captain Evans
put the helm up and ran the ship in — hung about ten minutes on starboard bilge —
started ahead and struck second time aft more severely than before — carried away
rudder with some pintles — cleared the reef — ship’s head put off shore making no
water — employed shipping rudder and determined on going to Sydney. Soon after
found four feet water in hold — pumps at work, found water within four feet of second
deck — determined to beach the ship — cleared up all abaft and set sail forward — cut
away mizen-mast — launched a spar on lee quarter — water gained on board — crew and
captain mustered clothes in boats and abandoned wreck, half an hour after ship
capsized and sunk — her value, 16,000*. — cargo, 1,700 barrels of sperm oil. Captain
and crew lost all their things and earnings for eighteen months — landed on the island
and remained there five weeks — relieved by the Psyche, Captain Norris — great kind-
ness and attention paid to crew of Wolf by few individuals on the island — finally
landed at Sydney. Wolf said to be insured for 8,000/.
Defiance, No. 55, Brig, of Clay. — Left Odessa 26th December with tallow and
wool — 4th January wrecked near Kily, seventeen miles east of entrance of Bosphorus
— captain has left a wife and six children.
Brandywine, No. 48, Brig, of Sunderland — Left Charente, 10tli January — east-
erly gales — 23rd, made Portland Light, high sea — obliged to lay to, drifting west-
ward — 25th, saw Eddystonc Light, E. by N. — vessel drifting towards Falmouth —
26th, snow showers — daylight — land close a to— unable to wear. At 6h. 15m. struck
with broadside on a rock — sea breaking over her — in six minutes beeame a wreck — :
crew washed overboard — one James Gilchrist regained ship and leaped from bowsprit
to the rock — saw another of crew, Charles Rogers of Liverpool, on wreck, could
render him no assistance — about an hour and a half sea washed him away — Gilchrist
discovered almost naked on the rock (Gwingeasoff Gorranshaven, about one mile oft
shore) at 2 p.m., by the Fox revenue cutter, and saved by her boat with a gallant
boat’s crew — seen from shore — attempts to save him from thence useless — kind
treatment of Lieutenant Best, afterwards landed at Fowey. The boat’s crew of the
Fox, who saved him, are Mr. J. G randy, (mate) of the Stork ; W. Curtis, boatswain
of Fox ; J. Ellery, W. Ede, J. Crews, seamen of Fox.
Industry, No. 124, boat and register picked up at Cromer. Vessel supposed lost.
Comet, No. 53, Brig, of Cowes ; coal laden — totally lost on Sheringh&m Shoal, on
13th Febraary. Crew (18 men) with great difficulty got into boats — remaining by
wreck — weather most severe — sea tremenduously high. Saved by the Wheathill,
Captain Park, which hove in sight and landed them in safety, destitute of everything.
Mary. N o. 76, of South Shields; coal laden — lost and crew saved with that of
Comet.
Delight, No. 56. — Parted from her anchor on the night of 31st October, in a
gale — wreck to be sold.
Hebe, No. 65, — Parted at same time as Delight, and wrecked to the southward of
Madras.
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NEW BOOKS.
283
Sydney Packet, No. 92. — In an easterly gale, lost off Meraiko — New Zealand,
crew saved.
Olive Branch, No. — Lost on Whitehouse Bank, Dungaoon ; crew saved by
boat weather excessively severe.
Martha No. 74. — Some dry goods landed at Liverpool, by the Blakely, from
the Martha ; wrecked on the Paracels.
Tiietis, No. 136, Running in a gale at night, struck on east end of Breakwater, at
Plymouth— crew took to rigging — all but one saved by Lieutenant Holman, of Bovi-
sand Preventive Station, and Captain Finlater.
Rose, No. 132, of Harrington. — Caught fire accidentally, and burned to waters edge,
(15th February) in Samphire roads — fire supposed to have originated from cabin
stove, by rolling of vessel— crew saved with loss of everything — vessel ( quite new )
said to be insured.
Cordelia, No. 114, of South Shields. Fallen in with leaky west of Scilly (40') with-
out bowsprit and foremast, lost in a gale of wind, 15th February, in latitude 49 longi-
tude — sea broke over, in tow of Palmyra — crew unable to keep her afloat — vessel
abandoned, and Captain Dumble and crew saved by Palmyra — received great kind-
ness and attention from her captain.
WRECKS OP BRITISH SHIPPING CONTINUED FROM THE SHIPPING
GAZETTE.
(Continued from page 213.)
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fISTICOUSI.
US Feb.
25 Feb.
Ifi Feb.
24 Feb.
Dee
24 Feb.
21 Jan.
Feb.
'Crew saved.
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.Four lost.
10 Jan.
iFcb.
24 Feb.
ho Feb.
I A Feb.
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[F’cb.
13 Feb.
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lOnc lost
-3 Feb.
New Boqks.
Celestial Scenery ; or the Wonders of the Planetary System
Displayed. Illustrating the Perfections of Deity, and a Plurality
of Worlds. By Thomas Dick y L.L.D., fyc. Ward y Paternoster
Row.
The title of this little work is well chosen, and though of a win-
ning aspect, we venture to predict that the reader will not be disap-
pointed by what he will find beneath it. Without dwelling on tne
dry details of mathematical calculations, the author has managed
his subject with the hand of a master in a pleasing and agreea-
ble manner, and has produced a compact little treatise on astro-
nomy, which will shortly become deservedly popular.
284
NEW ADMIRALTY CM ARTS.
South America and the Pacific. Comprising a journey
across the Pampas, and the Andes, §c. By the Honourable P.
Campbell Scarlett. Colburn, Great Marlborough-street.
Mr. Campbell betakes himself to Rio, the Port Royal of all South
America, thence to Buenos Ayres, across to Chili, to Lima, even to
Payta, back to Panama, visits the pearl islands of that beautiful bay,
crosses the isthmus to Chagres, and returns home via the West
Indies, relating what he saw in his diary, which he dedicates to his
friend, Mr. Hamilton, and all this he does as if it were unbeaten
ground, and had not been gone over, and over again by (we had
almost said) his ancestors. But South America has always some-
thing new and interesting, and we find, besides Mr. Scarlett’s glean-
ings in this spacious field, some important documents on the Falk-
land Islands, and the whole scheme of Mr. Wheelwright's steam navi-
gation in the Pacific, a subject which we have treated on long ago.
These are ample recommendations, besides which the work is beauti-
fully printed, and put out of hand with considerable taste.
Outward Bound ; or a Merchant's adventures. By the author
of Rattlin the Reefer, 8$c. Colburn, Great Marlborough-street y
London.
A highly interesting and well told story. The author, after briefly in-
troducing his birth and education to his reader, embarks for Barcelona,
and afterwards for America, encountering a succession of adventures
by flood and field, famine and disease, which interest and command
the reader's attention. We cannot help observing a shade of impro-
bability here and there, which would nave been better avoided, but
the lovers of this style of writing, will find no fault with it.
Simplicity of Living. Observations on the preservation cf
Health in Infancy, Youth, Manhood, and Age, 8(c. ByJ. H. Cur-
tis, Esq. Iienshaw, 356, Strand, London.
In all that concerns the preservation of that first of all blessings,
good health, in the different stages of our existence, which has been
so happily designated by Cuvier, “ a state of force,” Mr. Curtis has
here offered the most valuable information, accompanied bv plain and
excellent precepts for securing it. He has pointed out the evils by
which it is assailed, and the mode of avoiding them, and we cordially
recommend to onr readers, not only a perusal, but an observance eff
his doctrine.
New Admiralty Charts.
Ballyshannon Harbour. (West Coast of Ireland.) Price 3 s.
This plan, which was one of the last of the late Commander Mudge’s
surveys on the west coast of Ireland, is published on the liberal scale
of 6| inches to the mile. It includes the town of Ballyshannon, and
the river as far as the bridge ; also the court north of the river to
Killdooney Point, and south of it to Ardara Point, and it contains a
very useful tide table, showing the depth of water on the bar, at half
hour intervals of the Hood, both for spring and neap tides.
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XKW ADMIRALTY CHARTS.
285
The Dragons' Mouths. (Bocas de Dragos, Trinidad .)
Price Is.
A plan from the survey of Captain Columbine in 1 803, on a scale
of two inches to the mile. Vessels proceeding to the anchorages of
Chaguaramas, and Porto Espana of Trinidad, must not be tempted
by it to encounter the currents and baffling winds of these passages,
but take the usual entrance west of the Diamante reef — they will
save time by so doing.
A spirited view is given of Mona Island bearing S.S.W. three quar-
ters of a mile, and also one of Chaca-chacare Island from this reef,
which they will have no difficulty in clearing with due precaution.
Africa, West Coasts Sheet 1. Price 2s. By Lieut. Arietta
R. N ., 1835.
The first of a series of charts, which, with the above named officer’s
survey, will include those of Commander Belcher and of Captain
Vidal ; the latter of whom is now engaged, on that difficult and dan-
gerous part of the coast lying between Sberboro Island and Corisco
Bay. Besides the African coast between C. Spartel and Arzamor,
in latitude 33°£ north, this chart includes the Strait of Gibraltar and
the harbour of Cadiz, being on the scale of 7f inches to a degree of
latitude.
Africa, West Coast. Sheet 4, price 2s.
Another of the series, from C. Bojador to C. Blanco, including the
Arguin Banks as far South as latitude 20° 5' north. The northern
part of this sheet is from the surveys of Lieutenant (now Captain)
Vidal, R.N., in 1821 ; the southern part from the surveys of Baron
Roussin in 1829. It is on a scale of 4 inches to the degree of latitude,
the soundings being carried to the outer edge of the bank, which is at
the average distance of about fifty miles from the coast. These are
both valuable coasting charts.
The Shetland Islands. Surveyed by George Thomas, Com-
manding H.M.S. Investigator. 1833.
At length we have a chart with the aid of which the seaman may
easily run his vessel into safety, on an emergency in any part of this
dangerous archipelago of British islands. Tne whole are included in
an Atlas sheet; which allows the scale of about half an inch to the
mile, and the numerous inlets by which they are indented to be
clearly defined. We may add, that the principal anchorages, such as
Balta and Bressa Sound, Scalloway and Hillswick Firth, are added
on the same sheet on larger scales. Mr. Thomas, an experienced
surveyor, as well as Master of the Royal Navy, has executea his long
task of surveying this labyrinth of islands with great credit, more par-
ticularly when we consider the interruptions he has met with from the
severe weather, for which they are celebrated. In this single sheet,
he has concentrated a work of great labour and difficulty, which will
remain an honourable memorial of his zeal and ability, and which we
may also add, has received ample attention at the hands of the
engraver, Messrs. J. and C. Walker, of Berner's -street.
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266
PROMOTIONS AN'D APPOINTMENTS.
New and Forthcoming Books: — "Topsail-sheet Blocks;" or, the Naval
Foundling ; a Story of the Sea, by the Old Sailor, with Illustrations by George
Cruikshank. 3 vols. Bentley. “ Homeward Bound," a Naval Novel, by the
author of “ The Pilot, Red Rover," &c. 3 vols. Bentley. A second edition of
Theodore Hook’s new novel "Jack Brag." 3 vols. with Illustrations. Bentley.
Views Our indefatigable friend Huggins promises an aquatic Engraving of the
"City of Lisbon" and its Environs, with the Peninsula Company’s Steam Ship
Tagus, in her own proper element Another of the Island of “ Malta," from Fort
Ricascole, with the schooner Mary, of London, Captain Collings ; and another of the
" Bay of Gibraltar," with the barque Morashire, entering : the two former from the
peucil of S. Clegg, Esq., Civil Engineer to her Majesty the Queen of Portugal.
Promotions and Appointments.
Promotions.
Captains, — E. H. Scott, J. Appleby. Commanders, C. Festing, H.W. Gifford, J.
V. Baker. Lieutenants, — P. W. Hamilton, E. F. Newland, C. I* Hockin, H. St
J. George, G. Burslem, J. Strange, T. H. Downes. Surgeons, J. Lardner, D. Me
Nab.
Appointments.
Andromache, 28, — Lieut. A. T. Goldie; Master, G. Peacock ; Surgeon, F. Crellin,
Agent of Steamers between Falmouth and Gibraltar, Lieut. G. L. Wolley. Apollo,
Master Com., A. Karley ; Second Masters, R. S. Goddin, S. Butcher. Britannia,
120, — Mate, H. Toole. Charybdis, 3, — Clerk, G. Fuller. Clio, 16, — Lieut., J. C.
Bynon. Coastguard, — Com., S. Hellard ; Lieuts ., H. Harvey, W. T. Strettall, T.
Macnamara. Cruizer, 16, — Lieut., W. Haskoll; Master Act., W. Saunders. I)ee,
St V. — Lieut., W. Harvey; Master, Q. Bradby; Purser, W. Lawes ; Surgeon, G. D.
Me Laren. Espoir, 10, — Lieut.-Com., J. T. Paulson ; Second Master, W. H. Langtry.
Excellent, — Lieut., W. H. Dobbie. Harpy, — 10, Lieut.-Com ., H. S. J. George.
Haslar Hospital, — Captain Superintendent, Sir E. Chetham. Hastings, 74, —
Master, J. G. Giles; Mate, J. Willoughby. Lily, 16. — Surgeon, C. Fuller. Mala-
bar, 74, — Lieut., G. H. White ; Surgeon, W. Bell ; Purser, J. ; Sec. Master,
F. B. Hilliard. Medea, St. V. — Lieut., G. Giffard; Master Act., J. Carter ; Purser,
W. Mountsteven ; Assist.- Surgeon, G. Honsely. Meteor, Sur. Ves. — Second Master,
E. Greenwood; Clerk, D. Bateman, Pembroke Dock Yard. — Captain Superin-
tendant. S. Jackson, C.B. Pincher. 5, Lieut.-Com., T. Hope. Rh^damanthus,
St V. — Mate, B. Young. Scylla, 16, — Mate, S. Apthorpe. Swift, Packet, — Mast.-
Assist., D. Welch. Royal Adelaide, 104, — A ssit.- Surgeons. C. Daniel, S. Donelly.
Talavera, 74, — Lieut., W. Reid; A ssist.- Surgeon, J. Tait. Talbot, 28, — Copt. H.
J. Codrington ; Lieut., E. Codd ; Purser, B. Dyer. Tartarus St V. —Clerk, W.
Braid. Victory, — Lieut., J. Barnes. Winchester, 52, — Lieut.- Act., W. Lowe.
Woolwich. — Captain Superiniendant of Dockyard, P. Hornby, C.B.
Movements of Her Majesty’s Ships in Commission.
At Homb.
Actakon, Captain Right Hon. Lord E. Russell, 3rd March, arrived at Portsmouth
refitting. Alligator, 28, Captain Sir G. Bremer, C.B., 26th Feb. returned to
Plymouth with sprung bowsprit; 6th March sailed for Australia. Andromache,
28, Captain Baynes, C.B., Sheerness, fitting. Apollo, Mr. A. Karley,, Portsmouth,
fitting. Athol, 4th March, arrived at Portsmouth. Brisk, Lieut. A. Kellett,
sailed for Africa, 28th Feb. Calliope, 28, Captain T. Herbert, 26th Feb. at Ply-
mouth. Charybdis, at Chatham, fitting. Columbia, St. V., 9th Feb. arrived at
Portsmouth. Columbine, 16, Com. T. Henderson, 14th Feb. arrived at Portsmouth,
Cruizer, 16, fitting at Chatham. Dasher, St. V., fitting at Chatham. Electra,
18, Com. W. Preston, 22nd Feb. jailed for South America. Espoir, 10, Lieuk-
Com. J. T. Paulson ; March, sailed for Lisbon. Gannet, 16, Com. G. Whish, 24th
Feb., paid off at Sheerness. Hastings, 74, Captain Loch, fitting at Sheerness.
Hercules, -74, 13th Feb. at Cork. Inconstant. 36, Captain D. Pring, 24th Feb.,
arrived at Plymouth, refitting. Megjera St V., Sheemess, fitting. Pantaloon,
7th March, sailed for north coast of Spain. .Savage, Lieut. Hon. E. Curzon, 7th
March, sailed for North coast of Spain. Talbot, 28, Captain H. J. Codrington,
Plymouth, fitting. Tribune, 24, Captain J. Tomkinson, 10th March, paid ofT at
Chatham. Volage, 28, Captain H. Smith, 28th March sailed for India.
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BIRTHS, MARRIAGES, AND DEATHS.
287
Abroad.
A£tn a, Sur. V., Captain A. Vidal, 7th Feb. at Ascension ; having suffered severely
from fever in the loss of 22 seamen, marines, and boys, and 3 officers. Asia, 84,
18th Feb. arrived at Cork. Belleropiion, 80, Captain S. Jackson, C.B., 10th
FeK at Gibraltar ; expected home, having receive damage in a gale by anchor
breaking. Bonetta, 3, Feb. at Ascension, having lost her Commander, Assistant-
Clerk, Assistant- Surgeon, and 22 men by fever. Buzzard, 3. Lieut.-Com. J. Stoll,
3 1st Jan., at Ascension; expected home. Champion, 13th Jan. at Jamaica. Cock-
atrice, 3rd Jan., left Rio for Buenos Ayres. Com us, 18, Com. Hon. P. Carey ,6th
Feb. left Jamaica for Carthagena. Cornwallis, 74, Captain Sir R. Grant, 27th
Jan. left St. John’s for Bermuda. Crocodile, 28, Captain J. Polkinghorne, 3rd
Feb. at Jamaica. Donegal, 78, Captain J. Drake, 10 Feb. at Lisbon. Dublin,
50, Captain R. Tait 3rd Jan. at Rio. Edinburgh, 74, Captain W. H. Henderson,
10th Feb. at Lisbon, Forrester, 3, 7th Feb. at Ascension, having lost her Com-
mander and 20 men, by fever. Hornet, 6, Lieut. Baillie, 16th Feb. left Jamaica for
Chagres. Jupiter, 12th Feb. left Gibraltar for Barbados. Leveret, 10, Lieut J.
C. Bosanquet, 23rd Dec. left the Cape for Mauritius. Madagascar, 46, Captain
Sir J. S. Peyton, 3rd Feb. at Jamaica ; expected home. Melville, 74, 17th Jan.,
arrived at Teneriffe. Minden, 74, Captain A. R. Sharpe, 24th Feb. at Gibraltar,
going to Bermuda. Nimrod, 20, Com. J. Fraser, 7th Feb left Jamaica for Havana.
Orestes, 18, Com. J. F. Newell, 24th Feb. at Gibraltar, from Malaga ; had lost her
rudder in bad weather. Pearl, 20, Captain Lord Clarence Paget, 26th Jan. at
Bermuda. Pylades, 18, Com. W. L. Castle, 15th Dec. in Simon’s Bay. Raleigh,
18, Com. M. Quin, 4th Oct at Singapore. Rattlesnake, 28th, Captain W. Hobson,
17th Nov. arrived at Calcutta from Madras. Raven, Sur. Vcs., Lieut Bedford,
Cold coast. Ringdove, 16, Com. T. Nixon, 28th Jan. left Jamaica for Carthagena.
Russell. 74, Captain W. H. Dillon, 22nd Feb. at Gibraltar. Samar ano, 28,
Captain W. Broughton, 16th Jan. at Bahia. Satellite, 18, Com. J. Robb, 16th
Jan. at Jamaica. Scylla, 16, Com. Hon. J. Denman, 10th Feb. at Lisbon. Snake,
16, Com. It. Milne, 31st Dec. left Jamaica for Havana. Stag, 46, Commodore J.
B. Sulivan, 2nd Nov. at Valparaiso. Talvera, 74, Captain W. B. Mends, 24th
Feb. at Gibraltar. Thalia, 46, Captain R. Wauchop, 15th Dec. in Simon’s Bay.
Trinculo, 16, Com. H. E. Coffin, 10th Feb. at Lisbon. Wasp, 16, Lieut-Com.
E. Croxier, 24th Feb. at Gibraltar on way to Malta. Wellesley, 74, Captain T.
Maitland, 24th Feb. left the Cape for Madras. Wizard, 10. LieutCom. E. L.
Harry, Jan. at Pernambuco. Zebra, 16, Com. R. Me Crea, 15th Nov. arrived at
Calcutta from Penang.
Ittrtfc.
At Castway, near Homdean, the wife
of Mr. Thos. Giles, Purser, R.N. of a
son.
In New Cavendish-street, the lady of
Captain T. Maitland, of her Majesty’s
ship Wellesley, of a son.
Jttarrtagtf.
At Chatham, Lieut Joseph Martin
Mottley, R»N., to Eliza, youngest daugh-
ter of William Stone, Esq., Builder of
Chatham Dock Yard.
At St Michael’s Church, Oxford, on
Tuesday, Feb. 13, W. Doak, Esq., Sur-
geon, R.N., to Maria, only daughter of
Mr. Sherfield, Broad-street, in that city.
At All Soul's, Marylebone, on the 27th
Feb. by the Very Rev. the Dean of Chi-
chester, Adam Bromilow, Esq., barrister-
at-law, to Frances Anne, daughter of
Vice-Admiral Sir Ross Donnelly, K.C.B.
At Mansfield, Commander R. H. H.
Pigot, R.N. of Southwell, to Catherine*
daughter of the late Rev. J. Parsons,
Rector of Cossington, Derby.
At the Views, Huntingdonshire, Lord
St John, of Bletso, to Eleanor, second
daughter of Vice-Admiral Sir R. Hussey
Hussey, of Wood Walton.
Recently, at St Alphage, Greenwich,
John Taylor, eldest son of the late John
Bracey, Esq. of North Yarmouth, to Eli-
zabeth Holden, the second daughter of
Lieut de Montmorency, R.N. of Green-
wich Hospital, and grand-niece of the
late Lord Viscount Frankfort de Mont-
morency.
States.
At Portsea, on the 9th of March, Com-
mander William Mallet, R.N., aged 70.
The Lady of this gallant officer has also
died since.
At his residence, King’s Terrace, South-
sea, Commander Joseph Simmon ds.
At Pernambuco, on the 12th January,
Digitized by 1 Google
288
METEOROLOGICAL REGISTER.
Lieutenant Lyne Harvey, commanding
the Wizard, aged 36, nephew of Captain
Maurice, R.N.
At Jamaica, ou the 2nd January, of a
concussion of the brain, arising from a
fall from his horse, Lieutenant Arthur
Welch, R. N., one of the Stipendiary
Magistrates of that island.
At Sea, on his passage to England
from Demerara, on the 14th ult, Com-
mander Thomas Southey, R.N. (1811,)
aged 60.
At Highgate, in his 62nd year. Lieut.
J. Browne, R.N., 18 years Harbour mas-
ter at Howth.
At Carlisle Bay, Barbadoes, on the
80th of last December, on board her Ma-
jesty’s brig Harpy, in his 23rd year,
Alexander Francis, the fifth son of Capt.
Nott, R.N.
At Falmouth, Antigua, on the 13th of
January, Lieutenant Edward Edwards
Owen, Commander of her Majesty's
steamer Carron.
At Torpoint, on the 25th ult.. Com-
mander John Edwards, (1313,) aged 62.
At Stoke, Plymouth, Mrs. Symons,
wife of Mr. R. Symons, Purser, R.N.,
and only sister of Dr. Olassou, Devon -
port
At Liskeard, 4th inst, retired surgeon,
G. B. Morgan, R.N., aged 81.
Meteorological Register,
Kept at Croom’s Hill, Greenwich, by Mr. W. Rogerson, of the Royal Observatory.
FEBRUARY, 1838.
1
XX
1
a
t
Basombter,
In Inches and
Decimals.
Fahren heit's |
Thermometer |
In the Shade. j
Wind.
Quarter. ]
Strength.
Weather.
9 A.M.
3 r.M.
a
<
X
tk
CO
a
s
a
a
A.M.
r.M.
A.M.
r.M
Morning.
Evening.
In. Dec.
In.Dec.
•
A
•
H
RH
21
w.
29*68
19 67
34
36
32
37
N.E.
2
2
Ofg.
Od. 4)
22
Th
29*67
29-64
32
35
31
36
Ufa
E.
4
4
O.
Osd.4)
23
P.
29*47
29*39
S3
34
82
34
wsm
E.
4
3
Ofsd. 1)
Ogr. (4)
34
8.
28*82
28*70
40
44
36
45
8.E.
8.
3
5
Or. (1) (2)
n*. (•• )(4<
IS
8u.
t8*76
18*80
42
46
40
47
8.
8.
5
4
Qbcm.
Be.
2*
M.
28*92
23*95
37
38
34
39
E.
E.
4
4
Og.
Ogr. (4)
27
T.
29*10
29*12
37
37
35
38
E.
E.
4
3
Or (1)
Od. (3)
28
W.
29*10
29*14
42
48
38
49
S.W.
8.W.
5
5
Op. 2)
Bcr. 4)
1 FmtfAU — Mean height of the Barometer =»29*565
inches;
Mean Temperature*. S3 degrees
Depth of Rain fallenal’85 inches.
MARCH, 1838.
1
Th.
29 10
29*11
44
48
41
49
S.
S.E.
3
3
Bcr. (1)
Op. (3)
2
F.
29*08
29*10
41
K -
40
47
N.E.
N.E.
2
2
O.'
Od. 3)
3
8.
29*24
29*23
42
40
48
S.E.
N.E.
2
1
4
Su.
29*05
29*00
30
K ;
35
45
E.
S.W.
l
1
Or. (2)
Od. (4) 1
5
M.
29*60
29*78
39
V 1
42
N.
N.
3
3
O.'
o'
6
Tu
29 76
29 84
45
Ik !
En
51
W.
W.
5
5
Bcr. (1)
Be.
7
W.
29*90
29*90
41
: J ■
35
48
8.W.
w.
4
4
Be. '
Be
8
Th.
30 08
30*18
40
K <
36
46
N.W.
N.W.
5
5
Qcb.
Qbc
9
P.
30*28
30*22
S3
K *
30
44
N.W.
N.
3
3
B.
10
S.
2998
29*94
39
iff J
30
48
S.E.
S.E.
4.
4
Be.
Re
11
Su.
29 78
29*77
37
46
32
47
8.E..
S.E.
3
4
B.
BL
12
M.
30*11
30*16
36
m
46
N.E
E.
2
2
13
Tu.
30 23
30 14
41
■t
32
49
S.W.
N.W
3
4
O.
Od (3)
14
W.
30 06
30 04
49
IRv
45
60
8.W.
N.W
4
4
6.
Be.
15
Th.
29 92
29*97
44
m
43
47
N.W.
N.W.
3
2
Rem.
o. f
16
P.
29*86
29*72
39
\wT
30
50
W.
W.
3
5
It.
Bep. (3)
17
S.
29*45
29*42
38
83
45
N.W.
N.W.
6
6
Qta.
d »w' ' 1
18
Su.
29*61
29*63
SS
zf
34
45
N.W.
N.W.
5
3
Bcph.(l)
Q. 1
19
M.
29*60
29*60
42
IkT
37
■ 47
8.E
S.W.
2
2
Od. (2)'
Bed (41 i
20
Tu.
29 21
29*21
50
I 4 *
43
i“
S.W.
S.W.
7
8
Qbcp. 2)
Qbcp.' (3) |
London : T. Stanley, Printer,
Wheatsheaf-yard, Farringdon -street
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ORIGINAL PAPERS.
May, 1838.
WEATHER ON THE COROMANDEL COAST THROUGHOUT THE YEAR.
The following statement of the weather during each month of the
year, resulting from an extensive series of meteorological observations
made at the Madras Observatory, cannot fail being useful to ships
frequenting the Coromandel coast
January. — During this month, the wind blows uniformly and
steadily from the N.E., with occasionally an inclination towards the
east about the middle of the day, in the shape of sea-breeze. In the
mornings, for the most part, heavy dew is deposited, and occasionally
fog, whieh reaches only to two or three feet above the surface of the
ground. The weather is mostly very serene ; presenting about twenty
days of uninterrupted clearness, and five of mist, the remaining days
being clouded, with perhaps a single shower of rain; lightning is
almost unknown in this month.
The hottest time of the day is about 1 p.m. ; the coldest, at 4 h.
20 m. a.m.
February. — The N.E. monsoon continues, with occasional excep-
tions, till the middle of the month, after which calms and S.E. winds
as frequently prevail. In the early part of the forenoon, it is usually
calm until 11 a.m., when the sea-breeze sets in, and blows till 10 or
12 p.m. During the whole of this month, the weather is, without
exception, always beautifully clear and placid, and it is generally con-
sidered to be the most healthy period of the year. There are no more
than one day of haze, and one of clouds. Rain or lightning does not
occur once in seven years.
The hottest time of the day is at 0 h. 40 m. p.m. ; the coldest, at
5 h. Ora. a.m.
March. — Throughout this month, the south, or alongshore wind,
with very unequal force, prevails. It is accompanied with a profuse
dampness and sultriness, which renders its effects highly prejudicial
to health and comfort. On this account, the sea-breeze which sets in
at noon, and blows till 10 p.m., is less courted than at other seasons.
The sky is, however, beautifully clear for about twenty-seven days,
the remaining four being cloudy. Dew less frequently occurs, and
is less in quantity than last month; rain and lightning are little
known.
SNbARGED SERIES. — NO. 5. — VOL. FOR 1838. 2 P
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290
WEATHER ON THE COROMANDEL COAST.
The hottest time of the day is at Oh. 20 m. p.m. ; the coldest at 5h.
0 m. a.m.
April. — The remarks of last month, relative to the winds, are equally
applicable to this. The south wind, varying from S.E. to S.W., still
continues, at times blowing very fresh, but occasionally calms ensue,
which are exceedingly oppressive. The weather is clear for about
twenty-four days, with four days of flying clouds, or haze, and two of
clouds, on one of which rain falls ; lightning occurs for two days.
Dew is very little in quantity, and of unfrequent occurrence.
The hottest time of the day is about noon ; the coldest at 4 h.
50 m. a.m.
May. — The south wind, which is mentioned as peculiar to the two
last months, continues till the middle of this month, relieved sometimes
by a land-wind from the W. or S.W. In this interval, gales of wind
of extreme violence have occasionally been experienced, commencing
generally at the N.W., and veering to every point of the compass.
About the 16th, the regular land or hot winds set in, which are mode-
rated in their effect, towards the end of the month, by occasional
showers. The sea-breeze sets in about noon, and blows till 9 or 10 p.m.
There are about nineteen days of clear weather, eight of flying clouds
and haze, and four cloudy days, on two or three of which there is
rain.* The dew is almost imperceptible ; and lightning, with thunder,
occurs about four times.
The hottest time of the day is at 11 h. 20 m. a.m. ; the coldest at
4 h. 20 m. a.m.
June. — The land-wind has arrived at its maximum of effect about
the beginning of this month, being afterwards much moderated by
clouds and rain. The sea-breeze, which is extremely uncertain, sets
in about 1 p.m. and blows till about 9 or 10 p.m., but sometimes alto-
gether fails. The weather is clear for about eight days, there being
eleven days of flying clouds and haze, and the same number of cloudy
days. Of these there are six days in which rain occurs, and three or
four of lightning and thunder. Dew is almost imperceptible.
The hottest time of the day is about 2 p.m. ; the coldest, at 4 h.
20 m. a.m.
July. — With this month, the rains of the S.W. monsoon being
generally in heavy but partial showers, the weather may be reckoned
among the most cloudy of the year, there being only six clear days ;
the remaining days consist of thirteen cloudy, and twelve of flying
clouds and haze. Of these there are eight days on which rain falls,
and about three of thunder and lightning. The sea-breeze is very
* In this statement, the rain which fell during three gales of wind has been omitted ;
on the 2d May, 1811, during the gale which then blew, there fell 5*5 inches; on the
8th, 0th, and 10th May, 1820, 16*54 inches ; and on the 7th, 8th, and 9th May, 1827,
23.30 inches.
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WEATHER ON THE COROMANDEL COAST.
291
uncertain as to the time it commences or ceases ; and not unfrequently
fails for several days together.
The hottest time of the day is at 2 h. 20 m. p.m. ; the coldest, at
4 h. 0 m. a.m.
August, — The regular westerly winds, which terminate about the
middle of this month, are succeeded by winds of a light and variable
nature, mostly from the west and south. Calms, haze, and rain, occur
in about the same proportions as last month, leaving about eight days
of clear weather. Lightning, unattended by thunder, is very frequent,
but thus accompanied, it occurs only once or twice. The sea-breeze
assumes much the same character as that experienced last month ;
commencing at 2 or 3 p.m., and con tinuing till 8 or 10 p.m. Dew is
sometimes discovered, but more frequently fails.
The hottest time of the day is at 2 h. p.m. ; the coldest, at 3 h.
A. M.
September, — Throughout this month, light and variable winds,
with occasional calms, continue. And with the exception that the
weather is not quite so much clouded, the remarks of last month
apply with equal propriety to this. Lightning occurs almost every
evening, but accompanied by thunder three times only. The sea-
breeze sets in about 2 or 3 p.m. ; and blows till 8 or 10 a.m., but occa-
sionally fails for two or three days together. Dew is common, but
small in quantity.
The hottest time of the day is at 2 h. p.m. ; the coldest at 4 h.
20 m. a.m.
October. — The clouds now begin to assume a more dense appear-
ance than heretofore. Calms, lightning, and rain are very frequent,
till the 9th, when the N.E. monsoon, or rainy season, sets in. From
this time till the end of the month, the atmosphere assumes a very
disturbed appearance. Extremely heavy rain, with storms of wind,
thunder, and lightning, invariably occur; and gales of wind, of a simi-
lar nature to those which occur in the earlier part of the year,* are
sometimes experienced. On these occasions a depression of the
barometer of four or five-tenths of an inch is observed. The sea-
breeze, or rather a slight modification of the N.E. wind is perceived
towards the middle of the day.
The hottest time of the day is at 1 h. p.m. ; the coldest, at 4 h.
50 m. a.m.
November. — The N.E. monsoon continues with unabated force, and
the state of the weather generally is much the same as that experienced
towards the end of last month, save that an increased dampness of the
air, and the less frequent occurrence of lightning, render a distinction
necessary. The number of clear and cloudy days in this, as well as
last month, is liable to great uncertainty.
• See remark for month of May.
Digitized by v^ooQle
292
PASSAGES IN INDIA.
The remarks relative to the sea-breeze of last month apply equally
to this.
The hottest time of the day is at 0 h. 20 m. p.m. ; the coldest at
5 h. 40 m. a.m.
December. — The heavy rains and violent gusts of wind are much
moderated at the beginning of the month, mid arrive at their close
about the 15th. From this time, the sky assumes an appearance of
tranquility and clearness, which forms a strong contrast with the
disturbed state of the preceding month. The N.E. wind, however,
continues throughout the month, without interruption ; there are
about thirteen clear days, eleven cloudy, and seven days of flying*
clouds and haze. Of these there are six days on which rain falls.
The mornings exhibit a copious deposition of dew, and sometimes a
ground fog, which does not reach more than two or three feet above
the surface. The sea-breeze sets in at 10 a.m., and blows till 4 p.m.
The hottest time of the day is at 0 h. 50 m. p.m. ; the coldest, at
2 h. 50 m. a.m.
Passages in India.
Mr. Editor, — As many English vessels come to Madras on
“ seeking ” voyages, the accompanying Table of “ average pas-
sages from different ports in India to Madras 99 may suit the columns
of your highly serviceable Journal. The table is deduced from
actual passages made to Madras from the different ports, and can
therefore be relied on as accurate.
Wishing you every success, I am yours always,
Madras, 15/A August, 1837. J. F. M.
Table, shotting the average Number of Days occupied in Passages from differ-
ent Ports of India to Madras, throughout the Year.
MONTHS.
From
Chittagong.
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Mangalore.
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Point de Galle, and
Colombo.
Bushire.
Mauritius.
Cape of Good Hope.
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1
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11
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11
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2 20
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March
23
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LIGHT TOR CAERNARVON BAR.
293
Light for Caernarvon Bar.
Mr. Editor, — A correspondence between the member for the
Caernarvon boroughs and the Trinity House, respecting my proposal
for placing a floating light to enable vessels to cross Caernarvon Bar,
having found its way into the Shipping Gazette, I take the earliest
opportunity of putting you in possession of the plan, believing it
to be one of great importance to many of your readers.
The value of a light at the western entrance of the Menai Straits can
scarcely be doubted, when the position of Caernarvon Bar, and the
extensive trade carried on within it, are considered.
When every seaman's attention is drawn, as at this moment, to the
necessity of forming ports of refuge on our coasts for the protection
of the passing trade, it appears to me no less necessary to see how
far our present harbours may be improved, and rendered efficient for
that purpose.
I do believe that a judicious scheme of lights at Caernarvon Bar
would materially.le8sen the dangers of that deep bay.
At present, a ship dare not attempt Caernarvon Bar without daylight,
however urgent the necessity ; and the alarming consequence of being
surprised by night is so manifest, as to require no argument. Besides,
there are certain periods when it is literally closed to a ship of any
draft. For instance, in the short days of winter, when the tide flows at
six o'clock, or thereabouts. Even in fine weather, no ships could
venture to run for the Bar during a fog, without the gong or bell of a
light- vessel to apprise them of their position.
So much for the navigation of the strait itself ; but a light- vessel,
well-placed, would prove invaluable as a warning to vessels as they
approach the dangerous coasts of Anglesea and Caernarvon ; — for it is
a fact worthy of attention, that Bardsey and the South Stack lights are
both lost sight of long before you reach Caernarvon Bar on either
side.
I have very little doubt but that if Caernarvon Bar was lighted,
many ships would prefer the infinitely shorter voyage to Liverpool by
the Menai Straits, than the one at present adopted round Anglesea.
The plan which I have proposed is, that a light-ship should be
placed within the protection of the Bar, and near about the place
where the red buoy at the South sand-head now lies ; and instead of
the small perch now on the Muscle-bank, that a substantial building
of masonry, surmounted by a small lantern, be erected there.
To sail in over the Bar, it will then only be necessary for a vessel to
bring the light-ship to bear about E.N.E. by compass, which course
would lead close by the Black or Bar buoy, and passing her on the
starboard hand, to steer for the beacon, or standing light ; the two to
be kept, one ahead, and the other astern : leave the beacon light on the
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U ANACLSS BUOY.
larboard band, and having passed it, bring the two lights in one;
this will lead into the straits between Abermenai and Belan points.
By the adoption of this plan, the seaman would be relieved from
much anxiety, there being only one compass-bearing to attend to ; for
when past the floating light, the two in a line lead into safety.
I am, Sir, yours, &c.
W. L. Sheringham, Lieut. R.N.
To the Editor of the Nautical Magazine.
The Manacles Bocks.
The following notice has been issued by the Trinity House, London,
dated 24th March, 1838. “ In compliance with a representation which
has been addressed to this Corporation, a black buoy, marked with
the word ‘ Manacles’ upon its head, has been placed at 18 J fathoms
at low water spring tides, 56 fathoms S.E. from the outer sunken rock
at the eastern extremity of the Manacles Bidge, and with the following
marks and compass-bearings, viz. : —
“ The southernmost building upon the high land southward of Cove-
rack, apparently midway between the two outer rocks off the north
point of that cove, W. by S. Mawnan church tower, o i with the first
rise of the land from the sea, upon the Nare Point, N. by W. Black
Head, W.S.W. £ W. St. Kevem’s church spire, N.W. by f W. St.
Anthony’s light tower, N.E. by N.
“ By order, “ J. Herbert, Secretary.”
Manacles Buoy.
London, March 30th, 1838.
Sir, — Having just reached London, from Falmouth, I was glad to
find on my arrival at the latter place, that the Elder Brethren had laid
down a buoy outside the “ Manacles ” outer rocks.
The trade has long required this attention on the part of the Trinity
House. The only remark now made is, Why, as it is a black buoy,
it should not have a beacon to distinguish it from the buoy on the
shoal ground, called the “ Old Wall,” to the southward of “ St. An-
thony’s Head,” which is also black. For now it is quite possible
that a mistake might arise in thick and hazy weather, whereas, with a
beacon attached, it could hardly be possible.
Having property ^afloat frequently using Falmouth harbour, I am
naturally anxious on the above arrangement ; and as you show your-
self at all times ready to assist the mariner, through the various useful
articles you notice in the Nautical Magazine, induces me to trouble
you on s occasion, with a hope that, should it be perused by any of
e gent emen before mentioned, they will, on their reconsidering the
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IfSNAI LIGHT.
295
case, be pleased to give a beacon to the present plain black buoy on
outer Manacle Rock, or rather laid down outside of it.
Remaining, Sir, your obedient servaift, Vbrax.
Falmouth, April 7. — The pilot who reported the buoy being
adrift in the channel between the Land's End and the Lizard,
states to-day, that in passing off those head lands on Thursday, he
observed a lighter and a cutter engaged in weighing it. — Shipping
Gazette.
[Query. — Is this the new buoy referred to by our correspondent ! If so, the Tri-
nity House will have time enough to consider his suggestions before replacing it.—
Ed. N. M.]
Light oh St. Catherine's Point, Isle op Wight.
The following notices, dated 6th April, 18S8, have been issued by
the Trinity House. “ This corporation having resolved to establish
a light-house at St. Catherine's Point, in the Isle of Wight, and the
construction of the necessary tower having commenced, notice
thereof is hereby given, that the exhibition of the intended light
therein, will take place in the spring of 1 839. Mariners are to ob-
serve that this new light will be seen as a fixed bright light in all
directions seaward, and that from the time of its exhibition, the
light at the Needles point will be discontinued as a Channel light,
ai\d will not be visible to the southward of the line of bearing of St.
Alban’s Head.
“ By order, “ J. Herbert, Secretary.”
Menu Light.
“ The light tower which has been for some time past constructing upon
the extremity of Black Point, in Anglesea, at the north-eastern en-
trance of the Menai Straits, being now nearly completed, a light will
be exhibited therein in about two months from this date. Mariners
are to observe, that the light in this tower will be stationary, and of
a red colour, visible from N. W. £ W. seaward, to S. W. \ W., ex-
cepting that by the intervention of Puffin Island the light will be
eclipsed to vessels upon the bearings from it of E. by N. £ N. to E.
$ S. Notice of the precise time at which the first exhibition of this
light will take place, will be issued in due course.
“ By order, “ J. Herbert, Secretaiy.”
New Buoys at the Entrance of the Dee.
The following notice, dated 29th March, has been issued by the
Trinity House. “ Two additional Buoys, marked as hereunder men-
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INNER PASSAGE FROM SYDNEY TO TORRB8 STRAITS.
tioned, have been placed in the River Dee, in the following situations,
viz. : — A Red Can Buoy, marked 4 Welshman's Gut,’ on the West
Spit of the West Hoyle Sand, in five feet at low water spring tides,
and with the following compass-bearings, viz : — Mostyn Gut Buoy,
S. W. by S. J S. Salisbury Middle Buoy, W. J S. Salisbury
Swatchway Buoy, S. W. by S. Point of Air light-house; W. by N.
Hilbree Telegraph, E. by N. f N. A Black Nun Buoy, marked
4 Salisbury Swatchway,* in twelve feet at low water spring tides,
on the West Spit of the Great Salisbury Bank, at the entrance of the
Swatchway, and with Mostyn Gut Buoy, bearing S. by W. £ W.
Welshman’s Gut Buoy, N. E. by N. Hilbree Telegraph, N. E. £ E.
Point of Air light-house, N. W.
44 By order, 44 J. Herbert, Secretary.”
Inner Passage from Sydney to Torres Straits.
Ship John, August 24, 1837.
I send you a copy of our log * through Torres Straits, which will
interest you.
It shows that the passage through the 44 Inner Channel ” is not
attended with more delay than the outer, as we spoke the 44 Runny -
mcde ” and “William,” at Booby Island, both of which vessels sailed
from Sydney a few hours before us, on the 8th.
We anchored four times, and I am satisfied that it only requires a
good look-out to effect a speedy and pleasant passage through the
inner channel.
We found no hidden dangers which are not marked on your charts
so clearly that, together with the sailing directions, a very ordinary
navigator could take a ship through without the chance of accident.
The masters of the 44 John ” and 44 Adam Lodge ” have declared to
me their determination to adopt it in future, and speak indignantly of
the representations of fancied dangers and delays which were made
to them at Sydney, and are very glad to have had an opportunity of
judging for themselves. The dangers, as I have before said, are
accurately laid down, and are all pointed out in the charts. I need not
speak of delays, from what I have already mentioned, when we arrived
off Booby Island, on the morning of the 21st, and left the Heads
of Port Jackson on the evening of the 8th, at six o’clock.
I think it proper to mention to you, that Captain Whyte, in stand-
ing into the proper anchorage laid down at Turtle Island, stated to me,
[• This log has been published in India by the same officer, with the laudable view
of showing the advantages of the inner route, and is distributed gratis. — E d. N. M.}
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BARS OF THE RIO GRANDE DE SAN PEDRO — BRAZIL.
297
that he carried eight fathoms just inside the island, when it
suddenly shoaled to four and a half, that he hauled out immediately,
and anchored six miles from the island, in five fathoms, where it is
laid down ten. The Rattlesnake anchored about four miles and a
half from the island with breakers and sharp-pointed rocks, appear-
ing through them about half a mile from her starboard side. In troop
ships, at this time of the year, there can be no question which is the
most desirable passage of the two ; the weather throughout the time
we passed has been fine, with strong fair winds, tending much to our
comfort in many ways. I hope from our extraordinary success,
independently of the dangers to which troops are exposed in the
outer channel, from which there is no relief if the transport strikes on
the Barrier Reefs, that all future tenders for conveyance of troops to
the northward, will meet with the same considerate attention as ours
did from Sir R. Bourke, in making the inner channel one of the pro-
visions.” J. F. M.
[The question whether the passage to Torres Straits from Sydney shall be made
inside or outside of the Barrier Reefs, has frequently occupied our attention ; and
considering the arguments both for and against each that have been advanced by
our correspondents, our readers have no doubt long since decided that the certain se-
curity, and smooth water of the inner track, is preferable to the great risk of meeting
with bad weather with the reefs to leeward, which attends the outer one at the very
time of entering the reef. A vessel may have made a good passage outside, with
fine weather, and at the very time that a continuance of the latter is wanted, bois-
terous weather has come on, preventing an observation from being had to enable her
to be^r up for one of the passages through, and wreck has ensued. Loss of time has
been advanced as an important objection against the inner route, but this has been
shown to be erroneous ; and the preceding letter, from an officer of Her Majesty’s
service, to Captain King, at Sydney, tends to confirm the advantages of this route
over the outer one. — E d. N.M.]
Bars of the Rio Grande de San Pedro. — Braxil.
Brig General Wolfe, Liverpool, April 10, 1838.
Mr. Editor, — When I wrote to you in August, 1836, respecting the
entrance of Rio Grande de San Pedro, and which letter you were kind
enough to publish, (see vol. for 1836, p.578,) I had no idea that a change
in the position of the bar would have taken place so soon as it has done;
the principal entrance being now to the southward of the tower
instead of to the N.E. of it. — In Dec., 1836, I entered by the N.E.
bar, (the one for which I sent you directions,) but the pilots said then
that the small swatchway to the southward which usually had about
7 feet on it, was improving ; and in March, 1837, 1 saw a brig go out by
it drawing 9 feet 3 in. — Still there was no change in the N.E. bar.
I arrived there. again in October, 1837, and entered by the N.E. bar,
drawing 10 feet 6 in. — The pilots then said that the southern bar was
far the best Soon after I arrived, the N.E. bar closed up, occasionally
ENLARGED SERIES. — NO. 5. — VOL. FOR 1838. 2 Q
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BARS OF THE RIO GRANDE DB SAN PEDRO. — BRAZIL.
opening out again, but never with much water on it, so that vessels
now enter by the new southern bar.
The directions given in my former letter for making the tower, may
be followed with the wind, at N.E., which is the prevailing summer
wind, but no vessel can enter with that wind, as the course will be
N.E. immediately after crossing the shoal part of the south bar. If
the wind is southerly the land had better be made just to wind-
ward of the port, and you may probably enter at once. The signals
mentioned in my former letter are to be hoisted at the fore, and the
red flag on the tower will be hauled down if you cannot enter.
On making the tower you will perceive on the top of it, two per-
pendicular flagstaff's, (one taller than the other,) and two horizontal
poles. The tall flagstaff is for the red flag, as a signal for you to steer
for the bar. With any signals which may be hoisted on the short
flagstaff you have nothing to do. These are intended to intimate to
vessels in the harbour that they can go to sea. Formerly this short
flagstaff could not be seen from the sea, being hid by the light-room
which was on the top of the tower ; but the light- room was burnt
down in January, 1837, and has not since been rebuilt ; of course there
is no longer a light. The two horizontal poles which project from
windows a few feet below the top of the tower are for pointing out to
a ship at sea which bar she is to steer for ; one of these poles points
to the S.W., and the other to the N.E. If the ship be steering for
the N.E. bar, and the look-out man wishes her to go to the southern
one, a flag will be run out oil the S.W. pole, and vice versa. Some-
times if the look-out man see that a vessel is puzzled to find the bar-
boat, (which is occasionally not easily seen on account of the high
breakers between her and the ship,) he will direct her by means of
these flags ; steer to the N.E. when the N.E. flag is run out, and to
the S.W. when the S.W. flag is out, paying attention to them in the
same way as you do to the waving of the flag in the bar-boat. As soon
as the look-out man perceives that you can see the signals from the
bar-boat he will desist. Though these horizontal arms are intended
for this purpose, and are sometimes used when a vessel gets into
danger, a stranger must not rely upon seeing them, as the pilots are
very inattentive.
When I wrote to you before, there was an opposition party of pilots
which made them all very much on the alert. This did not last many
months, and they soon relapsed into their old careless habits. If
running down the coast from the N.E. and proceeding for the south
bar, do not haul too close in shore when within three or four miles of
the tower, but keep in about six fathoms, so that you may clear the
bank which fronts the entrance of the river. If the wind w r ill allow
you to enter, and there be sufficient water, which will be known by the
red flag being kept up, you may bring the tower to bear north, and
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BARS OP THE RIO GRANDE DE SAN PEDRO. — BRAZIL. 299
steer for it until you see the bar-boat. Then pay attention to the
waving of the flag from the boat as mentioned in my former letter : —
when he weighs follow in his wake. The course will be about N.E.
immediately after crossing the shoal part of the bar ; leave the second
boat on your larboard side, and after passing her your course will be
about N.W. But you cannot go wrong by following in the wake of
the bar-boat, and paying attention to the waving of his flag.
This southern bar is, in some respects, better than the other used
to be. The channel is considerably broader, and the shoal part much
shorter ; being not above two cables’ length across, and deepening
quickly both outside and inside, to three, four, and five fathoms.
There are other circumstances against it. In my former letter I
observed that N.E. winds depress the water, and that south-westers
raise it ; therefore, you cannot load so deep in the port as formerly, as
you cannot get out with a S.W. wind. Again, if a S.W. wind blows
strong, which it frequently does, at its very commencement, it raises
such a sea on this southern bar as to render it impassable for a vessel
which may be outside : in fact, the bar-boat could not get out. I
came out over this southern bar, in December, 1837, drawing eleven
feet three inches, with a northerly wind, and the water unusually
high for the wind in that direction. The brig thumped over all the
shoal part Fortunately the sea was abeam, so that she fell bodily on
her keel fore and aft ; and as the ground is not hard she did herself no
harm. I do not think any vessel ought to go there drawing more
than ten feet six inches, though many do so.
With a S.E. wind I would not advise any one to run for the coast
unless the weather promises to be quite fine ; with the wind from the
N.E. round to the northward there is pretty good anchorage in five or
six fathoms, jmt outside the southern bar; you will be sheltered by
the bank to the N.E., and if the wind come round to N.W. you may
enter — but beware of a south-easter. There is plenty of room for a
fore and aft rigged craft of little water to beat over the bar, but the
current generally runs too strong with the wind. According to the
pilots, this southern bar is nearly in the same position that it was about
fourteen years ago ; and that it gradually moved to the N.E. until it
got close to the shore, about two miles to the N.E. of the tower, when
(as we have seen) it closed up, the bank at the same time opening out
again to the southern. I should therefore suppose it likely that this
would do the same.
I remain, Sir, your most obedient servant, James Harrison.
[In March, 1837, being in sight of the little island of Trinidad, (South Atlantic,)
I was called to look at an enormous fish, which was close under the stern. The
weather was very fine, and wind light, ship not going more than two knots, with
studding sail set ; so that I had a good view of it for about two hours. As I had
not heard of anything like it before, I took a sketch of it In shape it was exactly
like a skate, but about twelve feet (as nearly as I could judge) in breadth. Its tail
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EXAMINATION OF THE PACIFIC OCEAN.
was very long, and tapering ; and its head had two substances projecting from it, very
much like two moderately- sized cow's horns. We tried to harpoon it, but without
success. Indeed if we had, I do not suppose we should have been able to hoist it in
on account of its weight He was surrounded by pilot fish, one of which kept con-
tinually between his horns, following his motions almost as exactly as if it had been
part of the same body. Whenever this pilot fish left its station another immediately
popped into it On my return home, as I was looking over some of “ Chambers*
Edinburgh Journals," I found this animal very exactly described, (as a rarity,) and
called the “ colossal ray." (See Chambers* Edinburgh Journal, No. for July 16,
1836.) I saw no fins. Colour like a common skate, and belly very white. It did
not seem ablfe to swim fast, as when the breeze freshened a little, and we went about
four knots, we gradually left it astern. — J. H.]
Examination of the Pacific Ocean.
The discovery of the Pacific Ocean gave rise to a thousand hopes. It
was believed at first that on its coasts would be found a fairy-land, where
gold and silver were used in making the commonest utensils, and the
greater part of the expeditions sent there, had no other object than that
of extorting from the natives, to obtain their riches, or to cruize in the
most frequented parts to intercept and plunder ships as they returned
to Europe, with their valuable cargoes ; and strange to say, all this
was authorized by their government. Thus, no sooner was this ocean
known than it became the scene of frightful crimes, fire and plunder
devastated its shores, until a reaction took place, and science and art
extended their happy influence everywhere, and inspired the govern-
ment with sentiments of compassion and humanity. It was then dis-
covered that it was better to cultivate the relations of commerce with
the inhabitants of foreign countries than to ruin them ; and better to
instil into them a taste for the arts than to rob them. Consequently,
violence and plunder gave place to enterprises sufficiently venture-
some, but better adapted to advance the good of mankind. Some
parts of Australia and New Zealand were then known, but they were
unconnected ; no one had yet defined the precise outline of those
countries. It was believed that they were connected with a great
southern continent, and this idea having been received with enthusi-
asm, new expeditions successively departed from England, under the
command of Wallis, Carteret, and the celebrated Cook.
Nothing can be more interesting than the accounts of these naviga-
tors. An inexpressible charm and freshness of colouring prevails
throughout their descriptions. They speak of pure skies, magnificent
vegetation, delightful climates, the balmy wind, groups of islands,
inhabited by people who know no want but that of so limited a culti-
vation as to have nothing to send to the people of Europe. Every-
thing is described in rich and varied colours. The engravings which
accompany these productions, although coarse, afford ample details
and a thousand particulars which convey to us the character of those
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EXAMINATION OF THB PACIFIC OCEAN.
301
distant lands, with an exactness which the most elegant and finished
pictures of our modem artists do not possess.
But, it is strange that no one, from Magellan to Cook, attempted a
new route ; it would seem sA if they each determined to follow the
same inconvenient and circuitous path which had been adopted by
their predecessors ; that no desire of renown, no love of adventure,
induced any one to deviate from their tracks. After having doubled
Cape Horn, all steered to the northward along the coast as far as the
isthmus of Panama : then going westward, they crossed the ocean
towards the Marianne islands, leaving the Sandwich islands either to
the northward or southward. The similarity of these routes to that of
Magellan does not stop here. We know that this hardy seaman
perished in a strife with the natives of the Philippine islands ; and
that in consequence of mutiny among the crew of his vessel, one*
only of the ships composing his expedition returned to Spain. Like-
wise, of the most remarkable expeditions which took place after the
death of Magellan, none returned complete to port, and in the muti-
nies which occurred in them the greater part of their leaders perished.
Loaisa, Delcano, Saavedra, Villalobos, Le Maire,Mendana, all fell by the
hands of their crews. It may be seen also that none of these naviga-
tors attempted to determine his positions with exactness. Thus,
Mendana, after placing the Solomon Islands 5° too far to the east-
ward, could not find them again ; while others made the dangerous
archipelago, a vast continent, the extent of which' was many thousands
of square miles.
It was the celebrated Captain Cook who first corrected these errors.
Cook was the first who constructed a good geographical chart of the
Pacific ocean ; the number and extent of his voyages ; the correct-
ness of his charts ; his humane conduct towards the natives of the
islands which he visited ; and the important changes which he intro-
duced into the provisioning of his crew, opened new destinies to the
navigation of these seas : the first from Magellan, who forsook the
former tracks, he traced out new passages and sought new countries,
which claim for him a place by the side of Magellan and Columbus.
The example of Cook was worth following ; but, nothwitstanding
this, like the navigators who followed Magellan, all those who suc-
ceeded Cook adhered to his track. They stopped at the Polynesian
islands, (a description of which he had already given,) and left us in a
state of entire ignorance concerning a large number of islands to which
their predecessor had not devoted his attention. ' We have not yet
had a good chart of the Feejee islands, nor of the Navigator’s group,
nor of many islands of the Caroline group, nor the extensive coast of
Papua, nor the archipelago of the Louisiade. La Peyrouse, D’Entrcc-
* [This was the first ship that circumnavigated the globe : her name was u Victory.”
— Ed N.M.]
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EXAMINATION OF THE PACIFIC OCEAN.
asteaux, and their successors, have taught us nothing that we do not
find in the voyages of their predecessors. Some of these navigators
had not even the good taste to correct the errors of the old charts.
The Russian navigator, Lizianski, remained several days at the Mar-
quesas, without attempting to make a chart of those islands ; while
Kotzebue passed near two islands in the night, of which he knew
nothing, and did not think fit to examine. In fact, even now there
are more than 200 islands, visited by whalers, that are not to be found
on any chart ; and this sea, so full of shoals and unknown islands, is
nearly everywhere dangerous to navigate.
Nevertheless, the greater part of the known islands of the Pacific,
contains a considerable population to whom the articles of our manu-
facture become every day more necessary. France, England, and
the United States, send whalers among them every year. In 1814,
there were thirty English ships which returned with 8,999 tons of oil
and spermaceti: thirty-four sailed in 1816, and returned with 10,332
tons; in 1821, fifty-five ships, manned with 1,396 seamen, returned
with 14,398 tons; and in 1823, fifty-nine ships, containing 1 ,536 men,
returned with 17,689 tons. In France this employment which,
during the Revolution, was not followed at all, sends now from
fifteen to twenty ships to the Pacific. Even the number of the
American ships is augmented. At present, the whalers from the
United States in the Pacific, amount to 460 sail, which collect
together 1 72,000 tons, the tenth part of the whole tonnage of that
country. The produce which the United States obtain each year
from that part of the world, is, besides an inexhaustible source of profit
for their commerce ; — spices, cochineal, sandal wood, and at housand
other costly articles, the trade of which generally retumsgood profits.
As those most interested in the commercial explorations of the
South Sea, the Americans ought to endeavour to remove the nume-
rous impediments to navigation there, which they are now about to
do. They are at present fitting out one of the most important expe-
ditions which have yet gone to the Pacific. This expedition, consist-
ing of several vessels, and conducted by the most distinguished
officers of the American navy, has for its principal object the visiting
of places least known, to examine and lay down precisely every
island or rock which may either be a source of profit or danger to
commerce ; and to take the necessary measures at every anchorage,
to recover from slavery the unfortunate seamen which may be
detained as prisoners* among the natives. In some of these islands
men of the United States and of the civilized states of Europe, profit-
ing by the advantage of their education, exercise a tyrannical autho-
* The number of these unfortunate persons is considerable, the greater part being
English and Americans. Cast away by storms on the islands, they are retained as
prisoners, and in some, undergo much privation and cruel treatment
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Cunningham's catamaran.
303
rity* over the inoffensive natives. The expedition will put a stop to
these abuses, by removing from these countries the scourge of such
men, and delivering the unfortunate foreigners from the severities of
the natives. But the work of the American expedition will not end
there. Science will form the leading feature of its operations. The
most distinguished men of America are to accompany the voyage,
and in this respect no expedition, since the days of Cook, has pro-
mised so much. Each important branch of science will have its
professor : geology, meteorology, zoology, the temperature of the air,
the state of the barometer, the phenomena of electricity, the direction
of the winds and currents, their force and extent, meteoric stones, &c.,
will each be studied with care. The natural history of the Polynesian
islands, although so much written on, leaves much to be described.
It is not yet known distinctly by what process these islanders cure
their fish and preserve their insects, which subjects will be carefully
studied. The same of the fossil rocks and mountains, their height
and conformation ; the rising or depression of the coasts, &c. ; the
animals and plants, kc., the tides; and, in fact, the character of
the natives of the Pacific generally, their manners, monuments, lan-
guage, antiquities, religious ceremonies ; the names and the number
of their deities ; their forms of government and system of navigation ;
their attainments in astronomy ; the division of their calendar ; their
mode of tatooing,' and their laws concerning property. All these
branches will become equally the particular object of study, with the
view, not only of extending the field of knowledge, but of cement-
ing still more firmly the foundation of that which is already acquired.
[The foregoing is from the “Ann ales Maritime*,” and refers, we believe, to the
same expedition to which we alluded in p. 7 53 of our volume for 1836. We trust
that the report which reached us a few days ago about its being abandoned is without
foundation. Truly our American friends take no little time to get their steam up,
but we are still in hopes that the bright promises so long held out will be fulfilled. —
Ed. N.M.]
Cunningham's Catamaran.
The Catamaran consists of two copper boats, perfectly air-tight, and
strongly joined together, as in fig. 4. Between them is an iron or copper
cradle, (see fig. 3.) D D is the inside view of one of the boats ; A A
is one of the frames of the cradle, furnished at the bottom with a flat
iron sledge, and sliding freely in the slides, B B. The bottom of the
cradle is grated, and upon this the man stands : his weight being thus
considerably below the centre of gravity, and acting as a lever, and
the two boats in opposition to each other, the possibility of upsetting
* These men, like the former, belonged mostly to shipwrecked whalers. On this
subject, Reynolds reports that one of these men behaved in the most shameful
manner to a missionary, because he refused to obey him in expunging the ninth com-
mandment from the Decalogue.
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is almost entirely removed. As the catamaran is represented in fig.
3, it is afloat ; but when it takes the ground the cradle slides up, and
the bottom coming on a level with the bottoms of the boats, its passage
over sand or shingle, when beached, is very easily effected.
Fig. 3.
After the line from the gun has taken effect, the catamaran is first
hauled off by those on board ; another rope attached to it being held
by those on shore ; after that it must depend on circumstances, the
manner in which the communication is conducted. The catamaran
will hold two or three persons, and is placed or carried in the life-
boat when the machine is travelling. If used at night a light may be
attached to it, as in the life-buoy. H. D.
[A drawing of Cunningham’s life- boat, to which the foregoing article belongs, will
be found in our March number, accompanying the description in p. 179.]
Lightning Conductors for Ships.
Mr. Editor.— In justice to myself and the naval service, I must
point out Mr. Roberts’ great misapprehension of the question relating
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to the use of “ Lightning Conductors in ships,” a subject he has
undertaken to elucidate. It may be first observed, that the opinions
he has adopted, respecting my system, have been already laid by him
before the public. They appeared in the “ Annals of Electricity” in
October last, have been since promulgated through the provincial
press, and are again served up, with some additional statements, not
original, in the “ Nautical Magazine .”
Mr. Roberts, you will observe, assumes, in the observations he
has made, that my discussion of objections raised “ to the use
of my apparatus,” applies to “ a paper submitted by him to the
Electrical Society” in June, 1837; and he further says, in page
188, “ My objections are classed by him (Mr. Harris) under the
head of,” &c. &c. Now I beg to state, for the information of your
readers, and the especial information of Mr. Roberts, that the
series of papers he alludes to is merely a reprint of those given in your
pages in the year 1834. Hence it is quite impossible that anything
I have advanced in them could be intended as a reply to Mr. Roberts ’
paper in 1837. Had such been the case, I trust I should have
had the candour to have acknowledged it. If, therefore, the objec-
tions considered by me, are, as he states, “ precisely in the order anti
nearly in the words that appear in his paper,” I leave it to any one to
say whether in this indirect charge of uncandid plagiarism made
against me, he has not most effectually pleaded guilty to it himself.
He has, by his own confession, brought forward objections in June,
1837, “ precifely in the same order, and nearly in the same words
that appear” in my papers in 1834. A most marvellous coincidence
truly — clearly showing that the objections have not even novelty *
to recommend them, and that they have been anticipated by me at
least three years.
Mr. Roberts’ communication to the Electrical Society, in June, 1837,
claiming to be considered as a philosophical paper, will not, on ex-
amination, be found deserving of such a title. It does not really
contain any original thought, any new result in science, any objection
to my views not long since disposed of. Even the form of lightning
conductor described in it, has been long since used in the French
navy, and was fitted in the French frigate Calypso. It was applied
along the masts and rigging “ precisely in the order and nearly in the
same” way as that mentioned by Mr. Roberts, but with this excep-
tion, that the rigidity of the wire rope, small as it was, did not admit
of its being rove through blocks in the way he suggests. The only
part of this plan, therefore, which Mr. Roberts can justly claim, is the
impracticable part, and for this, I suppose nautical men will not con-
sider him entitled to much acknowledgment.
In supposing that the phenomena described by Professor Henry
escaped my attention, Mr. Roberts again greatly deceives himself.
ENLARGED SERIES, NO. 5. — VOL. FOR 1838. 2 R
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To use his own words, I have not “ committed unconsciously any
error” in this respect.
Professor Henry’s experiments, as admitted by him, do not furnish
any argument against the use of lightning rods. This he expressly
stated at the last meeting alluded to, of the British Association. I have
the pleasure of being well acquainted with Professor Henry, and he
carefully explained to me, that the small discharge observable in the
way stated, was a peculiar effect of induction upon a wire, when
sparks of an electrical machine were thrown upon a ball terminating
one of its extremities. It could not be produced by means of a dense
discharge from a battery or jar, or the discharge of any accumulation
similar to that of atmospheric electricity. To obtain the result
arrived at by Professor Henry, the wire must be placed beyond one
of the opposed surfaces of accumulation, not in the position of a
discharging rod. Then if sparks from a machine be thrown upon a
ball at the end of it, an inductive action ensues upon the wire, such,
that its own electricity is displaced (by a well known law of elec-
tricity) upon other bodies, the latter being previously neutral,
and susceptible of this effect. Now when we attempt to discharge
a* dense accumulation between charged surfaces, such as that of
a thunderstorm, we have already displaced the electricity of the
bodies in the circuit, by a general induction on the negative aide.
Hence the result alluded to by Mr. Roberts is not obtained ; all the
surrounding bodies being in the same electrical state, they cease to
operate in this way on each other.* It would, I fm sure, add
much to Mr. Roberts’ knowledge of this question, which he has
undertaken to make so clear, and greatly assist him “ in solving the
embarrassment under which (as he supposes) we labour,” if he would
himself repeat these experiments, and institute some further exami-
nation of them. The following result shows how little we have to
apprehend from the kind of action he thinks may take place in the
discharge of lightning along conductors.
Let a small metallic rod pass through percussion powder, or in the
vicinity of it. Discharge over this rod the shock of a battery highly-
charged. The percussion powder, so readily inflammable, will not in
the slightest degree be affected, which could scarcely be the case if
there existed any lateral effect similar to that alluded to. I would
further refer to the experiment described in your number for Decem-
ber, 1837, page 828. In this case pointed wires with percussion
powder and common gunpowder placed between them, were inserted
inside the model. The inflammable matter remains undisturbed by
any shock of electricity passed down the conductor outside, even by
* See Nautical Magazine, No. 7, p. 451, for July, 1837, and No. 8, p. 534, for
August, for a more complete explanation of these effects. In a future number I hope
to return again to this subject.
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a shock which can fuse from ten to fifteen feet of fine iron wire in one
length. Surely Mr. Roberts must acknowledge this to be a fair
experiment, and quite applicable to his weak argument about the maga-
zines. He evidently confounds the mere displacement of the natural
electricity of a wire under some peculiar circumstances, with a lateral
discharge of lightning, never in any case observed to happen from a
free conductor.
I hope in a future number to describe two interesting cases of the
effects of lightning on shipboard, quite conclusive on this point.
Indeed it will be invariably found, that where damage arises, it
always happens in the track of the explosion, and never by any side
action. Mr. Roberts says, it is well known. If so, why does he not
state an instance ? If the facts were really applicable to the argu-
ment in the way assumed, then I should contend strongly for the pro-
priety of laying aside the use of lightning conductors altogether.
Mr. Roberts is really arguing against himself. He tells us that in
discharges of lightning the electricity may jump as it were out of the
conductor, and set fire to inflammable matter ; and with this fearful
impression fully before him, he directs a metallic rope to be placed in
the vicinity of the rigging and sails of a ship, immediately amongst the
seamen, who are to handle it : in short, he leaves nothing undone
(by his own showing) to set fire to the ship aloft, and destroy the
men.
I beg to assure your readers that I took very especial care, before
proposing my system, to assure myself, by a course of faithful
experiments, and a laborious examination of the effects of lightning,
that no action of this kind ever took place, so that Mr. Roberts has
been too hasty in contrasting my unconscious ignorance, as he would
have it inferred, of a simple truth in electricity, with his own more
acute and profound perception of the facts adduced from others. If
he will refer to the note at the foot of p. 454, of your number for July,
1837, he will perceive, that the consideration of this subject has net
escaped me. The point is fully alluded to, which he flatters himself
I have so “ unconsciously omitted to consider.”
I do not deny having stated that the surfaces of metals conduct
electricity. Does any one doubt this ? I do, however, deny ever
maintaining it as my opinion that electricity did not also affect the
mass. How otherwise could we explain the fusion of wires by elec-
trical discharges ? All I insist upon is this — the greater the extent of
surface into which you can expand a given mass of metal, the less the
tension of any quantity of electricity disposed on it, and consequently
the greater its electrical capacity. The tension, in short, decreases
as the square of the surface inversely. What Mr. Roberts has
advanced about conduction seems something like an alternation of my
“ own words,” as before. I do not stop to discuss his observations
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about the cooling of the metal ; it is really not worth while. He is
quite welcome to any advantage he thinks may be derived from such
sophistry. Has he ever tried the effect of electricity in fusing a
given mass of metal under the form of a surface and a rod* — the
greater difficulty of melting it in a cool than a hot medium ? Why
does he not give us some facts connected with so important a question,
instead of talking about them hypothetically on the authority of
others ?
I do not know how Mr. Roberts estimates the elasticity of a spar.
It seems, however, very difficult to infer from my experiments in
the Portsmouth dock-yard, given in your number for December, p. 829,
that a spar suffers in this respect by the application of the conductor.
It must be, I think, admitted, that the elasticity, or “ pliability,” as
he also terms it, of a spar, is fairly estimated by the degree of flexure
it can sustain without breaking, and not (for any nautical purpose at
least) by the smallness of the force required to bend it, otherwise we
might contend for the propriety of making masts of whalebone. Now
the spar fitted with the conductor could not only sustain the same
degree of flexure as before, but could, without breaking, withstand a
greater force : how then is the spar damaged ? f Mr. Roberts might
as well contend, that the rigging injures the pliability of the spars.
Really this is quite trifling with science. It is raising up phantoms,
and dignifying them with the name of objections.
The remark of Mr. Roberts, that the elasticity of spars is essential
to fast sailing, I leave to naval men to discuss. He must not be sur-
prised should he find many differ with him in this point, and who, on
the principles of nautical mechanics, will contend for the propriety of
ships being always kept upright, and driven along (were it possible)
by sails, as rigid as boards, acting upon inflexible masts without rigging.
Since you have thought fit to insert Mr. Roberts’ communication,
I trust in justice to me you will also insert my first reply to it. I can
assure Mr. Roberts that I am quite as anxious as he is for truth and
the “ public good,” and certainly as “ little desirous of personal
aggrandisement.” Being quite ready to abandon anything I have
advanced when it is shown to be inconsistent with facts, he will, I hope,
excuse my saying, that any communication about a scientific subject,
in which pretension takes the place of originality, and sophistry that of
argument ; and in which unmeaning compliment is substituted for
candour, can never advance truth or benefit mankind.
* Mr. Harris is by no means open to the charge of having applied conductors to
ships, on the erroneous supposition that their solid content need not be considered as
stated by Mr. Roberts, in page 186 of our March number. A reference to Mr.
Harris's papers, and particularly to that in No. 11 for November 1837, will show that
this charge is without foundation. — See also Phil. Trans, for 1834, p. 2. — [Ed. N.M.]
■f We have already pointed out this experiment to Mr. Roberts.
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[The following is the reply of Mr. Harris to the £ditor of the u Annals of Elec-
tricity,” as it appeared in the pages of that journal, and which in justice to this gen-
tleman we here insert. As a wrong impression may be produced by a passage in
Mr. Roberts' letter in our last number, which he could not have intended, we may
briefly state that in the instance stated in page 187, of most serious injury arising to
a sailor leaning against a mast through which the lightning was transmitted, given,
as he says, by Mr. Harris himself, it should have been also stated that the mast was
not protected by Mr. Harris's conductors. We may leave the practical application
of Mr. Roberts’ chain conductor to the consideration of any of our nautical readers,
the principal points being the weight of it hanging from the truck, its interference
with the rigging and sails, and its insecurity from the effects of the sea perpetually
washing against the lower end, proposed by Mr. Roberts to be secured to the bends. —
Ed. N.M.]
On the Protection of Ships from Lightning. By W, Snow
Harris, Esq. f.r.s., &c.
Dear Sir, — The best reply to Mr. Roberts* remark on my method
of defending ships from lightning, and which appeared in your last
number, is an appeal to facts. I may hence observe, that my system
has been partially adopted in the British navy in about eleven ships
for as many years, comprising several line-of-battle ships and large
frigates. These vessels have all been more or less exposed to light-
ning, and cases have occurred in which the electric discharge has
fallen heavily upon the masts without any ill consequences ; nor have
any results of a mechanical kind attended the application of my con-
ductors detrimental to the masts; on the contrary, the spars are
greatly improved in strength by them. I extract, for the information
of your readers, from the “ Nautical Magazine,” the last report from
the Beagle, lately returned from a five years’ hazardous survey in the
South Seas. This ship has again proceeded on another similar voyage
with the same spars and conductors fitted in them : —
“ Report on the Lightning Conductors of H.M.S. Beagle, 1831-6.
Previous to sailing from England in 1831, the Beagle was fitted
with the permanent lightning conductors invented by Mr. W. Snow
Harris, F. R. S.
“ During the five years occupied in her voyage, she was frequently
exposed to lightning, but never received the slightest damage, although
supposed to have been struck on at least two occasions.
“ At each of these times, at the instant of a vivid flash of lightning,
accompanied by a crashing peal of thunder, a hissing sound was
heard distinctly on the masts, and a strange, though very slightly tre-
mulous, motion in the ship herself, indicated that something unusual
had happened.
“No objection, which appeared to me valid, was ever raised
against them ; and were I allowed to choose between having masts so
fitted, and the contrary, I should decide in favour of those with Mr.
Harris’s conductors. Even in such small spars as the Beagle’s royal
masts and flying jib-boom, the plates of copper held their places
firmly, and increased rather than diminished their strength.
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The Beagle’s masts, so fitted, answered well during the five years’
voyage above mentioned, and are now fit to go on another equally
long voyage.”
(Signed) Bobert Fitz Roy,
Late Captain of H. M. S. Beagle.
As one fact is worth a thousand theories or loose opinions, I should
suppose this report must go far to meet Mr. Roberts’ assertion;
namely, that “ if my conductors were thick enough to be efficient, they
would injure an essential quality of the mast.”
I do not by any means wish to set limits to freedom of discussion
in scientific matters : science almost invariably gains by collision of
opinion ; but I may be here allowed to observe, that before any indi-
vidual ventures to depreciate the invention of another, with the mani-
fest object of a more complete establishment of his own, it is certainly
his duty to make himself very fully acquainted with the subject. Mr.
Roberts has not thought this, however, worth while ; or, I am sure,
he would not otherwise have so loosely adverted to my system, or
attributed to me opinions which I have never professed to hold. 1
have nowhere maintained, for example, as my opinion, that “ super-
ficies, not content, conducts electricity nor have I, upon the validity
of such a principle, let into the masts “ strips of copper of little
thickness.” If your readers will be so good as to refer to my papers
in the late numbers of the Nautical Magazine, New Series, Vol. I.,
Nos. 11 and 12; or Old Series, Vol. III., Nos. 33 and 34, they will
find my views on this point very sufficiently detailed,* and will see I
have duly considered the mass of my conductors. Their thickness is
about the same as that of the present chain conductors employed in
the navy, and they contain twenty times as much metal. Their
average value is that of an iron rod of more than two inches diameter,
supposed to extend from the truck to the keelson of a frigate of 50
guns. Mr. Roberts does not inform us of the diameter of his wire
rope ; I should imagine it could not be considerable, in consequence
of its great weight ; he merely says, “ let some hundreds of fine
annealed copper wires be laid up, as a common hemp rope, &c.” an
indefinite sort of expression, which may either apply to the cables
or the signal halliards.
Mr. Roberts also greatly mistakes the nature of my plan, when he
says, there “ must be a separation” to allow of the mast being lowered ;
that is, if he means by this form of expression, a disjointing of any
consequence to the action of the conductor. The contact, as may be
seen by reference to my drawings, may at all times be insured, and
that too without any difficulty. I do not myself believe, even if there
did occur a short interval in the caps, that it would be of the least
consequence to the action of such an extended and continuous line of
• * See sections 65 and 73.
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metal, armed with a point such as I employ, and which is always most
perfectly continuous below the mast-head. Such a break, however,
as that inferred by Mr. Roberts’ observation, need not occur at all ;
it is scarcely worth while therefore to discuss the question.
I deem it requisite also to state, that if I have ever given an
instance of serious injury “ arising to a sailor leaning against a mast,”
it must have been a mast not fitted with the conductor. In such an
instance it is evident the man’s body became for a short distance the
conductor to the mast ; hence the electrical discharge led through the
former, so far as it went.
I do not myself believe in what Mr. Roberts calls a lateral explo-
sion ; if by that, he means a divergence of the electricity actually
transmitting by the conductor, from its determinate course. It has
certainly no existence during the passage of heavy electrical dis-
charges through metallic conductors of large electrical capacity.
Any one may satisfy himself of this by discharging a powerful battery
through a copper wire about one-eighth of an inch in diameter, or a
small brass tube, held in the hand. I have myself repeatedly dis-
charged batteries of 40 square feet of coated glass highly charged, in
this way, without experiencing any sensible effect whatever.
I do not pretend to deny but that in every case of an atmospheric
electric discharge, there is a general induction upon the whole mass
of the vessel, as forming one of the great electrified surfaces. The
distribution of its electricity, therefore, previously to the discharge,
becomes changed; and will in all cases be again restored as the
forces in operation become neutralized. Mr. Roberts should not be
ignorant that this effect can in no way be got rid of, and that it cannot
be fairly urged as an objection to my conductors. On the con-
trary, my system, not being confined to a mere wire line in the rig-
ging, provides for an easy and rapid neutralization of the opposite
electrical forces throughout the hull ; a matter of very considerable
importance.
Admitting the objection, however, of a lateral explosion to be a
valid one, it necessarily applies equally, if not more forcibly, to Mr.
Roberts’ rope of wire, than to my plates of copper, as I think must
be apparent ; since the wire is directed to be laid along the back of
the mast and stopped to the rigging, of course it must be liable to
contact with the sails. What material, I would ask, is more likely to
catch fire than a tarred rope or a sheet of canvass ; we find this in
numerous cases of damage by lightning at sea ; as, for instance, in the
cases of the Thisbe, Phaeton, Southampton, and other ships of the
British navy.* It is, in fact, the liability of this kind of damage,
though not from any lateral explosion, which renders the application
of conductors of small electrical capacity to the rigging and masts,
such as those commonly employed, somewhat precarious.
* Nautical Magazine, in the Nos. above-mentioned.
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The objection to my conductors, on the ground of their being near
the magazines, is certainly one I should not have anticipated, seeing
that lightning rods are applied, either immediately or otherwise,
within a few feet of almost every powder magazine in Europe. It is,
in fact, because the masts (which are already, be it remarked, con-
ductors of electricity to some extent) pass in that direction, that it
actually becomes necessary to protect them by a conductor connected
with the sea. For, as remarked by a practical writer on those sub-
jects in the Philosophical Transactions, the danger is over when the
electrical fluid has reached the well.
It is further a well-known electrical principle, that lightning will
not leave a good and efficient conductor, immediately in the line of
its action, to pass upon bad conductors, out of that line ; a principle
which quite vitiates an opinion advanced by Mr. Roberts, that every
joint in a chain conductor becomes a point “ where the electrical
fluid may strike off in every direction.” But the electric discharge
is never found to strike off from the chain, if connected with the sea
or ground. It invariably pursues its course down it, as may be seen
by reference to the cases of her Majesty’s ships iEtna, the New York
Packet, and the Plymouth Church.* The danger here, is in the con-
ductor being fused and disjointed at these points, and the temperature
so raised as to set the rigging on fire. This would be very probable
if the chain or rope employed as a conductor became detached from
its connexion with the sea, or broken high up. It was from this
cause that a discharge through a chain on board the Lion, of 64 guns,
knocked down one of the quarter-masters on deck ; and in a similar
way a stroke of lightning came down the chain top-sail sheets of the
Ville de Lyon, a large American packet, which lately put in here to
repair the damage which ensued, and killed two men. We see, there-
fore, that since a conducting chain or rope is liable to every species
of damage incidental to a ship’s rigging, it may, at the time of handling
it, produce fatal consequences to the seamen ; it being then not a con-
ductor in a free state, but approximating to an insulated charged con-
ductor, ready to strike off to the next conducting substance.
It is not with any unfriendly feeling that I am led to express my
surprise at the objections urged against my system by a gentleman
who says he has turned “ his attention to the subject, as well in a
philosophical as in a nautical point of view,” and who, whilst pro-
fessing “ by an examination of the causes, and a citation of a few
effects, to solve the embarrassment under which we labour,” fails in
the course of his paper to produce any kind of “ examination of the
causes” whatever, any original inquiry in electricity, or afiy one
accredited instance of damage by lightning, but substitutes for the
essential ingredients of observation and experiment, either objections
* Nautical Magazine, in the Nos. above-mentioned.
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not having even novelty to recommend them, or otherwise notions
of ordinary electrical actions, not warranted by any known fact.
It is even problematical whether the wire proposed by Mr. Roberts
is available, in the way he recommends ; at least it comes before
ns in so questionable a shape, that some sort of experience of it seems
requisite to establish its value.
I must shorten this long communication by referring your readers
to my papers in the Nautical Magazine ; in which they will find my
system very hilly explained : they will then see that it is of a far dif-
ferent kind and tendency to that which might be inferred from Mr.
Roberts’ remarks. I shall merely observe, therefore, that it con-
sists, 1st, in perfecting the conducting power of the masts themselves,
by giving them conductors of great electrical capacity. 2d. In tying
these conductors and the detached masses of metal in the hull, into
one general system, and finally connecting the whole by efficient con-
ductors with the sea.
The advantages of my system are these : — The conductor on the
masts is always in place, and hence ready to meet the most unex-
pected danger ; it does not require, like a chain or rope, a constant
watching and attention, to the great annoyance of the seamen, but
takes care of itself. The standing or running rigging is not in any
way interfered with, and a very perfect continuity is arrived at, under
all the varying positions of the mast. It is permanently fixed
throughout its whole extent, gives stability to the mast, is continuous
from the sea to the mast-head, and is connected with an adequate
combination of conductors in the hull to satisfy the most powerful
discharge of lightning yet experienced ; it is capable of resisting great
external force, and in case of the removal of any portion of the mast,
either by accident or design, die remaining portion is always perfect
and adequate to the required protection. It has further the capital
advantage of being applied immediately to the objects most requiring
it, namely, to the masts themselves, by which the conducting power
they possess is turned to a beneficial account.*
Your readers will, I trust, perceive, that in replying to Mr.
Roberts’ paper, I have studiously adhered to facts, either depending
on actual observation on the great scale of nature, or otherwise dedu-
cible from experiment; and they will, I hope, further do me the
justice to believe that I profess to hold no opinion which can be fairly
shown to be inconsistent with these two great oracles of physical
science.
I am, dear Sir, yours, &c.,
William Snow Harris.
* Let a small iron wire be taken and the quantity of electricity measured just ne-
cesaary to fuse it Insert a similar wire from the same reel along one side of a
small cylinder of wood in its ordinary state, and discharge npon this wire the same
quantity of electricity. The wire will now remain perfect, being assisted by the wood,
and will not become fused except by the addition of a very much greatqf^|jy|ijity.
ENLARGED SERIE8. — NO. 5. — VOL. FOR 1838. 2 S
314
ON THE NATURE OF VEGETATION.
On the Nature of the Vegetation which has covered the sur-
face of the Earth at the various periods of its formation.
Curiosity is one of the most essentially distinguishing faculties of
the human mind ; one of those which specially separate man from
the brute, and for this reason may be considered one of the most
noble of those faculties, when it is dedicated to an object truly
worthy of him.
It is this faculty which continually urges him to extend the field of
his knowledge, and to search into the hidden mysteries of nature,
though frequently without the hope of any other result tha n that
satisfaction which every intelligent being feels in proportion as he
gains more distinct ideas of the nature of the phenomena by which he
is surrounded.
The more difficult it may be to comprehend these phenomena! or
the more they are by their nature or position out of our direct reach,
so much the more we are struck by the results to which those who have
made them the objects of their study have been conducted by profound
research. Thus the telescope, by presenting to our view the phenomena
of the most distant regions of space ; and the microscope, by revealing
to us the existence of an immense number of beings whose minuteness
would otherwise have eluded our examination, have made the most
lively impression on the imagination of man. In latter times science
has made such progress that one could have scarcely hoped to strike
into a new path so full of exciting discoveries as those which have
been opened to human curiosity by the telescope and microscope ;
and yet the study of the soil which we daily tread under our feet has
become, during about half a centuiy, in the hands of Werner, Cuvier,
and a multitude of philosophers who have followed their steps in
science, the most fertile in its results, and not only of great interest to
the learned, but of a nature to strike the imagination of eveiy person
who loves to reflect upon the grand phenomena of nature.
In examining the strata which form the surface of the earth, their
order of superposition, their nature, and the animal and vegetable
remains which they contain, geology has attained the power of
retracing the history of the globe during the long periods antecedent
to its present condition ; it displays to us the succession of beings
which have inhabited its surface and the revolutions which in caus-
ing destruction have produced the mineral beds, in which they are con-
tained, and the modifications which the surface itself has undergone in
consequence of these revolutions : in short, it proves to us that, all
these phenomena, which necessarily required the lapse of many cen-
turies to produce, existed before the creation of man.
This lengthened history of the formation of the surface of the earth,
like that of the history of nations, consists of periods of repose, or at least
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of tranquillity, sufficient to allow for the surface of earth and the water
which in part covered it, to become peopled with inhabitants of various
kinds. It comprises periods of revolutions, during which some mighty
force overturning the surface, raised up the mountains, and submerging
the dry land previously above water, raised up the bottom of the sea, and
finally depositing on the previously pre-existing rocks, materials of new
strata which enclosing the remains of beings that were destroyed by those
violent convulsions, preserved them as precious monuments, to prove
to us so many thousand years afterwards the nature of the ancient popu-
lation of our globe, and the order of their succession. The study of
these alternate periods of revolution and repose, create a lively and
equal interest, but the former are entirely the province of the geolo-
gist, while the latter, on the contrary, necessarily demand the know-
ledge of the zoologist and the botanist, for they only are capable of
making such exact comparisons between the same parts of fossils, and
of living animals and plants, as may determine the links which con-
nect the genera peculiar to each period of the world. Cuvier, by thus
basing his admirable investigation of fossil bones on the positive data
afforded by comparative anatomy, has been enabled to reconstruct the
skeletons of most of the animals whose remains had then been disco-
vered, and to determine with the greatest probability their external
form and their analogy with animals familiar to us.
Though botany has hitherto furnished less evidence respecting the
former condition of our globe, it should nevertheless be equally put
under contribution by the geologist, and may even throw more light
than zoology on the state of the terrestrial surface during the most
remote periods of its formation. In fact, till that epoch when life
began to display itself on the surface of the globe, all animals were
confined, and were diminutive in size, to the waters; a luxuriant vege-
tation producing immense forests had already covered every part of
the surface of the earth, which the sea left exposed ; and each suc-
ceeding period of repose has had its peculiar vegetation more or less
varied, and more or less abundant, according to the circumstances
which influenced the developement of those beings belonging to it;
and, perhaps according to the duration of these periods, but each,
almost always, entirely different from that of the preceding or
following epochs.
Of those various groups of plants which have successively flourish-
ed on our globe, none deserves our attention so much, as that which
appears to have first developed itself on its surface, and during a long
space of time to have covered with dense iorests those parts of the
earth which had risen from the bosom of the waters ; and the remains
of which, heaped upon each other, have formed the numerous and
extensive beds of coal. These after flourishing as forests, ages before
the existence of man, have become, in their altered form, one of the
chief sources of the prosperity of nations ; supplying the place of our
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modern forests which must otherwise be destroyed by the vast increase
of population.
There can be no doubt, indeed, that coal owes its origin to accumu-
lated masses of vegetable matter, which undergoing a gradual change
became modified in the same manner as beds of peat would probably
be if they were covered by masses of mineral substances pressed
beneath their weight, and afterwards exposed to a high temperature.
To be convinced of this it is sufficient to notice the ligneous structure
which coal sometimes presents, and to examine the numerous vege-
table remains contained in the masses of which it is formed. The
study of the impressions of stalks, leaves, and even fruit, which are
generally enclosed in such large quantities in these rocks, not only
shows the vegetable origin of that substance, but it may yet lead us to
determine the nature of the vegetables from which it originated ; and
which then consequently occupied the surface of the earth.
Among these vegetable impressions, the most common are pro-
duced from the leaves of the fern * T but these ferns of the primitive
world are not the same as those which now grow in our climates ; for
all Europe produces no more than thirty or forty species now, although
at that time there were more than 200, all of which bear a greater
resemblance to those formed within the tropics, than to those of
temperate climates. Besides these leaves of fern the same coal
formations contain stems, the dimensions of which are equal to those
of the largest trees of our forests, while their forms are entirely
different. Ancient naturalists, therefore, struck with this want of
resemblance, and yet desirous of tracing some analogy between them
and the vegetation of the actual world, have referred them to arbores-
cent genera as the bamboo, the palm-tree, or the great cactus, com-
monly known by the name of cierges. But a more careful comparison
between the trees of the equinoctial regions, and those stems of the
ancient world* is sufficient to do away the supposed affinity which was
founded only on a fancied resemblance in the general appearance,
and a closer study either of the stems or the leaves which accompany
them, soon shows that the trees of which those primitive forests con-
sisted, bear no real resemblance to any now found on our globe. The
arborescent ferns, which, from the elegance of their appearance, now
form one of the principal ornaments of the equatorial regions, are the
only arborescent plants which are found, though few in number among
the trees of that ancient vegetation. As for the other fossil stems,
the remains of these primitive forests of the old world, we must seek
for their analogies among the most humble vegetation of our own
time.
Thus the calamites, which were from four to five metres in height,
and one to two decimetres in diameter, have a close resemblance in
every point of their organization, to the equisetum, or proles, vulgarly
known by the name of “ horse-tails,” which grow so abundantly iu
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the marshy parts of our climate, the stems of which, scarcely so thick
as the finger, rarely exceed one metre in height ; calamites were con-
sequently arborescent proles, under whic}i form they have completely
disappeared from the surface of the earth.
The lepidodendrons, the numerous kinds of which must have been
most essential in forming the forests of that remote period, and which
have probably contributed more than all other vegetables to the
formation of coal, scarcely differ from our lycopodes. We perceive
the same structure of the stem ; the same ramification and leaves and
fruit, strongly analogous to that tribe of plants. But though the lyco-
podes now living are small, and in general creeping, and somewhat
like large moss, seldom reaching the height of one metre, and covered
with very small leaves ; the lepidodendrons, still preserving the same
form and appearance, rose to the height of twenty or thirty metres,
being at the base nearly a metre in diameter, and bearing leaves
which attained sometimes to the length of a demi-metre. These were
consequently arborescent lycopodes, which may be compared in size
to the largest fir trees, whose place they held in the primitive world,
forming, like them, immense forests, under the shade of which the
ferns, then so numerous, were developed.
How different must that wonderful vegetation have been to that
which at present clothes, with such a diversity of tints, the surface of
the earth. Size, strength, and rapid growth we^fe its essential charac-
ters ; the smallest plants of our time were then Represented in the most
gigantic form, — but what simplicity of organization, and what uniform-
ity, united to that astonishing power of vegetation !
In the present day in those places where man has not changed that
which nature created, the eye delights to rest successively on trees
which are immediately distinguished by their variety of form and
colour of foliage, and which often bear flowers or fruits of many
different colours. This variety of appearance is still more marked if
our observation descend to the various shrubs and herbaceous plants,
which grow on the border of our forests, compose our meadows, and
display in their flowers almost all the prismatic colours. In fact, it
follows from the diversity of structure among these plants that many
may be useful for the nourishment of man or beast, and are even often
necessary to their existence.
The various organization and appearance of the vegetation which
now covers our globe, is indicated by the number of natural groups
into which we may distribute them. These groups, or natural fami-
lies, are about 250 in number, of which about 200 agree with the class
of dicotyledones, which consequently present the greatest variety of
structure, and thirty to that of monocotyledones. But the first of
these classes, that is to say, the 200 families it comprehends, is com-
pletely wanting in our primitive flora : and there is scarcely found in
it any indications of the monocotyledones.
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The class which almost solely constituted the vegetation of the
primitive world, is that of the vascular cryptogamic, which at present
contains five families, to most of which there were corresponding
genera in the ancient world ; such are the ferns, the preles, and lyco-
podes. These families, if it may be so said, are the first step to lig-
neous vegetation: they present, like the dicotyledons or monoco-
tyledons, stems more or less developed, of a solid texture, though
more simple than those of our trees, and adorned with numerous
leaves; but they are deficient in those reproductive organs which
form flowers, and instead of fruit display organs much less compli-
cated. These plants so simple, and so little varied in their oiganiza-
tion, and which by their number and size occupy a very inferior
station in our present vegetation, constituted in the first period of the
creation of organized beings nearly the sum total of the vegetable
kingdom, and formed immense forests, which have no analogy with
our modern creation. The rigid leaves of these plants, the absence
of pulpy fruits, and farinaceous grain, would have rendered them but
ill adapted for the food of animals ; but land animals did not as yet
exist : the waters alone produced numerous inhabitants, and the
vegetable kingdom then reigned without interruption on the surface of
the earth.
In fact, it can scarcely be doubted, that the immense mas9 of car*
bon accumulated in the bosom of the earth in the form of coal, and
proceeding from the decomposition of vegetables, which grew at that
remote period on the surface of the globe, has been drawn from the
carbonic acid of the atmosphere, the only form under which carbon
not proceeding from the destruction of pre-existing organized beings
can be absorbed by a plant. Now a portion of carbonic acid in the
atmosphere, however small, is generally prejudicial to the existence
of animals, particularly of the more perfect, such as mammiferous,
and birds ; but on the contrary, this proportion of it is very favour-
able to the growth of vegetables ; and if it be admitted, that a greater
quantity of this gas existed in the primitive atmosphere of the globe
than in our present atmosphere, we may consider it one of the prin-
cipal causes of the extraordinary vegetation of those remote ages.
This uniform vegetable creation which would have furnished such
unfit materials for the food of animals of various structure, such as
exist at the present day, would, by purifying the air of the excess of
carbonic acid which it then contained, have rendered it fit for a more
diversified creation ; and if we yield to the sentiment of pride which
leads man to believe that all things in nature were created for him,
we might conclude that the first vegetable creation which preceded
the appearance of man upon earth by so many ages, had bad no other
object but that of preparing a state of atmosphere necessary to his
existence, and to accumulate those immense masses of combustible
materials which his industry would subsequently turn to account.
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But independent of that difference in the nature of the atmosphere,
which the formation of these vast deposits of fossil coal renders
extremely probable, might not the nature of the vegetables themselves
which they have produced, furnish us with some views in regard
to the other physical changes to which the surface of the earth was
subjected during that period? What is still found in the various
regions of the globe may throw some light on this question.
The study of the geographical distribution of plants belonging to
the same families, which alone formed the whole vegetation of the
period of the coal formation, may, in fact, point out to us the
nature of the climate, and consequently the physical causes which are
favourable either to their increase of size, or their great abundance ;
and we may conclude, with much probability, that the same causes
ought to determine their preponderance at the present period.
We see, for example, that ferns, prGles, and lycopodiacees, attain
a size greater in proportion as they grow nearer the equator. Thus
it is only in the hottest parts of the globe that those arborescent ferns
are found which combine the tall and majestic character of the palm*
tree with the elegant foliage of the common fern, the existence of
which, in the region of the coal formation, we have noticed. Here,
also, the equisetee and lycopodia attain a size double or treble that of
the largest species found in temperate climates. Another circum-
stance appears to have still greater influence on their preponderance,
compared with other tribes of plants, is the humidity and uniformity
of the climate ; circumstances which are found united in small islands
far removed from continents.
In these islands, the extent of the surrounding seas produce an
almost invariable temperature, and a constant moisture, which appears
to favour, in a remarkable degree, the developement and variety of spe-
cific forms among the ferns, and similar plants ; while, on the contrary,
under the influence of the same circumstances, phanerogamous plants
vary little, and are much less numerous. It follows, then, that while in
large continents vascular cryptogamous plants, such as ferns, prfcles,
lycopodes, &c., often form scarcely a fiftieth part of the total number of
native plants ; in the small islands of the equinoctial regions, these
same tribes constitute nearly half, and sometimes even two- thirds, of
the whole of the vegetation.
The archipelagos, situated between the tropics, the islands in the
Pacific ocean for instance, or the Antilles, are the parts of the globe
which actually present vegetation the most analogous to that which
existed on the earth when the vegetable kingdom first began to
develope itself.
The study of those plants which accompany the strata of coal,
would therefore lead us to conclude that, at that remote period, the
surface of the earth in the countries where those vast deposits of
fossil coal are found which are best known, that is to say, in Europe
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and South America, presented the same conditions of climate which
now exist in the archipelagos of the equinoctial regions, and pro-
bably differing very little in geographical configuration.
When we consider the number and depth of the strata which con-
stitute the greater part of coal countries, when we examine the pro-
gressive changes which have taken place in the specific form of those
plants which have produced them, we must acknowledge that this
grand primitive vegetation must for a long period have covered with
its dense forests every part of the globe which was elevated above the
level of the sea, for it presents the same characters in Europe and
America; and equatorial Asia and New Holland appear also to have
participated in the general conformity of vegetable structure.
Nevertheless that first vegetable creation must necessarily have
disappeared to give place to another, composed of beings of less extra-
ordinary organization than the former, but yet as different from those
which we see at present.
To what causes can we attribute the destruction of all the plants
which characterize that remarkable vegetation ? Is it to a violent
revolution of the globe ? Is it to the slow change of physical condi-
tions necessary to their existence, a, change which must have been
partly owing to the presence of these vegetables ? This is what we
cannot determine in the present state of our knowledge.
Nevertheless it is certain that the deposit of the last strata of coal
formation has been followed by the destruction of all those species
which constituted the primitive vegetation, and particularly of those
gigantic trees of singular structure, the lycopodia, the ferns, and
arborescent proles, or horsetails, essentially characteristic of the first
creation.
After the destruction of that primitive and gigantic vegetation, the
vegetable kingdom appears not to have attained the same degree of
developement for a long time. In fact, in the numerous strata of the
secondary formations which succeed those of coal, we never find those
masses of vegetable impressions, which forming a natural herbal in the
ancient deposits of coal, prove the simultaneous existence of a prodi-
gious number of plants, we scarcely ever see in these immense strata
any combustible fossils ; they are never of frequent recurrence, and
have no great extent as in the coal, and are not extensive like those of
coal deposits. It may be, that the vegetable kingdom really occupied
but a circumscribed space on the surface of the earth, or that its
scattered portions covered but imperfectly an unfertile soil, of which
the revolutions of the globe had not permitted them to become quietly
possessed ; or, finally, that the peculiar state of the surface of the
earth at that period may not have been favourable to the preservation
of the vegetables which inhabited it
Nevertheless that long period which separated the coal formation
from the tertiary soil, a period which produced so many physical
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changes of the globe, and which witnessed the appearance of those
gigantic reptiles of the ocean, types of the whimsical organization in
which we fancy we perceive those monsters created by the imagina-
tion of the poets of antiquity ; that period, I assert, is remarkable in
the histoiy of the vegetable kingdom for the prevalence of two fami-
lies which are lost in the midst of the immense variety of vegetables
with which at this day the surface of the earth is covered, but which
then exceeded all the others in number and size.
These are the coniferous, of which the fir, pine, yew, and cypress,
furnish examples generally known, and the cycadea exotic, less
numerous in our present world than at that remote period, and which
unite the coniferous structure to the foliage and appearance of the
palm. The existence of these tribes during that period is the more
important to show that, intimately connected by their organization,
they form the intermediate link between the vasculary cryptogamic
plants, which almost wholly composed the primitive vegetation of the
coal period and the phanerogames, properly called dicotyledones
which formed the majority of the vegetable kingdom during the
tertiary period.
Thus, to the vascular cryptogames, the first degree of ligneous
organization, succeed the coniferee and the cycadeae, which hold a
higher place ; and to these succeed the dicotyledones, the highest in
the scale of the vegetable creation.
In the vegetable, as in the animal kingdom, there has been a gra-
dual advance towards perfection in the organization of the beings
which have successively lived on our globe, from the first which
appeared on its surface, to those which now inhabit it.
In the tertiary period, during which was deposited the earth which
now forms the soil of the greatest capitals in Europe, London, Paris,
and Vienna, greater transformations took place in the organic world
than any which had been effected since the destruction of the primi-
tive vegetation.
In the animal kingdom, the mammiferous class is that which all
naturalists place the highest in the animal scale, and by which nature
appeared to introduce the creation of man. In the vegetable kingdom,
the dycotyledonous order is the great division which botanists unani-
mously agree always to place at the head of this kingdom, and which
by the variety of its forms and organization, by the size of its leaves,
by the beauty of its flowers and fruits, must have stamped on all
vegetation a very different appearance to that which it appeared to
possess previous to that time.
The dicotyledonous order, of which only a few instances had
appeared towards the close of this period, burst forth suddenly in
great force ; as in the present day it surpasses all the other classes
in the vegetable kingdom, whether by the number and variety of spe-
cies, or by their size. That group of plants which grew in those
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OH THS NATURE OT VEGETATION.
countries during the deposition of the tertiary strata, and were
enclosed in those deposits, bear the greatest resemblance to the mass
of our present vegetation, and most particularly to the flora of the
temperate regions of Europe or America. Those countries were
covered then as at present with pines, firs, poplars, birch, elm, hazel,
maple, and other trees, nearly the same as those which now grow in
our climates.
Thus, not only are no indications of those extraordinary vegetables
found which characterized the primitive forests of the coal formation
period, but we also rarely meet with fragments of plants analogous to
those which now exist between the tropics.
It must not, however, be supposed that the same vegetable forma-
tion would be perpetuated from that very remote period, since it
preceded the existence of man, to the present day. No ; the plants
of our globe, geologically recent, but chronologically ancient, are
distinguished by a marked difference from those contemporary vege-
tables with which we may class them ; and the existence in the same
formations towards the south of France, of some palms very different
from those which still grow on the banks of the Mediterranean sea,
and of a few other plants which belong to classes at present confined
to the hottest regions, seems to indicate that at that period middle
Europe enjoyed rather a higher temperature than at present ; a result,
besides, which agrees perfectly with that which may be deduced from
the presence in the same formation and in the same countries of
elephants, rhinoceroses, and hippopotamia animals, which are now
seldom found beyond the tropics.
What an astonishing contrast between the aspect of nature during
the later geological periods, and that which it presented when the
primitive vegetation covered the surface of the globe ! In fact, in the
latter time of the geological history of the world, the earth had, in a
great degree at least, already taken the form which it still preserves ;
tolerably extensive continents, mountains, already very elevated,
decided various climates favourable to a variety of beings. There-
fore, in a country of small extent, the vegetable kingdom presents to
us plants as different from each other as at present.
To the coniferes, with narrow leaves, hard, and of a dark green,
are added the birch, poplar, hazel, and maple, with broad foliage of
a fine green ; under the shade of these trees, by the side of water, or
on its surface, grow herbaceous plants analogous to those which at
present embellish our plains by the diversity of their form and colour,
and which that variety rendered capable of satisfying the many dif-
ferent tastes of a multitude of animals of all kinds.
The forests of the old world, like those of our time, were the resorts
of a great number of animals more or less resembling those which
still exist on our globe ; thus, elephants, rhinoceroses, wild boars,
bears, lions, and stags of all sorts and sizes, have successively inha-
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bited them. Birds, reptiles, and even insects innumerable, complete
the picture of nature, such as it appeared on the parts of the earth
which were then raised above the waters ; a nature as beautiful and
varied as that which we still see on its surface.
On the contraiy, in the first period of the creation of organized
beings, the terrestrial surface divided, no doubt, into numberless
islands, low and of a uniform climate, was, it is true, covered with
a vegetation of immense size, but these trees differing little from each
other in their appearance, or the colour of their foliage, destitute of
flowers and of those fruits of brilliant colour which adorn many of
our large trees, must have imparted to vegetation a monotony not
even interrupted by those little herbaceous plants, which by the
elegance of their flowers constitute the ornament of our woods. Add
to this, not a mammifere, not a bird, in a word, not any animal enli-
vened these forests, and we then form a tolerable idea of that primitive
nature — dark, silent, and dull, but at the same time so imposing by
its grandeur and the place it held in the history of the world.
Such is the sketch of the great revolutions of the vegetable world,
which inquiries made on the subject for thirty years enable me to
trace.
Every day adds, no doubt, some new feature to these details, but
recent discoveries, in confirming the results already obtained, appear
to promise that the whole, as we have sketched it, 'will not undergo
much alteration ; when, thanks to the materials which will be collected
on this subject from all parts, we may attempt a more complete and
finished picture.
[The foregoing is a translation of M. A. Brongniart’s paper in that valuable work,
the u Comptes Rendus des Seances de T Academie des Sciences, '* published weekly
in Paris.— Ed. N. M.]
On Towing Ships.
When a ship is dismasted at sea, and requires the assistance of some
other ship to tow her into a place of safety ; or when a ship of war
loses her masts in battle, and requires to be towed into a position
where her services may be required to oppose an enemy’s ship ; it is
then of some importance to know something of the theory of
towing, in order to estimate the amount of assistance that one vessel
may afford to another, when time and space are involved in the
operation.
When a ship is either driven or drawn through the water with a uni-
form velocity, the resistance which she encounters is always equal to
the motive power. The resistance increases with the velocity, and is
proportional to its square ; and since the propelling power and the
resistance are equal and opposite, we may substitute the one for the
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ON TOWING SHIPS.
other in our computations. The rate at which a ship moves through
the water will be as the square root of the power by which she is
propelled. A sailing vessel, with 1 ,000 yards of canvass set, and
trimmed to a given angle with the direction of the wind, may sail at
the rate of five miles per hour ; but in order to increase the rate of
sailing to ten miles, 4,000 yards of canvass must be set ; because the
ship will then encounter a fourfold resistance in doubling her velocity,
and a fourfold force must be employed to overcome it. When one
ship takes another in tow, a portion of the propelling power of the
wind upon the sails of the ship ahead, is transferred by the tow-rope
to the ship astern. For example : a vessel going at the rate of five
knots, with 1,000 yards of sail set; her resistance encountered and
sail set balance each other ; but if she take a similar ship in tow, her
velocity will be diminished ; let, however, another 1 ,000 yards of sail
be properly set, and the velocity will again be increased to five knots.
If three similar ships were all taken in tow at the same time, and
4,000 yards of sail set upon the headmost ship, the four vessels would
go at the rate of five knots, because the resistance being fourfold, the
propelling power, or sail set, would also be fourfold, and three-fourths
of the propelling power exerted by the wind upon the sail set in the
ship towing would be transferred by the tow-rope to the ships astern,
and their united resistance would be measured by the tension on the
tow-rope. Let, however, the tow-rope be cast off, and the ship ahead
would increase her velocity to ten knots, and consequently quadruple
her former resistance, all other things remaining equal.
In order to compute the rate at which one ship may tow another, it
is necessary to know their magnitude, width, and form. The area of
sail, and area of midship section below the water-line, must also be
given. A large cutter of 160 tons, in a strong wind abeam, will tow
a dismasted ship of 120 guns, at the rate of three miles an hour ; and
an eighteen-gun sloop at the rate of six knots : but the three-decker,
in a breeze that would propel her 10 knots, would tow the cutter at
the rate of 9£ knots, and the sloop at the rate of 7 knots under similar
circumstances.
Steam-vessels, in their passage through the water, are resisted in
the same way as sailing-vessels, but instead of being propelled by the
force of the wind impinging on their sails, they are urged through the
water by forces resulting from the successive strokes of the paddle-
boards, revolving through the fluid. Now, the actual resistance en-
countered by a steamer is just equal to the propelling power of her
paddles ; and since ship and paddles move in the same fluid, their
relative velocities are directly proportional, so that in calm weather
and smooth water, the number of revolutions of the paddle-wheel is
a correct measure of the steamer's velocity, when all other things
remain equal. The horse-power of a steam-vessel is measured by the
size of her cylinders, the rate at which the piston travels, and the
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expansive force of the steam acting upon the piston. Now, in order
to double the velocity of a steam- vessel, the horse-power cannot be
increased eight-fold ; because, in doubling the velocity through the
water, the vessel will experience a fourfold resistance, which the
engine must overcome ; and to do this, the velocity of the piston must
be doubled, and the force exerted on its piston quadrupled. Hence
it results that the velocity of steam- vessels is as the cube-root of their
horse-power, when other things are equal among themselves : thus,
a steam-vessel like the Messenger, may go at the rate of 8 knots with
a power = 216 horse, and would be propelled at the rate of 4 knots
by a force = 27 horse, under similar circumstances, and immersed to
the same depth in the water. We see, then, that steam- vessels,
when moving with small velocities, may have a very great power in
reserve, disposable, and transferable by tow-ropes to ships requiring
their assistance.
The weather may be so boisterous, that the whole power of a steamer
may be insufficient to oppose the force of the wind and waves ; and
it frequently happens that the force of the wind upon a steamer, and
upon the hull and rigging of a ship in tow, is only balanced by the
power of the engines. The following table may be of use in practice :
it was calculated on the supposition that the steamers would go nine
knots through the water, if free to move alone, and clear of the tow,
and that the wind and waves neither impeded nor accelerated the velo-
city. Although there are but few figures in the table itself, it is the
result of a good deal of calculation, since all the elements of the
different ships ha"d to be obtained, and involved with those of the
steam-vessels. In each case, the area of the midship section below
the load water line, has been taken as a measure of the resistance
encountered in passing through the water ; and although this measure
may not be strictly a correct one, it is yet so near the truth, that the
velocity will seldom be found to deviate one-tenth of that set down
in the table. This assertion does not rest on theory alone, but is the
result of experience and observation.
TABLE,
Showing the Rate at which Steam-Vessels may Tow a Ship of each Class in the
Navy, m a Cohn, and when the Steamer can steam at the rate of Nine Miles an
Hour, if the Ship be cast qff.
Ships to be be Towed* and
8teamers Towing
•
i
§
*
t
8
84 guns.
78 guns.
i
s
t
©
MS
a
1
i
M
M»
i
8
18 Ship.
16 Brig.
i
e
Cutter guns.
Steam-Teasels, 220 H.P
8team 'Teasels, ISO „
Steam -vessels, 100 ,,
miles
50
5*0
4-6
miles
5*8
5*2
4*7
7r
5*5
4*0
miles
6*2
5*6
5*0
■dies
6*4
5*8
5*2
■Dm
6*5
5*9
5*3
miles
6*7 ;
6*1
5*5
miles
6*8
6*2
miles
7*2
6*7
6*2
miles
7*6
7*1
6*6
miles
7*8
7-8
6*8
miles miles
7*0 I 8*1
7*4 7*6
7*0 7*2
i
^oogle
326
OBSERVATIONS ON EUROPEANS IN INDIA.
The table was calculated on the assumption that the velocity will
be as the cube root of the horse-power of the engines, and the resist-
ance encountered as the square of the velocity, and directly as the sum
of the areas of the midship section of the ship in tow, and that of
the steam- vessel. Suppose, for example, that a ship was in tow of
a steamer, and the resistance encountered by the ship was three
times that of a steamer : then the whole resistance to he overcome
would be fourfold. The power of the steamer, divided by 4, and the
cube root of the quotient will give a number proportional to the velocity
with which the two vessels will proceed together. Admitting that the
engines continue to work at their full power, the area of midship
section of a first-rate is to that of a- large steamer nearly 3:1; conse-
quently V 220 : 9 knots : : V 220 : 5,7 knots.
Observations on Europeans in India.
The state of European Society in India, forms a curious subject for
the consideration of an attentive observer. It cannot but be soon
apparent to a stranger landing there, unaffected by that “ esprit de
corp” which possesses almost every one who, until lately, went to
India, (namely, Company’s servants,) and which continues yet to act
upon the great bulk ; how completely they are immediately lost in
selfish considerations ; how “exclusive” they become; what extrava-
gant notions they entertain of their own importance and service ; and,
how effectually they abandon most of the previous (and in many views
the most valuable) impressions instilled into them by the superior
education, which most, if not all of them, have unquestionably received.
There is surely no other part of the world where self so completely
destroys all other considerations. Europeans go out, every one of
them, professedly to obtain as quickly as possible, the largest amount
of retiring annuity, and many of course with much more extravagant
expectations; the civil servants also to accumulate from their appoint-
ments ; and in the mean time whilst they abandon all interest what-
ever in what is passing in Europe, (if they have not left too early te
have ever entertained any,) they take none in what passes under their
own eyes beyond that which contributes to their own immediate
advancement; the interests of their masters, “the Company,” or the
good of the country in which they are living, being considerations
foreign to them : they indeed acknowledge the truth, so much of all
this, as to render the remaining part only the natural inference. But
that such a degree of pride, folly, and ignorance, should prevail among
them generally, is the more surprising, when it is considered that they
are taken undoubtedly from the best class of society in England ; and
that an excellent education is required, as a matter of course, particu-
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327
larly with the civil service. The good stock indeed from which they
spring is very apparent in observing the society at any large assembly;
a ball for instance — so excellent a specimen of British youth will not
be met with anywhere else, but that their energies are paralyzed on
arrival in India is certain; and it will not, I think, be difficult to trace
this effect to its true causes. As a proof of the fact, how many out of
this assemblage of fine well educated young men who arrive
annually in India, has the history of the Company recorded, as distin-
guished for genius and talent? If we apply this scrutiny to the mili-
tary branch, the result will be still less in their favour.
Were I to repeat the instances of want of information that I have
met with amongst them, they would appear almost incredible. I
could hardly obtain an intelligent answer to the most common
inquiries; to such questions as any tolerably educated person in
Europe could not be ignorant of respecting the country in which he
lived ; so limited is their information respecting a country which they
are sent out to govern and defend, that a servant of the Company on
the Madras establishment for instance, knows no more about the other
provinces, nor troubles himself more about what passes in them,
(unless the events are likely to lead to prize-money, &c.,) than he
does about Kamscatcka. And to what is all this apathy to be
attributed?
A youth destined for India is generally early in life, either given or
promised his appointments ; he is taught to look upon India as a field
where he is to get* rich without trouble or exertion ; to pass a certain
portion of his life there in the utmost luxury ; and then, to return
x home “ a Nabob.” This is so much a matter of course, that it may be
considered the dream of every youth sent to India. Who ever heard
of the higher considerations of honour, proper ambition, &c., being
mixed up with this preparatory education ? Every one devoted to
India has his mind thoroughly imbued with the notion, that it is a
country where he is to make his fortune, at all events, and his reading
of the manner in which this has been accomplished by those who
have gone before him, tends by the palpable covering which is given
to the exact rectitude of these proceedings, (but to which, if a faint
light of the real nature of these should break through he is ready to
shut his eyes,) not to induce him to be too particular as to the means
he is to use for this purpose. Arrived in India, he no sooner sets his
foot on shore, than he is initiated into the indolent habits of his pre-
decessors. Be the season of the year ever so fine and cool — and though
a walk from the shore to his place of lodging would be a luxury, this
can by no means be permitted : under no possible circumstances can a
gentleman be seen to walk in the open air.
Now India, for one half of the year, is a delightful climate; the
other half is like the hot, or rainy season, of other tropical countries.
I remember landing one fine afternoon at Calcutta, when I ventured
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OBSERVATIONS ON EUROPEANS IN INDIA.
to be so singular as to walk across the Esplanade, (the Hyde-park of
Calcutta,) about the fashionable time of driving there, and with the
coolies (porters) carrying my baggage. What was the consequence?
I was stared at much the same as an elephant would be in the streets
of London. I would not be supposed, however, to advocate that
ridiculous “ foolhardiness*' which induces a person to expose himself
to unnecessary danger from climate, or any other cause. I would have
a man that can afford it, use a palankeen, or any other such luxury,
upon the same principle that he would get into a carriage in dirty bad
weather in England, merely because he chooses so to do. But why
create and exaggerate difficulties, which, though unpleasant enough,
are not nearly so bad as they are made; and would be, in fact,
thought much less of if the Company's servants know anything of
anything else but India, which they do not, generally speaking.
Walking is out of the question with your “ proper Indians." To say
nothing of the thing being absolutely vulgar, it is thought that any
exposure to the sun must kill a European : — how soldiers (officers I
mean) are made, under such circumstances, is truly astonishing, and
how they are to undergo service in the field is more so. The fact is,
that the natural spirit and bravery of the English gentleman do,
upon cases of emergency, rule the ascendant, and enable him to go
through what he did not before think himself capable of. But a cam-
paign (which as regards the European officer must indeed be a curious
affair,) is, notwithstanding, the pretty certain death of a great portion
of them, owing to the exposure and privations (comparative and ima-
ginative) which they undergo. They are sickly almost universally,
doubtless from the dread they entertain of the climate, added to their
habits of living and want of exercise. It would afford a curious
contrast to compare the number of their sick and the number that go
home (to Europe) on sick certificate, or die outright from the effect of
their habits, added to this fear of the climate ; with the officers of the
King’s regiments in India. The men of the latter are seen doing duty
and taking their amusements in the open air, and their officers also
bear the climate, and not fearing it, consequently suffer much less
than those of the Company's regiments. In fact, the former arrive in
India with very different feelings to those of the latter, and will con-
tinue on service there any length of time without ever imbibing them.
The readers of the Nautical will perhaps allow me to enter into
some more detail respecting these “ soldiers, " as there is something
about them quite unique ; something so different to the notion an
Englishman forms of a military man ; and first, as to their manner of
living, their diet, and my remarks, will apply to all the Europeans in
India, it is unquestionably the very best in the world — I defy the
most refined palate to find any fault with it. To a lover of the
luxuries of the table, in their most exquisite style, it is worth a voyage
to India, to remain there the fine season, to learn what real good
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living is ; lor let him come from where he may, he will find in India
something to learn in the gastronomic art. Such a mode of living is,
however, unquestionably the very worst for the constitution that
could possibly be devised, especially when coupled with the dread of
moving about, which prevents all classes from taking exercise. In
the cool season exercise is mostly confined to a carriage ride in the
evening, and sometimes early in the morning also, at which time the
air is the most delicious that can be imagined. Some few, indeed, do
venture during the season to get upon horseback; but generally
speaking, a state of listlessness and torpor exists throughout the whole
European population. The system of advancement by seniority which
exists in the Indian army, is the root of all this want of energy in the
officers. A youth must, indeed, be very curiously constituted, who
will take any pride in a profession in which the utmost talent and
zeal will not avail for his promotion in it. Such a system precludes
any exertion even of common gallantry ; and to expect enthusiasm,
the spring of action, and the life and soul of all splendid deeds, under
such circumstances, would display a total ignorance of human nature.
No : — the European officer of the Company’s troops, is, indeed, quite
'another person. He arrives in India, and instead of the art of war, he
studies the tables of averages of deaths and retirements, and consequent
advancement of the juniors, among whom he may be ; and once
appointed to his regiment, he can calculate the probability to a nicety
of the rank he can retire with after a certain time. This point made
clear to his comprehension, he endeavours to dispose of his time in the
easiest possible manner, till the period of his permitted furlough to
Europe or the Cape ; and if he be tolerably prudent, he will just
contrive to make his pay and allowances (which are sufficiently ample)
keep him out of debt ; getting leave from his regiment to pass a gay
season at the presidencies as often as he can, or to be as much as
possible upon the sick list, which relieves him entirely from all exer-
tion. So much for the first part of the picture of a Company’s
military officer in India.
It is not intended here to reflect on the policy which has established
the system, respecting the military branch of the Indian Government;
however, detrimental it assuredly is to the individual character of
the officers. True it is they make a splendid display, especially at the
presidencies, where of course a great number are always congregated.
It ensures, if not a very zealous, yet a set of very quiet and well dis-
posed officers : no aspiring, troublesome, over-talented people, are
amongst them : they have a certain time to pass in the service, and
like prudent men, they enjoy themselves as much as they can.
Perhaps in point of fact they contribute by the splendour of their
dress, appearance, and manners, as effectually to keep the natives in
awe, as if they led a more military life with their regiments. This
mode of preamble government by the military, has no doubt been, in
ENLARGED SERIES. — NO. 5. — VOL. FOB 1838.
330
OBSERVATIONS ON EUROPEANS IN INDIA.
the wisdom of the Company, well considered and determined on ;
though it may be at the expense of the military character of tbeir
servants. It may be fairly presumed, that the Company contempla-
ted effecting more by show than by military talent in the formation of
their army, and that they do not require their officers even to know
the language of the Sepoys ; besides many other things. That they do
not know it, is sufficiently proved by there being an interpreter
appointed to each regiment ; quarter-master and interpreter being
combined as a staff appointment, which being a desirable one, induces
some officer, who has so much application about him, to qualify
himself for it. The general neglect of attaining the least knowledge
of the native language, appears to arise from the most unaccountable
apathy, and renders it wonderful how the duty of a regiment can be
carried on.
The Company's civil servants are, undoubtedly, very superior men.
There can be no finer young man than a Company’s civil servant as
he comes fresh out of college to commence his career. But here
again the enervating luxurious life led by his predecessors is such an
example, that the chances are fearfully against his ever being what his
education would justify one to expect. The advancement too of thid
class has hitherto been too easy ; too much matter of course, to encour-
age that proper sort of ambition which would prompt a well-educated
youth to distinguish himself. The system, probably, will be much
amended in the new order of things effecting in India; and as the
ground- work is so good in the civil servantsof the Company, eveiything
is to be expected from them. Their promotion should, as little as
possible be dependent upon interest, and, however unpalatable it may
sound, (to them,) their appointments should be more moderately lucra-
tive. Whilst the advancement of a civil servant is so easy, and the
worst situation almost to be obtained by this class, so sufficiently
abundant, it is no wonder that even their highly qualified men have
not realized all that might have been expected from them.
The Company’s regulations, which prevent their servants from
holding any real property in India, have mainly prevented them from
looking on their sojourn there as anything else but temporaiy ; and
further than this, the measure has made them strangers, as it were,
and indifferent about the country in which they are to pass the greater
part of their lives. The consequence of this has further been to throw
the whole of the landed property in the neighbourhood of the resi-
dences of Europeans into the hands of clever rich natives, who charge
whatever they think proper for house-rent, and which is consequently
enormously expensive in India. The hire of servants is as bad, and
they have had the address to lay their masters under a heavy tax ; it
being a rule that no one servant can do two things. The number of
servants necessary in a large establishment is thus enormous ; as a
European can absolutely do nothing for himself — not even fill his
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glass with wine, or pass the bottle afterwards. I remember a captain
in the army, living in a very moderate style, with a wife and young
family, but with neither carriage nor horses, (a rare instance of eco-
nomy,) who was obliged to keep fourteen servants in his bungalow, (a
small cottage-like house,) and which cost him, with house-rent, two
hundred per annum. The houses and ground being thus hired at high
rents, and for the most part (altogether so by the military) for very
uncertain periods, no care is taken of them by the tenants. They are
generally laid out with great taste, but, like everything else in India,
are looked upon as merely for the use of the day, and form, what I
could not help thinking, a melancholy picture. The park-like style of
the grounds and the gardens, all suffered to go to decay, as well as
the houses ; which splendid as they universally are in their construc-
tion, invariably have about them something that denotes the occupant
to take no interest in them. Madras is altogether in the country.
The houses stand apart, and are situated in different sized fine enclo-
sures, which approach in many cases to what may be termed parks, of
a considerable area, and well laid out. Many of the residences about
Calcutta come under this description also, but not so generally. Now
all this is, notwithstanding, in strict accordance with the Company’s
policy. They have objected to the colonization of India, and they
have taken effectual means to prevent it, by not allowing their servants
holding any stake or real property in it. Their object has been so far
attained — but perhaps not without an injurious effect on the capacities
and energies of their servants.
Perhaps the best informed part of the Indian community may be
looked for amongst the merchants, planters, and a few mariners, as the
old phrase went. These are all men of enterprise ; and as few fools
emigrate, even of these few, assuredly none will be found among these
classes in India. They come out with liberal and enlarged views, and
the style of their operations has not the too common effect — with
money-making people— of narrowing them. There is, however, one
terrible error they (in common with the whole of the Europeans in
India) have not resolution to avoid ; an evil, the opposite virtue to
which is so essential, to all mercantile men especially, viz. extrava-
gance ! This evil has so thoroughly possessed every one in India, it
belongs, as it were, to the system, by which the country is or has
been governed, that it is the current belief, that expense cannot be
avoided. There is, indeed, such a fascination about the Indian style,
and the splendour that surrounds everything, that it is an error more
to be blamed than to excite surprise ; and it would be a bold under-
taking for a Company’s servant to attempt its reform. But the mer-
chants, and classes above referred to, are under no necessity whatever
to give way to this unbounded extravagance. It is contrary to every
acknowledged maxim and rule that should guide commercial operations.
To a cool observer, it is almost frightful to contemplate the splendour
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OBSERVATIONS ON EUROPEANS IN INDIA.
of the mercantile establishments ; houses which, in comparison, but a
few years before, were considered as absolutely nothing. What the
establishments of the late great houses of agency (as they are desig-
nated) were, can only be surmised at the present time : but judging
from the buildings they occupied, and other circumstances, to form
any notion of them, it would be well to keep in view such companies
as the East India, in Leadenhall-street, and the Bank of England,
rather than to form an opinion for comparison with any ordinary
mercantile establishments. The branches of these firms in London
were outrageously extravagant, but can have been only humble copies
of the India firms. The existing mercantile establishments, are
generally conducted on a scale of expense which nothing can justify.
Most of them consist of a number of partners, seldom less than three,
generally more. Of one consisting of the former number, it is confi-
dently asserted, that including the living of the three partners, the annual
charge on their business was at least 10,000/. ; which sum was indeed
said to be too low. Now this house, though considered very respect-
able, has ijo pretensions to any large capital. What their extent of
legitimate business may be, of course, cannot be stated ; but certainly
no one can believe it to be such as to justify a rate of expense so enor-
mous. To say nothing of the propriety to the individuals themselves
most immediately interested, this extravagance should be reformed.
It seems necessary, for the benefit of the trade of India generally, that it
should be conducted upon more solid principles ; the whole system has
hitherto been decidedly bad ; all those most deeply involved in it have
been ruined ; and in proportion to the number that continue to follow
the same system, will be the number that must experience the same
fate. Business, to be conducted with advantage and security, must be
assumed as returning moderate profits and commissions. The late esta-
blishments could not, (nor will it be denied, looking at the above
instance of expenditure, and which is by no means a singular one,) the
present cannot, exist upon such returns. Now, if really sound and
solid commercial establishments should be formed (I don’t mean to say
absolutely that there are no such) with proper application of a suffi-
cient capital, and an economical expenditure, what might not be ex-
pected to be the effect upon such a productive country as India is ?
In one word, it would effectually compete, if not undersell, every other
port of the world; and the consequent consumption of imports,
through the increase thus effected of the people’s means to buy, would
be incalculable.
It may not, perhaps, appear quite plain, at first sight, how a steadier
and more economical system of business, adopted by the European
houses in India, should have such important effects. The fact is*
that in most cases the produce of India, exportable to Europe, has
been cultivated more or less under the influence of the houses of
agency, whose system has been found so ruinous, or under that of the
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Company, which was perhaps worse ; the management of the concern
in the country having partaken naturally, in a great degree, of the
extravagance of their supporters. Let us take indigo for an example,
the culture of which has been a constant source of ruin to those
engaged in it. The merchants have (and continue to do so) constantly
made large allowances to the planters, with a view of course to mono-
polize their produce and influence the prices. The planters, gene-
rally speaking, if not needy men, absolutely are so in reference to the
capital their undertakings require; consequently as the disposition
exists to make these advances, and the actual amount of them, so is
the probable quantity of indigo produced, and under such influences
are the prices governed. The planters are almost entirely Europeans,
and when it is considered that they have very large sums of interest
to pay, (at the rate, even now of 8 to 10 per cent.,) and seeing that the
lender has in a material degree the power of fixing the price of what
is produced, more need not be said to show the extreme risk of such
undertakings. But it effectually deters the natives from entering into
the pursuit, which were they induced to do, by steady prices, only
influenced by natural causes, the market and the cost at which they
could supply it, would, it is clear, be cultivated at a price so infinitely
below what it is at present, that nothing could stand in competition
with it. The economy of these people’s habits, and their consequent
good management, enables them to produce the commoner and gross-
est articles, at a rate that is not to be met with anywhere else, and
would apply generally if trade had its free operation. A further very
important effect would be produced upon the commerce of India
generally, by the adoption of a better system by the European houses ;
namely, the confidence that might be expected to arise between them
and the native merchants. At present this is altogether wanting. The
natives having had their eyes opened by the failure of the great houses
of agency, have no faith whatever in those that remain ; their constant
(and very natural) observation being that of surprise, how these
expensive establishments are upheld. It is even said that there are
very large sums of specie hidden, for want of safe means to invest them.
To compare the habits of economy of the native merchants of India,
with any class of persons in England is difficult; indeed, those who
have not seen something of the same kind in other countries, can have
no conception of it.
The three classes thus remarked upon, and which embrace almost
the whole European residents of British India, form, however, altoge-
ther, a very delightful society : they are liberal and hospitable in the
extreme ; their houses are absolutely open to strangers, with proper
introduction ; and it is here only where one class of people, namely,
the commanders of ships, are treated with common consideration.
This feeling towards the commander of a ship, he will observe to com-
mence at the Cape, as the outport of India, and his reception in all
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PADDLE WHESL8.
society as he gets eastward, from the governor's table downwards, he
will find most flattering. He is here considered in the light, which, if
he has the manners of a gentleman, he should be everywhere, one of a
class thathas unquestionably the means of the most extended informa-
tion ; the commander of a merchant ship in India, is, in fine, in his
true position, and it will be his own fault if he has anything to complain
of. The society of India, I have said, is delightful ; it is fascinating,
and I do not wonder that so many of all classes have been spoiled in
it, that they have forgotten themselves ; and that it has almost invaria-
bly led to extravagance. A person must indeed be of a cold pleghm&tic
habit, that can remain altogether uninfluenced by the intoxicating
nature of the liberal, fine, gentlemanly habits of the residents of India ;
and it is only to be regretted that they should have such a dangerous
effect upon the newly arrived youth.*
Paddle Wheels. — Unshipping and Disconnecting.
Me. Editor, — In the March number of the Nautical your correspondent
Mercator having remarked on my letter of January, in which were
some observations on the sailing qualities of steam-vessels, and
having also asked some questions relative to that subject, you will
oblige me by allowing me to give the following answer to his observa-
tions. Your correspondent first complains, that he has not been
informed, or, as he expressess it, “ we are left completely in the
dark, how the wheels are disconnected, or the boards unshipped.”
That can be explained in a very few sentences. It is first necessaiy
to state, that there is a pawl, which acts by means of a lever, for each
wheel, by means of which pawl, it can be rendered immovable. Now
to connect or disconnect, if you have a good pawl fitted, and are in
smooth water, move the wheel back or forwards as necessary, (which
may be easily done by the assistance of a couple of capstan bars,)
catching it by the pawl, until the engineers have removed or put in
the crank-pins. If either the weather is bad, or the pawl cannot be
depended on, move and steady the wheels until they are properly
placed by means of two tackles, one leading forward and the other
aft. To ship or unship the paddle-boards, pawl the wheels, and if
way is intended to be kept on the vessel, pass a lashing as a pre-
ventive round the segment of the wheel and the beam of the
paddle-box : then ship or unship the floats as the case requires ; cast
off the lashing and force back the pawls. It is quite evident that it is
only necessary to remove the boards from the lower part of the
wheel. The plan followed is to unship the upper floats, and then
turn the wheels round.
We come now to the next query. “ How does he contrive to ship
the paddle-boards on threatening weather increasing to a gale ?*’ It is
* The sequel in our next.
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certainly quite impossible to define when this evolution can be
performed, and when not ; but the commander of the steamer must
use his own discretion ; and it must not be forgotten that in a sailing
vessel, prudence is necessary, in taking in sail, getting down top-
gallant yards, &c., upon the appearance of a gale coming on. The
worst weather in which the paddle-boards were ever shipped on board
the Dee was in the bay of Biscay, on the 13th of March, 1837. In
the log, it is called strong breezes and squally, with a heavy swell.
The wind was from the eastward, and very cold, not at all favourable
to men who had been nearly three years in the West Indies. Under
these circumstances there was not found any real difficulty, although
of course the business was prolonged above the usual time, and those
employed got very wet ; but to state exactly how much worse the
weather must have been, to have rendered it impossible, is beyond my
power. However, this may safely be conceded, that with such a gale,
accompanied by the usual quantity of swell, in which a frigate would
take in her fore and mizen topsails, no steam- vessel could ship or
unship her paddle -boards. At the same time it ought to be recollect-
ed, that improvements in steam navigation are still going on, and that
as yet the great difficulty in bad weather of placing the paddle-boards,
has arisen from their size. But that is now much lessened by Mr.
Field’s new plan of having them in two parts (indeed both the parts
are not so large as the old float by one-third.) This being the case,
may we not expect such further improvements, so as to enable those
concerned, to perform this evolution in anything short of a very
severe gale, accompanied by a heavy sea ?
Let us now examine what Mercator further says upon this subject ;
his words are, “ another objection to this unshipping of paddle-boards
is, the great difficulty in keeping them fast in their places, when fitted
under the most favourable circumstances ; that is to say, the vessel in
a state of quiet, and the work deliberately done by engineers, — the
same security could not be attained by a hasty replacing of them at
sea.” This has been advanced before, by others ; but it is an entire
mistake, which has arisen from not being acquainted with the details
of the engineer’s work. For it ought to be borne in mind that the
great difficulty in bad weather, is to place the boards in their proper
position. When this is effected it is very easy to tighten the screw
bolts, by means of their nuts ; indeed it may be asserted ! that nothing
is more likely to keep the paddle-wheels all right, than the frequent
removal of the floats, because by so doing the engineers are in a
manner forced to have the screws, &c.,in a perfect state of repair.
Now let us see if experience verifies this statement. During
upwards of two years that the Dee was on the West India station,
the paddle-boards must have been shipped or unshipped at sea, per-
haps nearly a hundred times — sometimes at night, and although the
steam was repeatedly up for six days, once for ten days, without
*
336
PADDLE WHEELS.
stopping, yet we never knew a float- work loose. Again, a veiy intelli-
gent officer who served with me in the Dee, and who belonged to
H.M.S.V. Pluto, while stationed on the coast of Africa, for nearly
three years, informed me that their constant practice was to cruize with
the paddle-boards off, and when they saw a strange sail, to get the
steam up and ship. Yet no accident ever happened to their wheels.
I think all this fully shows that this objection of your correspondent
is imaginary.
Mercator goes on to state that, in certain situations, he sees no
objection to the unshipping of the paddle -boards, and afterwards
laments that there is no way of converting a steamer into a sailing
vessel instantly ; and further on we find him saying, “ I can conceive
no position a ship can be placed in, so trying as a steamer becoming
suddenly disabled in her machinery, in a heavy gale, ‘ unshipping or
disconnecting’ (according to present fitting) being nearly out of the
question.” There is no doubt that all this is quite true. At the same
time I have much pleasure in informing such of your readers who are
in the habit of making steam trips, and are not much acquainted with
the nature of machinery, that during very bad weather, as the engine
would be going slow, it is the most unlikely time for an accident
to happen ; if a break down takes place, it will be most probably in
light winds, when a great number of revolutions are made.
Mercator next proceeds to remark upon some observations of mine,
relative to the advantages of removing the floats, in preference to
disconnecting, in very light winds. He then uses the following
sentence : “ The commander is in error in supposing any great effort
necessary to turn round the wheels when ‘ disconnected’ — any one
at all conversant with mechanics, would, I think, tell him, that if he
had practised this mode, (‘disconnecting’) (which he acknowledges
he has not done,) he would have found, the least imaginable effort
applied to propel the ship, would move them round, however large,
(perhaps the larger the easier moved,) and less, even next to nothing,
would serve to keep them in motion.” In answer to all this, allow
me to observe, first, in my communication I supposed the wind to be
so very light, that the vessel had not sufficient way to turn the
wheels ; — to effect this, it requires what sailors call a two-knot breeze.
The difficulty that arises from this lightness of wind is fully entered
into, in a letter from Mr. Peacock, Master of H.M.S.Y. Medea, which
appeared in your last November number. It is there proposed under
these circumstances to turn the wheels by manual labour. Secondly,
that if ‘ any one acquainted with mechanics,” had told me what
Mercator has, he would have advanced that which is erroneous. The
mechanical law i 8, that it requires the same power to keep up the
motion of the wheels as to move them at first, and if the velocity of
the a t es ’ re8 ^ stance to wheel increases according to
the square of the increased velocity. Certainly upon a road where
Digitized by
Google
PADDLE WHEELS.
337
the resistance of the air is almost nothing, after having overcome the
first inertia, all that afterwards impedes the carriage is the friction ;
but motion in fluids is quite different, and is governed by that law
which I have already stated. Any one who wishes to enter more
upon this subject, will find it fully explained in Tredgold’s well
known work upon the steam engine, or still clearer in Whewell’s
“ First Principles of Mechanics,” a work which I strongly recom-
mend to all my younger brother officers.
We now arrive at a recommendation to the surveyor, Sir William
Symonds, to notice that a vessel like the Dee, spreading so little
canvass, should sail best in light winds. Now I rather think, that the
men-of-war steam-vessels spread more canvass in fine weather, going
off the wind, than is generally supposed. But putting that on one
side, it will be plainly seen, when I mention the Dee's dimensions, that
with the slightest smattering of naval architecture, it only was what
might have been expected; the deck of the Dee tfas 170 feet long,
extreme breadth only 30 feet, draught of water, with coals, stores, &c.,
on board, 12 feet, added to which her bow was very sharp. In the
next paragraph of Mercator's letter he rather returns upon the subject
which he had commenced with ; and goes on to express his opinion
that a man-of-war-steam yessel ought to be able to disconnect in
one minute, at the very most. I believe, on board the Medea, both
wheels have been thrown out of gear in three or four minutes. He
concludes his communication by proposing a plan for steadying the
wheels, by which he hopes to throw them out of gear instantly. I
must say, that I cannot see how his proposal would at all effect that
object. The pawl at present in use, if only a little improved upon,
would do all that his rather cumbrous machinery is expected to
perform ; and he appears to me to forget what are the causes which
create difficulties in connecting or disconnecting, — there are two
principal ones : — First, it is necessary that the wheels be in one parti-
cular position when the crank pins are removed or put in. Secondly,
that only one wheel be thrown out of gear at the same time. Such
being the arrangements, no extra machinery applied to the shaft,
(which is what Mercator proposes,) can be of any advantage, unless
by it the wheels can not only be stopped, but moved, at pleasure.
Of eourse it is evident that these remarks do not apply to shipping or
unshipping ; when that plan is adopted, it is only necessary to secure
the wheels ; their positions can be of no consequence.
Wm. Ramsay, Com., R. N.
J. W. S. Club.
ENLARGED 8ERISS. — NO. 5.— VOL. FOR 1838.
Digitized by
338
REDUCING NORWEGIAN TO ENGLISH FEET.
Table XXXI.
For reducing Norwegian feet to English feet, and English
feet to Norwegian.
1 Norwegian foot = 1 *0293582 English foot
1 English foot = 0*9714791 Norwegian foot
9 *
1 *
£3
English
Feet and
Dee. parts.
Norwegian
Feet and
Dec. parts.
Norweg. or
Eng. Feet.
English
Feet and
Dec. parts.
Norwegian
Feet and
Dec. parts.
*2
8.
!«
English
Feet and
Dec. parts.
Norwegian
Feet and
Dec. parts.
i
1*029
0*971
40
41*174
38-859
79
81*319
76-747
2
2*059
1*943
41
42*204
39*831
80
82*349
77-718
3
3*088
2*914
42
43*233
40*802
81
83*378
78*690
4
4-1 1 7
3*886
43
44*262
41*774
82
84*407
79*661
5
5147
4-857
44
45*292
42-745
83
85*437
80*633
6
6*176
5*829
45
46*321
43*717
84
86*466
81*604
7
7*206
6*800
46
47*350
44*688
85
87*495
82*576
8
8*235
7*772
47
48*380
45*660
86
88*525
83*547
9
9*264
8*743
48
49*409
46-631
87
89*554
84*519
10
10*294
9-715
49
50*439
47*602
88
90*583
85*490
11
11*323
10*686
50
51-468
48*574
89
91*613
86*462
12
12*352
11-657
51
52*497
49-545
90
92*642
87*433
13
13*382
12*629
52
53*527
50*517
91
93*672
88*405
14
14*411
13*601
53
54*556
51*488
92
94*701
89*376
15
15*440
14-572
54
55*585
52*460
93
95*730
90*348
16
16*470
15*545
55
56*614
53*431
94
96*760
91*319
17
17*499
16*515
56
57*644
54*403
95
97*789
92*290
18
18*528
17*487
57
58*673
55*374
96
98*818
93*262
19
19*558
18*458
58
59*703
56*346
97
99*848
94*233
20
20*587
19*430
59
60*732
57*317
98
100*877
95*205
21
21*617
20*401
60
61*761
58*289
99
101*906
96*176
22
22*646
21*372
61
62*791
59*260
100
102*936
97-148
23
23*675
22*344
62
63*820
60*232
150
154*403
145*722
24
24*705
23*315
63
64*850
61*203
200
205*872j
194*296
25
25*734
24*287
64
65*879
62*175
250
257*339
242-870
26
26*763
25*258
65
66*908
63-146
300
308*807
291-444
27
27*793
26*230
66
67*938
64*118
350
360*275
340*018
28
28*822
27*201
67
68-967
65*089
400
411*743
388*592
29
29*851
28*173
68
69*996
66*060
450
463*211
437*166
30
30*881
29*144
69
71*026
67*032
500
514*679
485*740
31
31*910
30*116
70
72*055
68*004
550
566*147
534*314
32
32*939
31*087
71
73*084
68*975
600
617*615
582-887
33
33*969
32.059
72
74*114
69*946
650
669*082
631-461
34
34*998
33*030
73
75*143
70*918
700
720*551
680*035
35
36*028
34-002
74
76*172
71*889 |
750
772*018
728*609
36
37*057
34*973
75
77*202
72*861 •
800
823-4871 777-183
37
38*086
35*945
76
78*231
73*832 |
850
874-954, 885-757
38
39*116
36*916
77
79*261
74*804
900
926*422
874*331
39
40*145
37*888
78
80*290
75*775
1000
1029*358j 971*479
Digitized by v^ooQle
NAUTICAL LIBRARIES.
339
Nautical Libraries.
[We find the following interesting paper on the libraries of the naval and colonial
departments in a recent number of the “ J /males Maritime*.” — Ed. N. M.]
The Annates Maritime* for 1835 contained several official reports
relating to the renovation of the naval libraries.* Since that period
nothing has been neglected to improve these establishments.
The naval prefects of Brest, Toulon, Rochefort, Lorient, and
Cherbourg, following the steps which were prescribed to them, have
transmitted the reports of the commissioners on the books which
were still wanting, as well as on the materials necessary to form a general
catalogue ; which appears to consist now of 20,000 articles, besides a
constant progressive increase.
The idea has also been conceived of annexing to this catalogue a
naval bibliography, as no such work at present exists, although we pos-
sess several other special bibliographies, such as the astronomical bib-
liography of Lalande, the agricultural bibliography of Musset, &c.
From very remote epochs to the present time, a multitude of
works, more or less important, have been published in other countries
upon na igation, and a complete knowledge of them cannot be gained
except by means of a catalogue raisonee, which should include them
all. And as such an inquiry ought not to be confined to France, — for
navigation belongs to all countries, — the minister wrote to all the
French consuls residing in foreign countries, requesting them to co-
operate in this useful undertaking, by sending him not only such cata-
logues on this subject as they could procure, but also the titles of all
such books as they could collect in public or in private libraries. It
was not doubted that their enlightened possessors would eagerly associate
themselves with us in a work, the publicity of which would render
its advantages common to all maritime and commercial nations. Our
consuls at Geneva and Madrid have already accepted this invitation.
From London several documents have been received, and others are
expected; and yet England, specially maritime as she is, does not seem
able to assist us to so great an extent as might have been expected. There
is only one great public library in London, that of the British Museum,
and yet its catalogue (of which there are two copies in the Royal
Library at Paris,) has not been entirely completed. As to the collec-
tion of books at the Admiralty, it cannot even be called a library ;
for it contains only a small collection of voyages, and a very few
* 1st. A report to the minister of marine upon the naval libraries. 2nd. A letter
from the minister to the five naval prefects, inviting them to appoint proper persons
to discharge the functions of conservators of those libraries. 3rd. A letter approving
the choice made by the prefects. 4th. A decree of the minister appointing the con-
servators. 6th. An ordonnance da Rot, nominating the conservator of the government
library, and charging him with the general superintendence of all the naval and colo-
nial libraries.
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340
NAUTICAL LIBRARIES.
hydrographic works, besides the charts, &c., which are published there.
Notwithstanding these difficulties, M. de Gerin-Roze, interpreter
and translator to the minister of the marine, was able, during two
months’ residence there, to collect a tolerably large quantity of valua-
ble documents. The Consul-general, at Amsterdam, has concerted,
with the director of the naval library of the Netherlands, the means
of obtaining a list of all the naval works which have been produced
in Holland. Similar measures will be taken also at Copenhagen,
Stockholm, Berlin, Lisbon, St. Petersburg, Constantinople, and Venice ;
and M. Gaimar, president of the scientific commission for Iceland and
Greenland, has received instructions to examine all the bibliography
of the north.
Nor has Germany, that classic land of every species of erudition, with-
held her labours in clearing part of that vast field which it is here
proposed to cultivate. There appeared at Hamburg, forty-five years
ago, a marine dictionary in eight languages, Dutch, French, English,
Swedish, Danish, Italian, Spanish, and Portugeuse, in 3 vols. 4to, and
one volume of plates. The first 300 pages contain, in chronologic order,
the titles of works published in Europe upon the science and art of
navigation, between 1434 (an epoch long subsequent to the discovery
of printing) and 1793, that is to say, during the space of three centu-
ries. This list, which comprises more than 1 ,200 articles, accompanied
by notes, and another list taken from the chapter on “ Scientia
Navalis ,” of a book published in 1806, at Gottingen, by the Aulic
counsellor Reiess, under the title of “ Repertorium comment a tionum
d societatibus literariis editum,” require, undoubtedly, to be review-
ed and completed ; but they will not be the less valuable for the
bibliography which we are now preparing.* That important work will
moreover have to fill up the gap of the thirty years which have
elapsed since 1806, during which both the art and science of naviga-
tion have made so much progress, and have produced such a multi-
plicity of publications in all the countries connected with the sea.
Thus, a maritime bibliography will assist the general catalogue of
books composing the present libraries of the naval department ; it
will show not only the riches they possess, but the amount of their
wants.
In order to reduce the number of these wants, the minister, in his
report to the King upon the budget of 1830, demands that an end
should be put to the insufficiency of the fund destined to the purchase
of books for the naval ports; “an insufficiency,” he adds, “which is
evidently mischievous.” And in unison with those laudable views,
the reporter of the commission of finance, announced to the Chamber
of Deputies that, “ The commissioners saw with pleasure that the
minister had at length decided upon what the interest of both art and
* Amongst other omissions may be mentioned, that of the ordonnance organique de
la Marine Militaire, de 1689, somj Louie XIV.
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NAUTICAL LIBRARIES.
341
science had long prescribed to him ; and that they had not hesitated
in granting the increased demand for 1838, stipulating only that the
new purchases were to consist of works of acknowledged utility,
though too expensive for private means.*’ At Paris, the Depdt
general dee Cartes, has one of the most complete libraries of nautical
works, especially of voyages ; it consists of 18,000 volumes ; and as
that office has been placed this year in a building expressly contrived
for securing against fire its hydrographic riches, which are valued at
several millions of francs, it will at the same time answer better for the
preservation of the books, and be more within reach of those who
consult them.
In one of the courts of that edifice, a large building has been fitted
for the reception of the Archives of Versailles, which contain all the
important papers of the colonial and marine departments, since the
ministry of Cardinal Bicheheu ; that is to say, during 220 years.
At the same time, the naval library of Toulon has been enlarged,
and that of Lorient more suitably arranged. At Brest, the library of
the port is composed of 8,000 volumes, which, when lately visited,
were found in perfect order ; but its situation among the forges and
workshops, requires some interference. The library there of the
medical officers, maintained partly at their own expenses, will be soon
removed to the new hospital, which will be very advantageous.
At Rochefort, the hospital library is a special collection of medical
and scientific works, but less remarkable for their number, than for
their choice and fine preservation. It is composed of ten thousand
volumes, costly and uniformly bound, and forming a noble fund of
instruction in both art and science for all those who belong to that
school. Having commenced only with the present century, its rapid
increase has arisen from the contributions which the pupils have
imposed upon themselves at their entrance, as well as those of the
medical officers at each step of their promotion. These contributions,
since 1806, have amounted to 53,000 francs ; and yet the library
belongs to the state, which in the same period has not expended upon
it more than 5,000 francs. The library of the port is less considerable,
and is placed in the building formerly occupied by the naval students,
and by the marine tribunals.
The same course has taken place in the libraries of the port, and
of the hospital at Cherbourg. It was at first intended to unite them,
but from official considerations, they have been kept distinct. The
house, which had belonged to the captain of the port, has been appro-
priated to the port library. Thus in all the naval ports the instruction
which the state, if its interests be well understood, ought to procure
for its servants, will be offered in a convenient manner, to all the
officers of the navy, in the several works required for each branch
of the service. But these libraries must not be left deficient of such
other works as may enable the officers to keep up an acquaintance
Digitized by 1 Google
342
NAUTICAL LIBRARIES.
with the many branches of knowledge which are necessary to illus-
trate their professional studies.
The eleven * naval libraries which have been mentioned, origi-
nated in different ways, and at different times. That belonging to the
depot general des cartes, is not only the most numerous, but the
most ancient of all, since it commenced with the depot, in 1720.f
That ofr Brest was erected in 1752, at the same time as the naval
academy, the memoirs of which, however, did not appear till 1773.
* Besides these eleven libraries, there are three others, but less considerable; that
of tlie Artillery School at Toulon ; that of the Royal Forges at Chaussade ; and that
of that of the Foundry, at IndreL
f The Dep6t de la Marine et des Colonies was established in 1 688, under Colbert.
But in 1720 it was represented to the Regent, Philippe d’ Orleans, that the charts,
plans, journals, and nautical memoirs, had been hitherto so mixed in the archives
with the other papers concerning the navy, that although they were arranged with
the utmost care, little use could be made of them. The Regent, therefore, ordered
them to be removed from the archives, and to be placed in charge of a naval officer
capable of examining and appreciating them. The prince chose for that important
duty the Chevalier de Luynes, capitaine de Vaisseau. The personal establishment
of the Depdt des Cartes was at first very modest ; one only assistant draftsman was
given to the chevalier, with a salary of 1,200 francs. This was Beilin, whose name
has become so celebrated, but who till then had never occupied himself with hydro-
graphy; a science which, it must be confessed, had been abandoned in France since
the seventeenth century. No one had devoted himself to that pursuit, and after the
publication, in 1093, of Le Neptune Franqais t which was a work by different hands,,
the French were authors of no naval charts. But Beilin, applying himself with
ardour to the study of hydrography, and carefully sifting all the materials which he
was employed to arrange, at the end of sixteen years of labour thought himself able
to offer the results to the public. In 1737, he brought out his first chart of the Me-
diterranean ; and in 1738, he completed his collection of the sixty charts, which waa
called the Hydrographic Franqaise, and which was soon substituted for the Ncp-
tune \ Franqaise. A copy of this work was supplied to all vessels employed in the pub-
lic service from that period, till the appearance of the truly beautiful charts, which we
owe to that skilful and modest corps, the hydrographic engineers, and above all to
its illustrious chief, M. Beau temps Beauprg.
The Chevalier de Luynes was succeeded in 1722 by M. de la Blandiniere, capi-
taine de Vaisseau; in 1734 the Chevalier d’ Albert, commodore; in 1749, M. de
la Gali88onniere, the conqueror of the unfortunate Byng; in 1756, M. Perierde Sal-
vert ; and in 1757, M. de Bompar, both commodores, as well as the Marquis de Chabert,
who was appointed to the Depdt in 1758, and became Inspector-general, until 1792;
up to which period, the scientific depots of the army and navy had been mixed together.
Since that time, the Dep6t General des Cartes et Plans has had for directors the
Vice-admiral Comte de Rosily, the Chevalier de Rossel, the Vice-admiral Comte de
Gourdon ; and now the Rear-admiral Baron Hamelin, under whose management it
sustains its reputation, and is acknowledged by foreigners to be the greatest hydrogra-
phic establishment in Europe.
In the last session, M. Arago, after dwelling with his usual talent and energy on
the important services of the Corps des Ingenieurs-Hydrographes, said, 4 * I have
only to mention the individuals of whom it was composed, for their names are known
not only to the navy, but to the whole world.” L’Ingenieur-en-chcf is M. Beautemps
Beaupre, his associate, M. Daussy, &c.
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NAUTICAL LIBRARIES.
343
Those of Toulon, of Rochefort, and of Lorient, were formed in
virtue of a decree of the national convention of February 7, 1794.
That of Cherbourg dates only from 1821. The libraries of the
naval hospitals at the ports of Brest, Toulon, Rochefort, and Cher-
bourg, were instituted by the executive directory, in February,
1798.
After the naval libraries in France, we will enumerate those be-
longing to our ultra-marine establishments. It will be learned with
some surprise, that there never were any public libraries in our
colonies, even in the time of their greatest prosperity, until 1826;
when that wise and enlightened statesman, M. le Comte de Chabrol-
Crouzol, felt that it was wrong to deprive our colonial establishments
of the literary and scientific resources with which the metropolis
abounded. He perceived that the circulation there of the standard
works of our language, was the best method of encouraging that
noblest branch of commerce — the exchange of ideas ; and that by
cultivating an identity of thought and sentiment, we should most
effectually strengthen the ties of mutual interest.
Some attempts had been already made, especially at Cayenne, in
1824, under the administration of M. le Baron Milius, to collect
from the archives, the multitude of memoirs and documents on the
different branches of commerce, and on rural and domestic economy,
as well as all the periodical works which had been transmitted by
government, so as to keep the knowledge of the colonists on a par
with the discoveries which every day brought forth in the arts.
Other efforts were made in other places, and at length the young
creoles who had been sent into France by their parents in order to
receive a university education, and who had frequented the libraries
of our large towns, carried back to their native soil the laudable
desire of founding there, establishments analogous to those of the
mother country. The minister of that day was not backward in second-
ing these generous impulses; nor will he, at least, have to be reproached
for not having satisfied the national wishes.
In the course of 1827, Martinique, Guadaloupe, and Guiane, Sene-
gal, Bourbon, and Pondichery, witnessed the formation of public
libraries, composed of all the books which were found in the archives,
or which had been dispersed among the various branches of the
militaiy, civil, and judicial services, as welP as of all those which
were despatched from France by the desire of the authorities. Pon-
dichery, which is the most distant of all the colonial libraries, is the
most considerable ; it contains not less than 20,000 volumes.
That at Guadaloupe possesses a large number of useful and instruc-
tive works ; it is much frequented, and is kept open every day from
nine o’clock in the morning till three in the afternoon. So likewise
is that recently established at Senegal ; and the management of both
these libraries is entirely under the direction of the local authorities.
Digitized by vjOCK^IC
344
JURY-ANCHOR.
It still remains to collect regular catalogues from all the colonial
libraries like those which have been transmitted from the ports of
France. Similar models for that purpose have been addressed to the
colonies ; and in time all will be comprised in one general catalogue,
like that of the naval libraries.
Signed, Bajot,
Commissure honoraire de It Marine, chargd de la
surveillance gtntrale des bibliothdqnea.
Jury-Anchor. — By Commander A. Milne, of H.M.S. Snake.
H.M.S. Snake, Port- Royal, February, 1838.
When Her Majesty's sloop Snake lost three anchors, all broken in
the shank, on the bank of Campeche, near the Sisal shoal, at the
time of the Cayman hurricane in October, 1837; and when she had
parted her fourth, and only remaining anchor, the following make-
shift, or jury-anchor, was formed with two broken shanks, and a pair
of arms recovered from one of the broken anchors.
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GROUND TACKLB OF SHIPS OF WAR.
345
Explanation: — AA, the broken shanks. BB, the iron stocks of
the same. C, broken shank and arms. DD, a cross bar, securing
the remaining part of the broken shank, with the arms to the two
shanks AA.
The two shanks were carried close out to the palms of the anchor,
on opposite sides, and then lashed with the topsail sheet chains. The
two stocks were hooked together by chains of the same description.
These being all hove tort, and wedged up, a crop-bar, D, was lashed
across the shanks, securing in the centre the remaining piece of the
shank attached to the arms.
A length of the stream chain was then passed through the rings of
the anchors, down along the shanks, with a round turn round each
palm and shank, then back, and secured. By this means, when any
strain comes on the arms, it is thrown on the chain by the shanks
being inclined to draw through the small lashings ; while, in so doing,
the stream chain acts as a vice, and the more the shank draws, the
firmer is the arm grasped by the round turn of the stream cable,
whilst the stream cable prevents the shanks from drawing out alto-
gether.
This anchor was found to answer; and H.M.S. Snake rode by
it for some time, and came to with it on her arrival at Port-Royal,
Jamaica, in December.
I am, Sir, your obedient servant, A. M.
Ground Tacklb of Ships of War.^
London, March, 1838.
Mr. Editor, — Last month, during a gale at Gibraltar, H.M. ships of
the line, Bellerophon, Minden, Russell, and Talavera, were lying
there. They were nearly all adrift, and more than one of them
nearly lost : — the Bellerophon having struck, and broke her rudder ;
and the Russell upon the point of cutting away her masts, which was
only prevented by a sudden shift, or flaw of wind, from off the rock,
rendering it unnecessary.
I have pointed out more than once, through your Magazine, the ques-
tionable state of the ground tackle of our men -of- war, and I shall not
cease doing so, with a view to prevent that loss of lives, which will
assuredly occur before long, if H.M. ships are to be suffered to
depend upon such anchors and cables as they have from the dock-
yards.
In the same situation as these ships were, the Pembroke, of the line,
was nearly lost, about a year ago ; and I will venture to say, that if
an extract was taken from the logs of these five line-of-battle ships,
of their proceedings during these two periods of danger,^ and their
breakage of anchors and cables, fairly published to the world, that it
BNLARGRD SERIES. — NO. 5. — VOL. FOR 1838. 2 V
3 46
NAVAL CHRONICLE.
would form an expose of the wisdom of the dock-yard people of this
great naval country, of which no one need be particularly proud,
I am, Sir, your obedient servant,
Mercator,
Kabal tTtjromcir-
Monthly Gossip on Nauticals. — Speaking of nauticals, Mr.
Editor, reminds me of your own little pet, which I find has won for
itself the golden title of “ True Blue ” among the blue jackets, and
“ Blue Ruin” among a certain class of long snore gentry. “ Excuse
my freedom but I am in honour bound to tell you all the secrets,
be they bitter as gall, or sweet as honey. I shall leave your readers
to guess the origin of your pet’s nicknames, but I have a strange no-
tion that it may be found in the old saying, “ What’s one man’s meat is
another man’s poison.” Knowledge is always desirable, Mr. Editor ;
and good sound hydrographical knowledge is among seamen’s first
wants ; and they seem to know that you can give it them, if I may judge
from what I hear, and the number of ships in which I find the little
“ Blue Nautical.” But it won’t go down with the long togs everywhere,
as you shall hear. A reading-room and library was established in the
north of England the other day, at an obscure sea-port on the eastern
coast, the members of it being for the most part merchants, ship-
owners, ship-builders, &c. ; and among the periodicals proposed to
be taken was the Nautical Magazine. But the Nautical, Mr. Edi-
tor, was rejected ; yes, verily discarded, discharged, turned out ; for
though no one objected to it, no one supported it — a kind of neutral
w ay of sw amping it. I have been turning over in my mind ever since,
whether your extravagant price could have produced this friendly
lukewarmness, but that I thought impossible ; and I wondered why a
set of men should reject a periodical which gives the kind of informa-
tion so valuable to their sailing captains, till I came across certain
articles on marine insurance, and other secrets, and certain long tables
of the wrecks of British shipping, showing up the tricks of trade, and
the frightful amount of British capital and British lives consigned to
the shades below every day ! Your last number, I perceive, enu-
merates 1 38,* a tolerable number to begin the present year with, con-
sidering that 109 days of it only are passed over; and though your
accounts of rocks and shoals may be very acceptable to sailors, the
number of vessels lost on them, is gall to their employers ; ruin inevit-
able, Mr. Editor, and served up in the Nautical, is “ Blue ruin ”
itself. But you are right, Mr. Editor, quite right ; and I hope you
will prefer telling the truth to John Bull to seeking the favours of all
the reading-rooms of ship-owners in the kingdom. And now let me
rub my eyes, and tell you of other matters.
And first, the lion of the day, the Nelson Memorial — another work,
levied from art, to remind us, that “ the paths of glory lead but to
the grave.” Many long heads are at work about designs for a suitable
one to perpetuate the memory of him whose laurels were gained in the
• Our friend “ Argus ” will find this amount augmented not a little in our present
Number.— Ed.
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troughs of the sea, and several thousand pounds are already subscribed
towards it. It is gratifying to find that the subscription goes on
bravely. How cornd it be otherwise, when at the head of it is the
great general of the age, the Duke of Wellington, assisting with his
experience. It is just where he ought to be, and he knows and feels
it. Considering that royalty, nobility, and gentry of high degree, are
all engaged in this national work, with army and navy, let us hope
that we shall have something more becoming a maritime nation than
the National Gallery, opposite to which it is to stand in Trafalgar-
square — a building whicn has been mistaken by our facetious neigh-
bours across the channel as an asylum for the blind 1 And of all
things, let us hope that it will be no unmeaning pillar, surmounted* by
an effigy of the nero, standing, as it were, in pillory. Of course you
are aware that advertisements are out for designs, to cost from 25,0001.
to 30,000/., the latter being the cost of the Duke of York’s tall stand
in Waterloo- place. But what think you of a gallant captain of the
United States’ navy subscribing five guineas to it? His name is
Uriah P. Levy, and every blue jacket, fore and aft the country,
should know it
Another warning voice has been lifted up about proper nurseries for
seamen. Captain Lihon, he of rudder celebrity, has sent forth a
pamphlet, with the hopes of producing that attention to the subject of
our seamen, which no one who has gone before him, has succeeded
in gaining. Pray, read it, Mr. Editor ; the cause is a worthy one ;
and I see that a Mr. Kennish, carpenter, B. N., hast just pro-
duced a book on his method of concentrating the fire of a ship's broad-
side. They say it is something twice-laid, having been served up to
the committee of Naval Inventions of 1832. Pray, let us know whether
it has anything particular to recommend it; and, en passant, let us
know if that committee I mentioned are ever to lay their heads toge-
ther again?
So, the Great Western steam-ship, after her burning in the Thames,
proceeding, it is said, only from her over-heated ardour to get into
her own domain, the Atlantic, is steaming away gallantly for
New York, preceded by a herald-star, the Sirius. The former left
Bristol on the 8th, and the latter departed a week before from Cork,
determined both to give the lie direct, as their course will be, to the
luminous rhapsodies of the learned Dr. Lardner, and to prove physi-
cally the contrary to that which he has demonstrated to be mathema-
tically impossible. What will old Neptune think of the reform which
these craft will bring about in his territories ? Perhaps he will take
the loan of their spinning-wheels now and then, as modern improve-
ments, to his car. By the way, could he tell us what has become of
the poor Briseis, with her gallant crew and commander, as good a
sailor, aye, every inch of him, as ever stepped the quarter-deck. You
know she left Falmouth, for Halifax, on the 6th of January, and has
not been heard of since. Let us hope for the best, and that she may
turn up before long from the southward, though it may be with wet
jackets, if we are to judge by the weather which the Inconstant had.
Talking of packets, I see they have tugged the poor Banger off the
rocks at Falmouth, by main strength, and docked her at Halifax, as a
specimen of the manner in which men-of-war are put together. No
slop-work there, I guess, Mr. Editor, — something different to a post-
office steamer purcnased the other day at Liverpool, that got such a
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shaking in the first gale she was in, that they were obliged to dock
her, and drive about a thousand new bolts into her, to keep her toge-
ther! So report says. How is it that Falmouth is retained as a
packet station, when there is no protection in the roads, and no com-
munication can be had with the shore when it is blowing hard?
There was her commander, Lieutenant Turner, looking at her, while
the acting master, Mr. H. Hunter, could do nothing for want of hands,
and yet he was dismissed the service for it by the court-martial. This
is a disgrace to Falmouth ; and if report be true, they think so, for
it appears, that they are going to improve their harbour !
Another word about packets. What think you of the old Camden,
which has traversed the Atlantic so often with her Majesty's mails,
finding her way into the Pacific, with a far more important mail than
she has ever carried before ? She has been purchased, by the assist-
ance of some excellent men, subjects of* this favoured land, to spread
the truths of the Gospel among the ignorant natives of the Pacific
islands, before the seeds of Romanism are sown among them. Earl
Fitzwilliam's family gave 300/. ; the Duke of Devonshire, 150/. ; the
Corporation of London, 500/., and several other subscriptions, too
numerous to mention, were contributed, and the old Camden was pur-
chased, and placed in the charge of that indefatigable, excellent mis-
sionary, the Rev. J. Williams, so well known for his devotion to the
sacred cause in which he has long since embarked. At the con-
clusion of a simple, but solemn ceremony, the Camden sailed
from the river on the 11th of April, with Mr. Williams, and several
other missionaries, and carried with her the blessings and prayers of
assembled multitudes. On dit, that one of the steam-boat companies,
I think it is the London and Westminster, actually intend to try Cap-
tain Hall'8plan of having the steering-wheel forward, like the Yankees.
I am rather surprised it was not done before; but you know John
Bull is a stubborn animal and fond of old fashions. Query : A
coachman, with four in hand, would be just where he ought to be in
the guard's seat, wouldn’t he ?
And what think you of steam navigation in the Thames, Mr. Editor?
Shall we have as many capsizings and sinkings this summer as usual ?
There’ll be some work for the lawyers, I guess ; for I see that the
worshipful company of watermen and lightermen, and that genus,
have declared open legal warfare against all steamers going above five
knots between London Bridge and Limehouse-reach, (East-end.)
Query : Do they mean through the water, or over t^ie ground t What
a nice point for the long wigs to debate over ! I think, somehow, that
the railway companies between those limits have been urging this.
Who would travel at the rate of five miles per hour by a steamer,
when they can go fifty by the railroad ? The short trip steam-boats
will not last long.
This brings me, by the way, to the Greenwich steam-boat docks just
proposed : a most excellent plan. Only imagine the classical ground
on which the annual lifting and eating of tansy puddings at Green-
wich fair with all the rest of the cockney buffoonery which is carried
on there, being converted into wet docks ! I venture to predict that
they will do more good than has been done on all the foir days which
Greenwich has seen put together, and some of them I ween were foul
enough. But the docks are only half the scheme. There is to be a
railroad to Cha ring-cross, to whisk passengers from the river to the
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West-end at once, without undergoing the glorious confusion of
landing at the general Steam-packet Company's wharf, and hackney
coaching it through the city. Go it, John Bull : go ahead with
brother Jonathan; this will be noble work. What are the Thames
haven people about? — I don’t think they have broken ground yet —
Greenwich will be before them. But don't despair, haveners, there’s
room for you both in these luxurious days. At all events the river
lays between you, and you can’t squabble. I heard of some squab-
bling the other day, Mr. Editor, about a floating pier on the east side
of Waterloo-bridge, belonging to some poor watermen, being ordered
away by the conservators of the river, (query, who are they ?) while
they winked at those of the Hungerford-stairs, and some others.— O,
John Bull, thou art a perverse animal. Here is your flrst river,
muddy and filthy though it be, thronged with boats of all kinds, and
you see floating piers in the shape of barges, thrust out from the
banks, and moored there, to the interruption of the navigation, to serve
as landing places for thousands of passengers daily, reproaching you
for your want of proper wharfs and quays; — a beautiful and perfect
system of drainage offered you by your countryman, Mr. Martin,
which would afford you the manifold advantages of keeping your
river clean, of turning the filth daily emptied into it by the sewers of
your great metropolis to an immense profit, while the means by which
it might be done would afford you magnificent terraces and walks, and
quays to adorn and embellish its banks ; and you see paltry, petty
companies, plying steam-boats, squabbling about landing places, all for
self-interest — ana you talk of your conservators of your river.
Shame — shame, on thee, honest John! When, when will you call for
one of the eyes of Argus, to see the sorry, disreputable, miserly
figure you are exhibiting yourself to your own countrymen, and to the
foreigners who visit you ! Look at the first river of your favoured land,
and then say, what have you done to deserve it? Besides, where is the
Apollo steamer ?
I am afraid, Mr. Editor, I am becoming prosy, but to leave this
digression on the subject of piers, I see the Deal people are bestirring
themselves in earnest. Besides constructing a pier, they are to have
a daily steamer of one of the companies from London to come to it,
and return from it, and Deal will yet vie with Margate, Ramsgate, and
Dover, in its attractions for visiters and their means of visiting.
There is a certain place called Rye, once on the Sussex coast, going to
frenchify its citizens with the Boulognese, by means of two steamers
to run between that place and Boulogne, in a voyage of / three hours
and a half. Much is to be done at Boulogne, they say, by looking
sharp. Are the people of Rye going to learn the trade ? — so, some one
has discovered that the new light at Cape Grinez has been the cause
of disaster, and has lighted vessels to their destruction instead of their
safety. I never saw the official account of this light in your pages,
Mr. Editor, only the British Admiralty one. — Where is that* gene-
rally issued from the office of the Phares et Fanaux 1 The old saw
has it, that it is “ never too late to mend ; ” and it is reported that an
additional smaller and revolving light ^will be placed fifty metres
W.N.W. of the present Grinez light, not so high by about eight yards,
and not visible for half the distance. But you will perhaps illuminate
[* Wc have never yet seen it, nor Hie new announcement of our correspondent—
Ed. N. M.] Cr\r^n\o
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us on this subject, Mr. Editor. At all events, it is civil and polite, as
usual, on the part of the French authorities. They know more about
constructing lights than we do ; at least, so Alan Stevenson thinks —
they go scientifically to work, whereas, John Bull — never mind,
honest John will mend in time. But what lights has he got to com-
pare with the French? — not a word about the Forelands — Oh, not
for the world. By the bye, I find that the Ballast-office of Dublin,
are appealed to for a light on St. John's Point, at the entrance of
Dunarum Bay. A small light is also asked for on Cairn point of Loch
Byan ; and they say that the present lights at Aberdeen, too diminu-
tive to be of use to vessels passing Girdleness, will shortly be eclipsed
by a new lighthouse, to be erected on the north quay, at Aberdeen.
What are the commissioners of Northern Lights about, that they do
not at once erect a beacon on Noss Head, (Caithness,) to put a stop to
the danger so frequently incurred, by vessels mistaking it for Dun-
cansby Head, ana running on shore in Sinclair’s bay, when they con-
sider themselves standing through the Pentland Frith. True it is,
the Skerrie'8 light is sufficient at night ; but in hazy weather, when
the loom of the land is just visible by day, and the lighthouse is not
8een,to distinguish Noss Head from Duncansby Head, requires more
than the hundred eyes of your obedient servant Argus.
Oh ! Mr. Editor, another parting line. I had almost forgotten to
tell you that the big ships are nearly all gone to Canada ; and that the
governor of the Hudson*8-bay country, in that part of the world, has,
in a very quiet masterly manner, completed the coast line of the
Arctic Ocean between points Beechey and Franklin, not far from
Bhering Straits, by the enterprize of two of the Company’s servants,
Messrs. Dease and Simpson. It was all along guessed by the know-
ing “ uns,” that the discovery would turn out as it has done ; but one
fact is worth a thousand guesses, and these gentlemen have settled the
business in a quiet masterly manner without any puffery of preparation
so often rung in our ears on these occasions. This summer they are
to give the Coup de grace to the whole of that affair, the coast line of
the Arctic basin, on which the great bugbear of the N.W. passage has
hung since the days of Cabot ; and either Sir John Ross’s north-
eastern extreme of America, or Captain Back's Strait, west of the
mouth of his last new river Back, must go where has gone
before it — it must evaporate — vanish — one or the other : and should
Captain Sir John, lose nis north-east extreme of America, he can con-
sole himself with his curtailed Boothia Felix. Talk of gaining laurels,
Mr. Editor, why, what are those of the Duke of W ellington himself
to the glory of cutting this gordian knot of the geographers ? It is
said, the Geographical Society are in extasies on the subject, which
is not very kindhearted either, considering that one of the gallant
Captains must defeat the other, Nous verrons f Au revoir, Mr.
Editor, kc.
20 th April. Argus.
The Lords Commissioners of the Admiralty have, by a recent regu-
lation, directed that in future all master’s assistants shall have served
three years in the navy, or five in the merchants’ service, and to be
sixteen years of age prior to receiving such appointment.
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By the following Parliamentary return, we find, that since the 1st
February, 1836, our men-of-war on the African coast and in the West
Indies have captured twenty-eight slave ve sels, only nine of which
had slaves on board, (2,305 in number ;) the remaining nineteen were
captured because they were fitted for the reception of slaves, and were
seized under the authority of what is technically called “ The
Equipment Article.”
A Return of all Slave Vessels captured under the late Spauish Treaty, by Her Ma-
jesty’s Ships, since the 1st day of February, 1836 ; distinguishing whether having
Slaves on board, or under the Equipment Article, to the latest date for which the
same can be prepared, and stating the name of the vessel by which each was
captured.
Name of Slave Vessel.
Date of
Capture.
Whether having Slaves
on Board, or under the
Equipment Article.
By what Vessel
Captured.
Matilde
Ho. sea
Seis Ilermanos
Louisa
Golandrina
Tridente
El Mismo
Jose Flcxinan
General Mina
Mariposa
Galava Josifa
Joven Maria
Felicia
Famosa Primeira
Preciosa
Atalayo 1
Louisita
Gata I
San Nicolas '
General Laborde 1
Experimento 1
Lechuguino
Pacquete de Capo Verde
Descubierta
Cinco Amigos
Dolores
General Ricafort
Mathilde 1
i
5 Feb. 36
6 ... 36
8 ... 36
9 ... 36
9 ... 36
19 .. 36
4 Mar. 36
7 ... 36
7 ... 36
13 ... 36
13 ... 36
4 ... 36
3 July 36
6 ... 36
13 ... 36
19 Sept. 36
25 Nov. 36
5 Dec. 36
8 ... 36
16 ... 36
31 ... 36
31 ... 36
11 Jan. 37
14 ... 37
30 Mar. 37i
19 April 37!
26 June 37
4 Dec. 37
' 1
under Equipment Article
Ditto
189 slaves on board
under Equipment Article
Ditto
Ditto
Ditto
Ditto
Ditto
Ditto
Ditto
Ditto
401 slaves on board
under Equipment Article
287 slaves on board
119 slaves on board
under Equipment Article
111 slaves on board
under Equipment Article
Ditto
Ditto
49 slaves on board
576 slaves on board
under Equipment Article
Ditto
314 slaves on board
under Equipment Article
259 slaves on board
Charybdis.
Britomart.
Thalia & Waterwitch
Forester.
Do.
Charybdis.
Do.
Britomart.
Do.
Fair Rosamond.
Waterwitch.
Do.
Buzzard.
Do.
Pincher.
Thalia and Buzzard.
f Rolla.
Scout.
Rolla.
Pincher.
Rolla.
Do.
Scout.
Do.
Bonetta.
Dolphin.
Charybdis.
Snake.
H. F. Amedroz, Chief Clerk.
Admiralty, 12th March, 1338.
The following midshipmen have passed for lieutenants at the Naval
College since our last : — Mr. C. H. May, Actceon ; Mr. J. E. Bridges,
Britannia ; Lord Frederick H. Kerr, Inconstant ; Mr. A. R. Dun-
lop, Mr. T. C. Hodgson, and Mr. P. G. Nettleton, no ship ; Mr.
Geo. Le G. Bowyear, Andromache.
Naval Officers. — On the recent discussion in Parliament, respcct-
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ing the charges of Lord Brougham against naval officers employed in
suppressing the slave trade, Mr. C. Wood said, he most gladly availed
himself of the opportunity which his hon. and gallant fnend afforded
him of stating his complete conviction that there was not the slightest
shadow of foundation for the charges to which his hon. friend had
adverted. (Hear, hear.) He believed it to be impossible that any
person bearing a commission in Her Majesty’s service could be guilty
of such dishonourable acts as those alluded to. He was still happier
in being able to say, that from the knowledge which the Admiralty
had of the officers employed under them, he did not believe there was
a single instance upon record of even any attempt having been made
on the part of any one of those officers that could justify the charges
which had been made against them. In considering the conduct of
officers of the navy acting under those circumstances, the House
must recollect, that previous to the treaty with Spain, there was
great danger and difficulty attending the duties winch they had to
perform, and even now there was risk and loss if they seized vessels,
however notoriously engaged in the trade, unless at the time they ac-
tually had slaves on board ; more than one instance could be referred
to of officers sustaining severe loss from so seizing vessels. It had
been stated that they were known in some cases to nave put one slave
on board for the purpose of entitling themselves to seize. Now, the
mere circulation of such a statement showed the impression existing
on men's minds in that part of the world. With respect to the returns
for which his own and gallant friend had moved, ne should support
the motion for them with the greatest pleasure, for there could not be
a shadow of doubt that those returns would prove in the clearest
manner possible that ever since the requisite power had been granted
to officers of the navy, that power had been used for the complete ex-
tinction of the slave trade under the Spanish flag. Consenting fully
to the motion before the House, he still did not wish to sit down without
bearing the most unequivocal testimony to the very praiseworthy
conduct, on all occasions, of the officers engaged in the suppression
of that trade, a duty attended by a great variety of very painful cir-
cumstances.
Sir C. Adam fully concurred in the favourable testimony to the con-
duct of the officers of the navy borne by the last speaker.
Sir T. Troubridge said, there never had been a more unwarrantable
attack than that made upon the character of the navy in reference to
the slave trade. Nothing could exceed the gallantry manifested by
them on the coast of Africa, or the vigilance with which they attended
to the health of the crews committed to their charge, and he sincerely
trusted that they would be rewarded as they deserved.
The motion was then agreed to.
Marine Insurance. — It has been proposed lately to improve the
harbour of Wexford, and a gentleman, resident, who appears to take
great interest in it has addressed a letter to the Wexford Independent,
of which the following are the concluding paragraphs: —
“ Let the following fact be considered: An insurance company (I
shall not say where) were applied to to aid our subscription, (pray,
Messrs. Editors, do not let the types drop from the composing sticks
— don’t let your tender partners view astonishment in every feature of
your honest countenances, fearing they might be — alarmed,)
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their reply was to this effect : ‘We charge a higher premium on ves-
sels to ana from Wexford, than to any other port ; ana would be mate-
rial losers by having a free port at Wexford. We, therefore, pray to
be excused.* Does not this speak trumpet- tongued ? I wish, old as
I am, I had lungs of thunder, to rattle it in the ears of those who,
but I write as I speak, in good-humour ; and shall not finish the sen-
tence. Hoping the exposition I have, with (I trust) kind feelings
given, will induce my townsmen ‘ to lend a helping-hand,’ and unite
with us in doing what every honourable mina, every lover of his
country must approve — ‘ an endeavour to benefit that, his own native
isle.*
“For the assistance you have given to the subscribers, bv fear-
lessly maintaining their intentions, pray accept their thanks, and those
of your friend. “ Arthur Meadows.”
Boyd's Impervious Tar Paint. — We perceive that Mr. Kyan has
at length found a rival in the preservative art ; and from what we
hear of Mr. Boyd’s impervious tar paint and antiputrescent, its trial
can be safely recommended. We shall allude to it in a future num-
ber.
ftato IJrorrrinng#*
Charles Cain. — Manslaughter. — Commander of the barque Kingston was in-
dicted for the manslaughter of an unhappy Krooman, in the service of the vessel
as steward, on the 20th of May last, in the Calabar river. It appeared in the
evidence that a disrespect for the feelings of the steward, followed by a blow, led to
the commission of an act of insubordination on his part, which, in its consequences,
produced his death in the most brutal and tyrannical manner, viz., by flogging, un-
der the hands of his own countrymen. We have had occasion in a former number
to express our opinion on matters of this description, and with all our anxiety for the
character and respectability of the officers of our mercantile marine, we very much
deplore the occurrence of such events as this, which, in its details, is too revolting
to be related. The commander of the Kingston was fortunate that his crime was
considered as manslaughter by a jury of his countrymen, for which he was sen-
tenced to two years’ imprisonment in the Penitentiary.
The Transit.* — Collision. — A question involving the construction of the Pilot
Act. — The smack Duke of York, at anchor in the Downs, (bound to the coast of
Africa,) was run foul of in the night of the 9th of January, 1887, by the Transit
steamer, of the Peninsular Steam Navigation Company, on her voyage from Fal-
mouth to London, having a licensed pilot on board. The question was whether the
liability of a vessel occasioning damage was not limited to amount of pilot’s bond.
Transit arrested for amount of damage, 800L Contended for the Transit, under
protest that she being bound to take pilot on board to whom sole guidance of vessel
was transferred, vessel should not be liable for damage occasioned to another during
the time she was under pilot’s control, and no action could be sustained against
owners ; this the first action of the kind where both vessels and their owners were
British. Reply for the smack, that the statute had not removed the remedy of ac-
tion, though foreign vessels had been exonerated. British vessels were not Un-
reasonable to except steamers, particularly as it would encourage recklessness.
They were not absolved, by having a pilot in charge, from keeping a look-out, which
was not pilot’s duty, and had occasioned collision. 1st Feb. stood over for considera-
tion 17th March. Sir John Nichol stated, this was a case of great importance, the
question being whether the owners of vessels receiving damage by collision with
others, the vessel doing the damage being in charge of a licensed pilot, have remedy
against such vessel and cargo, or against pilot Protest overruled. Court con-
sidered that pilot being on board did not absolve master or owners from responsibility
from damage by collision, as they had to see that a proper look-out was kept, that
the directions of the pilot might be properly attended to. No negligence attributed
to pilot The smack was at anchor; the steamer in motion. Were her owners
liable or not ? Lord Stowell bad decided a case in point — that of the Neptune the
Digitized by 1
* Commenced in page 211.
»WT i nnnn DTinive va «-at nnn 1 QQQ
O »
354
NEW BOOKS.
Second, in which it was argued the pilot was liable ; and his lordship had decided
that the owners of the damaged vessel were entitled to remedy against owners of
vessel doing damage, and not against pilot Sir John Nichol could not act in con-
tradiction to so high an authority, and proceeded to state provisions of the modern
law, which limited the responsibility of owners of vessels doing damage to value of
ship and freight only, the ancient law having made them responsible to full amount
of their property. Justice and common sense, gave right to owners of vessels
damaged, to proceed against owners of vessels damaging, to value of ship and freight.
He held, without doubt or hesitation, that to the extent of the ship and freight the
owner of her was liable, unless damage was shown to be purely accidental and un-
avoidable, and he recommended the policy of a mutual arrangement between the
parties.
[The captains and owners of vessels will see by this decision that it is the duty of
the pilot to keep them clear of dangers under water only, while it is theirs to keep
them clear of dangers above water always.]
The Gladiator. — Collision. — An American vessel, from New York to London,
received licensed pilot at Cowes, as obliged, and caine in collision with Agnes. The
American appeared now under protest, defence being that vessel was in charge of
pilot, and that he alone by law was responsible. In support of protest, stated the ob-
ject was to disencumber the case of disputed facts in order to submit the point of law
to judicial committee of Privy Council. If vessel was not in charge of licensed
pilot, protest should be supported. Answered — that protest must be to jurisdiction
of court, which was not in question ; collision averred, and defence required. Sir
John Nichol overruled protest as innovating on the jurisdiction of the court, which
would not abdicate its power, notwithstanding the difference between it and the mu-
nicipal courts on the point of law. — Admiralty Court, 1 5th June.
New Books.
Life and Cobrbspondence of John Earl of St. Vincent, G.C.B.,
Admiral of the Fleets fyc. By Edward Pelham Brenton, Capt.
R.N. Two Volumes. London : Henry Colburn.
The biographer here has not been left unreminded of the difficul-
ties of his task, and assuredly, that of recording the life and services
of so eminent an individual, embracing the eventful period of the
last half century, is one by no means free from them. Partiality is
the prevailing charge against biographers, and we would not say
that Captain Brenton is free from it ; though we are content to take
his work as filling a most important gap in our naval biography.
The memory of Earl St. Vincent demanded the performance of the
task which is here executed. Some account of the sterling value of
his character was looked for as a matter of right by his country ; and
the quaint and extraordinary traits of that character, with the moving
scenes in which they were displayed, served well to complete the in-
teresting and instructive picture which Captain Brenton has drawn of
his original.
Tns Complete Nautical and General Navigation Tables ; tn-
cluding every table required, with the Nautical Almanac, tn
finding latitude and longitude. By T. Kerigan. Two Volumes.
London : Simpkin and Marshall.
Mr. Kerigan’s has long been a favourite work among our nautical
youth ; and he owes this advantage to his being a practical man, and
the familiar explanation he has given of the construction of his tables,
as well as the excellency of the tables thems elves. The present is a
second edition, and has the recommendation of being adapted to the
new improvements of the Nautical Almanac.
Digitized by vjOCK^IC
NEW BOOKS.
355
Scandinavia, Ancient and Modern ; being a History of Den-
mark, Sweden, Norway, fyc. By A. Crichton, ancf AT. Whea-
ton y L.L.D. Two Volumes. Edinburgh : Oliver and Boyd ;
Simpkin and Marshall, London.
The same good taste, the same judgment, and the same fidelity of
history that has distinguished the Edinburgh Cabinet Library is ob-
servable in these little volumes ; and we cordially recommend them
as fit companions to their predecessors in that popular and instructive
work. —
Topsail-Sheet Blocks ; or, the Naval Foundling. By the Old
Sailor. Three Volumes. Bentley, London.
There is something of a nautical caste in the title of this produc-
tion of the Old Sailor’s, which we find well preserved throughout.
The hero of the tale, a foundling, dignified with the above purser's
name, and that of 44 ten thousand” before it, is cleverly introduced.
His nautical career serves to interest the reader with scenes and in-
cidents of the sea, no less acceptable as being subjects of history, in
which the characters of some of our naval officers of the old school
are clearly perceptible. The work abounds with a variety of ludi-
crous and stirring scenes, and will be found a very interesting and
amusing companion.
Barometric Tables, for the Use of Engineers, Geologists, and
Scientific Travellers. By W. Galbraith, M.A. Stirling and
Kennedy, Edinburgh ; Caiy, London.
We have not had an opportunity of comparing these tables with
others, but their compact form, and the close corrections which Mr.
Galbraith has attended to, are sufficient to enable us to recommend
them to the attention of our readers.
Cockney Aquatics. — 44 The decks of the Royal Adelaide and the
Magnet, Margate steam-boats, were crowded with anxious faces ; for
the Monday’s steam-boat race is as great an event as a Derby ; and a
cockney would as lief lay on an outside horse, as patronise a boat
that was likely to let another pass her. Nay, so high is the enthu-
siasm carried, that books are regularly made on the occasion ; and
there is as much clamour for bets as in the ring at Epsom or New-
market. 4 Tomkins ! I’ll lay you a dinner — for three — Royal Ade-
laide against the Magnet!’ bawled Jenkins from the former boat.
4 Done ! ’ cries Tomkins. 4 The Magnet, for a bottle of port ! *
bawled out another. 4 A white-bait dinner, for two, the Magnet
reaches Greenwich first.* 4 What should you know about the Mag-
net ? ’ inquires the mate of the Royal Adelaide. 4 Vy, I think I
should know something about nauticals, too, for Lord St. Wincent
was my godfather.* 4 I’ll lay a pair of crimping-irons against five
shillings the Magnet beats the Royal Adelaide ; ’ bellowed out
Green, who, having come on board, mounted the paddle-box. 4 1
say, Green ! I’ll lay you an even five, if you like.’ 4 Veil, five
pounds,’ cries Green. 4 No, shillings ; * says his friend. 4 Never bet
shillings,’ replies Green, pulling up his shirt-collar. 4 I’ll bet fifty
pounds,’ he adds, getting valiant ; 4 I’ll bet a hundred pounds, a
thousand pounds, a million pounds, half the national debt, if you
like.’” — From a Jorrock's Jaunts and Jollities a renowned
sporting citizen of St. Botolph-lane.
. Digitized by vjOOQlC
* Published by Spiers, 399, Oxford- street.
356
PROMOTIONS AND APPOINTMENTS
WRECKS OP BRITISH SHIPPING — CONTINUED FROM THE SHIPPING
GAZETTE.
[Continued from ;.ag« 383 ]
ViailLI Mini!,
Abcona
140 Active
Active Schooner
Andromeda
Ann
Betsy schooner
146 Betsy
Britannia
Bruniwick
Cam* Delight
Cere*
160 Cervantc*
Clydesdale
Derwent
Dougins
Duu barton Castle
166 Eagle
Edgar
Edmund
Kliiabcth Caroline
Elizabeth
160 Elizabeth A Mary
Kuphemia
Favourite Nancy
Francis
166 Friends
Francis schooner
Friendship
Gen. Coffin
Gleaner
170 Glengnrry
Happy Return
Harriet schooner
Holland
Hone
1/5 Industry
Industry
Janus
Jane
Jenny
|l80 Jeremiah
John & Ann
John A Eliza sub.
Kennedy
Kitty
[185 1-atona
Liberty
Liberty
Liverpool
Mary
190 Mary-ann
Mclantho
Mermaid
Oak brig
Palmyra
195 Peri!
Providence
Providence
Relief
Resolution
,200 Rowena
Sea-lark
Sedulous
SirC. M'Carthy
Spartan
206 Susanna A Mary
1 Thalia
Thoma*
Two Brothers
k’10 victoria
Vigilant
Volusia
Wanabeck brig
Wellington
Dartmouth
Newcastle
Whitby
Portmadoe
Seen water'
Sunderland
Run foul of
Aberdeen
Blyth
St. Ives
Dublin
Perth
Sunderland
St.John NB
Watts Tapers and
Tate Whitby
Howth I —
logged and | abandoned
Summer —
A foundered I
Llanelly
Buchanan
Sunderland
Ipswich
(Crew saved
N. Shields
llideford
Shield*
Pwllhcly
Ualbrkggan
Shields
Newcastle
Name on a
Montrose
Poole
Blyth
Sunderland
Belfast
Plymouth
'underland
[Jersey
.Newcastle
Liverpool
‘Liverpool
Davison
Harry
Rees
[Smith
Duncan
[Trinidad
Dublin
Blyth
|Crew saved
St. Andrews]
Lundy
Bristol
Clare
Portglaise
Newcastle
Gloucester
[Dublin
Davidson
ICardiff
St. John
Sunderland
Cork
Guernsey
Atkinsoff
by Isabella)
Ljongrldgc
Christey
VVater*
Mann
Henderson
Henderson
barque seen
Hcdley
Cuming
Heppel
Whitehaven]
Gloucester
[Sunderland
Bally-shari'
[nonl
t-anghornc
[Cuba
Shields
(Newcastle
abandoned
Demcrara
Peterhead
Loudon
Holyhead
Sunderland
Blyth
|St. Ubes
Liverpool
Sal combe
Sunderland
Uiden
Armstrong
Miehelsou
Smith
[Adams
Pearce
Grant
Smith
Sunderland
Aberdovev
Wreck sol’d
fiverpool
Vewcaatlc
Ard glass
Newport
Newport
whksi T c
lasgow
Corsica
Aberavon
Portaferrv
Off Lizard
Llanelly
Cuttack C.
ed ashore
Blacktail B.
by Black Cat
Vera Cruz
Newfoundld
London
F. William
London
by Victoria
J atnaica
Island
Houduras
Glasgow
\b. r.t\ oil
Gibraltar
Dublin
26 Feb. |
16 Feb. Crew saved.
28 Feb. One drowned.
28 July 3 drowned.
26 Feb. I
20 Mar. Crew saved.
16 Feb.
|Guni!eet
Liverpool
Duubar
Vera Crus
f°
Itby
HI ark sod 0,
Crew A pas svd
by Pericles
|C. Ireland
Humber
iCapt. Roseland
48- N. 36- W. 7
16 Feb.
|S Domingo
Fraserburgh
Dungrvon B
IS. Lay reefs
'Barra
lAbcrystwith
Labnta P.
C. Ireland
]Sunlcriand
Sunderland
Turks 1.
Fraserburgh
Dublin
! S. Jn*s N.E
Charente
Glasgow
London
not brd of since
[Algarve
Scaha n
Off Corton
I. Man
Abandoned
Off Bcachy H
Bar of Ballysh
[Newton
Worms Hd
19 Feb.
16 Dec.
26 Feb.
F’eb.
1# Jan.
12 Feb.
20 Feb.
24 Feb.
Feb.
Mar.
13 Mar.
20 Jan.
Mar.
April
4 March
Feb.
Feb.
27 Feb.
29 Nov.
24 Feb.
Feb.
16 Dec.
Bristol
[not heard of|i
London
Y arrnouth
[in 42- N. II
London
Shetland
Shields
Lane aster
Puhljn
jat Madras for
[Teresa
Lisbon
Liverpool
Newcastle
Bristol
Cork
Halifax
Swansea
I Berhice
Youghal
lArdgnM
(Hook 8.
since
Humber
N. Sea
W.
Foundered
S. Head
Vera Cruz
Holy I.
Shields Entr.
llossall rt.
Wcser
Humber
Abandoned
P w tM gnl ' !.
Rcdcar
[Skerries
Penzance
[sheringham
Holdfast B
Pacasmayo
Lough Foyl«
54JOO rupcea
Tercera
Cascaes B.
C. Ireland
Scilly
Foundered
Skerries
[Bidefoed
Abandoned
WBIR rilTICCUR*.
I
Crew saved.
Crew drowned
9 Feb.
17 Mar.
[21 Mar.
1 26 Mar .]
19 Mar.
6 Mar.
25 Feb.
24 Mar.
[30 Mar.
16 Feb.
17 Feb.
•20 Mar.
•21 Nov.
24 Feb.
12 Mar.
23 Mur.
lOFeb.
•26 Feb.
( ’zew saved.
Crew saved.
Abandoned.
Cr ew saved
Crew saved.
Crew dro wnd
Crew saved.
Crew saved.
Crew saved.
Crc H drou Md
1 Crew saved.
Crew saved.
,One lost.
Two saved
Run down.
Crew saved.
[Two drowned.
17 Mar.
Feb.
10 Mar.
1 April.
|24 Feb
>7 Mar.
1 March
1 March.)
Feb.
*24 Feb.
24 Feb.
17 Sept.
22 Feb.
March
22 Mar.
15 Feb.
17 Mar.
Feb.
9 Feb.
19 Jan.
Onedrowned.
Crew saved.
[Crew drowned
13 drowned.
Crew saved.
Crew saved.
Crew saved.
Crew saved.
Crew saved.
Crew lost.
Five saved
Crew dro wnd,
Crew saved
Crew saved.
Crew saved.
Crew saved
Crew saved
Crew drowned
Promotions and Appointments.
Promotions.
Retired Commanders, at 8#. Gd. per diem:— T. Solway, W. Jameson, T. Leach,
G. Fisher, J. Mant, Edward Starley, D. Chambers, A. Stirling, W. Herritage. — Re-
tired Commander, James Brockman to the out-pension of Greenwich Hospital.
Digitized by VJaJv J 1 '
PROMOTIONS AND APPOINTMENTS.
357
Appointments.
Promoted without Appointments: — Capt T. Shepherd; Master, J. Saunders;
Lieut., P. Gallway, to be Flag- Lieut, to Admiral Sir R. Otway; T. Skinner, Com. An-
dromache, 28, — Clerk, 3. Sadler. Apollo, troopship, — Second Master, H. D. Bur-
ney ; Clerk, R. Doyle ; Assistant- Surgeon, T. Jewell. Arrow, cutter, — Lieut, to
command, B. Sulivan; Assistant- Surgeon, J. Findlay; Clerk in charge, J. Archer.
Asia, 84-, —Com. F. Newell. Athol, troopship, — Second Master, R. Mudge. Bad-
ger, — Lieut, to command, R. Percival. Bellerophon, 80, — Captain, C. J. Austen.
Britannia, 120, — Captain, H. Dundas; Mates, R. Synge, Hon. T. Spencer; Assist.-
Surgeons, W. F. Carter, W. Roberts, J. Caldwell. Britomart, 10, — Clk ., T. Broo-
man. Carron, St. V ., — Lieut, (acting) M. Thomas. Calliope, 28, — Purser, W.
Drake. Coast Guard, — Commanders, Sir B. Hagan, R. F. Gambicr, T. Mathias,
F. £. Parlby, G. A. Hoisted, Charles Walcott, J. M‘Hardy, J. Maynard, J. Morgan ;
Lieuts., R. Littlewrith, J. Foord, T. J. Yates, T. Lavington, J. Rendall. Columbia,
St V ., — Master to command, M. A. Thompson ; Second- Master, C. H. Miller. Con-
fiance, St V., — Lieut, to command, E. Stopford. Cornwallis, 74, — Assist.-Sur -
geons, D. Browne, C. Kinnear, C. Daniell Rodger, — Caldwell. Cruiser, 16, — Com.
R. H. King. Dee, St V., — Lieutenant, J. Mottley. Dido, 18, — Master, VI. Ernes.
Excellent, As.-Surg.H. Baker; Mas., H. Craven ; Mates, G. Hamilton, R. Moreman.
Goldfinch, Packet — Assist.- Surgeon, R. Chambers. Haslar Hospital. — Assist.-
Sur geons, W. Roberts, W. F. Carter. Hastinos, 74. — Mate, G. Moyle; Mids. Hon.,
E. Elliot, F. B. Quin, R. T. Bedford, R. D. Courey ; Vol 1st class, C. Adam ; Clerk,
J. J. Winsom. Howe, 120, — Clerk, W. Weaver. Lily, 10. — Purser, J. Wickham.
Madagascar, 46. — Captain, P. Wallis; Lieut., G. C. Adams; Second Master, 3.
Gallon; Assist.-Surgeon, H. Slight Malabar, 74. — Com. W. P. Stanley ; Lieuts .,
H. White, G. Kenyon, G. Harper, W. Metcalfe, A. Little, G. Dixon ; Master, J.
Thomas ; Mate, C. Powell ; Mids., D. Miller ; Naval Instructor, G. Gillhnm : Chap-
lain, Rev. J. Cooper; Surgeon, W. Bell, (a); Assistant- Surgeons, W. Lambert, John
Minter; Purser, J. Walker. Medea, St Y. — Com. J. Nott; Surgeon, J. Syme ;
Purser, J. C. Phillips ; Assistant Surgeon, H ousely. Melville, 74. — Extra Mate,
G. Rutherford; Col VoL, F. Lloyd. Meteor, StV. — Mate, A. B. Dawes. Ores-
tes, 18 — Com. W. Holt Pantaloon, 10. — AssMant- Surgeon, H. Morris. Pem-
broke Dockyard. — Superintendent Captain, S. Jackson. Pickle, 5. — Assistant-
Surgeon, W. Bayne. Princess Charlotte, 120. — Lieutenant, W. B. Oliver;
Vol. 1st class, W. Peel. Royal Adelaide, 120. — Lieut., E. T. Smyth ; Second
Master, E. Moore ; Assistant Surgeons, Dr. P. Lowry, G. St. George Bowden.
'Royal George Yacht. — Assistant Surgeon, H. Morris. Savage, 10. — Assist-Surg
A. B. Me Pherson. Serjngapatam, 46. — Lieut. J. A. Riddell. Sparrowhawk,
16. — Com., G. Elliot. Talvera, 74 .—Com., 3. Grant. Talbot, 28. — Master, J.
Biddlecombc ; Second Master, W. Mainprise ; Mates, E. Heathcote, G. Pigot ; Mids.,
H. Ingram ; Clerk, C. Syne ; Surgeon, B. Maxwell ; Assistant Surgeon, S. Donelly ;
Purser, Dyer. Termagant, 10. — Lieutenants, Woodford, J. Williams; Mate,
W. Clayton ; Second Master, Belleston Hancom ; Assist.-Surgeons, Cunningham, J.
Mcllroy; Clerk in charge, Hemet. Victory, 104. — Muter, 3. Armstrong ; School-
master, H. Hunt. Winchester, 52. — Lieutenant, F. Lowe.
Movements of Her Majesty's Ships in Commission.
At Home.
Andromache, 28, Captain R. L. Baynes, fitting for West Indies. Apollo,
troopship, Mr. E. Karley, Portsmouth. Athol, troop-ship, Mr C. Bellamy, 18th
April, sailed for Quebec. Bellerofiion, 80, Captain C. J. Austen, 9th April,
arrived from Gibraltar ; Portsmouth, fitting. Cameleon, 10, Lieut -Com. J. Brad-
ley, 5th April, arrived at Portsmouth; 17th, paid off. Columbia, St V., 16th
March, arrived at Portsmouth. Cruizer, 16, fitting at Chatham. Dasher, St V.,
fitting at Chatham. Edinburgh, 74, Captain W. Henderson, 8th April, arrived at
Portsmouth ; 18tb April, sailed for Quebec with troops. Fairy, but. vessel, Capt.
W. Hewett, 2nd April, arrived at Harwich. Hastings, 74, Captain E. F. Loch,
13th April, arr. at Portsmouth to embark Lord Durham. Inconstant, Capt D. Pring,
10th April, sailed for Halifax with troops. Madagascar, 42, Captain Sir T. Peyton,
(superseded through ill health, by Captain Wallis,) arrived at Portsmouth ; 10th
April, moored into harbour. Malabar, 74, Captain Sir W. Montague, 9th April,
sailed for Cork. Meg£RA, St V., Lieut H. C. Goldsmith, 4th April, sailed for
Malta. Modeste, 18, at Portsmouth, fitting. Nautilus, 10, Lieut G. Beaufov,
Plymouth, fitting. Orestes, 18, Com. W A Holt 8th April, arrived at Portsmouth;
19th, paid ofT. Pantaloon, 10. Lieut G. Me Donnell, Portsmouth, fitting. Ter
magant, 3, Lieut. W. J. Williams, at Portsmouth, fitting.
358
BIRTHS, MARRIAGES, AND DEATHS.
Abroad.
Alligator, 28, Captain JSir G. Bremer, 18th March, arrived at TencrifTe.
Asia, 84, Captain W. Fisher, 24th March, at Malta. Babham, 50, Captain A. L.
Cony, 26th March, at Toulon. Beacon, Sur. V., Lieut Graves, 2nd April, at
Malta. Britomart, 10, Lieut O. Stanley, 10th March, atTeneriffe. Calliope;
28, Captain T. Herbert, 16th March, at t Teneriffe. Carysport, 28, Captain H. B.
Martin, 28th March, left Smyrna for England. Childers, 16, Com. Hon. H. Kep-
pel, 10th Jan., in B. Benin. Clio, 16, Com. W. Richardson, 13th March, arrived at
Gibraltar; 2nd April, at Malta. Comus, 18, Com. Hon. P. P. Carey, 26th Feb.,
arrived at Jamaica from Carthagena. Curlew, 10, Lieut-Com. E. Norcott, 12tli
Feb. left Sierra Leone. Dido, 18, Captain L. Davies, 2nd April, arrived at Gibral-
tar. Donegal. 78, Captain J. Drake, 22nd March, at Lisbon. Edinburgh, 74,
Captain W. H. Henderson, 22nd March, at Lisbon. Favorite, 18, Com. W.
Croker, 12th Jan. arrived at Cape ; 2nd Feb. remained. Griffon, Lieut G. Dun-
bar, 27th Feb. arr. at Jamaica. Harpy, Lieut. H. S. George, 27th Feb. arr. at Jamaica.
Hornet, 6, Lieut. Baillie, 9th Feb. arr. Jamaica, from Chagres. Imogen e, 28, Capt
H. W..Bruce, 31st Oct spoken in 7° S. and 154° W. Larne, 18, Com. P. Blake, 10th
Feb. left Calcutta for Rangoon. Maoicienne, 24, Captain J. Mildway, 8th April,
left Lisbon for Cadiz. Maopie, Lieut. T. S. Brock, 14th March, at Malta. Min-
den, 74, Captain A. R. Sharpe, C.B., 15th March, arrived at Madeira, with troops on
way to Quebec. Pearl, 20, Captain Lord Clarence Paget, 7th March, arrived at
Norfolk, W.S. from Bermuda. Pembroke, 74, Captain F. Moresby, 10th March,
arrived at Malta ; 2nd April remained. Pique, 36, Captain E. Boxer, 5th March,
arrived at Halifax from the United States. Portland, 52, Captain D. Price, 27th
April, arrived at Gibraltar; 7th April, at Lisbon. Princess Charlotte, 104,
Captain A. Fanshawe, 2nd April, at Malta. Py lades, 18, Com. W. L. Castle, 2nd
Feb. at Cape; arrived 23rd Jan. Racehorse, 18, Com. H. W. Crawfurd, 18th Feb.
left Lisbon. Racer. 16, Commander J. Hope, 10th February, rrived at Jamaica.
Rainbow, 28, Captain T. Bennet, 25th February, arrived at Jamaica fTohi Vera
Cruz. Rapid, 10, Lieut. Hon. D. R. Kinnaird, 2nd April, at Malta. Rattle-
snake, 20, Captain W. Hobson, 10th Feb. left Calcutta for Rangoon. Rodney, 92,
Captain H. Parker, 2nd April, a^ Malta. Rover, 18, Com. C. Eden, 25th Dec.
left Valparaiso for Quilla. Russel, 74, Captain Sir W. H. Dillon, 27th March,
left Malta for England. Sappho, 16, Com. T. Fraser, 24th Feb. arrived at Jamaica.
Satellite, 18, Com. J. Robb, lltli Feb. arrivedat Halifax. Scorpion, 10, Lieut-
Com. C. Gay ton, 25th March, left Malta for Barcelona. Scout, 18, Com. R. Craigie,
13th Jan. arrived at Ascension. Scylla, 16, Com. Hon. J. Denman, 22nd March, at
Lisbon. Seringapatam, 46, Captain J. Leith, 15th Feb. arrived at Jamaica from
Barbados. Serpent, 16, Com. R. L. Warren, 10th Feb. left Jamaica. Snake, 16,
Com. A. Milne, 16th Feb. arrived at Jamaica; 3rd March, sailed for Carthagena.
Thalia, 46, Captain R. Wauchop, 2nd Feb. at Cape. Thunder, Sur. Ves., Lieut
E. Barnett, 10th Feb. arr. at Nassau. Trinculo,1G, Com., H.E. Coffin, 22nd Mar.,
at Lisbon. Tyne, 28, Captain J. Townsend, 2nd March, arrived at Malta. Van-
guard, 30, Captain Sir T. Fellowes, 2nd April, at Malta. Victor, 16, Com. R.
Crozier, 7th Feb. arrived at Calcutta from Madras. Wanderer, 16, Com. T.
Beechby, 1 4th Feb. arrived at Jamaica. Wasp, 16, Lieut Crozier, 26th March,
left Malta for Naples. Wellesly, 74, Captain Sir F. Maitland, 24th Jan. arrived
at Ceylon. Wolf, 10, Com. E. Stanley, 12th Dec. arrived at Trincomalee. Wol-
verlyne, 16, Com. Hon. E. Howard, 5th April, arrived at Gibraltar. Zebra, 16,
Com. R. Me Crea, 1st Jan. left Calcutta for Penang.
tttrtfc.
At St Lawrence, Isle of Wight, the
lady of Lieut. Keane, R.N., of a son
and heir.
At Southfield, Ryde, Isle of Wight, on
Friday, 26th January, the lady of Lieut.
Jas. Geo. Mackenzie, R.N., of a son.
At Southsea, the wife of Jason Lard-
ner, Esq., surgeon, R.N., of a daughter.
At Weymouth, on the 26th March,
the lady of Lt Kcatley, R.N., of a son.
At Southsea, on the 20th March, the
wife of Lt. C. Holbrook, U.N., of a son.
At Titchfield, on the 19th March, the
lady of George Young, Esq., Commander
R.N.,ofa son.
At Haslar, on the 20th inst, Mrs. Lee,
wife of Lieut W. V. Lee, of H.M.S.
Victory, of a son.
Carriages.
At Plymouth, Alfred Howard, Esq.,
of Melbury- terrace, Dorset-square, Lon •
don, to Emily, daughter of Captain Sir
J. J. Gordon Bremer, RN., of Compton,
Devon.
BIRTHS, MARRIAGES, AND DEATHS.
359
At Ringwould, Kent, on the 7th April,
Lieut H. E. Wingrove, RN., to Sarah,
youngest daughter of the late John Mor-
rins, Esq., of the Archbishop’s Palace,
Canterbury.
At Quebec, Lieut J. Orlebar, RN., to
Harriet, daughter of — Hale, Esq., Re-
ceiver- General of Lower Canada, grand-
daughter of Lord Amherst
At Bideford, North Devon, on the 26th
March, the Rev. Francis Richard Begbie,
Fellow of Pembroke College, Cambridge,
and Vicar of Diseworah, Leicestershire,
to Elizabeth Jane, youngest daughter of
Vice-Admiral H. R Glynn, of Bideford.
At Gibraltar, on the 9th Feb., by the
Rev. J. Buchanan, Chaplain to the Forces,
Mr. Charles F. Stevens, of H.M.S. Min-
den, to Mary Eliza, daughter of the late
Captain J. Mullenger, ofthe 10th Infantry.
At Poole, by the Rev. P. W. Jolliffe,
W. Overell, Esq., solicitor of Ringwood,
to Fanny, eldest daughter of the late
Captain Deen, RN.,of the former place.
At Fordham church, by the Rev. M.
Dodd, Lieut. R C. Tomlinson, R.N., of
Braintree, Essex, to Mary Penelope,
eldest daughter of the Rev. M. Dodd,
Rector of Fordham, Essex.
At Bath, Captain W. Robertson, RN.,
to Elizabeth, daughter of the late H.
Pater, Esq., of Bristol.
At Clifton, on the 20th March, Thos.
Foreman Gape, Esq., of St. Albans, to
Fanny Louisa, eldest daughter of the late
Vice-Admiral Thomas Wooley.
At Greenwich, John Taylor, eldest son
of the late John Bracey, Esq., of North
Yarmouth, to Elizabeth Holden, Becond
daughter of Lieut De Montmorency,
RN., of Greenwich Hospital, and grand
niece of the late Lord Viscount Frank-
fort de Montmorency.
At Maitland, New South Wales, Robt.
Pringle, Esq., of Carrington-park, II un-
ter’s-river, to Miss Inches, eldest daugh-
ter of Johu Inches, Esq., RN., and sur-
geon to the Australian Agricultural Com-
pany.
At Freshford, L. H.Wray, Esq., Com-
mander, RN., to Charlotte Eliza; and
at the same time, Walter Ettrick, Esq.,
son of the Rev. W. Ettrick, of High
Barnes Park, in the county of Durham,
to Sophia Cumberland, eldest and third
daughters of Commander E. Burt, RN.
At Turnworth, on the 16th April, by
the Rev. Thomas Tyrwhitt, Lieutenant
J. Groves, RN., of Up way, to Harriett,
daughter of the late Mr. Levi Groves,
of Minterne, Dorset.
On the 7th April, at Ringwould, Kent,
Lieut H. E. Wingrove, royal navy, to
Sarah, youngest daughter of the late
John Monius, Esq., of the Archbishop’s
Palace, Canterbury.
States.
At Southsea, aged 71, Rear-Admiral
John Hayes, C.B.
At Tudor Lodge, Cheltenham, Jan. 21,
Rear-Admiral Robert O’Brien, on the
retired list
At Teignmouth, in Devonshire, on the
10th March, Rear Admiral George
Tobin, C.B.
At Stainton, Yorkshire, R Worsley,
Esq., Vice-Admiral of the White, aged 70.
On the 21st March, Vice-Admiral
Hon. Philip Wodehouse.
At New York, suddenly, on the 30th
January, Captain Thomas Barclay, of the
royal navy, (1834,) in 45th year of his
age.
At his residence, in St Thomas, aged
69, Captain John Green way, RN.
In Cornwall, on the 23rd March,
John, only son of Captain Thos. Searle,
C.B., of her Majesty’s ship Victory.
At Florence, on the 10th March,
Captain Lord Selsey, in his 61st year.
At West Lodge, Bexley-heath, Kent,
on the 30th March, Selina, wife of Capt
Badcock, RN.
On 25th Feb. in the Naval Hospital,
Malta, Lieut Wm. Arlett, who com-
manded her Majesty’s steamer Confiance.
At Bath, on the 17th March, Captain
Henry Haynes, royal navy, aged 61.
On his passage to England, on the 14th
March, Captain Southey, RN., late har-
bour-master of Dcmerara.
At Chicester, lately, Commander Geo.
F. Dixon, lately serving in H.M. ship
Caledonia.
At Maidstone, Ann, relict of Lieut
Pearson Boys, RN.
At West Cowes, on the 20th March, of
consumption, Ellen, youngest daughter
of Mr. John Bates, RN., Secretary of
the Royal Yacht Squadron, aged 19.
At Gorticross, County Down, Alex-
ander Gilfillan, Esq., surgeon, RN., in
his 45 th year.
On the’ 28th March, after a few days’
illness, Rufaue Appleby, sixth son of
Commander Pritchard, of H.M.S. Done-
gal, aged five years.
At Heath, near Wakefield, on the 20th
of January, W. Mills, Esq., Lieut, of the
RN. of Wellington, Durham, aged 41.
At Antigua, Lieut Owen, command-
ing the Carron steam- vessel.
At Farleigh Priory, Maidstone, on the
21st March, in his 75th year, Sir John
Deas Thomson, K.C.H., F.R.S., and
F.L.S., late Commissioner and Account-
ant- General of the Navy.
A few days since, Captain Parkinson,
RN., 1808.
Lately at his residence, Teddington,
Middlesex, John Weymouth Esq., M.D.,
formerly a surgeon in ibiuniy^.
360
METEOROLOGICAL REGISTER.
Lately, at Alphington, Commander
William Notter, R.N., retired.
At Chew Magna, Somersetshire, on
the 24th ult., Alexander White, Esq.,
surgeon, R.N.
In France, Lieut Isaac Haberfield,
R.N.
On the 11th March, at 17, Portugal*
street, Lincoln’ s-inn, John Elias, eldest
son of the late Lieut W. Drew, R.N., of
consumption, in his 16th year.
At Cheltenham, Commander C. S.
Timins, R.N., in his 66th year.
AtTier residence, Brighton, on the 16th
April, Sarah Isabella, eldest daughter of
the late Admiral John Brisbane.
At Stonehaven, in his 63rd year, Wm.
Donaldson, Esq., surgeon, R.N.
At Clifton, on the 1 0th April, Henrietta
Barwell, second daughter of Captain
Peter Rye, R.N.
At Deal, Commander John Clayson,
aged 70.
At Taunton, Commander C. Spencer,
R.N., aged 85.
Lately, at Mile- end, Portsea, Mrs. E.
H. Jeans, aged 50, widow of the late
Lieut. Jeans, R.N.
Meteorological Register,
Kept at Croom’s Hill, Greenwich, by Mr. W. Rogerson, of the Royal Observatory.
ORIGINAL PAPERS.
June, 1838.
Submarine Volcano near the Equator. — Atlantic Ocean.
The attention of the Academy of Sciences at Paris has been lately
occupied by the subject of submarine volcanos in the Atlantic ocean.
We find in the Comptes Rendus for April last, a paper by M. Daussy,
read on the 5th March, containing a collection of the statements which
have been made from time to time by different vessels, and from
which he concludes that the shocks experienced by them about twenty
miles south of the equator, on the meridian of 20° or 22° W. longitude,
indicate the existence there of a submarine volcano. M. Daussy
alludes to the appearance of these phenomena near the Western
Islands, and the more recent one of the present Graham shoal in the
Mediterranean, in justification of his conclusions ; and makes some
remarks respecting the difficulty of erasing the numerous vigias from
the charts, in which we perfectly coincide. The authority for erasing
these bugbears, to seamen, must be founded on strict and frequent
search — such as that commenced in our chart of the “ Eight Stones,”
a danger which may be considered as one of that genus. At the same
time that we rejoice to see so interesting and important a subject in
such able hands as those of M. Daussy, we are relieved from the neces-
sity of translating his paper, by referring our readers to our volume for
1835, (No. 4, first series,) in which they will find enumerated seven of
the instances adduced by him, in a communication from our valuable
correspondent, Mr. Purdy, whose attention was directed to this subject
by the extraordinary instance related (in p. 577, same vol.) by Captain
Middleton, which occurred to the barque “ Crown,” of Liverpool.
The effect of a submarine eruption on a ship is described, by those
seamen who have experienced it, to be similar to that of dragging
the ship bodily along a roughly paved road ; or like that violent
shaking which the chain cable produces when running through the
hawse ; and this effect appears to have been felt in a greater or less
degree in the various instances now brought forward. The following
are two further accounts respecting this submarine volcano, which M.
Daussy has added to those in the Nautical Magazine. The first is
from the journal of Captain Jager, commanding La Philantrope, of
Bordeaux.
ENLARGED SERIES. — NO. 6. — VOL. FOR 1838. 3 A
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362
NOVA SCOTIA LIGHTHOUSES.
“ On the 25th January, 1836, at nine in the evening, being in about
0° 40' S. latitude, and 20° 10' W. longitude, we felt an earthquake,
which made the vessel shake during three minutes, as if she were
scraping along a bank, and to such a degree that I was certain she was
aground.” Further on, he says, “ From the 13th to the 16th of March,
we were in sight of an American vessel, the St. Paul, of Salem, going
to Manilla. This vessel which we had seen on the line, had felt the
same earthquake that we had experienced, and at the same hour.”
The last is from the Journal of the Asiatic Society, for 1836, as
follows : —
“ Mr. T. L. Huntley presents some volcanic ashes, collected at sea
by Captain Ferguson, of the ship ‘ Henry Tanner.’ These ashes were
black, and had the same consistence as those of coal. The spot where
they were picked up was 0° 35' S. and 15°50 / W., the sea being in
a violent agitation.” In a former voyage, made by the same officer,
and almost in the same place, lat. 1° 35' S. and 20° 27' W., he had
been alarmed by hearing a very great noise. The captain and officers
thought the ship had struck on a coral rock ; but in sounding they
could not reach the bottom.
The notices of this singular phenomenon having been brought under
the attention of the hydrographer to the Admiralty, the Beagle, (Cap-
tain Wickham,) on her way to her surveying ground on the north coast
of Australia, was directed to try for soundings in that neighbourhood ;
and we have the track of the Beagle across the position, with no bottom,
in two places with 190 fathoms ; one in 0° 55' S., 22° 52' W. ; and the
other in the same latitude, in 23° 23' W., the vessel’s course being due
west between them.
We cannot leave this interesting subject, without expressing the
hope, if any of our nautical readers can throw additional light on it, by
any new facts, that they will communicate them to us ; and if they
should ever pass the equator, near the above-mentioned longitude,
that they will keep a look-out for any of the indications alluded to ; and
that, if opportunity should offer, they will also obtain a deep cast
of the lead.
Nova Scotia Lighthouses.
[The following important caution to vessels navigating the coast of Nova Scotia,
has been addressed to Captain Beaufort, R.N., hydrographer to the Admiralty, by
Lieutenant E. N. Kendall, R. N.]
Sir, — I beg to communicate for your information, a circumstance
which has often caused serious loss and damage to vessels navigating
the coasts of Nova Scotia and New Brunswick* in the. spring months,
as a caution inserted in the Admiralty charts may apprize navigators
of the mistakes they may otherwise, and fatally, commit.
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NOTES ON CURACAO.
363
The farms fronting the sea coast are separated by worm fences,
which in most cases are at right angles to the coast line ; and when
their direction happens to be such that the prevalent snow storms
in winter cause a deposition, often several feet in height, to leeward
of them, which continues some weeks after the disappearance of the
snow from the fields themselves, they are exactly similar in ap-
pearance to the lighthouses on the coast, which latter are mostly
built of wood, and painted white ; and so perfect is the resemblance,
that the masters of coasters, and persons well acquainted with the
coast, are themselves often misled. I believe it is in contemplation
by the commissioners of lighthouses to paint some distinguishing
marks on them, by which these errors may be avoided.
I have the honour to be, &c.,
E. N. Kendall, Lieut. R. iV.
Notes on Curacao,
By Lieutenant A. W. B. Greevelink, of the Swedish Royal
Navy.
This island is moderately high, and can be seen at a considerable
distance from sea. The table mount situated near the S.E. end,
Ronde Klije (round rock) towards the N.E., and table mount, St.
Hieronymus, with St. Christopher’s mountain in the west, are the
most elevated parts of it ; the latter being about 400 yards in per-
pendicular height.
The soil, formed of a calcareous rocky substance, but thinly
covered with strata of fertile earth, is rendered still more barren
by long series of dry weather, and a total want of running water,
so that at present it only produces maize, some sorts of pot-herbs,
earth-roots, and a tolerable quantity of fruits, renowned for their
excellence. A few species of wood, like campeche, mahogany,
yellow, and mansanille trees, grow here and there, though in small
quantities, besides an abundance of cactus, aloe, mid other shrubs.
The only productions still exported are salt and lime, which with
the occupation of breeding large herds of cattle, and raising vege-
tables, form the pursuits of the country people. The population in
1833 according to a published statement, was 15,027 ; of whom
2,602 were whites, 6,531 coloured, and 5,894 black people. The
climate is healthy, and even favourable for the cure of some diseases.
The wind, nearly always from the E.N.E. and E.S.E., blowing
with a fresh breeze, very seldom increases to a storm. The periods
*t which it has its greatest force are when the sun has greatest
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NOTES ON CURACAO.
north and south declination, increasing with the rising, and dimi-
nishing with the setting, of the sun. The whole atmosphere is
thickened by the mist which it brings from the sea: but during
night, when there is only a gentle breeze, the air is pure and fresh,
and the sky, with its millions of glittering stars, extremely beauti-
ful. Hurricanes do not reach so far as Curacao in general, although
they now and then have crossed this way. Earthquakes are un-
known here.* Although destitute of rivers there is plenty of good
well-water ; and rain-water, collected in cisterns, is also to be ob-
tained.
The coasts of Curacgao may be considered clean, though you are
obliged to keep at least half a mile from shore, along the south side, on
account of a bank of sand and coral, extending about a cable’s length
off. To the north the coast is everywhere bluff and clean, and its rocky
shores almost overhang the sea. On the southern side there are
several harbours, the principal of which is that called St. Anne,
situated 14 miles from the east point, (point Canon,) and indisputably
one of the finest in the West Indies. Its entrance, formed by two
very low tongues of land, strongly fortified, is narrowed inward,
like the neck of a goglet, and between the batteries not more than
110 yards wide. On the eastern side stands fort Amsterdam, and
the principal town, named Willemstadt, containing 1,900 inhabitants.
On the west side stands Kif fort, and a part of the town formerly
occupied only by Spaniards, and distinguished by the name of Otra-
bande (other side.) Having passed the narrow entrance, you are
in that part of the bay called the haven, on the quays of which are
warehouses and stores, and excellent shelter, where ships of every
size may careen or refit. From the haven extends the inner part of
the bay, called Schottegat, where a hundred ships may ride in perfect
safety.
Ships bound to the harbour of St. Ann, ought to make point Canon,
and run down the coast at one or two miles distance, so as to avoid
getting to leeward of the entrance of the harbour, as the current
sets strongly to the westward. At a mile to windward the pilot or
master-attendant, will be found generally in his gig. He directs
every necessary precaution, the most common of which is, to have
a hawser ready to carry on shore, and an anchor to let go in case
the hawser should not reach it in due time, a boat to be lowered,
and your sails to be cleared up in a moment, especially when blow-
ing hard from the N.E. With the breeze large, or from the S.E.
quarter, entering the harbour is much facilitated ; because, by standing
off a little you may luff up gradually, but on the other hand, with
northerly winds, you are obliged to keep close along the reef, which
* The magnetic variation, according to my observations, agreeing with those of
other officers mentioned, is 4° E.
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LIGHT ON CAPS GRINEZ.
365
stretches a cable’s length off from the east-point of the harbour. The
best mark in coming down, is to keep the westernmost point of the
Rif fort, directly under the sharp point of Priest-mount, and the
moment you see from the fore-castle, the crane or crab situated on an
elevated spot, coming forth from behind Fort Amsterdam, you must
luff up boldly, and stand in, keeping a little to the windward-side of
the channel. Be careful that your yards are braced up sharp, previous
to coming in, and to be ready to clue up your square sails in a moment
as soon as they fall aback, otherwise, with strong gusts, you may be
driven on the lee shore of the harbour, which is not so clean as the
opposite.
This island was delivered over to Captain Frederick Watkins, by a
treaty the 13th September, 1800, to protect it, (although in open war
with the Batavian government,) against a number of French banditti,
who, under one Bresseau, were plunderiug and ravaging the country.
and it was restored in 1803. Such events of honourable confidence
in the character of an enemy, shown by governor Lauffer, and of unre-
strained generosity to protect the feeble, although an enemy against
an oppressor on the other hand, are worthy of preservation.*
A. W. Bischop Grbevelink.
Additional Light on Cape Grinez, on the South Side of the
Strait of Dover.
[Received from the French Government]
Hydrographic Office, Admiralty, May 2nd, 1838.
In November, 1837, a fixed light was placed on Cape Grinez, at the
south-west entrance of Dover Strait, in latitude 50° 52' 10" N., longi-
tude 1°35'9" E., and some accidents which have since taken place
have been attributed to the mistaking of this light for the similar light
on Dungeness, which bears from it N. 84° W. (N. 61° W. magnetic,)
distant eight leagues.
The French government, being desirous to remove all chance of
such a dangerous mistake in future, has ordered that a small additional
light shall be shown on Cape Grinez from the 1st of October next. It
will be placed fifty-five yards W.N.W. from the present light-house,
but not so high by twenty- six feet. This additional light will be
varied by a flash shown every three minutes, and each flash will be
preceded and followed by short eclipses. It will not be visible more
than half as far off as the present light, that is to say, in ordinary wea-
ther the new light will appear in sight at the distance of three or four
leagues.
* This I mention because erroneously stated in the Col. Nav., page 82. Yet the
island was taken by surprise on new year’s morning, 1807, with four or five ships,
under the late rear-admiral, Sir Charles Brisbane, and restored in 1835.
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366
ARHOWSM1T11 BANK.
Atlantic Ocean, Jaquet Island. — Vigia*
Leadenhall Street, April 20th, 1838.
Sir, — B y inserting the following in your valuable magazine, you will
oblige your obedient servant,
J.W. Nobie.
Atlantic, Jaquet Island. — A letter from Mr. John Scott, dated
Jersey, 3rd April, 1838, and addressed to Mr. Norie, states that Jaquet
Island, in about latitude 4° 53' N., and longitude 39° 29^ W. was
seen by the brig Seaflower, of Jersey, at 5 a.m., on the 25th April,
1836. On seeing the isle the vessel hove to and sounded, but no
bottom was found at 100 fathoms. The isle is half a mile in length,
and about 300 feet or 100 yards high, above the surface of the sea.
Bocks may seen extending a cable’s length from the S.S.E. cape,
which appears to be the highest land, with a vast number of birds,
such as are seen on the banks of Newfoundland. By the ship’s course
and distance, run from 6 a.m. to noon, the isle is estimated to lie in
the position above mentioned.
Mr. Thomas Le Gros, mate of the Seaflower, sketched the appear-
ance when the isle bore between E.N.E. $ E., and E. £ S. by compass ;
is sure that it is not an iceberg. Latitude at noon, 46° 50' ; course
after 6 a.m. to noon, W.N.W., or W. i S. true forty-eight miles.
Ship’s longitude at noon, by dead reckoning, (having no chronome-
ter,) about 40° 41' W.
In Purdy’s Memoir on the Atlantic, page 370, the position assigned
to the isle is, latitude 46° 55', longitude 39° 30'.
Arrowsmith Bank. — West Indies.
13, Green's Row, Chelsea, 30th May, 1838.
[The following account of a bank of considerable extent, which has not yet made
its appearance in our charts, will be read with much interest by our West India
cruisers, who are indebted for it to the attention of Captain John Arrowsmith, of the
barque Rosalind.]
Sir, I beg leave to inform you of the existence of a bank, of which I
have seen no prior notice, nor its appearance on any chart This
bank I crossed on the 18th June, 1836, in the barque Rosalind, on my
passage to Belize Honduras, in my track south of the Pedro bank and
shoals; I sounded from 11 a.m. till 1 p.m. in fifteen, and found ten
fathoms, the least water on it, although there maybe less in some parts ;
the bottom coarse corally sand. The discoloured water was seen
from the mast-head as far as the eye could discern to the northward
and southward of the ship’s track, and the extent of it in an eastern
and western direction was about six leagues.
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NEW LIGHT IN WATERFORD HARBOUR.
367
This bank may be confounded with one placed on the last Admi-
ralty chart, called Thunder Knowl, in the same latitude, 1° further
west, but having left St. John’s, Antigua, only five days previous, and
arriving at Belize, three days after the 18th, I could not be mistakeii
in the longitude, which may be depended upon within |th of a degree.
In giving an opinion to ship-masters taking this unfrequented track,
time may be saved And the distance shortened by it otherwise lost in
hauling up to sight the east end of Jamaica ; but I should recommend
it to none but tho.se well practised in night observations for latitude.
In passing to the southward of these shoals the current frequently sets
strongly towards them to the northward, and again in proceeding
westward at times, in the direction of the rocks, off cape Gracias a
Dios, particularly in the season of the norths, between November
and March, during which season it is extremely hazardous for want of
clear weather, therefore, it ought not to be attempted at the said period
by merchant ships. These remarks are extracted from journals, kept
during twenty-nine successive voyages.
I remain, sir, your most obedient servant,
John Arrowsmith.
Latitude of ship’s track across the bank .... 16° 28' N.
Longitude, about 80 28 W.
New Light in Waterford Harbour.
Ballast Office, Dublin, 15th March, 1838.
The Corporation for preserving and improving the Port of Dublin,
hereby give notice, that an additional lighthouse has been erected near
DuncannonFort, from which a light will be shown on the evening of the
1st June, 1838, and thenceforth will be lighted from sun-set to sun-rise.
Specification given of the position and appearance of the tower,
See., by Mr. Halpin, the inspector of lighthouses.
The new lighthouse tower is situate on the eastern side of Water-
ford harbour, and bears N.N.E. £ E. from the Duncannon Fort light-
house, distant cables’ length. Those two lights kept in line, will
lead in the best channel across the bar. The north lighthouse, bears
From East buoy of bar. .. • N.N.E. J E. distant If nautic miles.
West buoy of bar .... N.E. £ N. „ 2 „
Creden head .... N.E. £ N. „ 3 „
The light will be a fixed bright light. The tower is circular —
coloured white ; and the lantern elevated 121 feet over the mean level
of the sea. All the bearings are magnetic. Var. 28° 30'.
Note. — After the 1st of June next, the lower light now shown towards the bar, from
the present Fort lighthouse, will be exhibited only from time of half flood to haif ebb,
the upper light in same tower, and that towards the anchorage of passage as heretofore.
By order,
H. Vereker, Sec.
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RANDOM RAMBLES.
Random Rambles. — The Steam Boat.
By way of avoiding the annoyance of disturbing the inmates of a
large house, at an early hour in the morning, besides the delay of
parting from friends and the inconvenience of conveying luggage on
board at so unreasonable a time of the day for London vehicles, I
settled all this the evening before my departure, and slept on board
the steam-packet in which I had taken my passage. Having embark-
ed late, I found my way straight to my berth, after a few words of
recognition from the steward, who appeared to be one of those busy
active kind of beings well fitted for his station. Eveiything was
quiet on board ; a solitary lamp shed just sufficient light to show the
darkness around it, and the ripple of the tide against the vessel’s side,
or the occasional splash of an oar, was all that broke on my ear as I
composed myself for rest.
Early in the morning I was awakened by a stunning noise, the
most unpleasant I ever experienced. The cause which produced it
appeared to shake the whole vessel, and the sound re-echoed from
the beams of the cabin over my head in a manner most distressing to
hear. Being unaccustomed to steam- vessels I attributed it to some-
thing concerning the engine, but soon found from my friend, the
steward, that it was occasioned by getting up the steam. This then
was the signal for starting ; the day had just dawned, and I was
quickly tempted by the fineness of the weather to make my appear-
ance on deck, and unobserved, to observe the confusion and hurry of
those who had not been so provident as myself in embarking for their
passage overnight. Making my way as I could through lanes of port-
manteaus, carpet-bags, and boxes of all kinds, intermixed promiscu-
ously with their owners, I retired to a snug corner where I seated
myself not far from the place of the helmsman.
“ Good morning, Mr. Seaward,’* said the captain of the vessel, fol-
lowing me to my retreat — “ good morning, sir ; a fine morning for
our work.” I had scarcely time to acknowledge the recognition of
the worthy old tar by a hearty shake of the hand, than he was sum-
moned away to adjust some matter to which his presence was indis-
pensible. Jack Weatherall, the captain of the vessel, was the very
beau ideal of a sailor. Honesty, happiness, and good nature, sat in
his weather-beaten countenance ; his frame was stout and athletic,
well adapted to meet the arduous duties of his station, and the truck-
shaped hat on his head, the low crown of which was overcome by its
broad flat rim, displayed a polish from the tar-brush which would
almost rival Mr. Warren’s best, and dubbed him at once one of
Neptune’s own.
The confusion on deck began to subside ; the motley collection of
trunks, See., had disappeared, and some parties quietly arranged them-
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RANDOM RAMBLES.
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Selves on the seats prepared for them, while others, in groups, were
engaged discussing among other matters the prospects of the voyage
before them ; and here and there were one or two parading the deck in
what they thought true nautical style. Suddenly all conversation
ceased, the attention of every one was directed to the engine as it
gradually acquired motion, the paddles soon attained their full volo.
city, and amidst the waving of handkerchiefs and hats on shore and
on board, we set out on our voyage.
It was one of the finest mornings in the month of June, the mudc /
face of the Thames was undisturbed, but for the service of man, while
the face of nature rejoiced in the serenity of the weather, and anima-
tion and hilarity prevailed among all on board. As we passed down
the river I could not help feeling a kind of satisfaction at that good
taste of his late Majesty, which induced him, when he was Lord High
Admiral, to order the removal of certain pirates who were hung in
chains on the bank of the river. They remained dangling about in
the air, disgusting objects to behold, at once destroying the beauties
of the scenery, a reproach to Englishmen from every foreigner who
passed them.
“That’s a noble establishment, Mr. Seaward,” said Captain Wca-
therall to me, as he turned from a group of his passengers to whom he
had been pointing out the Seamen’s Hospital, called the Dreadnought.
There she lay floating like a huge mountain on her own element,
brightly painted and decorated with the motto, — “supported bY
voluntary contributions.” 44 Yes, Captain, Englishmen may look
on her with pride, said I, and wdien foreigners pointed to the gibbet
they could point to her as one of those glorious institutions which
reflect honour on the character of Englishmen.” 44 She was first placed
there, Mr. Seaward, in 1821, and a deal of good has been done by
hersince. You see, sir, the benefit of the hospital is open to seamen
of all nations ; and the poor fellows are not only cured but allowed to
remain on board a reasonable time till they have found a berth with
health and strength enough to keep it.”
We were now off Greenwich, the vessel’s way being stopped to
receive some passengers, and the position in which we lay was perhaps
the most favourable that could have been chosen for viewing that
noble fabric, the asylum of our naval veterans. 44 Ah,” said Captain
Weatherall to me, 44 there’s as tight a fellow laid by among the tars
there, Mr. Seaward, as ever screwed up a weather-eye. I mean Sir
Jahleel Brenton, sir, the lieutenant-governor. I had the honour of
sailing with him when he lost the Minerva ; and if he had taken the
finest frigate in the French navy, he could not have behaved more
nobly. May be, sir, you may not have heard the rights of the story.”
As Captain Weatherall said this his attention w as attracted by a boat
just come alongside with passengers, w'hich only raised my curiosity the
more until he was enabled to rejoin me, when he thus commenced : —
ENLARGED SERIES. — NO. 6. — VOL. FOR 1838. 3 B
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RANDOM RAMBLES.
“ It was on 2nd July, sir, 1802,” * said Captain Weatherall, return-
ing to me, having given orders to proceed on our voyage, “ when
that affair happened, and at about nine in the evening, when we
grounded on one of the cones that the French were building to form
the breakwater off Cherbourg. It was a thick fog at the time, and we
had no sooner grounded, with the ebb tide running, when away cleared
the fog, and showed us, as we lay, like a lame duck in a gutter, within
half gun-shot of Fort la Liberte, within range of a battery of 100 guns,,
and twenty-five mortars, on isle Pelee, and two gun brigs about three
cables’ length ahead of us. Well, sir, what was to be done, but to get
off as well as we could ; and Jonny Frenchman lost no time in serving
it out to us from every gun he could bring to bear. Never was a poor
unfortunate ship so mauled, and we could do nothing in return for
their favours, sir, but give them a shot or two from our forecastle
guns.
“ Well, sir, as I was saying, this was all very fine fun for Johnny, but
the skipper was not for letting him have it all his own way, so while
some were lightening the ship abaft, and getting some guns on the fore-
castle, the launch was hoisted out and sent with her cannonade to
exchange a few compliments with the gun-brigs, by way of taking
their attention off the frigate. But, sir, we wanted a craft big enough,
to carry out an anchor for us to heave off with ; and as we had none
of our own, why, the captain thought, sir, it would be just as well to
borrow one of the Frenchmen, as they were dealing out their favours
so lavishly upon us. So with that, sir, the barge and yawl were sent
away under the. command of one of the lieutenants, with orders to
bring one out to us, and this he did, sir, in gallant style, from under
the very batteries. Well, sir, when we got her alongside, she was full
ofstones, and it was necessary to lighten her, so she was veered
astern that she might not make more shoal water for us ; and by the
time she was ready under the bows, for the anchor, it was midnights
W ell, sir, in spite of the shot which hulled us continually, and the
prize too, the carpenters plugging up the shot-holes as fast as they
were made, the anchor was got into her, and she was towed out by all
the boats to the proper position for the anchor to be laid in. They could
see what we were at fast enough from the shore, and the gun-brigs
and the batteries, kept a smart fire on the boats all the time ; but they
were all got alongside again safely after the work was done ; and tight
work, sir, it was too.
“ Well, Mr. Seaward, as you may suppose, we had got into a precious
mess. What w ith the fire from batteries and the brigs, which latter
we should have taught how to behave themselves if we had not been
* This is an instance of inaccuracy in James’s Nava] History, as I have since
ascertained, who give* but a sorry account of the affair, and dates it in 1803. James,
however, had many difficulties to coutend with, and deserves great credit for what he
has done.
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371
hard and fast aground, things seemed to be getting worse ; for though
it was a start calm by three in the morning, the tide had not flowed
sufficiently to allow of our heaving on the anchor, and Captain Brenton
gave orders to prepare to burn the ship. The first thing to be done was
to look after the wounded ; so the French lugger was got alongside with
the frigate between her and the guns ; and we had no sooner got them
into her, than away went both her masts, shot away by the guns of the
batteries ; the shot passing clean over our gangways. There was a
bit of a breeze just springing up, too, but we had not a stick standing
to make sail on in her, so we had to get the wounded back again to
the cockpit, and set about getting the frigate under way, as the tide
was rising high enough for us. Never shall I forget that night,
sir. The ship’s company were sent below, till we could heave at
the capstan, for nothing more could be done, d’ye see, sir, but to lie
still, for it was getting daylight, and seeing us more distinctly from
the batteries, the Frenchmen had a better mark to aim at. Well, sir,
about four in the morning, the bars were manned, and we kept heav-
ing a heavy strain on the capstan, while some of our fine fellows were
sent below, wounded. Nevertheless, I never saw men do their duty
better. There was no flinching, sir ; the men liked their captain, d’ye
see, sir ; and they did their duty steadily and nobly, like him, though
they were dropping like larks nearly every minute.
“Well, sir, we had been heaving about for an hour in this way when at
last she started ofi*, and we made all the sail we could to a light breeze,
with our head off shore. Well, d’ye see, Mr. Seaward, the ship had
steerage -way — for we had cut away the lugger, and some of the boats
went with her — and in a few minutes more we should have bid
our friends good morning, when the wind gradually died away, and the
flood-tide drifted us right into the harbour ; and left us again on one
of the cones, just as bad as we were before. There we lay, sir, with two
fathoms under the main-chains, for the batteries to amuse themselves
with, worse than ever. Ah! Mr. Seaward, if there had been such a craft
in the way as this under our foot, we should have let them know a very
different story. It was a fine morning, sir ; the water was as smooth
as glass ; and the lift of the swell was just enough to help the tide to
fix us well in the cone. A steamer, you know, Mr. Seaward, would
have been just the thing to have helped us off; but in those days we
had hot water enough, without steam, sir.” “Yes, Captain Weatherall
I suppose that the introduction of steam navigation will be the means
of bringing matters to an issue more readily, in the event of this coun-
try being involved again in war.” “ No doubt, Mr. Seaward, gun-
powder and steam together, will keep us all alive, sir, and our neigh-
bours too ; but people seem to have come to their senses, and have
found something better to do than going to war.” “ Well, but let us
hear how you got out of your scrape at Cherbourg, CaptainWeatherall ?”
“ Ave,Mr, Seaward, as I was a saying, and a precious scrape it was too !
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RANDOM RAMBLES.
J never passed such a night, neither before nor since. I was a younker
then, sir ; did’nt know the catheads from the boat's davits. As soon
as the captain found how things were, he sent all the people below,
and consulted his officers as to what was best to be done ; and it was
about an hour after that he determined to give up the ship, for the
batteries were firing away all the time ; and as we had no means of
saving the crew now, it would have been throwing men's lives away T
d'ye see, to have set fire to her. Well, sir, the colours were hauled
down, and soon after a four- oar etj boat came to us from one of the
brigs ; and as soon as the captain had assured the officer in her we
had struck our colours, he came on board, and had the honour of
receiving his sword. Well, sir, there was a dispute afterwards, between
him and the commandant of the batteries, as to which should have the
captain's sword, and the captain was referred to by way of settling it.
I shall not forget the answer he gave them, sir : the captain of the
brig did not like it ; but it was the truth, and just such an answer as
he might have expected from a British seaman. The captain said,
distinctly, sir : ‘ Had it not been for Fort la Liberte, with seventy-five
guns and twenty mortars, and Fort de l’lsle Pelee, with one hundred
guns and twenty-five mortars, I should have manned my boats, and
taken possession of the two gun-brigs, to carry my people to England,
in the event of it being necessary to destroy my ship.’ And so it was,
Mr. Seaward • why you know it was the batteries that captured the
frigate. However, sir, they got her off the cone afterwards, and she
was employed in the French service ; and when Captain Brenton and
his officers and crew returned to England, they were honourably
acquitted for the affair."
Captain Weatherali had scarcely finished his story, when a fine*
little girl, which had been playing and running about the deck, to the
amusement of some of the passengers, tripped over a rope, and fell
headlong overboard through the gangway. All was consternation in
a moment ; the engines were stopped, and every one ran simultane-
ously to the side on which the accident had happened. But the fore-
most was a large Newfoundland dog, which seeing the child fall,
instantly sprang after her, and caught her by the clothes, as she waa
struggling in the water. Happily a boat was towing astern of the
vestfcl, when two or three active fellows jumped into her, and rescued
the poor child from drowning. She was much exhausted when brought
on board. As for the dog, he received caresses from every one. The
feelings of the parents may be better imagined than described. If it
was distressing and painful to see them while the life of the child waa
in imminent danger, the gratification of recovering her overcame the
feelings of others besides them ; and a tear of joy was shed by many
at her deliverance. The incident served to introduce people to each
other, they seemed to become better acquainted ; the cold reserve
which I had observed in some had vanished • and though a little
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blame was murmured here and there, every countenance beamed with
joy at the safety of the child, and we were once more steaming merrily
down the river.
At this moment, Captain Weatherall came up to me, to point out
the Centurion, Lord Anson’s ship, in which he sailed round the
world. 44 There she lays, Mr. Seaward,” said he, pointing to a hulk
lying moored alongside the dockyard at Woolwich ; 44 and she has been
a prison-ship, sir, these last twenty years. They say, sir, that her
figure head was placed by his late Majesty in Windsor Castle.” 44 He
knew the worth of naval trophies, Captain Weatherall, for he has done
his part towards gaining them.”
44 That’s the place,” said one of the passengers, to another near me,
pointing to the entrance of the river Lea, as we passed it; 44 that’s the
place where the Thames Haven Company are about to construct
docks and warehouses for steamers and vessels, from whence passen-
gers and goods are to reach London by a railway, in about an hour or
two, instead of being delayed by the intricate navigation of the river,
and running foul of vessels passing up and down ; besides the risk of
running down boats, even at the reduced speed which they are obliged
to adopt” u Aye, and a good scheme it is,” added another, near the
speaker, 44 for all the world knows enough of these accidents ; they are
too common a great deal.” 44 But see the advantages,” continued the
first, 44 a quicker passage to town, aH accidents of the river avoided ;
and when they become established, it will be the means of reducing
also the number of vessels which crowd up the river, to the manifest
inconvenience of every one, as well as to the disfigurement of it.”
Every one seemed to think the scheme a good one ; and, considering
the objects and advantages which it contemplated, I could not help
thinking the same.
As we passed successively down the various reaches, as the day drew
on, the wind freshened, and being more exposed than in the upper
part of the river, its effects were more readily felt on the deck of the
vessel. Although a fine day, the wind was searching, and some of the
passengers who remained on deck began to wrap themselves up,
and to find out a snug eorner sheltered from the spray, as it was blown
over the bows of the vessel. The odd remarks which were drawn
forth at first, as each new object presented itself, gradually became
less numerous; and as we approached the Nore, I found thaj; even
the musicians, who had with becoming perseverance stuck to their
calling till now, laid aside their instruments, as their listeners seemed
more inclined to attend to their own business than to their music. In
fact, the vessel began to feel the effects of the ground-swell at the
mouth of the river, and as the sea got up, the barometer of the ani-
mal spirits of those on board fell in the same ratio.
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CHRONOMETER RATES.
Chronometer Rates.
Plymouth, 15th Feb., 1888.
Sir, — It has been to me a matter of astonishment that no well authen-
ticated position has been publicly made known suitable for the pur-
pose of rating chronometers on board ships in Plymouth Sound. I
believe that even men-of-war are in the habit of proceeding to sea*
with the errors and rates ascertained on shore, at Mr. Cox’s, (agent
for Government chronometers,) when it is well known that these rates
are invariably altered on the chronometers being deposited on board
ship.
Now, it happens that officers interested in the chronometers, have
frequent opportunities of landing on the breakwater, between the
times of receiving them and the sailing of their ship : if, therefore*
they can depend upon the latitude and longitude of a particular spot
on the breakwater, they may sail from Plymouth with a satisfactory
error and rate, even should circumstances prevent their taking equal
altitudes. As a position for this purpose, I beg to recommend the
easternmost landing place, where are several large stones, three or four
feet in height, (built up, I believe, to protect the landing place from
the sea in bad weather,) well calculated for observing on. The lati-
tude of these stones is 50° 20' 3" *3, and longitude 16m. 32s. 25', for
verification of which, I submit the following observations, trusting
they may answer the purpose intended.
I remain, sir, your obedient servant,
T.
Time by (E.) Twice 0
alt. 1.1.
h. m. 8. ° ' "
1 23 59 29 11 40
25 5*7
25 23
25 40 6
27 20*7 ... 28 26 40
E. slow on G.M.T. 2h. 5m.
February 11th, p.m.
Peak of Mew Stone.
O n.l.
o tt
o t tt Q True bearings, S, 44 58 30 W
90 31 00 Diff. of bearings, 90 52 30
34 50
38 40 Mew Stone S. 45 54 0 E.
Horizontal angles measured.
Mew Stone Peak ...
Penlee Beacon
115° 0' 0"
Drake’s Island
Penlee Beacon.
}
104° 27' O'
By Trigon. survey of England.
Latitude,
o / tt
Mew Stone 50 18 31
Penlee Beacon, 50 19 26'3
Drake’s Island, 50 21 22*4
Longitude.
o / tt
4 5 32 6
4 10 401
4 8 17*0
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APPROPRIATION OP SEAMEN’8 DUBS. 375
Working out the triangles, and taking each place as a station, the
latitude and longitude of the landing place will be
Latitude. Longitude,
o in o r ft
Deduced from Penlee Beacon 50 *20 3’3 ... 4 8 4*6
„ Mew Stone ... 50 20 3*3 ... 4 8 2*4
„ Drake’s Island, 50 20 3*4 ... 4 8 4-5
Mean... 50 20 3*3 4 8 3*8
or lCm. 32*25s.
“Note. — I understand Captain King’s position was near this landing place, but
the exact spot I am unable to find, the stone having been washed away several years
ago. His longitude, according to Mr. Cox, was 16m. 31'54s.
The Appropriation op Seamen’s Dues.
Peckham, 6th April, 1838.
There is no subject that more concerns the general body of Mer-
chant Seamen, than that agitated in the last number of the Naulical y
by a “British Ship Master:” — namely, the Appropriation of
Seamen's Dues.
So important is this question, and so little is it understood, that I
feel it to be the duty of every British ship-master, to turn his attention
to it, with a determination to obtain for the maritime community a
control over the thousands of pounds which they are annually
obliged to contribute : — a control which is enjoyed as a right, by the
members of every other benefit club in the kingdom. To assist the
inquiries of your correspondent, and to excite, inquiry in others, pro-
bably the following statement will be sufficient ; the remarks which
follow will have the same tendency.
“ Merchant seamen’s office, No. 25, Birchin-lane, March 13, 1838.
An account of the receipts and payments of the corporation for relief
of seamen in the Merchant Service, their widows and children, pur-
suant to the 20th Geo. II., cap. 38, and 4 and 5, William IV., oap.
52, for the year 1837.
“ Income.
“ Balance, cash from 1836 £1,744 13 5
Duties, from London vessels 10,078 10 0
Out-ports, balance of accounts 3,340 10 9
Dead men’s wages, forfeited 8114 0
Interest of stock 1,617 0 0
Benefaction from David Salmon, Esq.,.* 10 10 0
£16,873 3 2
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376
APPROPRIATION OF SEAMEN'S DUES.
“ Expenditure.
“Pensions £7,181 12 6
Temporary relief 782 12 3
Seamen's Hospital Society 461 14 4
Expenses of management 1,029 9 11
Consolidated 3 per cent. Annuites for 2,000/. 1,810 0 0
Old South Sea Annuities for 3,000/ 2,682 10 0
13,947 19 5
Balance 2,925 3 9
£16,873 3 2
“ By order of the committee, “ W. Watson, Sec .* 9
This is all that the self-elected governors of the Seamen’s Society
think it necessary to communicate on the money affairs of the seamen
of England. Upon what pretence think you, sir, is it considered
sufficiently comprehensive ? Because it is held to be a charitable
institution, receiving the bounty of voluntary subscribers !
Income derived from seamen, 1837., .... £16,862 13 2
From benefactions 10 10 0
£16,873 3 2
Such is the argument supplied by Mr. Watson, the secretary, — the
governors will not disown it, for they have published it, and it shows
to demonstration, that the Seamen’s society is a charitable institution,
not a benefit society; that it is supported by benefactions, not sea-
men’s dues ; and that, therefore, masters of British ships and British
seamen, have no right whatever to be more inquisitive about the
matter.
To admit that seamen are endowed with the common gift of reason,
and then to palm upon them an imposition so gross as this, would be
a master-piece of effrontery, — but the governors do not thus ; they
admit nothing of the kind ; they believe seamen are de facto and de
jure, incapable of thinking or acting for themselves. As I, however,
have a different opinion of them, I will presently make, for the exer-
cise of their faculties, a few comments on the “yearly* account.” In
the mean time, let me return to your correspondent. He regrets that
Mr. G. Lyall did not remain in Parliament, “ to do more ; ” he means
of course, for merchant seamen. This regret of the seaman is ill-
founded. Had Mr. G. Lyall been able to carry out his own views,
we should have been in a worse position than we are in now : — your
correspondent should rather regret that the timely interference of
Lord Auckland, had not been carried further ; but for him, the only
tangible and satisfactory item in the foregoing account would never
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APPROPRIATION OF SEAMEN S DUBS.
377
have had a place in it; I refer to that debited as paid to “ the Sea-
men’s Hospital, 461/. 14*. 4c/.” This annual disbursement Mr. G.
Lyall laboured ineffectually to withhold.
Up to the passing of the act, William IV., (your correspondent is
no doubt aware,) no account had ever been given of the receipts and
expenses of the Seamen’s Society. When the act passed, and seamen
were relieved of Greenwich dues to enable them to augment the funds
of the society, the legislature insisted upon the publication of a yearly
account, and in obedience, thfe annual has made its appearance in
due season ever since — a thing of twelve lines, just sufficient in detail
to answer the obligation of the law, and pervert its meaning. The
House of Commons and the House of Lords both intended that
seamen should be made clearly and fully aware of the appropriation of
their funds — nor will they be satisfied until they are. The account
rendered is insufficient ; and although the self-elected governors are
honourable men, these are no times “ to run people down under the
flag of infallibility.” — “ Pensions, 7,181/. 12*. 6c/.” indeed! Who
have they been given to ? — how awarded ? Are we to believe that the
necessities of all these pensioners were so great, and their claims by
servitude so strong, that those of the grey-headed seaman spoken of
by your correspondent were considered trifling; or shall we be
nearer the truth, if we imagine that the applicant’s case was “ deemed
a hopeless one,” because it had not the accompaniment of interest ?
But this is the question, and every seaman has a right to require an
answer to it, — Have all the pensioners been merchant seamen and
contributors ?
“ Temporary Relief, 782/. 12*. 3c/.” — It is not likely that this sum
was sufficient to assist all the deserving persons who made petition in
their distress. How much was given to each ? “ In sums of from
— to ,” might have been added surely, without imparting too
much knowledge. Then comes “ Expenses, 1,029/. 9*. lid.” How
are we to make this item out? No forced contributor knows how the
officers share ; the secretary is of course upon a good salary,— I put
him down
At £600 0 0
A clerk 150 0 0
A consulting or visiting doctor 100 0 0
A messenger 50 0 *0
Rent of office 50 0 0
Stationary, &c 79 9 11
£1,029 9 11
the division is not to be depended upon, it may not be quite correct,
but the amount is ; and thus we may learn, that for taking care of the
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378
APPROPRIATION OF SEAMEN'S DUES.
7,964/. As. 9d ., and for making out the annual account, nearly the
whole of the interest on invested capital is consumed.
Touching the “ balance, 2,925/. 3j. 9d .” — where is it? It is usual
with similar institutions, whether charities or benefit societies, to write
Cash in banker's hands
Cash in secretary’s hands
A cash balance of 2,92 51. 3s. 9d. y is a large provision for relief,
which in a year does not exceed 782/. 12$. 3d. Well may your
correspondent wish for a Joseph Humfe to super-audit accounts like
these !
But the whole afiair is in improper hands ; not three persons out
of the list of governors will pretend that they are qualified for the
office they hold. They should possess a knowledge, from practical
observance, of the habits, wants, and emergencies of seamen; a
knowledge, which can only be acquired during the course of a
maritime service. Hatters, stationers, wine-merchants, ironmongers,
ship-chandlers, sail-makers, &c., of along-shore notoriety, are not the
men to be so entrusted, however respectable and humane they may
be ; but this is the more objectionable when they have no better
assistance than they can find in a secretary as little qualified as
themselves.
If there be amongst them, however, any disposed to give satisfac-
tion in their governorship, what I append may give them a cue to the
task. Let the secretary be ordered to prepare a list of pensioners,
stating in columns, the name, age, port, service, recommendation, and
pension of each, with the date of its grant. Let a stricter system be
instituted to obtain knowledge of the death of a pensioner, lest it by
and by be asserted, that to be placed on the society’s pensidn list, is
to have gained immortality. Let the governors revise and render
less intricate the certificate they require from sick or distressed appli-
cants. It should be a strict, but not a prohibitory one. Let the list
of pensioners be printed, and annually corrected, with the account of
temporary relief, receipts, expenses, &c., and published, and copies of
such forms as may be considered necessary to be filled up for presen-
tation by seamen.
These matters would be contained in a book of less size than the
Nautical Magazine ; and if sold at one shilling each, the publica-
tion would be a profit, not an expense. But there, Mr. Editor, what am
I recommending ? Make a pension list, and publish it ! — they’ll do
no such thing, and your correspondent will need no ghost to tell him
why.
I am, Sir, your’s respectfully,
A Seaman.
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COLLIER S BOILERS.
379
Collier’s Boilers.
u Ah me ! what perils do environ
The man who meddles with cold iron.’*
Mr. Editor, — It has been my intention for some time past to
address you a few lines on various inventions ! ! of the present day ;
but a multiplicity of engagements has prevented it.
Before proceeding, allow me to congratulate you upon the acces-
sion of a correspondent of whom you have need to be proud. I allude
to Tubal Cain, who, in a spirit as philosophical and scientific as it is
correct in fact, has unveiled the mystery which was attempted to be
imposed upon the public with regard to the logs of the Indian ves-
sels, Atalanta and Berenice. I do not mean to insinuate that such
results were put before the world with a cognizance of their incorrect-
ness ; but even ignorance is culpable on such an occasion ; though I
confess, from a knowledge of the revisers of these precious docu-
ments, I have too great an opinion of their merit to give them the
benefit of the latter supposition. Tubal has proved, that instead of
their performance being great, it is very common-place ; in fact, about
on a par with Her Majesty’s vessels, where from bad management
and worse enginemen, the results are generally ten to fifteen per
cent, below well managed private vessels.
It appears that Tubal and myself are embarked in the same cause,
as just as it is honest and disinterested, to uphold the really deserv-
ing and modest schemer, but to declare war against all empirics. But
now to the consideration of our present subject — “ Collier’s Boilers.”
The first time these boilers were brought under my notice was on
board Her Majesty’s steamer Meteor, in 1834, when they were fitting
to that vessel on an experimental trial : and in order that we may
have the subject perfeotly before us, a few words may not be
thrown away on their dimensions, construction, and qualities, as
regards surface, the general test employed in boilers of common
description.
The Meteor’s engines are of the collective power of 100 horses, by
Boulton and Watt, having a cylinder of 39£ inches diameter, and
3ft. 6in. stroke ; the calculated speed being 27 revolutions per
minute. Mr. Collier’s boilers were 10ft. fore and aft by 13ft. 4in.
athwart, and 8ft. lOin. high ; and I may refer the reader to the litho-
graphic print and pamphlet published as an advertisement in the
Nautical* (December, 1837,) for their general construction. Their
absorbent surface correctly calculated was (to the water’s edge) —
* The Meteor's boilers were not exactly like this lithograph shows, the flame after
passing between the chambers, went directly up the chimney ; whereas, it is
shown to have a “flue,” and a “bridge,” as in old boilers, to which the reader will
see this alteration is an approximation ; the writer infers the new toiler for the
“ Glasgow” will possess these supposed improvements.
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COLLIER** BOILERS.
Surface of the boiler — 607*8 sq. feet.
Surface of the chambers — 726*5 ....
Total .... 1334*0 sq. feet.
Grate surface — 79*4 sq. feet.
Chimney, 30 in. — 70*6 area.
Here then we have a surface of 1,334 square feet for a power of 100
horses, with a grate surface of 79ft. 4in.
I need scarcely say to the scientific reader, that we have a great
surplus of absorbent power, and that if a failure occurs, it must be
owing to some defective principle of the construction only ; or, in
other words, that 1,334 square feet of surface, applied in the usual
way, would supply a superabundance of steam for a pair of 50 horse,
nay, even for a pair of 60 horse engines.
The vessel was finished, and ordered to Lisbon ; and, as we are
told in the advertisement before-mentioned, Mr. Collier was directed
to accompany his boiler on its trial.
It is also notified the engines made eighteen strokes in the basin,
and did sundry other things of an assumed novel nature ; such as
beating the Firebrand, (which is evidently a mistake,) with which the
boiler had as much to do as the main-mast ; for surely it is not meant
to be implied the former boilers did not produce sufficient steam
for the engine’s use, for that could be proved by a multitude.
To what cause, then, is the novelty attributed ? Had it never
occurred to the authors of this laudatory pamphlet that it must have
been a difference in the displacement of the two vessels, the one
loaded, the other light, or some such cause, entirely removed from
the influence of the boiler ; for if the engines were fully supplied, it
matters not by what means. We are also gravely informed this ves-
sel went ten knots ; this, verified, would be acceptable to her present
commander. She never, in her palmiest days, went faster than ten
statute miles, or 8*70 knots per hour.
I shall omit to notice how she reached Lisbon, or how she got back
to Falmouth, both being of little importance, although the impression
on my mind is, that a result far from satisfactory took place. If not,
what was the cause of her being ordered to^Woolwich from Falmouth,
and the boilers immediately removed, and others of common con-
struction put in? Is it, or is it not true, that these boilers cost the
Government 1,400/., and after a few months were re-sold to Mr. Collier
for about 200/. ?
I proceed now to quote from his pamphlet : “ But a saving also of
50 tons in weight, as in these patent boilers, on account of their dimi-
nished size, so much less water is required ; there is a saving of 50
per cent, in weight, room, and fuel — no heat can radiate from the boil-
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ere. Boiler supplied with hot feeding water, causing a saving of 10
to 15 per cent. Safety or breathing pipe.”
Let us consider these as they stand.
The boilers, which were worn out and removed from the Meteor,
previous to the introduction of the patent ones under consideration,
were 15 feet 3 inches forward and aft; 13 feet 6 inches athwart, and
8 feet 0 inches high ; covering a superficial area of 206 feet, and a
cubical content of 1 ,647 feet. Mr. Collier’s, by the same rule, covered
133J square feet, and had a cubical content of 1,179, a superficial
saving of 35 per cent., and a cubical of 29£ per cent. So much for
room saved.
The weight of the common boiler, with its apparatus, chimney,
grate bare, complete, was 27 tons, and the water 12 tons — 39 tons
total. This may be relied on, as it is taken from the official docu-
ments sent in by the manufacturers.
Unfortunately, we have no such means of ascertaining that of Mr.
Collier’s, but having a very accurate drawing, taken when they were
erecting on board, this problem becomes a matter of easy determina-
tion. Assuming the plates were no thicker than those used in com-
mon construction of boilers, and that the chambers were of uniform
thickness, which was not the case, we can easily determine the weight.
By an accurate calculation, it will be found to contain about 2172
square feet of plate.
Or a weight of tons 21 7 cwt. for the shells and chambers.
Grate bars and apparatus, do. 1 15
Chimney case, & water in do. 1 18
Tons .... 25 0
25 tons, or a saving in the boiler of 2 tons ! ! !
The water, by the same simple deduction, will be found at 12
inches over the flues to be 423 cubic feet, which, at 62 5 lbs. per
423 X 62*5
f°°t OAdf) ~ = I* tons 16 cwt., a saving of 4 cwt. on the water!!
or two tons 4 cwt. on the whole complete, or less than one-eighteenth.
or 5£ per cent. ; plainly showing that the decrease in weight is less
than the space they occupy, and, consequently, that they are much
heavier in proportion to their cubical content, or superficial area than
the common boilers.
Having thus disposed of the saving of 50 per cent, in weight and
room, let us turn our attention to the “ fuel,” — the only peg on which
to hang an argument remaining, for it will be generally observed, that
if room, and especially weight, be reduced so little, there must be
some great advantage in the economy of this arrangement of absor-
bent surface, to enable the patentees to put forth such wonderful
results in their advertisements, with any honesty of purpose.
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COLLIER S BOILERS.
So long as such persons as Thomas Rapson, engineer ! ! ! Thomas
Savage, and Henry Poole, X his mark, were brought forward to sup-
port this scheme, so long it was unnecessary to notice it in print ;
but when we have some tangibility, something like data, and names
are mentioned of respectability, more especially such men as Dr.Wm.
Ritchie and Professor Brand, as having witnessed the performance of
this boiler, and spoken in favour of it, it is highly necessary some
notice should be taken ; in fact as these circumstances are well known
in the profession, it will give the patentees an opportunity of explain-
ing them, if they have the power, and also show the before-mentioned
gentlemen that the experiments they witnessed are not quite so favour-
able as they.appear to imagine.
An advertisement, published in the last September and October
Numbers of the Nautical, with extracts of various letters on this
subject, is now before me, and I think we may reasonably conclude,
that this contains a statement of all the improvement, it having ema-
nated from the Globe factory so lately.
To that signed “ Charles Manby, C.E.,” I wish to draw attention.
It recounts an experiment made by this gentleman on the evaporating
power of a 25 horse patent boiler.
Thus : June 29, 1837. “ Got up steam to 4 and 4J in the guage;
in nine hours consumed 872 lbs. of coal ; evaporated 836 gallons of
water.” Mr. Manby will attest this fact. This we accept, but reject
his conclusion and deductions.
Let us examine this performance. 836 gallons evaporated in nine
hours is equal to 134*18 cubic feet, or 14*89 feet per hour, with 97 lbs.
of coals, or equal to 17 *0 cubic feet per cwt. of coal.
If we take 1 7 cubic feet evaporated with a cwt. of coal, as proof of
the economy of these boilers, it is a usual result with boilers of the
old kind, of good construction, supposing the coal used to be of infe-
rior quality, as Welsh or Staffordshire, but if it was the best New-
castle, and it is reasonable to suppose such would be used, the result
must be reduced accordingly.. Again, this was perhaps a minimum
performance, or an experiment in which the fires were husbanded and
made the most of ; in other words, the boiler was only exerting half
its power, as I shall now show. Or if it was a maximum experiment,
in which the fires were forced to their full extent, it proves that the
power of this machine, in proportion to surface, is very inferior to
the old plan.
We have, as before stated, 14*89 cube feet evaporated per hour
with a 25 horse boiler. As Mr. Collier, in his pamphlet, has appended
to his cognomen the honourable appellation of “ civil engineer,” it
would be superfluous to tell him that each horse power requires about
35 cubic feet of steam per minute for its Ml supply ; or reducing this
to water will be 1 *23 cubic feet per hour ; and as we evaporated
14 89 cubic feet in that time, we have
14*89
1*23
=12*10 horses } or steam
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sufficient to supply an engine of that power only, without any allow-
ance for waste and condensation in the pipe and cylinder casings.
This is an important fact, and one deduced from the parties’ own
data, which I have exactly copied to prevent cavil. It demonstratively
proves that the 25 horse power boilers tried at the Globe factory, in-
stead of saving 50 per cent., are not equal to their work by that quan-
tity ; and by the same rule, their powers, size, and surface, must bo
doubled ; and then, may I ask, where would be the saving in weight,
room, or fuel ?
We have examined the theoretical and experimental facts connected
with this matter, we shall now see how practical results bear
them out.
The statistical details of the Meteor’s patent boiler have been given,
as well as the fact of its having been removed from the vessel after
one voyage to Lisbon and back. Why wets this done ? Was there
no cause ? If all went on well, as we are told in the pamphlet, to the
satisfaction of many individuals, engineers, stokers, and officers of
the vessel ; if so, I ask, why was the commander’s name not produced,
as attesting the fact of plenty of steam, and a small consumption ?
Let it be observed, that Mr. Collier carefully avoids stating they
had sufficient steam during the passage out and home. One of the
stokers states, “We never lost our steam.” There is certainly some
difficulty in losing that which you never possessed ! Did the great
expansion of the chambers cause the complete destruction of their
material, producing leaks so extensive, that water could not be con-
tained in them? Why were they condemned ?
But, fortunately, we have a more recent case to refer to. The
same boilers, tried in the Meteor, were put into the Commercial Com-
pany's steamer “ Glasgow,” about three months since, and have been
tried. Were they not a failure ? And are they not now to be removed to
make way for new ones of improved construction ? On the merits of
the former we are entitled and enabled to decide ; the latter, of course,
remains in abeyance ; but we shall take an opportunity of investigat-
ing the results, and will forward you the particulars for your informa-
tion, and that of the public.
The “ Glasgow ” received the boilers of the “ Meteor,” with their
apparatus — “slow-conducting medium,” “ breathing pipe,” and all.
She made two trips from Havre-de-Grace, via Southampton; came
back to London; was laid up where she now remains, in the East
India-dock. Her engines are of the collective power of 100 horses, by
D. Napier, of Glasgow.
The consumption of coal, was it not fully equal to that of the old
boiler, of common construction ? — if any difference, greater ? And
could they procure steam sufficient only to work the engines sixteen
to seventeen strokes average per minute ? whereas, the old boilers
would produce thirty to thirty-one strokes, the proper speed for such
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collier's boilers.
an engine. If so, it agrees with what I have detailed of the twenty-
five horse boiler at the factory, that we are burning as much coal as
before, but only doing half the work. In fact, how can it be ex-
pected otherwise, when a considerable portion of the heat goes up
the chimney, and is expended on the atmosphere, in the shape of
three yards of fine flame at its top ? An examination will show this.
It was fresh painted on starting — it is now completely oxidated, aris-
ing from the spray dashing thereon, and being immediately evapo-
rated by the great heat.
The chamber might be split and patched in all directions ; but
more particularly below, where the greatest action of the fire im-
pinges ; plainly showing the circulation of the water cannot be kept
up properly.
With regard to these boilers being supplied with hot feeding water,
by a casing round the chimney — it is absolutely necessary, or the
chimney would soon become red hot ; and, as before observed, had
it been advanced in favour of this scheme, that it would do away all
chance of collision at sea by the beacon formed at its top, it would
have been its best recommendation. As far back as 1817, the plan
of chimney water- cases were common, and was continued to 1826 ;
but being found very injurious to it, a nuisance to passengers, fre-
quently, and totally useless as a saving of fuel, they were discon-
tinued. That ten or fifteen per cent, is saved by this plan, is below
my notice ; for, added to the fifty, we have sixty-five, leaving only
thirty- five per cent, to d,o the work of the old plan. This statement
alone degenerates the whole set of advertisements into contemptible
puffs. The “ slow conducting medium ” is undoubtedly good in
principle ; but are there no practical defects in its employment ? and
surely the patentees claim no novelty in this matter. Felt, put on
with a thick layer of red lead, has been used for years, and is of
great service, preventing radiation considerably ; and also has not
the same objection urged against it in case of a leak, as an outside
casing filled with pulverized charcoal, saw-dust, or other matter,
would have. In the former case it could, perhaps, be discovered
and stopped ; a most difficult thing in the latter. Other objections
exist, such as corrosion of the boiler below the coating, by the
introduction of water externally ; but which are, however, in my
opinion, not of so much importance, and much counterbalanced by
the advantages derived from its use. The patentees’ plan, then, ap-
pears neither novel in its nature, nor useful in its character.
The “ safety, or breathing pipe,” has even less claim to originality
and usefulness. We are told they may be applied on land or water.
Has it never occurred to any one that the common damper pipe
on land boilers, is one and the same with their safety affair, (in its
most important point, that of preventing explosion by working under
an open column,) effects the same purpose, and also feeds the boiler?
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In marine boilers many years since it was used for the purpose of
waking the stokers, had they slept on duty, and let the water low ; by
which means the steam rushed out through a “ whistle," and soon
brought them to their senses. But all such 44 toys " vanished as experi-
ence gained ground ; with a “ reverse valve," to prevent compression,
and the “ safety valves " made as sketches by your correspondent
44 Archimedes," in your last June number, all danger of either mis-
hap ended. For it is matter of fact, all explosions have occurred
where 4 steel-yard safety valves ” have been used only, as at Hull
and Glasgow ; and in the former case, instead of bringing a poor
ignorant man to the criminal bar of his country, it would have been
more consonant with justice to have placed those in that position,
who, aware of a full and simple prevention, put a dangerous power
under his control, which, in die moment of excitement, in the heat
of the race, he might force too far, without thinking of the awful
results which must follow. By a singular coincidence, I had just
penned the foregoing, when news was brought of the melancholy
accident on board the Victoria. It is so much to the point, that
I need say nothing more in explanation of my views. I take this
opportunity to bring your attention to a note inserted by you in
page 813, vol. I. enlarged series, appended to the letter of 44 S,” on
steam navigation.
You are pleased to say, some portion of my first communication
regarding the extent of expansion* used by various engineers, was
foreign to the subject. And, with all deference, it was most pertinent,
as the detail proved. I wished to show thaj any calculations formed
on 44 nominal powers," would only be approximative.
If 44 S." reads attentively, he will see actual power is the proper
expression. It does imply the actual pressure on the piston, as
shown by the indicator. In my calculations, the friction of the
machine itself is deduced, and then we have the 44 actual mechanical
power," propelling the vessel. 44 Gross power” would be proper
when the friction is included ; and when comparing, the consumption
of coals should of course be taken.
I also reply to the oblique hit given me by the 44 Two Old Com-
manders of Steamers," (in whom I recognise your friends, who
doubtless intend it as a quid pro quo, for the notice I took of their
attainments, in my last letter.) See page 51, January, vol. 1838.
If to argue a subject in a fair manner to bring forth facts— dia-
grams and calculations lay me open to the designation of an 44 in-
terested caviller," I then plead guilty, not otherwise ; contented to
leave the decision to the readers of the Nautical. But a word or
two with these 44 old gentlemen."
We have a new ground given by them for the introduction and use
* It related entirely to another subject. — E d. N. M.
ENLARGED SERIES. — NO. 6. — VOL. FOR 1838. 3 C
386
MANAGEMENT OF CHRONOMETERS.
of Morgan's wheels, as novel as absurd. They are best calculated
to get vessels off coral reefs during hurricanes, as if this was a matter
of every day occurrence. But I deny the truth of the statement.
From the great diameter of these wheels, to wholly submerge them,
the vessel must not only lie on beam-ends, but on her side ; and to
develope their assumed properties she must have so remained for
some seconds at least. Now suppose what would have become of the
boiler and engines, particularly the former, in that case. This proves
the statement to be either false, or grossly exaggerated. But Massey’s
•wheels are coupled with them, as if there was analogy between the
two in construction and principle, instead of being extremes.
Their objection also to weight, with regard to coals, as if measure
was a better criterion than gravity, even by their own data, plainly
shows us that we must “ respect the aged.”
My letter to you, of the 10th of November, 1837, having failed in
producing the experiments made on the African, I conclude and
believe the results “ to be futile ; ” and if it meets your approbation,
will shortly address you a paper on what has been done in other of
her Majesty’s vessels ; in which I shall be able to prove the nearer
they approximated to the old wheel, so was it better ; and that my
opinion is correct as before expressed — less shake and tremor, at
the expense of speed.
I am, Sir,
Your obedient servant,
Hiram.
Management of Chronometers.
Greenwich, May 9, 1838.
Mr. Editor, — I am desirous of calling the attention of persons
having the charge of chronometers, to the very serious amount of
error arising from suspending them either in cots, or on those swing-
ing tables to which horizontal rotary motion is easily communi-
cated.
I did not intend making any communication at present on this
subject, until I had completed other experiments connected with
it ; but as I find these methods of suspension are by some persons
still tenaciously persevered in, 1 am induced to send you the follow-
ing extract from my experiments ; which if not sufficient to satisfy
such persons of the existence and amount of such errors, will at
least be sufficient to induce them to make similar experiments, and
satisfy themselves ; particularly as their own credit and safety so
frequently depend upon the performance of these invaluable ma-
chines.
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MANAGEMENT OF CHRONOMETERS.
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In experiments F the box chronometers, Nos. 1, 2, and 3, were
placed in squares, marked out for them with pencil, on a strong
table, screwed to the floor, in one of the rooms of the naval
asylum, Greenwich.
In experiments S the same chronometers were suspended from a
strong frame, on swinging tables, the point of suspension of each
being nine inches above the face of the chronometers, and the
bottoms of their boxes half an inch above the table on which
they were placed in experiments F, and immediately above
their respective positions in those experiments, and therefore
in the same positions with respect to the magnetic meridian.
38a
THE TRINITY HOUSE OF DEPTFORD 8TROND.
The chronometers were wound up daily, and their rates deter-
mined by a comparison with a mean solar clock in the same room
with them. The above table requires no explanation. It will be
seen that the chronometers gained upon their previous rates by
being placed on the swinging tables, by the following quantities : —
No. 1. 4’5s. daily.
2. 3*2 „
3. 41 „
As a practical conclusion, we may observe, that the effect of a
want of stability in any chronometer, is a minute (though in many
cases very sensible) variation of the whole mass, arising from the
motion of the balance, and depending as to quantity, on the inertia
and freedom of motion of the mass on the plane of the balance.
From hence also arises the necessity of keeping chronometers always
firmly fixed in one place while on ship-board, (independent of other
reasons,) unless the firing of guns, or other case of necessity, re-
quires their removal for a time ; since the usual methods of suspen-
sion, before mentioned, will not only introduce a material change in
the rate of the chronometer, but in many of the chronometers the
rates acquired will be extremely variable.
I am, Sir, &c.,
Georgs Fisher.
The Trinity House of 44 Deptford Strond.” — Its Constitution.
Mr. Editor, — There is, perhaps, no institution of greater utility to
this nation, as a maritime power, than that which is denominated the
Trinity Company ; that is, assuming that every duty which is entrust-
ed to it be duly performed. No very heavy complaints of neglect
have ever, I believe, been brought against it, and I shall consider,
for the sake of argument, that it has proved hitherto, like many other
institutions, efficient for the purposes for which it was founded ; but,
because it has been so, it will not be contended that it is capable of
no improvement, or that our progress and greatness as a commercial
and maritime country, do not require an equal advancement in all
those institutions with which that progress and greatness is allied.
Assuming this to be a point admitted, I have now to offer a few
remarks on the corporation in question : I shall be able, perhaps, to
open the case sufficiently for the subsequent treatment of your corres-
pondent of No. 4, and peradventure, induce others to join in the
discussion.
In the first place, it will be proper to understand what the corpora-
tion is, &c. History informs us, that “ before the time of Henry the
Eighth, the Trinity-house was only a kind of college at Deptford, a
sort of company of seamen who had authority only from the sove-
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TBS TBIHITY H0U8S OF DEPTFORD 8TROND. 380
reign to take knowledge of those who destroyed sea marks/’ kc. kc. ;
but when, during Henry’s reign, England became formidable at sea,
and had need for an accumulating naval strength, he laid the founda-
tion of the present navy ; instituted the admiralty and navy officers,
appointed commissioners, and fixed the salaries of admirals, captains,
and seamen: in short, in his time, the sea service became first a dis-
tinct and regular profession ; and amongst other things that Henry
the Eighth did for navigation, ships, anjl seamen, he gave a charter to
the Trinity company.
The charter of Henry was confirmed in 1546, by act 1st of Edward
the Sixth : again, by Queen Mary in 1553, and by Queen Elizabeth
in 1538, who, also, in the eighth year of her reign, granted larger
powers to the Trinity corporation, “ for the improvement of naviga-
tion and the security of ships,” kc. — “ for that,” as it is recorded,
“ the masters, wardens, &c., of the Trinity-house of Deptford Strond
were,” in her day, “ a company of the chiefest and most expert masters
and governors of ships,” and they were accordingly charged with
“ the conduct of the Queen's Majesty’s navy royal, and bound to
foresee the good increase and maintenance of ships, and all kinds of
men, traded and brought up by water-craft most meet for her Majesty’s
marine service.”
At this period, the duties of buoyage and beaconage were invested
in the Lord High Admiral, but in the thirty-sixth year of Elizabeth,
some dispute had arisen between the Admiralty and the Trinity Corpo-
ration, and these things were taken from the Lord High Admiral,
Charles Lord Howard, and given to the corporation, “ in trust for
the maintenance of the widows and children of seamen; and to
improve the government of ships, and encourage navigation in this
kingdom.”
So it remained until the reign of James the First ; who finding the
great use of such a body, and the service they might render the navy,
and by regulating marines and sailors from their knowledge and
experience in maritime affairs, was pleased to confirm their charter.
u To direct, secure, &c., and to ask, demand, and receive certain
tolls and duties in lieu and consideration for their charges and ex-
penses in erecting and maintaining sea-marks, lighthouses, kc. kc. ; as
also the ballastage, primage, buoyage, and beaconage, to apply the
same for and towards the relief of old indigent seamen, their widows
and orphans, as before granted by charter of several kings and
queens.” Subsequent charters were granted by Charles the Second,
and James the Second, by whom it was incorporated, 1685, and the
house on Tower-hill was erected in 1795. The corporation consists
of a master, four wardens, eight assistants, and eighteen elder brethren.
Younger brethren may be elected without limit, and from these the
vacancies amongst the thirty-one elders are to be filled.
Besides the trust and the direction of pensions, the master, wardens,
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THE TRINITY HOUSE OF BEPTFORD 8TR0ND.
&c., are to examine the mathematical children of Christ's hospital,
examine masters for the navy, appoint pilots, erect lighthouses, sea-
marks, &c. &cc., prevent aliens from serving in English ships, punish
seamen for desertion and mutiny in merchant ships ; hear and deter-
mine complaints of officers and seamen of the latter service ; clear
the river, ballast, &c. &c., arduous duties which no man can be
expected to perform for nothing ; — there is, therefore, a salary. The
Trinity-house has been attack^! more than once upon the expenditure
of its funds ; it has even been asserted (by anonyomus writers, it is true)
that its monies have been made a source of patronage, used to provide
for seamen, who being worn out, had claims to assistance from those,
or the connexion of those, who had the power to grant partially to
favoured individuals, what should have been impartially administered
to all. It is not my intention, however, to reiterate charges of this
nature, which I am in feet rather inclined to discredit ; it is sufficient
to allude to them, as the never- failing consequences of a close corpo-
ration — but I have to object to a far greater evil, which every one
knows to exist under the present constitution of the Trinity-house,
namely : the appointment of the elder brethren. It is well, I hold it, to
elect illustrious persons as seniors of any institution. Such elections
confer honour on the corporations which make them, but great men
are not so honoured when the body of those with whom they become
associates in title, are not chosen for their ability, but have acquired
their distinction merely by the exertion of interest which more intelli-
gent men have failed to obtain. In such a case, the title conferred as
an honour, is an honour, in amount just equal to the interest which
was exerted to place an unqualified candidate in his situation, — and
no more : neither is it befitting, on the other hand, to elect too many
honorary members, lest in this way a corporation be made ineffectual.
Besides the noble master, there are eight elder brethren, not sea -
men, amongst the present elders ! The remainder, with but two
exceptions, have been chosen from masters of the West India and
East country trades, and commanders of the East India Company’s
service. The election of an elder, is with the elders ; and they con-
sider (so their elections prove) that seamen of no other service than
those named are eligible to be of their corporation by professional
acquirements ; for amongst the younger brethren will be found indi-
viduals of all ranks waiting promotion, and amongst them officers of
the royal navy itself. Waiting, I say, with a most commendable
patience, and laudable degree of hope ; but they see vacancy after
vacancy filled up by the elections in strict conformity, of an East
India officer by the East India interest, and a West India master
by the West India interest; and not one other question is con-
sidered on such occasions, but the amount of influence the candi-
date can command. This is a fact, sir, that no elder brother will
venture to contradict. But it is not a system of .election which is
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391
calculated to sustain either the respectability of the institution, or
hand it down as one of efficiency worthy of England.
If the duties of the elder brethren consisted merely in a con-
servancy of the buoys and lighthouses, there is not a mate of any
trading vessel employed upon our coast, who is not more qualified
for the task than any amongst them : but there are other duties, and
the dignity and importance of the corporation is to be maintained.
Men superior to mates of coasters are required. “ That * ere mark”
and “ this ’ ere buoy” may pass muster afloat, and be sufficient to
express what the service may require ; but it is not enough for the
councils of a corporation. Men of more enlarged intellect and edu-
cation are required : men who have a knowledge of hydrography,
navigation, nautical astronomy, and who are besides conversant in
some degree with the sciences which may be rendered advantageous
to naval improvement. How many of the elder brethren will assert
, that they are practically acquainted with these ? There are some
who have never wandered beyond the limits of a dead reckoning, but
have been content to solve the diurnal problem by seeking their
argument in tables three or five, becauseMackay, or Hamilton Moore,
has willed it so. Nor have they ever stayed to find a better reason.
Yet such a man will sit down without the least alarm or misgiving
to examine a pilot, a master of the royal navy, or a Christ church
scholar, whose business it is on such occasions to answer interroga-.
tions only, not to ask questions ! This is, by the by, a very wise
arrangement ; — it prevents confusion.
Officers of the royal navy may have an opinion of a master’s abili-
ties after he has passed muster, but before the aspirant has undergone
their searching ordeal, and received the current stamp, no naval
officer could by any possibility give even a guess at his ability. — So
think the corporation. And this may be one reason why her Ma-
jesty’s officers are considered unfit for elder brethren. If this be
not an affront to every naval officer on the list of juniors, I am cer-
tainly at a loss to find any other term for it. It is literally sticking
the fork in the table, and declaring that such a set of youngsters shall
not be admitted to the mess. These remarks allude to their want
of regard for scientific naval officers ; but in making them, I must
do the corporation the justice to admit, that the last two elders
elected have been judiciously chosen ; for they are both of them
kind-hearted scientific commanders, good seamen, and gentlemen.
But from the fraternity I might select one or two, who would lead
you to imagine that the two last qualities were incompatible, and not
. to be found in the same person. The last election gives me reason
to hope that the corporation will give the subject I am upon a dis-
passionate and patriotic consideration. It is not a hard task: they
will readily, I am sure, make an inventory of all the nautical talent
possessed by the majority, if they fail to arrive at a correct estimate
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of that they lack. But they cannot do wrong, if, in future elections,
they determine to value professional standing and skill at a higher
rate than mere interest and assurance. In the mean time, naval
officers being eligible, should have an eye to the corporation ; they
should be prepared to assert their claims : for there are amongst
them those who possess, in an eminent degree, all those attainments
which would render their services highly valuable to the institution,
and tend to support its character for efficiency with independence
and dignity, beyond the period, which, under existing circum-
stances, it is most likely doomed to endure.
It is well known that officers of the royal navy, when in commis-
sion, often find it their duty to act the magistrate, redressing griev-
ances, and suppressing mutinies: still more frequently are they
called upon to direct, protect, and assist, the mercantile navy ; there
can be no doubt, then, of their qualification ; and I trust, that upon
the next election of an elder brother, naval officers enough, of recog-
nized ability, will be found amongst the candidates for an honour
from which they have too long been excluded. It may not be very
long before such an opportunity occurs, and it will be your duty,
sir, if you feel any interest for the Trinity corporation, or the navy,
to watch the result of the election, and to canvass freely the qualifi-
cations of the individual to whom the lot may fall. In doing which,
believe me, you shall be heartily welcome to the feeble assistance of
Yours,
Always diligently and obediently to command.
One op the Reculvers.
[Our correspondent will always find us ready to attend to his communications
on this important subject — E d. N.M.]
Observations on Europeans in India.
[Concluded from page 334.]
W ith feelings such as I have expressed towards our European Indians,
I may escape the charge of prejudice in the remarks which I have
made (and have yet to make) on their deficiencies. In alluding to
them, I may take them singly, somewhat in detail, or consider them
merely as those of society generally ; looking at them collectively,
and, in some measure, rather avoiding reality. Doubtless it is far
pleasanter to sail over the surface of life, as it were, taking that view
of human nature which suits a casual sojourner, than to draw aside
a veil, the removal of which will give pain. Such a course is adapted
to the generality of mankind, who seldom go far beneath the surface :
and in India, particularly, such is the seductive nature of the life every
one leads, that there little inclination exists to look beyond the pre-
sent moment. It is essential to keep in view this sort of distinction be-
tween reality and appearance, to reconcile what might otherwise seem a
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393
contradiction to my estimate of the Europeans in India. Having set out
with describing them as “ selfish,” “ exclusive,” &c. (and which I
shall have to repeat,) feelings which may exist in our nature, and yet
to a mere looker-on, disposed to be pleased, may be concealed under
the most agreeable and seductive appearance?, it would only be prob-
ing the infirmities of our poor nature (which, be it observed, is under
similar influences the same in all parts of the world) to look further
into this part of the subject, and examine motives. Suffice it to say,
that everything, to a casual visiter, is such as I have described it — the
society agreeable in the extreme. To those who may be inclined to look
further, individuals will be found much as I have stated them neces-
sarily to be, from the very nature of the government and institutions
of the East India Company, the title to whose possessions, however
politically unquestionable, being morally such as leads every one living
under them rather to avoid too deep reflection, and to banish such
unpleasant considerations in a life of gaiety and splendour.
Perhaps there is no opportunity so well calculated for arriving at
the real character of individuals, as when passengers on board a ship
on a long voyage ; at all events, it affords an admirable means of
coming to a true estimate of them ; and if any commander of a ship
has formed extravagant notions of the society he has mixed with during
his stay in India, no better cure can be devised for it than to have a
good mixture of them on board as passengers home. If he should have
considered a residence in India to have given to the habits of
Europeans anything beyond a mere superficial polish, and a liberality,
that may, perhaps, be traced to ostentatious pride, carelessness, or
perhaps ignorance of the value of money, the delusion will most
assuredly vanish. Perhaps I may have been unfortunate; and I will
suppose, for the credit of the “ Indians,” that I was so x in the sample
which an occasion of this kind placed before me ; but I must say, judg-
ing from that sample of their society, that I should be led to conclu-
sions more unfavourable to the whole than I can possibly believe
would be justifiable, from such means of judging.
To begin with the exceptions. The first of these was a worthy old
gentleman, a civilian, who had seen nearly half a century of service
in India. A finished gentleman he was, from head to foot, who with
his lady eqjoyed a disposition for amiability and kindness rarely
equalled, and whose attentions to one will live in his latest memory.
This excellent couple could not be surpassed in deeds of Christian
worth. Two ladies, (widows,) and an amiable young lady, unac-
countably returning single from India, complete (nearly) the party of
whom I can possibly record anything favourable. Next, there was a
young civilian, who landed at the Cape, where he had been to remain
for his health. He is pretty well described under the general obser-
vations of this class. His conduct was altogether unexceptionable,
and bespoke his good education as well as extraction. An officer
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OBSERVATIONS ON EUROPEANS IN INDIA.
of a king's regiment, not being an “ Indian,” was about as poor a
creature as the worst of our good old king's bad bargains were ; but
let me do him the justice to say, he was quite inoffensive. In addi-
tion to the above, besides myself, six officers of the Company’s Madras
army, from a major down to an ensign, formed the sample.
With regard to one of them (a captain) I would have the following
Remarks considerably qualified. The major was a bully, a sot, and
altogether a vulgar fellow ; a man whom to shun it was only necessaiy
to know for a day or two. He had been a great many years in India,
(thirty-five, I think ;) had been, I believe, more than once all but
turned out of his regiment ; and only attained the step of major as a
compromise, on condition that he went into an invalid regiment, and
retired. He was a man altogether unfit for society, and a glutton at
table. This disgusting personage, I don't think, wanted a fair portion
of abilities, a concession which cannot be made in favour of the others,
one of whom was also a sot. One of this party was so accomplished
as to play a fair hand at whist, and it was said also played well at
chess, (though I don’t think there was any one on board a sufficient
judge of this game to be able to give an opinion.) I don’t suppose that
a positive fool can do these two things well, otherwise I should say
that the whole party came under this designation, excepting the major.
These officers were such as a commonly sensible man could not do
otherwise than hold in perfect contempt; their conduct at table,
including the major as the worst of them, was so utterly disgusting,
that I don’t think any English gentleman who had not seen it, could
either credit, or indeed form an idea of, by any description. Fasti-
diousness at the table, more or less, pervaded the whole party, not
excepting even the ladies ; and if a residence in India produces such
habits when out of it, how are they borne with on their return to
England ?
But all this fastidiousness, and that of Europeans in India generally,
arises from the notion they entertain, that nobody knows anything
about good living but themselves ; that they do really understand the
culinary art to perfection. This I have already conceded to them.
They told the captain of the ship, more than once, that though he
might know very well how to treat passengers generally, yet that he
might not understand the proper method with “ India passengers.”
This had altogether reference to the table ; the proper ordering of
which, I believe, no one who knows the captain would ever doubt his
having some experience in. But the fact is, that it is not possible to
please these people, unless there is the same extravagance as at their
own houses. No doubt this would be all very well, and they would
have a perfect right to be indulged in it — if they would pay for it.
This, however, they do not ; as I shall more fully show, in alluding to
the unwise practice of keeping the present rate of passage-money
coupled with what is expected for it. Rude observations are passed
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on what is on the table, or the quality of the wine, beer, 8cc. $cc., such
as no other set of people would venture to make, and which good
manners would forbid. Of course, they waste fully as much as they
eat. They send for everything at table ; just turn it over, taste a little
of it, and send it away, as unfit for their delicate stomachs ! Of beer
they take none, except from full bottles ; and the same with claret,
keeping a tumbler near them all dinner-time, to pour into it
often nearly one-half the wine and beer, to be carried away wasted.
Inspecting the plate, glass, knives, &c., to see if they be clean, is
another process at meal-times ; nay, I have even seen rudeness car-
ried to such an excess at the commencement of a voyage. One at the
table who thought the dinner not good enough for him, took a memo-
randum-book, and made a list of the dishes. The captain could not,
of course, put up with this long, and an explanation stopped the vulgar
and offensive proceeding.
Perhaps some little excuse may be made for the conduct of such
persons at table, in their pampered habits. Their sickly stomachs
seem to require the nicest delicacies to enable them to eat at all. But
even where this excuse could not apply, the same habit existed in
some of the party on board : the old major, for instance, who never
lacked appetite, and who certainly, in addition to his own individual
consumption, wasted more than would keep two or three. I cannot
account for these abominable and disgusting manners in men who
ought to know better ; but disgusting and vulgar in the extreme they
certainly are ; and, with very few exceptions, they will be found more
or less to pervade the practice of every “ Indian ” out of his own
sphere. Perhaps they are to be pitied, as a fine child is that has
been spoiled. They leave the roof of their parents before they can
know anything of thfe world. They have been in the habit of being
carried out in the most extravagant style in the Company's ships, or
more extravagant free traders ; and in their fancied important cha-
racters of writers and cadets, have been as much spoiled again as
they well could be in the time that the passage lasted. On arrival,
the first instruction a commander of a ship receives, is to prevent any
of the servants of the Company from leaving the ship until an officer
is sent for them, for fear, it may be presumed, they should take injury
by exposure to the sun. Thus every want is anticipated and provided
for ; and their further advancement depends upon the rules of the
Company’s service, and the ordinary course of events. Thus, in their
progress, from the day of their appointments to that of their death,
they are never exposed to difficulty ; that excellent, and perhaps only,
school, whence to learn wisdom. They become spoiled grown-up
children; for, compared with the mortals who have to gain their
reputation and living by their own exertions, they may be considered
little better. Providence, however, who has more evenly divided the
good and ill of this life than is generally supposed, has no doubt wisely
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visited them with disease, to bring them down to the level with others
of human kind ; without this salutary arrangement, they would forget
• themselves altogether ; and with it, it unfortunately only serves to
sour their tempers ; for although it no doubt, in the end, contributes
materially to teach them self-knowledge ; in the interim, it only makes
them more insufferable in their arrogance and behaviour towards
others.
paving criticised the East Indians pretty severely, both ashore
and afloat, I may now allude to the origin of these remarks. My
object, in setting out, was to attempt to analyze the motives, and
account, if possible, for the stupidity which people have been guilty of
for years, (and which continues with unabated zeal,) in the anxiety which
they evince, and the competition which they set up, to have the honour
of carrying such passengers as 1 have described. If I could write
down this madness, and the folly with which for the last twenty yean
people have been running a race, to try which could contract the
greatest amount of debt, and ruin themselves the fastest for this honour »
I should esteem myself as effecting some good to that considerable
class of tradesmen who suffer by this mania. By so doing, I should
be contributing to open a held for respectable people, who are not
quite so deranged, in a service which may, by proper management,
still be carried on in a style to render it the tint and most desirable
occupation for men of respectability and education, to be employed
in at sea ; as well as affording advantageous employment for ships of
the first rate accommodation and construction.
The rates of passage-money formerly paid to, and especially from,
India, must never be looked for again, nor anythng approaching to
them ; nor do I think it ever desirable they should be. This is the
first point to be clearly understood. Money is not made in India as it
was formerly. The means are therefore curtailed. But with the con-
traction of people’s means, it has occurred here, as everywhere else,
that the established habits of extravagance notwithstanding, remain,
and will not, till long afterwards, accommodate themselves to the times.
Thus, when leaving India, the “ ways and means” are not forthcoming
to pay high rates of passage-money ; and the company has reduced
the allowance to the military, (of which the greatest number of pas-
sengers will always consist), for their passages, both out and home ;
go that the only alternative is, to accommodate the style and expense of
conveying them, to such reduced means, and which must absolutely
be done, if the ownership and command of the ships is to be made
remunerative instead of the constant ruin that has hitherto attended
such pursuits. It is astonishing that some people will not open their eyes
to the absurdity that has prevailed ever since the opening of the India
trade, in this mania that has ruined every one, almost without except
tion, who has entered thoroughly into the concern of what is called a
“ regular passenger ship.” These ships have been commanded by a
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set of unquestionably clever, gentlemanly men ; and where is there
one left that is solvent at the present day? Notwithstanding this,
many are continuing the same system, immersed in debt and diffi-
culty, out of which they have not the most distant chance of ever
being extricated. That such men as command, and are, generally
speaking, the owners of these ships, though upon borrowed money,
should continue a system I have described to be fraught with certain
ruin, must be accounted for, and I take the reason to be this : they
are infatuated with the style and manner of the people in India, and
flattering them by unbounded extravagance on board their ships, to
accommodate their tastes, are, in their turn, flattered by the “ Nabobs”
and “ Sodgers and once adopting this system, nothing but lack of
the means to carry it on, puts a stop to it ; they must excuse me
charging them with their losing their senses, but this is the plain truth.
This view of the case at once renders the distinction so much
coveted by skippers of “ Favourite Captain” not much to be envied.
However, their’s is, at all events, a gentlemanly feeling, and they go on
to ruin in gallant style, living like princes during the progress. How
long is this ridiculous system to last? probably this season will “ bring
up” so many of them, that it may have a tendency to open people's
eyes. Considerable must, unquestionably, have been the loss of the
shipping this season, and to those who are owning them upon borrowed
money, and paying extravagantly for their supplies, for want of the
proper means, and often, either knowledge or inclination to do other-
wise, I should expect it would cause a “ wind-up.” But, whether it
will be a sufficient lesson not to attempt a resumption of the same plans,
and whether they will find fools to give them the means, remains to be
seen. Surely this system of bad management and extravagance must
be drawing to a close, and when it does, there will be room for good
ships and more prudent men, to find fair and profitable employment.
For my part, I can see no particular pleasure that captains can derive
from the conveying of passengers. The responsibility and anxiety (on
many points) to a man of proper feeling, not to say actual trouble, espe-
cially of the establishment of steward, cook, servants, 8cc., requires some-
thing more than the mere credit a commander gets of being a “ favou-
rite,” (with permission and encouragement to ruin himself as quickly
as possible,) to compensate it. It is no trifling exertion to a man of
middle age to take the head of a table of twenty or thirty people and
‘‘ doing the honours” three times a day for months together. Such a post
may be very well for a robust young man, but it imposes a task which
it is not every one who would covet, especially when, after all that can
he done to please, the chances are, that there still exists dissatisfaction.
This indeed, from my observation, I defy any one to avoid, unless he
abandons all notion of economy, and permits the unbounded extra-
vagance that has hitherto prevailed.
The rates of passage-money, in comparison with what is expected
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for it at present, and which I have said will not be increased, are al-
together absurd as a compensation to the ships, considering the extra-
vagance indulged on board the “ passenger ships : ” and yet they have
just come to about that mark, that with good management, and a proper
understanding as to what is to be looked for, might be remunerative.
For instance, in the homeward voyage, 1 ,200 rupees for a single gen-
tleman, without any servant, having a cabin below, with the usual con-
veniences. The value of the rupee will be henceforth steady at two
shillings, which will render this sum, 120/. The poop accommoda-
tions of a ship of 500 to 600 tons, ought to be let for, from 1,500/. to
2,000/., according to the extent of accommodations, and the number of
persons requiring them. This amount for the poop is with difficulty
obtained now, but would readily be so, if it were not for the foolish
competition at present existing. Now, a commodious free-trader
would obtain at this rate, (getting well paid for the large cabin below,
and supposing some of the side cabins to be occupied by two or three
children and a female servant, for 200/.) perhaps from 3,500/. to 4,000/.
It must be kept in view, that when such a ship is fitted for passen-
gers, her means are curtailed of carrying cargo to the amount of
about 200 tons. This, at 5/. per ton freight, reduces the sum actually
available as passage-money, from 2,500/. to 3,000/. An excellent
abundant table may be kept for the passage home for 1,000/., which
leaves 1,500/. to 2,000/. : take it at 1,800/., one-third of this should go
to the owners of the ship for expense of steward, servants, butchers,
baker, &c., fuel, water-casks, and general increased expense of the
establishment of the ship : one-third to pay the captain for the voyage,
and then there remains 600/., whilst the owners get beyond what they
would have done, if the ship had been fitted with freight at 5/. per ton,
and this is to compensate them for having built and fitted a ship at
perhaps 5,000/. more cost than would have sufficed to have bought a
mere-carrying ship of the same size, solely adapted for carrying cargo.
It is evident that this is not compensation, and nothing would justify
the building a new ship to be so employed ; nothing but the captain
being a party under consideration in such an undertaking (he getting
in the above calculation 600/.,) and the purchasing of a ship fit for the
purpose at a cheap rate, could make such an operation stand the test
of figures in commercial calculation of profit and loss. This is a clear
exposition of the case, and I am now writing it on board an expensive
ship of 500 tons, built for the express purpose, and fitted for carrying
passengers, and now full of them, on her way home. The amount of
passage-money is 2,232/. ! from which the agent in India receives 5
per cent., and the captain gets a better rate of passage-money than
most ships of the season. Figures are stubborn things, and when
made proper use of, defy contradiction. It would be well if they
were used to a little better purpose than they have been heretofore, by
those who undertake to fit out “ crack passenger ships” for India.
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THE QUALIFICATIONS OF MASTERS AND MATES OF SHIP8. 399
When I insist upon a total reform in the manner of living on board
these ships, I would be understood, that this consists only in the entire
abolition of all unnecessary and superfluous expenses and habits. I
would have a table kept in the English fashion, qualifying it suffi-
ciently to Indian tastes, and abundantly supplied, and such as no private
gentleman of England could be dissatisfied with. I would have good
wines of sufficient variety, beer, &c., and consider of no limitation in
their use ; good attendance, cleanliness, &c., &c., and all thifc may be
done, and every reasonable person rendered perfectly comfortable for
the sum I have named above, as what the passage-money from India
should be. But no French cook to make jellies and blanc-mange
every day, which, however, is the least part of the expenses. Their
existence on board implies extravagance in everything else. I have
actually seen 30/. charged for eggs m one of these ships. In the
usual proportion of eggs to other things a table requires, what must
be the total expenditure for its supply? and when children and
women-servant8 reject Cape wine from their table, what are we to
expect the sum total to amount to when every whim and extravagance
is freely indulged in ? A steward told me, that in a ship, now on an
India voyage, and with, I think, fewer passengers than in this, they
had usually thirty-two dishes on the table at dinner ! and he did not
say this as being anything extraordinary, a thing he seemed to think
quite of course. And be it remembered, that as respects the bulk of
passengers, (military,) these airs are assumed by men actually poor;
men who have nothing but their pay, and who, in England, will, in all
probability, never see anything like so good a dinner as they sit down
to every day on board ship, (except when they are fortunate enough
to get an “ invite,”) till they embark to return to India.
I have now accomplished what was my object in committing to
paper my ideas of the East Indians ; giving them every credit for
their hospitality, &c., when in their own domicile, exposed their
insufferable vanity when out of it, and endeavoured to reform the
extravagant and ruinous system so long pursued in the passenger ships
that return them to England.
At Sea, 1837. A Looker On.
The Qualifications of Masters and Mates of Ships.
March, 1838.
Sir, — I am happy to observe two articles in this month’s Nautical,
(March,) on the qualifications of masters and mates of vessels. In
the proper and able remarks of a “ London Trader,” I perfectly
agree. Nor do I differ from “ Philo Nauticus,” on the necessity of
an examination into their qualifications. I doubt, however, the pro-
priety of subjecting the masters and mates of merchant vessels, to an
examination, by judges composed wholly of officers of the royal navy.
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400 THE QUALIFICATIONS OF MASTERS AND MATES OF SHIPS.
It would be as incongruous as is the practice of subjecting the masters
of the royal navy, on whom it is well known the chief charge of navi-
gating the ship devolves, to an examination by members of the Trinity
House, consisting of retired ship-owners. There is an able article on
this subject in the Nautical, for July, 1836, by J. A. S. The exami-
ners, I conceive, should be partly officers of the royal navy, and
partly retired, but not superannuated ship-owners. But I leave this
point to be decided by wiser heads. Only let us get the principle
introduced, that they are to be subjected to examination at all.
“ Philo Nauticus,” having commented on my article in your Decem-
ber number, with a view to invalidate my positions, I hope I shall be
permitted a word in explanation. Having limited myself to the space
of a sheet of writing paper, I have not room to quote his exact words*
But I think he maintains that, shipwrecks are principally owing to the
ignorance of navigation and seamanship, of the masters and mates of
vessels, and not to the unseaworthiness or insufficiency of the vessels.
I am still of opinion, that, in attributing one half of wrecks, my posi-
tion, to the defective construction and subsequent defective condition
of the vessels ; I understated, and did not overstate the truth. In
proof, a London trader says there were ninety-five lost by foundering,
with every soul on board, in sixteen months, in addition to 600 others
that are annually lost. I shall call these in round numbers 700
vessels lost annually. Now, Philo Nauticus admits, that one out of
every seven vessels is lost at sea. Here then are 100 vessels lost in the
open sea from insufficiency, to begin my list with. Supposing Lord
Nelson, Lord Collingwood, Captain Cook, the circumnavigator,
Albert, the master of Falconer’s Britannia, Philo Nauticus, or any, the
most perfect seaman and navigator who ever lived, or lives, to have
been on board of these vessels, what could they have done without
means? Nothing.
“ But here alas ! their science nought avails,
And droops unequal, and experience fails/*
Philo Nauticus’s supposed case of two vehicles to be correct,
should have been reversed, one new, crazy, and insufficient, and the
other, old, strong, and well adapted. Suppose, for instance, the
Boyal William, or Gibraltar, which were each broken up at above 100
years old, compared with a Sunderland vessel, built to last only seven
years. But Philo Nauticus says, quite triumphantly, and assumes it to
be unanswerable, “It is certainly in vain to say, that if vessels are
lost upon the rocks, that want of strength is the occasion of their
getting there!” Now, whoever said or dreamed of anything so
absurd ? I will, to please him, allow, that every one of the remaining
600 vessels lost annually, have got ashore owing to the ignorance,
drunkenness, and incompetence of the masters and mates. This is
ample concession, and will surely satisfy Philo Nauticus. Their
getting ashore did not cause their inevitable destruction. A common
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THE QUALIFICATIONS OF MASTERS AND MATES OF SHIPS. 401
question at an Irish wake is, “ Why did you die?” and the approved
answer is, “ For want of breath.” Thus then with the ship after she
was on the rocks,. “Why were you broken and destroyed?” the
answer must be, “For want of strength to hold together, and be pre-
served.” But in case that Philo Nauticus should think that I am
jocular on so serious a subject, and cannot make out my case, I beg
to inform him, if he is not already aware of it, that the Challenger
frigate, which was built with an open bottom, got ashore and was
totally lost, and about the same time, the Cleopatra, Vestal, and still
more particularly the Pique frigate, which vessels were all built with
solid bottoms, got ashore upon rocks, and the latter vessel received
most fearful damage, and yet they were, owing to their improved con-
struction, all three preserved. Surely Philo Nauticus will not attribute
these vessels getting ashore to the want of skill or seamanship in their
commanders and officers, nor the loss of the former, and the preserva-
tion of the latter three vessels, to their having been kept off the rocks
by the superior abilities of their officers. I would also strongly
recommend Philo Nauticus to read the account of the Lightning and
Flamer government steamers, in the March number of the Nautical, for
1835, pages 154 and 155, and he will there see, how frequently a vessel
may get ashore, even in the most dangerous circumstances, without being
lost, and almost undamaged, from the very simple circumstances of
being properly built and equipped. If these instances will not satisfy
Philo Nauticus, that vessels are lost principally owing to their original
defective construction, and subsequent defective condition, more than
owing to the deficiency in conducting them, I will send him scores of
other similar cases, usque ad nauseam.
But, if Philo Nauticus will look at the cause producing shipwrecks,
he will find what Mr. Buckingham asked in his place in parliament,
when introducing his bill, and commenting on the ignorance, profes-
sional and 'moral, and drunkenness of masters and mates to be true.
“ What cares the ship-owner for the loss of his vessel,” he suffers no
loss by it, being insured to the value. And this happens without
attributing anything unfair to the ship-owner, who, in too many other
instances, — and the road is quite open and safe to him, afid he cannot
be brought to account for it, — by means of being over-insured, makes
a profit by the loss of his vessel. Your correspondent, Lieutenant
Kelly, in your last December number, puts this case in its only true
light, viz., by insisting, in order to prevent shipwrecks, that ship-
owners should be obliged to take a share in the risk of their vessels.
Only make this obligatory, and carry it fully into effect, and the sea-
worthiness and sufficiency of the vessels — the necessary attainments of
the masters and officers, together with their sobriety and that of their
jC^ews, and all other requisites conducing to safety, including improved
poastiuption by means of solid bottoms and sides, See., will all be
adopted by ship-owners as matter of course, for the preservation of
ENLARGED SERIES. — NO. 6. — VOL. FOR 1838. Digitizec
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their property. This alone will do more good than all other legis-
lative acts and measures, which may, or can be enacted. Under
such restrictions, as private interest will always exceed public duty in
operation, the construction of our merchant vessels, would excel that
of our men-of-war, and our merchant vessel, instead of being one of
the most disreputable of ships, — for such is the fact, — would soon
become the most reputable, and a pattern to all nations of the world.
There is no want of science, information, or skill on the subject, but
safe ships are not wanted so long as the public pays for all losses. At
present, neither ship-builder, ship-owner, merchant, nor underwriter
suffers by the loss of a vessel, and the merchandise she bears, which
are insured to the full value. And to the revenue it is a direct
gain. It also increases the trade and profits of the ship-builder and
underwriter but — aye here is the but — as usual, John Bull, or the pub-
lic, pays for all. Long life to him, and a short one to sailors, whilst he
pleases to continue the system. Any expression of dissatisfaction with
the system, or things as they are, would cost him too much trouble, and
is not to be thought of. Let us hope, however, that the introduction
of iron, now becoming so general in the fabric of steamers, into that
of sailing vessels, will effect an improvement in the safety of ships,
without disturbing honest John, or awaking him from his placid and
comfortable sleep.
I am, Mr. Editor, &c.,
Britannicus.
Chronometer Accuracy. — Verification of the Longitude of
Paris.
The effect of the stimulus, so long and so liberally applied wisely to the
improvement of chronometers, by the government of tijis country,
has lately been exhibited in a very interesting experiment, made at
the cost of Messrs. Arnold and Dent, Chronometer makers, of Lon-
don. This house early distinguished itself in the competition excited
by the Board of Longitude, for excellence in chronometers, and re-
ceived rewards from the national treasury, the amount of which
appeared to the ignorant of that day, to be greatly disproportioned
to the object attained. The experience of after times has hilly justi-
fied this prudent munificence on the part of the state in the opinion
of every person qualified to form a judgment on the subject. And
the result of the experiment alluded to, and of which we propose to
give a brief account, is another instance of the sure and beneficial
consequences, which, sooner or later, follow the sowing of “ good
seed in good ground.”
The inestimable value of good chronometers to many classes of
scientific men, and particularly to navigators, needs now no proof. And
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though it may be demonstrated that a theoretically perfect time-
keeper of any kind may never be accomplished, we shall show that
an approach has been made to practical perfection in the chronometer,
so far satisfactory to all parties interested in the possession of good
ones, that if little further progress be made in their improvement,
practical science may rely upon their sufficiently accurate perform-
ance, and close approximation to truth. To furnish a decisive proof
of this fact, Messrs. Arnold and Dent determined to submit the going
of a large number of chronometers made by them, to a test of great
severity, which had been suggested to them as unimpeachable : and
therefore perfectly satisfactory to all impartial judges.
A chronometer made by Mr. Dent himself, had already excelled
every other submitted to the examination of the Astronomer-royal,
during the long period of “ the twelve years’ public trials,” made by
order of the Lords of the Admiralty, at the Royal Observatory of
Greenwich. But it is evident that whenever the excellence of this,
or other chronometers, which carried off prizes at these trials, was
insisted upon, it might be hinted, that they were kept during the
whole year of their probation in a state of repose, and that the mo-
tion, regular and irregular, to which they would necessarily be ex-
posed whenever they should be employed in actual service, might
utterly destroy their apparent perfection. It was to meet all insinua-
tions of this nature so far as regarded the chronometers produced
in the manufactories of Messrs. Arnold and Dent, that the additional
test to which we have alluded was suggested to them by a person
highly qualified to decide upon the conditions under which such an
experiment ought to be made.
The proposition was, to select two meridians, the difference of
longitude between which was considered to be accurately obtained,
and then by transporting the chronometers from one of these meri-
dians to the other, to ascertain the difference of longitude given by
them, and compare it with the difference previously received as cor-
rect. Among the conditions considered indispensable to a satisfac-
tory prosecution of the experiment, were the following : — that the
meridians should be considerably distant from each other, and that
the line of connexion between them should present such ob-
stacles to the quiet conveyance of the chronometers as might render
the trial one of more than average severity.
The meridians of Greenwich and Paris, and the country between
them, were considered as eligible, for the following reasons. The posi-
tions of the two national observatories of England and France were
upon these meridians, and also considerably separated from each
other; and their difference in longitude had been the subject of
reiterated observation and research, for a long period of years, by
the most eminent observers, and with the best means, ordinary and
extraordinary, that both countries could furnish.
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The route from Greenwich park to the gardens of the Luxembourg
presented great variety of land, sea, and river conveyance. It in-
cluded the risks attending embarkation aud disembarkation, and the
transit of custom-houses. The notorious dangers incurred by
every scientific article of delicate construction, from the meddling of
the ignorant and curious custom-house officer, were in the present
case very much reduced by special orders from the two govern-
ments.
Last, and not least, the corps scientijique at each observatory,
whose duty it would be to receive the chronometers and register
their performance in various stages of the experiment, were persons
possessing in the highest degree the qualifications of intelligence,
experience, and disinterestedness, and were, therefore, witnesses
whose testimony would be unimpeachable.
The observatories of Greenwich and Paris were, for these reasons,
determined upon as the limits of the experiments. The resident Astro-
nomer-royal of each was consulted, and found ready to give every faci-
lity and assistance to a fair and complete accomplishment of the object
in view. Besides these gentlemen, Captain Beaufort, the hydrographer
to the Admiralty, encouraged the attempt as a mode of ascertaining the
longitude-difference in question, which had never been carried satisfac-
torily into execution, and upon his application the respective govern-
ments suspended the interference of the custom-house officers.
Under existing circumstances, great, and probably insurmountable,
obstacles might have occurred, and evidence, as to the accuracy and
fidelity of the operations, perfectly free from all suspicion, could not
have been obtained, if they had not been countenanced by the
influence of persons thus officially situated.
Considering these means of severe scrutiny, and the certainty
of the public attention being directed to the result, whatever that
result might be, we cannot but express our admiration of the zeal,
to say nothing of the risk of loss incurred by Messrs. Arnold and
Dent, in thus voluntarily exposing themselves to the expense and
chances of such an experiment. Nothing but the firmest confidence,
founded on long experience of the excellence of their chronometers,
could have justified an experiment, in which anything short of suc-
cess might have injured a long-established reputation. This confi-
dence, however, they had, together with the ability and esprit na-
tional to set about an experiment, not only highly honourable
to themselves, but to their country; for we doubt whether any
other land can produce artists, (or even an association or institu-
tion of citizens,) possessing the power, and the will to prosecute so
costly and interesting an experiment.
. Twelve chronometers, of their own making, were taken by Messrs.
Arnold and Dent, for this purpose. They were deposited in
the Royal Observatory at Greenwich, under the care of G. B.
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Airey, Esq., the Astronomer-royal. By his order they remained
there a sufficient time, and a register was made by his assistants of
the rate, &c., of each chronometer. They were then delivered into
the care of Mr. Dent, who, with two assistants, transported them to
the Royal Observatory at Paris ; where they were received by M.
Arago, the Astronomer-royal of France. His assistants, by his di-
rection, kept registers of the rates in the same manner as at Green-
wich, but for double the length of time. At the expiration of this
period they were again delivered to Mr. Dent, who again conveyed
them to the Greenwich Observatory, where the third and final regis-
ter of the rates was made. By this process two distinct journeys
were made, and the -chronometers, at three periods of the experi-
ment, viz. — at the commencement, the middle, and the termination,
were taken out of the hands and the observation of their makers
and every person connected with them, and placed in the care of
two sets of competent impartial observers, English and French, who
made the several comparisons and registers, from which alone the
data have been drawn for the preparation of the documents describ-
ing the experiment and its results, which have been laid by the
English Astronomer-royal before the Royal Astronomical Society of
London.
Though all ordinary care was certainly used in the conveyance of
the chronometers, it must be admitted, that if this had been carried
to the utmost practicable extent, it would have been impossible, how-
ever it might have been desired, to prevent motion of various
degrees and kinds being communicated to the case containing them.
From London to Greenwich they were conveyed by a hackney
coach ; from the latter place to Blackheath on the shoulders of a
porter ; thence to Dover by the stage coach ; at Dover they were
embarked in an open sailing boat, in which they crossed the channel ;
they were landed, it being very low water, at the entrance of the
harbour of Boulogne, and carried over the slippery fragments of
rock, up into the town, between^ two persons ; the ordinary diligence
transported them to the coach office at Paris : during the short
stay there they were exposed to a severe concussion by the rude
mode of examination adopted by a customs-agent, who had not been
advised of the permission for their importation into Paris without
examination ; a porter carried them to an hotel ; and a fiacre,
finally, trotted with them to the southern suburb of Paris, where the
observatory is situated. Their return -journey to England was simi-
lar, but purposely varied, by embarking them on board a steamer at
Boulogne, and bringing them up the Thames to Greenwich, where
they were landed, and carried by hand up to the observatory.
On the macadamized* roads of Kent, and on part of the route from
Boulogne to Paris, nearly resembling them, there is no doubt that the
regular going of the chronometers was exposed but to little derange-
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tnent ; but through the streots of the towns both in England and France,
and over many miles of the paved roads of the latter, the agitation
was violent and often long continued, and severe concussion occa-
sionally occurred.
From the above sketch of the transit, it will be evident, that con-
siderable variety was adopted in the mode of transport, and that some
of the surfaces which the chronometers travelled over, were likely to
test severely the power which they possessed of maintaining a unifor-
mity of rate under such unfavourable circumstances.
The results of the experiment may be given in the following extract
from a communication on the subject, presented to the Astronomical
Society, by the English Astronomer- royal, at the sitting of the 12th
of January last, and published in one of the subsequent monthly
notices of the society.
“ In this experiment the whole difficulty turns on determining the
rate of the chronometers during the transit from the one station to the
other. Mr. Dent employs two methods for this purpose, — the first of
which may be explained as follows: suppose the chronometer gaining;
the error of the chronometer from mean time being observed, when
it was taken from the observ atory at Greenwich, and also when it
was brought back, the difference of the two errors gives the number
of seconds t gained during the interval of its absence. But t may be
considered as made up of two parts, — the first consisting of the num-
ber of seconds gained during the journey to Paris and back ; and the
second, of the number of seconds gained during the fourteen days it
remained in the Paris Observatory. The last of these is known from
the daily comparisons made at Paris with the observatory clock ; sub-
tracting it, therefore, from f, there remains the number of seconds
gained while travelling; and this being again divided by the number
of days occupied in the two journeys, the result gives the mean daily
travelling rate to be applied as a correction to the difference of mean
time at the two places, as shown by the watch. The difference of
longitudes, found in this manner, from the mean of all the observa-
tions, is 9m. 21*148.
“The second method adopted, consists in obtaining the mean daily
rate of each chronometer during the seven days previous to its removal
from Greenwich, and during the first seven days after arriving at the
Paris observatory, and assuming the mean of these two to be its
mean travelling-rate in the journey from Greenwich to Paris. In
like manner, the comparison of the mean daily rate of the seven days
before leaving the observatory at Paris, and of the seven days after
returning to Greenwich, give the travelling rate during the journey
back. By this method the difference of meridians by the chrono-
meters in the journey from Greenwich to Paris, is 9m. 22*08s. ; and
in the journey from Paris to Greenwich, 9m. 20*49s. The difference
is 1*598. ; but the mean of the two is, 9m. 21*28s. ; differing from the
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result obtained from the other method, only by 14-hundredths of a
second.
“ Mr. Dent has given the official errors and rates received from the
two observatories, arranged in a tabular form ; thus supplying the
information necessary to admit of the statements being placed in any
other point of view.”
The journey to and from Paris may be regarded as two experiments,
for they were entirely distinct from each other, and each is, in conse-
quence, a corroboration or otherwise, of the other. That they con-
firm each other, and that in a remarkable manner, is seen from the
communication made to the Astronomical Society.
Let us now see how near the mean difference given by the two
journeys agrees with that now annually published in the ^Nautical
Almanac, and which was adopted after the correction by Mr. Hen-
derson of the error which had crept into the result of the long and
costly signal- experiment carried through both countries by Messrs.
Herschel and Sabine, in conjunction with the French observers,
MM. Col. Bonne and Largeteau in 1825.*
In the Nautical Almanac for the present year, the observatory
of Paris is stated to be in E. longitude, 9m. 21*5s.
The longitude given by the chronometers under consideration,
calculated by the first method of Mr. Dent, is 9m. 21* 14s. differing
therefore from the received longitude only thirty-six-hundredths of
a second, or about one-third.
If we take the longitude given by the chronometer-experiment, as
calculated by the second method of Mr. Dent, we find it to be 9m.
21*288., which differs but twenty-two-hundredths (or about one-fifth)
of a second from the longitude published.
* This signal-experiment, besides the services of Messrs. Herschel and Sabine,
required, on the English side alone, a detachment of artillery, — horses, waggons, men,—
and blue-lights, — rockets, — four night-glasses, by Dollond, mounted on posts firmly
fixed in the ground, — a scaffold raised for the purpose on the roof of the Royal Observa-
tory of Greenwich, — exact information as to azimuths of certain stations in the great
triangulation of 1821, — distances of observed objects sufficiently short, — absence of
haze, &c., in the atmosphere, — and of local fog on land and sea, — twelve nights of
observation, — ten signals on each night of observation, — two observing stations, — the
observation of two signal- stations, — one rocket- station, and four chronometers !
A duplicate at least, of these preparations was necessarily provided on the French
territory. “ The weather throughout the whole of this time was magnificent,” and
yet, “ owing to a combination of untoward circumstances, which no foresight or exer-
tion on the part of Captain Sabine or myself could possibly have led us to calculate
on, or enable us to prevent, and which the most zealous endeavours on that of Colonel
Bonne, failed to remedy, no less than eight out of the twelve nights’ observations
were totally lost, as to any result they might have afforded, and the remainder mate-
rially crippled.” — Herschel. Philos. Trans. 1826.
In future experiments for determining similar differences of longitude, will not all
assistance and apparatus beyond the “ chronometers,” be considered not only un-
necessary, but absurd ?
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CHRONOMETER ACCURACY.
Taking the longitude given in the Nautical Almanac to be exact,
the approximation to truth by the chronometer-experiment, is astonish-
ingly near. But, considering the simplicity of the means, the absence
of calculation, and the reduction of all observation to the mere read-
ing-off of a dial, and thus annihilating all the usual sources of error,
is it too much to infer from this experiment that the longitude may
be obtained by chronometers more correctly than by any other mode
hitherto used by the most expert observer ? We see that the result of
the signal-experiment even in which the aid of chronometers was indis-
pensable, after having been reported by Mr. Herschel as “ not veiy likely
to be altered a whole tenth of a second, and very unlikely to be altered
to twice that extent, by future determinations,” was altered soon after-
wards, by at least the whole tenth of a second, through the detection of
errors by Mr. Henderson, even though some of these detected errors
balanced themselves. We see, then, even after this operation had
been performed by Mr. Henderson, he adds, “ It may, therefore be
said, than 9m. 21‘46s., or to the nearest tenth of a second 9m. 21*5s.,
is the most probable value of the difference of meridians in question ;
that it is likely that this determination is within two-tenths of a second
of the truth; and we also see, that after the signal-experiment of
1835, the Bureau des Longitudes of France gave in the Con -
naissance des Temps, the national Nautical Almanac of the French,
the longitude in question, corrected to 9m. 22s., and still continues
to give the same quantity, so that the most accurate observers speak
even now of a probable value only; and the annually published
statements of the two most carefully compiled books in the world,
differ more from each other, than do the results of the chronometer-
experiments, as ascertained by the two modes of Mr. Dent, or than
either of these do from the longitude given in the Nautical Almanac.
Small as this discrepancy is, yet, as it occurs in two national publica-
tions of the highest utility and character, it should not be permitted
to continue. The locus of the error ought to be detected, and as the
chronometer-experiment has been made by Englishmen, and also
induces a great probability that the English statement in the Nautical
Almanac is nearer the truth than that of the French in the Con -
naissance des Temps, such a difference ought not to remain unexamined
by the latter.
The satisfactory result of this trial of the accuracy of good chrono-
meters, and the reliance that may be placed on them, has naturally
excited a desire that the received differences of longitude of other
national observatories, should be tested by these invaluable instru-
ments. We understand, that further propositions, having this object in
view, have already been made to Messrs. Arnold and Dent, and are
now under consideration.
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Port Regulations of Tahiti and Moorea.
[The following code of regulations will be acceptable to the commanders of ships
bound to the Pacific. It is presented to us with that view by Mr. A. Eardley Wilmot,
late of H.M.S Actaeon, whose account of the recent visit of that ship to the South Sea
Islands, will appear in an early nnmbcr.]
1. A pilot will go off to every vessel duly displaying her ensign,
or national colours, and making the usual signal lor a pilot, as soon
as she approaches within a reasonable distance of the ports, to conduct
her in ; and on her departure, one day’s notice being duly given, the
pilot will also take her again to sea ; for which service he shall re-
ceive seven dollars : three dollars and a half to be paid when the
vessel comes to an anchor at the proper place of mooring, and three
dollars and a half when the pilot has again taken the vessel to sea. If
the pilot does not go out to sea, he is not entitled to the pilotage.
2. Every vessel which comes to an anchor in any of the ports of
Tahiti or Moorea, is to pay a port fee of eight dollars, before she can
be allowed to receive any water, or other refreshments from the shore.
In case of afterwards anchoring in any other parts of Tahiti or Moorea,
every vessel is to pay four dollars at each port ; and if* the said vessel
come to anchor again in the first port, prior to leaving these islands,
she is to pay four dollars.
3. No master or commander of a vessel is to discharge any seaman,
or any other person belonging to his vessel, or to allow such person or
persons in any way to leave the vessel, without special permission
from the government, under a penalty of thirty dollars ; twenty of
which shall go to the Queen, six to the governor of the port where the
ship anchors, and four to the person who conducts the individual to
his ship, or makes known the circumstance to the proper authorities.
4. No master or commander of a vessel is allowed to land any pas-
senger without special permission from the Queen and governors.
5. Any person deserting from a vessel shall be immediately appre-
hended, without waiting for orders to that effect from the master
or commander of the vessel from which he has deserted, for which the
person apprehending him shall receive eight dollars, if apprehended
within eight miles from the vessel, and fifteen dollars if apprehended
at a greater distance. No master or commander is allowed to refuse
taking back the deserter thus returned, under a penalty of thirty dol-
lars. He can have him kept in prison till the vessel be ready for sea,
by paying one dollar per week for his board. Should the same person
desert again from the ship, the same sum will be demanded for taking
him as in the first instance.
6. Any deserter found after his vessel has sailed, shall be put in
prison, and kept to hard labour for six months.
7. Any person who entices another to desert, or secretes him when
he has deserted, or who in any way assists deserters, shall cut four
whale-boat loads of fire-wood, and carry it to the place appointed.
8. No ship's company, or any part of a ship’s company, to be on
shore in the night. Any person belonging to a vessel found on shore
filer nine o’clock, without a written pass, will be taken up and confined
till morning, when he will be allowed to go on board his vessel, by the
master or commander of such vessel paying two dollars ; one for the
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government, and one for the person who takes the seaman into con-
finement,
9. Any person belonging to a vessel, on being convicted of selling,
or in any way bartering with spirituous liquors of any kind, either on
board or on shore, shall have no further trade or communication with
the shore, but shall leave the port immediately.
10. Any native, belonging to the shore, found working on board
any vessel or boat on Sabbath-days, to make fifty fathoms of public
road.
11. In case of heaving a vessel down, the master or commander
shall pay to the government thirty dollars, for which he shall have the
use of the wharf, and a large store-house.
12. Should the master or commander of any vessel refuse to pay
the pilot his lawful fees, after the aforesaid service has been duly per-
formed, or in any other way maltrfeat the said pilot, or refuse to com-
ply with any of the above port regulations, a full statement of the
facts, with a copy of these regulations, will be transmitted to the proper
authorities, in the country to which the vessel belongs.
Pomare Arii.
New Lighthouse at Gibraltar. — On the 26th of April, the foun-
dation-stone of a new lighthouse was laid at Europa Point, Gibraltar,
in the presence of more than 10,000 persons. The ceremony, which
appears to have excited considerable interest, was attended by much
military parade, and performed by the Governor-general, Woodford,
assisted by the provincial grand lodge of freemasons, who marched
in procession to the place, headed by the band of the 82nd regiment.
When the masonic line arrived at an arch which marked the boun-
daiy of the space assigned it, the provincial grand-master, accompanied
by his standard and sword-bearers, and his three stewards, led the way
to the platform on which the foundation-stone, a cube of three feet,
and a beautiful specimen of the rock, was in readiness to be laid.
The ceremony was then conducted according to the regular forms
of the craft. Silence having been demanded by a single knock, a
masonic consecration hymn was sung by the band. The stpne was
gradually raised, and a prayer was delivered by the provincial grand-
master, in these words :
“ O holy, holy, holy, Lord God, Most High, Great Architect and
Great Geometrician of the universe, whose voice, mighty in operation,
the raging seas and the stormy winds obey ; whose mercy is over all
thy creatures, but whose eye behold eth with special favour the sons
of men ; look down, we beseech thee, from thy heavenly throne, on
all those who are here assembled to magnify thy power and provi-
dence.
“We humbly acknowledge, most gracious Lord, that the works
and intents of men are vain and fruitless, unless they be sustained and
hallowed by thine aid and benediction.
“ Grant that this work which is now begun, may be continued and
ended in thy name.
“ Grant that the purpose of British benevolence may be effectually
accomplished for the Benefit of the present age, and of generations
yet unborn.
“ Grant that the sacred and mysterious art by which thy holy temples
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have been reared in every nation of the habitable globe, may even
now be blessed in this public monument of good-will to man.
“ May the light which shall henceforth guide the benighted mari-
tine to the 4 haven where he would be,’ be hailed by thousands and
ten thousands of 4 all people, nations, and languages,’ as the emblem,
feeble and faint indeed, but still the emblem, of that glorious light
which yet shineth in darkness, to direct the steps of those who wan-
der on, in a heedless or hopeless course, towards Thee, the only source
of spiritual light and safety.
“ May those consecrated labourers who, from the dawn of time,
have been the chosen servants and appointed artificers of the imma-
terial and omnipresent Deity, still nave their followers amidst the
mortal throng, duly qualified, and prompt to lend their ancient lore
and mystic services to the furtherance of every work which can increase
the happiness, or diminish the perils, of the human race.
44 In faith, hope, and charity, O Father and Preserver of us all, we
approach thy footstool, to commend ourselves and this design to thy
favour and protection. 4 Prosper thou the work of our bands upon us;
O prosper thou our handywork.’
“ Receive our prayers, and accept otu* adorations, for the sake of
that Eternal Word, who was from the beginning before all worlds;
to whom, in the end, shall 4 the gathering of the people * be, even the
friend and brother of all who sincerely and devoutly invoke his ever-
blessed name.”
The coins and inscribed plate were presented by the respective
bearers, to the P. G. M., ana were deposited by the Governor.
The mortar having been laid by the P. G. Superintendent of Works,
and spread by the P. G. M., the stone was slowly lowered, while the
band played an adagio movement of Mozart’s. At a few minutes
before six o’clock it rested on its bed. It was then tried and proved
by the P. G. M., and declared to be 44 well-found, true, and trusty.”
The Governor having struck the stone three times with the mas-
ter’s gavel, announced, according to the form of the inscription on the
plate, that
44 This foundation-stone of a lighthouse, erected by order of the
Colonial Government of Her Majesty Victoria, Queen of Great
Britain and Ireland and their Dependencies, in the first year of her
reign, was laid on the 26th day of April, a.d. 1838, a.l. 5838, with
military and masonic honours, by his Excellency Major-general Sir
Alexander Woodford, K.C.B., &c. &c. &c. Governor and Com-
mander-in-chief of the town and garrison of Gibraltar, assisted by
the Rev. W. Edward John Burrow, D.D., F.R.S., Provincial Grand-
Master, for the protection of Mediterranean commerce, the saving of
human life, and the honour of the British name ! !”
The union-jack on the flag-staff was now lowered, and the royal
standard hoisted. 44 God save the Queen ” was played by the bands
of all the regiments on the ground ; whilst a grand salute was fired
by the royal artillery, and feu de joie by the flank companies on duty,
and the troops on Windmill-hill.
The evening was fine, the sea enlivened by lateen boats, decked
with colours, and the whole living mass which thronged the rocky
promontory apparently enjoying the novelty and splendour of the
scene. It was a day likely to be long remembered by the inhabitants
of Gibraltar, and others who were present ; and, we may hope, auspi-
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421
cious for the many crews who might hereafter be endangered by the
want of a sufficient beacon on this renowned portal of the* Straits.
The lighthouse will stand on a platform thirty-eight feet square.
The diameter of the column at the base will be twenty-seven feet, and
its height sixty feet.
The building will be entirely constructed of hewn stone, and crowmed
with a lantern ten feet high, with a very powerful light. It will thus
form a very handsome object, as well as a most valuable acquisition.
Mean Level op the Sea. — Mr. Editor, in the February Number
of the Nautical Magazine, some remarks are made on certain obser-
vations of Captain Denham, R.N., about the mean level of the
sea, which were communicated to the British Association last autumn.
I beg leave briefly to call your attention to the result of similar obser-
vations made by my father, so far back as 1830, and reported by him to
Lord Medwyn in January, 1831, in terms of a remit from the Court
of Session, regarding the boundary of the salmon-fishing stations in
the Dornoch Frith.
These observations, which are very cursorily alluded to in the
report which was printed in the course of the process, fully corrobo-
rate the statements of Captain Denham, and proved that at the Dor-
noch Frith, a point in the vertex equidistant from high and low
water of any one tide, is on the same level, or coincides with the
points half-way between high and low-water of every other tide;
and “ at this point,” says my father, “the mean level was fixed.”
This point is clearly no other than that which is very briefly, and at
the same time accurately, described by Captain Denham, as “ one
invariable mean height, common to neap and spring-tides — the half
tide mark ;” and the coincidence of two sets of experiments, made at
. different times, and on the opposite shores of the island, without any
communication between the observers, goes far to prove the universa-
lity of the phenomenon which has been detected. At the Dor-
noch Frith, these phenomena recurred with unfailing regularity, and
appeared to be quite uninfluenced by the age of the tides, or the state
of the weather.
If you consider these facts worthy of a place in your excellent
Journal, they are at your service, from your most obedient servant,
Alan Stevenson, Civil Engineer.
Edinburgh, 6th March, 1838.
To the Editor of the Nautical Magazine.
Meteorological Society, May 8fA, 1838. — Dr. MTntyre, F.L.S.
&c. f in the chair. Several members were elected, and an auxiliary
formed at the Adelaide Station, Australia. A highly interesting paper
was read on the meteorology of Kendal, (Westmorland) for 1836 — 37.
There was also read a communication from Lieut. It. W. Smart, R.N.,
harbour-master, Dundee, containing hourly observations during some
days and nights, to prove the failure of Mr. Murphy’s predictions ;
who, on these occasions, made “ unlucky hits.” “ Perhaps,” con-
cluded Lieutenant Smart, “ Mr. Murphy will say we are too far north
for him !” The concluding paper was one of great interest to the
meteorologist, by Mr. Woods, instrument maker to the Society; con-
taining “ directions for making meteorological observations on land
or at sea,” with the manner of using every instrument ; to which were
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NAVAL CHRONICLE.
added some remarks on the subjects of research proposed by the
society. The meeting then adjourned.
Floating-Light at Demerara. — “ The committee of pilotage
of Demerara, hereby notify to masters of vessels bound to this port,
that yesterday, the 13th March, 1838, there was moored off this bax a
floating-light vessel, with a fixed white circular light, in three and a
half fathoms at low water spring-tides, and exactly seven degrees
N. latitude, and 57° 59', W. longitude — the lighthouse ashore at the
port of Demerara bearing S.W. by S., distance twelve miles. All
vessels inward-bound will be supplied with a pilot from the said float-
ing-light upon their heaving to for that purpose. And it is also noti-
fied, that the light will be lowered every night exactly at twelve
o'clock, to be supplied with fresh- trimmed lamps. This will occupy
not more than fifteen minutes, during which time a common lantern
will be hoisted at the mast head. — (Signed) Robert Christie, Secre-
tary. — Pilot-office, Demerara, March 14, 1838." — Shipping Gazette.
Elsinore, April 1 7th. — The season is quite open, and the ice which
has been drifting on our coast has disappeared, and it may be expected
that the lower ports in the Baltic are nearly, or will soon be entirely
free of ice. A floating-light has been moored in the grounds at Salt-
holm, which will remain stationary until the 21st of December, pro-
vided the ice does not oblige its removal at an earlier period. It will
be situated in S. £ E. § Danish mile from Drago harbour, and E.S.E.
31*6 mile from Sandrer buoy, and pilots will, at all times, be on
board to take charge of vessels coming from the Baltic, and requiring
their assistance through the grounds. — Shipping Gazette.
Committee of Naval and Military Officers. — The Gazette
announces that the Queen has been pleased to direct letters patent to
be passed under the Great Seal authorising and appointing Arthur
Duke of Wellington, K.G. ; Charles Duke of Richmond, K.G. ;
Gilbert Earl of Minto, G.C.B. ; Robert Viscount Melville, K.T. ;
the Right Hon. Henry Grey, (commonly called Viscount Howick ;)
Rowland Lord Hill, G.C.B. ; the Right Hon. Heniy Labouchere ;
Vice-Admiral Sir Charles Adam, K.C.B. ; Lieutenant General Sir
James Kemp, G.C.B. ; Vice-Admiral Sir Thomas Masterman Hardy,
Bart., G.C.B. ; Admiral Sir G. Cockburn, G.C.B. ; Lieutenant-
General Sir R. H. Vivian, Bart., G.C.B. ; Major-General Sir Alex-
ander J. Dickson, K.C.B. ; Major-General Sir Henry Hardinge,
K.C.B. ; and Col. Sir Richard Williams, K.C.B. ; to be her Majesty's
commissioners for inquiring into the several modes of promotion and
retirement now authorized and granted to the officers of her Majesty's
naval or military forces ; for ascertaining the comparative situation
of the officers in each branch ; and for reporting whether, due regard
being had to economy and to the efficiency of the service, it may be
practicable and expedient to make any, and what, changes in the pre-
sent system. — Times.
Gulf of Finland Navigation. — “The Hydrographical Board of
the~Imperial Russian Admiralty, hereby give notice to mariners, that
from the opening of the navigation of the present year, there will be
moored every season an ordinary buoy at the northern extremity of
the Reef of Perespe, and off the sand-bank of Wikala, in the gulf of
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423
Finland, and that the flag beacon which has been hitherto placed
near the island of Eckholm, will be taken away, as having become
useless.”
Plymouth Breakwater. — The violent gales of the 24th and 25th
of Feb. last, produced their effects on the Breakwater at Plymouth, and
owing to its greater exposure, they were mostly confined to the west-
ern afrea. So great was the force of the sea, that 8,000 tons of stone
from the outer fore shore, or foundation of the structure, were fairly
lifted by it, and thrown from the outside over this wall of masoniy
into the sound. It is a curious fact, that the mass of these stones
were principally lifted from opposite the circular end on which the
lighthouse is to stand, and deposited in an E.N.E. direction from
whence they came, thus showing the direction in which the action of
the sea was strongest. The upper part of the Breakwater also suffered
severely, many large granite blocks, weighing from three to nine tons,
of which it is formed, (being firmly cemented and dove-tailed into
each other,) having been displaced and washed over into the sound.
This is supposed to have arisen from the compactness of the work not
allowing the free escape of the water in the body of the structure
when acted on by the great pressure of the external waves, upwards of
250 tons of this work have been displaced, and carried over to the
north side of the Breakwater. The tide on this occasion rose 5 feet
6 inches higher than usual, and within 6 inches of the great tide of 1824,
when a breach was made by the sea in the main body of the work.
The Rainbow. — New Iron & team-vessel. — “ A few gentlemen con-
nected with the General Steam Navigation Company lately made an
experimental trip in their new first-class steamer, the Rainbow. At
two o’clock, the signal was given, and within a few seconds this mag-
nificent vessel was seen going at race-horse pace from her station at
Brunswiok-wharf, Blackwall, with all the advantage of a rapid tide
down the river. It was said that the Red Rover steamer hail sent a
challenge to the Rainbow, and some anxiety was manifested for the
result, as the speed of that vessel is well known ; but the Rover did
not leave her moorings, and the new competitor for fame had to look
out for some other crack boat with which her strength could be mea-
sured. Fortunately for the desired experiment, the Vesper, Graves-
end steamer, the fastest boat on the river, came by with her usual
rapidity, and after five minutes, had elapsed, on finding that the Rover
would not move, it was determined to try what could be done against
the eclipse of the Pool. The Vesper, having a good start, gallantly
maintained her advantage to the last, and though she lost one minute
in landing passengers, the Rainbow could not give her the go-bye.
The Rainbow, however, diminished the distance so rapidly in the race,
that she passsed the pier at Gravesend just as the Vesper cleared the
jetty. The whole distance was done in an hour and twelve minutes ;
and though the Vesper had five minutes’ fair start, she had but one
minutes’ precedence at the pier. The rapidity at which the two steamers
came down with the tide, may be imagined from the fact, that the dis-
tance from the wharf to the pier-head is calculated at twenty-three
miles, and we believe that, in reality, it does exceed twenty. After
seeing the Vesper safe into port, the Rainbow continued her voyage
down the stream, until meeting the Emerald, from Boulogne, coming
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NAVAL CHRONICLE.
up with as much pretension as if the river was her own, it was
resolved upon to go about, and see what could be done with the crack
boat of the French station. The superiority of the Rainbow was
manifested after a short struggle, and the Emerald had the mortifica-
tion to labour under a cloud of her rival’s smoke ; but then it must be
admitted that the Frenchman was deeply laden, his deck encumbered
with passengers ; while the Rainbow had scarcely any ballast on board,
and floated like a cork on the water. No sooner was that trial over
than a formidable enemy appeared in view. The Comet, Gravesend
steamer, left the pier, just as the Rainbow passed it, and a contest
immediately arose, which was maintained with undiminished ardour,
until both reached Blackwall. The Comet is one of the fastest river-
boats, but she had the mortification to see the Rainbow beat her in
gallant style, and there was a clear advantage in favour of the latter
of twelve minutes from Gravesend to Brunswick wharf. The return
home was made against the tide, but a first-rate pace was preserved
throughout, and it was admitted by evefry person on board, tnat either
with or against the stream a more perfect steamer could not be con-
structed. The Rainbow is 600 tons burthen, with 180-horse power,
light and elegant in her appearance, and quite a model of beauty from
stem to stern. From some peculiarity in her construction, there is
none of that tremulous motion felt which is so annoying in ordinary
steamers ; and it is most remarkable how little back-water is made
from her wheels. It is not yet determined on what station she is to
be placed ; but wherever her destination may be, it must be admitted
that for gracefulness of shape, solidity of construction, and extraordi-
nary speed, the river Thames has not as yet seen her equal.”
[“ The above description, which we borrow from the Morning
Post, is so spirited and accurate, that we can add but little to it. The
result of the experiment of yesterday proves the Rainbow to be the
swiftest steamer in the river, and this without the sacrifice of either
grace of form, or solidity of construction. The Vesper was a full
mile a-head when the Rainbow started from Blackwall, vet the former
reached Gravesend only one minute before the latter ; but it was on
returning, and when going against the tide,- that the Rainbow dis-
played her admirable qualities to the greatest advantage. She fairly
shot by the Emerald, and completely ran away from the Comet, the
latter boat passing Blackwall only twelve minutes after the Rainbow
had been fairly made fast to the wharf. The Rainbow is 212 feet long
from stem to stern, her beam measures 27 feet, and her tonnage ana
power are as stated above. Owing to her great length, she will
require much care in turning in a narrow channel. This manoeuvre
was admirably effected yesterday. At eight minutes before two she
started from Bugsby's Hole, and at three minutes after three she
passed Gravesend church ; having run, with the tide, a distance of
about twenty-two miles in one hour and eleven minutes — a degree of
speed which we believe has never been equalled even by the most
rapid of the American steamers. At Lower Hope Point she turned,
and was again abreast of Bruns wick- wharf, Blackwall, at a quarter
before six .”] — London Courier.
[We have inserted the foregoing account of the trials of the Rainbow at the request
of her builder, Mr. Laird, of Birkenhead, in answer to the proposal of our correspon-
dent Quid, in page 259 of our April number, and are authorized to add, that that
gentleman does not consider that the proposed trial of the Rainbow with a Thames
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4*25
steamer, even if it terminated in the favour of the former, would be fair, as the Rain-
bow is a sea-going vessel, and the Thames vessels are not, besides being purposely
built for speed. We understand that the Lords of the Admiralty went down the river
in the Rainbow on the day the British Queen was hauled out of her dock to witness
the qualities of that superior iron vessel. It is a curious coincidence, that the largest
iron steamer yet launched, was thus present at the floating of the largest wooden
steamer yet built Her engines were manufactured by Messrs. G. Forrester and Co.,
Vauxhall. — E d. N. M.]
The Atlantic Steam-Ships.
The steam-ships, having crossed the ocean with unprecedented dis-
patch, arrived at New York, on the 23rd, bringing with them the
most irrefragable testimony of the practicability and usefulness of
steam navigation between the old and new worlds.
The Sirius, a powerful and well-built vessel, of about 700 tons
burden, commanded by Lieutenant Roberts, R.N., left Cork on the
4th inst., and after encountering some very severe weather, arrived
inside the Hook, on Sunday evening, the 22nd inst. She took the
ground there, but floated again with the rise of the tide, and came to
anchor in the North River, early in the morning of the 23rd. The
news spread like wild-fire through the city, and the river became
literally dotted all over with boats conveying the curious to and from
the stranger. There seemed to be a universal voice in congratula-
tion, and every visage was illuminated with delight. A tacit convic-
tion seemed to pervade every bosom that a most doubtful problem
had been satisfactorily solved ; visions of future adyantage to science,
to commerce, to moral philosophy, began to float before the “ mind's
eye ; ” curiosity to travel through the old country, and to inspect
ancient institutions, began to stimulate the inquiring ; in short, there
seemed to be a complete maze, a whirl of fancies and projects,
through the general mind ; all were delighted, every one was a
speaker, every Englishman was giving vent to the proud emotions of
his heart, and calm reflection was for a time at an end.
Whilst all this was going on, suddenly there was seen over
Governor's Island a dense black cloud of smoke spreading itself
upward, and betokening another arrival. On it came with great
rapidity, and about three o'clock in the afternoon its cause was made
fully manifest to the accumulated multitudes at the battery. It was
the steam-ship Great Western, of about 1,600 tons burthen, under the
command of Lieutenant Hosken, R.N. She had left Bristol on the
7th instant, and on the 23rd was making her triumphant entry into
the port of New York. This immense moving mass was propelled
at a rapid rate through the waters of the bay, she passed swiftly and
gracefully round the Sirius, exchanging salutes wtth her, and then
f proceeded to her destined anchorage, in the East River. If the pub-
ic mind was stimulated by the arrival of the Sirius, it became almost
intoxicated with delight upon view of the superb Great Western.
The latter was only fourteen clear days out, and neither vessel had
sustained a damage worth mentioning, notwithstanding that both had
to encounter very heavy weather ; nor had either vessel the necessity
to suspend the action of its steam machinery, notwithstanding the long
and heavy seas through which the vessels had to plod during the
gales. The Sirius, indeed, has but two masts, which may be desig-
nated fore and mizen masts. The Great Western, from her uncommon
length, has necessarily four masts.
ENLARGED SERIES. — NO. 6. — VOL. FOR 1838. GOJOgle
426
LAW PROCEEDINGS.
The foregoing is from the Shipping Gazette, to which we are en-
abled to add the following daily distances, run from noon to noon,
according to tracks of the two vessels laid down on a chart.
Sirius, Outwards.
Sirius, Homewards.
Left Cork 4 th Aprils 10 a.m.
5th had run 135m. 15th had run 205m.
6th
106
7th
140
8th
85
9th
136
10th
95
11th
165
12th
190
13th
220
14th
200
16th 195
17th 112
18th 126
19th 145
20th 180
21st 195
22nd 195
9 p.m. arrived off New
York, after running
72 miles more.
Left New York 1#/ May, 1 P.M.
2nd had run 153m. 11th had run 220m.
3rd
182
4th
90
5th
80
6th
106
7th
131
8th
135
9th
180
10th
205
from noon, to Scilly,
mouth, at 6 p.m.
12th 183
18th 170
14th 178
15th 181
16th 182
17th 200
18th 220
19th, ran 203 miles
and arrived at Fal-
Whole distance run, 2,897 mileB in 18
days, from Cork to New York ; average
per day 161 miles ; average per hour, 7
miles nearly.
Great Western Outwards.
Left Bristol, 8 th April
9th had run 205m. 17th had run 130m.
10th
11th
12th
13th
14th
15th
16th
187 18th
201
231
227
225
247
■ 242 arrived
- 156.
19th 192.
20th 220.
21st 165.
22nd 230.
23rd 210.
Whole distance run, 3,125 miles; in 15
days from Bristol to New York. Av. 208
per day, 8*2 per hour.
Whole distance run, 2,996 miles from
New York to Falmouth; average per
day, 167 miles nearly ; per hour, 7 miles.
Great Western, Homewards.
Left New York 7 th May.
8th had run 123m. 15th had run 215m.
9th 165 16th 225
10th 253 17th 245
Hth 225 18th 242
12th 192 19th 220
13th 250 20th 235
14th 200 21st 205
22nd 200
Arrived.
Whole distance run, 3192 miles in
15 days from New York to Bristol. Aver-
age, 213 per day ; nine nearly per hour.
The whole distance between Bristol and New York, on the arc of
a great circle, is 2,910 miles.
By the log of the Sirius it appears that she experienced for several
days violent contrary gales soon after her departure from Cork, and
previous to her arrival at, and after her departure from, New York.
Ua to Vroriilritig**
The Thomas Moulden. — Salvage. — An appeal from award of salvage commis-
sioners of Cinque Ports. Brig from Odessa to London took pilot off Dover ; next
day. bad weather brig anchored ; to avoid lee shore, master and pilot determined on
running for Margate; Queen, a lugger, of Dover, tendered assistance; refused, and
afterwards accepted ; brig taken into Margate by two of Queen’s men ; salvage, com-
missioners awarded compensation of 340/. ; appeal against this ; value of vessel
12,690/. ; contended for salvors that service was meritorious, and should not be dis-
turbed ; answered — reward was excessive, service was exaggerated, commissioners
had acted under wrong impression. Sir John Nichol considered that circumstances
of vessel had established case of salvage ; he would not disturb the award of the com-
missioners, although it might be a little over or under, unless substantial grounds
were proved. The appeal was pronounced against, and the case remitted with costs.
— Admiralty Court, 15/5 June.
The Howard.— Salvage .— An American ship, 3.98 tons, with cottoq, tobacco, and
freight, valued at 14,140/., from New Orleans to Liverpool, struck on Hoyle Sand, on
13lh February, off Mersey ; had a pilot ; master left her on shore for assistance ;
crew prepared raft for their safety ; some left in two of her boats ; vessel got off bank
water- logged ; George the Fourth steamer, valued at 13,000/ M went to her assistance;
unable to tow her; was lashed to Howard, and carried her into safety near Liverpool
Docks. No tender of reward made ; contended that salva^ 1 wns b hihi^ncstiature ;
RECORDS OF WRECKS.
427
much danger of life and property, and service deserved a good reward. Answered— •
that the service was exaggerated ; easy for steamers ; and only eight hours employed
it; owners contented to abide by court’s decision. Sir John Nichol considered the
case one of great merit, and taking time to consider, awarded 2,0004, one half to
owners, the other half to officers and crew of George the Fourth, directing that one
fourth (250/.) of the latter be given to the captain, the remainder among her crew as
they might be entitled to share.
The Isabella. — Salvage. — Claimed remuneration for salvage service rendered
by the steam-vessel, Duchess of Kent, in November, to the Isabella, on voyage from
London to Bombay. Isabella much damaged in a squall off Dungeness ; towed
safely into Downs by the steamer; value of ship 21,0004 ; tender of 4004 refused.
Sir John Nichol abided by the decision of two Trinity Masters, that it was not a case
of salvage but towage, but that the steamer should be well rewarded. 6004 awarded.
— - Admiralty Court, 2nd March.
The Providence. — Salvage. — Providence, from Middleburgh to London, cargo
coals, run foul of, by brig Jesamine of Newcastle, in night of 20th of March, causing
serious damage. Brig took her in tow and cast her off in morning, leaving her.
Towed into Hull afterwards by Lee steamer, who found her at anchor with main-
mast gone, and signal of distress flying. Value of ship 8004 ; no tender made.
Stated, that Providence was leaky and disabled, the master alarmed, and if bad wea-
ther ensued must have been lost. Answered — vessel not leaky, and master not
alarmed, and Hull was steamer’s port of destination. Sir John Nichol considered
there had been no special merit on part of steamer, and that it was hardly a case of
salvage, but it was good policy to encourage Bteamers to render assistance ; it ap-
peared to him that the Hull people were determined to get what they could out of
the vessel, and be thought 504 without costs, or 204 with the costs sufficient; pre-
ferred giving gratuity of 504 with no costs. Any pilotage paid by Lee should be
allowed. — Admiralty Court, 18/A June.
The Carron. — Salvage. — On 17th March, in the afternoon, Carron, value 1,5484
got on a shoal off Lowestoffe ; S.W. gale ; two yawls went off to assist, and employed
in carrying out an anchor ; one was disabled in the attempt, the other took out hedge,
and in meantime vessel got off with loss of rudder and steered into Yarmouth Roads.
Sir John Nichol awarded 1504 with costs, being a tenth, for the service rendered. —
Admiralty Court, 18/A June.
The Velocipede. — Salvage. — An appeal from award of salvage commissioners of
the Cinque Ports. Vessel, value 2,0604, got on Goodwin Sands on her voyage from
Dundalk to London on 9th Feb. Assistance offered by Deal boats refused, and af-
terwards accepted ; vessel recovered, with cargo, and taken to Ramsgate ; 84 persons
engaged in the service, tender made in court of 8004 ; Sir John Nichol saw no rea-
son for disturbing the award of the commissioners, and pronounced against the
appeal. — Admiralty Court, 18/A June.
Belgrave. — Salvage. — Claimed by various parties from brig Belgrave, (Williams)
from Laguna to Liverpool; drove from anchors in Crookhaven nearly on shore
in January last; claims amounted to 6724 ; sum awarded 1454 Much surprise
occasioned by claim of W. Porter, master of brig Trusty, of Belfast, amounting to
2004 for loan of kedge anchor for which he had stated he did not seek “ one penny.”
Awarded 504 ; appeal made against it
Melby. — Salvage. — Claim of 804 by master and crew of a fishing-boat On 2nd
February, Melby from Brazil to Liverpool, beating out of Crookhaven, missed stays
and would have been wrecked but for the assistance of Captain Carter and his men,
who boarded and saved her. Claim of fishermen resisted by commander of the
Melby. Awarded by the magistrate, fifteen shillings each, who recorded in their
adjudication, that the saving of the brig Melby is to be attributed to the assistance
and advice of Captain Carter, of her Majesty’s revenue cutter Chance. The vessel
and cargo were valued at 1,4004
Kicorti* of
Victoria, No. 210. — Left Newport for Newcastle about 12th Feb. — off Land’s-
end on 14th inst bad weather — 8 p.m., water over cabin deck, obliged to keep before
It— struck on Crow bar— no blame attached to captain. Di itized i
428
RECORDS OF WRECKS.
Midas, No. 82. — Running from Odessa for Bosphorus — weather very bad — 28th
December, made land about C. Kalacri — hove to — brigantine Hope in company —
weather still bad on 29th and 30th, vessel hove to— parted from Hope. About noou
land seen bearing S.W., supposed entrance of Bosphorus — sail made for it — weather
thickened — suspicions of mistake — vessel brought to on larboard tack — gale
increased — land lost sight of and night came on — sail shortened — mistake discovered
— crew informed of situation of ship on lee shore on which she would drift before day-
light At midnight high land seen on lee beam, in five minutes after vessel struck —
sea commenced breaching over her, carried away sails, &c. Attempts to laud from
mainmast which heeled over the rocks— captain first drowned, rest of the crew
escaped by it, and the foremast and ship broke up — weather very severe — at daylight
proceeded to Hare — great kindness and attention shown to them by the Turks, who
forwarded them to Constantinople free of expense.
Trio, No. 100, of Sunderland. — Experienced heavy gales in Black sea on her way
to Odessa in ballast — compelled to bear up for Bosphorus, and driven on shore near
Podamo — crew saved.
Lyra, No. 72, of Kincardine. — 27th December left Bosphorus for Odessa in
ballast with Trio and Rother. Severe weather with snow — made Cape Fontane —
bore up for Bosphorus, lost sight of Trio — next morning struck on a reef off Anada
Bay — beat over it with loss of rudder — masts cut away — vessel drove ashore and
bilged — sea breaching over her — a warp got on shore and secured to trees by which
crew were safely landed and reached Anada. Experienced greatest kindness and
attention from the Turks, and offers to be taken gratis to Constantinople — eventually
conveyed there by the Nicholas, Russian steamer.
Industry, No. 175. — Embayed in Castletown-bay, and driven on a reef of rocks
off Langness Point, sea running furiously high. At daylight life-boat put off to
rescue the crew, two only of which, out of seven, were saved — survivors kindly
treated at the house of Mr. Dinwoody; and great credit due to Mr. Brine, junior,
and crew of life-boat for the perilous undertaking.
Edgar, No. 156. — Struck on the Binks about 2 a.m. — crew landed with boat
Liberty. — N o. 186, in company with Edgar, brought up and rode safely till 10
p.m. — began to beat heavily and filled — crew took to boat and bore away for the
Providence, No. 196, at anchor near Lee, found her making water — crew took to
boat and both made for Newsand floating-light — heavy sea running — cries from
Providence’s boat — attempts to assist crew by Liberty’s boat — night dark — could see
them no more. After five hours’ exposure and suffering gained the light- vessel with
loss of everything they possessed — captain and crew kind to the sufferers. Crew of
Liberty eventually saved.
Friends, No. 165. — Ran ashore in a severe snow storm — general cargo— landed
safely and placed in charge of coastguard.
Oak, No. 194, of Poole. — Attempting to take Shields harbour in heavy gale at
S.E. — struck on rocks off Spanish battery — lost rudder — unmanageable — drifted —
sea rising — night coming on — crew heard calling for assistance. A rocket thrown
over and communication with shore effected — delay occasioned by ignorance of crew
iu managing it — bottom of vessel broken in — master and one of crew landed by rope ;
rest walked on shore as soon as tide left vessel.
Townsend, No. 92, brig 231 tons, of Galway. — Driven on shore between Aberdeen
and Neath, in a furious westerly gale and tremendous sea — crew safely landed and
every assistance afforded by inhabitants of Aberdeen to protect lives and property.
Canton, No. 51, brig of Whitby, with deal — struck on Brier island. Gig, with
captain, boatswain, carpenter, and two seamen left to land on the island — not heard of
since — mate, three seamen, and two boys landed with jollyboat at harbour Maison —
stern of gig afterwards picked up — supposed upset and all in her perished.
Hope, No. 66, of Arbroath, laden with flax-seed and hemp. Plundered by some
boats from Runo and OeseL
Mary, No. 189. — Between Western Islands and Cape Clear, sprung a leak and
foundered — master and thirteen of crew picked up by the John, of Cork, and landed
at Cove.
James, No. 177. — Run down off Beachy Head by a large brig and sunk, leaving
crew time only to take to their boat.
Douglas, No. 153. — Struck on Develine island, Blacksod-bay — drifted off and
sunk six miles out at sea with no one on board.
Charles Potts, No. 112. — Brig drifted out of Lyme Harbour, and in spite of
letting go anchors, was driven on shore near it. Lieutenant Stocker, of the coast-
guard, distinguished himself by his exertions to save her.
Digitized by VjOOQIC
PROMOTIONS AND APPOINTMENTS.
429
Ceres, No. 149. — Brig wrecked off Schoaghall near Dunbar — -nree of the bodies
o f the crew cast on shore.
Dunbarton Castle, No. 154. — Struck by a sea in 35° N. and 49° W., dismasted
and filled with water on her voyage home from Trinidad, laden with cocoa — fell in
with Pericles, and in transporting her crew lost four boats — foundered soon after —
crew landed at Cork.
Ann, No. 143. — Brig 240 tons — supposed to have been driven on Fern islands by
violent gales.
John and Eliza, No. 182. — Lost on Cable island in a furious gale from E.S.E.
with snow — vessel lying by for two hours before she was dashed on the rocks.
Paraoon, No. 129, of Maryport. — Sailed for Brazil, 13th February — sails and
spars carried away gradually, and a few days after vessel struck on Ballynecker
bank, but next morning drifted off bank to the shore — sea raging high — crew lashed
to the capstan — yawl launched and with seven hands made for the shore— capsized
immediately, and a son of Dr. Wallace, of Dumfries, only saved by clinging to an
oar and cast ashore much exhausted. C aptain and remaining five of crew remained
on board, and at low water were delivered from the wreck by coastguard people and
fishermen.
Brunswick, No. 147. — Her jollyboat picked up off Wivenhoe — wreck of vessel
seen on the Gunfleet — crew supposed saved.
Wansbeck, No. 213. — Seven bodies of the crew found near Bideford, and properly
interred — vessel came on shore during night and — daylight discovered pieces of her
wreck strewed about the shore.
Briton, No. 50, whaler, of London. — Crew remained on Christmas island, in 2°
N. 157° § W. seven months — attempted to reach Sandwich islands in April — obliged
to return — finally taken off by ship, Charles Frederick, of New Bedford, and landed
at the Sandwich islands.
Promotions and Appointments.
Promotions.
Lieutenant t, B. Fox; J. C. Clifford; J. B. E. Frere ; P. Pipon; L. Hawker;
C. Y. Campbell ; H. B. Davis. Andromache, 28.— Mate, T. Tickell. Bellero-
phon, 80. — -Master, W. C. Middlemist ; Chaplain, P. Somerville ; Mate, J. C. Harri-
son ; J. E. Bridges. Bonetta, Schooner. — Ass.-Sur., C. D. Steel. Britannia, 120.
-Ass.-Sur., J. Reid; R. Barnard; G. T. M. Martin. C akron, Steamer, Lieut. Com.,
J. B. Cragg. Coast-Guard. — Lieut. W. T. Bellairs ; W. G. Hemsworth. Corn-
wallis, 74. — Second Master, A. Davis; Assistant Surgeons, W. Roberts; G. St G.
Bowen. Crocodile, 28. — Master Assistant, A. Mallard. Cruizer, 18. Mates,
R. L. Byron ; C.B.Bayley. Curlew, 18.— Assist-Surg., W. Bateman.jExcELLENT.—
Mate, G. Hamilton. Forrester, 16. — Lieutenant Commander, C. Y. Campbell.
Harpy, 10. — Lieutenant Com. G. Ellman ; Second Master Assist ., J. Fox. H^rpy.
Rev. Cut. Lieu. Commander, G. Drew. Larine, 20.— Mate, W. Coles. Madagas-
car, 26. — Lieutenant, E. Peirse; Mate, M. Bourchiei. Medea, Steamer. Mate, r. K.
Fortescue. Melville. — Assist.- Surgeon, J. T. Melville; Vol ., A. Percy. Modeste.
Mid., C. F. Dent Phojnix, St. V.— Mate, E. H. Power. Plymouth Hospital,
Assistant-Surgeon, J. Crocket Portsmouth Dockyard.— -Surgeon, P. Luther. Py-
lades, 18. — Assistant- Surgeon, H. G. Harrison. — Ranger, 16. — Lieut. J.H. Turner.
Rainbow. — l ieutenant, H. St Georges. Rodney.— Captain- Assistant, E.H. Scott ;
Com., W. Shepherd. Royal Adelaide, Yacht. — Assistant- Surgeon, C. Laston ;
W. Crofton ; T. Crawford. Royal George, Yacht. — Mate, Han. C. B. G. Elliot
Serpent, 16.— Lieut, L. Hawker. St. Helena. — Health Officer, J. Armstrong.
Thalia. — Assistant-Surgeon, W*. G. Walker. Trinculo. — Lieutenant, J. A. Abbott
Volcano, Steamer. — Lieutenant- Commander, J. West Wellesly, Hon. M. Kerr
Weazle. — Lieutenant, W. M‘Ilwaine ; Sec. Master, G. Hardie ; Assistant Surgeon, J.
Read; Clerk, J. Bell. Wizard, 10.— Lieutenant Commander, T. F. Birch.
Movements of Her Majesty’s Ships in Commission.
At Home.
Action, Captain, Right Honourable Lord E. Russell, paid off middle of April.
Andromache, 28, Com., at Sheerness, by Captain Baynes ; sailed 9th May, with
troops for Canada. Belleroitiion, 80, Captain C. J. Austen, 14th May arrived at
Plymouth; 18th, sailed for Malta. Buzzard, 3, Lieutenant Stoll, 21tli April arr.
Digitized by 1 boogie
430
PROMOTIONS AND APPOINTMENTS.
at Plymouth from Africa ; 1 1th May, paid off at Plymouth. Charybdis, 3, Lieut
Hon. R. Gore, 26th April, sailed with Hastings for Quebec. Childers, 16, Hon.
Captain Keppel, arrived 19th May, at Portsmouth, from Africa. Cruizer, 16,
Com. King, 28th April arrived at Portsmouth ; 15th May, sailed for East Indies,
Dee St V., 26th April, sailed with Hastings for Quebec. Dublin, 50, 17th May,
arrived at Portsmouth from R. Janeiro. Fairy, 10, St.V., Captain Hewett, 2nd April,
arrived at Harwich from Woolwich, surveying the North sea. Hastings, 74,
Captain H. Shiffner, sailed with Lord Durham for Quebec. Hercules, 74, Capt
T T. Nicholas, C.B., 5th May, sailed with troops for Canada. Jupiter, 88, Mr.
R„ Easto, loth May, sailed from Plymouth for Falmouth. Lightning, St V.,
Lieutenant- Com. J. Shainbler, 14th May, arrived at Plymouth and sailed for Dublin.
Lily, 16, Com. J. Reeve, 2nd May, sailed for Brazil with Hon. Gore Ousley.
Lyra, 6, Lieutenant Forrest, 15th May, sailed from Plymouth for Falmouth.
Madagascar, ]46, Captain Wallis, 4th May, sailed for Quebec. Malabar, 74,
Captain Sir W. Montague, 20th April, sailed ior Quebec. Minden, 74, Captain A.
R. Sharpe, C.B., 14th May, arrived at Plymouth from Gibraltar. Nautilus, 10,
Lieutenant G. Beaufoy, 22nd April, left Plymouth for Africa. Portland, 52, Flag
of Rear-Admiral Briggs, 23rd April, arrived at Portsmouth; 26th, sailed for
Plymouth ; 11th May, paid off. Ranger, recommissioned by J. H. Turner, 17th
May, at Plymouth. Russell, 74, 30th April, arrived at Plymouth from Malta;
15th May, sailed for Lisbon. Tartarus, St V., Lieutenant Smith, 21st April
sailed for Jamaica. Thalia, 46, Rear-Admiral Sir P. Campbell, 19th May, arrived
at Portsmouth. Vestal, 26, 27th March, arrived at Halifax; 17th April, at Ber-
muda. Volage, 28, 3rd April, arrived at Madeira; 7th, sailed for Bombay.
Weazle, 10, Lieutenant Me. Ilwaine, 28th April, commissioned at Plymouth.
Wanderer, 16, Com. T. Bushby, 10th March, at Jamaica. Wizard, 10, Lieut-
Com. G. L. Harvey, 4th February, at Pernambuco.
Remain, at Portsmouth, in Harbour, Britannia, Victory, Royal George, Excellent,
Rainbow, Dublin, Childers, Pantaloon, Termagant, Arrow, Columbia. At Spitkead,
Thalia, Modeste.
Abroad.
Alban. St. V., Lieutenant Tinling, 22nd March, at Jamaica ; 24th, sailed for St
Thomas. Alligator, 28, 20th March, sailed for Australia. Barham, 50, Captain
A. L. Corry, 13th April, sailed from Malta for Athens ; 23rd, returned to Malta.
Beacon, StV., 8th April, sailed from Malta. Brisk, 3, Lieutenant A. Kellett, 20th
March, arrived at Teneriffe ; sailed for Africa. Britomart, 10, 20th March, sailed
for Australia. Calliope, 28, 19th March, left Teneriffe for Rio. Carron, St V.,
1st April, arrived at Jamaica. Carysfort, 28, Captain H. B. Martin, 21st April,
left Malta to rescue Rapid. Castor, 36, Captain E. Collier, 14th April, Barcelona.
Clio, 16, Com. W. Richardson, 25th April, at Gibraltar. Comus, 18, Com. Hon.
P. P. Carey, 4th April, sailed for Carthagena. Confiance, 2, Lieutenant Stopford,
19th April, arrived at Malta. Cornwallis, 75, Captain SirR. Grant 9th February,
at Bermuda ; 20th March, left Jamaica for Bermuda. Crocodile, 28, Captain J.
Polkinghome, 19th March, left Halifax. Fair Rosamond, Lieutenant- Com., 4th
April, at Ascension. Favorite, 18, 19th January, arrived at Cape ; returned 2nd
Feb. Firefly, St V., Lieutenant J. Pearse, 10th January, at Malta. Griffon, 3,
6th April, arrived at New York from Dominica, with specie. Harlequin, 16, Com.
J. E. Erskine, 24th November, at Barcelona. Hercu les, 74, 4th April, left Halifax ;
27th March, arrived. Hornet, 6, 22nd March, at Jamaica. Hyacinth, 18, 20th
February, Simon's Bay; sailed 2nd March for East Indies. Leveret, 10, Lieut.-
Com. C. J. Bosanquet, 1 1th February, Mozambique. Magicienne, 24, Captain
Mildmay, 21st April, left Lisbon. Magpie, 4, St V., 18th April, sailed from Malta.
Megjera, St. V., Lieutenant Goldsmith, 21st April, arrived at Malta. Melville,
74, 7th March, arrived at Simon’s Bay ; 13th March, S. Bay. Nimrod, 20, Com. J.
Fraser, 22nd March, at Jamaica. Pique, 36, Captain E. Boxer, 1st April, sailed
for St John’s with troops, arrived 6th ; sailed for Halifax, 7th. President, 52, Flag
of Rear-Admiral Ross, 1st March, at Teneriffe; 17th February, arrived at Rio;
sailed for Pacific. Pylades, 18, Com. W. L. Castle, 20th February, at St Helena.
Racehorse, 18, Com. W. H. Crawford, 18th March, arrived at Barbados and sailed
for Jamaica; 17th April, at Bermuda. Rainbow, Captain T. Bennet, 16th March,
left Jamaica for England. Rapid, 10, reported run on shore, 14th April, near Tunis.
Raven, 4, Lieutenant G. Bedford, 4th April at Ascension. Reindeer, 6, 15th
March, Rio Janeiro Rhadamanthus, StV., Com. A. 'Wakefield, 20th April, arrived
at Malta. Samarano, 28, Captain W. Broughton, 22nd Mtadu at Bahia. Satel-
BIRTHS) MARRIAGES, AND DEATHS.
431
Lite, 18, Com. J. Robb, 20th March, left Jamaica for Barbados. Serinqapatam,
46, Captain F. Leith, Port Royal, Jamaica. Skipjack, 5, Lieutenant J. Robinson,
17th April, at Bermuda. Snake, 16, Com. A. Milne, 22nd March, sailed for
Jamaica; 4th April, for St. Jago de Cuba. Sparrow, 10, 19th February, at Rio.
Spakrowhawk, 16, Com. J. Shepherd, 22nd March, at Bahia.
Bcatfts.
At Hillfield, Hants, the lady of Capt.
H. B. Mason, R.N., of a son.
At Norfolk-place, Southsea, on the
29th April, the lady of Lieutenant James
Stone, R.N., of a son.
In Brougham-street, on the 7th May,
the lady of Mr. John Jackson, Master of
H.M.S. Alligator, of a son.
At Stoke, on the 18th May, the lady of
Lieutenant Thurtell, R.N., of a daughter.
At Oxford, on the 3rd May, the lady
of Captain Robins, R.N., of a son.
J*larriagc9.
On the 2nd of April, at Quebec, Capt.
Henry Wolsey Bayfield, R.N., to Fanny,
only daughter of Captain C. Wright, of
the Royal Engineers.
At Minestead, Catherine, daughter of
H. C. Compton, Esq., M.P., to Captain
Aitchison, R.N., of Rushington, Hants.
At Christ-church, Marylebone, on the
26th inst., by the Rev. C. Eyres, Com-
mander Harry Eyres, of H.M.S. Modesto,
to Ellen Jane, daughter of the late
William Parker, Esq., of Dorset-square,
London.
At Egremont, on the 18th inst., Cum-
berland, William Oxley, Esq., of Liver-
pool, to Anna Margaret, daughter of
Captain John Ponsonby, R.N., of Spring-
field, near Whitehaven.
At Winterbourne Came, on the 26th
ult, W. B. Scott, Esq., son of Captain
Scott, R.N., of Chudleigh, to Mary
Catherine, eldest daughter of James
Bower, Esq., of Weymouth.
At Tichfield, on the 3rd inst, Captain
James A, Murray, R.N., son of the late
Lord W. Murray, to Julia, daughter of
the late J. Delme, Esq., of Cams -hall,
Fareham, Hants.
At St. George’s church, Hanover-
square, on the 17th inst., Lieutenant S.
G. Pullen, R.N., to Isabella Jane,
second daughter of Henry Duncan, Esq.,
M.D., of Park-street, Grosvenor-square,
London.
On the 29th ult. John William, son of
Admiral Sir William Hotham, K.C.B., to
Sarah, eldest daughter of W. Hawkesley,
Esq., Circus, Bath.
On 20th May, in Somerset-street,
London, Capt Sir John Strutt Peyton,
UN., K.C.H., late Commodore on the
Jamaica station.
At Bishops Teignton, Devon., Rear-
Admiral Quinton, on the retired list
On board the Tlialia, on the 8th April,
Mr. R. Pitcairn, Midshipman of that ship.
Of Consumption, at the Cape of Good
Hope, on the 26th February, in the
28th year of his age, Commander Bar-
row, late of her Majesty’s ship Rose,
son of Sir John Barrow, of the Ad-
miralty. The disease was brought on by
constant exposure to the hot and humid
atmosphere of the Straits of Malacca,
while in pursuit of Malay pirates.
At Sutton, near Ipswich, Rear-Admi-
ral W. H. Daniel, aged 75.
In Belgrave- square, on the 23rd April,
aged 33, Jane, the wife of Francis Thorn-
hill Baring, Esq., youngest daughter of
the late Vice-Admiral Hon. Sir George
Grey, Bart
At Plymouth, Elizabeth, widow of
Captain Thomas Norman, who was mor-
tally wounded on board the Mars, in the
battle of Trafalgar.
At Winchmore-hill, on the 14th May,
aged 86, John Heath, Esq., surgeon of
the royal navy.
At Exeter, Lieutenant James Foster,
R.N., aged 41 ; he lost an arm at Algiers,
under Lord Exmouth, and had a pension
of 200/. a- year.
At West Looe, on the 19th May,
Parkins Prvnn, Esq., late Commander,
R.N.
At Hythe, ou the 3rd May, Rowland
Cotgrave, only son of Lieutenant R. B.
Cotgrave, R.N., aged four years and four
months.
May 5, in Little Trinity-lane, London,
aged 04, Elizabeth, relict of the late
Captain G. C. Pulling, R.N., of St.
Aryan’ s, in the county of Monmouth.
At Greenock, Lieut Duncan Blair,
UN.
On his passage from Jamaica to Eng-
land, on board the Maitland, Lieutenant
James Barber, (1816,) R.N., agent in
charge for that ship.
At Paris, Captain Lewis Shepherd,
R.N., aged 65.
Digitized by vjOCK^IC
432
METEOROLOGICAL REGISTER
At Clifton, near York, Lieutenant T.
Robinson, R.N.
At Sherbourne, Sarah, daughter of the
late Captain Wells, R.N.
At Stoke, Plymouth, Mrs. Boardman,
wife of Lieutenant R. Boardman, R.N.,
aged 42.
At Rome, aged 13, Louisa, daughter
of the late Hon. A. Cochrane, Capt., R.N.
May 4, Captain Henry Templar, late of
the East India Company’s naval service,
aged 53.
At Ascension, on the 8th February,
Lieutenant H. P. Deschamps, command-
ing H.M.B. Bonetta, aged 35.
On the East India station, October 9,
1837, in the prime of life and promise,
Mr. Hyman, midshipman on board her
Majesty’s ship Wol£ Captain Stanley,
and son-in law of B. R. Haydon, histori-
cal painter.
Lieutenant Hon. Graham H. Kin-
naird, commanding H.M.S. Rapid.
Meteorological Register,
Kept at Croom’s Hill, Greenwich, by Mr. W. Rogerson, of the Royal Observatory.
APRIL, 1838.
Barometer,
Fahrenheit’s
Wind.
>»
.
In Inches and
Thermometer
Weather.
Q
S
Decimals.
In the Shade.
Quarter.
Strength.
A
1
9 A.M.
3 r.M.
X
X
si
.3
a
A.M.
p.m.
A.M.
P.M.
Morning.
Evening.
! A
£
o»
eo
S
a
!
In Dec.
In Dtc.
0
O
o
o
' 21
s.
29 63
29-58
38
48
34
48
w.
W.
1
2
O
Be.
i 22
Su.
29 22
29 28
42
46
33
47
s.
S.E
4
2
Or. (2)
O.
23
M.
29*36
29-32
50
55
40
56
8.W.
S.
1
2
Bern.
Od. 4)
! 24
Tu.
29 45
29 54
48
54
36
55
E.
E.
3
3
Od. (2)
Be.
25
W.
29 73
29 76
48
45
35
51
N.
N.
4
5
O.
Qog.
26
Tli.
29 85
2986
45
46
42
48
N.
N.
6
7
Qog.
Qogr 3)
27
P.
29 90
2987
43
45
35
47
N.E.
N.
7
7
Qo.
Qo.
28
S.
29 81
2977
42
46
33
47
N.
N.
7
7
Qbc,
Qbcd. 4)
29
Su.
29 66
29 68
41
44
34
46
N.
N.W.
6
4 1
Be.
Bcps. (3
30
M.
29*53
29-51
45
52
36
54
S.W
S.W.
4
4 !
O.
Or. (4
AraiL — Mean height of the Barometer = 29773 inches; Mean Temperature = 4*31 degrees;]
Depth of Rain fallen = 0 55 inches.
MAY,
1838.
1
Tu.
29-62
29 CO
48
54
44
55
S.
8.
3
4
Or. (2)
Op. (3)
2
W.
29 83
29-83
61
68
48
EE1
S.W.
S.
4
4
Be.
Bel.
3
Th.
2986
29-93
60
64
49
65
S.
S.W.
4
4
Be.
Be.
4
F.
30 00
■'-WEJf
59
67
43
jni
E.
E.
3
3
O.
Be.
5
S.
30 13
3014
58
60
46
N.
N.
5
5
Be.
Qbcp. (3
6
Su.
30-30
30-27
48
62
45
t?
N.E.
N.
4
3
O.
B.
7
M.
30*31
30 31
55
71
39
xi
N.
N.
2
2
B.
B.
8
Tu.
30-32
30-33
62
72
46
I
N.
N.
3
4
B.
9
W.
3018
3016
60
70
43
fli
N.E.
N.
2
2
Be.
Kill
Th.
30 33
30-39
50
54
42
N.E.
E.
5
6
Be.
B.
u
F.
30 37
30 34
49
56
34
n
E.
N.E.
2
2
B.
B.
12
8.
3012
30 06
48
62
33
63
N.E.
N.E.
2
2
B.
Bern.
13
Su.
29 69
2963
47
56
42
57
N.W.
N.W.
3
3
O.
Bcphr 3)
14
M.
29 63
29-63
45
49
25
N.W.
N.
4
4
Be.
be.
15
Tu.
2973
2972
46
52
30
N.E.
N.E.
3
4
B.
Be.
16
W.
29-82
29 82
45
53
29
N.E.
E.
2
2
B.
Bern.
17
Th.
29 80
29 80
49
54
33
N.E
N.E.
3
4
Bern.
Be.
18
F.
29 84
29-90
49
55
36
N.
N.
4
4
B.
Be.
19
S.
29-92
29-82
54
58
34
S.E.
S.E.
3
5
Bern.
Qor.
20
Su.
29-60
l
29 54
53
55
50
S.E.
s.
4
4
O.
Or. (3
Note. — On lhe fnomings of the 11th and 12th, and also of the 14th, 15th, 16th, 17th, 18th, and
19th of May, wt had hoarfrosts; on the mornings of the 15th and 16th, the frost was parti -
cularly severe t
LONDON
T. STANLEY, PRINTER, WIIEATSUEAF- YARD, FARRINGDON-STREET.
Digitized by
Google
ORIGINAL PAPERS.
July, 1838.
Passages of Her Majesty’s Ship Cornwallis, Capt. Sir Richard
Grant, between North America, and the West India
Islands, in thb Winter of 1837.
Bermuda may be considered as the head-quarters of the Naval Com-
mander-in-Chief on the North American station. Hence it becomes
a centre from which we all start.
The winter, or cold season, at Bermuda, is the most agreeable, and
lasts from November to March ; the mean temperature being 60° ;
the predominant winds are then from the westward ; if to the north-
ward of this, fine hard weather, with a clear sky, accompanies them.
This is the favourable time for refitting ship, painting, &c. Thermo-
meter,. 50° to 56°. The close of this is often a bright very fine day,
with little wind, and partial calms, when the wind is certain of going
round to the S.W. ; the weather becoming hazy, damp, subject to
heavy rains and gales. The thermometer immediately attains 66° to
70°. These alternate northwesterly and southwesterly winds pre-
vail through nine months of the year; the wind remaining at no
other point for any length of time. This change is exhibited by a
difference of 14° in the temperature. At this season it seems advis-
able for ships bound to the southward to wait and take the first set-in
of the north-westerly winds. In most cases it will insure a quick run
to the variables, and often to the trades.
From Bermuda to Barbados, instead of steering direct, I would
recommend a S.E. by S. course. The advantage of this will be
apparent, should the trade-wind be to the southward of east, and it
is also a precaution against a leewardly current. We left Bermuda on
the 26th November, 1837, and pursuing the above course until fairly
in the trade, anchored at Barbados on the 6th December. Made the
north end of the island at four a.m. at daylight, appearing in a long,
very low point. While on the starboard bow, Kitridge Point made
equally so, with extensive breakers far out. We rounded the island
at a distance of two miles ; the coast presenting successive low points,
.. encompassed with breakers.
Barbados is about the size and height of the Isle of Wight ; pretty
in appearance, and richly cultivated. Viewing the N.E. part of Bar-
bados, its extraordinary resemblance to that part of the Isle of Wight
enlarged seribs. — no. 7.
— vol. por 1838.
y Go&§k
M
434
PASSAGES OF HER MAJ£STY f 8 SHIP CORNWALLIS.
from St. Catherine’s Point towards Dunnose, with the ridge of hill
and undercliff, is particularly striking. The signal station on High-
gate, the military cantonments, Needham's Point, mast-heads of
shipping, the coast line edged with the palm and numerous plantations ;
altogether, the view is very pleasing as you advance from Distin's
Point.
A black beacon buoy, placed on the shoal running out from Need-
ham’s point, is of great advantage on approaching the anchorage ; it
is in 5^ fathoms, with the two flag-staffs on the point in one. St.
Mary’s church bearing N.N.E.
Ships nearing the buoy will observe to keep it in a line with Peli-
can Island, and pass it as near as they please, hauling up N.N.E.
until the water deepens to ten fathoms, or when the signal post on
the hill comes open off the Ordnance Wharf, when the shoal will be
cleared.
The Cornwallis's anchorage was in eighteen fathoms with Needham’s
Point flag-staff, S. 50° E. ; Highgate's N. 80° E. ; and Pelican Point
on with the north point of the bay N.N.W. One meridian altitude of
the sun gave latitude of anchorage 13° 5' 50" N. ; and chronometers,
as rated at Bermuda, longitude 59° 39' 42" W.
7th Dec. Having embarked one wing of 65th regiment, and another
of 76th, we sailed for Grenada, at 9h. 30m. p.m.
8th. 10 A.ic, Made the Grenadine Islands. They are numerous,
and occupy nearly the whole space between Grenada and St. Vincents.
The largest and most remarkable, as appearing to us, were Cariaco,
Bequia, and Cannoun — Cariaco the largest. At noon made Grenada,
its lofty summit becoming visible as the heavy clouds rolled away to
the westward. The extreme points to the north and S.E. made very
low ; and at a short distance small hills, mountains, various shaped
peaks, deep ravines, scattered plantations, and the most beautiful
display of light and shade, of the most brilliant green ; dark forest,
and bright tints, all these formed the most magnificent mountain
sceneiy. We ran down skirting the eastern coast ; rounded the S.E.
point, and stood along the south shore, at a distance of about three
miles, thus clearing the Grampus Shoal. There was a fine moon-
light, with a pleasant trade. At seven, rounded Bameirs Island, giving
a berth of one mile to its southern point. Hauled upN.W. ; and
when at Point Salines, which is the south-west point of Grenada,
bore north, steered N.N.W. Kept the lead going : first cast, nine
fathoms. Altered course to west and S.W. Had 8, 7, 6, 7, 8, 10, and
13 fathoms. Hauled up to the N.W., and with Point Salines E.N.E.
mile; rounded to and anchored in 15 fathoms, on hard sand. At
eight o'clock, a tide set past the ship to the S.S.W., two miles per hour.
At midnight the ship tended, and the tide set through to the eastward,
at the same rate. At 8 a.m. of following day, it again made to the
S.S.W., and by ten its rate was three miles. With this set of tide.
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PASSAGES OF HER MAJESTY’S SHIP CORNWALLIS.
how valuable is Point Salines as a temporary anchorage ! The har-
bour-master informed us that at the springs, the tide obtained a rate
of four to five knots ; that they were strong among the Grenadines,
St. Vincents, and extended to the southward of Grenada towards Tri-
nidad. He was also of opinion that throughout the range of the Car-
ribbean islands, the tides were of more consequence than hitherto
considered. It appears probable that many of the accounts which
reach us respecting the set of currents in opposite directions, often in
the same place, may be the effect of tides. This ought to be particu-
larly interesting to the navigator ; and I think may be considered
worthy of further investigation. In the Cornwallis, we were not aware
of the existence of such a tide, until we brought to ; it was fortunate
we did so, as the wind during the night fell light, with calms, and we
might have been retarded in gaining the proper anchorage. Having
waited three hours, until the tide slacked, we worked up to St. George’s
Roadstead, anchored in nine fathoms, sandy bottom. Fort St. George
flag-staff EJ S. ; Point Molinier, N. J W. ; Point Salines, S.W.
by W. Two meridian altitudes of the sun gave the latitude of the
anchorage 12° 2' 40" N., longitude by chronometer, 61° 45' 36" W.
From Point Salines to this place, the distance is nearly four miles ;
and direct in the line are two shoals ; these are now marked by a red
buoy on the north-west part of the Three Fathom Bank, which is the
northernmost, and fronts the harbour. A white buoy marks the wes-
tern part of the southern shoal.
Point Molinier has some trees on it ; and its extreme point, either
from the northward or southward, makes like a small bushy islet.
Goat Point is a woody, dark, and rather low-looking point, which,
with Molinier, forms the Bay of St. George’s, being three miles and
a half apart. The view going in is very beautiful, and has been com-
pared to the splendid scenery in the Bay of Naples. The town, with
its two churches, and shipping in front ; Fort St. George on a dark-
looking hill ; the Hospital hill on its left ; and over it, on a ridge of
another hill, the Government House, the harbour-master’s, and others,
are seen amid the most luxuriant foliage. Over Fort St. George, at an
elevation of 700 feet from the sea, are the military cantonments, situated
on Richmond Heights, together with Forts Mathew, Frederic, Lucas,
and Adolphus. Over all these, to the right and left, separated by
deep ravines and fertile valleys, rise, ridge over ridge, peaks and
mountains. Nearer to the spectator is the entrance to the inner har-
bour ; the still, quiet, and deep blue sea dotted with a distant sail,
the man-of-war bird sweeping high over head. Such was the view
of the S.W. part of Grenada from the Cornwallis’s anchorage.
Thejast landing-place is at the Commissariat Wharf, just inside the
Carenage. The roads are mostly of the up and down hill kind ; the
town being built on the sides of a hill, one part facing the sea, and
the other the Carenage. It is a very neatly built place, and is
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PASSAGES or HER MAJESTY *8 SHIP CORNWALLIS.
remarkably clean. It may indeed be said to stand on an isthmus, the
peninsula being Fort St. George Hill. The lagoon is a fine piece of
water, and the Carenage a most secure and sheltered anchorage.
The deep valley between Hospital Hill, Richmond Heights, and
the higher hills to the west, is magnificent ; highly cultivated, with a
rivulet running nearly its whole length. In such a valley, the rich
and bright sugar plantations are seen to great advantage. This place
is called the Vale of Tempe ; they have also a Mount Parnassus, and
other classic names.
The thermometer, during our short stay in the West Indies, ranged
from 80° to 84°.
Having disembarked the 76th, and completed the 65th regiment,
we sailed for Halifax at sunset of the 11th, having onboard four
hundred and seventy men and officers, forty women, ninety-two chil-
dren, &c. &c. &c., nearly a thousand in all.
A fine moonlight evening followed; the ship gliding along the
western coast, as we shaped a course for St. Kitts, which I should
always recommend to vessels intending to take the Anegada channel.
At sunset, Montserrat, Redonda, Nevis, St. Christophers, St. Eusta-
tius, and Saba, were in sight. At ten we passed between St. Eusta-
tius and Saba, closing Saba to within two miles. When its north
point bore west three miles, steered N.N.W. for Dog Island and Hat
Cay
The Island of St. Eustatius first makes like a single mountain rising
out of the sea ; on a nearer approach, it is seen to consist of two. Its
west end is lowest, and the coast fronted with rugged rocks. Saba
is five leagues to the N.W. of St. Eustatius, and appears like a high
mountain ; it is peaked, and slopes to the westward. The islands to
Jhe northward are low, and not to be seen at a greater distance than
four to five leagues. At 3h. 30m. in the middle watch, we made the
Dog Islands. 6 a.m. Sombrera bore E.N.E. ; and at 8 we were
fairly clear of the West Indies, and steering away N.W. for Halifax,
with the trade-wind at E.N.E. No variation. Thermometer 80° ;
surface temperature of water, 78°.
From this to the parallel of Bermuda, the temperature of the water
changed from 78° to 68°. Here, in 33° north latitude, we exchanged
the flying-fish for the stormy petrel.
The northwesterly winds have a great ascendency at this period,
and prevail over any other quarter. I would therefore advise making
the most of the trade, and steering away N.N.W., continuing to make
as much westing as will insure fetching Halifax with the prevailing
wind. From Bermuda to the Gulf Stream, the temperature of the
water was 14° higher than the air; this rendered it difficult to deter-
mine its southern edge. When in the stream, the water for two days
continued 23° warmer than the air. While struggling through this
space we had most tempestuous weather, gloomy, wintry, and most
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FA.SSA.GI8 OF HIR MAJISTY’s SHIP CORNWALLIS.
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unpromising ; it gives one a dread of 44 bleak Nova Scotia's unpro-
mising strand.” On Christmas-day it blew a perfect storm, com-
mencing at S.E. and going round by south, S.W., west, and N.W.
Its strength is marked in the ship’s log No. 11, as it is difficult to
conceive the possibility of blowing harder than it did. The wind
was too strong to allow the sea to get up, it was lashed into foam and
dashed over the ship with irresistible impetuosity. The lee quarter-
deck nettings were forced under water ; however, the ship being a
good sea boat, weathered the gale pretty well ; the only sail set was a
fore storm staysail, sea or swell being on weather quarter. The main-
topsail, trysail, and main-staysail were split. On leaving the West
Indies we had bent a quite new suit of sails. This ought to warn
whoever has to navigate in these seas, and at this season, to be well
prepared in all ways, and every way.
27th. We had another gale, in log marked No. 10.
29th. Nothing but gales, gale succeeds gale with all their disagree-
ables. The wind during our progress through the Gulf Stream veered
in circles in a most extraordinary manner. The gale blowing from
west to N.N.W., ceased at north ; it then veered to N.E. and east,
with fine weather ; blew strong at S.E., south and S.W., and com-
menced another gale as the wind completed its circle to the north-
ward. Though the heavy seas and swell were from the direction of
the gales, yet a considerable sea gets up from any point where the
wind makes a stand during its progress round. This causes a con-
fused cross swell, and I think sufficiently accounts for the sea going
down so soon after the gale has subsided. The appearance of the
weather is in general gloomy, with squalls, and passing showers of
rain, most unfavourable for observations. The exact meridian alti-
tude of the sun is seldom attainable, and the stars of little use in
gaining a latitude. I found the following rough approximation parti-
cularly useful. Very frequently one momentary glimpse of the sun
near noon was all we had for two or three days : anticipating this, I
used, while fair weather lasted, or opportunities offered, to take the
altitude of the sun at intervals of five minutes, measured by a good
watch, set to ship time by chronometers ; these observations com-
menced exactly at seven bells. For several days I worked out one
or two ; the half hour interval, the quarter, and so on. After a
little practice, I was enabled to apply an increase of altitude, which
never differed in latitude more than two miles from that found at noon.
This experience became very valuable ; it gave confidence sufficient
to allow us to run for the land, and as in the case between noon of
28th and that of 30th, where we were set by the stream S. 37° E. 71',
must always prove acceptable.
Northern edge of Gulf Stream. How perfectly and abruptly
defined is this line ! In latitude 41° 7', longitude 62° 58', the air was
52°, water 67°. Six hours later we had advanced to the northward
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PAS8AGES OF HER MAJESTY'S SHIP CORNWALLIS.
eighteen miles, the air being 45°, and the water 38°. Here was an
extraordinary change — in a run of eighteen miles a difference of tem-
perature of 29° l This was on the 30th. At noon, the air was 44°,
water 40°, and at a depth of 250 fathoms, 37° ; proving what a vast
volume of water is ever pouring into the Atlantic Ocean. Observed
ahead strong ripplings and eddy whirls, with great quantities of foam ;
its direction was N.W. and S.E., extending as far as we could dis-
cern ; birds, such as are seen on the banks, with other indication
of our approach towards soundings. From this to Halifax the tem-
perature of the water was 38° to 35°. Along the shores and har-
bours of Nova Scdtia and New Brunswick it never varied more than
6°. At St John’s, with the thermometer at zero, the water was 29° ;
quantities of loose ice in motion.
January 1st, 1838. Made the land about Margaret's Bay. Lunen-
buig, with Cross Island light-house, being about ten miles to the
westward. The lighthouse is a tall red building, very conspicuous ;
- no light has as yet been exhibited from it. The day was very fine,
with a moderate breeze at east ; worked along the coast from East
Cape to Sambro. Bold shore ; stood into fifteen fathoms ; a white
stony looking coast, rather low, and remarkably sterile. Anchored
at Halifax on the following day.
9th January. Having embarked 360 soldiers of the 34th regiment,
and upwards of 200 of the 65th, with women, children, horses, &c.,
we sailed for St. John’s, New Brunswick. Fine strong breeze from
N.E. to east. At 3h. 30m. p.m. Sambro lighthouse bore north five
miles. From this we dated our reckoning to the Brazil Rock,
the course being W.S.W. (nothing to the westward) 105 miles;
with the wind from the southward, a S.W. b. W. course would be pre-
ferable. When clear of this danger, steer W. by N. northerly thirty
miles, which clears the Blonde Rock, and sights Seal Island. 10th,
at 4 a.m. being twenty miles to the southward of Cape Sable, the
wind suddenly shifted to the N.W., with rain and thick weather.
Ship tossed about by a cross swell from the direction of the late wind,
and from the Bay of Fundy.
Persons acquainted with this coast give the northwesterly wind
a duration of three days ; and at this season then to shift to north
and east four times out of six ; it thence veers to S.E., S., and S.W. ;
when, after blowing mostly hard, from one of these points, it again
rounds to West and N.W. giving the northwesters an excess of one-
third.
The east, south-east, and south winds bring snow, sleet, fog, and rain ;
generally clear up with south-west; northerly winds producing intense
cold and hard frost. Very seldom opportunities offer for observation
of either sun, moon, or stars ; the tides are rapid, with a rise and fell
of thirty feet, and coast difficult of navigation. The utmost care and
attention becomes necessary with good look-outs ; the lead, barome-
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PASSAGES OF HER MAJESTY’S SHIP CORNWALLIS. 439
ter, and thermometer ; anchors and cables clear ; instantly ready to
shorten sail, tack or wear ; the wind frequently shifting in a moment
and increasing to a gale in a very short time, sea following almost
immediately : add to these the prevalence of thick weather.
These difficulties are certainly very great and should always have
their due consideration, yet a competent and careful officer, may navi-
gate the Bay of Fimdy with ease and safety. The great advantages
are, first, the coast is particularly well lit ; in fact, one may almost say
studded, with lighthouses. Secondly, on the north and west sides are
numerous excellent harbours within a few miles of each other, and
mostly easy of access. Lastly, there is plenty of sea-room and good
soundings at the entrance of the bay.
The north-west wind lasted three days, blowing strong breezes and
moderate gales, ship under close-reefed topsails and reefed courses,
taking every advantage of flaws, or the wind veering a point, each
day at noon we had Seal Island lighthouse bearing north, eight to ten
miles. Just kept our own, with this advantage, that by keeping
between Cape Sable and Seal Island, we had smooth water : and it
becomes a question of importance whether in the event of aN.W. gale,
it is not advisable to keep in this position in preference to encounter-
ing the heavy seas that come down the bay, bearing in mind that a
shift of wind to the eastward enables you to run through the Bryer’s
Island passage in a few hours.
Seal Island is very low and bushy, it is not visible at a greater dis-
tance than ten miles. The lighthouse is a tall white building on the
south point of the island, very conspicuous, and is first seen with the
tops of a few trees. It shows a fixed light which our chronometers,
as rated at Halifax, placed in longitude 66° 0' W. Approach it
no nearer than five miles. Cape Sable is also a very low island, the
white rocks are very remarkable ; it terminates in a dark bluff point,
and has some dangerous rocks to the southward.
Soundings. — Eastward of Cape Sable the soundings are deep,
whereas, from the meridian of the Brazil rock, to the western edge of
the bank, they become so much more shallow as to give certain assur-
ance of being in the vicinity of the Cape. The soundings to the west-
ward of Seal Island, are on fine sand, sixty to seventy fathoms will be
found on its outer edge ; this in thick weather affords an excellent
guide for ascertaining your position with regard to Seal Island.
The Lurcher shoal is situated eleven leagues to the N.W. of Seal
Island lighthouse, and being five leagues out from the land, is justly con-
sidered as very dangerous. It is also the case here that the soundings
to the southward are much deeper and less regular than those to the
north. At high water there will be sufficient depth for any ship to
pass over it ; at the same time it will be prudent to avoid doing so.
13th January. — In the morning the wind drew round to north-east,
east, and south-east, and at midnight it was at west ; during this
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PASSAGES OF HSR MAJESTY’S SHIP CORKWALLI8.
round we pushed through the Bryer's Island passage, having to heave
to twice ; the weather getting thick with dense showers of sleet and
snow ; the south-west wind blew it off. The tide-ripples (pilots call
them tide-rips) in front of this narrow are very distinct, bubbling and
breaking with much force. At sun-set we were clear through. The
course with a westerly wind and flood-tide will be N. by £., with
which you will make die land between Point Lepreau and St. John’s.
In shaping a course it must be borne in mind that the tides are strong ;
the flood-tide sets to the eastward towards the Basin of Mines ; at two
o’clock in the middle watch we anchored in St. John’s roadstead.
The lighthouse on Partridge Island and the flagstaff on the parade,
which is on the extreme south part of the tower, are due north and
south of each other l£ mile distant. Near the lighthouse is a tower
half white and half black, perpendicular ; this has a fog bell ; the
quarantine establishment is close by. A beacon lighthouse marks the
west point of the harbour, the channel is very narrow, not more than
300 feet wide ; a leading wind is therefore necessary, and the beacon
must be passed almost touching: it is a bar harbour having deep
water inside. On the 16th the weather became gloomy with strong
breezes and squalls, snow, sleet, &c., swell heavinginto the anchorage,
the wind being from south-east to south, and south-west ; ship covered
with snow and ice exhibiting the appearance of Captain Parry’s ship
in his polar expedition. In the morning the opposite land of Nova
Scotia, which is twelve leagues distant, was distinctly visible, a promise
of bad weather as we were informed by the port officers. This com-
bination of threatenings decided to run into the harbour, where we
moored ship in twelve fathoms water, with the parade flagstaff E. J
S. half a mile. The tides we found very strong, particularly the ebb,
which coming out of the river set past the ship to the S.E. seven to
eight hours ; the rise and fall is from twenty to thirty-four feet.
The pilots are a hardy clever set of fellows, and have sufficient
enterprize to cruize well out from the land, frequently as far as the
Bryer’s Island passage, and towards the Wolves westward. John
Reed, our pilot, was not a little proud at having had an opportunity
of piloting the first ship of the line that had ever entered the harbour
of St. John’s. The Cornwallis was, indeed, an object of great curi-
osity, and was visited by hundreds of people for the fortnight that we
were there. Not a day passed but we had numerous visiters. We
were in return well-pleased with the hospitality and attention shown
us. St. John’s is a very agreeable place ; a bustling business-like
town, rapidly growing into importance ; its harbour is crowded with
fine ships from three to eight hundred tons, built and belonging there;
others are seen, as many as twenty, in progress of building and repair-
ing. In comparison, Halifax is dull and its prosperity in the inverse
ratio. At St. John’s, the temperature on board the ship was 7° higher
than that on shore ; zero was the lowest we had it, then very cold ;
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PASSAGES OF HER MAJESTY'S SHIP CORNWALLIS.
441
the ship enveloped in crystal ; and looking at the sails, they were to be
seen only through a two inch coating of transparent ice.
27th January. — Taking advantage of a fine N.E. wind, clear wea-
ther, and the thermometer at 38°, at lOh. 30m. A.K., we made sail for
Bermuda, tide two-thirds flood, passed very dose to the beacon light-
house, having six fathoms on the bar.
On our way to St. John’s, we made the eastern passages by Bryer’s
Island and Partridge ; this is by much the shortest, though attended
with great risk. The western passage which we came out by, has
the advantage of the many harbours already alluded to, and is also
clear and bold.
In sailing through the west channel, between Partridge Island and
Bryer’s Point, we kept at half cable's distance from the island, the
navigable part of the bar being only 180 yards across. The Bay of
St. John’s is formed by Cape Maspeck to the east, and Negro Head to
the west, being five miles and a half apart ; this anchorage ought only
to be used in fine weather : with the prospect of a southerly gale, it
will be prudent to run into the harbour.
When the tide flows in there is a tide-rip which is very remarkable,
viz., the meeting of the river and seawater forms a strongly-marked
bubbling line stretching from Meogenes Island to the opposite coast,
and sweeps past Partridge Island, at about one mile distance ; all within
is thick muddy water ; without, quite clear. This would be an excel-
lent guide in foggy weather.
Appearance of the land. — Ships from the south-west will easily
recognize the high land of Ben Lomond. It makes in three hum-
mocks, and is twelve miles to the eastward of St. John’s ; the Boar’s
Head, which is twenty miles to the northward, is also very remarkable.
All the high back lands, at the period I write of, had a deep blue tinge,
the distinct outline of which strongly contrasted with a perfectly clear
white sky. Nearing the port, Meogenes and Partridge Islands will
be easily made out, and the city will first become visible over the
land within Bryer’s Point The coast land is moderately high, dark,
well wooded, with a few reddish-looking cliffs.
We ran along the coast, steering from W.S.W. to W. by S., at a two-
mile distance, and might have gone within a third or half a mile, if
necessary, the shore is so safe and bold. Mushguash Harbour
appeared easy of access and capacious. The pilot said it was shallow
and fit only for vessels under 500 tons. Just after passing this har-
bour, Grand Manan, lifted, making like two islands, the northern one
being the smallest ; very soon after the Wolves came in sight, appear-
ing about a fourth of the distance, between Cape Lepreau and Grand
Manan. Cape Lepreau runs out veiy low, and the lighthouse made
like a sail off the point ; it is a tall white building with two lights,
perpendicular, the lower one being on a projection one-third way
down, two white houses are close ; to these standing near some red
ENLARGED SERIES. — NO. 7. — VOL. FOR 1838. 3 K
442
PASSAGES OF HER MAJESTY'S SHIP CORNWALLIS.
cliffs with a dark-wood in the rear, show very conspicuously. The cape
may be rounded to within two cables* length if required. The coast
from Dipper Harbour to the westward has red cliffs, to the eastward
they are white ; this is an excellent guide to strangers ; five miles
east of Cape Lepreau we first raised the land of Passamaquoddy.
The back land of Maces Bay is high, and Ked Head, its western
point, is particularly well marked. Over Beaver Harbour the land is
still higher, and makes in saddles or notches. From Musquash Har-
bour, a W. by S. to W. by S. ^ S. course will lead clear and
between the Wolves and Grand Manan, the north end of which being
a bold bluff point, may be rounded very close. The distance from
Cape Lepreau to Machias is fofrty miles. At seven p.m. we were clear
of Machias Seal Island, and steering away for Bermuda. This lasted
but for a short time ; we had scarcely made twenty miles before the
wind went round to the southward, and blew a gale right up the bay with
a tumbling sea. We lay to until four p.m. of the following day, (28th,)
when a north-wester sent us scudding along rather faster than we
' could have wished. Six p.m. of 29th, in latitude 41° north, and lon-
gitude 65° 33' west, the thermometer gave air 34°, water 58° ; this
was on the north edge of the gulf stream ; barometer had fallen to
29*16. Heavy gale with snow storms ; high cross swell; pitchy dark
night ; scudding at a fearful rate ; ship lurching heavily with forward
plunges ; at ten the lee quarter boat was washed away, and at two,
in the middle watch, lost the small bower anchor; it was well stowed,
lashed, and secured ; the giving way of the bolt for the standing part
of the cat-head stopper, was the cause of this loss. This was a very
heavy gale, and the storms of snow and sleet heavy and frequent ; the
last snow storm was in latitude 36 £° north; it drove past the ship
thick and fast, coating the weather side of the cordage, masts, yards,
&c. : its contrast with the paint and tar gave the whole a singular
appearance ; heavy dense masses of cloud moving rapidly, driving
over the mast-heads, and settling to leeward in one impervious mass.
The previous night I witnessed, for the first time, several luminous
meteors, which are seen, like the ignis-fatuus, flitting as fast as the
eye can follow. Seven were observed at one time at the mast-heads,
yard-arms, &c. ; they were seldom stationary, and appeared particu-
larly brilliant during the raging of a squall. During the day we
noticed a vapour passing over the sea, very close, like veins of a
partial fog ; this no doubt was caused by the great difference in tem-
perature between the air and water, it being 24° throughout. I have
before mentioned the difficulty in defining the southern edge of the
gulf stream ; in the present case, to within 150 miles of Bermuda the
water continued 14° warmer than the air. We may, therefore, con-
sider that the north-west storm of three days had driven the body of
the stream far to the southward, and that at daylight, this morning,
4 3 Ut, in latitude 37°, we crossed its southern edge, the thermometer at
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SUNKEN ROCK IN THE PORT OP HERRADURA,
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that time showing air 46°, water 66° ; and four hours later it gave
air 51°, water 65°. While in the stream the current set to the south-
east, one mile per hour. The weather cleared up on the 31st, and
on the 2nd February, we anchored at Bermuda. Cornwallis told the
tale of her having been tempest-tossed ; indeed, she exhibited the
appearance of a battered old wreck.
23rd February. — Sailed with the Admiral to Jamaica, Havana, and
back. In passing Alto Vela, with the chronometers just rated, fine clear
morning, the rock bearing north quarter west, ten miles, the longitude
tfas 71° 41' 47" west. The correctness of this was ascertained three
days after by sights taken at Fort Charles, Port Royal. We returned
to Bermuda on the 10th April, and having embarked the 1 1th regi-
ment, sailed again for Halifax on the 14th. This regiment will make
2,000 men, women, and children, who have embarked since Decem-
ber. Again anchored at Bermuda, on the 3rd May.
Henry Davy.
Sunken Rock in the Port op Herradura. — Coast of South
America, Pacific.
Extract of a letter from Mr. W. H. Lamotte, commander of the
barque Morayshire, dated Valparaiso, Jan. 16: —
“ I wrote to you by the Persian, informing you of the unfortunate
accident I met with in going into the port of Herradura ; since then
I have had the cargo discharged and the ship hove down, and I am
happy to say that the damage is trifling to what I expected. The ship
struck the rock between the stem and main keel, and I find she has
split about three feet of her keel, which is already repaired, and I
shall commence taking in my cargo on the 19th instant, and leave
this for Herradura on the 30th instant. On my arrival here from
Herradura, I went on board the commodore’s vessel (her Majesty’s
ship Stag) and saw the master, to whom I pointed out the situation of
the rock ; he then referred to the chart, and said it was a most ex-
traordinary thing, as it was only surveyed by her Majesty’s ship
Beagle the year before last. Commodore Sullivan requested me to
let him have a sketch of the harbour from my chart, which I have
done. I have also made some remarks for entering the harbour, and
they are now printing new charts, taking mine for a copy. It is sin-
gular that there have been upwards of eighty vessels loading in that
port, and no one knew that the rock was there. It is nearly in the
centre of the harbour, with from two and a half to three fathoms water
over it.”
[We insert the foregoing from a recent copy of the Times, as a caution to vessels
frequenting the ports of Herradura, of which there are three separate ones on the coasts
of South America, in the Pacific Ocean ; namely, Herradura de Carrisal f in about 28°,
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444 CHANQES IN THE FORM AND EXTENT OF SABLE I8LAND.
Herradura de Quintero, in about 82 1°, and Herradura de Coquimbo, in 80° south lati-
tude. As the notice does not specify which of these harbours the rock is in, and as it
appears to be of a most important description, lying in the very middle of the port,
and capable of bringing up a ship, perhaps the gentleman to whom Captain Lamotte
has addressed his letter, will supply us with any further information in their power,
which will enable us to bring it to light, as such an important danger caifnot be too
soon known. With regard to the Beagle’s* survey, every seaman knows the difficulty of
discovering these hidden dangers, and how easily they are passed by a boat in sound-
ing. — E d. N. M.]
Sunken Bocks off Candia. — Eastern End.
We insert the following from the Shipping Gazette, as a caution to
masters of vessels. At the same time we may observe that there is
no chart of the island on which they can be laid down, as there is
some mistake in the bearings. The rocks, however, appear to lie in
the channel between the island and the Yannissei islands.
Bocks near Cape Sidero. — Extract from the log-book of the
barque Union, Captain John Temperley “ Remarks on board,
Monday, April 30, 1838, commence with light wind and clear weather,
all sail set possible. At two p.m., in sailing between the Yannis Isles
and Cape Sidero, observed breakers ahead, and in sailing close to
them found it to be a reef of rocks, some of which were above water,
a passage of about a mile between them and the main. They bear
from the northernmost of Yannis Islands, N.W. £ W.by compass, and
from Cape Sidero N.E. by N. by compass, and extended off about
2£ miles and J of a mile N.E. and S.E. ; the water very much dis-
coloured for about a cable’s length in a N.E. direction. My cause
for making a remark of them is that they are not laid down in any of
my charts, nor any notice taken of such dangers in any of the books.
I am of opinion that the said rocks or shoals must be the work of
some volcanic eruption.”
Ox the Changes in the Form and Extent of Sable Island,
SINCE THE TEAR 1811.
Sable Island, 1887.
On the 30th of September, 1811, there was a severe gale of wind
from S.S.E., that washed away all of the dry part of N.W. bar, ex-
tending four miles and a half N.W. from the high part of the island,
and half a mile broad. The greater part of it was covered with grass,
and on the outer part of it was a hill elevated about twenty-five or
thirty feet above the level of the sea, on which the rigging and sails
of a brig that was wrecked there that summer were placed for safety ;
but these were all lost when it washed away. There is now, over the
same extent of bar, four or five fathoms of water. The sea has been
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CHANGES IN THE FORM AND EXTENT OF SABLE I8LAND. 445
reducing the western end both since and before that time, at the rate
of nearly one-sixth of a mile annual.
Easterly, southerly, and S.S.W. winds, set a rapid current along shore
in shoal-water, to the W.N.W. and N.W. ; that is, along the shore of
the western end of the island, but not the eastern or middle, as there
the current, with southerly and S.W. winds, sets to the eastward.
The natural tendency of the flood-tide is toward the coast. When it
strikes the island, it flows to the eastward, over the north-east
bank, and to the westward over the north-west bank, and passes
the west end in a north-west direction, so rapidly that it carries the
sand with it ; and the hills of the west end being high and narrow,
they are undermined at their base by it, and tumble down some thou-
sands of tons of sand at a time. This, the current beneath catches,
and sweeps away to the N.W., increasing the bank. As soon as this
current passes the extreme point of the dry bar, it tends more across
the bank to the N.E. ; the motion of the sea contributing to keep the
sand in motion ; the current carries it to the N.E., and spreads to the
N.W. Although across the bank from the island, to the distance of
fifteen or twenty miles to the N.W., there is a flood and ebb tide, the
flood setting to the N.N.E., the ebb to the S.S.W., the flood comes
over a broad flat bottom until it arrives at the highest ridge of the
bar, bringing the sand with it so far. It then finds a deep water sud-
denly to the eastward of the bar, and its strength is as suddenly lost,
the waters pitching over this bank settle gently in deep water, and the
sand going with the current does the same, and keeps the eastern
edge of the bar and the bank very steep ; but to the southward and
westward it is flat and shallow.
The ebb tide, setting gently to the southward and westward, meets
the steep side of the bank ; and rising above it, passes over and in-
creases in strength, merely levelling the sand that had been brought
up by the last flood. It does not carry it back until the next flood
comes, which brings up a fresh supply from the washing of the island ;
and so alternately the sand changes with every flood and ebb tide.
The consequence is, that although the west end is several miles to the
eastward of where it was in 1811 ; yet the shoalest or eastern part of
the bar or bank has the same bearing from the dry land that it had
then, which plainly shows that the bar and bank have increased eastward
as fast as the island has decreased in the same direction. But the
distance of the outer breakers has not increased more than about two
miles ; in 1829 their whole distance from the land being from ten to
fourteen miles, in rough weather bearing N.W. from the island. There
is apassage across the bar inside, about four or five miles broad, with
three or four fathoms of water. Since 1811, or about twenty-six years,
an extent of four miles and a half of high land has been washed away,
which averages rather better than one-sixth of a mile every year. In
the last few years it is nearer to one-fourth of a mile every year, owing
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446
ON CHASING.
to the land being much narrower than it was the first fifteen years of
the elapsed time. The whole of the island that does not wash away,
grows in height ; the most windy seasons cause the greatest elevation
of parts where loose sands can be blown on to them ; but the island
in general grows narrower.
The eastern end of the island has not wasted much in length since
my knowledge of it, — nearly thirty years. The high land (about a mile
of it) has blown down with the wind, (but not washed down with
the sea, as at the west end,) and now there is a low, bare, sandy
beach, extending in a N.E. direction from the high land about three
miles. I think about one mile of this was high land, or sand hills,
thirty years ago ; the other two miles were formed by a low sandy
beach, as at present : the elevated portion of the one mile of course has
been blown into the sea, and gone to increase the shoal-water on the
bar, being carried there by a strong flood-tide setting to the N.N.E.
The bar itself extends from the dry part E.N.E., and at the distance
of twelve or fourteen miles from the high land, a very shoal spot,
always breaks, except when dry, at which time seals may be observed
lying on it. Between this spot and the land is a passage about five or
six miles wide, with from three to four fathoms of water on it. This
bar and bank is also very steep on the north western edge, and shallow
and flat on the opposite directions. The bar travels to the northward
slowly, the N.W. bar travels to the northward and eastward rapidly.
The variation of the compass, by amplitudes, on the 9th February,
1837, was 20° 22' west, and I think increasing.
The lake in the island fills up very fast, generally by sand blowing
into it from all directions, and partially by the sea flowing over the
south coast in many places in heavy weather, and conveying the sand
with it. The improvements on the island have very much increased
within the last few years. When the French frigate was cast away in
1822, the crew, all except the officers, had to cook and live in the
little hollows and sheltered spots about the island, for the want of
buildings to cover them ; and yet they were grateful and uncomplain-
ing. I have since seen Englishmen, with a comfortable house over
their heads, good convenience for cooking, and plenty to eat, yet dis-
satisfied and grumbling. There are now seventeen considerable build-
ings on the island, besides some three or four small ones, that would
upon an occasion afford shelter to four or five hundred persons.
(Signed) Joseph Darby.
To the Honourable Collector of Her Majesty's Customs
at Halifax, N.S
On Chasing. — By Lieut. Henry Raper, R.N., F.P., R.A.S.
[Read at the Evening Meeting of the U. S. Museum, May 7th.]
The principles of chasing have been laid down by writers on tactics,
but though few and very simple, the knowledge of the principles
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ON CHASING.
447
themselves, or of the evidence in their support, is by no means so
generally diffused as the importance of the subject demands. In
cases, therefore, where no fixed rules are universally recognized, and
where, in consequence, the whole issue depends upon individual
judgment or experience, it must occasionally happen that valuable
time is lost, or that for want of distinct apprehension of the means
of attaining the object in view, an irreparable mistake is made.
It is here proposed to state the general principles of the question,
and their application to chasing, to speaking a vessel, and taking
station, which are all branches of the same subject ; and to point
out methods of estimating the distance of vessels at sea, and of as-
certaining the rate at which one vessel closes another. The mathe-
matical investigations are deferred to the end of the article.
The object is to close the chase in the shortest possible time ; and
the subject divides itself naturally into two branches, chasing to lee-
ward, or free, and chasing to windward, which we shall consider in
order.
1. When the chase is to leeward. It would appear at first sight
that the chaser should steer directly for the chase, because in so
doing it is manifest that the distance between the vessels is diminished
from instant to instant by the whole amount of the distance run by
the chaser ; while on the other hand, it is increased by part only of
the distance made good in the same time by the chase, who runs
direct from the chaser only in a stern chase.
The path of the chaser, when keeping the chase always ahead, or
upon any particular point, as the anchorstock, a backstay, &c., is
called the Curve of Pursuit.
But a very simple consideration will discover the fallacy of the
above reasoning, and the impropriety of thus altering the course
continually as the position of the chase changes. Wherever the
point in which the two vessels ultimately close, or approach within
hail of each other, may be situated, it is evident that the chaser
would arrive at it in the shortest possible time by making directly
for it. Now when the two vessels move thus, each with her own
velocity and in her own direction, for the same point, and arrive
there at the same instant, their relative positions remain unchanged
till they meet. Hence, in chasing to leeward, the pursuit is effected
in the shortest possible time when the chaser keeps the chase on the
same bearing. This is the principle of chasing to leeward.
It might appear upon a superficial consideration of the particular case
in which the chaser finds himself in a position to run down directly
upon the chase’s weather beam, or at right angles to the course of the
chase, that it would he advisable to take advantage of the opportunity
thus afforded of shortening the distance between the vessels in the most
rapid manner possible. But the same argument applies to any part of
the pursuit as to the whole of it ; since, wherever the chaser may have
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448
ON CHASING.
arrived after a certain time, it would clearly have been a saving of
time to have steered directly for that point itself.
Thus, though the distance between the vessels is shortened most
rapidly from instant to instant on the curve of pursuit, yet, after any
finite portion of time the nearest approach will have been effected
by making at once for that point which is in a line between the
commencement, or origin of the pursuit, and the point reached at
the close of the said time.
A
Example : The chase going six knots, and steering East, bears, at
the commencement of the pursuit, S.S.E. from the chaser at A going
seven knots, and distant 10*4 miles. The figure shows the cotem-
poraneous positions of the vessels both on the curve of pursuit and
when on a constant bearing. On the curve the vessels close at D
after a chase of eight hours, or when b has run forty miles. On the
constant bearing S.S.E. they close at c after a chase of five hours
twenty-five minutes, or when b has run twenty-seven miles. If it
should be required to close b as much as much as possible in a cer-
tain time, as an hour, the course of a would evidently be determined
by taking a point in b c six miles from the point b and drawing a
line from A to this point.
The above proceeds on the supposition that the chase’s course
remains unchanged; this might occur under various circumstances, as
for instance, in the case of making direct for a port under a press of
sail, &c. The chase, however, if aware that the chaser is keeping the
bearing unaltered, and knowing that, in consequence, the issue has
become a mere question of time, will, if desirous to escape, edge away,
in order that the pursuit may degenerate as soon as possible into a
stem-chase.
The time of duration of any chase is evidently the time in which
the chaser, at the rate at which he is closing the chase, will exhaust
the distance between the vessels.
A chase strictly maintained on the curve of pursuit, must always
degenerate into a stem-chase. If the two vessels have equal velo-
cities, the pursuit can never be closed upon this course, since all
cutting off is excluded, the chaser will approach within a certain
distance of the chase, at which the vessels will remain. If the velo-
city of the chaser is less than that of the chase, the chaser will
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44 9
diminish the distance to a certain quantity, after which the chaser will
drop, and the distance will increase indefinitely.
Thus it is evident that on the curve of pursuit, superiority of sail-
ing is absolutely indispensable to the chaser, while on the other hand,
a vessel of equal, or even inferior sailing, may succeed in cutting
another off, unless the latter becomes aware of her own superiority of
sailing, and keeps away directly from the chaser.
As the course and rate of sailing of the chase cannot be determined
separately by any rules of certain application in practice, the chaser
must find the required bearing by trial. It will in general be advis-
able to err rather on the side of the curve of pursuit, than to lose the
opportunity of closing the chase by keeping too high.
2. In chasing on a wind, the question takes a different form ; both
vessels being on a wind, the selection of the course is excluded, and
consequently the question is narrowed into the single point of dimi.
nishing the distance from instant to instant.
The chaser being to leeward, and having the superiority of sailing, (or
the attempt would be fruitless, without a change of circumstances,)
closes the chase fastest on that tack on which he looks up the best for
the chase. It is easy to see, without going into further details, that
the chaser will always look best up for the chase, while he is making
for a position dead, to leeward, or in the stream of the wind, of the
chase ; when the chaser has passed this line, he no longer nears the
chase so fast as if on the other tack, and when the chase is brought
abeam, the chaser neither increases nor diminishes the distance
between the vessels. It is evident, that since the chaser diminishes
the distance fastest when in the stream of the wind, he should ta6k as
near this position as circumstances will allow, the proper time for
standing on each tack being determined by the working of the vessel,
and the weather, sea, &c.
From the nature of this particular question it is evident that the
error of practice is most commonly of the same kind, namely, stand-
ing too long on one tack. A common precept is to tack when the
chase is abeam ; but it is manifest that in this case time is lost, be-
cause before this takes place the chaser would have done better on
the other tack. It is, indeed, not unusual to bring the chase abaft
the beam, but it is palpable that in this position the chaser is abso-
lutely running away from the vessel which it is his object to close.
All the preceding applies equally to speaking a vessel, with this
difference, that the vessel spoken will shorten sail to expedite the
manoeuvre.
In taking station on a certain point with reference to the admiral, the
point assigned is itself considered as running with the same velocity
and in the same direction as the admiral's ship ; and the object will be
attained in the shortest possible time by keeping this point on the
ENLARGED SERIES. — NO. 7. VOL. FOR 1838. 3 L
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450
ON CHASING.
same bearing. Precision in this manoeuvre is of particular impor-
tance, as the admiral would not in general shorten sail.
The following question, though not directly involving the pursuit
of one vessel by another, yet as it relates to closing a given point
in the shortest possible time, may properly be treated here. A ves-
sel steering a certain course, and going at a certain rate, it is required
to send a boat away so as to reach a certain point in the shortest pos-
sible time ; and the question is, to determine when the boat is to
be dispatched. For example : a ship sailing east, along shore, 8
knots an hour, it is required to send a boat which pulls 5 knots, to
land at a given point in the shortest time.
It is evident that as long as the given point is nearly ahead, the ship
going 8 knots, nears it faster than the boat could going 5 knots only ;
but when the ship has brought the point abeam, as she now no
longer diminishes her distance, but will begin to increase it, it is
evident that the boat, if dispatched before, would have already been
making rapid progress towards the point. Hence, there must be some
point at which the boat should be dispatched so as to effect the
greatest saving of time.
The solution of this problem is very simple. If the angle between
the ship’s head and the bearing of the point be considered a course,
it is clear that for every 8 feet the ship runs, -she nears the point
in question by the D. lat. corresponding to the said course, and the
distance 8. Now, while the ship runs 8 feet, the boat runs 5 ; and
as long, therefore, as the said D. lat. is greater than 5, the ship nears
the point faster than the boat could ; but when the D. lat. is less
than 5 the boat nears the point faster than the ship ; therefore, when
the D. lat. is equal to 5, it is the time for the boat to start.
Hence this rule : — Find the course corresponding to the ship's rate
as dist. and the boat’s rate as d. lat., this is the bearing of the
point, reckoned from the ship’s head or course. In the example
above, dist. 8, and D. lat. 5, give the required bearing of the point,
4J points on the bow.
The distance of a vessel when seen on the horizon, is measured by
the number of minutes in the true dip, corresponding to the height of
the eye of the observer.* In practice, the actual distance will rather
exceed this quantity, from the effect of refraction. Hence, when a
vessel seen at sea can be brought to appear with her water-line on the
horizon, either by going up the rigging, or down the side, her distance
may be nearly, though not very correctly, estimated.
When a vessel is seen altogether beyond the sea horizon, her dis-
• The true dip is found by multiplying the square root of the height in feet, by
1*063. For example, at 25 feet, the dip is 5 multiplied by 1*063, or 5'*3. The square
of the dip is found by multiplying the height by 1*13 ; thus the square of the dip to
25 feet is 25 multiplied by 1*13, or 28*2.
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tance and magnitude may be inferred, though not with much preci-
sion, by a method which will be easily understood from the following
example. From the hammock-rail of a frigate, 16 feet above the sea>
the fore-top-gallant yard of a vessel is seen, (the sail being set,) and
from the frigate’s main-top at 66 feet, the vessel’s cross-jack-yard is
seen. Now the dip (which, as above-said, is the distance of the
visible horizon) to 16 feet is 4'*1, and to 66 feet, 8' *6; hence the
horizon of the upper station is 4 ’5 miles beyond that of the lower one.
Now, it is evident that the two stations in the frigate themselves are just
seen on the horizon from the cross-jack-yard, and fore- top-gallant-
yard of the other vessel ; hence the height of the vessel must be such
that the difference of the dips of the cross-jack and fore-top-gallant-
yards gives 4*5 miles. This will be found, on referring to Edye’s
Tables, to hold of the 26-gun corvette ; and the distance between the
vessels is the dip of the lower station in one added to that of the upper
station in the other: hence 4*1 added to 10*8, the dip to 116 feet,
the height of the corvette’s fore-top-gallant-yard, gives distance, 15
miles. The distance of the horizon, is, however, in practice somewhat
greater than the true dip, on account of refraction, the correction
is uncertain, but it is usually assumed at -fa or of the dip ; adding,
therefore, -fa of 15, or 1 to 15, gives the dist. 16 miles, which is pro-
bably within a mile or two.
The distance of a vessel nearer than the horizon, or upon it, may
be approximated to by the following simple rule : —
Observe her altitude, from her water-line, estimating the height in
feet of the point observed, as the mast-head, if this is not known.
Divide the number of feet by the number of minutes in the altitude ;
take £ the quotient ; add to it -j^of the half, and J of this last ; the sum
is the distance in miles.
Ex. The alt. of a mast-head 150 feet high, is 22'. 150 divided by
22, gives 6*82. half 3*41
tenth of half *34
third •! 1
Distance required
3*86 miles.
The distance of a vessel beyond the sea horizon may be approxi-
mately determined thus : —
Obtain the alt. of some well defined point, estimating the height of
the point observed. From the alt. subtract the true dip of the eye.
Note the remainder.
To the square of the dip (see note, p. 450,) of the height of the
point observed, add the square of the remainder, and from the sum
subtract the square of the dip of the eye.
From the square root of the result, subtract the remainder ; this
gives the distance in miles.
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Ex. The height of the eye being 16 feet ; the alt. of a yard, esti-
mated at 149 feet high, is 5', required the distance,
alt. 5'
dip, 16 feet 4
remainder 1
149 mult, by M3
169
square of rem.
1
170
square of dip 4'
16
square root 12*4
154
—1
dist. required 11*4 miles.*
The investigation of the curve of pursuit belongs to the integral
calculus, and will be found treated in works upon that branch of
mathematics. We shall obtain here the polar equation of the curve,
as a more concise, and in some respects more efficient, solution of the
problem, than that of rectangular co-ordinates ; especially as the limits
of the integral in this form involve the distance of the vessel at the
commencement of the pursuit, and the course she is steering ; while
the rectangular co-ordinates are themselves a subject for calculation.
Let u be the distance between the vessels at any instant, B the
angle made by w, with the direction of the chase’s track, which assume
the axis of x ; V the velocity of the chaser, v that of the chase, and
less than V ; then referring the measures of the variations of u and B
to the same element of time dt. 9 we have
du _ dw d/., x
d* ~cE ad •'
Now, since the motion of the chaser with the velocity V tends to
diminish u> and that of the chase with the velocity v tends to increase
it, it is easy to see that du = — Vdf -+■ vd£ cos B, whence
du
= — V-f u cos 6
Again, it is the motion of the chase alone, for which the chaser is
always steering, that causes the angle $ to vary and to decrease ; and
it is easy to show that — a dO = vd£ sin 0, whence
dt_ __ u_
dB ~ V sin 6
The equation (1) becomes therefore,
^ = -(-V + rcosO)
u
v sin B 9
e As altitudes observed above the sea horizon are often liable to error, as 2' or 3',
the resulting distance will be uncertain in proportion ; moreover, some allowance
should, in strictness, be made for terrestrial refraction. If circumstances are the
same, at both observations, the difference of the two distances will stiU be not much
in error. The height of the vessel also being in some degree uncertain, it is perhaps
not worth while to attend to these corrections ; yet the method may often, from the
shortness of the computation, be a useful assistance in forming the judgment.
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and separating the variables, f ^ = f — f cot 6 dB
whence
log u = ~ log tan ^ — log sin 6 «+• C. .. .(2)
V It
Now, at the limit, let u = a, and $ = a, hence
. C = log a — — log tan !L + log sin «
v I
Hence
log u = — (log tan ^ — log tan ^) + log sin a — log sin B
v I It *
+ log a.
( 3 )
It will be further convenient, for practical application, to express B
in terms of the original value, or limit a, and the difference of the bear-
ing of the chase from the chaser, after a given time, that is, after a
change in the course itself of the chaser ; calling £ this change of
course or of azimuth, a = 0 + £, Eucl. i. 32, whence
tan j (a — Q
tan |
V
V
sm a
sin (a — 0
<*)
by which the distance u is found from the given distance a ; the angles
a and £, and the velocities. Since a and v are both involved, the
course and rate of the chase cannot be both determined, except by
successive given values of u.
When e = o we have u = but the limit of the variable part
6 V
of the expression when u = o, becomes which as n = —
a number greater than 1, becomes o, when B = o.
of pursuit always degenerates into a stern-chase.
When V = v,
Hence the curve
u = a
cos «
cos i (a — 0 which is minimum when a — £ or 0 = o
hence a cos ~ is the nearest approach which the case admits.
it
We shall omit further details not of practical utility, such as the
time of the whole, or any part of such a pursuit, &c., and proceed at
once to the consideration of the path in the shortest possible time.
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HURRICANE EXPERIENCED BY THE SHIP FELIZA.
In the time of the whole, or any part of the entire duration of the
pursuit, the chaser describes the space ^ j* d$, in the same time the
chase describes the space ^-(x' — x.) Hence ^ y*ds = i (x' — x).
In the case of the shortest time, J ds a minimum, is to be assigned
by the calculus of variations, according to the conditions proposed ; in
the present case, the question is one of a distance lying between two points*
which gives J*ds a straight line. In the entire pursuit, s is to be reckoned
from the commencement to s = o, where it joins the line x' — x, hence
s x' —
V tT
r * „ v sin a sin. a
-, hence - = or—: — -
V sin (a — 6) sin {
given ( must be constant, or the chase kept on the same bearing.
For a given portion of time, s will be taken from o to s', the minimum
distance in this case is obviously in the line joining the origin of the
pursuit, and the point x', whence ( is determined.
The formula for the distance of a vessel of g iven height, is
x = — (c — a) V a 2 — a 2 4* (c — a ) 2 See U. S.
Journal, 1829, Part II. in which x is the distance required, «• the alt. a
the dip of the eye, A that of the higher object ; the unit being the naib-
tical mile, or min. of arc.
Hurricane experienced by the Ship Feliza,
Captain Reynolds, from Jamaica to Bristol, on the 18 th, 19 th,and
20 th of August, 1837.
[Extracts from the journal.* The ship sailed from Falmouth, Jamaica, on the 31st
July. In the run to the west end of Cuba she experienced calms and light variable
winds, principally from the S.E. On 7th August, at 7 p. m., Cape Antonio bore
E. S. E. five or six miles.]
Wednesday, 16th August, p.m. Calm ; hot sultry weather. Saw
the wreck of a large ship’s mast, &c. At 3 a light breeze sprung up
from the E.N.E. Midnight moderate and clear.
17th. a.m. Moderate and clear, wind east, heavy swell from S.E.
At 8 the breeze increasing, ship plunging severely. At noon strong
gale, with a high Bea. Latitude observed, 30° 45' N. Longitude
(not given, but probably about 77° 30' W.) p.m. Strong increasing
gale, wind N. by W. heavy sea rising, shortened sail, &c. At 6 gale
increasing, with heavy squalls ; handed the main-sail and mizen-top-
sail ; ship labouring much, and shipping a great deal of water upon
deck ; close-reefed the top-sails. Midnight, gale increasing.
Friday, 18th. a.m. Handed the fore-sail; at 4 handed the
fore-top-sail. At 8 blowing a severe gale, with heavy squalls, (al-
• Altered to civil time.
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though not so stated in the journal, we know that the ship was hove
to on the larboard tack, probably between 4 and 8.) At 10 the fore-
top-mast stay-sail gave way, and was split into pieces. At noon the
jib-boom, fore and main-top-masts, and mizen-top-gallant-masts were
carried away at the caps, and went overboard with all the yards, &c.,
attached ; the sea running very high, and the wind (which though not
so stated, we believe to have been at this time from the east) blow-
ing quite a hurricane. People employed cutting away the wreck, to
prevent damage to the vessel, p.m. At thirty minutes past noon,
wind east, the fore-mast gave way eight feet above the deck, and the
bowsprit close to the gammoning. With great difficulty got the
wreck clear of the ship, now nearly on her beam-ends, at the same
time labouring heavily and shipping a great deal of water. At 2 the
main-sail and mizen-top-sail were torn out of the gaskets by the
tremendous force of the wind, and were instantly blown into shreds ;
the sudden crash of the canvass, as it was released from its confine-
ment, was startling even amidst the awful din of the elemental war.
At 4 the ship righted a little ; got the pumps to suck ; the water
discharged was very much discoloured. Lashed two hammocks in
the mizen rigging to endeavour to keep the ship's bow to the sea,
but she nevertheless laboured excessively, the sea running very high,
making a breach over the vessel, and the wind still blowing a hur-
ricane: the gloomy and wild terrific aspect of the weather can
scarcely be described by mere words. At 8 wind veered a little Xo
the southward, still unabated in violence. Midnight, the same wea-
ther ; the galley was blown in pieces; people at the pumps. Wind,
at 1, E. ; at 9, E.S.E. ; at 11, S.E. by E.
Saturday, 19th. a. m. Hurricane raging; ship straining much.
At 8 the same weather. At noon storm unabated in strength, the
wind veering more southerly ; sea breaking over the ship, she driv-
ing at the rate of 3J knots an hour with the wind ; four hands con-
stantly at the pumps. Wind, at 1, S.E. ; at 9, S.E. by S. ; at noon
S.E.S. p.m. Hurricane still raging; heavy seas, most awfhl to
behold, at intervals breaking with great violence over the ship;
(she was now drawing near the crisis, or nearest approach to the
vortex;) the main and mizen-stays were carried away ; secured the
masts with hawsers. Midnight, wind blowing furiously ; the star-
board-quarter-davit broke ; secured the boat ; wind throughout
veering to the south westward.
The commander of a ship thus situated, understanding the theory,
and having a “ hurricane circle ” to refer to, would experience the
greatest relief to his mind from the circumstance just stated — the
wind veering to the S.W. — as, every hour after, he would be ap-
proaching nearer the final cessation of the raging tempest, having
successfully past the crisis. Without such knowledge his mind
would be in the utmost anxiety to the very end of the commotion.
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HURRICANE EXPERIENCED BT THE SHIP FELIZA.
It must be recollected that a hurricane cannot be compared with an
ordinary gale ; the contemplation too, when it does flit across the
imagination, (working the pumps is a capital preventive of this,) of
the slender thread that links time with eternity, which seems under
such rough treatment, a vessel receives, ready to give way every in-
stant, is not the most agreeable even to the strongest mind, and
stoutest heart ; for, say what they will, all of us have a strong na-
tural antipathy, I ween, to being suffocated with water. There is,
in truth, something altogether indescribably awful and novel in these
storms — unlike any other weather experienced at sea or on land ;
there is, consequently, room for the exercise of all a man’s firmness
under the trial ; and although few thorough-bred seamen have ever
been decidedly terrified at the impressive scene, yet we have heard,
and in fact knew, one of the parties of three persons who were abso-
lutely frightened to death ! The journal continues —
Sunday, 20th. A. m. The larboard boat broke adrift, secured
her ; both the boats much injured. At 4 wind a little more moder-
ate, veering to the westward. At noon heavy gales, with sudden
gusts of the wind. Hands at the pumps ; several of the men quite
exhausted and incapable of using any exertion.* p. m. Strong gales,
wind W.S.W. and more steady ; (t. e. the intervals of change had
Been lengthened, and this was the last shift during the hurricane ;)
the sea, however, still very high, and breaking constantly over the
ship, which laboured heavily and was much strained. At 4 more
moderate with less sea ; (occasioned by the ship having arrived at
the southern margin of the storm ;) bent the fore-top-mast stay-sail
on the main-stay, to get the ship before the wind ; also bent the main-
sail. At 4h. 30m. wore and set the reefed main-sail ; sea still high.
Midnight, more moderate, but the weather still gloomy : scudding
before the wind on an E.N.E. course.
Monday, 21st. a.m. Wind W.S.W. At 8 moderate and cloudy,
ship rolling heavily, and shipping seas. Noon moderate ; employed
fitting jury-masts. Latitude observed, 31° 58' N. Wind came round
to west, and ultimately settled at W.N.W.
, It was fortunate for the worthy and excellent seaman who com-
manded the Feliza, and his crew, that they had a good strong ship
under foot ; for if she had not been so, much less buffetting would
have sent her, with such dead weight as a sugar cargo, down to the
coral shades below ; and it is not a little creditable to the builders of
Bristol, that we never hear of the unseaworthiness of the ships they
construct.
* Merchantmen are generally short-handed ; had this ship sprung a leak, her
crew evidently would not have kept her afloat Is there an act of parliament to
regulate the number of hands according to tonnage ? If not, it is a great omission.
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Remarks on the hurricane experienced by the ship Feliza,
August, 1837.
It appears, after due consideration, that the N. by W. wind (p.m. of
the 17th) was one of the variable veins of air set in motion by the
advance of the formidable meteor ; the heavy swell from the S.E.
being an indication of its approach from that quarter ; and that the
first true wind of the circular storm was from the east, mid-day of
the 18th ; the succeeding changes occurring, gradually, but not at
equal intervals of time, round, apparently, from left to right, to the
S.E. south, S.W. and W.S.W., ending at midnight of the 20th.
This tremendous storm having continued for the very long period of
sixty hours /
The ship, therefore, had fallen under the north verge of the hur-
ricane, and passed through the first and second quadrants of the
circle, crossing the entire diameter, which, allowing only the low
rate of 1 3 miles an hour for the velocity of the progression, may be
taken at 780 miles, and the circumference at 2,451 miles ; so that, by
the lowest calculation, this gigantic bubble must have spread over
a space equal to the. distance in a north and south direction, from the
little Bahama, to the Chesapeake, and from east to west, from the
70th degree to the 84th ! Two weeks before another of these mighty
whirlwinds had swept over the ocean in this locality, a memorial of
which was probably the wreck of a ship’s mast, spoken of in the
journal.
The crisis took place when the wind was at south or S. by W. If
the ship had retained her spars entire until the period when this oc-
curred, she would probably have lost them then : her losing them
so early appears to have been occasioned by her extreme motion. *
We are next to consider the line of progression of this storm,
which is extremely interesting on account of its occurrence near the
parallel, where, according to the Redfield theory, it should curve to
the northward: from the changes of wind which took place, the
discoverer of the rotary process, is borne out in his statement. It
appears that, at the very time the ship entered the hurricane, the
meteor was inclining from its north-western progression to a norther-
ly course, the curve continuing until the ship felt the wind from the
E.S.E. ; after which the meteor pursued a steady course to the
north, the changes of wind being gradual round from east to
W.S.W.
To clear up any doubt that might be entertained about the altera-
* Why do not the merchants supply the commanders of ships with good instru-
ments? Such would evidently be to their own advantage. A marine barometer
would have given notice of the approach of this hurricane, which would have
allowed time for getting down the top-gallant masts and yards, and even for striking
top-masts ; (we have seen this done in a very heavy gale with excellent effect,) which
as a matter of precaution is worth attending to, as likely to save the lower masts.
ENLARGED SERIES — NO. 7. — VOL. FOR 1838.
3 m
gle
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HURRICANR EXPERIENCED BY THB SHIP FELIZA.
tiou of the line of progression having taken place, and of the
N. by W. wind not being one of the circular storm, we may be per-
mitted to add a few more remarks, for it is only by reasoning upon
facts that we can hope to arrive at the truth. That the meteor was
actually curving from the northwestern to the north line of progres-
sion we may infer from these reasons : had the progression been
uniformly to the N.W., the last shift of wind felt would have been
from the S. by W., if there were not any dilation of the circle at the
time : if there were, and it was not excessive, then the point of exit
would have been one or two points more westerly, and the duration
of the storm in both cases less than actually experienced in the pre-
sent instance ; the intervals of change between the shifts of wind in
the first case, without material difference ; in the second, the inter-
vals would be lengthened with the increase of the circle. It is quite
possible, indeed, where the circle continues to dilate to an extreme
extent, that a ship, whilst the meteor progresses to the N.W., after
she has entered with the first wind at the east, shall have her exit
with it at W.S.W. instead of S. by W. : in the instance we have
under consideration, the only circumstance which would favour this
view, is the very long continuance of the storm ; there are no means,
however, of knowing, or even for conjecture, whether the circle was
still enlarging, or had ceased to do so, the occurrence of the storm
near the parallel of change supports our opinion of the change ;
and as these extraordinary phenomena have hitherto been found
following a singularly uniform line of path, it justifies that opinion ;
and there can be no reason why the ship may not have fallen into the
storm at the moment of its change.
On the other hand, if the progressive course had been throughout
to the north, the east wind would have continued for a long time —
about 30 hours — without material change, and the ship would have
passed through the vortex, (if she escaped foundering there,) and
at that critical moment have experienced sudden shifts, with the
most violent strength of the wind ; after which it would have steadied
at west for about 30 hours longer, or until the vessel was finally
ejected. The reader will be pleased to observe, that with the north
progression, there would be no material alteration in the point of
exit, let the dilation be as great as it may, because the vessel would
be on the line of progression ; whereas, with the meteor following a
N.W. course, the vessel’s apparent movement towards the posterior
verge, would be on a parallel with the line of progression, so that
the northerly inclination of the path, combined with the increasing
enlargement of the circle, would have the effect of altering the point
of exit, by a certain amount, to the right in such a case as we are
considering. The facts being before the reader, he may refer to the
“ circle,” and reason out the matter for himself ; and we may ex-
press' a hope that every commander will construct one for his own
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use, which he may do in an hour, with thick drawing paper; he
will find it assist his study of the subject greatly.
Again, if the meteor had been curving to the right, or eastward by
north, the ship would have been gradually drawn into the fourth
quadrant, and afterwards into the third, and have experienced the
changes of wind of those sections, and with this remarkable dif-
ference from what actually occurred — the shifts would have been
apparently as well as truly from right to left. And, further, if from
the great extent of the meteor, the effect proved so slow as not to
have influenced materially the apparent movement of the vessel until
she had entered the second quadrant, or after the wind had got
to the south, she would then have passed into the third quadrant,
and have experienced the changes in that segment; that is, from
the northward and westward. None of these circumstances having
occurred, we may correctly infer that whilst the ship continued
within the circle of operation, the alteration of the progressive line
did not reach beyond the north point.
The effect of such alteration would be proportioned to the extent
of the meteor ; that is to say, where the diameter is inconsiderable
the changes of wind would follow in quicker succession, but when
the circle has a very extended circumference, the intervals in time
between the changes would, consequently be retarded. This con-
sideration it is necessary to bear in mind whilst dealing with the
subject.
If the N. by W. wind had been actually the first of the rotary
storm, the progressive course of the hurricane, in the first place,
must have been to the W.S.W., (a point not hitherto assigned to
any of the western meteors,) the wind veering to the north, N.E.
and E.S.E., when the course must have been suddenly altered to
the north. We see nothing of these changes in the journal, but the
next change from N. by W. is east; and it may be presumed, al-
though not so mentioned, that the shift was sudden. I cannot say
decidedly that this W.S.W. progression could not have occurred,
because we are not sure that we are acquainted with all the eccen-
tric movements of these meteors ; nevertheless, from the indefa-
tigable inquiry of Mr. Redfield, aided by his clear and comprehensive
mind, such a course has never been traced. We may reasonably
infer too, that as this N. by W. wind continued near 24 hours
without change, (according to the column of winds in the journal,)
there was no rotation then in the aerial current. This, it is true,
might have happened if the progression had been to the W. by S. ;
but in that case, the ship would have passed through the vortex, or
so close to it, as to have had all the masts blown out of her, and she
would have experienced the wind in rapid changes at the height of
its fury; after which the progression must have shifted suddenly
to the north : such do not accord with the facts stated. It appears
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HURRICANE EXPERIENCED BY THE SHIP FELIZA.
by the journal, that the ship from noon of 17th to noon of the 21st,
had made 71 miles northing ; her drift, taking the average of 3 knots
an hour, whilst laying- to about 56£ hours, was 169J miles in the
curve she described from left to right, or from S. round by the west,
to north ; and her northing whilst scudding from 4h. 30m. p.m. of
20th, to noon of the 21st, was 32 miles ; and making due allow-
ance for the southing from noon of the 17th, to 8 a.m. of the 18th,
the amount of northerly drift was 40 miles. From this calculation it
seems that the vessel was out of the influence of the Florida stream.
Her longitude is not given.
I have noticed the above circumstance here, to show that the
movement which a ship makes whilst she lays-to in a circular tem-
pest is, comparatively, of little account, when the vast extent of the
circle is considered. Indeed, she may, in sea language, be said to
“ go round upon her heel ; ” and therefore whilst using the “ hurri-
cane circle ” to discover the changes likely to take place after the
first shift, she may be considered as a stationary object.
One thing perhaps may require to be explained, that the tiro may
understand clearly what is meant. In the present case I have said
that the ship passed through the entire diameter of the circle : this
is not strictly true as the words imply ; for she herself, aided by the
tremendous power of the wind could not perform such a feat as drift-
ing 780 miles in 60 or 60 hours. The progression of the storm by
bringing up to the vessel's position the successive changes, gives
the appearance of her having passed through the circle from N. to S.
Stormy Jack.
Note. In this storm the ship, on the larboard tack, could not be kept to; and
no doubt her extreme uneasy motion, and the quantity of water she shipped, as
noticed in the journal, may be partly attributed to the vessel falling broad off into
the trough of the seas. In a hurricane I once experienced, the wind kept on the
larboard quarter ; all our endeavours were fruitless to keep the bows to.
It would be advisable, therefore, on a ship’s entering one of these storms, when the
wind is from E.N.E. by the north, to the south east, during the N.W. progression,
to bring her to on the starboard tack, as then she will come up gradually as the
changes take place. The journal has no notice of rain having fallen, or of lightning
having been seen : it is probable, however, that both were present
Questions, for the consideration of those who encounter
Hurricanes and Tyfoongs.
Independent of a detailed narrative of facts occurring during a
storm, which all commanders may not feel disposed to enter into,
or when committed to paper to publish, the following points of
inquiry may be received as standard queries, to be answered by any
who may fall into a circular storm in the West Indies, North Atlan-
tic, off the Mauritius, gulf of Bengal, and China sea.
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LIFE RAFTS IN CASE OF WRECK.
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1. Date of hurricane, tyfoong.
2. Latitude and longitude at the time of entry.
3. How was the wind before the storm commenced.
4. First shift of wind at the commencement.
5. Successive points the wind veered during the storm : noting
when the changes were gradual and when sudden ; and the intervals
of time between each shift as near as possible.
6. Name the last shift of wind at the conclusion.
7. Name the wind which succeeded the termination of the storm.
8. The hour when the storm commenced, by civil time.
9. Hour when the storm ceased.
10. Hour when the lowest depression of the barometer or sympic-
someter was observed.
1 1. Hour the barometer began to rise.
12. What effect, if any, on the thermometer.
13. The condition of the weather two or three days preceding
the storm, and whilst it continued— clouds — thunder — lightning —
raiu— obscurity, &c.
14. The time of the fall of the masts: point from which the wind
blew at the time.
1 5. The crisis, or greatest height of the wind ; at what time ;
point the wind blew from.
16. If lying to, on which tack ? time brought to. If scudding, on
what course ? time of bearing up.
1 7. Latitude and longitude at the end of the storm.
The answers, if correctly given, will be sufficient to enable any
person who has considered the subject to define the action of the
storm, and to determine whether the individual tempest treated of,
agrees in all its features with the theory ; for it is only from repeated
confirmations by practical observers that it will be received with en-
tire confidence by the mass of seamen ; so that it behoves them to
set their own “ shoulder to the wheel,” in order to satisfy themselves
of its correctness.
Stormy Jack.
[We shall be thankful to any of our readers for answers to the foregoing, on any
occasion of their meeting with hurricanes. — E d. N. M.]
LlFE-RAFTS IN CA8E OF WRECK.
London, April 4th, 1838.
Mr. Editor, — A short time since as I was perusing a volume of the
transactions of the society for the encouragement of arts and manu-
factures, I saw the following ingenious plan for constructing a life-
raft, of such materials as every ship must of necessity carry to sea
for other purposes: — namely, Four water casks or butts, four pair
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of slings, eight capstan bars or small spars, three gratings, and four
handspikes, to be put together in the following manner.
First, lay two capstan bars parallel to each other, about six
feet apart, on which, place three gratings, and lash them together.
Then lay two more capstan bars athwart the ends of the former,
one on each side of the gratings, and secure them with good strong
lashings ; which will form a square platform for the men to stand
on. In the next place, let a cask be secured on each side of the
square, by means of the slings. At the same time part of the crew
may be employed (on the other side of the deck) forming a square
with four more capstan bars, which is to be placed on the top of the
casks, and lashed down to the lower square. This will keep the casks
on the outside of the platform, and leave plenty of room for the men
to sit or stand without danger of being bruised. For further secu-
rity a handspike may be lashed to each corner of the raft, and a life-
line passed round it, and made fast to the upper end of handspikes,
which will be about four feet above the platform, and for further
security, may pass obliquely to the comers of the four upper cap-
stan bars. Life-lines may also be led athwart the platform for the
men to hold by. The raft being constructed, it is hoisted out by
means of two whips, one on the main-stay, hooked to two pair of
slings fastened to the corners of the raft ; or (if the masts have been
carried away) launched overboard by hand.
The bouyancy of four casks, each capable of containing one hun-
dred and eight gallons, is equal to the weight of thirty men nearly,
supposing each man to weigh one hundred and fifty pounds ; but
as the casks, if not totally immersed, will tend to break the sea, I
would not recommend it for more than twenty men. The casks will
then be at least a foot above water, and if the men sit on the grat-
ings, and thereby displace a greater quantity of water, the raft will
float much lighter and safer.
By giving the foregoing plan publicity by the means of your
valuable magazine, you will render a great service to the maritime
interest, and public in general, and will oblige your constant
reader,
The Sailor’s Friend.
[See further plans of life-rafts — Captain Cookesley’s, in p. 73, of our volume for
1835 ; and another in p. 265, of our present volume.]
Random Rambles. — The Mariners of England.
“ Total Abstinence Societies ! Mr. Seaward, Where will they
stop ? That is the question : one which receives an answer every
day in Africa, in Egypt, in Turkey, and in India ? In those parts
of the globe, abstinence of some kind or other is peremptorily
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enjoined : and what has the experience of ages gone to prove, but
that it is a Utopian theory not reducible to practice, and which the
state of society in those countries evidently testifies. It is a species
of theological tyranny, sir, debasing to the human kind, relieving it
from self-respect and moral restraint, to place it under fixed and
despotic laws.
“ Can anything be more deplorable,” continued Capt. Wetherall,
becoming energetic, “ than the ridiculous abstinence from flesh meats
among the Hindoos ? Their consequent division into castes and sects,
not affected by what proceeds out of the mouth, (wherein the Christian
believes are the issues of life unto life, or death unto death,) but upon
the perishable material which passes into it, and which the philosopher
and naturalist know full well are derived from a common origin, from
earth to plants and herbs, vegetation to animals, and animals to food.
Can anything be more ridiculous, sir, than the refusal of the Turk to
the judicious use of the grape in moderation, and take to smoking
opium till his intoxication amounts to raving insanity ? Are not all
these people more disposed to heinous crimes, to effeminacy, licen-
tiousness, and cruelty, than our beef-eating Britons ? Already some
of our tee-totalists begin to talk largely of the brutalising effects of
animal food, particularly upon our sailors and soldiers. Sailors !
did I say. Poor fellows ! their hardships and privations are many ;
their enjoyments but few ; and they are now, in many of our ports,
exposed to a species of downright persecution. We shall soon be
told to live upon crowdy and horsebeans, drink raw water, and then —
what then, Mr. Seaward ? — why, our uniforms will become an abomi-
nation in dress, and we shall be entreated to classify in drabs and
olives ; although nature herself disdains this sectarian livery, and our
seamen, if they do strip off the blue jacket, would rather put on a
good outer covering of tar and feathers. The national debt may then
be reduced, for it will cost the government but little to keep in repair
their long-boasted bulwarks, — the wooden walls of Old England. It
has become fashionable to depreciate the character of our mariners,
particularly because they are, happily, at the present moment, not
directly engaged, hand to hand, and foot to foot, with their country’s
enemies. This is illiberal, sir, and ungenerous into the bargain, not
to say, highly impolitic. No sooner is their vessel moored in a har-
bour of refuge, than they are told, they will be good for nothing,
unless their grog be immediately stopped, and one of the tee-total
tracts mentally swallowed in lieu of it. No wonder they make wry
faces at this, for it is a discipline to which few landsmen, not excepting
their advisers, will submit.
“ I was once, Mr. Seaward, seated alongside Admiral Sir Richard
Keats in the cabin of a steam-packet, cuffing a long yam upon nautical
affairs, when two very demure gentlemen came down. ‘ Waita ! he !
a — bring us two tumblers each, and plenty of wata !* * Yes, sir.’
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They were quickly produced. A box of powders was then opened
with great solemnity : solutions, prepared in separate tumblers, dashed
into each other : whisk, whish, was the commotion, and down they
were gulped instanter. 4 What do you call that V said the admiral.
4 Soda-water, sir.’ 4 Soda-water !’ exclaimed he: 4 Were you tipsy
last night ?’ 4 Oh, sir,* said the younger of the two, 4 we never take
spirits ;’ and, lengthening out a very sallow visage, 4 total abstinence,
sir ; and this soda-water is also an excellent remedy for sea-sickness.’
4 Sea-sickness, my man!’ retorted the veteran admiral. 4 Good
heavens ! how your wants are multiplied. A glass of cold brandy
and water is certainly a much better remedy, in my opinion.* 4 We
maintain,’ said the elder gent, that ardent spirits are an abomination
anywhere, in any circumstances.’ 4 Indeed !* replied Sir Richard.
4 Hark’ee, my fine fellow ! I have been surrounded by many ardent
spirits in my time, and an abomination they were to the enemies of
their country : but if we had mixed a tub of soda-water on each
hatchway while taking the ships into action, you would have been
drinking your trash perhaps in slavery, or, at best, under some other
sovereignty. Temperance is necessary ; and in her Majesty’s service
was rigidly enforced, while sobriety and good conduct was promoted
to honour : but total abstinence is perfect humbug. It would soon
destroy our national energies. Sailors are neither monks nor hermits.
It’s all humbug ! all humbug !’
44 Now, Mr. Seaward, I am quite of the admiral’s opinion,” con-
tinued Captain Weatherall. 44 Temperance is the great and prime
requisite of a crew collectively, or the mariner individually : but why
are seamen to be made a butt for these Utopian pharisees to discharge
their arrows upon ? Is their monotonous life never to be relieved by
cheerful, social, and rational enjoyment ; or by those little luxuries
which landsmen (with all their cant) seek opportunities of gratifying
their appetite for ? Or are they to become Turks, break their pots,
and take to their pipes ? for some resource will always present itself
in such extreme cases. They cannot be always reading tracts, or at
prayers. This would degenerate into that lukewarm piety which is
always undevout. But we have one class, at any rate, say the theo-
rists, in our power : send the ships to sea without spirits ; there are
no liquor-shops on the ocean. Follow out the plan, I say ; allow no
spirits to be freighted home ; relieve the sailors from the^weight of
that sin, the importation of poison, as it is termed. But, generally
speaking, who are these theorists ? Are they capable of appreciating
the feelings of men who have been shut out for months together from
all and every species of recreation, and knocking about upon the stormy
ocean ? Why, there is dear Mistress Frizzlefuss, who makes tea at
the sailor’s reading-room, having experienced the sad trial of a tip-
pling landsman, now ogles the captains, in the hope of swinging in a
sober sailor’s hammock. Who can blame dear Mrs. Frizzlefuss ?
Digitized by
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RANDOM RAMBLE8.
465
There is my friend, Mr. Dewlap, certainly one of the best meaning
men in England, living in all the luxurious refinement of intellectual
society ; he looks forward to the evening at the sailor’s room, as a
grateful change to the uniform tenour of his existence. As evening
approaches, he begins to swell with the importance of his mission ;
listens with impatience to the ladies at the piano, whose duets inter-
rupt the course of his imaginings ; trips to and fro over a Brussels
carpet, or sips hastily his tea by the fireside of his splendid drawing-
room ; then, primed and loaded, hurries down to the assembled sin-
ners, and pours forth a whole broadside of invective upon a class of
men, whom he believes to be unnaturally depraved, lost, and aban-
doned. Abstinence, total abstinence, is his darling theme. Hear it,
ye farmers, maltsters, brewers, and distillers ! shut up the wine-press ;
root up the vineyards, and send all the ships to China for tea ! All
cargos of exhilarating beverage are an abomination, for moderation
is unknown in Britain, and her sons must be coerced into temperate
habits by annihilating the temptation.
44 Now, Mr. Seaward, if my good friend, Ernest Dewlap, Esq., left
his glowing comforts to seat himself in a tap-room, it would be shame
indeed. But let him take a week’s spell in a merchant ship’s fore-
castle, without a fire, without a table-cloth, tobacco-smoked blankets
and wet jackets hanging about his ears, a piece of ship-beef cut tole-
rably near the horns, and dabbed upon a flinty biscuit, and a hard
damp oak locker for his seat, and then say, if a tin can of cold water
or water bewitched with sloe-leaves, or mundungo, would add much
to the comforts of his portly stomach : or whether an hour or two
on shore, by a blazing tap-room fire, and a draught of good English
ale, would not be too great a temptation for him to resist. Oh, the
trash that I have seen served out as tea and coffee in a merchant ship,
to be drank with bad sugar, Mr. Seaward, and without milk ! The
good old admiral was right ; sailors are on a par with the labouring
community, but they are exposed to severer privations, and more than
their share of humbug. Let these saints take up the sailor’s cross,
and ere they have carried it long and far, they will adopt a new text,
and remember with gratitude, that the Author and Finisher of their
faith, when surrounded by apostolic mariners, delighted in their hap-
piness, and turned their water into wine.
44 Let the magistrates do their duty in enforcing the stated hours
for public houses, and restraining the panderers to vice. Let sailors’
reading-rooms be no longer sectarian and severe, but supplied with
amusing books of voyages, as well as religious tracts ; not exclusively
for sailors, but free to the well-disposed of their equals in society.
This would induce an exchange of information and amusement.
Sailors have enough of sailors at sea : on shore they like to mix with
other men. But above all, let our merchant marine be improved
agreeably with many suggestions now made by extg^ic|f|^ndi-
ENLAR0ED SERIES. NO. 7. — VOL. FOR 1838. 3n
4 66
RANDOM RAMBLES.
viduals, and officered by a class of intelligent, able, and considerate
men, showing, by their example, the temporal as well as spiritual
advantages of sobriety, industry, and good conduct ; and I will bet a
bottle of wine against a chest of tea, that our brave mariners will not
disgrace their profession as a class of m$n, or sink below the level
of that grade of civilized life, in which it has pleased their merciful
Creator to place them. ,,
Jack WetheraU, for that familiar title had been placed before his
name by some of the respectable passengers in lieu of that of captain,
Jack Wetherall was as fond of a yam as most sailors are, and after
the foregoing harangue was concluded, he turned to me, and said,
44 My motto, Mr. Seaward, is, ‘ Not too much of anything — modera-
tion in all things.’ Did you ever hear of H.M.S. Hermione, and the
fate of her captain, last war, sir?” 44 Yes, to be sure, and all the
world besides.” 44 Well, sir, I will tell you something about one of
the ringleaders of that black affair, which entirely arose from too
much discipline and too much drink. It happened, you know, in the
year 1797, on the 22nd of September, when Captain Pigot and all his
officers, with most part of the marines, were deliberately murdered” —
44 1 believe,” said I, interrupting him, 44 that the surgeon and a mas-
ter’s mate were saved.” 44 Yes, Mr. Seaward, true, to serve as wit-
nesses to bring the wretched delinquents to justice.”
44 Yet, sir, one of the ringleaders I am now speaking of, eluded the
course of justice, and even served in the army and navy afterwards,
deserting several times from each service. He was with Sir Ralph
Abercrombie in Egypt, and deserted from the 42nd regiment, to
which he then belonged ; and having entered as a seaman on board
a man-of-war, was drafted on board the Victory, and was close by
the immortal Nelson when he fell at Trafalgar ; — a ringleader of the
mutiny in the Hermione, a man whose hands had been steeped in the
blood of his own countrymen, committing crimes of the blackest dye,
fighting afterwards in the sacred cause of liberty by the side of her
greatest hero! What freaks dame Fortune plays! His name was
Patrick Walsh, a native of Castlebar in Ireland, and his after-life was
such that, had he suffered the fate he deserved, he would have been
saved from years of torment in this world. I remember seeing him.
in 1820, I think an object of perfect horror ; the intolerable stings of
a tortured conscience dwelling on the deeds of blood in which he had
been a too active accomplice, produced a frenzy which neither years
nor age could mitigate ; he was a confirmed maniac in Bethlehem
Hospital. He had been previously in another similar establishment,
where he had succeeded in killing two of the inmates. At this time,
however, he was not under much restraint, as he was considered
better. But it happened that he found amongst some rubbish an old
knife, and one part of a pair of scissors. These he concealed care-
fully till he had ground the knife to a sharp edge ; and one Sunday
%
RANDOM RAMBLES.
467
morning he rushed on a poor sickly fellow-patient, and before he
could be prevented, had inflicted wounds of which his victim died on
the spot. Well, sir, he was considered so far sane as to be tried at
Guilford assizes for the murder, but was acquitted on the ground of
insanity. He told the jury, that he so much rejoiced at putting his
victim out of the way, that if he could obtain the king’s crown, and
all the riches of the universe, he would not forego the pleasure of
killing him. His vengeance was excited by some dispute on religion !
The man, he said, had spoken profanely of the Virgin Mary !
“ But I must tell you some more of the freaks of this extraordinary
wretched man, who has signalized himself in living in a state of war-
fare with the whole world, both before and since he escaped justice.
His evil propensity haunted him day and night. By day he was con-
stantly giving way to blasphemous imprecations, and abuse of those
about him, naming them according to his gross and revengeful imagi-
nations, among which the term ‘ Spaniard ’ was applied, evincing the
recollection of his wanderings about the colony of Laguayra, after the
Hermione’s affair. His dreams by night were no less dreadful. He
would wake and relate murders he had committed in his sleep, with
infinite satisfaction, dwelling on the details with all the fury of a demon
glaring from his eyes. One night he imagined he had cut the throats of
his companions with a sword, and gloried in watching those who lived
the longest ; and after committing other dreadful absurdities, he is out-
rageous at seeing them alive the next morning. He roams about
stamping and raving all day, with a piece of blanket crammed into his
mouth ; and as he is tearing it from between his teeth, imagines he is
tearing to pieces more victims of his revenge. Suddenly he will stop,
where he imagines he sees some persons prostrate before him ; when,
after giving vent to his imprecations, he jumps and stamps on them,
as he supposes, exclaiiriing, 4 Die, you rascals ; die, you vagabonds !’
with other expressions of revenge, and then he is satisfied and pleased,
until another group rises in his imagination, to be served in the same
manner. He can hear no one speak without supposing that he is
abusing him ; and even the ducks in the pond, he imagines, are call-
ing him abusive names, which he in return applies most furiously to
them. And this, Mr. Seaward, was the state of Patrick Walsh, a ring-
leader of the mutiny of the Hermione, one of the most brutal scenes
that ever disgraced human nature — there he was, a hideous specimen
of the human savage, deprived of reason, and living under the influ-
ence of the most unbounded passions.”
Digitized by v^ooQle
400 REDUCING M1DDLEBURGH TO ENGLI8H FEET.
Table XXXIII.
For reducing Middleburgh Feet to English, and English Feet to
Middleburgh.
1 Middleburgh foot = 0*98435202 English foot
1 English foots 1*01589653 Middleburgh foot
0*984
1*016
40
39-374
1*969
2*032
41
40*358
2*953
3*048
42
41*343
3*937
4-064
43
42*327
4*922
5 079
44
43-311
5*906
6*095
45
44*296
6*890
7*111
46
45*280
7-875
8*127
47
46*264
8*859
9*143
48
47*249
9*844
10*159
49
48*233
10*828
11*175
50
49*218
11*812
12191
51
50*202
12-787
13-207
52
51*186
13-781
14*222
53
52*171
14*765
15*238
54
53155
15-750
16*254
55
54*139
16*734
17*270
56
55124
17-718
18-286
57
56*108
18-703
19*302
58
57*092
19*687
20*318
59
58*077
20-671
21*334
60
59*061
21*656
22*350
61
60*045
22*640
23-366
62
61*030
23*624
24*382
63
62*014
24*609
25*397
64
62*999
25*593
26*413
65
63*983
26*578
27-429
66
64*967
27*562
28*445
67
65*952
28*546
29*461
68
66*936
29*531
30-477
69
67*920
30515
31.493
70
68*905
31*499
32*509
71
69*889
32*484
33*524
72
70*873
33*468
34*540
73
71-858
34*452
35*556
74
72-842
35*437
36-572
75
73*826
36-421
37-588
76
74*811
37*405
38*604
77
75-795
38*390
39*620
78
76*779
Digitized by Google
VOYAGE OF HER MAJESTY'S SHIP ACTION.
469
Voyage of H.M.S. Action, Captain the Bight Honourable
Lord Edward Bussell.
England to Valparaiso. — By A. Eardley Wxlmot, R.N.
On the 18th of March, 1835, Her Majesty's ship Actseon, under
the command of Lord Edward Bussell, after several unsuccessful
attempts to put to sea, occasioned by foul winds and bad weather,
sailed from Yarmouth, in the Isle of Wight, for the south American
station. In the evening we parted company with the Scylla, going to
the West Indies, the Victor for India, and the Pelican for the Mediter-
ranean, which vessels had sailed in company with us. After touching
at Plymouth, on the afternoon of the 22nd, we took our final departure
from England. A sailor should be proof against all hardships, climate,
weather, privation of all kinds, and the feelings of nature, in being
separated from family and friends. He may have a wife and children
to lament his absence ; perhaps an aged mother, whose support he is ;
and when her greatest difficulties are approaching, he is tom away to
brave the world, to meet sickness, and even death, in a foreign land.
But he must banish all such reflections; he must steel his heart
against the softer feelings of our nature, and take as his motto,
u D’ye mind me, a seaman should be every inch
All as one as a bit of his ship ;
And with her brave the world without offering to flinch
From the moment the anchor’s a- trip.”
By the time we hove in sight of the far-famed Peak of Tenerife, we
had but a faint remembrance of the happy faces we had left behind.
We hove to off the town to communicate with the consul, and in the
evening made sail for Bio de Janeiro. The joys, the pleasures, and
to many the terrors, of crossing the line, have been full oft related.
No ship is exempt from the custom, and the Actseon was hailed by
the venerable monarch of the deep, with the usual questions, viz. :
the name of the ship ? where from, and where bound to ? and in the
most polite terms possible, he begged to know if there were any on
board who had never passed the limits of his dominions before.
Lord Edward Bussell answered all these questions through his speak-
ing trumpet, with the utmost good-humour ; and told his majesty that
there were several who never had had the honour of an interview with
him, and who consequently were unacquainted with the necessary forms
on the occasion, at which his majesty was much pleased, and wished
the captain good night ; giving him to understand that he might expect
him in the morning, and directing him to have everything prepared for
his reception. He then vanished, and the splash of a hundred
buckets of water, which were ready to greet him, and all those who
Digitized by vjOCK^IC
470
VOYAGB OP HER~MAJB8TY’s 8HIP ACTION,
were green enough to get too near, and whose interest might be excited
to catch a glimpse of the flaming tar-barrel into which he had stepped,
and disappeared astern.
Accordingly, early the next morning, a trumpet was heard hailing
the ship ; the mizen top-sail was laid a-back, and presently a car,
drawn by four sea-horses, came on board, in which were Neptune
and Amphitrite. They were drawn round the decks, and stopped
opposite the captain, who was ready to receive them, and before
whom they went through the several ceremonies ; such as drinking his
health, and long life and happiness to the ship and her inmates. After
this, the fun began with shaving and ducking, and buckets of water,
and wet swabs were flying about the ship till a late hour. Those
who had never crossed the line before were kept under hatches till
their time came for presentation, on which they were brought up
blindfolded from below, and saluted with buckets of water in their
faces, by persons Btationed for that purpose. After this preparation,
they were presented to Neptune, who sat on his throne, on a raised
platform in the fore part of the ship enjoying the proceedings. His
majesty asks them a question or two, then calls the barber to shave
them. This functionary is at hand with his razor and shaving appa-
ratus ; the former a very formidable looking affair, and larger than
even the barber of Seville’s, is made for the purpose, from a piece of
an old saw, and the lather a compost formed of the most filthy ingre-
dients. However, it is a penalty that must be paid, and in a man-
of-war especially ; and the custom, when well managed throughout,
is decidedly a good one. Neptune, seeing that the barber is ready
to operate, puts a final question to his new acquaintance ; who, open-
ing his mouth to answer him, receives the contents of the barber’s
brush ; his heels are tripped up at the same time, and the next minute
he emerges half drowned from an immense reservoir of water, ready
to give bis very best assistance in retaliation on others. Such is part
of the amusement of crossing the line ; and as it is generally a long
voyage, it comes very seasonably; for none but those who have
actually experienced it know the monotony and ennui of a long sea
voyage.
On arriving at Rio de Janeiro, we found H.M.S. Spartiate there,
with the flag of Real-admiral Sir G. E. Hamond, Bart., about to sail
for England, expecting to be relieved by the Dublin. A French rear-
admiral, and an American commodore, were also present. We had
left England full of the hopes of seeing much of the Pacific Ocean ;
and having performed so much of our voyage, our thoughts were
more directed to the South Sea Islands than to the attractive
scenery of the harbour of Rio, or the dirty city of the Brazils. Every
one on board anticipated the voyage with feelings of delight, which
were afterwards fully realized.
The only novelty at Rio is the establishment of two small stcani-
Digitized by vjOCK^IC
VOYAGE OF HER MAJESTY^ SHIP ACTION.
471
boats, which ply eveTy half hour between Santa Cruz and the town,
and appear to answer very well. They belong to a company of mer-
chants, established about two years and a half, who contemplate also
a line of steam-packets to run up and down the coast.
We sailed from Rio on the 16th May, for the River Plate, and an-
chored at Monte Video on the 28th, and found the change in the
climate very perceptible.
On arriving at Buenos Ayres, we found the population divided into
sects of Federals and Unitarians, in deadly feud with each other.
The national colour of the President, Rosas, who is a Federal, is red,
and that of the Unitarian is blue ; the consequence is, as Rosas is all
powerful, the principal part of the dresses of both sexes is red, while
the blue party scarcely dare show their heads.
During our stay in the river, we were in attendance on the British
minister, Mr. Hamilton, and conveyed him to Monte Video, where he
had to settle some questions relative to the slave trade. From thence
we returned with him to Buenos Ayres, and sailed for Rio.
On our arrival at Rio, we found the Dublin had arrived, and that
the Spartiate had sailed for England. We were ordered to proceed
as soon as possible to Bahia and Pernambuco, which we did, after a
refit of ten days. We had a pleasant passage of twenty days, and
anchored at Bahia on the 5th of Oct. The town of San Salvador
wears a pleasing appearance, more particularly in the summer
season. After visiting several minor places on the coast, among
others, Maceio, St. Catherine's, &c., we again returned to Rio to pre-
pare for our anticipated voyage round Cape Horn.
On the 31 st of May, 1836, we sailed from Rio, and anchored in
Port Louis, Berkeley Sound, on the 14th of June. Lieutenant Smith,
the governor, came on board before we anchored, and materially
assisted the master in piloting the ship up the sound. He formerly
was first lieutenant of the Tyne ; and when that ship went home, and
it became necessary to have some person on the island to take charge
of it in the English name, he volunteered his services, and remained
there with six seamen. We found him very well pleased with his
situation, having built several houses, and cultivated a large piece of
ground, in which were growing radishes, onions, and mustard and
cress, also several kinds of flowers. The English flag was flying on
a staff in front of his house, and an eighteen-pounder cannonade was
showing itself in angry defiance to intruders. Lieutenant Smith has
accomplished much since he has been on the island, having discovered
several excellent harbours and bays, and made several partial sur-
veys. He has found out, by his activity and perseverance, what will
grow and thrive upon the land, and sent home a complete statement
of its advantages and disadvantages. He has also been of essential
service to ships touching there, supplying them with beef, and other
necessaries. These islands abound in wild horses and cattle : geese
Digitized by vjOCK^IC
472
VOYAGE OF HEE MAJESTY^ SHIP ACTION.
and ducks are so common, that they are easily killed. Rabbits also are
plentiful ; and fish, at particular seasons of the year, frequent the
coast in great numbers. We thought nothing of bringing home
thirty or forty brace of ducks and geese as a common day’s sport ;
indeed, a much greater number would fall to the share of a dexterous
shot.
The situation, climate, and resources of the Falkland Islands would
render them important to England as a colony ; and if Englishmen,
could be induced to try to settle on them, with the necessary appa-
ratus for cultivating and draining the land, they would find a tenfold
harvest in return.
On the 16th we resumed our voyage, with the feeling that enough
had not been done at home to give these islands a fair chance of
rising into importance. At the latter end of the month we were off
Cape Horn, and passed several icebergs. The thermometer then was
at 27° of Fahrenheit ; and we felt the cold excessively, as we had just
left a warm climate. It rained constantly during the passage, and we
experienced great difficulty in getting our clothes dry, which, with
the cold, added nothing to our comfort.
We had finer weather in the Pacific than the Atlantic, and arrived
at Valparaiso on the 24th of July, where we found H.M. ships Blonde
and Rover; the former bearing Commodore Mason’s broad pendant.
Valparaiso,* or the Vale of Paradise, is situated in a bay at the foot
of a hill, protected on the east and west by the jutting land, but
exposed to the full force of the north winds which prevail during the
winter months. It is the port of St. Jago, the capital of Chili, and
the head-quarter of the British squadron. The port is also the prin-
cipal rendezvous of the French and American men-of-war, each of
whom have a commodore’s pendant flying in these seas. The high
land above the town is 1 ,260 feet above the sea, and is of a dark red
colour, impressing the mind of a stranger that the country is barren
and unproductive. But on travelling a little way inland, the delusion
gives place to admiration and surprize at the amazing fertility of the
soil. The scenery around is also beautiful. The Andes are in the
distance, capped with snow, and towering above the clouds, with the
immense plains extending for miles, and yielding every species of
fruit and vegetables, alternately varied by high hills and mountain
scenery. The climate, too, is delicious, uniting with the warmth of a
tropical sun, the bracing air of an English spring. All this cannot
fail to excite feelings of pleasure and delight ; and an Englishman’s
first exclamation is, “ What a pity that these people should have such
a country !” The peasants are always civil and obliging to strangers,
and make you perfectly welcome to their homely fare, which consists
of rice, milk, and calavances. Those who can afford it, are very fond
• Named after the Conde de Valparaiso, a Spanish nobleman.
Digitized by VjiOOQlC
collier's boilers.
473
of a peculiar dish, — a mixture of fowl, potatoes, rice, and greens, —
all of which are boiled up together, and form an excellent repast.
The maimers, customs, and dress of the people in Chili and Peru are
precisely the same as at Buenos Ayres, with the exception that the
women do not wear any large combs. Biding is their principal
amusement, and the lasso and knife their only weapons. The govern-
ment consists of a president and council, and they talk a great deal
about freedom and liberty. Since the decline of the Spanish power,
and the nominal independence of the different republics that once
composed it, there has been nothing but misery and oppression.
Blessed by nature with every advantage of situation and climate, that
make them at once capable of becoming the theatre of a vast com-
mercial intercourse with the other nations of the world, and of
enriching themselves by the exportation of the valuable and impor-
tant productions of their soil ; instead of improving on these advan-
tages, instead of establishing themselves by industry and activity as
a free and commercial people, they have sunk, and are still sinking
into sluggishness and ruin.
Now that the first fruits of their dearly-earned conquest have
passed away, and the glory of the revolution is forgotten and obscured
in the passing events of the present day, the people have suffered
themselves to become the children of idleness and vice, and look on,
without shame and without remorse, on the opportunities they have
thus foolishly lost. Their rulers are becoming daily more despotic,
and are gradually curtailing republican freedom. All these innova-
tions they calmly look upon without one spark of patriot feeling ; and
when too late, they will open their eyes to the reign of terror around
them.
The merchants of Chili chiefly reside at Valparaiso, while those
who are connected with the mines are at St. Jago. We have a great
deal of trade here, but the greater part is carried on by Americans. We
had no sooner arrived, than we were ordered to prepare for the South
Sea Islands. We received six months* provisions, and every one was
busy in making preparations for the voyage. Coloured cloths, orna-
ments, such as ear-rings, bracelets, and rings, were eagerly provided.
Gunpowder, tobacco, and knives were also in requisition ; and until
the day of our departure all was activity, anxiety and anticipation.
Collier's Boilers.
Mr. Editor, — The article on “ Collier’s Boilers’* which, as appeared in
the last number of your valuable magazine, may be considered one of
the many, and frequent instances where a writer of no ordinary talent
can find time, even among a “ multiplicity of engagements,” to sit
down deliberately, and under tye cloak of honesty and disinterested-
BK LARGED SERIES. — NO. 7. — VOL. FOR 1838. jQQgie
474
collier's boilers.
ness, ingenuously lay before the public, statements* which indeed may
have some object to serve, but which rest on no permanent founda-
tion, while pompously supported by the opinions, surmises, and
assumptions, of — nobody knows who ; and opposing the testimo-
nials of individuals whose names are well known in the scientific
world, in a manner highly disreputable to fair and useful argument.
Happily, however, for the public, and still more for those most deeply
concerned, that kind declamation, baneful as it may be deemed, pro-
vokes a discussion by which the former arrives at the truth, and the
latter in the end obtains a triumphant victory over those whose inte-
rest it may have been to employ an anonymous writer to depreciate
the value and the advantages which my invention may be found to
possess over their own, or to militate against their plans and prospects.
Their statements, by appearing in your pages, may indeed serve their
ends for a month, but the re-action, which a repetition of their worth-
less assertions must produce, when overwhelmed by undeniable state-
ments of the actual facts, from personal examination and experiment,
must carry with them that sort of conviction which we trust will
eventually be productive of universal benefit.
Your correspondent Hiram, who gives nothing from personal
knowledge, commences his attack on the first experiment which was
made upon Collier’s Boilers, in 1834, on board her Majesty’s ship
Meteor, which was the first time they were (he does not say how or
why) brought under his notice. He gives an erroneous descrip-
tion of these boilers on the very outset, although taken from a draw-
ing, which he surely could not have examined ; but as this mistake
has already been exposed by yourself in an editorial note, we need
not take up more of your time with it, hoping that, as Hiram had
never seen the boilers themselves, this error may by the charitable be
imputed to consummate ignorance, and not to any wilful attempt at
imposition ; it may, however, be added, that it is in the weight of
water which he has nearly doubled, as well as in the construction of
the funnel, that he has been most erroneous. The contempt with
which he has treated the names of the men employed, of Professor
Brande and Dr. Bitchie, is, indeed, a specimen of argument which
every writer must treat with indignation ; and with regard to Mr.
Manby, who we know to be a talented as well as a highly educated
engineer of the first class, we shall be silent, well knowing, if he
thinks it worth his while to reply to the laboured and inconclusive
deductions and remarks which all depend on a statement he never
made, that he can do so most effectually; we shall, therefore, proceed
to the trial with the Firebrand, which vessel he assumes to have been
loaded, when the fact was that she was kept as a yacht, and always
in the best trim.
The comparative speed of both her and the Meteor, were previ-
ously known when the latter had her old boilers, and the object was
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now to tiy, if with Collier’s boilers, which only occupied half the
space and consumed half the fuel, she maintained a superiority over
the Firebrand. Nothing could be more satisfactory than this trial ;
and the public may rest assured, that the Lords of the Admiralty are
not so silly as Hiram seems to imagine them, as to make such a trial
without a due consideration to the displacement, and every other
relative circumstance ; and we may justly add, that whether her velo-
city was ten knots, or ten Btatute miles, is of not the smallest import-
ance, the trial was relative and triumphantly in favour of the Meteor.
If your correspondent says, “ I shall omit to notice how she reached
Lisbon, or how she got back to Falmouth,” which he calls “of little
importance,” although it was the only good trial that was made; as
this trial was completely successful we shall only say the omission has
been made for “ obvious reasons ; ” but we must beg leave to remove
the “ impression” on his mind, that no satisfactory result took place
by documentary proof, Mr. Collier having in his possession the
Admiralty letter of approbation ; neither is he correct with respect to
the cost and re-purchase of the boilers. Although it has been pub-
lished why the boilers were removed from the Meteor, and returned
to the patentee, Mr. Hiram pleads ignorance, and we are, therefore,
bound to tell him it was simply this:— one of the chambers was
damaged either by accident or design, after Mr. Collier left the ship,
and it was impossible to repair it without great detention. The
boilers were, therefore, taken out and returned, although it was the
wish of the Admiralty that they should be continued : but this damage
has been of great moment to Mr. Collier, inasmuch as it pointed out
a method of preventing \hz possibility of even an ill-disposed person
to injure the chambers ; and also a method of replacing the chambers
in a very short time if damaged. The commander of the Meteor had
given in his report of the voyage to Lisbon previous to the accident,
and as he did not know how the chambers were damaged, any
further report was unnecessary ; moreover, it was deemed extraordi-
nary that this accident happened to the boilers very soon after they
were out of the superintendence of Mr. Collier, and without throwing
the blame individually on any one, we may add, it was but too evident
that foul play had been used : and had that been suspected before the
boilers were returned an investigation ought and would have taken
place.
Having disposed of the “ cavils” in the five first pages, we come to
the Commercial Company’s steamer, Glasgow, tfhich is, “ unfortu-
nately,” a recent case with which we are completely acquainted, from
having actually made the first passage in that ship to Southampton,
for the express purpose of putting to a fair test the merits of Mr.
Collier’s boiler, without having the smallest interest in their success.
Mr. Hiram asks, “ Were they not a failure ? ” We answer, from per-
sonal knowledge, “ Decidedly not.”— “ Are they not now removed to
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make way for new ones of improved construction ? “ Decidedly
not.” — They are removed to make way for others of the same con-
struction, but of a proper size for the engines, which are of 112
instead of 100 horse power, as was supposed; and we are of opinion
that the boilers, by supplying sufficient steam to engines of 12 horse
power above their calculation, to propel the ship faster than (by the
captain’s account) she had gone before, did wonders. But, in a ves-
sel that had to compete with others, it was natural that the Commer-
cial Company should wish their steamer to be as complete as possible,
and consequently to put boilers into her of the proper size ; the new
boilers will no doubt have the improvements already mentioned, and
I am quite sure that Mr. Hiram will be very welcome to inspect
them. Since, indeed, he had not time to examine the boilers himself,
it is a pity he did not think of sending down some poor boy, with a
measuring tape to the wharf where he might (as we did) have actually
obtained the precise measurement of both the old and the new, as
they lay within a few yards of each other : he would have saved him-
self all the trouble of his calculations, and have found to his entire con-
viction, that Collier’s boilers were ninety-six feet smaller than one-
half the size of the former boilers'; and of course, all his calculations
founded on the generating surface were fallacious, from his ignorance
of the internal construction.
We shall now proceed to inform you, that after having made several
very satisfactory experiments at the manufactory, it was determined
to put the boilers to the test, on board the City of Glasgow, which
was said to have engines of 100 horse power, but which having cylin-
ders of 41 $ inches diameter, with a three feet six inch stroke, were
certainly of 112 horse power, being' twelve or one-ninth more than
the boiler was calculated to supply. We made our passage to South-
ampton, in twenty-nine hours, under the most disadvantageous cir-
cumstances, the snow falling on the steam-chest, the casing wet, the
engine newly repaired, and the vessel without copper, and deeply
laden with iron and sugar ; notwithstanding which, she went eight
miles an hour when calm, which the captain said was more than she
ever went before, even with a strong fair wind, and she made her pas-
sage in as short a time as she had ever done. It is true that Mr.
Collier not having sufficiently calculated on the tremendous draft, a
perfection he could not at first know to the full extent that his boilers
possessed, had not constructed the lower part of the funnel so as to
take full advantage of that circumstance ; but the fact has not escaped
him in the construction of his new boilers, although it appears to have
escaped Hiram, though manifestly delineated in the plate from which
he says he made all his deductions. During the voyage, Mr. Blax-
land, the inspecting engineer to the Company, the captain, and three
passengers, all declared in favour of the boiler, and were unanimously
of opinion that the boilers had done all that was expected, — more
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than any other boilers had ever done ; and that if the boilers had
been in proportion to the engines, the vessel would have been, and
no doubt will be, far better than was considered possible. We have
no hesitation in testifying, from our actual observations, we found that
besides the boilers being ninety-six feet less than one-half the size,
they used one-half less fuel than the former ones ; and that the trial to
Southampton, instead of being considered a failure, was a decided
proof of the superiority of Collier’s boilers over the former ones of
the old construction ; and that the assertions to the contrary are totally
without foundation.
Coming now to the jacket or casing, which encloses the boiler ; we
never heard that Mr. Collier claimed the casing itself as his own
invention — but the non-conducting substance, between the casing
and the boiler, being the most effectual ever tried, is a decided
improvement, and is consequently a great saving in fuel as well as
adding to the safety of the ship and comfort of all on board. But the
attack on the “ breathing pipe ” is, of all others, the most absurd, as it
is compared to a damper, to which it has about as much resemblance
as an apple has to an oyster ! — the functions or the office each has to
perform being as widely different, while the former is acted upon by
any one, the latter is beyond the control of every one ; and we have
no hesitation in saying, that whether original or not, it is one of the
most important inventions that have yet been applied to the steam-
boiler for being so effectual in preventing explosion, and so completely
unobnoxious to accident. Your correspondent is no less incorrect in
his assertion, that the circulation of the water cannot be kept up pro-
perly ; to this part of the experiment, the writer of this paid particular
attention. The boiler was not blown off for five hours for the purpose
of ascertaining this operation, and on examination it was found that
they were perfectly clean, and that the salt had been carried by the
circulation to the very spot it ought to be, namely, the vicinity of the
blow-off cock ; and we have no hesitation in saying that the supposi-
tion of a want of circulation, is totally without foundation. The
rest of Hiram’s remarks about the funnel, comparing it to a beacon to
prevent collision — and what he says about the whistle being wretched
jokes, — you will excuse my taking further notice of the remainder,
having already stated facts which we trust the readers of the Nautical
will consider decisive, and render it unnecessary to follow your cor-
respondent any further ; we shall, therefore, only add an observation
made by that experienced and gallant officer, Admiral Sir Thomas
Hardy, who said, — “ This is a subject, Mr. Collier, which has become
of the greatest importance to the public : you have performed nine
points out of ten of all you have promised, and that too in a first and
single trial. What would have been the consequence if the great Watt
had been allowed a single trial, instead of fourteen years' experiment-
ing to complete one engine?” We may safely add, that if Sir Thomas
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could now see the improvements which have taken place Bince the first
trial, he would have admitted that the other point had been obtained.
We are glad to find that your correspondent means to investigate the
results of the new improved boiler, which has just been put on board
the City of Glasgow ; we hope he will have time, personally, to visit
that ship, where we are sure he will be perfectly welcome ; and we rely
with confidence on his candour, as well as his zeal, fora fair and full
representation of facts which are of such vast importance to the nation.
I am, sir, your obedient servant,
A. B.
(Note.)
By Mr. Collier's account, the generating surface is ...
1032-6
feet.
By Hiram’s ditto of boilers and chambers
13340
»»
Error
301-6
»»
Collier's account of the grate surface
' 36-8
»»
Hiram’s ...ditto ditto
794
»»
Error
32*8
Total error in Hiram’s account
334-4
tt
»»
[The foregoing reply to Hiram’s remarks in our last, appears as it was received, for
obvious reasons : at the same time it must be observed, that the term “ we” frequently
applied, does not include the Editor of this journal either in this or in the article to
which it refers. — Ed. N.M.]
Natoal ©firomclr.
Monthly Gossip. — So, Mr. Editor, we really are to be converted
into a nation of steamers after all ! and the predictions of the poets
of former days are really to be realized. While highways and by-
ways are giving way to railways, the wooden walls of Ola England
are becoming steam- vessels, outdoing old Jonathan Hull's picture of
steaming a-lme-of-battle ship. The day is not far off, when it will be
as old fashioned to cross the Atlantic under drapery, as it would be
to go in search of the north-west passage in pinks and pinnaces. The
Sinus is off again, and so is the Great Western ; the former on the
26th of May, and the latter on the 2nd of June, for Jonathan's land.
Now, Mr. Editor, I am not one of those who think that any harm will
come to sailors from these tinder-boxes. Not that I am going to set
about proving it by a long disquisition on pneumatics or rheumatics,
both of which abound in plenty, but leaving it to time, that rerum
imp era tor, I will congratulate the spirited company of gentlemen
Bristolians, and their zealous, clever, and gallant naval officer,
Lieut. C. Claxton, the managing director, on the triumph of the
“practical man” in the recent steam voyage across the Atlantic.
It is an achievement, sir, which the navy should be proud of, and an
era in steam navigation, which will be recorded m history as an
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instance of British skill, enterprize, and perseverance, famished by
the ancient and renowned city of “ Brigstowe.” The enthusiasm of
our transatlantic brethren, and the humorous jokes of the press, are
interesting and amusing. “ Those Britishers,” they say, “ whip all
the world, I guess, but Jonathan whips the Britishers meaning, I
suppose, that they go a-head faster than we do : but with all their
boasted steam-boat speed, we have shown them how to cross the
Atlantic.
A voyage across the Atlantic at some seasons will be an anxious
one, for there are few tracks over the “ watery waste” that present
more formidable perils to the mariner, than that between this country
and America. Icebergs, ice-drifts, fogs, north-west gales, and their
huge seas. As for vigias, why they may, or may not exist ; yet it
may be as well to include them, as they have each a “ habitat” and a
name. By the way who knows but that the warm-hearted worthy
seaman, Lieut. Church, closed his valuable life on one of these “ bug-
bears” to seamen, as some of the care-for-nothing, dash-along, helter-
skelter kind of fellows are pleased to call them. The steady, the
prudent, the common-sense seaman, however, will keep an eye towards
their locale as he journeys on, and will not forget that the line of
submarine communication between the two Boreal volcanic furnaces
will have to be crossed in this track ; that to-day a danger may be
hove-up, and to-morrow it may disappear. Again, there is the
tropical hurricane, that most wonderful of all meteors, occasionally
to cross this track, irresistibly sweeping all before it, and extending
to the very shores of Europe : a phenomenon, of all the oceanic kind
the most extraordinary, and, until lately, one which puzzled us
exceedingly. But the Americans enlightened us upon it. There are
enough oceanic dangers which old Neptune has in store for the
Atlantic steamers. But batten down fore-and-aft, my lads ; look to
your pump-gear, war small coals, for they choke the luff of your
pumps ; keep a bright look-out, and you may stick your spoon in the
wall. As for your glacial enemies, treat them as you would a clown,
or the man of Vermont, who, every time he sneezes, turns a somerset
— they are fond of somersets you’ll find to your cost, if you borrow
upon them, so keep clear of their heels — your cotton bags will make
good fenders, if you should find yourself in an ice-field of some three
or four hundred miles stretch : they will take care of your paddle-
boxes. Your wheels should have been amidships ; when you sus-
pend your pressure within, you will find plenty without. There’s no
such principle as repulsion in icy bodies : it is all attraction. Clap a
good thermometer m the fore-part of your foremast, and look to it
well. A loud gong in a fog is a barbarous sound, but how much
more barbarous would be the gurgling of salt-water in your ears a
fathom or two below the surface. What is the clanking of plates of
steel or brass compared with the hollow sound of the last lingering
bubble of air, the final note of all earthly sounds, the latest bodily
sensation of the drowning mortal, the snap of the string of life, ere his
spirit soars aloft, and his inanimate clay sinks to depths below. What
is the sound of a gong to this ? Better to endure a Babel of noise,
than be run down by a rival New York liner ! Atlantic steamers,
keep a good look-out, and leave the result to “ the cherub who sits
up aloft, keeping watch for the life of poor Jack.” As to the mighty
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mysterious ocean-river, its path is pretty well known. The minor
currents, Miss Steam shows ner heel to, a la Point Beach. Ordinary
gales and waves are neither a suitable match for fire and water.
They woo and moan alternately; they dance in vain at conquest.
The matchless queen of the ocean has a heart of adatfiant, too firm to
yield to airs, or pressing embraces, whether soft or impetuous in their
voice or action. Yet she often “ stoops to conquer,” and like a pas-
sionate, warm-hearted haughty dame of flesh and blood, nought can
subdue her proud spirit, save oppression highly wrought; then,
indeed, the whole volume of her sensibilities being concentrated,
with one mighty effort bursts her effervescing bosom asunder, and
she sinks amid a shower of scalding tears, never to rise again ! But
let not the enterprising heart be dismayed ; the same perils attend
sailing-vessels as they do steamers, and the vigilance and ability of
the commander are the first safeguards against them. Again, I say
to them, keep a bright look-out a-head.
And now, Mr. Editor, to other matters. You will think otherwise
that I am for doing nothing but running about the ocean, seeking
bugbears for steamers, which they will find out all in good time, ana,
let us hope, learn how to avoid. I omitted to tell you in my last
that Mr. H. Dundas Morrison, a surgeon of the royal navy, has lately
died, and left the sum of£l 8,000 (after the life interest of two legatees)
to the Plymouth, Devonport, and Stonehouse Hospital, on the con-
dition that a ward be established, and called “ The Melville Ward.”
Mr. Dundas, it is said, has performed this good deed out of pure
gratitude for the favours he has received from Lord Melville, who
presided so long over the Admiralty.
The grand operation of blowing the wreck of the William from
her nest in the bed of the river of the metropolis, has afforded a good
piece of fun for the cockneys ; and I am happy to tell you, that
owing to the very judicious arrangements for dislodging her, by the
explosion of 2,500 lbs. of gunpowder, and the excellent precautions
of Colonel Pasley, to whom the affair was entrusted, the William has
been shattered to atoms, and no longer lies accumulating a bank of
mud and sand about her. The sight was magnificent in the extreme.
The cylinder, containing the powder, was well secured against the
western side of the brig, and on the afternoon of the 28tn of May,
a little after high-water, when the ebb-tide had just sufficient strength
to keep the cylinder against the side of the vessel, the fuze was
lighted. The effect was grand : an immense column of water was
thrown up, above a hundred feet into the air, carrying with it coal,
planks, timbers, masts, and rigging, in fact, everything moveable,
which fell scattered in all directions. The business was complete ;
no two pieces of the brig could remain together, and the whole went
off without accident of any kind, the shock being felt only on shore
at Gravesend, Northfleet, and its neighbourhood. Ben says the
river has seen “ many a breeze before, but never such a blow !” How-
ever, father Thames was to receive another blow, in another similar
operation, and the cure will at length become a fashionable sort of
recipe for dislodging those excrescences which occasionally appear
in tne course of time.
The schooner Glamorgan, lying sunk in Gravesend reach, with five
fathoms of water over, was dislodged in the same manner by the
Colonel, with a cylinder of 2,500 lbs. of powder, on the 5th of
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June, and the explosion produced a cone of water, bearing ample
proof of whence it came. This vessel had about forty-five feet water
over her, and the brig William about fifty-eight The Apollo and
Waterwitch, sunk last winter, are undergoing the more peaceful
operations of Capt Bush, who has been for some time engaged in
lifting these vessels, with his apparatus of air-tight cones, &c., and
who, I believe, has succeeded m landing some of their materials at
Woolwich. It is to be hoped, that Captain Bush will not be a loser
by his proceedings, but every one agrees that he has had more than
ordinary difficulties to surmount, besides the annoyance of his appa-
ratus being wantonly run foul of and destroyed.
So much for metropolitan aquatics ; now for other operations in
the way of invading old Neptune’s real’ dominions of salt-water, to
recover lost property. In the neighbourhood of Portsmouth, the
old-fashioned and surest way of lining a sunken vessel, has been
exemplified by Mr. Sadler, the master-attendant of the dock-yard, in
recovering the lost schooner Pincher, lost off the Owers, and alluded
to by you in a former number, as having sunk on the 6th of March,
off the Owers. Mr. Sadler started from Portsmouth on this service
on the 31st of May, and with two dock-yard vessels, and a lighter,
accompanied by Mr. A. Kennedy, mate of the Britannia, with fifty
hands. By the next day, Mr. Sadler had succeeded in lifting her,
and moving her about a mile in-shore, but something giving way,
down she went again. However, on the Monday following, he again
weighed her, ana towed her into the Park, in smooth water, where
she was bailed out, and on Tuesday she was towed into Portsmouth
harbour by the Messenger. The scene presented between decks may
be better conceived than described. The bodies of nine men and a
boy were discovered, one in a hammock, but all with clothes on, pre-
senting a shocking and disgusting spectacle. An inquest was held on
them, and they were buried at Haslar. The only officers found were
the assistant-surgeon and clerk, and these could only be recognized
by their uniform buttons ! the flesh, where exposed, having been
eaten by fish. The Pincher has since been taken into the basin, and
everything taken out of her, and placed in safety in the dockyard.
Everything loose had been washed away, but everything lashed is
safe. She was found with her sails set, but so much washed away by
the sea, as to be useless. The sheets were found belayed, and it is
supposed her hatches were open. Her lower-masts and bowsprit are
not injured, and she appears to have received no injury in her hull,
but her copper a good aeal rubbed, and a vast deal of mud had found
its way into her. It is stated, that the scene of horror she presented,
has not prevented plunder going forward, as there was some money
known to be on board, which has not been found. Let us hope,
Mr. Editor, this will be cleared up. It is ascertained that there were
thirty-one persons on board, including officers, when she capsized.
So the burnings and blowings-up of steamers are not confined to
John Bull and brother Jonathan : as for this fellow, he is a most
incorrigible dog at it ; nothing short of blowing up half the States
will satisfy him. But that unfortunate Hull vessel, the Victoria, has
been repeating her vagaries in the river again, bursting her boiler,
and dealing death ana destruction all around her. It is high time
that some measures were adopted to put a stop to this destruction of
the lives of British subjects, or we shall never be safe.
ENLARGED 8ERIE8. — NO. 7. — VOL. FOR 1838. J P
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It was the very same boiler that burst in March last, on board the
same vessel, and which has been repaired since, and has again burst,
as predicted, destroying six lives, (and uncertain it is how many
more,) spreading dismay and terror around. There is something
blacker in the affair than mere coal-dust and ashes mixed with steam,
depend on it, Mr. Editor, when scientific men turn their backs on
these things, and an engineer of celebrity washes his hands clear of
it, and says, the blood shall not be on my head. However, a jury
are met to investigate the circumstances which have led to the catas-
trophe ; and it is said that scientific men have been summoned to
give their opinion of the construction of the boiler. Let us hope
they will speak out, and do their part towards abating the nuisance.
The fashion, I see, has reached the St. Petersburgh and Lubeck
Company. The Nicolai I., on her voyage to the latter place, caught
fire in her engine-room at eleven at night, and but for the good
management of Capt. Stahl, her commander, every soul would have
perished. He ran her on shore at Kluz, and out of thirty-three men
and one hundred and thirty-two passengers, saved all but five : they
say she is insured in London !
But in the way of accidents, I have one or two to tell you of, nearer
home, and the first attended with loss of life. It appears that her
Majesty’s steamer Meteor, going from Hamoaze into Plymouth Sound,
after receiving some marines on board at the transporting buoy abreast
of the Royal Adelaide, in passing her, ran foul of the flag-ship, the
steamer’s fore-lift and top-sail sheet catching the Adelaide’s spanker-
boom, and dragging the jaws from the saddle. The consequence
was, that the boom fell to the deck, and crushed the officer of the
watch, Mr. Thomas Lewis, and a quarter-master, named John Jones;
the latter of whom died on the spot, and the former the same day at
the hospital. It was one of those unfortunate accidents which will
happen in spite of us sometimes, and which would have been pre-
vented by the slightest difference in the strength of the tide or a foot
or two difference in the position of the vessel ; but there is often less
even than that between life and death, and a useful lesson of expe-
rience has often to be learnt when that experience is wanted, as it
seems to have been in this case.
The coroner’s jury on the bodies have delivered the following ver-
dict : that “ Lieut. R. Pritchard, commanding the Meteor steam- ves-
sel, and having on board a Government pilot, duly authorized to take
charge of her and convey her across the river, did unnecessarily,
injudiciously, and improperly refuse to allow the said John Win-
nicot to take charge of the said steamer ; and that Lieut. Pritchard,
in so ordering the saia steamer across the river under the stem of the
Royal Adelaide, ordered a course less direct and safe than another
course recommended and pointed out by the pilot, before the steamer
got foul of the Adelaide.” Such was the verdict of the coroner’s
jury, upon which Lieut. Pritchard has published a letter, denying it
in the terms expressed, asserting that trie whole is untrue ; that the
said John Winnicott had charge of the Meteor at the time, and
directed her across the river ; and that after the accident had hap-
pened, it was that he took the management from the pilot, with his
entire concurrence, as best knowing how to manage her, the pilot,
directing how he wished her to go. Now, all this Lieut. Pritchard
has asserted, and supported by witness on oath ; therefore^ itjwill be
NAVAL CHRONICLE.
483
as well to leave it for the consideration of the gentlemen, who, with
the coroner, formed the jury that sat on the inquest. Either the
pilot had, or had not, charge of the vessel ; and it is very clear that
there is a great mistake somewhere. Perhaps I may tell you more
of this affair in my next. In the meantime, it is well known that
Lieut. Pritchard’s professional, as well as private character, is above
all praise.
The other accident to which I alluded, had likewise nearly termi-
nated fatally, by an officer of H.M.S. Rainbow, (Lieut. Cooper,) having
directed a sentry of that ship at Spithead to fire into a waterman's boat,
who would not obey orders, and persisted in endeavouring to smuggle
spirits into the ship. The Rainbow had just arrived from a four
years' service on tne North American station ; and every officer
knows the difficulty of keeping a crew from getting liquor into the
ship, when they have so much pay due, ana its consequences are
equally well known. This waterman (Faulknor) repeatedly endea-
voured to get alongside, and was as repeatedly warned off, and assured
that if he persisted, he would be fired on. By way of intimidation,
Lieut. Cooper ordered the sentry to load with ball in the waterman’s
hearing, and privately intimated to him to break off the ball, which
the sentry dia. The waterman hauled off, and all was right ; but
soon after, he was at it again, and the sentry was told to fire,
which he did, and wounded the waterman, having in the interim
loaded with ball. Such are the facts of the case which has given rise
to much ill-feeling, and while the man remained in danger, matters
wore a serious aspect. As it is, there will be work for some of the
gentlemen of the long robe, the sentinel having been committed for
trial. Officers in such situations have much to contend with, and it
must be allowed, that to a ship in good discipline, there is nothing
more galling to their feelings, than to see their orders set at defiance
by 8ucn worthless fellows. It is said, that the usual delay in paying
her Majesty’s ships off on coming home after a long period of service,
will, in future, be avoided, and the experiment has been made on the
Racer, just arrived, from the West Indies. Certain it is, that much
drunkenness and insubordination, the ever-accompanying effects of
money in a sailor's pocket, will be prevented thereby. It has been
proposed to stop all leave on such occasions ; but how will that stop
liquor from finding its way on board. Talking of ships coming home,
don’t let me omit to tell you that Vice-Admiral Sir T. B. Capel
arrived from his command in the East Indies at Portsmouth, on the
30th of May, with his flag in the Winchester; and Vice-admiral
Sir Patrick Campbell, from his station at the Cape of Good Hope,
arrived there on the 29th of last month, with his flag in the Thalia ;
the former having been relieved by Vice-Adm. Sir F. Maitland, and
the latter by Rear-Admiral the Hon. G. Elliott, in the Melville.
Talking of naval matters, they say, that her Majesty’s yacht, the
Royal George, has been returned to her moorings in Portsmouth har-
bour, from having been docked, to be re-gilded and decorated for her
Majesty’s reception. On the 1st of July, it is said, she will proceed
to Brighton. You know Lord Adolphus Fitzclarence commands
her.
I perceive her Majesty heading the list of Subscribers to the Nelson
monument with the sum of 500/. The subscription, I see, goes on
bravely. The sum of 30,000/. has been anticipated ; and, I think,
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NAVAL CHRONICLE.
appearances promise that about a third of the sum is subscribed
already. A subscription for an equestrian statue of the Duke of
Wellington, by Wyatt, I see, is going forward at the same time —
a circumstance rather to be regretted man otherwise.
So the annual general meeting of the friends and supporters of the
Royal Naval School at Camberwell has taken place since I last wrote
to you, and there has been some wondering there that that establish-
ment does not receive more support from the public ! Now, granting
the justness of the observations of the gallant admiral, Sir George
Cockburn, who presided on the occasion, with regard to the benefit
the country derives from the education of the sons of naval officers,
would it not be as well that those naval officers themselves set a
better example in patronizing the school, more than it appears they
do ? The school, be it remembered, receives only the sons of naval
officers, thus excluding the public generally from any benefit, as far
as education is concerned. Sir George Cockburn is reported to have
said at this meeting: — “ There was one circumstance connected with
the welfare of the institution to which he was particularly anxious to
direct their attention ; he meant the apathy which unfortunately pre-
vailed among the public to the claims which this institution had upon
their gratitude. — (Hear.) For when he reflected upon the fact that
it was owing to the gallant services of our naval officers, (many of
whose sons were now in need of such support as the Royal Naval
School afforded,) that the enemies of this nappy country were kept
from its shores from the year 1793 to 1820 ; — (Hear, hear,) — when,
he said, he reflected that it was owing to their services that this happy
country enjoyed a state of comparative quiet, tranquillity, and comfort
during a period when every other country in Europe was eaqjosed to
the horrors of contending armies upon their soil, and to miseries of
every description ; — (Hear,) — when he considered, too, that not only
had the commerce of the country been protected, but increased,
under the vigilant exertions of our navy — (hear) — that no flag but
that of Great Britain floated on the seas, and that our merchants
enriched themselves through the exertions of our navy: — he said,
when he reflected upon these things, it did astonish him to find, that
out of seven hundred subscribers, there should be found but thirteen
civilians — (Hear, hear.)”
Whether the gallant admiral's words are reported correctly, or
not, I will not pretend to say, but, if some of his hearers, instead of
calling out “hear,” had had recourse to a little arithmetic, they
would find, by a list of subscribers and supporters of the Royal Naval
School, attached with the secretary’s name to it, to the navy list for
January last, that the number of those supporters and subscribers
stands as follows : —
Civilians - -
86
Admirals - -
75 -
l -
205
Captains - -
162 -
4 -
689
Commanders -
141 -
1 -
809
Lieutenants -
291 -
18 -
2913
Masters - -
23 -
3 -
439
Physicians
3 -
0 -
10
Suigeons - -
43 -
3 -
648
Pursers - -
67 -
1 -
570
Chaplains - -
6 -
0 -
67
Mar. officers -
29 -
3 -
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The first column of figures shows the number of subscribers to the
school in each rank ; the next shows the number of officers’ widows
(subscribers) of the same rank ; and the next, the whole number of
officers of that rank on the navy list, by which we arrive at the adja-
cent fraction, showing the proportion of subscribers to the naval
school in each rank. I wish, Mr. Editor, that the secretary’s list of
January last had enabled me to make a better report ; but figures
are stubborn things when called into use, and they show that about
a seventh part of the officers of the royal navy (giving them their
widows to boot) are subscribers to their own school ; and that of
the whole number of subscribers, about a tenth part are civilians,
being expressly stated as such at the head of the list ! Now I am
far from wishing to say anything in disparagement either of the estab-
lishment in question, or that noble service, which, it is well known,
is hard enough dealt with. I am glad to see it advocated so well
both by the gallant president, and his worthy supporter, Sir Isaac
Coffin, than whom no one could have more exerted himself than he has
done, as well as Admiral Sir Edward Codrington, in its behalf.
But I really think, Mr. Editor, that the appeal here made to the
public might be very properly answered by that same public to this
effect : — “ All you say in favour and in recommendation of your
establishment, is, no doubt, very true ; but show us first that you
are not like the waggoner calling out to Hercules ; show us that you
assist yourselves, and then we will listen to you : besides, a tenth
part of your supporters belong to us, the public.” This, I think,
would be a fair answer ; and what would the other six-sevenths of
the navy say to it ? What they ought to do, is very clear. There is
a curious increase in the proportion of the wealthier ranks of the
service in the above calculation which is worthy of remark.
I told you in my last of the return of Sir John Herschel to England
from the Cape. There have been great doings among our savans
his countrymen since then ; no less than a dinner, to which four hun-
dred sat down, and the presentation to Sir John of a piece of plate,
to celebrate the return of this excellent man. I wish you coula find
room for all the pretty sayings and doings on the occasion of this
event, which took place on the 15th of June,' at one of the great Lon-
don taverns. His Royal Highness the Duke of Sussex, the President
of the Royal Society, acquitted himself in the chair with that good
tact, ease, and condescension, for which his Royal Highness is so
much esteemed ; and there were present all the elite in science which
the country could produce. The day, whether accidentally or other-
wise, was that on which Sir John’s father, had he been alive, would
have completed his centenary ; a feature not lost by his Royal High-
ness. I hope you will treat your readers, Mr. Editor, with the two
principal speeches made on the occasion ;* that of his Royal High-
ness on presenting the vase, and that of Sir John on receiving it. Sir
John, it appears, is for reforming the constellations, while others are
thinking or reform • elsewhere. It is gratifying, however, to find a
noble Duke f has offered to assist Sir J onn in publishing the valuable
collections which he has been making, in such a manner that could not
* We are as desirous as Argus to do so ; and Rhall certainly endeavour to make
room for them. — Ed. N. M.
f Northumberland.
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be refused ; the result of which will be, that they will appear in an
attainable form. The unassuming natural manner in which Sir John
received the proffered honours, and the simple language in which he
expressed himself in return, bespoke the man who had learned that
great lesson, so difficult to be attained, but which must be known
before any one can be really great —
“ Learn thyself.”
There was no ostentatious manner, no pompous declamation, in “ our
distinguished guest,” who received the cordial greeting of u the
brightest ornaments of the British empire,” as the Royal President
so happily expressed it, on that gratifying occasion. Although
acknowledged the greatest, he made himself as the least of them ; ne
had done nothing in his estimation, (we shall see what that nothing
is ;) and as a truly great man, he stood amidst the learned throng,
admiring and admired ; for well he knew that
" An honest man’s the noblest work of God.”
But I must leave this, or you will say I am forgeting my nauticals.
But now that we are on the subject of “ honour to whom honour,”
I hear a rumour afloat about a piece of plate to Sir Edw. Codrington,
as a testimony of the high estimation in which his character is held by
naval officers. I hope to have more to tell you of about this. Did
you know that a gold medal was presented last year to Lieutenant
Keys, R.N., through the Lords of the Admiralty, by the French
Government, for services rendered to French vessels and their crews
wrecked in December, 1830, on the coast of Devonshire. The record
of a good deed is always worth preserving, however long gone by. I
see tnat the services of Lieutenant P. Stark, R.N., m saving the
crews of vessels wrecked on the banks of the Tay, have been also
rewarded by a piece of plate, presented to him at a dinner given on
the occasion. The article consisted of a salver, containing one hun-
dred sovereigns, presented by the inhabitants of Dundee and Perth,
as a mark of respect for his character, and admiration of his intrepid
and meritorious conduct in rendering prompt assistance to vessels in
distress, and saving the lives of shipwrecked mariners. This is gra-
tifying to all parties ; and let us hope that on future occasions the
hint will be taken elsewhere. Empty praise is but a cold and unsub-
stantial acknowledgment of the daring deeds of these gallant fellows,
who risk their lives at all hours to save their fellow-creatures, and
accompanied by some useful article, however trifling, w’ould be so
much more worth having ; besides, it would mark the deed, and the
gift would become an heir-loom.
Another iron-steamer, I perceive, has been launched at Liverpool,
by Mr. Laird, called the Glow-worm ! (no bad name ;) said to be
intended as a yacht for Thomas Smith, Esq. She is a handsome
vessel, as strong as iron can make her, and 160 feet long, intended to
draw five feet six inches water, 400 tons. She is going to Glasgow
to Mr. Robert Napier, for her engines. By the way, the British
Queen, which I told you in my last, was going to that gentleman for
the same purpose, is not gone yet. A new brig, I see, called the
Pilot, of sixteen guns, is just launched at Plymouth. I am sorry to
tell you that sickness has been going on at Aiscension, where Captain
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Bate, R.N., and several of his people have fallen victims to a fever
which has broken out there. Captain Bate has done much for Ascen-
sion, but I believe that the place has been puffed into a character for
affording supplies which it by no means deserves.
The Military Commission, I perceive, are calling for returns of
the services of army and navy officers, with a view to consider on a
system of retirement ; and as these returns must be of a voluminous
nature, and the subject one which will require considerable attention,
it is expected that a twelvemonth will elapse before they make their
report. So much for that parliamentary measure. I perceive that
another parliamentary affair, proposed by Lord Ingestrie, in the
House of Commons, was countea out the other day. The Noble
Lord commenced moving for a long string of returns relating to that
interminable subject, naval architecture, bearing principally on the
noble works of the present surveyor of the navy; and by the time he
got to the end of it, he found himself without a house, notwithstanding
he had begun in the presence of about two hundred members. What
good will his lordship’s motion do the subject? I might say
something more, but I see you devote little space to these subjects,
satisfied, no doubt, that they are in better hands than those of Lord
Ingestrie. Talking of Parliamentary measures, I met the Great
African the other day at the comer of the Junior U. S. C., and asked
him what he thought of the new measure of the Chancellor of the
Exchequer regarding slaves and slave vessels. You know he has
brought a bill into Parliament to grant a bounty on slave vessels cap-
tured without slaves on board, at the rate of 1/. per ton, with half the
proceeds of the vessel, and 41. per ton when they are captured with
slaves on board. “ Think of it,” said he ; “ why, it’s a premium on
slavery, to be sure, (looking archly at the club-house, for why, I know
not.) True, slave vessels gave no bounty without slaves on board,
but they give a great deal more with than without them ; and there is
still a premium on them — head-money, or not, if you like.” In my
humble opinion, the measure is a good one.
With regard to other foreign matters, I perceive that an establish-
ment is about to be made on the northern coast of Australia ; while
improvements of harbours are going forward on the southern shore.
The American scientific expedition to the Pacific is on the point of
sailing. Trade and commerce is looking up again at Quebec and
Montreal ; the Halifax Whaling Company are about to commence
operations, and things in that quarter are putting on a more favourable
aspect. In the * East, I see that a new apparatus for the light at
Madras has just reached its destination by the True Briton. The cost
of it was 1,500/., besides freight and expenses of the engineer officer
to fix it. Report says they are going to place it in the old rotten
wooden frame, and on a building which belongs to private individuals.
It is to be hoped this will be looked into. I perceive at Madras they
are also about reviving the marine registry office, for the supply of
lascars to ships in the East Indies, and to keep the native seamen out
of the clutches of those pests, the Ghaut-serangs, whose extortions
from these poor fellows are even worse than those inflicted on our
seamen in their own country. It is high time that the crimping system
was done away in every civilized land ; but much I fear, Mr. Editor,
remains to be done first, notwithstanding the favourable show-up the
other day at the Destitute Seamen's Home in Well-street, where Sir
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Edward Codrington presided. By the way, I hope you will give us
the report of that meeting. I understand that the establishment is
looking up. But to revert to the Madras affair ; it is said to be con-
ducted by Mr. Young, the secretary to the Old Church District Cha-
ritable Committee, and I hope Mr. Young will meet the encourage-
ment he deserves. I see Captain Biden is just come home from mat
part of the world, with a petition to our legislature, stating that British
seamen bid defiance to their commanders at sea, and quit their vessels
in harbour just as they please ; in short, that Jack is as good as his
master, and there are no means of teaching him otherwise. I told you
something of this in my last. Well, I suppose things will come to
their worst, and then they will mend, as the saying goes. By the way,
there is another unfortunate afiair occurred, which I have omitted to
tell you. Her Majesty’s brig Rapid, Lieutenant-commander Hon.
G. S. V. Kinnaird, was lost in the Mediterranean, off Cape Bon, on
the 12th of April last, and Lieutenant Kinnaird, it is said, is the only
one who lost nis life on the occasion. He was drowned by the up-
setting of his boat. I perceive you have her reported as on shore in
your last number, (page 430 ;) but it is too true that she is lost ; the
. particulars I must reserve for my next.
I had much more to say to you, but I fear that I have already
exceeded my limits. I shall therefore take my leave, and will tell you
in my next about all the approaching festivities of the coronation ;
that is, if you will find space for them, from your devoted friend,
Argus.
P.S. The following is from the minutes of the House of Commons,
Wednesday, 13th June.
Trinity House. — On the motion of Mr. A. White, the member
for Sunderland, a return was ordered of the dues received by the
Trinity House for the three years, ending the 31st December last,
and of the expenses paid by the corporation.
This is as it should be, it looks like a beginning, — like “ passing
the messenger,” those who would ride clear, should sight their anchors
now and then.
The Atlantic Steamers.
Abstract of the Log of the Sirius from Cork to New York.
April 4. — Noon, mod. weather. At midnight, C. Clear, N. by E. :
2 miles. Average rate, 7*4 knots ; No. of revolutions 12 per min.
Pressure on boilers, 5£ lb.
5. Fresh gales, W., heavy head sea. At noon, lat 50° 66 ' N.,
long. 11° 44' W. Sandy Hook, S. 76 W. : 2,674 miles, p.m.
rate decreased to 4 kts., and revs. 8£. One ton of coals lasted one
hour and thirty minutes.
6. Fresh contrary gales, with a very heavy head sea. At noon,
50° 25' N., 14° 24' W. Sandy Hook, S. 76 W. : 2,579 miles. Ave-
rage rate, 4*6 kts., revs. 9.
7. Hard gales from the westward ; variable during the squalls, with
a very heavy head sea ; ship laboured heavily, and shipped a great
deal of water. Close-reefed try-sails set. At noon, 49° 51' N.,
17° 3' W. C. Clear, N. 72 E. : 301 miles. Minimum rate, 3*4 kts.
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revs. 8 ; towards midnight a little more moderate ; the rate increased
to 6 kts. and revs. 1 1.
8. Fresh breezes, with heavy weather. Mixed resin with the
picked ashes. Noon, 49° 15' N., 20° 5 W. C. Clear, N. 72 E. : 427
miles, p.m. strong head wind, with a heavy swell. Rate, 5*4 kts.,
revs. 10.
9. Strong breezes from west, with heavy head swell. Using resin
with the ashes and small coal. Noon, 47° 33' N., 22° 19' W. Sandy
Hook, S. 79 W. : 2,244 miles. Rate, 6*2 kts., revs. 11 ; heavy sea.
10. Fresh gales, with a confused head-sea. Noon, moderate ;
46° 52' N., 24° 22' W. Out all reefs. Sandy Hook, S. 80 W. : 2,186
miles, p.m. Fresh gales from northward. Rate increased from 6 # 4
kts., revs. 10 to 13. The vessel shipped a great deal of water.
11. Fresh gales from N.E., but squally, with a beam sea; using
resin with small coal and ashes. Noon, 46° 12' N., 28° 25' W.
Sandy Hook, S. 80 W. : 2,014 miles, p.m. moderate weather, with
a confused swell. Rate, 8 kts., revs. 13.
12. Light winds. Tried 6 lb. pressure for a short time, then 5 lb.
Noon, 45° 34' N., 32° 50' W. Sandy Hook, S. 81 W. : 1,833 miles.
Rate, 8*6 kts., revs. 14J.
13. Light winds and fine: a swell from the westward. Reduced
the pressure to 3£. Rate increased from 9 to 9*6 kts., revs. 14J.
Noon, 44° 44' N., 37° 40' W. Sandy Hook, S. 81 W., 1,623 miles.
14. Light breezes. One ton of coals burned one hour and fifteen
minutes, without ashes or resin : with the assistance of sails, rate
9*6 kts., revs. 15. At noon, 44° 3' N., 42° 24' W. Sandy Hook,
S. 81° W., 1,408 miles
15. Moderate weather, with swell. At 11 p.m., taken aback. Fresh
gales, with fog, snow, and sleet from W. At noon, 43° 40' N. 47° 7' W.
Sandy Hook, S. 81 W. : 1,212 miles. The maximum rate, with strong
favourable wind and a smooth sea, 1 1*4 kts., revs. 17.
16. Fresh gales, with a heavy sea. At noon, 42° 48' N., 51° 15' W.
Halifax, N. 79 W. : 513 miles, p.m. Heavy gales, with snow from
N.W. ; a high sea running ; the ship labouring heavily. The rate
dimished to 4 kts., revs. 10.
17. Heavy gales from W., with a very high sea ; using resin.
Pressure 5 lbs. At noon, 42° 8' N., 36° 45' W. Sandy Hook, S. 84 W.
918 miles. Minimum rate, 3.4 kts., revs. 9, increased to 6 kts. and
12 revs.
18. Strong W. winds, with a head sea — more moderate at times.
At noon, 42° 8' N., 56° 48' W. Sandy Hook, S. 83 W. : 783 miles.
Rate increased from 6 to 9 kts. assisted by sail, revs. 14 to 16£.
19. Strong breezes, with a S W. swell. The sails set on a wind.
Rate, 9 kts., revs. 16. At noon, 42° 16' N., 60° 28' W. Sandy Hook,
S. 80 W. : 619 miles.
20. Strong breezes, with rolling swell from S.W. At noon,
41° 3V N., 64° 21' W. Sandy Hook, S. 82 W. : 440 miles. p.m.
moderate. Rate, 9 kts., revs. 15.
21. Light winds and fine weather : using ashes and resin : with sails,
rate, 9 to 11 kts., revs. 15 to 18. At noon, 40° 15' N., 68° 25' W.
Sandy Hook, N. 87 W. : 257 miles.
22. Light breezes. Freshened at noon : 40° O' N., 72° 48' W.
Sandy Hook, W.N.W. 70 miles. Rate, 9 4 kts., revs. ,47. At 9
ENLARGED SERIES. — NO. 7. — VOL. FOR 1838. 3<©
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NAVAL CHRONICLE.
hove-to, and made signals for a pilot. Sent letters on shore. Fresh
water in the boilers all the way, with Hall’s condensors.
Abstract of the Log of the Sirius from New York to Falmouth.
May 1. Sailed in the evening. Moderate weather, smooth water,
wind, S.E. : with the assistance of sails, rate of going, 8*4 knots, 1 1
revolutions per min.
2. Light variable weather, smooth water, wind fair. At noon,
40° 21' N. 70° 42' W. Sandy Hook, N., 153 85° miles. With sails,
rate averaged, 8*4 kts., revs. 12.
3. Fresh breezes, with rain from E. : increased : the rate dimi-
nished to 6 kts. and revs. 10. At noon, 40° 16' N., 66° 30' W. St.
Agnes, N. 77 E. : 2,615 miles, p.m. Light winds, but heavy head
sea. Midnight, fresh gales and squally : revs. 9J.
4. Fresh northerly gales, with a heavy cross sea ; towards noon,
moderate, but with a heavy sea. At noon, 40° 0' N., 64° 32' W. All
sail set, the rate increased to 8 kts., and revs. 11. In the afternoon,
strong easterly gales, with a confused sea. The rate diminished to
4*2 kts., and revs. 8£.
5. Strong easterly gales, with heavy head and confused sea. At
noon, 40° 18' N., 62° 43' W. Sandy Hook, W. : 528 miles, p.h.
The minimum rate, 4 kts., revs. 8£. The ship remarkably easy, and
the engines working very well.
6. Strong gales from eastward. At noon, 40° 40' N., 60° 30' W.
St.Agnes, N. 76 E. : 2,342 miles. Towards midnight rate and revo-
lutions increased to 6 kts. and 11 revs. The ship remarkably easy.
7. Strong gales from S.E. : towards noon it moderated, and became
fair, but with a heavy rolling swell At noon, 41° 31' N., 57° 50' W.
St. Agnes, N. 77 E. : 2,222 miles. With all sail set, the rate
increased to 8 kts. and 1 1 J revs.
8. Light winds from eastward. At noon, 41° 14' N., 51° 22' W.
Cape Clear, N. 71 E. : 1,950 miles. Pressure on steam till this
time, 5| lbs.
9. Strong breezes from south with rain. With all sail set, the rate
increased to 9*4 kts. and revs. 14. Pressure on steam, 3£lbs. At
noon, 41° 50' N., 50° 30' W. St. Agnes, N 75 E. : 1,906 miles.
10. Strong breezes from southward. At noon, 42° 27' N., 45°31' W.
St Agnes, N. 75 E. : 1,684 miles. Average rate, 9*4 kts., revs. 15
and 14A.
11. Moderate weather : rate, 9 kts., revs. 14£. At noon, 43° 30' N.
40° 50' W. St. Agnes, N. 76 E. : 1,468 miles.
12. Fresh E. winds. Difficulty in keeping the steam up, owing to
the badness of the coals. Rate, 8 kts., revs. 13. At noon, 44° 27' N.,
36° 54' W. St. Agnes, N. 75 E. : 1,279 miles.
13. Fresh E. winds. Pressure, 5£ lbs. Rate only 7 kts., on
account of bad coals. At noon, 44° 59' N., 33° 22' W. St. Agnes,
N. 76 E.: 1,131 miles.
14. Fresh N.E. winds. Rate, 8*4 kts., revs. 14. Filled some
casks with salt water. At noon, 45° 23' N., 29° 23' W. St. Agnes,
N. 74 E. : 971 miles.
15. Strong gales, N.E., with a heavy head sea. Rate, 8*4 kts., revs.,
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15. At noon, 45° 50 7 N., 25° 13 7 W. St. Agnes, N. 72 E. : 799
miles.
16. Fresh breezes and squally, with rain from N.E. Rate, 8*6
kts., and revs. 15. At noon, 46° 31' N., 21° 6' W. St. Agnes,
N. 71 E. : 625 miles.
17. Light W. winds. All sail set. At noon, 47° 44' N. 16° 36' W.
St. Agnes, N 72 E. : 426 miles. The rate increased to 10 kts., and
revs. 17.
18. Moderate, from S.W. : with the sails, the rate and revolutions
increased at one time to 11 kts. and 18 revs. At noon, 49° 10' N.,
ll^O'W. St. Agnes, N. 79 E. : 200 miles.
19. a.m. Strong gales, and squally, with heavy rain from S.W.
With sails, 9£ kts., revs. 16. At 6 p.m., anchored in Falmouth
harbour.
The foregoing is a tolerably complete abstract of the log of the
Sirius, which has been placed at our disposal for the purpose ; and
from which, with the assistance of the chart, some idea of the voyage
may be formed, as far as the performance of the vessel goes. With
regard, however, to steam information, or that close account of par-
ticulars required for computations, the log with which we have been
favoured, says little; and so little, that it is scarcely worth while to
note that, as such data, unless it be entire, is next to useless. With
regard to the Great Western, her log will be but little more than a
repetition of that we have already given, excepting, no doubt, a little
variety in weather. In our last number (p. 426) we gave a tabulated
statement of the daily distances run by the two vessels, by which it
will be seen, that, as might be expected, the voyage of the Great
Western was more favourable than that of the Sirius, owing, no doubt,
to her greater power and smoother water. The tracks of both the
vessels across the Atlantic will be shown by the accompanying chart,
on which we have also introduced the route which should be adopted
to make the shortest passage. It is well known that the shortest
distance between two points on the sphere, is the arc of a great circle,
but this from the Land's End of England to New York, would pass
over Newfoundland and Nova Scotia. As a convenient course, and
one which may always be adopted by a steam- vessel, we have taken a
point about twenty miles south of Sable island, and drawn the curve,
which therefore represents the shortest navigable distance between
those places. This distance is not more than 2,490 miles, and 645
miles further of navigable distance to New York, making 3,135 miles
for the passage: the distance on the arc between the Land's End
and New York, being 2,976 miles, the excess will be only 159.
Here, then, is the intercourse of this country and North America by
steam navigation fairly established, the first grand step made with it
in the western hemisphere. The next, no doubt, is not far off.
Shipwrecked and Distressed Sailors’ Asylum. — The annual
general meeting of the friends of this institution, was held on the 12th
ult., at the London Tavern.
Sir Edward Codrington having been moved to the chair, pro-
ceeded to observe, that the object of this charity was to receive sea-
men in absolute destitution on the same principle as the Dreadnought
received them in sickness, without asking any ques tions( &S * to, Aeir
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creed or their country. As the funds were limited, the managers of
the institution had proceeded in the most economical manner, in
order that they might be able to receive the greatest possible number
of men, in a state of destitution. The gallant admiral then proceeded
to read the report, from which it appeared that during the past winter
the asylum had been quite full, in consequence of great numbers of
seamen having been deprived of employment through the stopping of
trade on the river. Among the objects proposed by the charity, the
report particularly alluded to the following : firstly, the asylum was
constantly open as a refuge for destitute seamen of every colour,
nation, and creed; and secondly, seamen were allowed to carry
their chests and bedding to it, where they were secure from the
harpies who existed by plundering the unwary. For this indulgence
a trifling sum was required for fuel and cooking utensils, such men
being expected to fina their own provisions. The committee hoped
in time to add to the establishment a pay office, a savings’ bank,
and a register office, being assured that nothing would tend so mate-
rially to raise seamen in the scale of society, as their being enabled
on their return from a voyage to deposit their hard-earned wages in
a place of security. The committee called attention to the necessity
of placing larger funds at their disposal, and to a strict inspection of
the system under which the asylum was regulated ; and also to their
accounts, being confident that they had effected the greatest extent
of good at the smallest possible cost. The receipts for the past
twelvemonth, by donations, subscriptions, &c., had been 311/.,
which, with the balance from last year’s account, made 420/. 16$. 11c/.,
while the total expenditure amounted to 393/. 2 $ 2 £(/., leaving a
balance of only 27/. 14$. 8 \d. Since the 31st May, 1837, 457 sea-
men had been admitted into the asylum, to whom 6,466 nights' lodg-
ings had been granted, and 13,827 meals distributed, at the expense
of the above sum of 3931. 2s. 2jc/., making the average about 6fd.
per meal. This sum included every expense of rent, (40/.) wages;
and in many cases pecuniary assistance, as well as clothing. The pre-
mises occupied by the institution, comprised a mess-room, a dormi-
tory, and chapel, capable of containing about 100, with apartments
for the superintendent attached. Sittings were also secured in the
Trinity-chapel, Cannon-street road, in connexion with the Church of
England. In consequence of the line of the London and Blackwall
railway being about to be carried through the asylum, and the com-
mittee having received notice to quit in September, it would be neces-
sary that large funds should be subscribed, to enable them to fit up
other premises similar to the present, if the public desired that these
benefits should be continued to seamen, to whom they were particu-
larly necessary, as being a class of men proverbial for their reck-
lessness and liability to imposition. The gallant chairman then
observed that there was one peculiar feature in seamen, which was,
that as they would risk their own lives for their brother tars, so they
would rather starve with brother seamen than live in affluence with
any other class of people. He regretted that Sir Thomas Troubridge
and Captain Dundas were too ill to attend the meeting, and that Sir
C. Adam was detained by official business. He was confident that if
this subject were properly taken up, it would be productive of the
greatest possible benefits to the naval and mercantile interests of the
country. He understood that there was a feeling tf^i^^^^^^mer-
NAVAL CHRONICLE.
493
cantile community disposed to take up this subject on a larger scale,
and on their own hands. He hoped sincerely that they would do so,
and that some gentleman would bring forward a resolution to carry
such a disposition into successful operation.
Sir John Rea Reid, M.P., in moving that the report should be
printed and circulated, commented very feelingly on the injuries in-
flicted on poor seamen, who on landing on the British shores, were
immediately surrounded by crimps and hanries, who pretending to be
their friends, did all they could to rob them of their hard-earned
money. As a ship-owner he deemed himself bound to promote the
happiness of Britsh seamen, to whom he was indebted for all he
enjoyed. He hoped that the ship-owners and merchants of this
country would come forward to the assistance of this charity, and
then he could entertain no doubt of its success.
George Palmer, Esq., M.P. seconded the resolution, and ob-
served, that the report was satisfactory as far as it went. It was
evident that the committee had done as much as they could with the
limited funds placed at their disposal. The great object was to
increase those funds. That British sailors were deserving objects of
relief was admitted by all : the chief subject for consideration was the
manner in which they could best unite all parties in this commercial
city, in attaining that object. — The title of the asylum was alone
sufficient to excite the public sympathy, — the “ Shipwrecked and
Distressed Sailors’ Asylum.” Could any one suppose a more dis-
tressing case than that of a poor sailor thrown on a strange coast,
without a friend who knew him, or perhaps a rag to cover him ?
Such a society as the present, which was designed to take care of
these men while in a state of unavoidable destitution, was one which
would necessarily obtain the sympathy and assistance of the humane
and benevolent.
(To be concluded in our next.)
Steam Navigation to America.
Mr. Editor, — The following particulars respecting the navigation of
the Atlantic by steam, afford so complete a contrast between what
was supposed impossible, and what is proved possible, that you will
oblige me by giving them a place in your widely circulated and use-
ful Journal. Anti-Chimera.
Dr. Lardner delivered, in the winter of 1836, in the Mechanics,
Institution, in this town, a lecture on steam intercourse with America.
In that lecture the following passage occurred : —
“ Dr. Lardner then proceeded to observe, that one of the grandest
projects which had ever occupied the human mind was at present in
the progress of actual accomplishment. He meant that of construct-
ing a great highway for steam intercourse between New York and
London, between the capital of the new world and that of the old.
Part that highway was m the process of formation. It consisted
of several stages ; that of the railroad from London to Birmingham,
that from Birmingham to Liverpool, and the steam intercourse with
Dublin; but there was another stage, that from Dublin to Valentia,
which had, as yet, hardly been thought of. Ireland was a country
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which, with all her political disadvantages, was blest by nature trith
a vast number of physical advantages, and amongst the rest he might
reckon a vast number of excellent harbours. No country in the
world could boast of so many fine and spacious ports, bays, and road-
steads. She had many harbours on her west coast which would serve
admirably as stations for steam conveyance across the Atlantic ; but
Valentia had been selected as the extreme westerly point suitable for
that purpose. It was a fine anchoring ground, by an island of that
name on the coast of Munster. The distance from Dublin to this
point was under 200 miles, which might be traversed in about eight
hours. The nearest point of the continent of North America to this
point of Ireland was St. John’s Newfoundland. The distance between
the two was about 1,900 miles — thence to Halifax, in Nova Scotia,
there would be another run of 550 miles — and from that to New York
would not exceed the admissible range ; but touching at Halifax would
be desirable for the sake of passengers.
“ The only difficulty would be as to the run from Valentia to St.
John’s ; and the voyage from Dublin to Bordeaux and back, a dis-
tance of between 1,600 and 1,700 miles, with the same stock of coals,
came very near this distance. It must be observed, that westerly
winds blew almost all the year round across the Atlantic. They were
produced by the trade winds, being the compensating cause that
restored the balance which these served to destroy, according to that
beautiful principle in nature, which always provides a remedy for any
derangement in the deranging cause itself. As a last resource, how-
ever, should the distance between Valentia and St. John’s prove too
great, they might make the Azores a stage between. So that there
remained no doubt of the practicability of establishing a steam inter-
course with the United States. As to the project, however, which
was announced in the newspapers, of making the voyage directly from
New York to Liverpool, it was, he had no hesitation in saying, per-
fectly chimerical ; and they might as well talk of making a voyage from
New York or Liverpool to the moon. The vessels which would ulti-
mately be found the best adapted for the voyage between this country
and the United States would be those of 800 tons, which would carry
machines of 200 horses’ power, and would be able to stow 400 tons of
coals. To supply a ten horse power, daily required an expenditure
of a ton of coals ; and, consequently, 200 horses’ power would require
20 tons of coal daily ; but if the vessel carried 400 tons of coals only,
it would not be practicable to undertake a voyage which would require
the whole of that quantity. They must make an allowance of 100
tons for contingencies. Thus, in reckoning the average length of the
voyage which might be undertaken by such a vessel, we might safely
calcinate upon 300 tons of coals, which would be sufficient for fifteen
days ; and it might fairly be concluded, that any project, which
calculated upon making longer voyages than fifteen days without
taking in a fresh supply of coals, in the present state of the steam-
boat, must be considered chimerical. Now, the average rate of speed
of the Mediterranean packets was 1 70 miles per day ; and the utmost
limit of a steam voyage might be stated at 2,550 miles ; but even that
could not be reckoned upon.”
In the month of January, in the same year, a letter was published
in the Albion, stating the writer’s reasons for dissenting from Dr.
Lardner’s opinions on the impracticability of transatlantic steam navi-
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gation direct from Liverpool, or any other English or Irish port, to
New York. The writer of that letter was Macgregor Laird, Esq.,
now secretary to the British and American Steam Company, whose
magnificent ship, the British Queen, built under his superintendence,
was launched on Thursday week. In that letter, written nearly two
years and a half ago, Mr. Laird calculated, from the Doctor’s own
data, that the voyage, instead of being impracticable, was quite prac-
ticable, and that it might be done under fifteen days ; a calculation
which the performance of the Great Western, both out and home,
completely justified.
We subjoin a copy of Mr. Laird’s letter, for the purpose of showing
how sagacious and practical were his views, at that early period, on
the subject of transatlantic steam navigation.
“ To the Editor op the Albion.
“ Sir, — In your paper of the 14th instant, there is an extract from
a lecture delivered hy Dr. Lardner, on steam navigation, which con-
tains some assertions upon transatlantic steam navigation, which
strikes me as betraying an ignorance on that important subject that I
did not expect to find coupled with such a celebrated name. For any
man to limit the application of steam power to navigation in the pre-
sent day, in the face of the great extension of it within the last few
years, is to me a proof either that he has not studied the subject
at all, or having done so, has arrived at very opposite conclusions
to those that most marine engineers of the day have adopted, and they
have not yet, I believe, any idea of starting a steam-boat to the moon,
which according to Dr. Lardner would be as easily done as from any
part of Great Britain to America.
“ If there is one feature more than another that particularly distin-
guishes steam navigation from the old system, it is its independence
of winds and currents ; and whatever advantages a port on the west
coast of Ireland may present to a sailing-vessel, as a point of departure
and arrival, no one practically acquainted with a steam-vessel would
ever think of stopping short at Yalentia. It would be equivalent to
the Liverpool ana Manchester railway taking their passengers and
goods over the seas of Parr or Chat Moss, ana there leaving them to
make the best of their way to Liverpool or Manchester.
“ The project of making Valentia the port of arrival and departure
is by no means new. A company at present exists who got an Act of
Parliament, granting them extraordinary powers, in 1825; but after
procuring it, they made the. notable discovery, that, though it was
easy to get passengers from America to Valentia, to get passengers to
and from London, Edinburgh, Glasgow, and Liverpool, was no joke. So
they laid upon their oars for the tenth part of a century, and in 1835
started up afresh, backed up by a railway from London to Liverpool,
the Post-office packets to Dublin, the Valentia railway; and from
thence, not to the capital of the western hemisphere, but to the capi-
tal of Newfoundland, ‘ where sailors gang to fish for cod,’ but cer-
tainly where no passengers go, if they can help it. In short, to get
to New York by this route involves at least four changes of convey-
ance ; which may be pleasant enough to a man desirous of contrasting
at a railroad speed the midland counties of England with the western
counties of Ireland ; but a family, I opine, would prefer stepping on
board at Black wall or the Prince's Pier, and landing at New York in
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NAVAL CHRONICLE*
the centre of society, business, and communication ; and yet the one
is called * the grandest project that ever occupied the human mind,’
and the other, that grapples with the difficulty, and takes the bull by
the horns, is chimerical ! The world, then, has stood still since 1825.
The 4 march * we hear so much about has been going on in everything
but steam navigation. Is it so ? Let the Mersey, the Clyde, the
Thames, the Baltic, the Bosphorus, the Mediterranean, the Red Sea,
the Bay of Bengal, and the shores of Van Dieman’s Land, answer.
If we could, in 1825, go from Ireland to Newfoundland by steam,
cannot we, with ten years’ additional experience, make the voyage
direct from Liverpool or London to New York ?
“ By what process of reasoning Dr. Lardner has fixed the ultimate
size of steam-vessels for the Atlantic at 800 tons and 200 horse power
does not appear, which is the more to be regretted, as it must be a
peculiar one, from the size of vessels very little exceeding that of
several in the coasting trade, and the power being much less. But I
am not bound to take this for granted, particularly as all my experience
has proved that we, as yet, have never had to complain of the size of
" the vessel, if the power had been proportionably increased : on the
contrary, the Dublin boats have crept up from 250 tons to 5 and 600 ;
and the Clyde from 200 to 400 tons ; and other lines in the same pro-
portion. In reasoning, therefore, upon a line of steam communication
oetween Great Britain and New York, I must reason from analogy,
and fortunately Dr. Lardner gives me the data. The Leeds, it appears,
makes the voyage to and from Bourdeaux, a distance of about 1,600
miles, with one supply of coals : the Leeds is, I believe, 420 tons, and
140 horse power, and her displacement between her light and load
marks will be about 80 tons to one foot, or perhaps only 70. Now, the
distance from Liverpool or Portsmouth to New York is 3,000
nautical, or 3,500 statute miles ; a little less to Liverpool. Suppose
the Leeds to be trebled in capacity, so that her displacement should
exceed 200 tons per foot draught ; it is not necessary to treble her
power, as double power propels more than double bulk ; but allow her
300 horse power — her light draught of water would be about eleven
feet with her machinery on board, and with 800 tons of dead weight on
board, about fifteen. I take the consumption of coals at 30 tons per
day, and a mean speed of 10 miles per hour, and at an expenditure
of 325 tons of common coal, or 420 of Llangmuch, I land my pas-
sengers in New York, Portsmouth, or Liverpool, in something
less than fiftben days. I have not allowed anything in this
calculation for the saving of fuel that would accrue in these large
engines, by working them expansively, but have the consumption at
lbs. per horse per hour, and with common coal I would have a sur-
plus of 275 tons dead weight for passengers and goods.
“ One objection will, I am aware, be made, viz., that my average
speed is too great, and if I admitted that the ‘ beau ideal ’ of a steam-
vessel was embodied in one of his Majesty’s Mediterranean steam-
packets, the objection would be fatal ; but what is the fact f (no less
wonderful than true,) the average speed of private vessels far exceeds
them ; and to prove that the average speed of ten miles per hour is not
4 chimerical,’ I may state that the average speed of the Dundee and
Perth, in all weathers, winter and summer, fair or foul, exceeds
eleven miles per hour ; that the average speed of the Monarch is ten
miles and a half per hour; and that tne Medea, steam frigate,
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averaged more than ten miles per hour on her voyage to Malta.
Now, I am of opinion, that the Dundee, Perth, Monarch, and Medea,
are to be, and will be beat, but not by vessels of 800 tons, and 200
horse power.
“ I hope, Mr. Editor, I have proved that it is easier to go from
Portsmouth or Liverpool to New York, than to the moon ; that it is
more convenient to go direct than through the fint ‘ gem of the sea ; *
and the last, though not the least consideration, that, if we wish to go
at all by steam, we had better not wait for the Valentia railway.
“ I remain, Mr. Editor, very respectfully,
“ Chimera.”
Meeting of the Mates of H.M. Squadron, stationed at
Portsmouth.
A Meeting was held on Tuesday at the George Hotel, by the Mates,
and attended by other Officem of her Majesty’s Squadron, stationed
at this port, upon the subject of the refusal, on the part of Colonel
Lewis, the Commandant of the Plymouth Division of Royal Marines,
to allow the Band of that corps to attend the funeral of the late Mr.
Lewis, Mate of the il Royal Adelaide,’’ whose untimely death on
board that ship has been already noticed. Mr. J. Aylmer Painter, of
H.M.S. “ Excellent,” having been unanimously called on to take the
chair, opened the proceedings, by stating that a letter, signed “ Blue
Jacket” having appeared m the “Naval and Military Gazette,”
commenting on the afeove circumstance, the Mates of H.M.S.“ Excel-
lent” had written to their brother officers of the “ Royal Adelaide”
at Plymouth, for a statement of what actually occurred in this respect ;
to which request the following answer has been received : : —
H.M.S. Royal Adelaide, Plymouth,
June 14, 1838.
Gentlemen, — The best plan of giving you a clear view of the cir-
cumstances of the attendance of the marine band being refused at the
funeral of our late messmate Lewis, is to relate to you the manner in
which it was asked for and refused. Two Mates of the ship went as
a deputation to Colonel Lewis, with their Captain’s compliments, and
asked as a favour, if he would allow the marine band to attend the
remains of their late messmate to the grave ; to which he answered,
that he would neither hear nor think of such a thing, adding at the
same time, that it would be making a bad precedent. He was met
on that point, by their saying that it woula not be making a prece-
dent, as the Marine Band had always attended at the funerals of naval
officers who were buried with military honours — instancing the case
of Lieutenant Derriman, who died some months since, while belong-
ing to the “ San Josef,” and at whose funeral the band had attended.
He then not only persisted in his refusal, but was candid enough to
8a y, that had he been at Plymouth the marine band should not have
attended on that occasion.
The band of the 29th regiment was then asked for, and was given
with as much courtesy as the other was uncourteously refused. We
have reason to thank the 29th, not only for the band, but for the
ENLARGED SERIES.-— NO. 7. — VOL. FOR 1838. 3 R
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NAVAL CHRONICLE.
handsome manner in which it was given. The naval world be ing at
a loss to account for such an extraordinary circumstance as the non-
attendance of the marine band at the funeral of a naval officer, have
very naturally thought some point of etiquette had been violated in
asking for it — never dreaming that it could be refused (if properly
asked for), to attend at the funeral of an officer belonging to a pro-
fession of which the marine corps is a branch.
Gun-Room Officers H.M.S.
Excellent.
The Chairman resumed by observing, that on the receipt of this
answer, his brother officers and himself at this port, considered they
were called upon, in the first instance, to return their grateful thanks
to Lieut. -Colonel Simpson, and the officers of the 29th regiment for
the kind manner in which they granted the attendance of the regi-
mental band on the melancholy occasion referred to ; and in the next,
to mark their surprise and regret that the Colonel-Commandant of
the Royal Marines should have found it necessary to refuse permission
for the band of that corps to do so. In whatever way tne present
meeting might express their sense of the latter, he knew the superior
rank of Colonel Lewis to themselves would not be lost sight of. —
(Hear, hear, hear.) — He only spoke the sentiments also of the whole
of his brother officers, when he said, that whatever comments they
might make upon the subject, especial care would be taken to avoid
any expression that could imply a reflection on the corps — (hear,
hear,) — that whatever resolution the occasion seemed to call for,
should be so framed as to preclude the possibility of its being con-
strued into a censure of the corps in the most remote degree, or
having a tendency culculated to interrupt that harmony and good
understanding which existed, and ought always to prevail, between
the two branches of the service. — (Hear, hear.)
After some judicious observations from the whole of the officers
present to the same effect, and more particularly in confirmation of
what had fallen from the chairman — their anxiety not to say anything
that could imply a reflection on the corps of Royal Marines; the
following resolutions were submitted and unanimously adopted.
Resolved, — That this meeting cannot but express their surprise and
regret, that the Colonel-Commandant of the Plymouth Division of
Royal Marines should have found it necessary to refuse permission for
the attendance of the band of that corps, at the funeral of their late
brother officer Mr. Lewis, of her Majesty’s ship “ Royal Adelaide ; ”
but hope it will not tend to disturb the harmony and good feeling
which happily exists between the two branches of tne naval service.
Resolved, — That the sincere and grateful thanks of this meeting in
behalf of the Mates of the different ships in Portsmouth harbour, be
tendered to Lieut. -Colonel Simpson, ana the officers of Her Majesty’s
29th regiment, for their kind and handsome manner of granting the
band of the regiment to accompany the remains of the late Mr. Lewis
to the grave.
(Signed) J. Aylmer Paynter, Chairman.
The chairman then submitted, that the vote of thanks to Lieut. -
Colonel Simpson, and the officers of the 29th regiment, should be
conveyed to them in the following letter : —
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499
George Hotel, Portsmouth, June 19, 1838.
Sir, — I beg to lay before you a copy of resolutions, unanimously
agreed to at a general meeting of the Mates of her Majesty's Squa-
dron at Portsmouth ; and in furtherance of these resolutions, I beg,
in the name of the Mates of the Squadron, to offer to yourself and the
officers of the 29th regiment, our most sincere and grateful thanks for
the kind and handsome manner in which you granted the attendance
of the regimental band at the interment of our late much respected
brother officer, Mr. Lewis.
Trusting that the good feelings which actuated your conduct on
the late mournful occasion may ever exist between our respective
services, which may then be justly termed united,
I have the honour to remain,
Y our most obedient servant,
(Signed) J. Aylmer Paynter,
Chairman of the Meeting.
To Lieut. -Colonel Simpson, H.M.
29^A Regiment.
On a motion being made that this letter be adopted, Mr. Dumaresq
said, he had peculiar satisfaction in seconding it, because he knew
that this was not the only instance in which the navy was indebted
for kindness to the officers of the 29th regiment. It had been expe-
rienced at the Mauritius; for the moment the ship in which he
(Dumaresq) was, arrived at that island, the officers of that regiment
that moment invited all the officers of the ship, without distinction of
rank, to become honorary members of their mess, treating them as
brothers in the same service, though separate in its branch. —
(Applause.) — The motion was then unanimously carried, and after
thanks had been given to the chairman for his able and impartial
conduct in the chair, the meeting, which was admirably conducted,
dissolved.
Port of Bide ford. — It is gratifying to see our naval officers, as-
sisting in their own peculiar line of pursuits towards those undertak-
ings which contribute to promote their country's good ; and we shall
be found ever ready to record such services : with these feelings
we insert the following copy of a resolution, passed at a meeting at
Bideford, relative to the proposed harbour of refuge in Bideford Bay,
at which the Mayor, Vice-Admiral Glynn, presided.
“ That the thanks of this meeting be conveyed to Captain Denham
of the royal navy, for the clear ana satisfactory manner in which he
has pointed out the most eligible situation for the proposed harbour of
refuge in this bay, and that a copy of this resolution be transmitted
to Lord Ebrington.”
New Books.
Madame Tussaud’s Memoirs and Reminiscences of France.
Forming an Abridged History of the French Revolution. San-
ders and Otley, Conduit Street. 1838.
The peculiar position which the authoress of these memoirs occu-
E ied previous to, and during the French revolution, doubtless gave
er an opportunity of witnessing a large share of the horrors of that
awful period, and her reminiscences of those scenes has enabled her,
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NEW CHARTS.
with the assistance of the talented editor, F. Herve, Esq., whom she
has called to her assistance, to produce a valuable and highly-in-
teresting volume ; one, which we can cordially recommend to the
notice of our readers.
Adele: A Tale of France. By Miss E. Randall, 1838. Rolfe
and Fletcher, Cornhill.
Adele, besides being a tale of France, is also one of the revolution,
and told with force and vigour. Those who visit Boulogne should
take Adele in their hand ; they will be richly rewarded in tracing
with it the beauties of the little valley of Audenach, and reading of
the adventurous history of Marie Antoinette and her lover, De Cler-
mont. The whole is well managed, and Miss Randall has evinced
powers of description of no ordinary kind.
The Greenwich Pensioners. By Lieut. Hatchway. In Three
Volumes. Colburn, Great Marlborough-street, 1838.
Those who delight in sea-tales, in the real tarbrush fashion, will
find enough to feast on here. The Greenwich pensioners’ yarns,
twice laid by Lieut Hatchway himself, must speak for themselves,
and surely hold out a promise which they cannot belie. The author
has wisely prefixed to his work an historical account of Greenwich
Hospital, which imparts to it a value not possessed by works of this
kind in general.
The Parthenon. Adapted to the Purpose of a National Monu-
ment fyc. By A. Robertson, A.M., &c, Hatchard, Piccadilly,
1838.
While our sages, our heroes, and our artists are turning their
thoughts on a fit and becoming emblem, to perpetuate the renown of
our immortal Nelson through future ages, Mr. Robertson has revived
an idea, originally conceived, at the termination of last war with a
similar motive, and adapted it to suit his views of what that should
be, which is hereafter to be placed in Trafalgar Square. Mr.
Robertson’s proposal will, of course, go before the committee ; but
while we cannot withold our tribute of admiration from the Par-
thenon itself, as a perfect specimen of its kind, we cannot award our
approbation of its Deing cooped up in Trafalgar Square. The idea
to us is monstrous.
Sermon 8 on Miscellaneous Subjects. By W \ J. E. Bennett,
M.A.y 8fc. Volume First. Cleaver, Baker Street.
It is true that we do not write “ Evangelical” before our name,
nor do we boast the labours which so eminently distinguish some of
our contemporaries, who wear the habiliments of the church. We
are, nevertheless, all working in one wide field to forward one great
cause ; and may, therefore, pick up a leaf when it comes in our way,
even when it bears the word of the Gospel, and hold it out to our
own nautical clergy. In doing so now, we may also assure them
that Mr. Bennett's first volume is well worthy of being added to their
store of professional works. He deals out truth with an unsparing
hand, and adds value to his sermons by his excellent Gospel-illus-
trations.
promotions'and appointments. 501
New Charts.
Gulp op St. Lawrence, Magdalen Islands. Surveyed by Lieut.
P. E. Collins, R.N. Plate, eighteen by twenty-four inches.
Admiralty.
A neatly executed and compact plan of these islands, with views
as leading marks, &c., which will prove a valuable acquisition to
ships frequenting the Gulf of St. Lawrence. Lieut. Cfollins was
a highly-talented and deserving officer, and fell in the execution of
this survey.
Bay op Seven Islands. By Captain H. W. Bayfield, r R.N.
Plate seventeen, by twenty four inches. Admiralty.
This is one of those important places on the shores of the St.
Lawrence, of which we were in total ignorance before Captain
Bayfield’s survey. The plan amply shows the immense advantages
it possesses as an anchorage, and in point of execution does much
credit to its talented author.
Gulp of St. Lawrence. The Ming an Islands. Western sheet.
By H. W. Bayfield, R.N., F.A.S. Plate, eighteen by twenty-
four inches. Admiralty.
This chart contains the north shore of the gulf from the river
St. John on the west to Esquimaux Point on the east, with the chan-
nels of the Mingan Islands. As a coasting chart, it will be an
invaluable and indispensible acquisition.
Promotions and Appointments.
Promotions.
Commanders, — R. Tryon, A. S. Hamond, Hon. J. R. Drummond.
Appointments.
Bellerophon, 80, — Mate, R. B. Creyke. Britannia, 120. — Mate, W. Everest;
Asm.- S urgeons, J. Thompson, M.D., D. Ritchie. Coast-Guard. — Lieutenants, W.
T. Bell&in. W. C. Hemsworth, A. Leathard. J. H. Bellamy, R. Brown, J. G. Gard-
ner. Cornwallis, 74. — Lieut., M. Thomas. Columbine, 16. — Com., G. A.
Elliott; Mate, C. H. May. Excellent. — Ass.-Sur ., H. Brown; Clerk, G. H. Mow-
bray ; Midshipman, G. Napier. Forrester, 3. — Lieut. Commander, C. G. Napier.
Haslar Hospital. — Assist-Surg., S. Stanley. Hermes, St V. — Mate, C. F. Doyle,
Second Master, R. S. Rundle ; Clerk in charge, W. Bateman. Herald, 18. — Com..
J. Nias ; Lieutenants, J. Sankey, H. G. Morris ; Master, P. Bean ; Purser, J. Giles ;
Surgeon, Lane, M.D. ; Assistant- Surgeon, R. A. Bankier, M.D. ; Midshipman, J. B.
Cator; V sl., H. W. Comber. Larne, 18. — Mate, W. Coles. Jaseur, 16. — Com.,
F. M. Boultbee ; Master, J. Penn ; Surgeon, J. Lardner ; Assistant Surgeon, J. T.
Jenkins; Purser, E. Heaslop. Magnificent. — Surgeon, J. Baird. Madagascar,
46. — Lieutenant, A. Grant. Malabar, 74. — P. Fisher. Princess Charlotte,
120. — Lieutenant, A. Clifford; Assistant- Surgeon, H. Baker. Ranger. — Lieut. -
Com., J. H. Turner; Master- Act ., C. Hutchings; Assist.-Sur., A. Stewart Royal
Adelaide, 120. — Assistant Surgeon, W. Scotland, M.D. Salamander, St Y. —
4 Mates, J. Coffin, J. D. Rhode. Savage, 10. — Lieut., H. Lacon. Sylvia, Rev. Cut.,
— Mate, C. Ludlow. Tribune, 24. — Captain, C. H. Williams; Assistant- Surgeon.
J. Thompson. Tyne, 28. — / ieutnants, W. Boys, Lord H. Russell. Victory, 104.
— Surgeon, T. Miller. Volcano, St V. — Lieutenant- Commander, J. West
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502
PROMOTIONS AND APPOINTMENTS.
Movements of Her Majesty’s Ships in Commission.
At Home.
Apollo, 46, arrived at Portsmouth from Quebec, Jan. 10. Childers, 16, Hon.
Captain Keppel, 26th May, paid off Columbia, 2, 28th May, sailed for West
Indies from Plymouth. Comet, St. V., Lieutenant Com. G. Gordon, 25th May,
arrived at Plymouth from San Sebastian; 1st June, sailed for San Sebastian.
Cracker, 6, 7th June, at Portsmouth from Jersey. Dublin, 50, 31st May, paid off
at Portsmouth. Hermes, St V., recommissioned by Lieutenant W. Blount
Jaseur, 16, Commander F. M. Boulbee, 11th June, commissioned at Plymonth.
Jupiter, 38, Mr. R. Easto, 24th May, sailed from Cork with troops for Quebec.
Lightning, St. V., Lieutenant-Corn. J. Shambler, 25th, at Plymouth from Dublin.
Lyra, 6, Lieutenant Forrest, 20th May, at Plymouth, and returned to Falmouth.
Messenger, 1, St V., Mr. J. King, 18th May, arrived at Plymouth from Pembroke ;
21st, sailed for Dover with troops; 27th, returned to Portsmouth; 31st, went to
raise the Pincher ; 4th June, came in with Pincher ; 8th, sailed for Plymouth ; 12th,
for Cork. Meteor, St. V., Commander D. Pritchard, 23rd May, arrived at Ply-
mouth from Falmouth. Modeste, 18, Commander G. Eyres, 26th May, sailed for
West Indies. Pandora, 4, Lieutenant Innes, 20th May, at Falmouth, from the
Havana. Pantaloon, 10, Lieutenant J. Me Donnell, 25th May, sailed for Spain ;
14th June, arrived at Portsmouth from Spain. Petterel, 25th May, arrived at
Plymouth from Pembroke Yard. Racer, 16, Com. Hope, 5th June, arrived at
Portsmouth from Antigua ; paid off. Rainbow, 25, May, at Portsmouth from
Jamaica; 29th, paid off. Salamander, 4, St. V., Com. Dacres, 8th June, at Ports-
mouth from Spain. Seaflower, 4, 7th June, at Portsmouth from Jersey. Star,
6, Lieutenant Smith, 20th May, arrived at Plymouth from St. Thomas. Terma-
gant, 10, 14th June, at Portsmouth, from a cruize. Thalia, 46, Rear-Admiral Sir
B. Campbell; 22nd, sailed for Chatham. Winchester, 25, Vice-Admiral Sir T.
B. Cepel, 30th May, arrived at Portsmouth from East Indies ; 16th June, paid off at
Sheerness.
Portsmouth. — In Harbour. — Britannia, Victory, Royal treorge Yacht, Herald
Excellent, Pantaloon, Seaflower, Arrow, Apollo, Cracker. At Spithead, Termagant
Plymouth. — In Hamoaze, — Royal Adelaide, San Josef, Minden, Jaseur, Ranger,
Weazel. In the Sound, — Talbot
Abroad.
jEtna, St V., Captain A. T. E. Vidal, 5th April, Cape Coast. Algerine, 10,
Lieutenant Thomas, 19th Feb. sailed from Ceylon for Madras. Appollo, 46, 9th
May, arrived at Quebec ; 17th, sailed for England. Ariadne, 8th February, arrived
at Callao from Paita. Atholl, 28, 17th May, at Quebec. Barham, 50, Captain
A. L. Corry. 16th May, at Malta ; 19th, sailed. Basilisk, 6, Lieutenant G.G. Me
Donnell, 1 1th February, at Valparaiso. Beagle, 10, St V., Com. T. C. Wickham,
15th November, arrived at Swan River. Bellerophon, 80, Captain S. Jackson,
22nd May, arrived at Gibraltar from Plymouth ; 26th, sailed for Mediterranean.
Carron, St V. Lieutenant Thomas, 15th April, sailed for St Thomas; 8th May,
Antigua. Carysfort, 28, Captain Sir B. Martin, 12th May, at Malta from Tunis.
Champion, 18, Com. S. F. King, 25th March, Vera Cruz. Clio, 16, Com. W.
Richardson, 5th May, sailed from Malta. Comet, St V., Lieutenant- Com. G. Gor-
don, 10th May, sailed from San Sebastian for England. Confiancb, 2, Lieutenant-
Com. Stopford, 1st May, arrived at Malta from off Tunis; 9th, at Gibraltar 10th,
sailed for Malta. Conway, 28, Captain C. R. D. Bethune, 9th February, at Sydney
from a cruize. Cornwallis, 74, Captain Sir R. Grant 2nd May, arrived at Bei-
muda. Dido, 18, Captain L. Davies, C.B., 26th April, arrived at Malta from Barce-
lona ; 5th May, sailed for Smyrna. Edinburgh, 74, Captain W. H. Henderson,
17th May, Quebec. Griffon, 3, 3rd May, arrived at Bermuda from New York ;
8th, sailed for Barbados. Harlequin, 16, Com. J. E. Erskine, 30th April, arrived
at Malta from Barcelona ; 16th, Malta. Harrier, 18, Com. W. H. H. Carew,
2Ut January, Callao from Valparaiso. Hornet, 6, Lieutenant Baillie, 13th April,
at Jamaica from Chagres; 19th, sailed for Chagres. Imogene, 28, Captain H. W.
Bruce, 12th Feb., at Valparaiso; 15th, Callao; 22nd, sailed on her return. Incon-
stant, 36, Captain D. Pring, 9th May, arrived at Quebec. Larne, 18, Com. P.
Blake, 31st March, arrived at Madras from Moulmien. Lily, 16, 15th May, arrived
at Madeira from Portsmouth; 21st, sailed for Rio. Madagascar, 46, Captain
Wallis, K.C.H., 16th May, arrived at Gibraltar from Portsmouth; 24th, sailed for
Canada with troops. Malabar, 74, Captain Sir W. A. Montague, 15th May,
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BIRTHS, DEATHS, AND MARRIAGES.
503
Quebec. Megjera. St V., Lieutenant Goldsmith, 26, Malta from Tunis with crew
of Rapid. Nimrod, 23, Com. J. Fraser, 16th April, Port Royal. Partridge, 10.
Lieutenant Morris. Com., 2nd June, in Yarmouth Roads ; 4th, sailed for Heligoland,
Pearl, 20, Captain Lord Clarence Paget, 8th April, arrived at Jamaica from Ber-
muda ; 14th, sailed for Bermuda. Pembroke, 74, Captain F. Moresby, 16th May, at
Malta; 20th, arrived at Leghorn. Pique, 36, Captain £. Boxer, 15th April, at
Halifax; 23rd, sailed for Quebec ; 4th May, at Arichat ; 19th, at Bic I. St. Lawrence.
Princess Charlotte, 104, Flag of Adm., Hon. Sir R. Stopford, Captain A. Fan-
shawe, 16th May, at Malta ; 19th, sailed. Racer, 16, Com. J. Hope, 5th April, at
St Thomas ; 8th May, sailed from Antigua for England. Raleigh, 18, Com. M.
Quin, 5th February, West coast of India; 13th April, arrived at Bombay from
Muscat Rapid, 10, Lieutenant- Com. Hon. De Ros Kinnaird, wrecked on the 12th
April, oflfCape Bon. Rattlesnake, 28, Captain W. Hobson, 26th March, arrived
at Calcutta from Rangoon Rhadamanthus, St V., Com. A. Wakefield, 1st May,
arrived at Malta from Corfu; 19th, sailed from Malta. Ringdove, 16, Com. S.
Nixon, 21st April, for St Thomas; 1st May, grounded off Porto Rico, proceeded to
St Thomas. Rodney, 92, Captain H. Parker, 16th May, at Malta; 19tb, sailed.
Rover. 18, Com. C. Eden, 15th February, left Valparaiso for Rio; 11th April,
sailed from Rio for England ; 12th, returned having captured a slaver. Russell,
74, Captain Sir W. H. Dillon, K.C.H., 23rd May, arrived at Lisbon from Plymouth.
Samarano, 28, Captain W. Broughton, 2nd April, sailed for Rio. Snake, 16,
Com. A. Milne, 16th April, sailed from St Jago de Cuba on a cruize. Spitfire,
StV., Lieutenant A. Kennedy, 29th April, arrived at Malta from Alexandria.
Trinculo, 16, Com. H. G. Coffin, 25th May, at Lisbon. Vanguard, 80, Captain
Sir T. Fellowcs, 16th May, at Malta. Victor, 16, 5th April, arrived at Madras from
Negapatain. Wasp, 16, Com. Hon. D. Pelham, 19th May, at Constantinople.
Waterwitch, 10, Lieutenant Com. W. Dickey, 11th April, at Ascension. Wel-
lesley, 74, Captain T. Maitland, 8th March, at Trincomalee. Winchester, 52,
Captain E. Sparshott, 5th February, sailed from Ceylon for England; 19th March,
arrived at Simon’s Bay; 16th April, left Ascension for England. Wolf, 10, Com.
E. Stanley, 5th February, had sailed for Straits of Malacca. Wolverine 16, Com.
E. Howard, 6th May, at Gibraltar from Carthagcna. Zebra, 16, Com. R. Me Crea,
5th February, at Straits of Malacca.
ftrlfc.
On the 12th May, the lady of Lieut.
C. Caldecot, R.N. of a son and heir.
At Haylands, near Ryde, on the 25th
May, the lady of Capt C. Lock, of a son.
At Fleet, near Weymouth, on Monday,
the 21st May, the lady of Lieutenant W.
Pedder, R.N., of a son.
Jfttarriages.
At St George’s, Hanover- square,
Major-General Sir Thomas Hawker, to
Mary, widow of Captain the Hon. F.
Noel, R.N.
At Hove, near Brighton, on the 21st
May, by the Rev. John Wolley, Captain
William Fanshawe Martin, R.N., eldest
son of Admiral Sir Byam Martin, to
Sophia, second daughter of Richard Hurt,
Esq., of Wicksworth, Derbyshire.
On the 31st May, at All Saints Church,
Southampton, by the Rev. J. E. Shadwell,
John Wynne, Esq., Royal Horse Artil-
lery, to Ann, third daughter of Rear-Ad-
miral Sir Samuel Warren, C.B., and
K.C.H.
Lately, at Bruges, Captain Wheatley.
R.N., to Caroline, second daughter of M.
Hope, Esq.
At Cheltenham, Captain Campbell,
R.N., to Georgina, daughter of the late
Colonel Martin.
At St. Luke’s Church, Chelsea, on the
2nd June, Lieut James Francis Browne,
R.N., to Miss M. Wolfe.
At Cambridge, the Rev. M. Wilkinson,
M.A., Fellow of Clare Hall, to Rosa
Sarah, only daughter of the late Captain
Lea, R.N.
Beatfjs.
Died on the 24th May, at Stonyhurst
College, aged 21, Joseph, the second son
of Lieutenant Nind, R.N.
At Manheim, on the 19th May, Capt
William Paterson, C.B., R.N., fifth son of
the late George Paterson, Esq. of Castle
Huntley, Perthshire, and nephew of the
Right Hon. Lord Gray, of Kinfauns Cas-
tle, in the same county.
On the 21st May, at Kingsand, near
Plymouth, Lieut Richard Glinti, R.N.
( 1*794), aged 80 years.
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$04
METEOROLOGICAL REGISTER.
On the 16th May, Lieut. A. Brooking,
late Commander of the Pike.
Lately, Lucy, the wife of the Rev.
Charles Hardy, late of the Royal Navy,
and only daughter of Capt. James Camp-
ill, R.N.
At Galway, Lieut Adlard Miller, R.N.,
ommander of the Dolphin.
At Aberdeen, Lieut W. Lesley, R.N.,
aged 57.
At his residence, Catisfield, near Fare-
ham, Moses Hawker, Esq., aged 73, and
a Purser in the navy of 50 years standing.
At the Island of Ascension, on the
14th of April, Captain Wm. Bate, of the
Royal Marines, and for some time past
Commandant of that Island.
At Bath, on the 19th May, aged 19,
Catherine Campbell, only surviving dau.
of the late Capt Thos. M'Culloch, R.N.
At Lavington, near Weymouth, on the
1st June, James Mac Ghie, Esq., R.N.
At Bristol, aged 82, Mary, widow of
Lieutenant Young, R.N.
On Sunday, the 20th May, at her resi-
dence, South-grove, Peckham, Surrey, in
the 86th year of her age, Mrs. Catherine
Cleverley, relict of Robert Cleverley,
Esq., R.N.
Meteorological Kegister,
Kept at Groom’s Hill, Greenwich, by Mr. W. Rogerson, of the Royal Observatory.
MAY, 1838
<5 J
Barometer,
In Inches and
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Fahrevheit’s
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Wiwn.
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Strength.
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May— M ean height of the Barometer =
29*996 inches
; Mean Temperature = 5 18 degrees;
Depth of Rain fallen = 1*40 inches.
JUNE
, 1838.
l
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Kotb. — On the 9th of June, a hoar-frost on the grass on Blackheath, &c. at sunrise !
LONDON : T. STANLEY, PRINTER, WHEAT SHEAF- YARD, PARR1NGDON-STREET.
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ORIGINAL PAPERS.
August, 1838.
Remarks on the Navigation op the Gulph op Mexico towards
Vera Cruz, and thence along the Coast towards Laguna de
Terminos.
Vessels from Great Britain proceeding towards Vera Cruz, Tam-
pico, or other Mexican ports in the Gulph of Mexico, generally after
running down the trades, pass into the Carribbean sea among the
West India islands ; the clearest and most direct route being that
between Antigua and Guadaloupe. Passing on either side of Mont-
serrat, thence along the south coast of St. Domingo towards Jamaica,
along the north shore of that island, the south-west end of the Grand
Cayman, they enter the gulph between Capes Antonio and Catoche.
These remarks refer to vessels navigating by chronometers, which every
vessel going to the Gulph of Mexico ought to have, the currents being
not only strong, but uncertain and irregular in their direction. On a
late occasion, under rather trying circumstances, I crossed the gulph
homeward bound in eight days, without a single opportunity of pro-
curing a lunar distance either by day or night, while at the same time
I was only one day without sights for the chronometer.
From the south-west end of the Grand Cayman in the fine season,
from March to October, vessels may shape a course to enter on the
Campeche Bank, not far from Cape Catoche. By going over towards
Cape Antonio the distance is lengthened, and the passage often
retarded by the current setting round to the south-eastward as men-
tioned in Purdy's directions. In the season of the norths from Octo-
ber to March, a more northerly course may be steered, in order to
keep the vessel to windward in the event of a north blowing. Be-
tween Capes Antonio and Catoche, a current will generally be found
to the north-westward. I have never had less than sixteen to twenty-
four miles in twenty- four hours, and never more than thirty miles, at
all the various seasons. It has, however, been found much stronger.
Having once struck soundings bound to Vera Cruz, or other ports
to the southward, a course may be shaped to pass about twenty miles
to the southward of the Alacranes shoals. In this course you will
be enabled, in the event of a norther, to pursue your passage, carrying
moderate press of sail, and if necessary edging away to leeward.
If bound to Campeche or Laguna you may sight the land off Sisal,
passing inside the Sisal shoal, and when round Point Piedras, steer
ENLARGED SERIES. — NO. 8. — VOL. FOR 1838. 3 S
Digitized by vjOOv.
506 REMARKS ON THB NAVIGATION OF THE GULPH OF MEXICO.
along shore in a convenient depth of water. If bound to Vera Cruz,
the best and clearest passage off the bank, is between the Baxo
Nuevo, and the Triangles. If in the season of the norths (from Octo-
ber to April) a course may then be shaped for Point Delgada, so that
should a norther prevent your running down for the harbour, you
may be enabled to keep to windward of the port. In the event of
being caught in a norther in the neighbourhood of the Campeche
Bank, the navigator is recommended in the directions hitherto pub-
lished, to run on the bank for shelter, as there the water will be found
smoother ; or to bring up in a convenient depth of water. This will
undoubtedly mislead the inexperienced, as I have invariably found,
a more dangerous, short, unequal sea on the bank, in a gale than off
it, and bringing up except in one particular place, would in most
cases cause the loss of anchors and cables, if not the vessel. This one
place where vesssels may bring up with safety in a norther, is on the
long, equal flat, or shoal, lying in the neighbourhood of the town of
Campeche. Any where between Jaina to the northward, and Cham-
poton to the southward, you may ride in the greatest safety, bringing
up in a convenient depth of water. I have anchored in December and
January on this bank in very severe norths, and never had any great
strain on the cables. The water is also very smooth.
In running for Vera Cruz, from the fairway between the Triangle
and New Shoal, keep well to the northward in all seasons, particu-
larly in the season of the norths, as the currents on the coasts are
strong, and their direction uncertain. Steer towards Point Delgada,
keeping a strict watch on the weather. With the assistance of the
barometer the approach of a norther may generally be known, the
barometer generally falling two-tenths of an inch, or to about 29*80,
twelve or fifteen hours previous to its commencement. So soon as the
norther sets in the barometer begins to rise and generally attains
30*20, or 30*30. The falling of the barometer and a very light
wind, generally from the southward, with a light mist or haze on
the horizon, are pretty sure indications of a gale. Previous to the
commencement of the gale the current generally runs to the north-
ward, after its commencement to the southward. These currents are
strong, and have caused some melancholy accidents. When running
down for the coast, great care ought to be taken to get observations
for latitude as often as possible. Do not rest contented with the sun’s
meridian altitude, but ascertain your latitude from the planets, fixed
stars, or moon, as often as possible. If a norther commences blowing
when you are approaching the coast, and you are a sufficient distance
to windward, keep as much sail as you can on the vessel, and make
short tacks, so that on the gale decreasing, you may be able to gain
the harbour previous to the commencement of another. Vessels
standing out during the strength of a norther on one tack, are such a
distance off, that they cannot reach the anchorage before another.
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REMARKS ON THE NAVIGATION OP THE GULPH OP MEXICO. 507
I have known vessels ten days knocking about on this account, after
having been in sight of the coast, immediately to windward of Vera Cruz.
Previous to the commencement of a gale, the high lands to windward
of Vera Cruz may be seen a considerable distance off, and afford
an excellent mark. The snow-capped peak of Orizaba* and the
Cofre de Perote to windward, and the volcanic mountain of Tuxtla to
leeward, are easily recognized.
In running down for the harbour from a position to windward, care
must be taken not to get to leeward, as Vera Cruz is situated in a
deep bight, and from erroneous calculations of the distance of the
high land strangers frequently get to leeward, and are in danger of the
reefs. The coast in the immediate neighbourhood of the city is very
indistinct, being a low range of sandhills. Keep a good look out from
the mast-head, and, when once seen, it is easily kept sight of, the spires
of the cathedral and lighthouse being very conspicuous. I would on
no account recommend running down for the light at night. In any
season it is dangerous. The light is good, and is a good guide when
you are close to the fort before dark, and cannot enter, enabling
you to keep your vessel in a proper position till morning. Be-
tween the northers in their season, and in the fine season, the land
and sea breezes are tolerably regular on the coast, the former coming
off from the westward shortly after sunset, and giving place to the sea-
breeze at 9 or 10 a.m. The land-wind is in general very light. If,
in running towards the harbour with the castle in sight, with the sea-
breeze, it is seldom so far to the northward as to permit your enter-
ing by the northern channel, between the castle and Punta Gorda.
You must keep up on the larboard tack until you see the Blanquilla
reef. So soon as this is observed, steer directly towards it, until
about two cables* length distant, then keep away between it and the
reef on which the castle is built, keeping about a cable's length from
it. The reefs are very well laid down in the plan of the harbour in
Laurie's chart of the Gulph, copied from the Admiralty chart, and no
danger can arise, as you can easily see the channels ; and, in the event
of its falling calm, you can always let go an anchor, taking care, how-
ever, to warp into the harbour as early as possible. The pilots come
out a very short distance, seldom going outside the reefs ; when on
board they are of very little service, as they know nothing of working
a vessel ; they will merely point out to you a position for anchoring.
In the season of the norths not a moment should be lost in securing
your vessel. In the fine season, moor with two bowers, one N.W.
and the other S.E. ; in the season of the northers, moor with two
bowers ahead to the north, taking great care that your anchors are
clear. Pay out a long scope of cable, then carry out your stream
anchor as far as your hawser will reach to the S.E., and heave it taut,
* See a sketch of this in our voL for 1835, p. 153.
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508 REMARKS ON THE NAVIGATION Of THE GULPH OP MEXICO.
send down top-gallant masts aud yards, and see all clear to house
your topmasts. Take care also to hoist up your boats every evening,
and give your long boat, if out, a good scope of painter. There is
seldom time to make any preparation after the norther commences.
In getting into a berth, endeavour to get your anchors as close to the
reef as you conveniently can. There are rings in the castle wall, to
which old directions recommend your mooring. Most of these are
now broken, and the remainder so decayed as not to be trusted.
I have seen several accidents happen in this harbour through care-
lessness in mooring. Never, on any account, trust the pilot to moor
your vessel in this harbour : see to it yourself ; see your anchors well
stocked, (if iron stocks,) and everything complete previous to coming
to. If the vessel once starts, there is no room again to bring-up, as
the breakers are close astern. Should you enter the harbour with the
breeze from the E.S.E., or eastward, and let go your anchor; always
take care to weigh this anchor before you moor, as the vessel swinging
to the E.S.E. breeze, would be sure to give you a foul anchor, if
you merely haul her stem round. Yet I have actually seen a man,
calling himself a seaman, do this very same thing ; the consequence
of which was, no sooner did a light norther commence blowing, than
the anchors came home, and had one of them not fortunately hooked
the anchor of another vessel, his vessel would undoubtedly have gone
ashore. In Vera Cruz there is very little trouble with cargo, as the
custom-house has excellent lighters for discharging. Vessels going
to Vera Cruz with the intention of afterwards proceeding along the
coast to Laguna, should endeavour to bring as much ballast with them
as possible, as it is very expensive ; a lighter load, which they call
twenty tons, (but which you will find considerably less,) costing fifty-
five dollars.
In leaving Vera Cruz for Laguna, in the fine season, so soon as you
are clear of the reefs, yon can take advantage of the land and sea-
breezes, and beat up alongshore, taking care to give the reefs off
Point Anton Lizardo. a good berth ; afterwards your lead is a suffi-
cient guide. Having advanced as far as Chiltepeque, or Tabasco,
you will often find a strong current running alongshore to the north-
ward ; and, in order to avoid being driven to leeward with it, when
the sea-breeze dies away, it is advisable, in the fine season, to bring
up, with a kedge and hawser, having everything in readiness to heave
away on the setting in of the land wind. Sailing along the coast from
Vera Cruz, the entrance of the Lagoon is easily recognized by its
forming a wide gap in the trees. The masts of the vessels in the har-
bour will be seen over the west end of the Island of Carmen, the trend
of the coast to windward of Laguna, also, is widely different from that
of the coast to leeward. The appearance of the coast to leeward is
one uniform level, with no distinguishing marks. You are told in
the books of directions to look for the Altos, or mountains of St.
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REMARKS ON TUB NAVIGATION OF TUB QULPH OF MEXICO. 509
Gabriel, and they are placed in the charts immediately contiguous to
the coast. They are, however, in fact, far inland ; and, in a number
of voyages which I have made to this place, I have never seen them
but once, and then only for a very short time, while the atmosphere
was particularly clear. No one need, therefore, trust to seeing
them.
In the season of the norths, on leaving Vera Cruz, stand well out
to the north-eastward, in order to gain such an offing as to enable you
to run with a norther, and when it does come on, carry such sail, as
you think will bring you pretty near the coast at its conclusion,
always recollecting to steer well to windward of Laguna. When you
make the coast, you may be uncertain, from want of observations,
whether you are to windward or to leeward. In the first place, notice
carefully your soundings ; to windward you will have pretty hard
bottom, with four and five fathoms, about three miles from shore : to
leeward you will have very soft mud, and be five miles from shore in
four and five fathoms water. Secondly, observe carefully the direc-
tion of the coast: as before observed, the coast to windward has a
very different bearing from the coast to leeward : in the third place,
the appearance of the coast to windward is very different from that
to leeward : the land to windward appears at a distance as if indented
with small hillocks ; it is, in fact, only irregularities in the trees ; to
leeward the coast presents a most uniform appearance, being one con-
tinued level. I have often heard of great difficulty being experienced
in making the coast, and recognizing the place, but have never found
much, from attention to the foregoing remarks. I may here observe,
that the hand-lead-line ought to be very particularly marked in going
to Lagima, (I have often seen lead-lines a foot or two wrong in two
fathoms,) moreover, on this coast, my lead-line is always marked to
feet between two and three fathoms.
In running for the entrance of the Lagoon from the westward, keep
your lead going, and be careful not to approach the coast off Punta
Xicalango, the western entrance of the Lagoon, as a bank, with only
eight to ten feet on it, extends a considerable distance from the
point. Having made the island of Carmen to windward of the Lagoon,
keep the lead also going in running down ; and, on approaching the
west end of the island, which forms the eastern side of the entrance
to the Lagoon, give the shore a good berth, as a shoal, partly dry,
extends a long distance from the point. Bring the west end of the
island of Carmen to bear S. by E., and the extreme point of land to
the westward, S.W. by W., you will then be in about three and quarter
fathoms, and if the pilot be not out, in a fit place to anchor, and wait
till he comes. The pilots come out with the land wind in the
morning, in small canoes, and lay off, fishing until two p.m., when
they return with the sea-breeze. If, therefore, you make the port in
the afternoon, it will be necessary to wait till morning, as it is very
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510 REMARK8 ON THE NAVIGATION OF THE GULPH OF MEXICO.
unadvisable for a stranger to attempt entering without a pilot. Should,
however, any untoward circumstances occur, to render it necessary,
by attending to the following directions, a vessel may be conducted
over in safety.
From the above-named anchorage steer S.W., keeping a look-out
for a few Indian huts, situated on the western shore, (you can ascer-
tain their position from the masthead previous to entering.) So soon
as you bring the village to bear south, or little westerly, steer for it*
until you get into 2f fathoms ; keep along the western shore in this
water, until the centre of the town of Laguna bears east ; then haul
up towards it, anchoring when convenient, in about five fathoms, two
hundred yards from the shore. In several voyages to this place, I
have made the longitude of the fort, 91° 40' W, the mean of three
chronometers well regulated, from VeraCruz, assuming the longitude
of the castle of St. Juan de Ulloa to be 96° 7', (sights taken in an
artificial horizon.) The latitude I have made 18° 37' 30" N. Vessels
may load up inside the bar to 12£ feet, taking water and long-boat in;
you must then proceed outside the bar to a sufficient depth of water,
and complete the cargo with lighters. There is a very heavy sea
when riding outside the bar, in a norther, but I never heard of many
accidents occurring. The holding ground is excellent, and, with one
anchor and a large scope of cable, you may, in general, ride in safety.
Homeward bound from Laguna, at all seasons, I prefer keeping
along-shore on the Campeche Bank, in my opinion, as the safest and
speediest passage. On this coast, you have in general strong land
winds ; so much so, that in several voyages, I have seldom been
more than forty-eight hours from Laguna to Point Piedras. When
the land-wind ceases, you can stand in-shore with the sea-breeze,
your lead being a sure guide all the way, up to Point Piedras. There
is only a shoal spot off Jaina to be avoided, on which, I believe, there
are sixteen to eighteen feet water. When as far as Point Piedras, in
the season of the northers, it is advisable to make as much northing
as possible, in order to be able to run to the eastward, with a norther
when it blows : in the fine season you can take advantage of the
winds, standing on whichever tack, is most favourable. On passing
Point Piedras, however, care must be taken to avoid the Sisal shoal,
and the Madagascar, or new shoal, on which H.M. frigate Madagascar
struck, and remained some time, on her passage from Vera Cruz to
Jamaica, in July, 1837. She got off, after heaving overboard several
guns, and losing an anchor and chain. The officers of the frigate
surveyed the shoal, and found it to be a coral reef, extending If miles
N.N.E. to S.S.W., the least water on it sixteen feet; its centre they
placed in 21° 25' 30" N., and in 90° 25' W. I have heard the exis-
tence of this shoal doubted by several persons, they affirming that it
must have been the Sisal shoal, as no vessel has hitherto been known
to have touched on it. This may be from the generality of vessels
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BSACHY HEAD LIGHT.
511
trading to this part of the gulph, being of a light draught of water,
or from the recent formation of the coral, of which it is composed.
However, its existence is undoubted, as we have the authority of the
officers of the Madagascar ; and, not three months after, she was
aground on it, I passed over it in the vessel under my command,
then drawing 14 J feet ; the vessel touched once lightly abaft the
mizen-mast, there was a heavy swell at the time ; it is steep to, as so
fast as I could pass the lead overboard, we had five fathoms, seven,
eleven, and thirteen in succession. I then made the lat. 25° 30/ and
the long. 90° 28' W., by chronometer. After beating off the bank,
the navigator may proceed through the Strait of Florida, by the very
copious directions given in Purdy’s Colombian Navigator.
During my residence on the Mexican coast, at various seasons, I
have never observed any regularity in the rise and fall of water ; it is
more a current than a tide, influenced mostly by the winds ; and this
is also the opinion of the pilots and fishermen on the coast. The
bearings given are magnetic.
Mexicano.
Beachy Head Light.
Mr. Editor, — Captain M. White’s directions for channel navigation,
published by authority of the Admiralty, have puzzled me for some
time past, with respect to the Royal Sovereign shoals, and I have
only just been able to satisfy myself, that there is a considerable error
therein, which I might sooner have found out, by mere reference to
the bearings he gives us, were it not that the book seemed to demand
entire confidence.
It is stated therein, (page 51,) that the centre of the Royal Sove-
reign shoals lies from Beachy Head, N. 86° E., miles., and that
the light in sight clears them half a mile. The light, he further says,
is only open, bearing N.W. J W. ; also, (p. 52,) that a course, E. £ S.
from any position off Beachy Head, takes you the same distance from
Dungeness, the bearing of the centre of the shoals from the head
being true, the courses and bearing upon which the light is visible,
being compass.
Now there is an evident inconsistency in all this ; taking for granted
that the shoals bear true, N. 86 E. Steer from directly off the head*
S.E. | E., which you must do to keep the light in sight; and how
much short of two mites, (instead of half a one,) will this carry you to
the S. of the shoals ? Again, at an offing of one and a half, or even
two miles, steer E. £ S. ; and how does this clear the shoals ? From
the former distance you must be carried without them, and from the
latter right upon them. I have adopted a course of E. by S. $ S.,
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512
PACIFIC ISLANDS.
from an estimated distance of one and a half mile from the head, and
suppose, that by so doing, I pass about half a mile outside the shoals*
(then E. to Dungeness,) but I shut in the light, at about one half the
distance from Beachy Head to the shoals.
I am of opinion, that this light is very much misplaced, and that
it should have been upon the very pitch of Beachy Head. If I am
right in the above statements, it is evident that it is not to be used
as a mark, to clear the Royal Sovereign shoals, except at a very grea^
loss of distance. Were the light upon the headland itself, a bearing
of it would do very well, but going westward, no one knows when
to open it. Beachy Head, proverbially dark as it is, (especially from
the E.,) you cannot estimate your distance from, and the consequence
is, a great loss in increasing your distance. As the Nautical, Mr.
Editor, seems the proper channel for such remarks as these, I take
the liberty of addressing them to you.
I can only account for this error not having been sooner taken
notice of, from the little attention which has always been paid to
these shoals, arising from all large ships, those in the foreign trade
generally, keeping too far out, to make it necessary to bestow any
thought upon them, but as Capt. M. White says, there is only nine
feet water upon them, it is evidently necessary for some correct direc-
tions being given respecting Beachy Head Light, in reference to them,
for the use of those vessels, which find it convenient to navigate nearer
the shore.
I am, Sir,
Your obedient servant,
A Master of a British Merchant Ship.
[It is clear on a reference to the chart, that an E. £ S. course,
as given in Captain White's book, will lead a vessel from Beachy
Head to Dungeness, but it is not stated that she must be at least four
miles off the Head, when steering that course, to clear the shoals in
question. Nor is it stated when a vessel may open or shut in the
light, when passing the Head. We may, therefore, recommend, that
vessels passing down channel or from the eastward, should not get into
less than fifteen fathoms before they open the light : they may then
steer a channel course to pass Beachy Head. And vessels coming
from the westward up channel, when passing Beachy Head, should
not shut in the light till they have deepened their water to fifteen
fhthoms, when they will be sufifciently outside the shoals to steer the
course E. £ S. for Dungeness, which course will take them about
five miles from it. — E d. N.M.]
Digitized by v^ooQle
6}Uucsuuei9Cococ4ioi)9ioMioioMidtcM^^^P«M^^».N>M Polish I
©QONo>oi^QKjMO©CD^ato*.WKi > -o®oeMa^*.WM-o©ooMo>v.^WMM or English feet
REDUCING POLISH TO ENGLISH FEET,
513
Table XXXIV.
For reducing Polish Feet to English, and English Feet to
Polish.
1 Warsaw foot = 0-9769503121 English foot
1 English foot = 1*0235935115 Warsaw foot.
English
feet, and
Dec. parts.
Polish
feet, and
Dec. parts.
Polish
or English feet
English
feet, and
Dec. parts.
Polish
feet, and
Dec. parts.
Polish
or English feet
English
feet, and
Dec. parts.
Polish
feet, and
Dec. parts.
0-877
1*024
40
39*078
40*944
79
77179
80*864
1*954
2*047
41
40*055
41*967
80
78156
81*887
2*931
3*071
42
41*032
42*991
81
79*133
82*911
3*908
4*094
43
42*009
44*015
82
80*110
83*935
4*885
5*118
44
42*986
45*038
83
81*087
84*958
5*862
6*142
45
43*963
46*062
84
82*064
85*982
6*839
7*165
46
44*940
47*085
85
83*041
87*005
7*816
8*189
47
45*917
48*109
86
84*018
88*029
8*793
9*212
48
46*894
49*132
87
84*995
89*053
9-770
10*236
49
47*871
50*156
88
85*972
90*076
10*746
11*260
50
48*848
51*180
89
86*949
91*100
11*723
12*283
51
49*824
52*203
90
87*926
92*123
12*700
13*307
52
50*801
53*227
91
88*902
93*147
13*677
14*330
53
51*778
54*250
92
89*879
94*171
14*654
15*354
54
52*755
55*274
93
90*856
95*194
15*631
16*378
55
53*732
56*298
94
91*833
96*218
16*608
17*401
56
54*709
57*321
95
92*810
97*241
17*585
18*425 !
57
55*686
58*345
96
93*787
98*265
18*562
19*448
58
56*663
59*368
97
94*764
99*289
19*539
20*472
59
57*640
60*392
98
95*741
100*312
20*516
21*495
60
58*617
61*416
99
96*718
101*336
21*493
22*519 |
61
59*594
62*439
100
97*695
102*359
22*470
23*543
62
60*571
63*463
150
146*543
153*539
23*447
24*566
; 63
| 61*548
64*486 ;
200
195*390 204*719
24*424
25*590
64
62*525
65*510
250
244*238
255*898
25*401
26*613
; 65
63*502
66*534
300
293*085; 307*078
26*378
27*637
; ee
64*479
67*557
350
341*933 358*258
27*355
28*661
67
65*456 !
68*581
400
390*780! 409*437
28*332
29*684 J
68
66*433 |
69*604
450
439*628|
460*617
29*309
30*708 '
69
67*410 |
70*628
500
488*475
511*797
30*285
31.731
70
68*387 1
71*652
550
537*323
562*976
31*262
32*755
71
69*363 ]
72*675
600
586*170, 614*156
32*239
33*779
72
70*340
73*699
650.
635*018. 665*336
33*216
34*802
73
71*317 :
74*722
700
683*865;
716*515
34*193
35*826
74
72*294
75*746
750
732*713, 767*695
35*170
36*849
75
73*271 |
76*770 i
800
781*560
818*875
36*147
37*873 I
76
74*248 j
77*793 i
900
879*255 921*234
37*124
38*897 |
77
75*225 1
78*817
1000
976*950
1023*594
38*101
39*920
78
76*202 j
79*840 1
ENLARGED SERIES. NO. 8. — VOL. FOR 1838,
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514
VOYAGE OP HER MAJESTY’S SHIP AOT£ON.
Pacific Islands. — Extract of a Letter from Captain Bruce,
H.M.S. Imogene, at Valparaiso, Jan. 14, 1838.
During our late cruize of twenty-one weeks in the Pacific, we have
fixed the position of the “ Felix and Ambrose Group,” and the islands
of “ Belinghausen,” “ Rimitara,” and “ Rurutu,” near the Society
islands. All the islands to the northward and westward of these
require surveying and examination ; the wrecks upon them are nume-
rous ; and some of the inhabitants are savage, and others very well
disposed and friendly. The islands of
Ascension. .. . 6° 50' N 163° 25 7 E.
Strong ....... 5° 5' N 158° 20 7 E.
Pleasant Isl... 0° 33 7 S 167° 4 7 E.
for example, are inhabited by people who are disposed to kindliness
and friendship, but being now infested with runaway convicts from
New South Wales, and by them instructed in acts of piracy, cannot
be trusted.
[We do not find the former of these islands in the charts. The others are laid
down as follows : —
Strong 1 5° 25' N 163° 12' W. by Arrowsmith.
(not in Kruzenstern.)
Pleasant 1 0° 20' S 167° 18' E. by Arrowsmith.
0° 15' S 167° 4' E. by Kruzenstern.
Ed. N.M.]
Voyage of Her Majesty’s Ship Action, Captain the Right
Honourable Lord Edward Russell.
Valparaiso to the Marquesas, Sandwich, Tahiti, and Pitcairn
Islands.
We sailed from Valparaiso on the 29th August, 1836, and after a
pleasant and interesting passage of thirty-five days, (having found the
trade-wind in latitude 23° 51 7 S., which carried us to the island,) we
anchored in Resolution Bay, off Santa Christina, one of the Marquesas,
on the 3rd of October.
The natives of this place, only a short time ag’o, lived in all the
horrors of cannibalism, superstition, and ignorance; continually
making war upon each other and the neighbouring islands, and per-
fectly unknown in the intercourse of the world. Cook, although he
has described these islands, and given a short account of their maimers
and customs, together with a small history of the people themselves,
has not related much of their character, appearance, or their general
mode of living. Since his time they have become more civilized ;
Europeans have become more familiar with them, and from such inter-
course they have gained confidence in themselves, and become com-
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VOYAGE OP HER MAJESTY’S SHIP ACTION.
515
paratively enlightened. There are two English missionaries residing
on the island, who have so far influenced the mind of the king (who
is a well-inclined man) as to induce him to forbid the eating of human
flesh, and offering human sacrifices, and to destroy their idols, so that
barbarism is gradually yielding to civilization. The natives appear to
be partial to the English, calling the king of England their friend.
The land of Santa Christina is very high, 2,000 feet above the level of the
sea ; the soil is fertile, the valleys being covered with cocoa-nut trees,
plantains, and bread-fniit, small firs, kc. Cotton grows in abundance,
and is of a superior quality. The men wear only a small piece of dra-
pery, manufactured from the bark of the mulberry tree, and are stout,
tall, and well made ; very active, mild, humane, and hospitable. The
average height of the men is five feet ten inches ; although there are
many six feet. The men are tattooed all over their body, which gives
them a very curious appearance. Their colour being copper, the tat-
tooing makes them nearly black. The tattooing is done with a pow-
der obtained from the candle-nut, which is so called from being used
by them to give them light. It is about the size of a wallnut, and the
wood of an oily nature. The females are better clothed than the men,
and are less tattooed, lively, volatile, and fond of pleasure. With all
these qualities, they appear incapable of conjugal affection, parental
fondness, filial reverence, or social attachment ; uniting with all these
many of the vices and weaknesses of polished society. The king
and chiefs appear to be selected from their size, as the king was the
largest man in the island, and the chiefs next to him in size. We
trafficked with them for their ornaments, and anything curious they
had, they taking in return tobacco, powder, (which they valued very
much,) and particularly old clothes. We gave them old uniforms,
and cocked hats, which they immediately put on, and strutted about
apparently conscious of the sensation they created among their com*
panions, who looked upon such presents with an eager and jealous
eye. They were generally very fair in their dealings ; but unfortu-
nately, from our too great desire and anxiety to possess ourselves of
what to us was wonderful and curious, we spoiled the market, for
they soon became knowing enough to find out that we would go to
almost any length to get them.
Their food consists of cocoa-nuts, bread-fruit, and fish, which they
eat raw, and, as a sauce, use salt water ! The bread-fruit is baked in
a stone-oven, and is excellent. It has much the taste, if such can be
imagined, of a mealy potato, and a yam mixed together and baked.
They devour fish without the trouble of cooking it ; the inside is
taken out, and it is then washed in salt water. Water is not very plen-
tiful at Santa Christina, and a ship finds great difficulty in obtaining
it, on account of the surf and the rocky approach of the shore. The
heavy rains, in a great measure, form their only resource in this most use-
ful article, the water pouring into the valleys from the heights above.
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51 G
VOYAGE OF HER MAJESTY'S SHIP ACTjEON.
W e were obliged to float the Actaeon’s casks on shore, and even then
hadmuch difficulty in filling them, and getting them off again. Resolu-
tion Bay is very commodious, and affords safe anchorage. It is about
three-quarters of a mile from point to point ; that is, from N. and
E. to S. and W. ; and from thirty to ten fathoms of water, a fine sandy
bottom. It contains about two hundred inhabitants, and the whole island
about three hundred. Pigs and fowls are the only European eatable
inhabitants of the island ; the dog is found here, but a complete cur.
At Dominica, only three miles from Santa Christina, the natives are
still cannibals, and devour their prisoners of war ; white men they
merely kill, not liking their flesh, saying, “ It is too salt.”
The natives of Santa Christina are certainly the most splendid race
of men in the South Seas ; no others are to be compared to them.
Captain Cook assimilates them, in appearance as well as language and
customs, to those of Tahiti, but it will ever be a matter of doubt and
argument how these islands were first peopled. The Chinese caste of
countenance is observable in many ; their images and carving are all
Chinese ; the way they dress their hair is Chinese.
On Thursday, October 1st, we departed from our anchorage in
Resolution Bay, with a breeze from the northward, and steered a N.W. £
N. course for Oahu, the principal of the Sandwich Islands ; passed
Hood s Island, to windward. Saw the Island of Hooapoah, and in
the afternoon passed it to leeward. This island has a most remarkable
appearance. At 4 p.m., altered course for Nooahiva of the Marquesas,*
but the night being squally, and very dark, we bore up again for Oahu.
On the 7th we passed the Hergest rocks, with wind moderate from
eastward, and crossed the line on the evening of the 10th, in longi-
tude 144° 43' W. ; wind, E.N.E, fine W. ; running nine knots. Iam
induced to give this journal of our passage from day to day from the
Marquesas to the Sandwich Islands, as it may be of use to those who
may go that road hereafter, and show them the prevailing winds at
this time of the year.
A ship on a voyage from Valparaiso to the South Sea Islands, allow-
ing that she touches at the Marquesas in the first place, should steer a
N.W. course, as by doing so she will sooner obtain the trade-wind.
We steered more to the westward, and consequently did not fall in
with it until the latitude of 23° 5T S., thereby making a longer pas-
sage than otherwise. On the 23rd, we anchored in the outer roads
of Oahu, the wind not allowing us to go in further. At day-light of
the 24th, we were towed into the basin of Honolulu, by the boats of
the whale ships at anchor. The channel, from the outer to the inner
roads, is very remarkable. Buoys are laid down on the eastern side,
to which we made fast our warps. The rocks between which the chan-
* See S. directions for Santa Christina, in our February Number, page 73, by Mr.
Biddlecombe, master of the Actjeon.
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nel lies from the outer to the inner roads, are dangerous, and the
channel with only nineteen feet water in it, appears left purposely by
nature as a passage for ships.
We saluted the king (Tamiamiha III.) with twenty-one guns, which
he returned with the same number, from cannon of all sizes. The
fort is large, and very conspicuous from its being painted white ; it is
built of turf, and contains about forty pieces of cannon, a great num-
ber of them being so old and bad that it is too dangerous to fire them.
Canoes came off the instant we anchored, bringing milk and fruit,
which were very acceptable. In point of civilization, Woahoo seems
to have surpassed the other islands of the South Seas, owing, no
doubt, to the more frequent intercourse with Europeans. It has also
the advantage of some American missionaries, who have succeeded in
making it unlawful for any man to cultivate more ground than is actu-
ally necessary for his support, and in establishing various oppressive
laws, which are not calculated either to add to the happiness or pro-
sperity of the islands. A chief once told me, that when a native sells
a pig, and supposing that he gets eight dollars for it, he is obliged to
give four to the king, and two to the chief of his district, who can even
demand the other two if he pleases, so the poor native, for the value
of his pig, and the expense he has been at in feeding it, only gets two
dollars. The same system is observed with regard to all other articles
belonging to the natives, which at some future period, if persisted in,
will produce murders, stratagems, and crimes, and all the horrors of
civil warfare. The present effect of this mistaken policy is, that
hundreds of natives are seen idle, having no encouragement to work
or cultivate the land.
The seat of government is at a town called Honolulu, containing
about seven thousand inhabitants, of which number from 300 to 400
are English, American, &c., the greater population being Ameri-
cans. The king is a young man, twenty-one years of age, intelligent,
if his energies are roused, but otherwise stupid, given to drink, and
other immoralities, which the missionaries rather encourage, as by so
doing they flatter him and keep up their power. The queen-regent
is a bigoted old woman, thwarting the king in any good he may be
inclined to do, and forming a strong party-feeling in the island. We
arrived fortunately for the residents most opportunely, as our pre-
sence was required to bring the king to a right understanding concern-
ing Europeans and the native government. Property was unsafe
during even the lifetime of the owner, and after his death it went to
the king, thus leaving his children (if he had any) poor and unprovided
for. This, with many other important regulations, was duly settled
by Lord Edward Edward Russell, much to the joy and benefit of the
residents. Mr. Charlton, the English consul is an excellent man, and
particularly well adapted for the situation he holds there. Firm and
decided in bis character, he keeps the native government in order ;
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and his demands are punctually attended to. We had several oppor-
tunities of bearing testimony to his good qualities.
The principal production of Oahu are potatoes, (sweet and common),
bananas, plantains, cocoa-nuts, melons, of all sorts, and tara, a veget-
able eaten and cultivated by the natives, and which has much the
taste of a yam. Cotton also grows here, sandal-wood, and most of
the fruits of equatorial latitudes. This island is capable of growing
coffee, sugar, and other West India produce, to a great advantage, the
soil being admirably adapted, and better in point of richness than
any of the West India islands. The horses are excellent, and plenti-
ful. Beef is not so common, but ships are supplied with it. The
race of men, in point of stature and appearance, bear no resemblance
to the other islands, being much inferior. This is attributed to their
promiscuous intercourse and immoral mode of living. They have
degenerated very much, and I am afraid are still on the decline.
This island, as well as most of the others, is volcanic ; we ob-
served the remains of several volcanoes, apparently very old.
The soil, as in all volcanic islands, is of a dark nature, and particu-
larly fertile, and, if properly cultivated, would yield an immense pro-
duce.
His Majesty paid frequent visits to the Actaeon, and was much
pleased with the attention he received. Once he came in a general's
uniform, and witnessed our exercise at the great guns firing at a tar-
get ; he was also much pleased with the manner in which the marines
went through their drill.
On the 19th of November, the pilot came off, and after having done
all the good we could for the residents, and impressing on the minds
of the king and his chiefs the necessity of good and liberal laws, and
cautioning them against oppression and cruelty, we set sail for Tahiti,
(commonly called Otaheite), having the king and his chiefs on board.
As soon as we got clear of the outer roads, they got in their boats,
gave us three hearty cheers, which we echoed, and returned to
Oahu. The wind was fresh from E.N.E., with a heavy sea. We
crossed the line on the 2nd December, weather fine, and wind mode-
rate from eastward ; in longitude 156° 37' W. On the 4th, we passed
between the position of Independence and Sarah Ann's Islands, as
laid down in the charts, but saw nothing of them. Saw the islands of
Bolabola, Maurua, and Otaha, on the 1 2th. Bolabola is veiy high,
and very remarkable. There is a dangerous reef running between
Bolabola and Otaha. 14th, saw Ulietea and Huaheine, also Sir
Charles Saunder’s Island. Tahiti may be seen on a clear day from
seventy to eighty miles off, it being seven thousand feet above the
level of the sea. These islands are all inhabited, and have missiona-
ries upon them — I hope of a better caste than those of Oahu. We
saw the Island of Eimeo on the 15th ; a large and very remarkable
island, distant thirty miles from Tahiti. At 10 a.m., of the 17th, a
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pilot came off from Tahiti, and worked the ship to her anchorage in
the harbour of Papiete, through a very difficult and dangerous passage.
This harbour, sometimes called Wilks’ Harbour, is spacious, very
deep, and capable of containing a great many ships. It is protected
from the sea by a reef, which extends nearly the whole length of the
island, and is a most extraordinary production of the coral insect.
The entrance is very narrow, but has a good depth of water. The
fort is on a small and beautiful island, outside the shipping, covered
with cocoa-nut trees ; and the guns, which are few, and of various
sizes, are each housed in a small-roofed shed. The queen of Tahiti,
Pomare, resides there when a man-of-war comes in, so people say,
but she did not do so on our arrival. The land over the harbour is
very high, and the appearance of the shore from the anchorage gives
you a favourable idea of the place. Nor were we disappointed. The
produce of the island is much the same as at the others, consisting of
the usual tropical fruits. Beef is not bad, but the horses are few, and
very inferior.
The natives are superior to the Sandwich islanders, resembling more
those of the Marquesas, averaging five feet ten inches in height ;
well made, intelligent, and active ; good features, and fine expression
of countenance ; they are particularly civil and obliging. They are
also tattooed a little, and very well. The women are handsome, well
made, and well conducted, and the natives generally have received
much benefit from the missionaries ; particularly from Mr. Wilson,
who resides at Point Venus, and whose church is well attended : he
also keeps a school, which is attended by nearly all the children on
the island. The queen is favourable to civilization, and supports
morality in all its degrees. Notwithstanding the use of spirits is for-
bidden, I have seen many cases of intoxication among the natives.
Tahiti contains about 8,000 souls, established on different parts of it.
We found it warmer here than in any other parts of the South Seas.
The thermometer varied from 84° to 88°, and the atmosphere was
close and sultry. We trafficked with the natives for shells, which are
found in abundance ; in return for which we gave them knives,
tobacco, and handkerchiefs, &c. Gaudy ornaments, such as ear-
rings, bracelets, &c., they prize little, but handkerchiefs and knives
they value much. The Queen came on board during our stay, and
was saluted with twenty-one guns, which pleased her very much,
although she was rather frightened at first. She had refreshments in the
captain’s cabin, and in the evening went away. She is a portly person-
age, and appears to have had at one time some pretensions to beauty.
On the 27th of December, we set sail for Pitcairn’s Island, so inte-
restingly connected with the history of the Bounty. On the 29th,
saw the Island of St. Paul’s, bearing from us S. by E. to S.E. twenty-
six miles, and on the 30th saw Gloucester Group.
January 3rd, 1837, we discovered a group of three islands, to
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VOYAGE OP HER MAJESTY’S SHIP ACTION.
which we gave the name of Actaeon’s Group,* calling them separately
Melbourne, Minto, and Bedford Islands. They were supposed to be
discovered in 1834, by a Mr. Henry, the son of a missionary at Tahiti,
and he named them after his wife Sophia Islands. But this is perhaps
mere rumour, as in the latitude given by him they were not to be
found. We made Pitcairn’s Island on the 10th, the weather squally,
and the wind strong from the northward. This, and the following"
day, were so squally, and the sea ran so very high, that we were nearly
bearing up for Valparaiso, as we could not work to windward ; but
fortunately on the 12th, the wind moderated, and our captain landed.
Three canoes came off* to the ship, through a very heavy surf. In
these were Edward, John, Matthew, and Arthur Quintal, George
Adams, and Charles Christian. Edward Quintal brought a note from
Mr. Hill, which he delivered in due form. Mr. Hill was the man
that had imposed upon the simple natives, by making them believe he
was sent out by the English Government to take charge of them, and
look after their morals. They never being accustomed to any deceits
of this kind, placed implicit reliance in all he said. The consequence
was that he became their ruler, and at length acquired such power
over them, that he could make them do anything he wished ; although
latterly they obeyed him more from fear than any admiration of his
good qualities. We had heard of this man at Valparaiso, and conse-
quently were very much prejudiced against him, and, as it turned out,
most deservedly so. Mr. Buffett, whom Captain Beechey speaks of
in his work, and to whom he gives an excellent character, was a pas-
senger with us from Valparaiso. He had been long resident at Pit-
cairn’s Island as a schoolmaster, and was much liked ; but having a
numerous family, was obliged to discontinue his services. This man
was flogged by Edward Quintal, (Mr. Hill’s right-hand man,) at his
suggestion, for some trivial reason, and in consequence was obliged to
leave, his wife and family remaining behind. His life even was consi-
dered unsafe. Things were in this state when we arrived, bringing
back Mr. Buffett from his place of exile. We were heartily welcomed
by all the island, to whom Mr. Hill, or, as we jocosely called him,
Lord Hill, from his supposed importance, was very unpopular. Ed-
ward Quintal, with two or three more, were great supporters of Mr.
Hill ; the reason of this was not from any love towards him, but from
his responsible situation, and promises of making Edward Quintal his
successor. All these proceedings caused a great party feeling ; and
their pride and consequence being flattered by his placing them thus
above the rest, they fancied themselves infinitely superior to those
around.
The inhabitants amount to ninety-two, the greater proportion of
them being Quintals. Lord Edward Russell landed on the 12th ;
* See a chart of these islands in our January Number.
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and having assembled all the people to hear the different causes of
complaint, gave judgment against Mr. Hill, telling the natives who he
was, and that he had no longer any power over them ; also giving him
to understand that he must leave the island by the first opportunity.
Mr. Buffett was kindly received by his old friends, and found his
family and children well. Mr. Hobbs, another Englishman, was
elected schoolmaster, by the general voice ; and, although not so
good a man as could be wished, still will be of much service to
them.
Bounty Bay, so called from the place where the mutineers landed,
and where the Bounty was destroyed, is where ships lay off and com-
municate with the shore. Canoes came off with stock and refresh-
ments, it being impossible for boats to bring such things without much
danger. The productions are cocoa-nuts, bananas, sweet potatoes,
and yams, which are cultivated by the inhabitants, and of a superior
quality ; also water melons, and excellent tobacco. Wild goats and
poultry are plentiful, and the island is covered with verdure. They
are obliged to work very hard at their yam beds, at certain seasons of
the year, and, in consequence, are a strong, hardy race, well made, tall,
and active, and very expert in the management of their canoes. The
women are handsome, and above the common height, particularly
strong and nimble. Their houses are well built, clean, and comfort-
able ; and, in every respect, this little community cannot but claim the
admiration of every impartial and unprejudiced person, who, taking
into consideration their fathers’ crimes, would otherwise look upon
them with no very favourable eye. We brought for their use a great
quantity of kettles, fishing lines, and hooks, knives and forks, and
clothing, all of which they were much in want of.
All the mutineers of the Bounty are dead. John Adams, the last
survivor, died about five years ago. The wives of Christian and
Adams alone remain out of the first generation. They are natives of
Tahiti, and very old, being nearly eighty-seven, but still strong and
active, which proves the salubrity of the climate. Mrs. Christian
recollects Captain Cook in his first voyage, and showed a very great
respect for him. There were several small remnants of the Bounty
left, such as pieces of copper, and some parts of the different bulk-
heads, also the keys of her store-rooms ; all of which were eagerly
seized, and, as may be imagined, prized very much. We were asto-
nished at the intelligence and quickness of the reply to any question we
put to most of these people. They went through the kings of England
without a mistake ; knew perfectly well all the reigning monarchs of
Europe, and leading men of our own country, which made them doubly
interesting to us. To find a race of men, inhabitants of one of the
South Sea Islands, speaking our own language, and following our
customs, could not fail to interest us all ; and, when we see they have
been brought up in everything that is good and proper, that as yet no
ENLARGED SERIES. — NO. 8. — VOL. FOR 1838. y(3G50Qlc
622
MERCHANT SEAMEN’S DUES.
immorality has crept in among them, and every sin is abhorred, and
they continue to live in all simplicity and truth, we are, at once, dis-
armed of every ill-feeling arising from a reflection on the manner
in which they came thither, and forget the crimes of their fathers.
No doubt appears to remain that Pitcairn’s Island was inhabited a
considerable time previous to the arrival of the Bounty. Stone hat-
chets, and other implements of war, have been found buried in the
soil ; also the remains of several morais, or burial places. This
proves that people of some description once lived there, and were either
driven away, or left it for some more convenient spot.
Merchant Seamen’s Dues. — Bideford.
The view to be taken of this trust is that by Act of Parliament, a tax
is imposed on seamen to produce a fund for the relief of decayed sea-
men, their widows, and children ; and, consequently, it is not like a
benefit club, from which parties can withdraw when they please ; but
the act gives the power to owners and masters to elect whom they please,
to make by-laws and distribute the funds. If they are dissatisfied with
their mode of management, they can, at the end of each year, appoint
others from among themselves. Instead of any information on the
subject being intentionally withheld, the trustees of Bideford have
felt a pleasure in giving the fullest information in their power upon
all matters relating to the receipts, and disbursements, and principle
upon which pensions are granted ; and their list shows the scale of
pensions for this port. Allowances under special circumstances, and the
temporary relief lists can only be explained by the by-laws. The
greatest evil which has yet occurred was the difference of opinion on
the 26th section of the Act, which by some is considered as
intended for men maimed or hurt; by others, that it applies to all
cases of sickness. If the latter be the intention of the Act, it will not
be possible for this, and many other ports, to say how long they can
continue their permanent pension list. For instance, among a list of
cases for influenza, bad feet, kc. &c., we have recently had a demand
from one port for a man ill of a complaint which could not have been
meant in the Act, and for which a charge was made upon the trust of 3 L
for four days’ attendance, &c., and his expenses home, though only one
day’s sail from this port. From another port, a claim of 61. for one
man ill of small -pox. The men, it is true, were, when taken ill, in
ships belonging to this port, but we have not yet been able to learn
that they ever contributed a farthing to our funds. It would be very
useful if the principle of granting pensions at each port was published,
as we are most anxious for any information by which we can improve
our system, with the view of doing the greatest possible good to those
for whose benefit it is intended. Enclosed is the scale of pensions, in
case you should feel disposed to inform “ A seaman ** in your last
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MANNING THE NAVY.
The following is the general abstract -for the year 1837, of the Bideford Trust
£.
«.
d.
Permanent Pensions
115 ....
155
2
0
Temporary Lists : 0. and P
19 ....
16
13
0
Monthly Temporary Relief
10 ....
16
10
0
Donations
49 ....
.. .. 26
2
0
Expenses of Management, Treasurer, Se-
cretary, Receiver
3 ....
37
0
0
£251
7
0
The abstract contains also further statements relating to the sources of the funds,
the stock, &c., but as our object is merely to show that our correspondent desires pub-
licity, the above we consider sufficient to give here. We shall merely add from the
return that the number of vessels ami men at the principal stations at which a majo-
rity of the owners resided on the 31st December, 1837, were as follows: —
No. of Ships. No. of Men.
Bideford and Out-stations 56 297
Appledore 36 184
Clovelly and Hartland 17 45
109 526
We have complied now, we hope, with the wishes of our correspondent, and would
strongly recommend to attention his observations respecting the publication of the pro-
ceedings of these trusts at the different ports. If such proceedings were published in an
annua] pamphlet, the size of our own Nautical, as it really appears that the trustees
would benefit each other, by the information they would thus convey, they might
at once refer all inquiries to it The sale of such a pamphlet would surely
cover its expenses. — Ed. N. M.]
Manning the Nayy.
London, May, 1838.
In the March and April numbers of the United Service Journal
the above subject occupies some of its pages, and after great pains
are taken to mystify it, the conclusion arrived at, is, that impress-
ment is never again to be resorted to ; indeed it may fairly be ques-
tioned, whether in these days it could be tolerated.
It is unfortunately at the same time, quite an acknowledged fact,
that even in time of peace, the objections to entering the Navy, are
such, that a squadron, nay, a single ship, cannot be manned without
great difficulty and delay by volunteers. What then is to become of
our proud bulwarks when threatened by a formidable naval enemy ?
Much pains have been taken in your very useful periodical, to hold
up to ridicule the grand “ panacea ” of Sir James Graham’s “ register
of merchant seamen,” the cost of which be it observed, the last naval
estimates show to be 2,425/. annually ! and for what? “ to enter in a
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book at the Custom House, the name of every man who serves on
board a British merchant ship” What in the name of common
sense is this to effect towards manning the navy ? Many of these
names are fictitious, more are illegible and mis-spelt, and no clue given
by which they can be found and identified, except their own account
of the place of their birth, and their age. It really does seem to be
about the most useless proceeding that ever entered into man’s mind ;
to imagine for one moment, that such a registering of men’s names
should be the means of manning the navy ! The correspondents of
the United Service Journal, in the articles alluded to, admit, in prac-
tice, the total failure of this famous bill ; indeed, although, in the
speeches of “ would be politicians,” this act is mentioned as a “ great
step towards manning the navy,” it has never yet been explained how
it could happen that, for instance, putting down in a certain book my
name and that of my crew, should ever induce one of us to enter on
board a man of war ! It would be doing the country a service if one
of the correspondents of the Nautical would enlighten its readers
on this subject. Unless some useful practical end can be shown, let
us have done with the trouble, which, to shipowners, is also some
expense, inasmuch as it occupies a Custom-house clerk a good part
of a morning in preparing the necessary lists to be given in upon the
completion of every voyage ; and this, too, besides the expenses to the
country for the sum annually voted, is only a small part of the cost
caused by this useless bill, 2,425/. being, doubtless, to provide for
the establishment of the principal office in London ; whereas, in every
Custom-house at the outports, this absurdity must occupy at least
one clerk, the expense of which does not appear in the public esti-
mates. It is difficult, therefore, to say what the whole charge amounts
to, with what the public is taxed, to carry into effect this piece of
legislation attributed to Sir James Graham.
Let us now see and consider what are the substitutes proposed in
the United Service Journal for impressment, and the failure of the
register of merchant seamen : they are conscription and enlistment.
The former is, in effect, extending impressment to the public, instead
of confining it to the sailor ; to make a certain portion of the public
thus balloted for, serve on board a man-of-war, whatever may have
been the nature of individual pursuits; or to find a substitute.
And this measure, it is thought, may answer ; even should it cause a
very large portion of a man-of-war’s crew to consist of sheer lands-
men: for instance; farmers, waiters at taverns, and any descrip-
tion of land-lubbers. The only part of the argument on which this
scheme is founded that will bear entertaining for a moment, is the
asserting of the undoubted right of calling upon every one to aid in
the defence of the country in which he lives, and in which his pro-
perty and family are protected. This scheme will however hardly,
I should think, find another advocate.
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MANNING THE NAVY.
The other method, •* enlistment,” is nothing more than extending
the present volunteering system, which is expressly limited to the
time of the ship’s being in commission, in which the man enters, to
volunteering for life ! and this is attempted to be made palatable to
the sailor, by giving him a uniform ! and encouraging him to pride
himself upon being superior to the merchant-seamen ! ! and such like
idle distinctions are to produce a set of “ men-of- war’s men,” con-
tent to submit voluntarily their whole existence, to the discipline and
privations of a man-of-war ! ! This scheme is about as plausible as
the other, and, in my humble opinion, the arguments by which it is
attempted to be upheld, are prompted by the same spirit which has
been the principal cause of preventing the merchant-seaman entering
the navy heretofore ; namely, that absurd distinction always aimed at
by naval men in their practice of looking down with contempt upon
the merchant service, and which has disgusted the seaman from time
immemorial. The bearing of these officers, unfortunately in too
many cases, when brought in contact with the merchant-ship’s crew,
in their treatment of the skipper, down to the cabin boy, shows such
total absence of all courtesy as could have led to no other conclusion
on the part of the merchant-seamen who have witnessed it, than that
those same officers despise all rule but that of tyranny.
I am, however, far from denying that, on this score, a veiy great
alteration for the better has taken place in naval officers ; and, I will
fully admit, that in the present day, there is no situation which a sea-
man can be in, (for a period to be limited,) at all comparable to his
station in a man-of-war ; and my wish is to impress seamen them-
selves with this fact, and to counteract the absurd notion, put forth in
the United Service Journal, fostering that distinction, which is to
induce a “ blue jacket ” of a man-of-war to consider himself a differ-
ent being from his fellow in the merchant-service. It would accord
much better with the common sense of the present day, rather to
raise the latter up to the proper standard. If all distinction could
but be done away with, where is the difficulty of manning the navy ?
The pay is much better than that of the merchant service ; taking the
proper view which is done on this head by the writer in the United
Service Journal, even putting all bounty and pensions out of the
question, which latter never have been, and never will be, of any
effectual use in manning the navy.
I have already in your pages, Mr. Editor, stated what I conceive
will be the only effectual method of accomplishing this great end the
manning of our fleet; and I again ask, where is the difficulty, or
hardship, of obliging every one who goes to sea, to serve three years
in a man-of-war immediately after the expiration of his apprentice-
ship ? As I have already suggested, oblige everyone, before he can
recover any pay whatever for services in a merchant-ship, to serve
three years in the navy. Enact, that everyone who goes to sea shall
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be an apprentice from four to seven years, (or at all events serve
three years in the navy) ; let this apprenticeship expire, in either
case, at the age of twenty-one ; and then call upon him for three years*
service to the public — to be for ever after a free man. Substitutes
to be allowed for those of superior education who can afford it, till
this training is gone through, either in person, or by substitute. Let
it become law, that no man is a sailor ; let his claim for wages
earned in the merchant service be rejected by magistrates and courts of
late : let his indentures be registered ; and give the office established
by Sir James Graham, and now useless, something to do, that may
tend to a beneficial end. Oblige owners, under penalty, to make the
proper returns to this office of their apprentices ; and, lastly, let
every master of a merchant-ship be fined 501. who ships a man, that
does not bring a certificate of his service in the navy having been duly
performed.
Where, I ask again, is the hardship of this on the sailor ? What
possible objection to his passing three years of such service (when he
is paid for it) in a public ship, from twenty-one to twenty-four years
of his age ? What a set of well-ordered men would not this produce ?
To subject a young sailor, just at that age, to rules of regularity and
discipline, could not but induce good habits : and what a valuable set
of available men they would become for the rest of their lives, fit for
every service afloat : great numbers of them would remain in the
service, or soon rejoin it, and a far greater number would be ready to
volunteer for it, whenever wanted, if paid upon such emergencies as
the merchant-sailor, and which they should be. The navy ever
wanting men, under the operation of this system, I think would be out
of the question. The treatment they receive in men-of-war, at the
present day, only requires being more known amongst them, to
induce an abundant supply ; and, this plan would, of course, effectually
ensure it, as every seaman would know a man-of-war of course.
Look at the contrast they would make, upon first joining the service,
just emerging out of all the drudgery and discomforts of an appren-
ticeship on board a merchant-ship, escaping from the filth and irregu-
larity, both of living and accommodation, they have been used to, —
to say nothing of the arbitrary rule they have probably endured :
compare it with the care taken of them on board the man-of-war ;
the regularity and good habits of such ships ; the attendance on
divine worship ; the insensible manner in which they would learn
respect for their superiors ; and, then, can any doubt be entertained
that all this would not only tend to make them comfortable and
satisfied with the service, but more than probable, render them good
subjects, and valuable members of society, for the remaiijder of their
lives ? What, on the contrary, is the probable course of the British
sailor, freed from all control at the age of twenty-one ? an almost
certain life of debauchery, broHs, insubordination, and mutiny in the
merchant service, both afloat and on shore ! !
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528
8EA SNAKES.
All bounty and pension would be here saved to the public, except
the reward for good conduct to those who remained in the service,
and which number, I repeat, there can be no doubt, would be such,
as to fully supply the demand for all superior ratings, and insure a
proper proportion of well-practised experienced, “ men-of-war’s men ;
m£n, who from the continued supply of young hands amongst them,
would still be reminded of the merchant sailor, would be his instructor,
but should never be taught for one moment to consider themselves
as a distinct and separate class. The superior habits of naval officers
of the present day, would aid all this most admirably ; and, from the
constant succession of young men under their control, undergoing
professedly a training for the merchant service, let us hope, that all
the ridiculous distinctions, so jealously kept up in former days, would
be softened down to acts of courtesy on all sides ; while the increasing
good sense in the public officers, as well as in those of the merchant
service, aided by the good order, which will assuredly prevail in the
latter, with such a set of well trained seamen, as this system will pro-
duce, would unite all parties in endeavouring to produce the greatest
amount of public good.
To conclude, all experience has hitherto proved, that the fleets of
Britain, cannot be manned by volunteers. Impressment, in its ope-
ration, was cruel, partial, and consequently unjust in the extreme ;
separating a man from his family for years, for life, was the most
abominable proceeding, and which, probably, for years to come, will
render the naval service unpopular, 'and dreaded by seamen. That
all this will be removed by the means here suggested, I can have no
doubt, and will eventually render the “ manning of the navy,” so far
from being a matter of difficulty, that it will, on the contrary, become,
as it ought to be, the favourite service with British seamen, and ren-
der their employment in it as much an object of ambition, as it now is
with the officers. “ A Skipper.”
Sea Snakes.
Madras, 7th Feb. 1838.
Dear Sir, — The accompanying letter which Dr. Bland of H.M.
ship Wolf has kindly made public at Madras, is no doubt intended
particularly to meet the eyes of persons of the nautical profession : I
therefore forward the letter for publication in your journal, as sure
means of furthering the object in view.
I remain, yours truly, J. T. M.
P.S. The above letter of Dr. Bland was written upon the informa-
tion he had collected subsequent to the accident, but the following
taken from the Madras Conservative, is an account given by the
medical officers who attended Mr. Hayman at the time he was bitten
by the snake.
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POISONOUS SERPENTS.
529
Poisonous Sprpents. — Remedies for their bites.
Madras Roads, 20th Jan. 1828.
The following appeared lately in a Madras paper, and was copied
into several English journals : —
“ On the 9th of October last, while her Majesty’s Brig Algerine
was at anchor in Madras roads, one of the sea snakes, so common in
the bay of Bengal, came along-side, and was hooked on board with
a boat-hook, by one of the men, when Mr. Hyman, a mate, belong-
ing to H.M.S. Wolf but at that time lent, and doing duty in the
Algerine, took hold of the animal, which seized his left hand over
the Metacarpal bone of the index finger, and held fast the doubled
up skin, until taken away by force. This took place at 7. 30. a. m.
after which, thinking the affair a trivial one, he went down to breakfast,
soon after which, he became slightly sick and giddy, felt considerable
uneasiness in his throat, which began to swell, became unable to arti-
culate, insensibly, and died at 10, 30 A.M., exactly three hours after
he was bitten.
“ A few exceedingly small punctures were seen on the hand, and
two medical gentlemen saw the patient not long after the accident,
(not until the symptoms showed themselves,) but so rapid and fatal
was the poison, that very little time was left for any remedy to take
effect, at the same time it must be borne in mind, that about an hour
was lost by the patient treating the affair lightly and of no conse-
quence ; it is very doubtful, whether any good could possibly have
arisen from any mode of practice, however energetic, put in force
somewhat too late. Immediately after death, the throat became
discoloured, the body covered with dark spots, and in a few hours so
offensive, that it was necessary to have it buried the same afternoon.
“ The snake was preserved, and, on examination, I found it to be
six feet six inches in length, six inches in girth at the vent its thickest
part, from whence ran the compressed tail, like the blade of an oar,
by which the reptile swims, general colour yellow, with forty-three
narrow black bands or rings, nearly equi-distant from head to tail,
both jaws and palatine arches well furnished with small arcuated
teeth, many of the back teeth broken and decayed, apparently from
age. The snake is the Coluber laticaudatus of Lin : the same that
Shaw names the Hydrus Colubrinus, and is plentiful all ove* the
Indian ocean, straits of Malacca, and the bays and rivers of India.
“As venomous snakes are known by having insulated fangs in front
of the upper jaws, it has been supposed that those which have no
pierced fangs*, are not venomous ; there is, however, good reason to
doubt the correctness of this opinion, and, in the above serious case,
where no fangs were present, a direct proof to the contrary : all are
furnished with a maxillary gland for secreting poisonous fluid, and it
is now well known, that the molar or back teeth are furnished with
ENLARGED SERIES. — NO. 8. — VOL. FOR 1838. sSc
530
POISONOUS SERPENTS
grooves, which would readily convey poison, and to strengthen this
opinion, it may be here mentioned, that a tribe of snakes spread all
over India, called, ‘ rock snakes,’ and whose mouth and jaws are
formed like the non- venomous, have been discovered lately, to have
the first maxillary tooth furnished, with a tube for transmitting poison.
“ Having often heard an opinion expressed particularly by sailors,
that sea snakes were harmless, and seen them handled in consequence
of such belief, I was led to make some inquiries from natives of this
country, and particularly the Malays, among whom these reptiles
abound, and was invariably told, that the sea or river snake, the ‘ Ular-
Sawa,* of that people was highly dangerous, and invariably produced
death, instances of which they had known.
“ In consequence of the above case, ending in the death of a fine
young man, 21 years of age, who had always been remarkably
healthy, and as a caution to all whom it may concern, I have consi-
dered it my duty, to have this account published.
“William Bland, Surgeon, H.M.S. Wolf
The foregoing narration cannot be read without exciting feelings of
the deepest commiseration and regret. But our present object is, to
make known to naval officers and other voyagers, such remedies as
have been used with success in the prevention of the dangerous effects
arising from the punctures received by human beings from the fangs
of poisonous serpents.
It is an erroneous opinion very generally entertained by sailors,
that the sea-serpents of India are not venomous ; it is not certain that
all are so, as there njay be more than one variety which frequent the
waters of the Bengalese gulf, and possibly some of those may be
merely harmless snakes. But the repeated instances which have
occurred of persons losing their lives from having been bitten by
these reptiles should act as a warning against handling them ; and it
should be borne in mind that the virulence of the poison remains
after the death of the animal.
It certainly appears a little singular that these reptiles should be
found dallying in the waters of the ocean, as they are unprovided with
gills. From this fact, unquestionably water is not their natural ele-
ment, and it becomes a curious question of physiology to determine
the origin, or rather the cause which impels these creatures to sport
in the sea, which most land animals approach with caution, and seldom
or never venture to immerse their bodies in, unless compelled by the
pressing exigency of escaping immediate danger from the pursuit of
enemies. It might be supposed, on first reflection of the case, that
the warmth of the climate alone prompted them to seek relief from
its effect, by plunging and sporting in the cooler medium ; and, per-
haps, not erroneously, as it is known from ocular proof that in Hali-
fax harbour, in Nova Scotia, snake* are sometimes found swimming
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POISONOUS SERPENTS.
531
or rather gliding through the water, during the fervid heat of sum-
mer, which, while it lasts, is little inferior in intensity to that of the
Gulf of Bengal. We have ourselves captured two snakes in the act of
creeping out of the water into the lower deck ports of a ship of the
line, whilst lying in the port just named; and in no part of the
world, whether inter or extra- tropical, have we seen so many of the
Ophidian race as on the Dartmouth side of that harbour. That they
seek the waters for food seems unlikely ; not that we should be at all
surprised at the discovery of their possessing a propensity for fish, as
we are assured, though certainly where unlooked for, that the smaller
of the feline tribe have been known to take a day's sport at fishing :
we would rather object from the fact, that there is no scarcity of birds
and lesser quadrupeds in the localities. The serpent is as eminently
a carnivorous animal as the cat ; and we recollect to have once caught
a snake with its head buried in the back of a toad, whilst the unfor-
tunate legged reptile was writhing with the intense pain ’of the
contact. Our endeavour, had we made one, to save the mottled
batrachian, by sacrificing the snake, which was a large one, would
have proved abortive. The poor creature was irrecoverably wounded
in the vitals, and soon yielded to the violence, after a few convulsive
struggles !
It is not improbable that if a simple mode of treatment were
attempted immediately after the infliction of the wound, the result
would prove successful. The instinctive apprehension of danger
arising from a wound of this nature, would inspire the anxiety to
counteract its effect ; and, in the absence of medical advice, the fol-
lowing proceeding might prove successful. Apply a ligature as
speedily as possible within the part bitten, to arrest absorption, as far
as that primaiy point could be accomplished in a rude manner ; then
scarify the wound, and wash it well with a solution of hartshorn, with
lime-water, or a weak solution of lunar-caustic, or, if none of these
were at hand, with water alone. After having accomplished these
preliminary measures, cauterize the wound with a red-hot iron, and
take doses of eau-de-luce, or, if this be not procurable, hartshorn and
water ; put the patient into a cot, and cover him with blankets to
induce perspiration. If the bite happen on any part of the body, or
limbs, where a cupping-glass could be effectually applied, this ought
instantly to be done, after scarifying the wound. Sucking the part
wounded to extract the poison is an operation that has been practised
from remote antiquity. In a case of desperate necessity, the unplea-
santness of such a mode would be removed in a great measure by the
satisfaction that would arise from the feeling that we might by such
an act be instrumental in saving a fellow -creature’s life. The mouth
of the operator should be washed with olive oil, or, indeed, with any
other which is innoxious ; no evil can arise to him who performs this
humane office, whilst his mouth, gums, and lips, are sound, even if
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532
POISONOUS SERPENTS.
he were accidentally to swallow the poison. It is a well known fact
that the Indians eat animals that have been killed with poisoned
arrows with perfect impunity. Dbes not this seem to imply that the
blood is principally, if not solely, affected by the poison ?
In a memoir read before the Academy of Medicine at Paris, a few
years ago, Dr. Barry states, that the immediate application of a cup-
ping-glass to a poisoned wound will prevent the progress of the
absorption; and, finally, that after the cupping-glass has remained a
certain time, the poison may be removed from the surface, and all
unpleasant consequences averted by simply washing the part with
water. The experiments by which the Doctor was enabled to arrive
at these simple means of obviating the ill effects of poisons on the
external parts of the body, were repeated before the Committee of
the Academy, and were perfectly satisfactory. Arsenic, strychnine,*
prussic-acid, the upas-tiente„ and the bite of a viper, were tried on
dogs, &c. It is not improbable, as surmised by Messrs. Butler, that
the effects from the bite of a rabid dog would in like manner be neu-
tralized by the same mode of treatment ; we would, however, strenu-
ously recommend first incision, and, after the use of the glass, &c.,
the cauterizing of the wound.
Southernwood, a well known garden plant, is reported by a cor-
respondent of the Hants Telegraph to be a specific for the bite of the
viper ; he asserts that it is used on the continent, and never known
to fail. The recipe is as follows : — Decoction of southernwood, a
handful boiled in three pints of water to two pints ; as soon as pre-
pared, take a quarter of a pint ; in fifteen minutes after, another
quarter of a pint ; two more quarter-pints within an hour after the
two former draughts ; half a handful of the inner bark of the ash tree,
dried or green, may be added. The effects produced, are vomiting
and expulsion of wind. The writer asserts, that were he not certain
of the efficacy of the recipe^ he would not have communicated it.
Southernwood — Artemisia abrotanum — is a perennial shrub, native
of southern Europe. It is administered as an anthelmintic and sudo-
rific, and is also employed extensively as a fomentation. In the form
of a lotion or ointment, it is applied to cutaneous eruptions.
From the testimony of Dr. Brooks, the following is stated to be an
effectual remedy for the bite of the rattle-snake : — Root of plaintain,
ptantago lanciolata ; and horehound, marrubium alyssum ; a suffi-
cient quantity : bruise them in a mortar, and squeeze out the juice ;
of which give, as soon as possible, one large spoonful. If the patient
be swelled, it must be forced down his throat. This generally will
cure ; but, if he finds no relief in an hour after, give another spoon-
ful, which never fails. If the roots are dry, they must be moistened
* Strychnine is the poisonous principle of the nux vomica, and of other apocyncre,
to which the upas tientf*, or celebrated Javanese poison belongs. Prussic acid is
obtained from the bitter almond and laurel leaf : they are very active poisons.
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NAVAL CHANGES. 533
with a little water. To the wound may be applied a leaf of good
tobacco moistened with rum.
Tobacco. — It has recently been ascertained that the juice of this
drug, (which is itself a poison,) when chewed and swallowed, neu-
tralizes the fatal effects of arsenic when taken internally. The cir-
cumstance, which occasioned the discovery, occurred accidentally to
a young lady, the daughter of a physician of the United States of
America.
The bark of the strychnos colubrine has been used as an antidote
to the bite of the snake cobra capella, or coluber major. Brandy and
water, and other stimulants, have been used on such occasions.
It might prove a useful precaution if a small box, containing
cupping-glasses, with a phial of spirits of wine, paper, ligatures, &c.,
weresent with the watering and wooding parties from her Majesty’s ships.
As the simple mode of applying the cupping-glass may not be
known to every body, it may be stated here. Take a small piece of
paper, saturate it with spirits of wine, ignite it, drop it into the glass,
which dexterously invert, and place it over the wound with gentle
pressure ; in a short time the flesh will rise, and the glass retain a
firm hold. Argonaut.
Naval Changes.
A ship has always been held as an admirable example of the inge-
nuity of man : her bulk, form, and apparent strength, her intricacies
of yards, masts, and rigging, have ever struck the non- professional
observer with admiration. Writers have been wont to describe her
as the most beautiful object of man’s creation, and with reason too,
for perhaps there is no object more poetical than a ship, especially
when she —
— u under sail,
Spreads her white canvass to the gale.”
Yet there is no contrivance, excellent as a ship really is, that, con-
sidered as a piece of mechanism, is more defective. Seamen formerly
were so tenacious of things as they were, that improvement had to
fight its way against prejudices, which they once maintained as stead-
fastly, as they have ever done the nation’s glory itself. The proposal
of any alteration was, at one time, sure to be received with jealousy,
and to be looked upon as an innovation, — as an attempt to destroy
what the majority were certain could not be meddled with without
deterioration. Improvement, however, has stolen upon Jack by
degrees ; slow at first, but with more commendable speed at last :
intricacies and incumbrances have been removed, and facilities have
been welcomed.
If there be any of our readers who can remember the heavy apparel,
the ribs and trucks of former days, they may remember too, that
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534
NAVAL CHANGES.
sailors then considered their ship perfection ; they may do so now
with a better grace, certainly ; and, notwithstanding the dislike which
still partially exists to all change, it were a marvel if the tars, who
delight in the Vernon, would have much veneration for the king's
largest and most puissant ship “The Great Harry,” could she make
her appearance again some fine morning at Portsmouth. These are
extremes, and there stand some three hundred years between them.
This much is to show by what slow process art has advanced in
the building and equipment of ships, that it might be compared with
the progress she has made in the construction and machinery of the
ship’s great rival, the steam-vessel. The recollection of the first
essay to navigate the river Thames in a steamer, is fresh upon the
minds of most of us. A steam trip to Richmond, or to Margate, not
many years ago, was an adventure to talk about. The young cockney
who spent his holiday with so much risk, was looked upon by his
compeers of the counter as having achieved an immortality. They
wondered “ how he could he so wentersome .” The “ wonder” soon,
hewever, instead of 44 growing,” wore away, and ladies even were
“ convinced it would not blow up” Ere long, the vessel, once
believed to be fraught with so much danger, became the thing desired,
and was sought after as the one necessary to a pleasure-trip to the
Nore; to be navigated, not simply for the benefit of the voyagers,
but for the benefit of half the benevolent institutions in the metro-
polis. The next step that hardihood attempted, was to steam it to
Scotland, then to Holland, France, Ireland, to Spain and Portugal, and,
with each advance experience prompted improvement, better figure,
better fastenings, better machinery. The voyage to India was per-
formed, not with much advantage, in point of time, but under cir-
cumstances which leave so much hope of future advantage, that the
East India Company have ventured to send valuable vessels on the
same errand.
So far prejudice has not stood much in the way of improvement in
steam- vessels. People have not been much alarmed at three or four
hundred horses power, nor have engineers or proprietors objected
much to alteration in the engine “ department.” 44 Go on !” has
been the prevailing cry, with a few seasonable interruptions of 44 ease
her,” “ stop her,” &c. But doctors have disagreed about crossing
the Atlantic, largely reckoning that the seas of the Bay of Biscay, and
those 44 off the Cape,” were difficulties not worth attention ; as mere
sprays compared with the watery terrors to be met with between Lon-
don and New York : a voyage, held by Dr. Lardner, 44 to be as vain
to attempt as would be one to the moon.”
It was attempted, nevertheless, by the 44 Great Western,” and
the 44 Sirius,” and both reached their destination, have returned, and
sailed again. Such has been the rapid and successful progress of
steam.
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PRUSSIAN MERCANTILE NAVY.
535
The undertaking thus spoken of, steam’s last stride, has opened to
England and to English capital, an opportunity of partaking in the
carrying trade of America, in which, so long as ships were the medium
of communication we had not the remotest chance of successful rivalry.
We have but to look at the splendid American packet-ships, and
admit, that the conveyance of both goods and passengers must, without
the employment of steamers, have remained with our transatlantic
friends. The value of this trade, as productive of profit on freight
and passage, is perhaps little short of a million annually. The pros-
pect of sharing this, and whatever increase may be consequent upon
quicker voyages, have induced the formation of companies for running
steam-vessels between the two countries, a project that it were well
to have established.
Anticipating the issue of the late experiment, London and Liverpool
have each furnished a steamer, to be so employed. “ The British
Queen,” is of this port : “ The Liverpool,” speaks for herself.
They are both specimens which do honour to the architects who
modelled them. “The Queen” is the largest; “The Liverpool”
of the greatest comparative power : about the machinery of the latter
there is some improvement that we shall be glad to be made more
fully to understand, but they recommend themselves to notice in the
Nautical, as the precursors of a line of steam- vessels, which may
hereafter form, as the old East Indiamen did, a squadron for the pur-
poses of the state when the state shall need them : they will become
a nursery for steam-ship seamen, a class of Englishmen who will be
wanted when the prophecy shall be fulfilled, that “ England’s next
naval war will be decided by the aid of steam- vessels :” a prophecy
which no naval man doubts will come to pass ; an event which a wise
Admiralty will provide for.
Here I must leave the subject, for I find myself fancying a British
line of battle, formed with the cooperation of war-steamers. When
that shall be, may Britons have mercy upon the unfortunate mortals,
whom arrogance, ambition, or tyranny may send to such an encounter !
H.
[Since the above has been in type, we have been informed that the M Liverpool’* has
been dispatched as the leading ship of the Atlantic Steam Navigation Company. — Ed.
N.M.]
Prussian Mercantile Navy.
10, Fenchurch-street, 26th May, 1838.
Mr. Editor, — An official account of the number of Prussian mer-
chant-ships and their tonnage, may not be out of place in the Nautical
Magazine, to correct the many erroneous and overcharged statements
which have heretofore been hazarded by certain advoca||s0^f||||al
53 6 AMERICAN STEAM-BOATS.
of the reciprocity treaties between Great Britain and Prussia, and I
therefore transmit to you the following particulars : —
The total number of Prussian merchant-ships amounted on the 1st
January, 1837, to 581 vessels of 70, 098 J normal lasts, of 4,0001bs.
weight per last; equal to about 130,300 tons British.
In the course of that year there was an addition in the aggregate
number of sixty-five vessels, forty-seven of which were newly built.
The reduction, on the other hand, amounted to forty-seven ships ;
twenty-three of which were lost at sea, and six were broken up.
On the 1st January, 1838, the total number of ships was 600, of
73,680f normal lasts, equal to about 136,800 tons British.
The increase, as compared with the year preceding, is therefore
nineteen ships of 3,582 normal lasts, or about five per cent.
There were about thirty new ships on the stocks, measuring 4 to
5,000 lasts, nearly ready for being launched.
During the year 1837, the number of Prussian ships which passed
the sound amounted to 2,319, whereas that of British ships was 3,4 17.
Believe me to remain, dear Sir,
Your most obedient servant,
B. Hebeler, H.P. Consul-General.
American Steam-Boats.
All the world has heard of the extraordinary speed of the steam-
boats of the United States ; the fame of their passages up the Ohio,
the Mississippi, and also the Hudson, from New York, when the
tremulous motion of the vessel is such, that the very glasses are shaken
off the tables ; all this, and the accounts of their wonderful velocity,
have long since reached the shores of Europe, and have formed the
subject of discussion among many, and, we may also add, of disbelief.
Those whose fortunes have led them to the United States, and who
have embarked in these vessels, will have had ample opportunity of
judging this matter for themselves ; but to those who have not, the
drawing of the most celebrated of these vessels, accompanying our
present number, will be acceptable. By the attention of a corres-
pondent, (a resident of Brooklyn itself, and also an American,) we
are enabled to add to it a list of the fastest steam-boats now in the
“ New York Waters,” with such particulars concerning them, and the
routes which they run, as furnish us with, ample materials for arriving
at a tolerably correct idea of their speed. The times occupied by the
passage, and the distances between the several points, may be said to
be actually measured, and deducting the loss of time in landing, we
thence arrive at the grand question of the speed of each vessel. This
we have supplied in statute, as well as nautical (or geographical)
miles, believing that an exaggerated rate of a vessel is often given
in the former, when it should always be in the latter.
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AMEIUCAN STEAM-BOATS.
537
Table.
Cyllnd
Wheel.
a
S »eed 1 til
j
Nu«
i
3
*
£
„■ a
§
a
|
Route.
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a b.
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Remarks. i
VeuaL
g
J3
t
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§
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|
i
a
l
CO
1 s
X j
u
5*
No.
V
£
e
tt
1
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Jl
Q
3 =
7. s
ZB
|
De Witt Clinton
1828
235.
28.
6.
65
10.
11.
16.
3.
26
.10
1
2
Albany.
11 hours
45. m-
147
14-3
12.4
short pass. lOh.toVnn
Swallow
1836
•225.
23.
3 -Vi
46
10.
12.
10.
2.2
26
.18
1
2
do.
9. V *
22.
16.1
Wees’ Pt
Rochester
1835
JOO
24.
6.
44
10.
12.
12.
2.
26
.25
|
2
do.
11.
45.
14.3
,, „ 8h. to Vsn |
Utica
1836
185.
22.3
4.U
39
10.
11.
12.
2.
23
.25
1
1
do.
11
33.
mm
Wees* Pt-noi
N. America
1827
m
30
5.
44
s.
10.
14.6
2.8
26
.181 2
2
do.
11.
33.
rm
ul
landings.
Lexington
1835
210.
23.
5.
48'11.
12.6
11.
3-
27
.20
1
1
Providence.
12.to 14*
183
15.2
„ lib. 39m. to Pr.
MaaaackasactU
1835
202.
29.6
8.
44, 9.
11.6
1U.
2.6
22 V9
.18 2
2
do.
99
183
16.2
13.2
„ 13H. do.
Rhode Island
1836
211.
27.6
6.%
041 11.
12.6
11.
2.8
21
.20 1
2
do.
14t
183
13.0
11.3
H 12h. 15m. do
Narrngoact
New York
1886
1835
•212.6
-230.
27.
24.
6.
5.
50*10.
12.
12.6
10.6
10.6
5.8
23
22
.18 1
.15 1
2
2
do.
New Haven
4.34 to ft.
1K3
76
13.0
16.2
11.3
13.2
„ llh.45ru. do
Splendid
New Haven
140.
w2
3>.
8.6
7.
2.6
24
.18
1
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do.
130
11.3
1834
180.
22.6
sl
46 10.
12
9.
2.8
22
.14' l
do.
14.0
12.1
C. Vondervitt
1837
178.
f Vi
41110.
11.
12.
2.
27
.12
]
I
Bridge Port
1
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Cleopatra
Busker Hill
1835
193.
04
47
11.
11.6
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25
.25
1
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Hartford.
* 99
1835
180.
124.
41
11.
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.20
1
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99
Charter Oak
1837
do:
99
Norwich
1836
160.
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Norwich.
140
New York
1837
160.
224>
38
10.
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9.
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.21
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Charlciton.
70.
722
10 3
One mast
Colombia
1836
185.
22.6
8.
56
8.
13.
10.
3.
22
.18
do.
67*
722
10.7
8.!
do.
Home
210.9
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66
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9.
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do.
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Lost-
723
m
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1837
221.
-26.
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J
1837
190
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r
10.
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.25
Albany.
10.
22.
147
14.7
12-7
Not*. These boots all take their depart are from New York | the draft of water rariet on the same passage according to the turn.
• 12 hoars bjr day, H bjr night. t By uightt
There is yet an important particular to be taken into the account
regarding the Albany vessels, namely the current of the Hudson,
which if we assume at the moderate uniform rate of three miles per
hour, and that the passage given is performed against the stream, we
shall have the enormous rate of seventeen miles per hour for the “ Swal-
low ! ” To be sure she is no beauty for model, whatever she may be
for speed ; but the “ New York ” steamer is of a peculiar genus, to be
found in perfection only in her own waters — a sort of rara avis adapted
to the notions of brother Jonathan.
It will be seen that the speed of most of the other steam-boats in
the table does not approach that of the Albany vessels, which may in
some measure be accounted for by part of their voyages being per-
formed along the seacoast, where they are subject to a breeze and a
swell to impede their progress, besides their build partaking more of
the nature of sea-going vessels. But with regard to the American
river steamers, an attention to their speed, their “ go-ahead” motto,
is the first consideration, and as large an engine as the vessel will
carry is put on board. It is in fact so powerful, that the motion can
be felt distinctly as the stroke of the piston is given when at its max-
imum rate ; and the spring of the vessel may be with much truth
likened to the bound of a racehorse when he has gathered himself up
for a fair start. The fastest boats use firewood, which gives them a
great advantage over those which use coal, as they can “ fire up” in
a few minutes. The “New York,” which runs to Newhaven, is consi-
dered one of the fastest boats, although supposed not yet to have
been put to her full speed. But the north river (Hudson) boats
ENLARGED SERIES. — NO. 8. — VOL. FOR 1838. 3y
538
AMERICAN STEAM-BOATS.
have, as the following extract from the Albany Evening Journal
will show.
“ Great Trial op Steam-boat Speed. — There was a beautiful trial
of speed last night between the steam-boats 4 Swallow’ and 1 Rochester/
which are undoubtedly the two fastest boats in the world. They
came out of their berths in New York together, and for twenty miles
ran neck and neck, neither gaining or losing a foot. The 4 Swallow,’
however, finally glided ahead, and continued to gain gradually until
she arrived here at half-past two o’clock, the 6 Rochester’ being eight
minutes behind. The 4 Swallow ’ made five and the 4 Rochester ’ six
landings. There- was a strong ebb-tide most of the way. Had the
boats left with a favourable tide they would have come through in
eight hours. — Albany Ev. Jour”
The 44 Lexington” is a boat highly spoken of at New York, both
for strength and speed, making nothing of the sea, it is said, in her
way to Providence ; and the 44 Neptune,” at the time our accounts left
New York, was to start in a few days for Charleston. Her passage it
was expected would be performed in fifty-five or sixty hours.
The American system of steering forward, (which by the by is not
originally the American, but our own Symington’s), it will be seen is
indispensable in a true American steamer. No helmsman conld have
a chance of doing his duty immersed in the crowd of passengers both
above and below abaft, and he is consequently perched in the house
just before the paddle-boxes, with two and sometimes three bells at
his immediate command, which he operates on by means of lines
leading to a rail close by him. With these he makes the signals for
starting either or both wheels, or for stopping or backing them accord-
ing to his intentions, thus avoiding the confusion of calling out from
one person to another, at the same time steering the vessel and keep-
ing her on a direct course for any object by means of the flag-staff
before him, and the dart suspended from it over the bows. By seeing
these on with each other he knows when he is amidships in the vessel,
and he has only then to keep them on with the distant object.
Wc may now add a word or two respecting the speed of these ves-
sels and its effects, some remarks on which in a recent number of
the Athenaeum are so much to the purpose that we shall insert
them here.
44 As public attention is just now directed towards America, and the
novel mode of communication so auspiciously opened with that coun-
try, we shall take the opportunity of once again adverting to that
destructiveness which we begin to consider as a constitutional cha-
racteristic of the American people. Since we adverted to the subject
of their fires, intelligence has reached us of another loss of three
millions of dollars at Charleston — a city which does not contain more
than 30,000 inhabitants. But the utter carelessness of life and pro-
perty in America, is as manifest in the fate of their boats as of their
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AMERICAN STEAM-BOATS
539
buildings on shore The papers just received bring accounts of
deplorable disasters on the Ohio, by which between one and two Aun-
dred lives were lost ! The same journals speak of other accidents,
on a smaller scale, but which we should think sufficiently exciting,
were it not for the greater calamity which eclipses them. The sad
story of the Charleston packet last season is not yet forgotten, where
ninety lives were lost ; or that of the 300 emigrating Indians who
perished about the same time on board a boat which was swamped
in a western river. The year before was marked by the burning of
the Ben Thersod, on the Mississippi, when more than 200 of her
passengers, we think, were destroyed ! Thus every season is dis-
tinguished by one or more enormous disasters of this kind, unheard
of in any other country ; while multitudes of minor accidents so
crowd the papers, that no notice is now taken of them on this side,
and a very slight one on the other. For instance : a mere mention,
in three lines, was made the other day of the burning of three steam-
boats at once, off New Orleans. We have before us a remark-
able statement in the ‘Western Magazine’ (Cincinnati) of the
mortality among western boats, that is, on the Mississippi waters, for
the two years from 1831 to 1833. In that period, sixty -six boats
went out of service on these waters, of which only fifteen ‘ abandoned’
ones appear to have come under the head of 4 unseaworthy ’ strictly,
while the other fifty one were lost by accidents ! The character of
these accidents will be understood when we say, that seven were lost
by ice, fifteen burnt, twenty-four 4 snagged,’ and five destroyed by
collision with other boats. The proportion of the steam-boats
destroyed yearly in these various ways was more than 4 twelve per
cent, of the whole number employed.’ We have seen it recently
estimated that 4 1 ,000 lives are lost per annum ’ on an average, by
steam-boats in the United States. Of the property destroyed, we say
nothing ; but surely this destruction of human beings cannot be
thought of without horror. Congress we see has had the subject
under discussion, and we hope they will put a check to this evil. If
there be no other way, carelessness must be made as criminal by law
as it is in fact, in such cases.”
And more recently still the Athenaeum also adds as follows, under
the head of Steam-boat Accidents in America :
44 We took occasion lately to advert to this subject, and some recent
arrivals bring it once again under consideration. That these acci-
dents mainly arise from a headlong impetuosity, and childish rivalry
seems clear enough. The Ben Thersod caught fire in running a
race. The American public ought to put down this practice; on
the contrary, it is sanctioned and stimulated by paragraphs like
this: — [i. e., the paragraphs we have before quoted.] This voyage
which is about 150 miles, appears to have been made in between
eight and nine hours! We have in another paper a description by
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540
AMERICAN STEAM-BOATS.
a passenger on board the Franklin, from Louisville up the Ohio to
Cincinnati of a race carried on the whole of that distance, which is
about 150 miles, by this boat with a rival one named the Phillips.
In this case there was a wager of one hundred dollars between the
captains that the Franklin would beat by an hour. The other boat
had a half hour’s start. At fifty miles she was nearly “ over-hauled
at thirty more, she was passed, (having slight stoppages to make with
the mails) but by only five or six lengths. The passengers of the
leading boat, some sixty, including ladies, now entered into the sport
which they had hardly understood before : — “ The contagion spread
4 Go a-head, Captain, keep her in the wake, huzza for the Phillips
was in every mouth. Nothing could exceed the spirit of the fire-
men and deck hands. The hatches were thrown open, pine knots
covered the deck, and two or three axes kept going in splitting and
breaking them ; the deck passengers were huddled into the bow, to
give the boat more dip ; the chain wagons were hauled from the tops
of the chimneys, while dense clouds of black smoke filled the atmos-
phere over us. It was plain that no less excitement prevailed on
board the Franklin. Thus far, she had been queen of the waters.
And so they keep on for the next twelve or fifteen miles. “ In pass-
ing Warsaw, the two boats were ‘neck and neck,’ and we were
saluted with loud and continued cheers. No response was sent back
from either boat — not a sound was heard, save the sonorous breath-
ings of the scape-pipes, and the whirl of the water-wheels.” — After
this, “ the boats, which till now had been abreast, and from ten to
fifty feet apart, struck each other with a slight concussion. The
ladies, of whom there were twelve or fifteen on board the Phillips y
became alarmed, and besought their husbands to interfere. While
this consternation prevailed in the ladies’ cabin and state rooms, a
different scene was witnessed without : the two boats seemed to be
lashed together, the officers of each shaking hands across the rail-
ings, and the firemen and crew looking defiance. The river in front
of the boats, from the light of the furnaces, seemed a sheet of fire,
while the sky continued overclouded with the dense volumes of
smoke which poured forth from the chimneys. In passing Peters-
burgh, the boats again struck with a more violent concussion than
before ; the alarm of the ladies increased,” — and so on.
The above is a capital picture of that practice of the American
steam-boats, to which nine-tenths of their accidents no doubt, may be
attributed. The firemen might look defiance at each other, and not
leave their posts, as the furnaces are so high, that they have nothing
to do but to rake the ashes of their fire overboard on each side, an
advantage by which, considerable labour is saved, in comparison
with our process. But we entirely agree with the concluding remarks
of the Athenmim.
“ What an atrocious game is this to be played w ith human life !
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AMERICAN STEAM-BOATS.
541
That the passengers encouraged it, only aggravates the case ; and so
do the cheers from the shore. We fear that the Americans are too
careless of life. Their driving habits of business, and the adventurous
frontier character of a part of their population, may account for it.
The great number of their steam-boats has familiarized them with
scenes such as we have here described. Think of more than forty
boats on Lake Erie alone, of nearly 400 on the Mississippi, for it
must be allowed, as we said of the burning of buildings, that the
Americans are as enterprising in one way, as destructive in another.
But none of these circumstances can excuse the practices referred to,
though they go some way to account for them. On the contrary, the
great number of the steam-boats, and the usual comparative light-
ness of their construction, is the strongest argument for a more care-
ful management on board, and for the interference of the public and
the government.”
We shall conclude these remarks on American steam-boats with
an extract from the last number of the Quarterly Review, on Atlantic
steam-navigation, a plain, straight-forward article, which treats the
subject in a masterly style, and speaks thus on the points in question.
“ To be sure, accidents will occur ! more or less, these are to be
expected, as things are at present. By and bye we trust, among
our “ improvements” — this liability will be very essentially lessened ;
meanwhile, however, we anticipate some trouble. The competition
will soon be of the keenest description ; the race ground is most
luxurious ; the prize tempting ; and even passengers themselves, too
often enter so much into these feelings, as to become greatly charg-
able with the blame which is commonly laid on others. We confess
we are alluding to the case of the Americans rather than to our own ;
and we hesitate the less to acknowledge it, as we consider that their
own interest even more than ours, in the steam-navigation of the
Atlantic, is likely to be affected by what we must take leave to call
the abominable and disgraceful recklessness in the management of
this kind of vessel, which prevails to such an appalling extent
among them. We are aware that it is not a universal, a national
trait, as some late writers have asserted broadly. The New England
and New York boats rarely meet with an accident, though they adopt
the high-pressure system like the others, and run at the greatest rate
of speed which is known ; neither is the community at large, either
of the south or west blameable. The horrid disasters we hear of,
every few months or oftener, peculiar to the United States, and to
this part of them in their awful extent, and by which it is estimated
at least a thousand lives a year are lost ; these are almost always
caused immediately by gross misconduct on the part of a few persons
in authority, who, for the sake of a race with a rival, or with some
pretext equally cogent, run the most imminent hazards without the
slightest hesitation. We have seen accounts of these races on the
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542
AMERICA!? STEAM-BOATS.
western rivers for a distance of a hundred miles or more— much of
the time neck and neck — the whole ship’s company on either side
meanwhile desperately engaged, and wrought up to the highest pitch
of excitement in the murderous struggle. In this way the Ben
Thersod got a-fire on the Mississippi two years ago, when hundreds
of passengers perished ; and such is the secret of most of the acci-
dents, which, in nine cases out of ten, are no accidents at all, but
ought to be criminally visited by the law of the land, as much as
murder in any retail shape. We have heard an American friend of
ours, allege, that no countryman of his would hesitate running the
risk of his life for the sake of getting anywhere, half an hour before
anybody else. Matthews, we remember, made it apparent, in his
way, that the yankees do everything in twenty minutes. These are
caricatures of course, the one no more than the other, but both, we
fear, too well based on fact. The Americans carry their energy a
little too far ; they retain too much still of the wild impetuosity of
youth ; they want a new infusion of old John’s steady and regular
blood. We like no such driving fashions, such helter skelter haste
in steam-boats, especially on Atlantic voyages least of all. Congress
we see, has the matter in hand, and we trust it will be with effect,
and meanwhile, as even legislation, (especially in that country,) will
not do everything without public opinion; as the managers and
masters of steam-boats, who have very often been set on, and always
tolerated, may also be awed by that public to whom they owe their
character and their bread ; we earnestly hope, that the general voice
may make itself heard, and trust that arrangements of the most solid
and effective nature may be promptly adopted.
Thus much for a plain hint, which we are sure, must be taken in
good part ; for when we hear, by a single arrival, of one hundred and
seventy human beings destroyed in one boat, and one hundred and
twenty in another, it is high time for all parties who have to do and
deal with such a catastrophe-working community, and are likely to
have much more, to speak out. And yet we were going on to say,
when this hint occured to us, that accidents or no accidents, nothing
apparently can stand in the way of the complete triumph of the new
dynasty of the seas. Even granting, which God forbid ! that these
disasters are to be regularly continued on board the boats from the
one side just as regularly as if, like friction in machinery, they were
an indispensable incident to the navigation, still we English can
pratronize British boats which do not blow up three hundred people
every three months, while the Americans, on the other hand, can, if
they so choose, go on being blown up just as before. If they have
more accidents, so have they less fear. “ Practice makes perfect.”
“ There is nothing like taking things coolly,” even hot water, or
steam. And, as this is, their system at home, so may it be abroad.
As they are the great steaming people of the age, surely this trifle of
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THB PILOTAGE BILL.
543
merely crossing three thousand miles oversea instead of running about
as far up a river, will never alarm them.*
The Pilotage Bill.
London, July, 1838.
Mr. Editor, — The senseless outcry which a set of interested men
have been making, with a view to defeat a very useful measure, I per-
ceive was followed up the other day by a letter in the Times, signed
Nauticus, (a pilot no doubt). It is, however, to be hoped that the
two members of the Board of Trade, and the Lord of the Admiralty,
who are bringing forward the measure, will be above giving it
up, when, no doubt, a full inquiry had satisfied them of its
useful tendency. I have already through your pages, Mr. Editor,
(August, 1835,) shown the evil working of the present system ; how
injurious it is to the energies of young sailors ; how perfectly it ren-
ders everybody (pilot excepted) indifferent about the navigation of
onr ports. I will venture to say, that you may take at hazard a hun-
dred masters of ships, and you will not find half a dozen of them who
will not at once admit that they do not know anything of the matter.
We are, in fact, necessarily quite ignorant of our own ports ! and
pilotage apart, I have shown that the constant presence of a pilot
tends to render a young sailor indifferent about the management of
his ship in narrows ; thus preventing the acquirements necessary for
working a ship in situations of difficulty. The swinging of a ship at
single anchor in a tideway, is also a matter so perfectly unknown
amongst the officers of a ship in the foreign trade, that I don’t believe
there is one in 500 who is master of that one manoeuvre.
I am told that even merchants and shipowners have petitioned
against this bill, which is to effectually cure all the difficulties and
ignorance I have just complained of. If this be the case, I can only
presume they are labouring under a very erroneous idea of its ten-
dency; for what can the possible effect be, the absolute certainty
indeed, otherwise than speedily to make a considerable portion of the
masters of merchant-ships as able as the pilots themselves ? Where,
in the name of common sense, do the pilots acquire their own know-
ledge? Where are all the masters of men-of- war instructed how to
navigate their ships in pilotage water ? Why, in their practice and
observation in merchant-ships and men-of-war, to be sure ; and why
should not a master of a merchant-ship, with all the local knowledge
attained fit to pass him as a pilot, (and this he must attain to allow
him ever by the new bill to keep charge of his own ship in pilotage
water,) why should not he be pilot of his own ship ? Where is the
* A steam-boat ascended the Mississippi snd Ohio a few weeks since, sixteen or
seventeen hundred miles in six days and seventeen hours, as we learn from a gentle-
man then on the spot
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544
NAVAL CHRONICLE.
evil to arise from all this ? Why, as a pilot told me the other day,
the evil is, that there will eventually be no need of pilots at all ! f
just of course the very thing the bill contemplates ; which is to make
everybody understand his own business properly, and not to require
a schoolmaster all his life.
That pilots should, however, be jealous, and that they should have
bestirred themselves to keep up their importance, is not much to be
wondered at ; as they, of course, consider they have a sort of vested
interest in their appointment : and, in this land of justice of ours,
every man's property of every kind, however injurious it may ever
be to the public weal, must be treated with respect. I would beg,
however, to state my deliberate opinion, that the proposed bill will
in no way injure the existing pilots ; as it makes it imperative, the
taking a pilot by a much greater number of ships at present exempt,
than it will in all probability release from the obligation, (no ships
being actually and unconditionally exempted by the new bill except
such as carry the mails, the masters of which are to be presumed as
qualified) ; and, according to the opinion I have already expressed, I
think pilots need not fear that all at once we shall all prove fit to pilot
our own ships. Eventually, no doubt, (as is intended, and as should
be the case,) the business of pilots will nearly disappear, but not
during the existence of those of the present day. Trusting, Mr.
Editor, that this bill will pass,
I am your well-wisher,
“ A Skipper.”
flatoal (Pfiromclr-
Monthly Gossip. — Well, my Worthy, here I am again with my
budget of odds and ends of all kinds. And first of John Bull. As
for him, honest, sober-minded fellow, he has been lionizing and
lionized so much since my last, that his head has been fairly turned,
and he has scarcely yet composed himself to his usual easy-going
ways, from the effects of that all -engrossing and ever- to-be-remem-
bered glorious event, the coronation of our young Queen Victoria on
the 28th of June. As for business, that was not to be named ; every
thing in the shape of honest and fair dealing was suspended, and
holiaay-making substituted for it. Even your own Nautical, Mr.
Editor, like the rest of the periodical flights from the press, I per-
ceive, was hurried off before its due time.
Well, I suppose, I must not venture to tydk of the joyous doings of
the said 28th ; for never did nation yet rejoice to its very centre so
thoroughly, as did the people of this civilized land on that day —
good-humour, kindness, and satisfaction were depicted in every
countenance ; each strove to be on the best possible terms with his
neighbour ; all were determined that so glorious a day should not
be sullied by even an angry look. The particulars of the procession
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NAVAL CHRONICLE.
545
from the palace to the abbey, composed of the gorgeously arrayed
foreign representatives of the sovereigns of the earth ; the different
branches of our own Boyal Family, with her Majesty, in whose
honour all were thus busily assembled ; the enlivening appearance
of the military, and the joyous assemblage of some tnree or foul
hundred thousands of British subjects, through which it passed ; all
this, and what took place in the abbey, when that august, solemn,
splendid, and imposing ceremony was gone through, of placing the
crown of these realms on the brows of the fair monarch of the land,-*
must all be left to be pictured by your gifted readers, Mr. Editor, ir
their own generous and loyal minds. Nor may I breathe of the
rejoicings throughout the land, when “ The Queen,”
“ Fair England’s fairest rose,”
received her costly diadem, surrounded by the royalty and nobility ol
the land. May it rest lightly on her head ! An account of all this
interesting ceremony, I apprehend, the Nautical itself would hardly
contain. But if the land was alive on that day, as it most assuredly
was, the water was no less so ; and the Thames perhaps presented a
spectacle of confusion and nervous excitement, unequalled by any
other river. The numerous steamers crowded with passengers, rol
ling about the pool, listing fearfully to either side, and the rapidity
with which they passed up and down the river, was alarming enough
to those in boats. However, the only ill effects of it, besides raising
a sea in the river, that astonished some of the cockneys, was sinking
a barge near the Phceton, a French steamer, which brought over that
worthy veteran, Marshal Soult.
By the way, Mr. Editor, have any of your naval friends paid a visit
to this vessel. Your correspondent, Mercator, I think, in one o*
your former numbers, has given J ohn Bull a few broad hints on the
subject of armed steamers, and told him that the French were wide
awake to this important matter, (and so is our very good friend, the
Emperor Nicholas.) Perhaps it may not be amiss just to enquire
whether he has seen those said French steamers, now lying in the
river Thames, attending on the great French marshal. If not, and
the said black vessels remain, it would be as well for him just to take
a look at them off the Tower, and observe their tremendous arma
ment. Why, in a war, this Frenchman would clear the channel !
We have nothing that would oppose her. She would blow all our
small craft to atoms, and laugh at us. But, Mr. Editor, it would be
no laughing matter at Lloyd’s, where faces would be somewhat elon-
gated. These French steamers make but little show ; not much is
said about them ; they may not be very large, but they are con-
foundedly ugly. Query — Do the French build them so unattractive
that they may pass unnoticed ? Be that as it may, they are certainly
built, as far as possible, at variance with the good taste of our French
neighbours in tneir general naval architecture. I said they brought
Marshal Soult over, the Veteran warrior, opposed to the hero of
Waterloo, (you know whom I mean,) who has met with a reception
in this country, which has given him a better idea of the character
of John Bull, than he ever obtained of him on the continent. The
hearty welcome which the gallant soldier has received from every
one, (and he has visited nearly every place worth seeing in the metro-
polis,) is the theme of admiration even in Paris. It
ENLARGED SERIES. NO. 8. — VOL. FOR 1838. 3 Z
546
NATAL CHRONICLE.
foreign to his expectations. He has known how to appreciate us as
enemies, and now he has learnt how to esteem us as friends. It has been
facetiously said, and with no untruth, of this veteran, that as he
escaped with his life from our troops on the continent, John Bull
is determined, by way of making up for it, to kill him with kindness,
now he has got him in his power ! On his visiting Greenwich Hos-
pital, the portrait of Nelson was pointed out to the Marshal. He
instantly took off his hat ! ! This reminds me of the mark of respect
paid to the memory of Cook by one of his countrymen. These are
honourable traits of character, and are felt with all their force by
honourable minds.
And if we have been gay at home, Mr. Editor, our ships have
been no less so abroad. At Quebec I perceive the landing of Lord
Durham, on the 29th of May, from the Hastings, was followed by
grand doings, to which the presence of the Cornwallis, Hercules,
Malabar, Pique, Inconstant, Andromache, Pearl, Dee, and Medea,
contributed not a little. In fact, it is said, that what with the men-
of- war, the merchantmen, the presence of 1,600 British troops, the
thunder of artillery, and the deafening cheers of the thousands who
were present, Quebec has witnessed a sight which may not again
occur for some time. And Admiral Sir Robert Stopford and his
officers have been equally busy at Toulon, where the coronation of
Queen Victoria has been celebrated in downright hearty good earnest.
Sir Robert, I see, after entertaining the King and Queen of Naples,
has carried off with him the golden opinions of the Frenchmen of
Toulon, and has been as cordially entertained by the Prefect and
good people there, as Soult has been welcomed in London. Ah !
Mr. Editor, depend on it, it matters little what nation a warm,
upright, and generous heart belongs to ; it is made of the same right
sort of stuff all over the world, and that I have found in a good
many places, which it has been my lot to visit.
By the bye, talking of Quebec, reminds me of all those unfortunate
which
“ Hard words, jealousies, and fears,”
“ Set folks together by the ears,”
and which have recently been dealt out in that part of the world. So
the affair of the l^te rebellion has been followed by a retaliation in
the destruction of the steamer “ Sir Robert Peel,” by fire, for our
sending the Yankee steamer “ Caroline,” over the Falls of Niagara ;
and a brigand chief, a downright outlaw, armed cap-a-pie, named
William Johnson, has declared himself at war with Great Britain ! and,
with a handful of desperate followers, has taken to the strong holds
of the thousand islands in the river St. Lawrence. He is said to be
hardy, bold, and resolute ; and though one thousand pounds have been
offered for his person, by Lord Durham, the chances are he will not
be taken alive. It is gratifying to observe, Mr. Editor, in the midst
of all this petty warfare which has been carried on by some of the evil
disposed canaille, both of the American and Canadian frontiers, that
the two governments look on the whole business in its real light ; and
the President of the United States responds to the appeal of our
government in a strain, which shows that the attempts of tnese people
to embroil the two countries in a war will be unavailing. “ Such
design,” says the President, “ cannot succeed while the two govern-
ments appreciate, and confidently rely on, the good faith of other
NAVAL CHRONICLX.
547
in the performance of their respective duties” Doubtless, the Pre-
sident is quite right, as all right minded men must see that the whole
affair has been the work of radicals of the William Johnson breed.
And, if we may judge from what is going forward at Sacket’s harbour,
it will soon be set at rest, and the said brigand chief where he ought
to be, viz., in the hands of justice, to be dealt with according to law.
But you will say, I am becoming political, Mr. Editor ; and, as I
know you abjure politics, by way of changing the subject, or as a col-
lateral branch of it, whichever you please, what think you of our
gallant naval writer, Captain Marryat, having been hung and burnt
m effigy in those ultra radical places, Detroit and Lewiston ! yes,
fairly burnt in effigy, made up of a bundle of rags, straw, and all the
copies that could be collected of Midshipman Easy ! Taunts, howl-
ings, and hisses, were dealt out plentifully by the free and enlight -
ened citizens ; merchants, lawyers, mechanics, and all, old and
young, rushed to the scene of danger ! and like so many savages of
New South Wales, danced round the fire ! yelling and screaming,
till the effigy was consumed ; the effigy of the man who had had the
brazen effrontery, at Windsor, on the occasion of a dinner, on St.
George’s day, to give the health of Captain Drew ! ! Bravo Jonathan ;
this is going ahead, as you have it, in real earnest ; you may go ahead
thus, but you will not gain much in the esteem of civilized lands by
such gallant acts of heroism ! Doubtless, Captain Marryat enjoyed
a good laugh on the occasion, and peradventure the event may fall
into his next book, where, in spite of the fires of Detroit and Lewis-
ton, it will be handed down to posterity. Of course, you know it was
Captain Drew of the Royal Navy, who headed the party that sent the
rebel schooner Caroline over the Falls of N iagara. Aye, they had better
not burn their books in that part of the republic I guess, Mr. Editor :
education and civilization seem to be much wanted there.
Well, before I have done with Canada, let me ask you a word about
the merchant-seamen. What is Jack about there ? I see the masters
and owners of British vessels at Quebec, welcomed the arrival of
Lord Durham with an address, pointing out the necessity of adopting
some means of protecting the trade of that place from the heavy
losses to which they are exposed by the ill conduct of their seamen,
who, from the prospect of obtaining higher wages, and the allure-
ments of the crimps, are induced to aesert their ships, whereby serious
injury arises. Oh Jack, sorry I am to say this of thee ! If I meet
you on shore in your own country, you are sailing under a very differ-
ent flag from that of bad faith! Well, the shipowners at Quebec are
for establishing a police, and suppressing disorderly houses, the resort
of the seamen; and adopting certain measures which had already
been taken by Lord Durham, who promised his best exertions for the
encouragement of British shipping, and the protection of British
commerce. Indeed, Mr. Editor, it is high time the scandalous, inde-
cent, and vile practices regarding our merchant-seamen at Quebec,
were put a stop to ; and let us hope, that by the active measures of
Lord Durham, Jack will be regained from the haunts of profligacy,
debauchery, and crime, which nave been prepared for him, ana into
which he has too readily fallen at that place. But to judge by the
general state of the merchant-seamen of this country, in various parts
of the world, either the merchant-seman’s act is very ill understood,
or very ill attended to, or it works very ill indeed. Eveyy day gives
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fresh evidence that the discipline of the mercantile marine cannot be
maintained. Trifling penalties, (a day’s pay for instance,) and con-
victions got with difficulty, make seamen laugh at their Captains !
How long is this to go on f By the way, the sooner that pilotage bill
which was gagged the other day in parliament, the sooner that comes
forward, the better. I see there are certain of the cinque port pilots,
(twelve I believe,) allowed to bring vessels up to London ! (above
Gravesend ;) and if the vessel has a steam tug, the owner can deduct
the usual allowance from the pilotage, as is done by the .river pilots ;
although it is pretty certain that these twelve pilots are far less skilful
than the river pilots, and, in fact, unfit to bring ships up the pool
without steamers. It seems either that they are not named in the
order in council, or that not being under the Trinity corporation do
not come under the regulations, ana that others have not been framed
to include them. Please to look to this, Mr. Editor.*
I find that, besides a chamber of commerce being established at
Madras, improvements are going forward in the way of supplying
water to shipping. Hitherto when water has been required for the
ships in the roads, they have had to send their boats for it to the Ho-
nourable Company’s watering place, nearly a mile from the marine
department and custom-house, and in the S. W. monsoon they have
always had a tedious heavy pull-up ; especially when blowing fresh,
and a strong current running to the northward. All this is ordered
better now, besides a reduction made in the charge for water.
Pipes have been laid down, at the recommendation of the master-
attendant, from the old waterage along the beach, to abreast
of the custom-house, where the boats generally ply. Application, I
see, has also been made by the head of the marine department to the
officer in charge of the arsenal, for leathern hose, which will save the
necessity of rolling the casks into the surf, and which may possibly
lead to a further reduction in the charges for water.
Your nautical readers, Mr. Editor, will also be glad to learn that
improvements are going forward at Madras to facilitate the embarking
and landing from ships. Previous to the bulwark on the beach being
built in 1821, by Major Havilland, a temporary landing-place was usea
opposite the sea custom-house ; but since that time, persons have had
to walk over high and uneven stones, in going to and from the boats.
The government has sanctioned the construction of a wooden jetty,
which is now completed. It is fifty-three feet long, in a direction
parallel to the beach, and extends from the coping-stone seaward, over
the bulwark twenty-six feet, in a sloping manner, corresponding with
the declivity of the beach. On the sea margin of it, nine strong piles
are driven into the sand, with cross planks, three inches in thickness.
The only drawback to this little jetty arises from the uncertainty of
there being always a sufficient beach to admit of a boat to approach
it with safety when much surf is on. Sheds, for the convenience of
persons shipping cargo, are in active progress, extending two hundred
feet along the beach. By the bye, talking of Eastern affairs, I find
that that enterprizing officer, Captain Lynch, who was with Colonel
Chcsney on the unfortunate Euphrates expedition, reached Hit, on
that river, with his steamer, on the 31st May, after 120 hours’ steam-
ing for 539 miles above Basra, against the stream of the river, at its
* If Argus will illustrate this by stating a case, we will insert it.-— : E d. NkM.
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549
strongest time of the year. He expected to be at Belez in a few days,
after thus completing his ascent up the river to 1 ,079 miles. Aye,
Mr. Editor, tnat Euphrates affair has been unfortunate from the
beginning ; but depend on it, sooner or later, people will find out that
it is not so bad as it is said to be. Looking in at Calcutta the other day,
I observed the French frigate L’Artemise, of sixty-two guns, Capt.
La Place. I merely notice her to mention to your naval readers the
excellent order she was in, and that her guns are fitted with percus-
sion locks. I believe that improvement (?) has not yet found its way
into our men -of- war.
More bad doings on the African coast, Mr. Editor, — that grave of
gallant naval men. I see that valuable officer, Commander Dickey,
of the “ Waterwitch,” and several of his crew, have fallen victims to
the fever ; Dr. Threshie, the assistant-surgeon of the “ Viper,” also ;
and there has been more havoc at Ascension, the command of which
place I see is given to Captain R. S. Tinklar, of the Marines. So
there are hopes of the old and vexatious question of the Jersey oyster
fisheries being finally and fairly settled by the mixed commission now
sitting, and there will be an end to the seizing and detaining ; and the
retaliation consequent thereon of fishing-boats, both French and Eng-
lish, but principally the latter. The conciliatory spirit of the French
authorities goes far towards ensuring this happy termination of the
affair.
The “ Beagle,” I find arrived at Swan River on the 15th of Novem-
ber, and was busy preparing for her examination of the western coast
of Australia. I regret to inform you that Captain Wickham, her com-
mander, had been suffering severely from dysentery. She is to be at
Sydney in September next, preparatory to a projected examination of
Bass Strait. The “ Hastings,” just arrived from Quebec, I find, has
been inspected by Earl Howe, at Portsmouth, and is fitting up for the
reception of the Dowager Queen Adelaide, to convey her, it is said, to
Malta, a more genial climate in winter time than that of England. Pray,
what is there at the bottom of this affair between Mr. Moore’s yacht
and the coastguard people? Something mysterious, it is said. You
know the vessel is stated to have been repeatedly and wantonly fired
into with ball by coastguard-men. I hope to tell you more about it
in my next. Talking of firing ball-cartridge, I see the affair, which I
mentioned in my last, of the wherry-man being shot by a marine of
the “ Rainbow,” is at an end. Things were in due train, it appears, at
Winchester, for the trial of the marine, James Adams, and the judge
had explained the law to the grand jury, when these gentlemen put
an end to the whole matter by ignoring the bill, as might have been
expected.
A new lighthouse, I perceive, has been commenced at Ardglass,
and there are symptoms of the same kind about to take place at St.
John’s Point, alluaed to in my letter in your May number. It is said,
also, that Scottish commissioners are about to inspect the Covesea
skerries, in the Moray Frith, with a similar motive. Talking of
lights, I am delighted to see, that the disgraceful state of the lights
on the coast of the United States, has been represented in a spirited
letter to the American government, by Messrs. Blunt, of New York,
and, as it has thus been brought under the notice of Congress, it is
hoped that these glaring evils will not be allowed to continue longer
in their present condition.
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Sir William Symonds, I perceive, has been launching another of
his sixteen gun brigs, the pilot.* By the bye, I perceive Lord In-
f estrie gained his point after all, the other day, in parliament. What
enefit the country will gain thereby, remains to be seen, Mr. Editor.
One Wise-acre, says, it will prevent the occurrence of wrecks in the
merchant shipping ! which, to me is wonderful : another says, it will
improve naval architecture, perhaps he means marine insurance!
surely that thrives well enough already ! Depend on this, Mr. Editor,
that it will neither improve our men-of-war, nor will it establish a
marine board, and John Bull will go on as he has done, building his
ships, and sailing his ships, and finding his ships, just as he pleases.
But Sir Kobert Peel, it appears, suggested the form of the motion,
that, 44 Copies of any reports of the senior officers during the respec-
tive trial cruises be laid before the house and so the long string of
returns has dwindled into this at last. The gallant surveyor would
have no objection to go further, I am sure. I am sorry to inform
you, that Lieutenant Ayscough has been dismissed the Barham, and
placed at the bottom of the list of lieutenants, by the sentence of a
court-martial. The king of the Netherlands has directed a gold
medal to be presented to Captain T. Stock, the master of the Ranger,
brig, for saving the crew and passengers of the brig Padang ; and,
before I forget it, let me tell you also, that Lieutenant Roberts who
navigated the Sirius steamer to New York, has been presented with
an elegant piece of plate for his good services : and this by-the-by,
brings me to the Atlantic steamers! Well, Steam-navigation, I
guess, goes on as swimmingly as ever. It is no matter of theory
now, all downright fair play, fair going. The Great Western averaged
nine miles per hour going out, and something more than ten miles
per hour, coming home from New York; the thing is becoming as
common as rail-road travelling, and, if I mistake not, the mails will be
expedited by it, as those were on shore by the rail-roads. I mean
the mail to Jamaica, via New York. The passage for a steamer to
Jamaica, (north side) from New York, is but five days ; hence twenty
days would reach Jamaica from England ! It was only the other day
that her Majesty’s ship, Rainbow, performed this passage in sixty-
three days ! nine weeks ; and twelve weeks have frequently been the
passage out. Indeed, thirteen weeks was the common passage for
a convoy. Just imagine, Mr. Editor, the ships, graced with a
green vegetable fringe, their bends mottled with white incrustations
of salt, displaying visible confirmation of the dilatory slowness of
their progress ! Well, all this has had its day.
One effect of these Atlantic vessels, is to increase the old New
York liners. These fine vessels, I see, are sailing five times in the
mouth instead of twice, as formerly. But Atlantic steam -navigation,
no one doubts now, is established ; and notwithstanding, Bristol is
bestirring herself, and about to build three more vessels, the size of
the Great Western, to be called, respectively, the President, the
Great Britain, and the United States, the Bristolians must take
care that Liverpool does not take the lead of them, as she has long
since. Liverpool has already a steamer running to New York, called
* Her dimensions, — length, 105 feet, — breadth, 33 feet, — depth of hold, 15 feet,-
nearly 500 tons.
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551
the Royal William, the property of the Dublin steam packet com-
pany, commanded by a lieutenant of the navy. She left this country
on the 5th of July. Then there is another Atlantic company close on
their heels, whose advertisement I saw in your last number, Mr.
Editor, with their steamer, the Liverpool ; but, if the Liverpool men
bestir themselves in earnest, and with the same active energy which
has raised their city to its present eminent station, they will not fail
to reap their full share of reward, and assist in showing the world
that the Atlantic is not that impassable gulf between the old and new
world, that theorists made it out. But Liverpool must take the field
in her own defence, and let me advise her not to be afraid of size and
power in her vessels.
Well, the British Queen has reached Glasgow, and is now taking
in her engines. Great things are said of her, and greater are expected.
Then again there is something said of steamers to the Brazils, touch-
ing on the coast of Portugal, Madeira, the Canaries, and Cape Verd
Islands, and why not Sierra Leone ? Doubtless, there is much to be
done on the coast of Brazil, and a company, which I perceive is
forming to navigate the extensive estuary of Bahia, similar to that of
Rio Janeiro, will be followed by others of the same kind, on other
parts of the coast. In fact, steam-navigation is now rapidly establish-
ing itself by means of British capital in those parts of the world for
which it is peculiarly calculated. There was a little iron vessel
called the Voador, which left Liverpool for Rio Janeiro in May last,
and which has found her way, I see, into Maranham. What has
been the cause of her getting so far to leeward ? Is it that her com-
pass was affected ? By-the-bye, that point ought to be cleared up ;
and I am glad to find that some experiments are going to be made
by order of government on an iron vessel in the river. It is an
important point in steam navigation, and so is the proper construc-
tion of boilers, Mr. Editor; at least, so John Bull thinks, if his friend
Jonathan does not. Two more accidents since my last, in the United
States waters, by which above a hundred persons have found a watery
grave. This would not do in the river Thames, if we are to judge
by the expression of feeling at the meetings of the coroner’s inquest
of the Victoria. This affair is not yet terminated, and we are yet
to learn what will be the verdict of the jury. One or two points
seem to be pretty clearly established in the evidence, for which the
public stancf indebted to Mr. Seaward, Mr. Penn, and Mr. John
Dickson, engineers, as well as to Mr. Ewart, the government engineer
of Woolwich dockyard. These gentlemen have spoken out plainly
and seem to be (piite agreed that the accident has arisen from “ a con-
catenation of unfavourable circumstances in the boiler !” These, no
doubt, will come out at the conclusion of the inquest, which is ad-
journed to the 31st of July. In the meantime, John Bull is to be
assured (!) of the perfect safety of the boilers of the other Hull vessels
of the same construction, from the fact of their not having yet
exploded, and from the numerous instances which have been cited of
certain Scotch vessels’ boilers which have already exploded ! Mais
nous verrons, Mr. Editor, as soon as the jury terminate their labo-
rious and unpleasant task.
That ingenious gentleman, Captain Ericsson, I see, is busy trying
experiments with his propeller, fitted to an iron vessel, constructed by
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Mr. Laird, of Birkenhead. She is called the “ Robert Stockton,”
built for Mr. Ogden, the United States’ consul. I hope, if Captain
Ericsson is successful, that he will favour your readers with a descrip-
tion of his machine, from which I anticipate more use in river than m
ocean navigation. By the bye, the logs of the first voyage of the “ Great
Western ” have been published, with her tracks, in a very creditable
form by the managing director, Lieutenant Claxton, R.N. ; and afford
an exciting and highly interesting account of the voyage. Here is a
sample of it: — “Tuesday, 10th, (they left Bristol on the 7 th,) at 2
A.M., two sail in sight ; a large ship abeam to windward, standing E. ;
a ship on weather bow, close-hauled on larboard tack; wind W.S.W.
Soon discovered a black ball painted in the foretopsail of the latter, by
which we knew her for a packet-ship ; hoisted our colours, the Ame-
rican at the fore ; kept the steamer up a point, and at 1 1 passed and
spoke her ; the South American, seven days out of Liverpool for New
York.” This overhauling of one of the liners from Liverpool on the
third day after starting, M as a matter of exultation and triumph, which
even the log does not fail to record. The “ salutations were in the
courtesy of the seas,” as the liner was plunging and dashing the foam
about her bows, in all the misery of being close-hauled, with every
inch of canvas set against a fresh breeze in her very teeth. The words
exchanged by the captains were few ; adieus were made : three hearty
cheers were exchanged, the helm was ordered to starboard, and the
“ Great Western ” resumed her course; her passengers, envied, no
doubt, by those of the liner, stretching away out of her’s on the lar-
board tack. By the bye, I perceive, Mr. Editor, you gave these
steamers a hint in your last, in pointing out the course they should
steer ; they ought to see to it, and not increase their distance by run-
ning off it.
Your devoted, Argus.
P.S. You have heard, I suppose, that Sir John Herschell has
been created a baronet, and I perceive that her Majesty, the Queen,
has directed the royal standard to be displayed at the palace when
she is in London, in the same manner as it is at Windsor, that her
subjects may know whether she is in town or not, without inquiry.
This is as it should be, and I am rather surprized that our late naval
king did not adopt the same plan. It would not be amiss, however,
if the flag was looked after and trimmed or cleared occasionally, as
the eddy winds cause it to foul now and then. This is a grave offence
to a nautical eye, although it might pass unobserved by a military
one. Her Majesty’s naval aid de camps know this very well, and
some one should see to it. They well know such slovenly work
would not be tolerated by any admiral, captain, or other officer
afloat in her Majesty’s navy, where every flag and pendant alofl flies
clear from the truck, Mr. Editor, and so ought the standard of our
country, par excellence ; more particularly when it announces the
presence of our much beloved Queen Victoria. As I said, such
half-mast-high- work may pass muster before a landsman, but it will
not do in the eyes of
Argu?.
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Menai Lighthouse. — N otice is hereby given, that, in fulfilment
of the intention expressed in the notice from this house, bearing date
the 6th of April last, the light at the north-eastern entrance of the
Menai Straits, will be exhibited for the first time, on the evening of
Thursday, the 28th instant, and thenceforth continued every night,
from sunset to sunrise.
Mariners are to observe, that the light in this tower will be sta-
tionary, and of a red colour, visible from N.W. f W. seaward, to
S.W. I W., excepting that by the intervention of Puffin Island, the
light will be eclipsed to vessels upon the bearings from it of E. by N.
J N. to E. £ S.
N.B. Masters of vessels, and others, are hereby cautioned not to
approach the lighthouse within the distance of fifty yards, on account
of a ledge of rocks which extends under water from the base of the
building.
By order, J. Herbert, Secretary.
Trinity House, London, June 14£A, 1838.
Shoebury-ness Buoy — Swin Channel. — The southern edge of the
Maplin Sand having undergone some change, the Shoebury-ness buoy
has been removed about 1£ mile E. by S. £ S. from its former posi-
tion, and an additional black buoy laid on a projecting spit of that
sand, about two miles further eastward. The present positions of
these buoys are as follow, viz. : —
The Shoebury-ness buoy (black) lies in 3 fathoms at low water,
spring-tides, with
Hamlet windmill in line with the west end of southend
terrace. .. N. W.
Queenborough windmill in line with the highest wind-
mill at Si lie Town S. 1 W.
Nore light- vessel S. byW. £ W.
The east Shoebury buoy (black) lies in 5 fathoms at low water,
spring-tides, with
A white windmill inland in line with the third house
eastward of a long barn on Foulness Island .... N.N.E.
Pxittlewell church on with the third building eastward
of Shoebury Preventive Station House N.W.
Black Tail Beacon E. I N.
Shoebury-ness Buoy •••••«••••• W. by N. £ N.
Note. — The foregoing bearings are all magnetic.
By order, J. Herbert, Secretary.
Trinity House, London, 6th June, 1838.
Hook of Margate Buoy — ■ Margate Sand. — The south-west spit
of Margate Sand having undergone some change, the white beacon
buoy, marked “ Hook of Margate,” has been removed £ of a mile
W.S.W. from its former position, and now lies in 4 fathoms at low
water, with the following marks and compass bearings, viz. : —
Reculver new church, in line with the south side of
Reculvers old spires W. by S. £ S.
enlarged series. — no. 8. — VOL. for 1838. 4 a
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West end of Birchington Wood, in line with Birching-
ton western windmill S.S.E. £ E.
Gore Patch Buoy N.W. f W.
The Gore patch buoy has also been removed about forty fathoms
in a south-western direction, and now lies at six feet at low water
spring-tides, with the following marks and compass bearings, viz. : —
West end of Cleave Wood, in line with the Preventive
Station on Birchington Cliff S. by E. f E.
East end of the miller’s house at Chislet, in line with
the west end of Vantepier farm buildings S.W.
East last buoy N.W. f W.
The corporation has also caused a large beacon buoy of a new
description to be placed experimentally nearly midway between the
east and west tongue buoys.
By order, J. Herbert, Secretary.
Trinity House, London, 6th June, 1838.
New Harbour Light op Cherbourg. — Notice is hereby given, that
a small red-coloured fixed light will continue to be shown every night
upon the little tower recently built at the extreme end of the eastern
jetty of the Port de Commerce of Cherbourg.
This light stands thirty-three English feet above the high-water
mark at equinoctial spring-tides.
In clear weather, this light may be seen at the distance of a league
outside of either of the channels into Cherbourg Road.
It is to be observed that a line drawn through the buoy off the
western extremity of the Breakwater and the above-mentioned little
tower, also passes through the Fort du Hornet, so that the light is
concealed by the fort from those vessels which are to the westward of
that line.
Hydrographic- Office, Admiralty, 7th July, 1838.
Royal Geographical Premiums. — We have great pleasure in
recording the following address of W. R. Hamilton, Esq., president
of the Royal Geographical Society, to Colonel Chesney, at the last
anniversary, on the occasion of presenting him with the royal pre-
mium. “ Colonel Chesney, — When, on two former occasions, it fell
to my lot, in the presence of the Royal Geographical Society, to pre-
sent the annual royal medals awarded by the council, — first, to Cap.
tain Sir John Ross, and afterwards to Captain Back, I congratulated
them on the triumphs they had achieved over the difficulties which
had met them in the regions of perpetual snow and ice, amidst inhos-
pitable and untrodden deserts, and on tracts of land, which they had
brought to light for the first time, since the world was tenanted by
man.
“ It is now my no less pleasing duty to offer to you the warm
acknowledgments of this Society, and to present to you the Royal
Premium, for the equally brilliant successes which have marked your
progress under the opposite extreme of temperature ; in re-opening
to the civilized worla a large portion of those countries, which, in
times of yore, were die seat of extensive monarchies, which abounded
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in flourishing and populous cities, and whose inhabitants were equally
famed for meir conquests, their commerce, and their science, but
which countries have long been excluded from the pale of polished
nations, and plunged in a state of barbarism, perhaps more to be
deplored than the life of the hunter in the woods, because it presents
a combination of the sloth and ignorance of savage life with tne ruins
of a degenerate civilization.
“ In the year 1830, you were prompted by your own ardent zeal
for the honour and welfare of your country, and by your wish to con-
fer upon it a signal service, by extending its commercial resources,
with a direct view, too, to the enlargement of geographical know-
ledge, to visit the south-eastern provinces of the Turkish empire;
You spent nearly three years in exploring those regions, and in survey;
ing the shores, depths, and shallows of the Euphrates, its resources,
difficulties and facilities, in order to ascertain the feasibility of its
navigation with European vessels, properly constructed ; and thus
making this river, once so celebrated in the annals of antiquity, but
which had for twenty centuries rolled along its majestic waters use-
lessly to man, again available for the noblest purposes of life, again
to be the channel for social and commercial intercourse ; but not
merely for the benefit of the Assyrian and Chaldee, but for the great
purpose of approximating, as nearly as possible, the shores of Britain,
the emporium of Europe, to the great towns of India, now the
brightest spot of the continent of Asia.
“ This project, the offspring of your enlightened benevolence and
patriotism, was followed up by your own characteristic energies ; and,
after many difficulties thrown in your way, by the doubts and hesita-
tions natural to those who were to be responsible for the prudence of
the undertaking, your views were adopted, and you succeeded in pre-
vailing upon the government to fit out the Euphrates expedition.
“ On tne results of this expedition, (whatever differences of opinion
may still exist respecting the practicability of adopting the line of the
Euphrates, as the means of tnat regular commercial intercourse to
which I have alluded,) there can be but one opinion on the ability
with which it was planned, the foresight with which all the necessary
accompaniments of it were provided, the skill by which it was directed,
and the cordial co-operation with which it was conducted to its close,
by all who were assigned to you as assistants in the task. Those
individuals have received substantial proofs of approbation, whether
by immediate promotion, or by equally acceptable testimonies, in the
shape of employment in those countries. But it is the peculiar pro-
vince of this society, and a most gratifying duty at the same time, to
testify their appreciation of the distinguished service you have ren-
dered to the science of geography, as well in your first independent
journeys, as afterwards, when an officer in the public service. You
have been the pioneer, to point the way, and to open the road into a
large range of country, hitherto very imperfectly known : you, and
those under your command, have really navigated, for the first time
in modern history, two of the most celebrated rivers of the ancient
world — the Euphrates and Tigris : you have added largely to our
knowledge of Syria and Mesopotamia, Assyria and Susiana; you
have carried on a line of levels from Iskanaerun to Bir, and thence
along the whole course of the Euphrates to the Persian Gulf; you
have laid down the course of the Orontes, from its mouth to Jisr
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Hadid, and you have done more than enough to secure to yourself a
place among the distinguished geographers of our time. These are
the grounds upon which the council of the Royal Geographical Society
have judged it right to award to you the first royal premium, which
the munificence of our illustrious patroness, Queen Victoria, has placed
at their disposal, for the reward and encouragement of geographical
researches ; and, I have only to add the expression of hearty satisfac-
tion which I feel at being the organ of the Society on this auspicious
occasion.”
To this address, Colonel Chesney replied : —
“Sir, — The honour just conferred by the Royal Geographical
Society of Great Britain would be most gratifying to any man ; and
for many reasons it must have an increased value in my estimation, if
I thought I had really any other claim to it, than that of having. been
at the head of the energetic men who actually performed the work,
44 My individual efforts prior to the late expedition have been
kindly noticed, but I must hope for permission to pass by, altogether,
the descent of the river Euphrates in 1830, which is now but an im-
S erfect recollection ; and the award being in reality for the late expe-
ition, I cannot help feeling some regret that the rules of the society
do not permit me to urge the claims of those which were greater than
mine individually ; for I, at least, cannot forget that the almost un-
equalled labour of the transport across Syria, was chiefly accomplished
when I was confined with a brain fever ; and that the leading discoveries
in geography were made when I was not present. It is true that
every individual performed his part admirably ; but the situation of
some made them more conspicuous than others. For instance, the
discovery of a new river ana the examination of Susiana, took place
when I was in India, Major Estcourt being then in command ; and,
as you all know, the valuable mines, &c. in Kurdistan were met with
by Mr. Ainsworth, when coming home from the Euphrates steamer,
which had been laid up at Bagdad, after a successful navigation of
more than 3000 miles of unknown rivers ; and it is sufficient to ob-
serve, that this was accomplished under the direction of Lieutenant
Cleaveland, R.N., and his two persevering Lieutenants, Messrs.
Charlewood and Fitzjames, without having touched even once the
dreaded rocks of the rivers Euphrates, Karun, and Tigris, of which
we hear so much in this country.
44 As, therefore, both the credit of anything like the advancement
of geography, as well as the more daring part of the navigation, be-
longs to others, I should have been still more gratified, if the award
had passed through me to one of the gentlemen who remained to the
close of the expedition ; but as it has been decided otherwise, I ac-
cept the medal as their representative ; and in doing so, I would offer
my warmest thanks to the president, and other distinguished indivi-
duals, composing this society, which I hope will add to the distinction
already conferred, by permitting my name to be added to its nu-
merous list of members.
44 It may not be quite out of place to say a few words about the late
enterprise, which, we all know, was not popular. Why, I cannot
say ; but I am not without the hope, that the distinction conferred on
the expedition this evening, may, in time, lead to a different state
of things, as the geography of Asia becomes better known. We have
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extent which would have been amusing, if the effects had not been
so fatal. Of this, were it not invidious, I could give other instances,
which would be enough to show that I do not expect to make the
question really understood by the public for some years to come.
Here, however, the case is very different, and the award of to-night
will be the harbinger of better times, when the real state of the ques-
tion is fully known and fairly looked at, which is all that the officers
of the expedition ever desire.
44 Men are ready to encounter the greatest dangers and the most
trying difficulties for a brief period ; but protracted trials like ours,
during a temperature which varied between 108° under a tent, and 8°
below zero in a house, with at least one serious attack of illness in
every individual case, are seldom met with the same unshaken con-
stancy that was displayed by the officers and men throughout the
gigantic operation, which alternately engaged Lieut. Lynch and
every other person, myself excepted. This work, which would
have been nothing comparatively, if the Pacha had not broken up the
judicious arrangements made as to canals, boats, &c. by Lieut. Lynch
before we arrived, was effected, after the successive illness of Major
Estcourt and all the others, by Lieut. Cleaveland, who was in charge
of the operation for the second time, when he brought in the last
boiler to Port William by means of 104 bullocks and 52 men guiding
them through the deep mud. Besides the difficulty, there was
another marked circumstance attending the transport, viz., the de-
cided honesty of the Arabs, who were entrusted with many valuable
things, which were taken, unattended by any Europeans, from the sea
to Port William, almost invariably without loss, and subsequently
they continued to bring our letters and parcels of money, wherever
we happened to be, with equal fidelity : indeed, we never had but one
misunderstanding during the two years we were amongst the different
tribes of Arabs.
44 The descent and survey of the river now commenced, March 16,
1836, by the two vessels which had been thus carried across, with
the most perfect success ; and all went on smoothly to the 21st of
May, when our first and only calamity occurred, by the loss of the
Tigris, and with her twenty fine fellows, and most of our tools. Great
as this calamity was, which thus deprived us of half our means
morally and physically, it was not without some advantage in further-
ing the ulterior objects. My original instructions were to break up
the expedition on reaching Basrah, which were repeated in a letter
I received from the president of the Board of Control, about ten days
before the storm, the contents of which I had kept to myself, not to
discourage the others, and meaning to obey. But when the vessel
was carried to to the bottom I determined to continue the expedition
at my own risk, chiefly on the ground that it would have reflected on
the nation to abandon it at such a moment ; and I look back with
gratitude on the willing support I then received from every one, at
a time when a recent calamity of such magnitude might have justified
a very different course from that of giving up their pay, in order to
lighten the expense and lessen my responsibility. The Euphrates
steamer having continued the descent to Basrah with the same
marked success as before, and there being no means whatever there
to replace our tools, or even obtain planks, we proceeded to Abu-
shehr, where she was refitted after much difficulty and great delay.
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“ On returning to the Euphrates we examined the rivers Baha~
mishir and Karun, after which we carried an Indian mail to Bagdad.
After this was done we commenced the ascent of the Euphrates, when
its waters were at the lowest, but we found sufficient even for a large
vessel, till an accident happened by cracking the cross-head of the
air-pump, and she returned with one engine only, without the hope
of doing anything more ; but as it was opportunely and successfully
repaired alongside the Hugh Lindsay, the Euphrates was despatched
to continue the examination of the rivers of Susiana and the Tigris,
under Major Estcourt, while I proceeded to India, to arrange, if pos-
sible, for the continuance of tne expedition ; and I succeeded when
too late, for Major Estcourt had already broken it up at Bagdad, in
consequence of renewed orders from England, before he was told
from India to proceed.
“ During an undertaking, which is mixed up like a nursery tale
with rocks, cataracts, deserts, and millions of Arabs living by the
plunder of an occasional traveller, we had no accident whatever but
the breaking of the cross-head ; and our only regret was the loss of
many valuable men, amongst whom was a most promising officer of
artillery, Lieut. Robert Cockbum, and another individual who will
long be regretted by this and other societies. But Lieut Murphy
had already completed a series of observations from the Mediterranean
to the Persian Gulf, which will transmit his name to posterity as hav-
ing been the first to lay down a certain base for future explanatory
journeys, both northward and southward from it, as a starting point.
Other objects have been attained during the expedition by the re-
maining individuals, to whom I hope to do some little justice in the
work now in preparation ; therefore, I shall now merely beg the
president and the rest of his fellow-labourers in the good cause of
the advancement of geographical knowledge, to accept the warmest
thanks of myself ana tne other officers for the marked distinction
which has been conferred upon the late expedition. And may every
such enterprise be equally honoured on its return by the fostering
care of this society !
“ The Euphrates steamer was still without men to navigate her in
February, but some were about to be sent to her from Bombay, and
an engineer also. On their arrival, Lieut. Lynch was to recommence*
and if he is supplied with suitable means, it will soon be shown that
our opinion as to the river being easy of navigation was well founded,
— for the fact will speak for itself.”
[For various papers on this subject, and a map showing the geographical relation
of the three modes of making the passage to India, we may refer our reader to the
volume of the Nautical Magazine, for 1835, page 202.]
Shipwrecked and Distressed Sailors* Astldm.
(Concluded from page 493.)
George Frederick Young, Esq. had come to the meeting not
prepared to move a resolution, nor even aware of the course which
would be adopted. He came, however, with the strongest feelings
on the subject ; and those feelings had been confirmed by the unfor-
tunate appearance which that room presented, particularly when they
recollected the object for which they had met, and the honour which
had been done them by the distinguished Admiral’s taking the chair.
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He wished he could join in congratulating the society on its success.
He could not consistently do so, when ne considered that in June,
1837, the committee had stated that they had a balance in the trea-
surer’s hands of 108/. 19*. 8 d., and that, at the conclusion of the year,
(ending 31st May, 1838,) their accounts closed with a balance of only
27/. 14*. 8£d. When he looked to the objects which the institution
had in view, he could not consider that everything had been done
in the way most calculated to secure success. He thought with all
possible respect to the committee, that they had taken too narrow
and confined a view of the subject. He meant not to impugn their
conduct, for he thought that, compared with the limited extent of
their means, their conduct had been above all praise. After alluding
at some length to the services of these gentlemen towards advancing
the cause of the institution, and particularly to Sir E. Codrington’s
devotion of time and money to the same object, he declared that it
was discreditable to the great mass of intelligence and humanity in
that city, that, when the gallant Admiral had come to the heart of the
city of London to promote the interests of those seamen who were
the cause of its pre-eminence as the emporium of the world, in that
large room there should not be one of those proud names which were
foremost in every other work of charity. They should seek out the
cause of this anomaly. They should probe this evil to its source.
They were wrong on the main ground. They called this an Asylum
for Shipwrecked and Distressed Sailors. There was the cause of
their want of success. He would say, that the destitution of seamen
formed their least claim to relief, as it was the consequence of their
vice and improvidence. Where absolute destitution existed, the law
of the land gave relief. But they should strike at the root of the evil,
and elevate the moral character, and improve the condition of sailors
generally. He was ready to give his assistance to so desirable an
object. He had had some floating notions on the subject, which, in
order that their accuracy might be tested, he had sketched out, and
now offered to the meeting, not with any dogmatical feelings, but as
simple suggestions, that it might be seen whether it was possible to
make this meeting a nucleus for uniting all who wished well to sea-
men, in one common object. They should first declare this simple
fact : 44 That considering the intimate connexion subsisting between
the character and condition of British sailors, and the national pros-
perity, glory, and safety, policy and duty should induce eveiy lover
of his country to extena protection, encouragement, and assistance
to British seamen.” This was a truism against which no hand could
be held up. He now came to the second declaration : 44 That the
present state of a large portion of our brave and hardy sailors,
physical, moral, and religious, is not consistent with the enlightened
spirit of the age, and must be considered peculiarly discreditable tp
the opulent and intelligent classes, who, from their commercial pur-
suits, are especially connected with maritime affairs.” Having then
alluded to the general feeling which pervaded the public mind
in favour of institutions which professed to be founded on the prin-
ciple of affording moral and religious instruction, he contrasted with
the present thin attendance, a meeting of the friends of the British
and Foreign Seamen’s Society which had lately been held, and by
which the great room of the City of London Tavern had been crowded
to excess. Having dwelt at considerable length on the necessity of
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remodelling the institution on this principle, and having clearly
demonstrated the success which would be then sure to attend their
efforts, he entered into some harrowing details to show that the phy-
sical, moral, and religious condition of seamen, was not creditable to
the nation or the age. Having next alluded to the very strong effort
which had been made in 1835, to build an asylum for merchant sea-
men opposite Greenwich, which would vie with the establishment on
the opposite bank, he said that he had in December, 1835, held
meetings in Sunderland, where 1,500 seamen attended, and on
the banks of the Tyne, where no less than 700 or 800 were present ;
and they all expressed their readiness to contribute towards tne erec-
tion of such an establishment. As those men were willing to put their
shoulders to the wheel, the mercantile interests were bound to assist
them, as they were willing to assist themselves. He should abstain
from entering into the details of the mode of affording that assistance,
as entering into details frequently injured a good cause. As the cor-
rectness of the two former propositions was admitted, he would now
move the following : “ That in order to carry into effect the most
efficacious means for improving the condition and elevating the
character of our merchant seamen, a committee be now formed to
co-operate with the committee of the ‘ Shipwrecked and Distressed
Sailors’ Asylum ; ’ that the following gentlemen be requested to con-
stitute such committee, with power to add to their numbers ; and that
the wealthy and influential merchants, shipowners, and underwriters,
be invited to give their concurrence and assistance. That the com-
mittee be requested to take such steps as may appear advisable for
giving effect to the proposed objects, either by convening another
public meeting, or by proceeding at once by such means as they may
conceive expedient, if the encouragement they receive should seem
to warrant the immediate adoption of practical measures.” He
believed that, if they should pursue some such course as was here
imperfectly pointed out, they would be successful ; but if they should
confine themselves to their present limited views he feared for the
result. However, though he had offered these resolutions, he would
willingly concur in any other for the same object which the committee
should propose.
Sir John Rea Reid, Bart., M.P., felt happy in seconding these
resolutions, which were put and carried.
Captain Saumarez, R.N., in the course of an able address, called
attention to the number of seamen annually wrecked on our coasts.
By the books at Lloyd’s, it appeared that the number of vessels
wrecked every year was 600, which, allowing ten men to each vessel,
gave 6,000 seamen thrown destitute on our shores, without food,
clothes, or even a right to the wages they had earned ; as by the
law, the sailors lost all claim to wages if the vessel happened to be
wrecked. He recommended the establishment of a registrar office,
and of a savings’ bank in connexion with the asylum. He would
advise the committee to invite two members of the Trinity House,
two from Lloyd’s, and two from all the leading corporations, to join
the institution. If they did so, he had no doubt that they would
succeed.
Lieut. Lean, R.N., moved “ a vote of thanks in an appropriate
address, to the managing committee, for their philanthropic and
voluntary service for the past year, and that they be re-elected.”
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The gallant" officer remarked, that they had heard it stated the many
thousands who were annually wrecked : out of those, vast numbers
were cast on a foreign coast, and clothed, fed, and provided with a
passage home, at the expense of the British government. But for
the condition of those wrecked on our own shores, he could only
refer them to the reports of the provincial and metropolitan police-
offices, which will prove the necessity of supporting an establishment
of this nature : —
Mr. Young then proposed that the following gentlemen be added
to the committee.
Sir John It. Hied, Bart.
Geo. Palmer, Esq., M.P.
Capt. Saumerez, R.N., K.L.
G. F. Young, Esq.
Henry Blanchard, Esq.
He had been authorized to propose those gentlemen as members
of the committe, who would give it their utmost support.
Lieut J. B. Connolly, R.N., in seconding the motion, observed,
that there was a very important feature in the management of this
asylum different to other institutions : he would simply quote the
honorary secretary’s words, which are extremely plain and candid :
44 To invite candid and impartial inquiry is, and ever has been, the
desire of the committee elected by tne friends and supporters them-
selves at their annual meetings. Participating in all their wishes for
the progress and success of the institution, the members of the com-
mittee had no isolated, no individual feeling : the welfare of the sea-
men is the constant undivided object of their exertions, and they will
esteem those exertions amply compensated by the confidence and
support of their subscribers, and by the institution reaching that pre-
eminence in the rank of public institutions and extended sphere of
usefulness, to which it is so fully entitled. But objects of this im-
portance are not of hasty attainment; they must be the result of
matured plans, of well tried experience, of much labour, zeal, energy,
judgment, and perseverance on the one part: and sustained by con-
fidence, liberality, public spirit, forbearance, and sacrifice of some
personal feelings on the other.”
The resolution having been unanimously carried, —
The Chairman was persuaded the resolution they had just adopted,
would ultimately lead to very beneficial results. He was as anxious
as the honourable gentleman could be, to see religious education
extended among seamen ; though, what a man’s religious faith might
be, it never had been his habit to enquire, he thought every man’s
conscience was his best monitor on that subject:- one thing, however,
must be recollected, as regarded this institution; when a shipwrecked
seamen in distress and destitution, (such as had well been described
by an honourable friend of his,) came to the society to seek relief,
they did not stop to enquire what had been his previous conduct in
life ; the first ooject was to relieve him, and restore him to such a
state of health, as would qualify him again to resume his professional
avocations. With respect to tne general moral improvement of sea-
men, and the means of raising a fund sufficient to carry that object
into effect, he believed such funds already existed. It was but lately
that a member of the House of Commons had moved for a return of
ENLARGED SERIES. — NO. 8. — VOL. FOR 1838. 4 B
Joseph Somes,
J. W. Buckle, Esq.
Thos. B. Oldfield, Esq.
William Tindle, Esq.
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seamen’s dues, which had become payable within a certain time, in
one single port. The amount was considerable : but this fiind
existed m every port, and the whole sum collected under that item
must be very large ; but would the meeting believe that no account
was to be found of its appropriation in many cases ? He thought if
a government commission was appointed to superintend this fund and
its appropriation, great benefit would result to poor seamen from the
labours of such a commission. With respect to the resolution which
had just been adopted, he trusted its effects would prove beneficial
ultimately to the institution ; but in the mean time the committee
must not shut up shop ; they must go on till a new one was appointed,
and, therefore, he must call on the meeting to supply the necessary
funds. The committee had prepared several resolutions, having that
object in view, but in his opinion the resolution just adopted had
superseded them all, and the object now was to supply the means of
affording temporary relief in such cases as might arise, until a new
and more efficient plan could be brought into action. He could not
too highly praise the exertions of the Honourable Secretary, and
Mr. Baker, who worked from morning till night to promote the
objects in view.
Mr. Young rose, and said, that he had prepared an amendment to
meet the gallant chairffian’s views. It was — “ That until some more
extensive mode of relief be adopted, every effort should be used to
procure sufficient funds to enable the Committee of Management of
the Shipwrecked and Distressed Seaman’s Institution to continue
their exertions as heretofore.”
The resolution having been carried, Sir John Rae Reid, Bart., M.P.
proposed “ a vote of thanks to Sir Edward Codrington, for his con-
duct in the chair, and for his exertions both in and out of the House
of Commons, in promotion of the interests of British seamen.
O.'P. Holmes, Esq., having seconded the resolution, which was
carried unanimously.
The Chairman returned thanks, and observed, that though he had
met many seamen of reckless dissolute character, who were to be
constrained only by fear of punishment, the majority of British sea-
men were, to his knowledge, men of high sense of honour, strict
truth and justice, and of unbounded generosity. It was because he
knew their value, that he was disposed to advocate their interests.
The meeting then separated.
Naval Discipline. — Mr. Editor, The article on the “ Meeting of
the Mates of H.M. Squadron at Portsmouth,” which appeared in the
Nautical Magazine of this month, having struck me as a new feature
in the service, naturally suggests a few observations, which, I think,
must force themselves upon the mind of every one conversant with
naval discipline. Should you consider these remarks worthy a place
in your valuable publication, I beg to assure you I have no other end
in view than the good of the service, and to point out, how dan-
gerously it would be affected, if upon a supposed grievance, any
body of officers, commissioned or petty, should call a meeting, and
draw up resolutions to “ mark their surprise and regret at the con-
duct of a commanding officer.
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Though the object of the mates in making their request to Colonel
Lewis, to allow the band of the marines to attend the funeral of their
departed friend and messmate, was laudable, and highly honourable
to their feelings on the melancholy occasion, still, upon cool reflec-
tion, they were either bound to consider the answer of 44 its making
a bad precedent ” as satisfactory, or to have sought redress, if they
thought it a point of service, through the proper channel of a court
of enquiry. For any class of petty officers might afterwards consti-
tute the same demand into a right, making thereby a bad precedent,
and upon its refusal sit in judgment in like manner.
Whatever might have been the reason why the band was refused
in this instance, one thing is quite evident, that no unkind or bad
feeling was meant towards the navy on the part of Colonel Lewis, for
it is acknowledged that it always attended the funerals of officers,
(bearing a commission, I presume,) as in the case of Lieutenant
Derriman.
The commanding officer is responsible alone to his superiors for
his conduct, and very properly so, for who could be safe, if such
meetings, as in the present instance, should grow up in the service
to criticise and condemn him in the execution of what he deems his
duty ? It would strike at the root of all discipline and good order.
A Friend to the Navy.
London, July 4th, 1838.
The 44 Gorgon ” Steam Frigate.
The 44 Gorgon” is now the largest and most powerful steam-vessel
belonging to our service. Her tonnage, according to the old mode
of computation, being 1,150 tons.
The length on deck, 183 feet.
Breadth Detween the paddle-wheels, 37 ft. 6 ins.
Full breadth of deck, 45 feet.
This splendid vessel was built at Pembroke, from the designs of Sir
William Symonds ; and for her excellent properties as a steam- vessel
of war, strength, symmetiy, and durability, is unrivalled by any ves-
sel whatever. She combines also the necessary qualities of a sailing-
vessel with those of a steam-ship. The whole of the timbers, the
planking, the beams, and the deck, are formed of East India teak ;
the sleepers for the engines, and the main beams, are of very hard,
durable, African oak ; the whole secured in the most ample and com-
plete manner by a profusion of copper-bolts, and stout iron knees and
riders.
The partitions and doors of the cabins are composed of South
American cedar, taken from the hull of the 44 Gibraltar,” a Spanish
man-of-war, of eighty guns.
The “Gorgon” wifi be fitted with sixteen 32 pounders, (long
guns,) of which twelve will be on the gun-deck, and four on the
upper-deck. She will also be provided with two of those newly-
invented tremendous engines of war, the ten inch-guns, intended to
discharge hollow shot of 961bs. weight ; one of these guns will be
placed forward, and the other aft, on the upper-deck, on sliding
swivel-beds, which will range entirely round the horizon. The bul-
warks are so constructed that they can be thrown down in a moment
to admit the guns being pointed in any direction.
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The gun-deck of the “ Gorgon” is fitted up in the most commodi-
ous manner for the accommodation of the officers and crew, amount-
ing altogether, with the engineers, in war time, to 190 men. The
orlop-deck, fore and aft, is appropriated entirely for the reception of
troops with their stores and baggage ; and the ample hold will receive
abundance of water, provisions, and stores, fpr a long voyage.
The steam-engines for propelling, are of 320 horses power, (two
engines each of 160 horses power) ; made by Messrs. John Seaward
and Go., of the canal iron works, Limehouse, and are upon a very
novel construction ; being remarkable for their compactness, strength,
and lightness. They have none of the usual cast-iron framing, sway-
beams, side-rods, or cross-heads ; but the line of shafts being placed
directly over the centre-line of the cylinders, the rod of the piston
is connected direct with the crank by means of a connecting rod of
moderate length, without the intervention of any other part or piece
of machinery. The piston rod is preserved in its vertical position by
a strong parallel motion of peculiar construction, which serves, at the
same time, to work the air-pump, as also the feed and bilge pumps.
The main carriages which carry the line of shafts, are supported by
eight bright wrought-iron columns of seven inches diameter, which
rest immediately upon the tops of the cylinders, so that the whole
strain and force of the engines is confined entirely between the cylin-
ders and the main carriages ; and no strain or force of the machinery
is thrown upon any part of the vessel. Each engine is supported
upon a very strong foundation plate, which, with the condenser and
lower part of the hot-well, is cast all in one piece, and weighs about
ten tons. The space occupied by these engines is remarkably small,
being little more than half what is required for engines of the
same power made upon the ordinary plan with sway beams. There
are four copper boilers for supplying steam to these engines ; they
are quite detached from each other, and can be used separately, or
in conjunction, as may be required; this is an important convenience,
as it admits of repairs being made to one or two boilers while the
others are in use. The boilers stand in pairs, side by side, and back
to back ; so that two of the boilers stand with their fronts towards
the engines and the bow of the ship, and the other two with their
fronts towards the stem of the vessel. There are twelve fire-places,
and two stoke-holes, one in front of the boilers, and one abaft. The
two stoke-holes communicate by passages going all round, and over
the boilers ; by means of which, a free circulation of air is kept up
throughout the engine-room.
On each side of the engines and boilers are ranged the coal-boxes,
which reach on each side of the vessel from the after bulk-head to
the fore bulk-head ; the boxes average about eight feet wide on each
side, and afford ample stowage for 400 tons of coals, being adequate
to sixteen days’ consumption of the engines ; so that the engines and
boilers stand between two solid beds of coals, eight feet thick. No
shot could pass through such a thickness of coal, and do any material
injury to the machinery. Moreover, the more vulnerable parts of the
engines, as well as the boilers, are below the water line, and quite
out of the reach of shot.
The diameter of cylinder is 64 inches
The length of stroke is 5 J feet
The diameter of paddle-wheel is 27 feet
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565
The length of engine-room, from the >. ^ f.
fore bulk-head to the after bulk-head ) 18 e
These engines were made, completed, and fixed on board the ves-
sel, in little more than eight months from the receipt of the order ;
they were set to work for the first time on Thursday, the 13th day of
June, 1838, and acted in the most efficient and satisfactory manner.
On Monday, July 2nd, an experimental cruise down the river to
Gravesend and back, was^tnade by this vessel, with a number of naval
and scientific gentlemen on board, among whom were the Earl of
Minto, the First Lord of the Admiralty, Sir Charles Adam,
Sir William Parker, Mr. Charles Wood, M. P., Secretary of
the Admiralty, Sir William Symonds, Surveyor of the Navy, Sir E.
Parry, Comptroller of Steam-boats, Captains Austin, Henderson,
Daws, Symonds, Captain Loch, Chairman of the Committee of Steam
Navigation of the East India House, Captain Hayman, Trinity House,
Mr. Ewart, and Mr. Kingston, the Admiralty Engineers, and others.
The vessel proceeded down the river in gallant style ; and notwith-
standing her immense bulk, and her draught of water, thirteen feet
forward, and fourteen feet six inches abaft, she soon obtained a velo-
city through the water of 1 1£ miles per hour ; the engines making 19 £
strokes per minute ; and with this great speed there was no sensible vib-
ration on board. A tumbler of water, placed on the tafirail, as well
as one at the paddle beam, directly over the engine, remained undis-
turbed ; it was remarked by all on board that the motion of the vessel
was that of ship under sail, no effect of the immense power that was
propelling her forward being perceptible, except the velocity with
which she went through the water.
This freedom from vibration or concussion may be attributed to
two important causes ; first, to the judicious and excellent plan
adopted by the surveyor of the navy in the construction, by wnich
the vessel may be said to be from stem to stem, like one solid piece
of timber, so admirably is she fasted and secured ; and, secondly, to
the important improvement adopted in the engines, whereby a mass
of moving material, of forty-five tons weight is dispensed with, and the
energy of the piston is at once carried to the paddle-shafts, and the
whole force of action and reaction confined within the base of the
cylinder upon which the engine stands.
The “ Gorgon 99 proceeded at once to the Mile Ground, as it is
termed, in Long Beach ; when, after four trials, two with the tide,
and two against it, the average was found to be as above stated-
eleven ana a quarter miles per hour, through still water. Their Lord-
ships then proceeded to Gravesend, where they had ample opportu-
nity of witnessing the ease with which the vessel was worked ; her
steerage was excellent, one man at the wheel being found sufficient
for all ordinary purposes. She was turned round repeatedly in the
river, in about four times her own length, occupying in the evolution
from two and a quarter to two and a half minutes. On her voyage
down she easily passed all competitors, except the Gravesend clip-
pers, and on her return from Long Beach, she overtook the “ Albion,’’
river steamer, and in a run of one hour and a quarter, passed her,
and gained two miles upon her between Gravesend and Woolwich,
where she finally arrived at five o’clock.
The consumption of fuel, ascertained by weighing, was one ton
of Welsh coals per hour, equal to seven lbs. per horse per hour, at
566
NAVAL CHRONICLE.
full speed ; of course, when under canvas, or when going slow with
head-winds, the consumption will be considerably less. The coal
boxes, holding four hundred tons of coals, in the engine-room, will
be sufficient for seventeen days’ consumption, at full speed ; ten days
more coal may occasionally be stowed in the fore and after hold,
making, in the whole, fuel for twenty-seven days ; this, at an average
speed of nine miles, will carry a distance of 5,800 miles by steam alone.
As this steam frigate will carry, besides the crew, 1 ,000 troops,
with stores and provisions for two months, it is evident that a regi-
ment might be transported, to any of the ports of the Mediterranean,
Baltic, St. Petersburgh, or West Indies, at once, without waiting for.
wind, or stopping for fuel.
On the 6th July, the “Gorgon” proceeded to Sheerness; she
started from Woolwich, with the flood-tide, and performed the dis-
tance to Gravesend in one hour and forty minutes, and from thence
to the Nore light in two hours, making the whole distance from Wool-
wich to the Nore light, about fifty miles, in three hours and forty
minutes. She ran the mile in Long Reach, against the flood-tide, in
six minutes, and fifteen seconds, equal to twelve miles per hour. The
“ Gorgon,” is fitted with the stop-wheel, very narrow, and of large
diameter, compared with the stroke ; the outside diameter to the
edge of the paddle being twenty -seven feet, each arm has three floats,
one ten, and two nine inches wide, and 7*5 feet long. When the wheel
dips five feet, the ship must roll to an angle of 40° from a perpendicu-
lar, to bring one wheel out of the water.
Commander Dacres, and the crew of the Salamander, have been
turned over to this vessel ; she is now fitting for sea at Sheerness,
and is expected to go down the channel in three weeks.
Royal Prussian General Consulate,
106, Fenchurch- street, 13th June, 183S.
Sir, — I beg leave to transmit to you the enclosed copy of a notice
issued by his Prussian Majesty’s government at Coslin, concerning a
new light which has been erected between Rugenwalde and Stolp-
mund on the Baltic sea ; and I shall feel obliged by your giving pub-
licity thereto, for the benefit of British shipmasters navigating the
Baltic.
I have the honour to be, Sir, Your most obedient servant,
B. Hbbeler, Prussian Consul-General.
New Lights in the Baltic. — Between Rugenwalde and Stop-
munde, on the shore of the Baltic, sea, near the village of Jershoft,
is a ridge lying east and west, and sloping suddenly towards the sea,
which in Gustav-Klindt’s chart, used by Baltic navigators, is impro-
perly designated by the name of Rober Hooft.
A lighthouse, built of stone, with a circular base and iron lantern,
has been erected at the eastern end of this ridge, at the back of the
village, distant from the sea, at the nearest point, 102 Ruthen six feet,
(422 *2 English yards,) situated in the lat. 54° 33' north, and in long.
16° 36' east of Greenwich, 2£' south, and 19 7 long., west of Stolp-
munde ; north, and 8' east of Rugenwalde.
The light which, from the 1st July, will burn every night through-
out the year, from sunset till sunrise, is a plain light, formed by fifteen
parabolic reflectors, of twenty inches diameter,^ ^nc| n@^j^h{!£ in
NAVAL CHRONICLE*
567
depth, which are so fixed in an upright axis in three clusters of five
each, that on each revolution of the axis, there is an alternation of
light and darkness in the proportion of seven to five.
The intensity of the light will only be complete to the observer,
at the moment the extended axis of the parabolic reflector becomes
visible.
The motion of the machine is bo regulated as to perform an entire
revolution once every six minutes. Tne light will, therefore, be visi-
ble to mariners from the sea in every direction during about seventy
seconds, and invisible for fifty seconds.
By these intervals, and more especially by its revolving entirely
every six minutes, and the alternation of light and darkness, three
times this light will be distinguished by mariners from the nearest
lights to the eastward and westward at Rixhoft and Arcono, and also
from the revolving light to the eastward at Hela, where the duration
of light and darkness is equal.
The eminence on which the light is erected is seventy-two feet from
the surface of the sea ; from the foot of the building to the centre of
the highest reflector is ninety-three English feet, therefore the light
will burn at a total height of 165 feet above the level of the sea.
At this height the light can be seen from the sea everywhere within
the bearings from the lighthouse of E.N.E. and S.W., from the
deck of a ship, at a distance of sixteen miles. But the bay in which
the harbour of Stolpmunde lies is hidden by the high Downs at the
Viezieger Lake, so that there the light can be seen no nearer than
from the harbour roads.
Coslin, 26th April, 1838,
Royal Government, Home Department.
Harbour op Tadousac. — St. Lawrence.
Mr. Editor, — As the recent erection of sawmills on the banks of
the Saguenay, seems likely once more to make Tadousac a busy
trading port, a part of the French population from Mai Baie having
also removed there, the accompanying instructions and hints for
making that place, may be worthy of your next number.
You are so ready at all times to assist the interests of navigation
and commerce, that I make no apology for requesting this insertion ;
one of the papers is from the pen of that indefatigable and valuable
officer, Captain Bayfield, B.N., whose labours cannot be too highly
appreciated by shipowners and masters in the merchant service.
I am, Sir, your obliged, Nathaniel Gould.
\6thJuly, 1838.
Tadousac and the Saguenay. — Tadousac, at the mouth of the
Saguenay river, is a small harbour, having space for about half a
dozen snips, or more, in case of need, to moor conveniently. The
holding ground is good, bottom being of clay. It is sheltered so
that there is never any swell in it that would in the least degree
endanger a vessel. The space to anchor in, is about one- third of a
mile in length, and a quarter of a mile wide ; the depth of water from
eight to sixteen fathoms at low water. There is scarcely any stream
of tide at the anchorage, although a very strong ebb outside.
There are good leading marks to enter the Saguenay. The entrance
is about a mue wide between shoals which lie off each point, so that
there is plenty of room, and although the tides are stro^g^4|jere is
568
NAVAL CHRONICLE.
neither danger nor difficulty with a good pilot, or a good chart, a
leading wind, and fine weather.
Vessels arriving in the St. Lawrence in thick weather, bound for
the Saguenay, I would recommend to drop anchor at the Brandy
Pots, or on the south shore, until the weather becomes favourable,
and then, by the use of the lead, and attention to the soundings laid
down in my charts, and to the leading marks, there is no difficulty
whatever in entering.
There are also good anchorages higher up the river at the Ance
St. Etienne, ten miles above Tadousac, at St. Louis island, fifteen
miles above Tadousac, and two miles above St. Marguerite, at the
Ance St. Jean, twenty-two miles above Tadousac, and at the Baie
L’Etemette, twenty-eight miles above Tadousac, at all of which
places vessels might lie well to load. There is very deep water
(too deep for anchoring) everywhere, except at these anchorages ;
the shores are bold, rocky, and high, and there are no shoals.
The ebb-tide is very strong, but there is very little stream of flood
much above Tadousac, so that vessels can only ascend the river with
a fair wind. It is navigable for the largest ships fifty-two miles above
Tadousac, and for smaSer vessels about five leagues higher.
Henry Wm. Bayfield,
Captain, R.N., surveying the gulf and river St. Lawrence.
Quebec, 15/A May, 1838.
Mr. Joseph Hovington, a native of Durham, in England, master
mariner, and master of the schooner “ Tadousac,” belonging to the
Hon. Hudson Bay Company, trading between the Saguenay and
Quebec, and the north shore to Esquimaux, says, that there is no
difficulty whatever in entering the river Saguenay with a leading wind.
The wind from any point from the south-west round southerly to the
north-east, is a leading wind to enter the Saguenay, and to proceed
up as high as the anchorage of St. Louis, fifteen miles up ; after that,
southerly to north-easterly are leading winds.
North and north-westerly winds draw out of the river ; in summer
months west winds draw in, from the temperature outside in the St.
Lawrence being warmer than in the Saguenay ; but in the spring and
fall it is not so.
Tadousac is a good harbour for shelter and anchorage ; if more
than three ships snould be there, I recommend them to moor head
and stern.
The anchorages higher up the river Saguenay, — St. Etienne, ten
miles, St. Louis, fifteen miles, Ance St. Jean, twenty-two miles. Bay
L’Eternette, twenty-eight miles, — are safe, good, and convenient ;
but to get to them, must not be attempted without a leading wind.
Southerly to north-east, or soutn-west, is leading as far as
St. Louis.
St. Marguerite is about two miles below St. Louis, on the opposite
side of the river ; the anchorage there is not good for large vessels,
the ground being too steep. Anchor there, but very close m-shore.
At St. Louis, the anchorage is at the north-east end of the large
island, and forms a very good harbour and shelter from north-west
winds. Easterly winds blow up, but never any sea.
The leading marks are good to enter the Saguenay : on getting a
full view of the Bull, ships may run boldly in. The Bull is a round
mountain on the north side of the Saguenay, about three miles up ;
r
NAVAL CHRONICLE.
569
and by keeping the Bull open from the points, there is no danger in
running in ; and when abreast of the port or houses at Tadousac,
they may run up, on whichever side they think they may have most
advantage, but with ebb-tide there is less current on the north-east
side of the river.
The entrance between the two shoals is one and a quarter mile
wide. I recommend that ships arriving for the Saguenay, should
keep the north shore, above Portneuf up to Point Bon desir. There
is good anchorage all along, from Point Bon desir to the Saguenay.
Edward Verrault, a half-Indian, at Tadousac, is a good pilot for
the Saguenay river.
The ships can load conveniently at the anchorages up the river.
There is a good anchorage at Mull a Boce, m five and sixteen
fathoms water, three miles below the Saguenay.
I recommend vessels to keep the north shore, above Portneuf up
to Bonaca. There is good anchorage all along the north shore, from
Bonaca to the Saguenay.
Captain Pine, many years master of a schooner, trading along that
coast, says : — “ There is no difficulty or trouble in getting into
Tadousac, or running up the river, which, if the wind answers, ships
should do, for the convenience of loading at the mills, which are nine
miles and fifteen miles up where the harbours are good.
Captains should keep the north shore from about Port Neuf, and
have Captain Bayfield’s admirable chart before them. A man-of-war
may sail up fifty miles above Tadousac. It is intended to have a
pilot stationed at Point Bon Desir, eighteen miles below the
Saguenay.” —
Literature. — The second volume of “ Papers on Subjects con-
nected with the Duties of the Corps of Royal Engineers,”* has just
been presented us. It contains many important professional papers,
illustrated by numerous plates, among which we mav instance a paper
on contoured plans, by Lieut. Harness, R.E., which might be turned
to account by the nautical surveyor ; and another on hurricanes, by
Lieutenant-Colonel Reid, R.E., which should assuredly be studied by
every seaman who is (or should be, if he is not) desirous of acquiring
all the knowledge wnich has of late been gained respecting these
dangerous phenomena. The papers generally are most interesting,
and we cannot too highly commend either the project itself, or the
mode in which it is carried into effect, of a body of scientific officers,
thus contributing the results of their useful and valuable observations
connected with professional subjects to one common stock, attainable
in the shape of an annual volume : an example, we may add, worthy
of imitation in the navy.
Adele, a Tale of France. — In our notice of this little volume in
our last Number, the name of “ Maria Antoinette ” was unaccountably
substituted for that of “ Adele,” by which an improper idea of the
intentions of the authoress was given. It affords us, however, another
opportunity of recommending the work, both as interesting and in-
structive in history.
Hurricanes. — We understand that a work on the subject of hur-
ricanes, from the pen of Colonel Reid, of the Engineers, is in the
press, and will shortly be published. W e shall not fail to announce
its appearance.
* Sold by Weal, 59, High Holbom.
ENLARGED SERIES. — NO.8. — VOL. FOR 1838.
570
LAW PROCEEDINGS.
Rato iJroMrthngu.
William.* — Brig. — Riison v. Craig. — Plaintiff, owner of the William, to recover
compensation from the defendants, Craig and others, proprietors of the Adelaide
steamer, in consequenee of having run her down, and occasioned her loss in the
Thames. On the 2nd May, William arrived with coals off Tilbury Fort, about ten
at night, and anchored in the fair wav, about one-third of a mile from from north
shore. About three in the morning, the Adelaide, in going down the river, run foul
of her, and she filled and sunk immediately. Steamer had Tights, the William none ;
a fleet of colliers about her. Contended, for the steamer, that there was no negligence ;
that the fault lay with the brig in not having a light The Judge and the Harbour-
master considered she ought to have had a light ; and the latter thought she was
lying in an improper position, being in the fair way ; he added, the colliers are in the
habit of lying in all parts of the river, and are as difficult to manage as a parcel of
children. The jury gave a verdict for the plaintiff, and the damages were agreed to
be settled out of court
Columbia. — Salvage. — Suit by owners, captain, and crew of a Dutch ship, the
Phenomene, Captain F. P. Hoed, for services rendered to British ship Columbia, in
January, 1837. Columbia sailed from Bombay on 17th September last for Liver-
pool ; cargo cotton, &c. and specie. Met with severe weather before reaching Mauri-
tius, and afterwards encountered heavy gales, with rudder carried away in the Atlantic ;
lay in a disabled state at mercy of the sea, withont hopes of being saved. On the even-
ing of the 26th January, signals of distress were made to a sail in sight, without effect ;
next morning she was not seen. Soon afterwards, another sail hove in sight, and
attempts were made to attract her attention, and get into her track. Signals seen and
answered by stranger, which proved to be the Phenomene ; she joined her by the
evening, and the Columbia was assured that she would stay by her, and relieve her,
next day. On the following morning, the Phenomene took on board passengers and
crew, many being sick, and saved besides 11,300/. specie, by so doing, disabled four
of her men ; the Columbia, with the rest of her cargo, was then lost The Dutch ship
landed the people saved from the Columbia, with the specie, at Plymouth, on 13th
February, and proceeded on her voyage to Rotterdam. Sir John Nichol looked on
this as a very important question. The Dutchman had suffered much from bad
weather, but had rescued the persons and property of the Columbia from a most hope-
less condition. True Samaritan aid had been rendered by Captain Hoed, as he did
not, as the other vessel had done, “ pass away on the otheriside.” The merit was
also enhanced by her being a foreign vessel. He must consider the Columbia a
derelict Her crew had determined to abandon her, so that the lives on board, and
the specie, must have been lost He therefore directed that the actual value of the
specie saved should be ascertained ; the expenses of the suit to be paid out of it ; and
that from the residue a moiety should be given to the salvors. Having been asked
to allot the award, he should follow Lord Stowell’s rule, in the case of the Waterloo,
and direct one-half the moiety to be paid to the owners of the Phenomene ; one quar-
ter to her captain, and the rest to her crew, to be distributed according to the
wages which they received.
The Alarm. — Wages. — The master of a Limerick trader had deducted a month’s
pay from four seamen for leaving the ship without leave or discharge. Captain stated
had arrived on a Sunday afternoon ; not wishing men to work on the Sabbath in the
river, after the ‘ship was moored, gave his crew a glass of grog each ; men went
ashore ; he expected their return on the following day ; they did not, and he toid
them he should fine them a month’s pay for desertion ; he had suffered much incon-
venience, was obliged to hire other men at four shillings a day, and to employ a
steamer to take his vessel from the wharf into the river. The crew considered their
services at an end when the ship was moored. Mr. Ballantine decided they were
wrong; that they should have staid by the ship till the cargo was discharged. It
was stated that one man who had left the ship was paid, but the magistrate could
not, on that account, order the wages, much to the discomfiture of the men, who are not
aware of the Act of Parliament requiring them to remain until the cargo is discharged,
and who are naturally anxious, on the conclusion of a voyage, to return to their
families.
• The same which was blown up lately.
Digitized by Google
PROMOTIONS AND APPOINTMENTS
571
WRECKS OP BRITISH SHIPPING CONTINUED PROM THE SHIPPING
GAZETTE.
[Continued from pug# 356.]
215 Arne#
Ann William*
Athabaska
Aurora
Bclsay Caatle
230 Black Dwarf ~
Britannia
Briton
Brother*
Byron
226 Catherine
Cellna
Charles
Choice
Cora
230Cordelia
Dar. Maurice
Diamond
Diana
Elisabeth
336 Elizabeth
Eliza Caroline
Felix
Gtedatane*
GlcnUta
340 Harriet
James Colvin
Jane and Thoma*
John Cook, ach.
John Dougan
245 Keith Stewart
Kent
Lady of the Iale*
fee
350 Magnet or Michael
Margaret, ach.
Margaret Richardson
Mary
Mary
365 Mary Ana, ach.
Mary Catherine
Matilda
Meraey
Monmouth
300 Mungo
Nancy
Neptnne
Resolution
8L Patrick
Whitehaven Maxwell
Quick
Whitby Nea field
Montrose Gove
■ ■ Robson
Newport
Liverpool
Newcastle
Halifax
lx>ndon
Whitehaven
Belfast
Limerick
Bristol
Sunderland
dismasted &
S. Shields
Me Farlane
Benson
Forrest
Me Kenzle
Cbambord
I Hutchings
| Foster
abandoned,
Durable,
■ Liverpool
St. John NB
part of wrek
Haytl
London
I passed by
I Newcastle
-Jamaica
Scaham
- Coal laden
Bristol
Newry
St. Stephens
- Newcastle
Watkins London
(whalerwith '3UU barrels of oil)
. Maughan destroyed bj
■ ■■ Liverpool
Sunderland — - ■ ■ * ■
Newcastle
Garlieston Brcmner Kilrush
Irvine Troon
Tregartben London
Thomas
-Hollywood
-Anderson
abandoned
washd. ashr.
England
.Vewfoundld
Glengarry
Cadiz
London
London
Lancaster
Madras
London, not
Liverpool
Rouen
St. John NB (Fallen in
— — Simpson
Dundee llighc
Reed
Swan
Sunderland Brown
Exmouth ;
— Powdrell
Gumming
Gibraltar, not!
Campblton
Bathnrst
Bilboa
N. Zealand
% waterlogd
Riga
Whitehaven Harrison
St. John (Fallen In
Yarmouth Cross
London Grant
Sunderland Harbottle
. Me Grath
London C
St. Domingo (
Stockton
- Stockton f
Shields
Table Bav
- Liverpool S
Whitehaven 1
with aband. ii
Sunderland 1
- Demerara 1
Sunderland J
Waterford ?
Algoa Bay
St.John NB
St. And.NB Slncls]
Susan and Ann
Toward Castle
2/0 Triton
Wcnnerne
William and Ann
Barnes Ipswich
- Emmens London
| Keighley Hull
Lee ** Dram
- Inverness
Halifax
i Africa |
Newfoundld
Demerara
from water-
logged by
Quebec
S. Seas
Quebec
Sunderland
Hull
W. Hoyle ]
Montrose
- Tees Ent.
- Solway
- Christmas I.
- Fallen In with
I at sea
r. at Ilfracombe
C altos Passage
d bv fire
- Hamburgh
Off Banks
49* N. 8 Vh W.
Castle Island
Cross Sand
Barnard 8.
Near Madras
t heard of since
at sea
Calais
>. Brest
- Feejee Islands
n I>o wring Bay
- Kyhope
>t heard of since
not hrd. of since
Abandoned
St. Andrew
i 46* N. 11- W.
Riga
- Berwick Bay
Abandoned
Silver Cays
- Gore Sand
Hasbro' S.
- Alexandria
Algoa Bay
1 at sea
collision at sea
42- N. 62* W.
Off Wlnterton
- St. Ives
Strag Harbour 9
Sierra Leone 2
148- N.,49- W.,
[abandoned -
Beaumaris
18 April Crew saved
30 April Crew saved.
17 April 18 drowned
18 April Crew saved.
April Six drowned.
I Crew saved. I
Crew drownd.
- 13 drowned.
Crew saved.
il Crew saved.
Crew saved.
. Crew saved.
Crew saved.
I Crew saved.
Crew saved.
Crew saved.
) Crew saved.
Crew saved.
21 April Crew aaved.
12 May
3 April
17 April Two drowned.
18 April Crew drowned
9 April
i March
April Crew saved.
7 Dec. Crew saved.
18 Aprl
28 April Crew saved.
8 April Crew saved.
Promotions and Appointments.
The following Promotions were made on the occasion of the late Coronation: —
Vice-Admirals of the Blue, — J. E. Douglas, Esq., Sir Ross Donelly, K.C.B., Sir
John Poo Beresford.
Vice-Admirals of the Red, — J. West, Esq., Stephen Poyntz, Esq., Right Hon. John
Lord Colville, John Cocket, Esq.
Vice-Admirals of the White, — Sir H. Heathcote, Sir E. W. C. R. Owen, K.C.B.,
G.C. H., Sir George Scott, K.C.B., Sir T. Dundas, K.C.B., Sir J. F. Rodd, K.C.B.
Rear-Admirals of the Blue, — Sir T. Livingstone, Bart, Sir E. Brace, K.C.B., Sir
T. W. Austen, K.C.B., Sir P. Campbell, K.C.B.
Rear-Admirals of the Red, — Sir T. Briggs, G.C., S.M., & G., Right Hon. T. Earl
of Dundonald, Sir W. Parker, K.C.B., Sir. R.T. Ricketts, Bart, G. M‘Kinley, Esq.,
Sir C. Dashwood.
Rear-Admirals of the White. — S. C. Rowley, Esq., T. Brown, Esm, S. Pym, C.B.,
R. Jackson, Esq., Sir R. Barrie, Knt C.B. K.C.H., C. B. H. Ross, Esq., C.B., Sir C.
Malcolm, Knt T. W. Fane, Esq., Honourable G. Elliott, C.B., J. Hillyar, Esq.,
C.B. K.H.C.
572
PROMOTIONS AND APPOINTMENTS.
Rear-Admirals of the Blue, — J. R. D&cres, Esq., J. Sykes, Esq., J. Hancock, Esq.,
C.B., Hon. D. H. Mackay, T. Mason, Esq., C.B., T. Brown, Esq. A. Shippard. Esq.,
R. Henderson, Esq., Sir Lucius Curtis, Bt, C.B., Sir John Louis Bart, B. Hodgson,
Esq., H. H. Christian, Esq.
The following Captains of the Navy have been placed on the list of retired Rear-
Admirals : —
John Surman Carden, J. Wentworth Holland, John Impey, Henry Munston Ora-
maney, Archibald Duff, Honourable M. J. Henniker; and, as Sir Jahleel Brenton,
Bart, retains his situation of Lieutenant- Governor of Greenwich Hospital, he fore-
goes his promotion to the rank of Vice-Admiral, and will continue at the head of the
Rear-Admiral's list
Captains, — Richard Devonshire, Richard Copeland, Charles Rich, John Robert-
son (a), Robert Deans, W. Richardson (a) George Charles Blake, Mark H. Sweney,
William P. Stanley, William Holt, William H. Pierson, John Jervis Tucker, John
Kingcombe, Brunswick Popham, William Oldrey, Thomas Ogle, George Evans,
William John Cole, K.H., Richard Keane, John Hackett, William Picking, J. J. T.
Newell, John Forster, J. Parker, George Daniell, Frederick Bullock, Russell Elliott,
Alfred Luckraft, John E. Erskine, J. Hope, George A. Sainthill, T. P. Blackwood,
Horatio Thomas Austin, William Ramsay, Edward Stanley.
Commanders, — G. G. Miall, Joseph Roche, Edmund Norcott, Henry Church,
William Hubbard (a), Henry Stroud, Henry D. Taysden, H. V. Huntley, Henry
Frederick Peake, C. J. F. Newton, Frederick Wood, Francis Grove, James
Hamilton Ward, Lewis Tobin Jones, Edward St Leger Cannon, John M*Do-
nell, William Dickey, Charles Wilson Riley, Francis Liardet, John Hathorn, Willia^t
M'Hwaine, Ralph Barton, Richard Burndge, William Griffin, Frederick Hutton,
Bird Allen, Frederick W. H. Glasse, Edward Barnett, John B. Woodthorpe, Charles
G. Robinson, William C. Phillott, Sackett Hope, Richard Robinson, John V. Flet-
cher, James A. Legard, Thomas L. Massie, Woodford Williams, Robert Kerr, A. L.
Montgomery, Samuel Mercer, William Louis, Richard Inman, Robert S. Robinson,
H. R. Henry, Robert T. Stopford, Hon. H. A. Murray, J. H. Wyndham, Hon. S. T.
Carnegie, Henry Bagot, C. G. E. Napier.
Lieutenants, — Thomas S.Coppinger, James F. L. Wood, J. C. Robinson, J. F. S.
Starke, Charles G. Phillipps, Robert O’Brien, N. S. Knott, William Coles, James
S. A. Dennis, John T. Guyon, N. Norway, Samuel Fowell, R. W. Suckling, J. B.
Massie, William Morris, George W. Winlo, Henry H. Shute, John Compton, A. C,
May, Michael de Courcy, Arthur M. Noad, William Frederick Fead, Richard A.
Oliver, Zaccheus Andrew, Richard M. Robertson, John Alfred Paul, Edward James
Bedford, Caesar Cotterell Powell, C. F. Wade. Matthew Nolloth, Walter Need, B. H.
Bunce, J. C. Coffin, Griffith G. Phillips, J. Ormond Freeland, Roger Curtis, Charles
Grey Rigge, C. G. Crawley, William Cotterell Wood, H. E. B. Bennet, James Fel-
lows, William Thorpe, James Henry Bridges, John Robert Crighton Helpman, Geo.
Blane, E. B. P. Von Donop. William Clayton, H. A. Story, Charles T. Schomberg,
Peter Fisher, Charles Barker, W. S. Wiseman, W. H. Church, C. F. A. Shadwell,
J. C. S. Field, Charles James Balfour, Stephen Bradley, F. Denison, W. T. Burnett,
F. E. Johnston.
Promotions.
Captains, W. H. Henderson, G. A. Elliott
Commanders, — F. Warden, Honourable G. F. Hastings, V. Anson, R, Tryon,
G. E. Hamond, Hon. G. R. Drummond.
Lieutenants, — G. Randolph, W. Hoste, E. Troubridge, W. H. Ainslie, A.
Villier*. 1
Surgeons, — T. Kidd, T. W. Jewell, H. Morris, H. Brown.
Appointments.
Alban, St V., — Second Master, J. Baker; Assistant- Surgeon, N. P. Stoddart*
Asia, 84, — Lieutenant, R. A. Bradshaw. Bellerophon, 80,— |
Bcp. (3)
Be.
Be.
Bern.
fim.
Be.
LONDON
T. STANLEY, PRINTER,
HEATS II EAf- YARD, FARR I NG DON -STREET.
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Google
ORIGINAL PAPERS.
September, 1838.
A Winter Passage round Cape Horn, and Visit to the Marquesas
Islands, by Her Majesty's Ship Imogenef Captain H. W. Bruce.
On the 27th December last, we rode out a heavy “ Pampero,” or S.W.
gale, off Monte Video, between the two bower anchors,! moored with
the swivel, 50 fathoms on each cable, in 18 feet water ; topmasts
struck, and a very heavy sea setting in. The ship rode easy ; and
H.M.S. “ Fly,” which was close to us, appeared to do so too. The
strength of the gale lasted about eight hours, and was succeeded by
fine weather. It is worthy of remark, that the barometer gave no
indication of this gale, but, with the sympiesometer, gradually rose
throughout it ; the lurid indication, however, at daylight, was very
strongly and truly marked. The barometer, at the end of the gale,
stood at 30*3 ; sympiesometer, 29-64 ; thermometer, 71.
Sailing from this port on the morning of the 29th, with a fresh
northerly wind, the ship dragged through the mud for half an hour.
The passage to Rio occupied eighteen days, having for the most part
N.N.E., and baffling winds ; during two days of strong S.E. winds,
(fair,) we found a current one day setting W. £ S. 39 miles,
and another N. 60 W. 24 miles in 24 hours ; and for most of the
time a westerly current. On pushing the ship against a head swell,
we discovered a running leak in the gunner’s store-room, which
ceased as the sea went down.
During 47 days in the harbour of Rio, from the 15th January to
the 4th March, we experienced the sultry weather usual (thermo-
meter 84° to 74°) at that season, in general with hot sun, and very
fine regular land and sea breeze; and three times during the 47
days, heavy rain, with thunder and lightning, for two or three days
at a time ; the barometer always indicating the rain by a rise, and the
sympiesometer keeping the same proportions.
♦ The reader will find some useful observations by Mr. R. Thompson, (Master of
the Imogene,) in page 222 of our last April Number.
f Compass C Fort St Phillip.. E. | N.
bearings at J Rat Island - N.W.by N.
anchor. | Light on Mount W,N.W.
ENLARGED SERIES. — NO. 9. — VOL. POR 1838. A J}
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A WINTER PASSAGE ROUND CAPE HORN.
Sailing for Bahia, with Mr. Consul Hesketh on board, we did not
reach that port before the 26th day. We stood into 20° 15' W. long. ;
and there, being headed off to the southward, were obliged to go
about : the winds always proved baffling and northerly, and we found
a strong S.W. current : the charts of Baron Boussin are quite correct
on these parts of the coast. The Bay of Bahia needs no further
description than his. During the season of April, May, and part of
June, the rains are dreadful, as well here as on the coast, sometimes
attended with violent squalls of wind, and with thunder and light-
ning ; one of these, which the Imogene experienced at sea, was terri-
fic — a perfect tornado. We clued up everything to it, and fortunately
did not lose a rope-yarn ; and in two hours its fury was over. These
rains last sometimes for a night and day, without any cessation, and,
during that time, you must box your yards about, perhaps every 15
minutes, as the wind takes you aback — blows fresh for five or ten
minutes — and then falls calm again. The barometer and sympieso-
meter, by a slight fall before sunset, indicated this change, which
induced us to double reef before night.
The Bay of San Paulo affords a good and very secure anchorage.
You carry 4£ fathoms over the bar, and may anchor (as did the Imo-
gene) in 7£, open however from N. to N.E., but from which points
the wind never is known to blow strong, and the bar would be, even
then, a protection from the sea. The Imogene’s anchorage was lat.
13° 23' 57" S. long. 38° 56' W. Our boats went twenty or thirty
miles up this river, the Una, and were received with great suspicion
at two places, where they landed ; the natives being jealous of
foreigners coming among them. The “ Morro San Paulo ” is remark-
able for its comparative height on this low coast, and is distinguished
by four cocoa-nut trees. At this little port, firewood is to be got
of good quality, and cheap ; the boats of the country bringing it down
the river. An Englishman, residing within a mile or so of San Paulo
offered us as much wood as we chose to cut on his own property, but
as a bad bar-harbour, only accessible to boats at high springs, was
the outlet by which it was conveyed, his offer could not be available.
The gentleman’s name was Dixon.
Returning from Bahia to Rio, with Mr. Consul Hesketh, the time
occupied was ten days. Weather fine, after the first three or four days,
when we cleared the influence of the Bahia rains. We passed the
Abrolhos shoals, twenty-two miles distant, and saw Cape St. Thome,
bearing W. by N. about twenty-five miles. The Brazilian corvette,
“ Dos de Julo,” sailed two days before us, to make the best of her
way, and did not reach Rio until we were caulked and nearly refitted,
having been in the harbour four days. At this season, we found the
weather at Rio temperate, clear, and very fine and healthy. The
thermometer varying from 68° to 74°, and the barometer, 30*3 to 30*34:
sympiesometer, 29*34 to 29*60.
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We sailed from Rio for Cape Horn and Valparaiso, at daylight, on
the morning of Sunday, May 28 ; as the Dublin fired her morning-
gun, the Imogene’s anchor was catted. We took up a fine N.E.
breeze outside of Santa Cruz, which we kept for two days ; on the third,
we appeared to have outrun our good fortune, as we found ourselves
in a hard westerly gale ; the winds appearing much disposed to draw
to the S.E. We shaped a course for the Falkland Islands, intending
to pass in sight to the westward of them ; but, notwithstanding these
indications, the winds always hung to the westward ; and it appears
that, in the winter season, the navigator should keep within 100 miles
of the coast, to effect this object. At 11 p.m., on the night of June
16, nineteen days out, we made the salvages of the Falkland islands,
S.W. by W. 15 miles. The wind then headed us, and we could not
weather them. The wind now hanging to the westward, we persevered
against it for two days, and then got aslant, which enabled us to
weather the Falklands, and it ended in a N. and N.N.E. wind, which
carried us up to Staten Land, at 9 a.m. June 20, bearing south thirty-
five miles. At noon, we were nearly abreast of Cape St. John ; and
the wind falling light, we did not venture the Strait of Le Maire. We
passed through two races of tide, the ripple of which, to the timid
navigator, might seem alarming ; and keeping our leading wind, the
ship at night was going seven knots.
Nothing can be more bleak-looking (not even the land near Hali-
fax) than Staten Island, with its hills covered with snow.
Passing Cape St. John, within twelves miles, on the 21st June, we
saw the Bamevelt Isles, at lOh. 30m. a.m., bearing N.W. by W. five
leagues ; and at 8 p.m. that night, Cape Horn bore W. £ S. four
leagues. We were then becalmed, after two days having all sail set
to the lower studding sail. During the night, sounded in 51 fathoms,
small stones and shells twice ; and in 64 fathoms sand and shells :
hoping to regain our northerly wind, though it had sprung up from W.
and W.S,W., we tacked, and stood in next morning ; at9h. 40m. a.m.,
June 22nd. stood off, Cape Horn N.W. by W. 6 or 8 miles; wind
west. Sounded in 65 fathoms sand and broken shells ; the land here-
abouts is bleak, but beautifully diversified ; the adjacent hills all
under snow. Finding a confirmed W. to W.S.W. wind, we had
nothing to do but to stand to the southward, which we did with but
one interruption, from 9h. 40m. a.m., June 22, to 4 p.m. June 30.
We had, during this time, some excessively severe weather; hard
gales of wind without intermission ; very heavy squalls of wind, hail,
and snow, which we had frequently to shovel off the decks : the ther-
mometer in the captain’s cabin, where there was no stove or artificial
heat, from 33° to 42°, and on the main-deck as low as 26°. Baro-
meter from 29° 70° to 28° 40°, in lat. 61° 20' S., and long. 71° 49' W.
Here, as well as during all the voyage, the barometer faithfully
indicated the changes, and the sympiesometer acted in perfect unison
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A WINTER PASSAGE ROUND CAPE HORN.
with it. On the 1st of July, we got a leading breeze, to our great
relief and joy, and did not haul a bow-line again, even to the hour of
anchoring in Valparaiso Bay, at llh. 50m. a.m. on Friday, July 14th.
On getting aslant, June 29, in lat. 61° 20' S., long. 71° 49* W. We
still persevered in making westing, in order to accomplish 83° to 85°
west long., but passing the dreaded parallels of 54° to 50° south lat.,
with strong southerly winds, our voyage was evidently achieved, and
getting to 80° west longitude, we shaped a direct course along the
coast.
On the night of the 22nd June, off the Cape, the weather was parti-
cularly clear ; the stars standing out in their respective spheres more
brightly (almost) than I remember ever to have observed, and the
Southern Cross and Magellan Cloud close to it, apparently resting
upon it, were particularly conspicuous. Our crew, during all the
voyage, were remarkably healthy, every precautio having been
used of warm clothing, keeping them dry, and exposing them as little
as possible ; we had not an accident of any sort either to man or ship ;
and the only cases under the doctor were two or three old chronic com-
plaints. The change of atmosphere was perceptible very soon after
putting the ship’s head to the northward, and nothing occurred to pre-
vent our enjoying it, and profiting by it for the remainder of the voyage.
Cape Horn should always be passed, if practicable, within ten
miles or less ; but in our case the elements frustrated all our endea-
vours. We saw no ice ; and when to the southward of Cape Horn,
we found the tendency of the wind to head us on either tack very
remarkable. When far south, and standing to the northward, we fell
in with an American barque, standing at first to the southward in the
night. However, she must have gone round, for at daylight the next
morning, she was three miles on our weather- quarter ; but carrying
considerable sail through the night, we lost sight of her, and had to
go to the southward again. On the whole, the winter season is very
objectionable for accomplishing this passage, as however boisterous
the summer passage may be, and with the certainty of falling in with
ice, still there are long days, and you can see your way ; whereas,
with us, our day was scarcely seven hours long, the cold intense,
constant gales of wind, with hail, snow, and violent squalls, and a
very heavy cross sea ; the sun's meridian altitude being 6° 30' and 7°.
We ran up to Coroumillo Point on the night of July 13, and were
becalmed; and next forenoon, getting light airs from northward,
anchored in Valparaiso Bay, at llh. 50m. A.M., forty-seven days
from Rio.
The number of ships and vessels huddled up in a corner in this
bay, gives but bad presage of a comfoi^able anchorage, after an ardu-
ous voyage such as we had just accomplished ; and though our most
efficient Master, Mr. Richard Thompson, who had been here before,
had prepared us for what we were to find here, the sound of the chain-
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cable, while the anchor was going down 35 fathoms, grated harshly
on our ears. No ship of war ought to anchor here during the season
of the northers ; for, be she ever so well provided or looked after, she
can never he considered safe from the misfortunes of others breaking
adrift ; and as the northers blow for eight hours or so with greatfury, and
an immense sea comes rolling in, nothing but the very best of ground-
tackling, and an anchor well settled in the mud, before-hand, can
render a ship secure ; and it is in general found that you have not
room to veer ; and though your anchor may not come home, yet,
from riding with a short scope of cable, the chances are great that
you snap it, and either go on shore, or foul of the nearest vessel to
you. The Imogene, though easy at her anchors, dipped her driver-
boom under in this wretched bay, and her bowsprit up to the bees ;
Her Majesty’s ship Actaeon dragged her anchors, and did mischief;
and Her Majesty’s ship Hover (owing to the reasons just stated above)
parted her cable — “ receiving the difference,” as military men say ;
she fell foul of a Chilian corvette — as the Actaeon did of an unhappy
English schooner, and, disabling her, was also thrown back herself
three weeks, from being under orders to sail the next day.
Between the 1 4th and 30th July, we had three of these northers ;
the first with heavy rolling sea, and much rain, but little wind on
15th; second, hard gale, heavy rain, thunder and lightning, and
much sea on night of 26th ; and, third, on night of 28th and morning
of 29th, the most severe, with all tiying accompaniments. Being in
the hawse of a Chilian ship, we could not veer to more than ninety
fathoms, to assist which our small bower also was bearing a strain,
with about forty ; the Imogene never started, but the Actaeon, break-
ing her small bower-anchor in the shank, swung nearly on board, and
kept the Imogene in jeopardy for some hours; our anchors both
came up safe, though the best bower, by which we rode out the gales,
took a heavy purchase to weigh it.
From the 30th, to the day of our sailing, the 8th August, we had
beautiful and uninterrupted fine mild weather. The Chilian vessels
of war giving a bounty of a doubloon to eveiy English seaman they
can get here, hold out a strong temptation for disaffection to our men,
who are by no means proof against it. We recovered one man con-
cealed on board the Achilles brig, but of seven or eight who deserted
he was the only one not lost to us, though Admiral Blanco permitted
the crew of his flag-ship to be mustered before an officer of the Imo-
gene, who had obtained information of one of our men being on board
her. The man was, no doubt, either concealed, or on shore out of
the way, till the time of our sailing should arrive. Crimps on
shore are also very active in seducing our men away from their
duty.
August 8th, we sailed with orders to visit the Marquesas, the
Sandwich, the Society, and Pitcairn’s Islands. Captain Bruce was
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A WINTER PASSAGE ROUND CAPE HORN.
charged with a letter from Her Majesty’s Secretary of State, to the
Queen Pomare, of the Society Islands, and with a commission for
Mr. G. Pritchard, appointing him consul for those Isles. Having
taken in five months’ provisions, and filled the ship with bread and
ram, no time was to be lost, and the morning being perfectly calm in
the bay, though with a fine south breeze outside, we towed the ship
out to the breeze, in which we were cheerfully assisted by the boats
of the French frigate Ariane, Captain de Vaisseau ; “ Duhaut Silly,”
an officer who invariably shows (as, indeed, do all of the French
marine whom we have met with) the greatest friendship and good
feeling towards the English. Taking up the breeze at 2h. 40m. p.m.,
we started away at the rate of nine knots, and our instructions direct-
ing us to proceed on the voyage in the order above enumerated, we
shaped a direct course for the small isles of St. Ambrose and St.
Felix, which we were led to believe, from the information of Capt.Lord
Edward Russell, would ensure our keeping the breeze, and which the
result proved to be correct W e kept a brisk trade wind from S.S.W.
to S.E., with very fine weather, and in seventy -two hours were abreast
of St. Ambrose Island, the wind S.S.E. to E.S.E. Finding a strong
N.E. current, we made St. Ambrose, bearing S.W. by S. 15 miles, and
hauled up to close it, passing it within six to eight miles. A very
remarkable rock, and very much resembling the 44 Bass ” in the en-
trance of the Firth of Forth, lies off the east end of this island, and
a small, rugged, conical -shaped rock to the eastward of it again.
The large island (St. Ambrose) is, to appearance, about three miles
from east to w est, perhaps four miles to the conical rock extreme,
from the west end of St. Ambrose, the Bass-like rock being almost
connected with, and a small rough rock between it and St. Ambrose.
Through the w*est part of the 44 Bass ” is a remarkable fissure, leaving
a cavity through at the water-line, and apparently twenty feet high,
shaped as a triangle. Taking the height of the real 44 Bass ” at 400
feet, (vide 44 British Cyclopaedia,” by Partington,) that of the isle
will be about 1 ,600, the two 44 Basses ” being of a height, as well as
the eye and memory can judge. FYom these, keeping our course again,
we passed close to the northward of the Isles of St Felix, distant about
10 miles from the other, and grouped close together ; within six or eight
miles from this bearing, we could distinguish three. Five are repre-
sented in the chart, these islands all seem to be volcanic, and are
without an appearance of verdure ; they are all, including the 44 Bass,”
much marked by the birds which frequent them, and are numerous.
W e observed boobies. Cape pigeons, pigeons, and others unknown.
We make the west point of St. Ambrose, to be in lat. 26° 21' S.,
long. 79° 33' 30 ' W\, which will place St. Ambrose in longitude
7' 53 ' 30 ' ' W. of Fort St. Antonio, Valparaiso taking the latter as
~l° 4U W. and sh $ it o be really SF 30" E. of its position on the
VdmixaUy chart ; Fort St Antonio stands on that chart in 71° 4 O' W.,
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583
and our three chronometers, which had been going steadily under the
uninterrupted care of Mr. Richard Thompson, Master, lay it down as
follows:— No. 813, 71° 36' 15" W. ; No. 543, 71° 40' W. ; No. 379,
71° 43' 15" W.
Proceeding to the westward, you open a conical, black-looking
rock, at the west end of St. Ambrose, and close to it. One of the St.
Felix isles is low and long, about two miles in extent, having a peaked
hill at its west end. The east hill is high, and sugar-loaf shaped ; and
the westermost is a jagged, and very peculiar looking rock. The surf
beat heavily against every one of them, even on their lee sides,
though the water with us was smooth ; and nothing like a possibility
of landing could be entertained from our view of them.
Having passed this groupe of islands, we shaped our course direct
for the Marquesas, and with steady tradewinds from S. to E. by S.,
and very fine weather, dry and healthy ; we had, at the expiration
of seven days, one hundred and sixty-eight hours, gone by the log
1,286 miles, and made good 1,272. The barometer and sympiesome-
ter during this week have stood high, and have been observed to fall
one or two hundreds from noon to sunset, and then to rise again, and
maintain their highest from nine or ten, a.m. Proceeding on a
W. J N. course, we kept the trade wind until Saturday, the 19th, when
it fell very light, calm at times, variable, and baffling, and so con-
tinued to Saturday 26th, in latitude from 19° 30' S. to 18° 50' S.,
and longitude from 103° W. 111° W. Winds from noith to east,
and S.E., and from N. toW., and S.W. ; weather veiy fine, and
water in general smooth. The breeze then again sprung up from E.
to N.E., and continued steady until Sunday, September 3rd, when it
became calm, light, and variable.
Tuesday, September 5th, we were twenty-eight days out, and it
continues nearly calm ; we have not yet seen a sail of any sort since
we sailed. The glasses seem to be nearly passive. We killed a small
shark yesterday morning ; it was hooked through the thick part of
the fin. On the 24th, 25th, and 26th, we had a long S.W. swell.
Lat. from 19° 6' S. to 18° 22' S. ; long, from 108° 20' W. to 1 13° 7'
W., and currents as follows: 1st September, S. 58° E., 14'; 2nd
September, S. 8' ; 3rd, September S. 14' ; 4th September, S. 51° W. 10'.
The general tendency of the currents being westerly. On Thursday,
September 7th, the wind continuing light, and weather very fine, at
7 a.m. we harpooned and caught two large porpoises; and at 1 p.m.
saw the Island of Magdalena, (the easternmost of the Marquesas,)
bearing W. 40 miles ; the land very high : the appearance of all
these islands is volcanic. At 6, St. Pedro and Santa Christina in
sight ahead ; we passed the former about four miles from its south
end, at 1 a.m., and at 2, hove- to for daylight. Santa Christina bear-
ing W. by N. 5', in the port of which we anchored at 8h. 30m. a.m. ;
Friday, September 8th, thirty-one days from Valparaiso. We
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A WINTER PASSAGE ROUND CAPE HORN.
passed the south point of the island, and run under its lee, until
44 Resolution Bay ” opened, and having made four tacks, against veiy
baffling winds, found good anchorage in twenty fathoms sand a
quarter of a mile from the shore ; extremes of the Bay N.W. £ N.,
and S W.£ S. We should rather call this a cove than a bay, as it is
very small, and appears still more so from the towering height of the
land ; the wind is never known to blow in, except as a moderate sea-
breeze, which we had on the afternoon of this day ; and even a gale
would, in all probability, (like Valparaiso,) not blow home. A good
precaution in this Bay is to steady the ship with a stream-anchor,
open hawse to the eastward, as the wind blows in variable puffs off
the land, sending her round her anchor.
Mr. Rogerson, a missionary from the London Missionary Society,
came on board as soon as the ship hove in sight, and offered his ser-
vices, which proved most valuable to us ; and to him we were indebted
for whatever information we were enabled to obtain respecting the
Marquesas. The native men came on board in great numbers before
the ship had anchored, perhaps eighty at a time ; and several women
were in the act of swimming off to the ship, but at the captain's
request, Mr. Rogerson desired the king, or chief, to forbid them com-
ing, as they would not be permitted on board This he immediately
did, and so far it had the desired effect At suDset, all the natives
were ordered out of the ship, but about ten at night, five women, who
had swam off, were discovered holding on about the bows, and on
being turned adrift, struck out for the shore. The king of this island,
44 Jotiti,” came on board, and brought his wife, whom he introduced
to us as his Queen ; and a chief, 44 Porhi,” a friend of the king,
came on board also. They gave us every assistance in getting water,
which is very good, but does not run quick ; the natives filled our
casks, taking them in through the surf, and launching them off agam
to the boats at the back of it ; and they offered to fill all night for us,
which we did not require. The casks must be rafted off, in which
way we got seven tons ; and all that J otiti and his people asked in
requital of their assistance was a small quantity of gunpowder, or a
musquet,* The dress of these people consists simply of (in the
males, from the king downwards) a piece of the cloth of the 44 paper
mulberry-tree,” round the loins. The hair is sometimes fancifully
tied, and others short, and they wear ear-ornaments of whales teeth,
or of shell, fitted with pigs’ tusks ; in some instances quite plain, in
others carved ; the women, besides having their loins covered,
wear a loose robe or mantle of the cloth of the same tree, but pre-
pared with more care for their use. The queen was beautifully and
very much tattooed, even on her lips, and had handsome eyes, (very
black and sparkling,) and good, even, white teeth ; she had a well*
• The use of money is unknown here, and the only mode of traffic is by barter.
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shaped, soft hand, with tapering fingers, good nails, and a handsome
shaped leg, though rather bony at the ankle ; feet small, yet clumsy
over the instep ; her head was without covering or ornament, having
coarse jet black hair, and her ears carried appendages similar to those
worn by the males; the queen had a very pleasing expression of
countenance, and on our captain placing a Paisley tartan shawl upon
her shoulders, she seemed very much gratified, and blushed a bright
pink colour through the ugly yellow with which, to ward off the
effects of the sun’s rays, they invariably (females and males) daub
themselves. These women are by no means well looking; their
noses are fiat, foreheads and cheeks badly shaped, and they are rather
short of stature than otherwise. The men are muscular ; some half-
dozen very tall, and average a good height, but from their habit
(both men and women) of squatting upon their buttocks, their feet
become turned in, and they acquire an awkward shambling gait.
They were all very well-conducted on board, and though curious and
inquisitive, gave no offence, and did not attempt to pilfer. Several
females were permitted on board to see the ship, the chief, under-
taking that they should not remain on board longer than was con-
venient. They were very much pleased, and the men often repeated
“ Good man of war,” and, in their own way, they took the dimen-
sions of the ship.
The people of these islands are a dissolute and depraved race, pos-
sibly from ignorance. They profess a sort of marriage engagement,
which, however, they do not regard ; but wives are taken and dis-
carded at pleasure, or caprice, in consequence of all which the popu-
lation is rapidly decreasing, notwithstanding Mr. Ellis does not admit
it ; about one birth occurs for three deaths ; and during the last
month Mr. Rogerson knew of four deaths, but no birth : the women
are fond of their children, and take motherly care of them. A writer
on these islands, “ Lieutenant Paulding,” U.S. navy, (see Parting-
ton’s Cyclopaedia,) is made to say that, “ plurality of wives is not
admitted ; ” the fact is, that the marriage state is altogether disre-
garded, and King Jotiti has (besides his wife or queen, whom he had
taken from another man,) five wives who live in the same hut
with the above-mentioned queen. They are an indolent people,
living principally upon the bread-fruit, plaintains, cocoa-nuts,
and sweet potatoes — the spontaneous productions of the. islands ;
sometimes they get fish, which they devour in its raw state, tearing
it with the fingers ; Jotiti, however, showed that he knew per-
fectly how to use a knife and fork, and to mix wine and water in a
tumbler, and drink it, rum being forbidden them. The King rejoiced
in the opportunity to have “ Jones,” the ship’s barber and fiddler, to
shave him. Pigs are plentiful, but are only used by the natives in
sacrifice ; the young ones, which have been fed upon bread-fruit, are
very good and delicate food ; poultry is scarce, nothing but the com-
BNLARGED SERIES. — NO. 9. — VOL. FOR 1838. yOOQgle
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A WINTER PA8SAGE ROUND CAPE HORN.
mon fowl; and the only cows are a very few belonging to the
English, and transported here. Arrow-root grows spontaneously ; it
is used by the missionaries, but the natives will not be at the trouble
to cultivate it. Fire-wood can be procured if wanted ; it is not kept
cut, the weather being so mild and fine that fires are never required,
and the natives only using it in a very small quantity for occasionally
cooking the bread-fruit. The population of Santa Christina is 1,500,
the three windward isles, of which it is one, (St. Pedro and Hoods
being barren uninhabited rocks,) are computed to have 9,000 souls ;
and the four leeward 9,000 also. Infanticide is not among their
faults. The English population consists of Mr. Itogerson and Mr.
Stol worthy, (missionaries,) Mrs. K. and three children, and two Irish-
men, by name Collins and Robinson, both natives of Dublin, who
support themselves in the bay next to windward of 44 Resolution ;
Collins has a native wife, the best looking young woman I observed,
and seems a respectable man ; the other I should be sorry to trust,
he does not look like an acquisition to any society ; he is tattooed
across the face, and will therefore probably never return to England.
Mr. Stolworthy was pursuing his avocations at Dominica at the time
of our visit, and not being to return for a week, we could not delay
so long.
This group of islands proves an unfruitful field to the labours of
the missionaries, who are unable (after three years residence) to make
any religious impression upon the people ; they still retain their idola-
trous practices, and have a vicarious mode of worship, through a sort
of priest, to their idols. They entertain great respect for the mission-
aries, treat them well, and seem much gratified by having such civil-
ized and clever people among them ; but on Captain Bruce advising
Jotiti to attend to the instructions of Mr. Rogerson, his answer was,
that the piccaninnies (meaning the women and children) had his
encouragement to do so, but that for himself he declined. Mr. Roger-
son has no congregation, he goes among the natives in their houses,
besides having a place for them to assemble at to attend his ministra-
tions, if they would ; but I cannot wonder at the want of improve-
ment in their morality, when it is evident from the feet of women
swimming off to the ships, that they must be encouraged to do so
(both on shore and afloat ;) and the crews of American whalers, as
well as our own countrymen, have much to answer for in this respect
If ships of war were in the habit of making more frequent visits to
Santa Christina, every three months for instance, with officers dis-
posed and determined to support the missionaries in their arduous
duties, it would go far towards improving the moral conduct of the
natives, who are delighted to see our ships of war, and are impressed
with the greatest possible respect for them ; and if we acted con-
sistently with the doctrines which the missionaries hold forth, their
efforts for the establishment of the Christian religion among these
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MiDGLBY SHOAL IN THE ATLANTIC.
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people would probably be attended with success. More Englishmen
might then be induced to settle, and profit by the easy and ample
means of livelihood which the islands offer ; and they, forming a
nucleus, round which, the labours of these active and estimable mis-
sionaries might spread religious instruction in every direction through-
out the native community, would thus be the means of accomplishing
an important philanthropic object, though perhaps without any poli-
tical advantage. Santa Christina once known to encourage these
views, the other islands would soon take their tone from it, and vice
and profligacy would meet a decided check. But the ships appointed
for the service of these islands, ought to receive a caution respecting
their religious and moral state.
Two English seamen, who had left a Portuguese whaler here two
months previously, on account of her ill-luck, begged to be allowed
to join the ship, and were received : from the account of these men,
as well as from other sources, no doubt can be entertained but that
the Marquesians are cannibals, though they seem ashamed of, and
deny it. Two men (natives) had been baked and eaten a few months
before our arrival, subsequently to a battle which had been fought on
Santa Christina, between two refractory tribes “Aputoni,” and “ Ano-
taia,” and five who remained loyal to their king — our friend Jotiti.
He was victorious, and having banished some of the disaffected to
the adjacent island of Dominica, is now apprehensive of a fresh
attack from thence. The S.E. trade blows among these remarkable
islands, which possess every advantage of climate ; and we foimd
such fine weather and smooth water during all the voyage from Val-
paraiso to them, that the jolly boat might have achieved it, so far as
the elements were concerned.
The relative position of these islands to each other is correctly
laid down in Arrowsmith’s chart, but the group is placed further to
the westward than the reality by 13 7 30' 7. The mean of the Imo-
gene’s three chronometers places “ Kesolution Bay”—
Mr. Bogerson’s house ,. • • 138° 54 7 30 77 W. > Mean.
The Actseon places it 138° 52 7 13 77 >. . 138° 53 7 21 71
Nories book 138° 50 7 10 7/
Dr. Inman's book. 139° 8 7 0 77
Arrowsmith’s chart ....... 139° 8' 0 77
The mean of the “ Imogene” and “ Acteeon" would probably be
correct.
Midgley Shoal, in the Atlantic.
Sir, — By a letter which I have received from Captain Thomas
Midgley, of Liverpool, it appears that there is a shoal, probably
dangerous, near the parallel of 44° 10 7 N. and meridian of 23° W.
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M IDG LEY SHOAL, IN THE ATLANTIC.
which, of course, should be made generally known. The particulars
annexed are given as described by Captain M.
Your obedient servant, John Purdy.
“ The experience of my last voyage to Africa (in the Challenger ,)
has tended to confirm what I have previously written with respect to
Africa,* and I now proceed to give you the particulars of what I
consider to be a very dangerous shoal ; regretting sincerely my ina-
bility to examine it closely, owing to my crew being on short allow-
ance of provisions and water, in consequence of a long prevalence of
light and adverse winds.
“ On the 14th of the present month, (June, 1838,) at 2h. 40m. p.m.,
on my passage from Africa to this port, I suddenly fell in with a large
patch or belt of discoloured water, of a dirty grey appearance, much
resembling river water, and rippling very much, as if upon a shoal
bank. No rock nor danger could be seen from the masthead ; but
the water appeared very much discoloured for more than half a mile
in breadth, as far as the eye could reach, in a direction N.W. and
S.E. by compass.
“ The vessel passed at a quarter to half a mile from the S.E. point
or extremity of it, which lies in lat. 44° 9' 30 f/ N., long, by an
excellent chronometer, 22° 57' 45'' W. from Greenwich, and by
account from Flores, 23° 5' W. The latitude, reduced from the
sun’s meridian altitude, taken on the same day with two excellent
sextants ; and the chronometer ascertained to be correct off Flores,
four days previously, and subsequently, when off Holyhead, in St
George’s Channel. The altitudes for the time were taken a few
minutes after passing the danger, and when it was still within one
mile of the vessel.
“ In appearance, this water very much reminded me of the shoal
grounds near Nantucket and on George’s Bank : had it been caused
by ice, some would have been seen upon the surface ; if by fish,
there would doubtless have been many birds hovering about, which
was not the case.
“ At the time I saw this danger, I was running with a favourable
breeze and clear weather, and the contrast between the deep blue
colour of the water in which the vessel was sailing and that of the
danger I allude to, was noticed by every one on board.
“ This is, perhaps, the “ Greeves Ledge,” of the charts said to
have been seen by Captain Greeve, of the Dutch ship Anna Catha-
rine, 7th July, 1745, and since, by Captain Currie, of Port Glas-
gow, and laid down in lat. 44° 15', and long. 25°5'; the latter pro-
bably by dead reckoning.”
I remain, &c. T. Midoley.”
* New Sailing Directory for the Ethiopic or Southern Atlantic Ocean, pages 28*
to 290.— J. P.
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TUB SISAL BANK, AND MADAGASCAR 8H0AL.
589
P. S. — In the month of June, 1833, Captain C. W. Nockells, an
intelligent mercantile commander, from Jamaica for London, passed
through a very extensive and continuous tract of water, of a dirty
dark green colour, between the meridians of 28° and 22° W. and the
parallels of 44° and 46° N.; which, it may be observed, according
to the charts, is the tract between “ Greeve’s Ledge,” and the “ Isle
Verte ;” but it does not appear that there was seen, in this tract, any
indication of danger. See, upon this subject, the article entitled
“ Soundings in the North Atlantic,” by an advocate for the use of
the Deep Sea Lead: Nautical Magazine, October, 1833, pp. 599,
601. J. P.
[We regret to perceive that in both these instances, the lead haa not been used.
—Ed. N. M.]
Currents op the Ocean.
H.M. Brig Hope. Noon, 31st March, 1838.
Lat. 50 ° 10' N. ; Long. 9° 43' W. per Chronometer.
Sailed from Havana on 28th February, and have 1,772,642 dol-
lars on board, in freight. Up to this time, all well. The wind has
been strong to 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 in-
tention of this is to ascertain the direction and velocity of the current.
D. Pender, Master, R.N.
We have received the paper from which the foregoing was copied,
from the French Consul in London, who states that it was found in a
bottle, “ le Ire Juin dernier sur la cote de la Veigue quartier de St.
Gilles, arondissement de Rochefort,” and we have much satisfaction
in thus completing the intentions of the writer. The course and dis-
tance which it has travelled appears to be about S. 56°, E. 390 miles,
about six miles per day, agreeing with several others which we have
previously published.
The Sisal Bank, and Madagascar Shoal.
In the commencement of our last number, our readers will find an
excellent paper on the navigation of the gulf of Mexico, in which
these dangers are alluded to. We have, at length the satisfaction
of saying, that by the exertions of Lieutenant (now Commander)
Edward Barnet, the positions of both are conclusively determined by
triangulation from the shore. The former being found laid down in
the charts a mile and a half too far to the northward, and three
minutes and a half to the westward of its real position; and the
latter not laid down at all. In fact, the latter has been discovered
t>y the Madagascar grounding upon it, and it is a matter of astonish-
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590
CASES OF DAMAGE BT LIGHTNING.
ment that it was not so found out before. Our object, however, is
now to apprize seamen of the correct position of these very formid-
able dangers, and first of the Sisal Bank. This Bank, (centre) lies
in lat. 21° 20' 44" N.,and long. 90° 9' 36" W., in a direction, N. 31° ;
W. (true) 12 £ miles from Sisal Castle, the least water on it is nine
feet, and it is about three- fourths of a mile in a N.N.W. and S.S.E.
direction. In the channel between it and the shore, is not more
than seven fathoms, with tolerably regular soundings.
The Madagascar Shoal is a most dangerous, narrow, coral ledge,
lying in a direction nearly east and west, about a mile and a quarter
long, covered with dark grass, and having in one part, towards its
western end, only nine feet. The latitude and longitude of its
two extremes, are as follow : —
East end.. . .21° 26' 6" N. 90° 17' 30" W.
West end. .21° 26' 18" N. 90° 18' 48" W.
Its centre lies N. 42° W. 21 £ miles from Sisal Castle, and
in the channel between it and the Sisal Bank, from which its
centre lies N. 56° W. ten miles, there is ten fathoms water. We
consider the discovery of the Madagascar Shoal, and the proper
position of the Sisal Bank, now ascertained to be most important
additions to the hydrography of the West Indies, more particularly
when we find the charts and directions so imperfect. We also learn
from Commander Barnett, that some most unaccountable error has
crept into the scale of the charts, (and the directions founded
thereon) of the Arenas isles, to the westward of these dangers. The
Arenas shoals, instead of being upwards of nine miles in extent as
described, are actually not more than a mile and a half ! On this
very isle a Spanish officer observed, and from whose survey it is
described in the Derrotero. It may be mentioned also, that the
celebrated mount, No te perderas, the Spaniards* mark for keeping
clear of the Sisal, is becoming indistinct, in consequence of the trees
on it falling from the ravages of an insect, which not only destroys
the leaves, but attacks the whole tree, root and all, and is very
destructive in the West Indies.
Illustrations of Cases of Damage by Lightning in the
British Navy.
The damage experienced in our Navy from lightning, at various times,
with the resulting consequences to the country, does not appear to
have been ever duly considered, or made a subject of deliberate
investigation. Indeed it has not unfrequently been deemed com-
paratively unimportant, and such as not to warrant much trouble and
expense in order to avoid it. It may, however, be clearly shown, by
an examination of the instances of damage in the Navy by lightning,
that the loss to the country in men, money, and services of ships,
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has been of very serious moment, and such as leads us to infer, that
many vessels of which no account can be given, and some of which
have disappeared in a very sudden and unexpected way, may have
fallen victims to the destructive effects of atmospheric electricity.
I purpose in this, and some subsequent papers, to select a few
striking instances of damage by lightning in the British Navy, authen-
ticated by extracts from the official log-books, obtained through the
kindness of Captain Beaufort, hydrographer to the Admiralty, with a
view of illustrating more explicity the calamitous circumstances to
which our shipping in general, are continually exposed, as also for
the purpose of verifying the statements I have advanced in my former
papers, respecting an effectual security against the unsparing hand
of lightning. It is only by a strict adherence to the spirit of inductive
science, aided by a copious collection of facts, and frequent observa-
tion, that we can ever hope to arrive at sound and satisfactory views
on this interesting question.
The first case of importance claiming our attention, is that of the
Thisbe Frigate, of thirty-two guns, struck by lightning, on the 4th of
January, 1786. The dangerous situation of the ship is represented
in the accompanying drawing, for which I am indebted to the kind-
ness of my friend Colonel Hamilton Smith. The particulars are
given in the following extract from the ships’ log.
“Remarks on board His Majesty’s Ship Thisbe. Lat. 50° 39'
long. 7° 00'. January 4th, 1786; midnight, bore up for Cork in
want of provisions, blowing hard, with a heavy sea from the eastward.
4th, a. m. Strong gales and cloudy. At 2 p.m, handed main-sail,
and main top-sail. Hove-to under storm stay sails. At 3, rainy,
with hail-showers, blowing very hard. Quarter past 4, a flash of
lightning, attended with a tremendous clap of thunder, disabled some
of our people. A few minutes after, a second flash set the main-sail-
top, and mizen stay-sails on fire, which spread so fast, was obliged
for our safety to cut away the main-mast ; this carried away the
mizen top-mast, and fore top-sail yard. In securing the fore top-sail
yard, found the fore -mast very much shivered by the lightning. At
5, quite clear of the wreck, and all secure except the fore top-mast,
which went away about 9, together with the fore-mast head, secured
it up and down the rigging, much lightning, with rain throughout the
night. At 8, a.m., set the fore-sail and bore away ; employed, clear-
ing the wreck of the fore-top-mast head ; saved the top-sail, cut the
cutter up which was stove by the main-mast going over the side.
^ At noon, fresh breezes and clear.”
The ship, it appears, was obliged to proceed to Portsmouth,
where it was found requisite to pay her off ; this was done on the
26th. She was not re-commissioned until the 8th of April following.
The next instance is that of the Lowestoffe, a frigate of the same
class, attached to the Mediterranean fleet under the command of
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CASES OF DAMAGE BY LIGHTNING.
Admiral Hotham, in the year 1 795. She was damaged by lightning
in March 1796, a period in which the services of our ships were of
vital importance. The French, supported by a strong fleet, having
invaded Italy, were making every effort to drive us from the Medi-
terranean.
“ Remarks on board H.M. Ship Lowestoffe, Tuesday, March 8,
1796. Lat. 41° 32' N. long., 5° 12' E. North end of Minorca,
5° 46' W., dist. 134 miles. Wind, S.E. to E.
“ p.m. Heavy squalls of wind, attended with much thunder, light-
ning, hail, and rain. £ past 12, a flash of lightning, striking three
men; knocked them from the mast-head, one of whom, viz. John
Goolan, was struck dead, leaving the others much burned and
benumbed. ^ past 12, another flash struck many on the different
decks, rendering them motionless, and in its course shivered the
main-top mast to pieces ; a few minutes after, another flash set the
ship on fire in various parts of the masts and rigging, which was
smothered by torrents of hail and rain. Broke several hoops of the
main-mast, and shivered it in pieces ; split also the fore-top mast,
and carried away the fore- top-sail yard ; it knocked, at the same time,
many men out of the top, one of whom, viz. James Campbell, was
instantly killed. The lightning, entering between decks, made such
an explosion as to affect all, rendering some totally benumbed in dif-
ferent parts of their bodies. The main-mast being found in such a
state as to oblige us to cut it away in order to save the other mast, and
prevent its falling in a dangerous direction. About £ past 1, cut it
away, and employed the people in clearing the wreck ; a heavy sea
still continuing, with much thunder and lightning. J past 2, the
weather began to clear ; set the fore-sail. a.m. Light breezes, set
the mizen-sail. 9th. People employed in clearing the wreck.” 10th.
Got up a fore-top-gallant mast fora jury main-mast. 11th. Came
to in Port Mahon.”
This ship was detained under refit in consequence of the damage
sustained, until the 10th of May following, when she again sailed out
of the bay.
The third case relates to the Russell of seventy-four guus, one of
Admiral Harvey’s squadron, cruising off Ushant, in October, 1795;
it occurred also at a very critical period of our history, when the ser-
vices of our fleets were constantly called for.
“ Remarks on board His Majesty’s ship Russell, October 22nd,
1795. Lat. 47° 15', Belle Isle north; distance 6 or 7 miles. Wind,
west to south.
“ a.m. Fresh gales and squally, with thunder and lightning. About
£ past 1, a heavy squall, with hail and rain, took us aback ; at the
same time a flash of lightning struck the ship, and instantly killed Mr.
Charleston, first lieutenant, William Chalvers, and Francis Clark,
seamen ; many others being much hurt. The main-mast was shat-
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tered, so as to render it unsafe. The mizen-mast, main-top mast,
mizen-top mast, and top-gallant masts, much injured. Got down the
main-top-gallant mast ; struck the main-top mast. Carpenters and
men employed fishing the main-mast and mizen top-mast. a.m. Mo-
derate and cloudy. Employed fishing the masts.*’
It appears by the Naval Chronicle that this ship narrowly escaped
being wrecked on the enemy’s coast, as the wind blew in squalls right
on, and no sail of consequence could be carried either on the main-
mast or mizen-mast. She was was eventually sent to Portsmouth, in
order to have her masts taken out, and to refit.
In reviewing cases of damage by lightning, such as these, the points
principally requiring consideration, are, the loss to the country, in
services of ships, in men, and in money.
The three instances just detailed, present no small indication of
the probable magnitude of the loss in these three important parti-
culars, which would be apparent in a general history of the total
number of ships in the Navy, damaged by lightning within a period
of fifty years.
The loss to the country in money, although comparatively the least
important, when we consider that our seamen are liable to be struck
dead or seriously injured, and that the nation may suffer in its mari-
time ascendency, is still of a ruinous amount.
In estimating this, we have not to consider merely the workman-
ship and materials for making good defects ; but likewise the amount
expended in wages, provisions, &c., &c., during the time a ship is
rendered unfit for service ; money being paid on account of a vessel,
placed as it were hors de combat, by lightning. It must, in
fact, stand upon the same ground as any other damage from natural
causes, — e.g.
Suppose a ship were wrecked, and all the expenditure on account
of her continued, as if still efficient. It is evident, that so much
money would be expended in vain. This would be in fact so much
loss to the country : indeed, in the case of a ship about to be paid
off, every day’s delay is considered as so much money lost. Now,
when a vessel is placed for any given time, hors de combat, by light-
ning, or so disabled as to be incapable of performing the duties
required of her ; she is for the time in the state of a vessel tempo-
rarily wrecked. The actual loss, however, arising in this way, becomes
quite apparent, when it is remembered, that in case of a vessel on an
important station being rendered unfit for service, it frequently
becomes necessary to replace her by another immediately, whenever
that ean be done. Hence an additional number of ships are required
to provide for such casualties. Considering, therefore, these three
elements in the instances above mentioned, they will be as follow
1st. The Thisbe, a frigate of 32 guns, and 200 men, obliged
to leave her station, several of her crew hurt or disabled, and the
ENLARGED SERIES. — NO. 9. — VOL. FOR 1838. 4 F
594
CASES OF DAMAGE BY LIGHTNING.
ship reduced to such a wreck, as would, in the full activity of a naval
war, have rendered her an easy prize to a much inferior force. Her
masts shivered, sails and rigging on fire, main-mast cut away, and
all its accompanying gear lost, mizen-top mast lost, fore-top mast
carried away, fore-mast rendered unserviceable, one of die boats
destroyed.
The consequent loss to the country in workmanship, and materials
in making good defects, together with the paying off and recommis-
sioning the ship, &c., &c., cannot be estimated on a moderate calcu-
lation, at less than 6,000/.
2d. The Lowestoffe. In this case the Mediterranean fleet lost for
upwards of two months the services of a frigate, so crippled by
lightning, that had she fallen in with an enemy, as happened shortly
after her refit, she must necessarily have been taken. Her masts
and rigging on fire during the storm, main-mast shivered and cut
away, main and fore -top masts destroyed, fore-top-sail-yard lost, two
men killed, many burnt, and disabled; others benumbed.
The loss to the country on account of the damage sustained in
this instance, cannot be estimated at less than 5,000/.
3d. The Russell, of 74 guns. In this instance our fleet off
Ushant, whilst daily exposed to the chance of a general action, lost
the services of a line of battle-ship, her masts being crippled, her
first lieutenant and two men being killed. The actual loss to the
country on account of the damage sustained by this ship, taking
into account the detention and refit, would not certainly be less
than 5,000/.
Upon a review, therefore, of these three cases only, we find an
expenditure of 16,000/. and upwards ; the services of a linc-of-battle
ship and two frigates lost, at a time, when (in two instances) urgently
demanded ; one lieutenant, and four men killed, and many burned,
or otherwise severely hurt, or disabled.
When we consider that in some instances nearly a whole fleet has
been crippled and detained when in pursuit of an enemy ; that one of
our frigates, the Guerriere, actually went into action with her main-
mast in a tottering state by lightning ;* and that within the last fifty
years it may probably appear, that scarcely a ship has not, at some
time or other, been struck by lightning ; the necessity of adoptiug
some efficient means of defence, must, I should think, be ac-
knowledged.
It is no argument to say, that the cases above quoted, happened a
long time ago, because the same cause of damage still exists, and is
constantly displaying itself. Thus we find, only within a few months,
very severe damage occurring, not only in the navy, but in the mer-
chant service, (a large ship having been lately set on fire, and
destroyed, whilst others have narrowly escaped a similar fate. My
• James' Naval History.
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TABLE OP PORT CHARGES AT MADRAS.
595
object in selecting these cases, is merely to illustrate more completely
the fearful destruction to which our ships and seamen are exposed, -so
long as they remain undefended from lightning. That which happened
in the year 1796, may again occur in 1838. And, therefore, to send
our fleets to sea unprotected from this destructive element, when it is
possible to defend them, on the mistaken ground, that the cases of
damage are few, and that they happened many years since, would be
even more absurd than to send them out, withont a proper supply of
guns and ammunition, on the ground, that the last naval fight hap-
pened a long time since, and that the instances in which our ships
have been called into action, are, upon the whole, comparatively few,
and, at the present period of peace, not likely to occur.
It will be seen, on attentively considering the course of the lightning
in the three ships just mentioned, that its operation is completely in ac-
cordance with the laws laid down in my former papers. The electrical
fluid has endeavoured to equalize itself between the charged surfaces
of the sea and clouds, passing in directions where, upon the whole,
it meets with the least obstruction, marking its course by destructive
explosions.
Table op Port Charges at Madras.
ANCHORAGE.
* South lloads.
* North Roads.
British ships and ships
under Foreign, Euro-
pean, or American)
colours
Tons.
.5* { From 900 to 500
, 500 to 300
300 to 200
200 to 100
100 to 50
50 to 10
Rps.
From 400 to 300 Tons.)
„ 300 to 200 „
„ 200 to 100 „
„ 100 to 40 „
„ 50 to 20 „
„ 20 to 10 „
* Where native craft]
[moor.
Rps.
* Where ships com-
manded by Europeans,
anchor.
Remarks.
1 f an Europe ship is trad-
ing in the East Indies, an-
chorage is only charged
whenever she arrives here,
the same as a country ship
— or even from New
South Wales. But if a
Europe ship arrives, via
New South fVales } she is
charged the same, as if she
had come from England
direct.
If a vessel does not re-
main in the roads 24
hours, she escapes paying
anchorage-money, though
if she should have water,
&c., sent to her from the
shore, the privilege would
be null and void.
All country ships above
500 tons pay thirty-five
rupees anchorage-money.
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TABLE OF PORT CHARGES AT MADRAS.
Lighthouse Dues.
All British and Foreign Ships ...
Country Ships
Snow, Brig, Ketch, and Schooner
Sloop and Cutter
Large Dhonies
Small ditto
Masulah Boats
Rps
Lighthouse dues must
always be paid if a ship
drops anchor, though she
does not intend to remain.
SMALL CATTAMARAN HIRE.
Rps.
A.
Remarks.
To all Ships on anchoring
1
A small Cattamarau is always sent
Snow, Brig, and Ketch, ditto ...
12
off when any vessel anchors, with
Sloop and Cutter, &c. ditto
10
printed papers of the regulations of the
Dhonies and Large Boats, do....
8
port, which arc also translated into
Carrying Letters to Ships, & c...
4
French, and supplied to all vessels of
Carrying Provisions or Parcels...
1
that nation.
LARGE CATTAMARAN HIRE.
For Landing or Shipping an Europe
Since 80th September, 1836, a re-
Cable of 13 to 1 (i inches
25
duction of 25 per cent, has been made
For do. do. of 17 to 22 inches...
38
in the charges for large Cattamaran
For do. do. an anchor of 14 to
hire employed in landing or shipping
29 cwt
25
anything too heavy or cumbersome for
For do. do. do. of 30 to 50
a boat.
cwt.
38
TOR LANDING OR SHIPPING GUNS
AND MORTARS.
Calibre.
No. 1. . .42 Pounders, G7 cwt. )
99
No. 1 ...32 ,, 56 cwt. f
No. 1 ...24 „ 49 cwt. >
1 Q
No. 1 ...18 „ 41 cwt. f
iy
No. 1 ... 1 2 „ 32 cwt. i
No. 1... 9 „ 28 cwt. >
15
No. 1... 6 „ 22 cwt. y
llrass Guns.
No. 1 ... 1 8 Pounders, at 24 cwt. }
llrass Mortars. > ...
15
No. 1... 13 inches, 25 cwt. y
/^> T
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PROPOSALS FOR STEAM NAVIGATION.
597
SALVAGE.
Rps.
u
Remarks.
* On anchors recovered in the
* Since 30th September, 1836, the
roads, one-third on the value, at
salvage charge on anchors has been
the rate of 28 rupees per cwt ...
reduced to one-third of their value, ac-
To divers employed in diving and
cording to the market rate of the day,
making fast a rope to a ship’s
being always less than the former
anchor, on application •••••••.
35
charges, which were at a standing
• On other articles recovered by
rate.
divers, 25 per cent on the whole-
* The aforegoing alteration is equally
sale value of the property .•••••
applicable to this.
RATE8 07 HIRE WHEN EMPLOYED
AFLOAT, FOR BATTA, LA8CAR8,
AND ARTIFICERS.
Tindal, per day
10
Sea Lascars are also provided by the
Lascar, do.
7
Ghaut Surrang, when applied for to
Carpenter Maistry, do.
1
4
the master- attendant.
Carpenter, do.
14
Painter, do.
14
Glass Cutter, do.
14
Caulker Maistry, do.
1
4
Caulker, do.
14
Bricklayer, do.
14
Batta money to the abovo artifi-
cers, if retained on board ship after
prescribed hours of work.
Maistry per day
4
Labourer and Batta Lascars, &c.
2
BOAT HIRE IN ORDINARY WEATHER.
* Ordinary trip
1
A.
3
* A cargo- boat.
Accommodation boat hire trip
IN FOUL WEATHER.
• Ordinary trip
2
a
3
* A cargo-boat
Accommodation boat hire trip
0
Proposals for Steam Navigation.
[Read to the Ashmolean Society, Feb. 26th, 1838.]
Jonathan Hulls, in 1736, took out a patent for “ carrying ves-
sels and ships out of and into any harbour, port, or river, against
wind and tide, or in a calm.” In the following year he published a
description of his method, which consisted in towing them by a steam
boat. The copies of the original edition of this tract are very scarce,
but it was reprinted at the end of Mr. Partington s Lectures on the
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598
PROPOSALS FOR STEAM NAVIGATION.
Steam Engine (1826,) and well deserved to be recalled to public
notice. The draw-boat was to be furnished with a pair of wheels, to
the axis of which, arms were attached with flats boards (which he
calls fans) at their extremities ; and great ingenuity is said, upon
very good authority,* to be displayed in the contrivance, not only of
the method by which a circular action was produced, but of that by
which the motion of the engine was regulated.
The wheels were placed at some little distance behind the stem of
the boat, which at first sight seems objectionable ; and would be so, if it
had been intended to act independently ; but connected, as it was to
be, with the ship which it had in tow, the wheels came more nearly to
what may be considered as the centre of the compound body, which
they were the means of propelling.
This is the earliest notice which most writers have given of any
attempt to apply the force of steam to navigation ; and it probably
did not succeed, since the object seems to have been abandoned and
considered as unattainable till it was again resumed in the latter part
of the last century. There is, however, preserved in the registers of
the Royal Society a plan for this purpose, devised by Dr. Papin, and
submitted to their consideration in 1708. On the 11th of Febuary,
the J oumals record that a proposal was read by him concerning a new
invented boat to be rowed with oars moved with heat, and it was
mentioned again on the two next successive general meetings of the
society. It appears to have come with a letter of recommendation
from Lebnitz, and Papin’s own account is as follows :
“ It is certain that it is a thing of great consequence to be able to
apply the force of fire for to save the labour of men ; so that the
parliament of England granted, some years ago, a patent to Esq. Saveiy,
for an engine he had invented for that purpose ; and his Highness
Charles Landgrave of Hesse hath also caused several costly experi-
ments to be made for the same design, as it appears by books printed
upon that subject. But the thing may be done several ways, and the
machine tried at Cassel differs from the other in several particulars,
which may afford a great difference in the quantity of the effect It
will be good, therefore, to find out clearly what can be done best in
that matter, that those which will work about it may surely know the
best way they are to choose. I am fully persuaded that Esq. Saveiy
is so well minded for the public good, that he will desire, as much as
any body, that this may be done.
“ I do therefore offer, with all dutiful respect, to make here an engine
after the same manner that has been practised at Cassel, and to fit it so
that it may be applied for moving of ships. This engine may be tried
for an hour or more, together with some one made after the Saveiyan
method. The quantity of the effect should be computed, both by
the quantity of the water driven out of each machine ; and by the
* Tredgold on the Steam Engine, p. 15.
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PROPOSALS FOR STBAM NAVIGATION.
599
height the said water could ascend to. And to know, the said height,
we should use the method advised by the illustrious president, viz, to
try to throw bullets by the said engine with the inclination of forty-five
degrees, and reckon that the said height is half the horizontal distance
to which the bullets will be driven, and this would be the rule as well
for one as for the other machine.
“ I wish I were in a condition to make the said Casselian engine at
my own charges, but the state of my affairs doth not permit me to
undertake it, unless the Royal Society be pleased to bear the expense
of the vessel called “retort” in the description printed at Cassel : but
after that I will lay out what is necessary for the rest ; and I will be
content to lose that expense, in case the contrivance of the Landgrave
of Cassel doth not cost as much again as that of Esq. Savery. But, in
case the effect be such as I do promise it, I do humbly desire that my
expense, time, and pains may be paid, and I reckon this to amount to
fifteen pounds sterling : because, as I said, the state of my affairs doth
not permit me to undertake the thing otherwise. If the Royal Society
be pleased to honour me with their commands upon such con-
ditions, the first thing to be done is to let me see the place where
the machine must be set, and I will work for it with all possible
diligence, and I hope the effect will yet be much greater than I
have said.”*
It is melancholy to think, that experiments of consequence were
in those times, checked by the want of funds for carrying them into
execution, and that such a sum as fifteen pounds should have been
considered, in the present instance, as an important obstacle. The
Society, also, seems to have had a difficulty in coming to any decision
on the subject ; for on the third day of meeting, the proposal was
referred to the president, Sir I. Newton, who at the end of a fort-
night made his report upon it. Everything from his pen has a value,
especially when, as in this case, it affords a good instance of that
sound caution with which he always sought for truth in the results of
actual experiments. I have copied it as follows :
“ If the pump proposed by Dr. Papin, can spout out 4001b. of
water, every other second minute, f with the swiftness of 128 Paris
feet in a second, it will spout it up 100 yards high, or cast it to the dis-
tance of 200 yards upon level ground, and do this thirty times in a
minute. Whether this can be done is to be known only by experience ;
and if it can be done, I do not see but that such a pump may be
successfully applied to several uses, as the making artificial fountains,
to the draining of water out of trenches, morasses, mines, &c. in
difficult cases, and to the towing and moving of ships and galleys, by
the recoil of the engine and force of the stream duly applied. But
the force and uses of the engine must be learned gradually by trying
* Register of R. S. voL ix. p. 108.
f Minutum secundum — second.
600
PROPOSALS FOR STSAM NAVIGATION.
the simplest and cheapest experiments first, and reasoning from those
experiments.”
No record has been found of any such experiments, and it is pro-
pable that they were never made. The expression used by Newton
seem to indicate that the propelling force was to be exerted by a
stream of water, ejected from the stem of the vessel,* a method but
ill-adapted for giving motion to a boat which had another to be drawn
after it ; but of this we have no particulars, and the whole discussion
seems to have turned on the power of the engine. If that could have
been established, no doubt seems to have been entertained of its
being applicable to the intended purpose.
With this view, Capt. Thos. Savery addressed two letters to his
friend Dr. J. Harris, author of the “Lexicon Technicum,” which were
read before the Boyal Society in May 1709, and copies of them are
preserved in their Register. They state the objections to Papins
contrivance, and show that it was totally inadequate to the great and
rapid effects to be produced by it. Nothing, however, is said in them
on its application to the motion of paddle-wheels, which makes their
contents less intimately connected with the present purpose : and there
may be a future and a better opportunity for discussing them. They
contain some particulars that illustrate the personal histoiy of Savery,
and although his name has long been known, and never can be for-
gotten, very little about him has been handed down to us, and of that
little, some parts are entirely erroneous. Endeavours therefore will be
made to collect these scattered notices into something of a continuous
narrative, and to add what other particulars can yet be discovered in
reference to him. They cannot, of course, after the subject has been
now neglected for more than a century, be numerous, but from his
connection with the original invention of the steam engine, they may
form a sequel to the present communication.
It must be remembered also, that in those early days the valves
were all opened and shut by hand ; Savery, therefore, argues conclu-
sively to the impossibility of such an engine as Papin’s continuing to
work with the rapidity which was promised ; and he says, “ I fear that
there are not many men so miracuously nimble, as to continue the
repetition of what would be necessary, in each succeeding second of
time which yet Dr. Papin plainly proposes.
This paper of Papin and Savery's letters never having been pub-
lished, the only writer that has been found to be aware of them, is
Mr. Farey, who mentions their contents in his elaborate treatise on
* In 1730, Dr. John Allen published a short work in 4to, entitled, “ Spe eimina
Ichnographica, or a brief Narrative of several new inventions and experiments, parti-
cularly the navigating a ship in a calm.” His plan, which he imagined to be
entirely new, was to propel the vessel by a stream of water which was to be ejected
from its 6tern, and for this purpose he thought of the use, which might be made of
the steam engine, (p. 36.). . f nna
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PROPOSALS FOR STEAM NAVIGATION.
601
the Steam engine,* He likewise notices! a still earlier proposal of
Papin for the same purpose, in the Acta Eruditorum for 1690.
Mr. Farey gives a good account of it in general, but it will answer
better for our present object, and be possibly more satisfactory, to
translate the whole passage in which the advantages are stated which
might be derived from this use of his engine.
“ Perhaps,’’ says Papin, J “ it would be tedious to enlarge on the
methods, by which this force [of steam] may be applied to draw the
water and the ore out of mines, to throw iron balls to the greatest dis-
tance, to propel vessels against the wind, and for many other similar
uses. Every one, as occasion may require, must devise for himself
that form of the machine, which will be best suited to his purpose ;
but I must in general point out the many ways in which this force
would be preferable to that of common rowers, for giving motion
to ships at sea. 1. Common rowers add considerably to the weight
of the vessel, and so far impede its progress. 2. They take up much
room, and in that way become a burthen to it. 3. It is not always
that the necessary number of them can be procured. 4. Whether
they are labouring at sea, or resting at port they must be supplied
with food, which creates a great additional expense. Our tubes on
the contrary, are of very little weight, occupy no great space, and
could, if manufactories of them were once established, be always
easily obtained in any required quantity: the expense afterwards
would also be confined to the time when they were at work, and
would be no more than the value of the wood which they consume.
Common oars, however, could not be conveniently employed in this
way, and it would be necessary to use for this purpose, those of a
rotary construction, such as I remember to have seen at London.
They were affixed to a machine made by direction of Prince Rupert, §
and were set in motion by horses, so as to produce a much greater
velocity than could be given by sixteen watermen to the Royal
Barge. Without doubt, oars fixed to an axis, could be most conve-
niently made to revolve, in this manner, by our tubes. It would
only be necessary to furnish the piston rod with teeth, which might
act on a toothed wheel properly fitted to it, and which, being fixed
on the axis to which the oars were attached, would communicate a
rotary motion to it.”
It may be observed, that in this, as in the paper which Papin
afterwards submitted to the Royal Society, he particularly alludes
to the projection of balls by the force of steam, and ftom this, we
perceive that the idea adopted by Mr. Perkins, and so curiously
exemplified in his steam-gun, had occurred, and had probably
(although to a limited extent) been carried into execution, much
more than a century before. The most remarkable part, however,
•P. 110. f P. 98. ♦ P.412.
§ In 1680. See Macpherson’s Annals of Commerce, vol.
ENLARGED SERIES. — 50. 9. — VOL. FOR 1838. 4 G
602
PROPOSALS FOR STEAM NAVIGATION.
of the last quoted passage, is the great usefulness of the object which
Papin contemplates in it. In the detail he fails. He seems to have
thought of fixing his oars independently of each other, as radii from
the central axis ; and this form had occurred to others, although it
certainly wants the firmness and mutual support, which is obtained
by fixing the boards upon the paddle-wheel, which is now in use.
Again, toothed wheels will never stand for such violent action : even
Watt, when he first applied them to producing a circular motion from
the alternate rise and fall of the beam of his engine, and adopted the
beautiful contrivance of the sun and planet motion, very soon found
it necessary in practice to abandon them. Besides, Papin was a man
of a different character, whose talent lay rather in speculations on
ingenious to combinations, than in the mechanical power of earning
them into execution on a great scale.
We have thus, from authentic sources, traced up the suggestion of
steam-navigation to the original time of the engine, on which it
depends — at least, as far as that era has been generally understood ;
and we now add an account published within these few years, which
carries it back to a period, which was never before contemplated.
In 1831, there came out, “A year in Spain, by a young Ameri-
can,” in which the following remarkable passage occurs.*
“ It appears from a late valuable publication, Navarete’s Collection
of Spanish Voyages and Discoveries, that the first known experiment of
propelling a vessel by the agency of steam, was made at Barcelona
Singular, however, as the fact may be, it is fully established by vari-
ous documents lately found in the archives of Simancas, and is so
circumstantially stated as to be incontrovertible. It appears, that
in the year 1543, a certain sea officer, called Blasco de Garay,
offered to exhibit before the Emperor Charles V., a machine, by
means of which a vessel should be made to move without the assist-
ance of either sails or oars. Though the proposal appeared ridicu-
lous, the man was so much in earnest, that the Emperor appointed a
commission to witness and report upon the experiment. It consisted
of Don Enrique de Toledo, Don Pedro Cardona, the treasurer Bavago,
the Vice-Chancellor Gralla, and many experienced seamen. The
experiment was made the 17th June, 1543, on board a vessel called
the Trinidad, of 200 barrels burden, which had lately arived with
wheat from Colibre. The vessel w'as seen at a given moment to
move forward and turn about at pleasure, without sail, or oar, or
human agency, and without any visible mechanism, except a huge
boiler of hot water, and a complicated combination of wheels and
paddles. The assembled multitude were filled with astonishment and
admiration. The harbour of Barcelona resounded with plaudits,
and the commissioners, who shared in the general enthusiasm, all
made favourable reports to the Emperor, except only the treasurer
* VoL I. p. 49, note.
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ROCKY MOUNTAINS OF SOCOTRA.
603
Ravago. This man, from some unknown cause, was prejudiced
against the inventor and his machine. He took great pains to under-
value it, stating, among other things, that it could be of little use,
since it only propelled the vessel two leagues in three hours, that it
was very expensive and complicated, and that there was great
danger of the boiler bursting frequently. The experiment over,
Garay collected his machinery, and having deposited the wooden
part in the Royal Arsenal, carried the rest to his own house.
44 Notwithstanding the invidious representations of Ravago, Garay
was applauded for his invention, and taken into favour by the Empe-
ror, who promoted him one grade, gave him 200,000 maravedies,
and ordered the jealous treasurer to pay all the expenses of the expe-
riment. But Charles was then taken up with some military expedi-
tion, and the occasion of conferring an inestimable benefit on man-
kind, was neglected for the business of bloodshed and devastation,
while the honour, which Barcelona might have received from per-
fecting this noble discovery, was reserved for a city which had not
yet started in the career of existence.’ *
The very little intercourse, which formerly existed on scientific
subjects, makes it not impossible that even a magnificent invention,
like this, may have sunk into oblivion. The 44 Quarterly Review,”*
in a recent number, describes the author, (Captain Slidell of the
American Navy) as a writer of 44 good faith and there always is an
impression, that no one, with any claim to respectability, can ever
be so utterly regardless of truth, as seriously to state a circumstantial
tale without some foundation for it. The same account was also
inserted in the 44 Literary Gazette for 1827 ;f but the critical
examination of the question must be left to those, who have the
advantage of being acquainted with the Spanish language, and have
the opportunity of examining the original authorities, on which the
statement depends. The Catalonians, indeed, were always the most
enterprising people of the Peninsula ; but the machinery, necessary
for the effect here described, seems to be beyond the age in which it
is said to have been constructed, and it is difficult to persuade one-
self implicitly of its existence.
S. P. Rigaud.
A Ramble amidst the Rocky Mountains of Socotra.
By Lieut. J. R. Welsted, F.R.S., F.R.A.S., 8;c. Author of
44 Travels in Arabia .”
(Read at a late Evening Meeting of the United Service Museum.)
Circumstances connected with my public duties, while engaged in a
maritime survey of Southern Arabia, induced me to wander for two
months over this solitary and almost unknown island. It was reported
• Vol. LIX. p. 329.— Oct. 1837. t $gitS!?ty GoOgle
604
ROCKY MOUNTAINS OP SOCOTRA.
to be equally insalubrious with the eastern coast of Africa, off which
it lies ; but I slept in caverns, on rocks, and under trees, during the
whole period, without my own health suffering to any considerable
extent. It may, however, be observed of travellers in general, that,
while on the move and under the excitement of a variety of successive
objects passing before them, they rarely fall sick, while, should the
same individual remain stationary in an insalubrious district, irri-
tation of mind, from delay or other causes, but too frequently pre-
disposes and effects such a result.
I know not a more singular spot on the whole surface of the globe
than the Island of Socotra ; it stands forth a verdant isle in a sea, girt
by two most inhospitable shores, yet its wooded mountains, its glens,
its sparkling streams differ not more from their parched and burning
deserts, their bleak and wasted hills, than do its mild and inoffensive
inhabitants from the savage and ferocious hordes by which they are
traversed. Strange, too, as is the anomaly of 5,000 people, all split
into different tribes, and existing without laws or government ; yet
offences against the good order of society appear less frequent than
with even the more civilised nations of Europe. My pursuits and
researches were certainly calculated to excite suspicion with a bigoted
or ignorant people, yet I met with no interruption on my former visit,
although journeying alone without any other protection than the
good feeling I might excite in my progress.
I learnt, upon a visit some months after that here alluded to, that it
was anticipated a British force would soon occupy the island, and I,
therefore, became exceedingly anxious that some spot should be looked
for which would answer for the transmission of their invalids. Now
Europeans attacked by tropical disorders are, if the elevation is
sufficiently considerable, very generally restored to health by a resi-
dence on mountainous tracts. Such a ridge, many of its points ele-
vated 5,000 feet above the level of the sea, rises close over the town
of Tamarida, the station it was proposed the force should occupy,
and appeared at once to answer admirably for such a purpose. I bad
on my previous visit examined them but cursorily, but I now deter-
mined by a residence thereon for several days to set the matter wholly
beyond doubt.
My preparations were soon made : the necessary instruments for
meteorological and other observations, a small gipsy tent to protect
me from the dews at night, and my cloak, were all I cared to provide
myself with ; for provisions I depended upon what I could obtain on
the mountain. My only companion was John Sunday, a Nubian boy.
who had been the sharer of my wanderings for years ; his history is
somewhat interesting.
I was fond of leading him to discourse on this, his country, and his
friends. He preserved a distinct recollection of his father s hut, and
the various articles of furniture within it, and of the kindness of an
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ROCKY MOUNTAINS OP SOCOTRA*
605
old village priest who taught them the Koran. They subsisted prin-
cipally by hunting ; and it was in one of these excursions, when
about twelve years of age, that he was kidnapped by some of his own
relatives, and sold to a slave-dealer at Berber, on the Nile ; hence
he was driven across the desert twenty days to Suakin, a port in the
Red Sea. At this period it was considered advisable to man the
East India Company’s vessels of war partly with Africans, and he was
accordingly manumitted and received on board : his figure was tall
and thin, but well proportioned : he had the crisp and curly hair of
the negro, without his flattened nose or thick lip ; on the contrary,
his features were regular and pleasing, partaking more of the Abys-
sinian than the negro cast.
By the wish of the sailors, like Robinson Crusoe’s man Friday, he
received his sobriquet, John Sunday, from the day he came on board :
and, in their opinion, furnished an additional reason why he should be
speedily made a Christian ; but this was not so easily done : he was as
wild and active as a goat : for some days it was impossible to convince
him but that he was destined to be eaten, and he had an especial hor-
ror of the boatswain, who to a most capacious mouth added a truly
formidable range of teeth ; he had but to expand the one and display
the other in a grin, and off the poor little fellow would scamper, and
take shelter in some obscure nook in the hold, from whence it was im-
possible for some time to dislodge him. As he had accompanied the
caravan the whole time on foot, his condition at first was very
miserable, but for some time he refused food under an impression
that we were merely desirous of rendering him better fitted for our
epicurean palates. When he got rid of this, by perceiving that we
persisted in eating as other people did, he gradually acquired our
habits, was taught to eat with a knife and fork “ like a Christian,”
as his now particular friend the boatswain said, and at length to the
sailors’ great delight was taught to take the half allowance of grog,
which boys in a vessel of war are always permitted to draw : for
some time, however, I am afraid that this gradual violation of the
Temperance Society rules of his countrymen was a source of more
gratification to the boatswain’s friends than himself; for, when he first
took charge of Sunday, it was observed by those malignant persons,
who are over-desirous of peering into the actions and affairs of others,
that the notes of his pipe after meals, before he called all hands,
were richer, more mellifluous, more lengthened, terminating with a
smarter flourish, than before ; all of which, however, in proportion
to Sunday’s increased capacity for relieving his friend from the painful
duty of swallowing the pernicious poison, gradually declined to their
former simple severity. Pork he manfully resisted for some months,
nor did he ever take kindly to it; the noise it made in frying used to
surprise and disgust him ; he never would remain near it if he could
escape. I am not surprised at this aversion, arising as much
606
ROCKY MOUNTAINS OP SOCOTRA.
gion as from the deep-rooted aversion to the swine all must imbibe
who have only seen it in the east; there it is a tall, gaunt, half-
famished, and half-ferocious-looking brute, which performs the office
of scavenger.
After he had in some measure mastered the colloquial of our lan-
guage, myself and brother-officers amused ourselves with teaching
him reading and writing : on most points his progress and compre-
hension were on a par with the mere European, excepting in the
power of figures, which he could never be made to understand on
paper ; but set him to make a bargain, however complicated the
details, and it very soon became apparent, his talents were not to
be despised.
He attached himself at an early period to me, and has accompanied
me on journeys for many hundred miles. In sickness, in health, in
danger, or in privation, I ever found him the same brave and faith-
ful creature. I had but one fault to find with him ; his desire to
save me from being fleeced, got him frequently into scrapes with the
natives ; no reasoning with him could prevent this. One of the grand
secrets in successful travelling in the East is to permit yourself to be
cheated with your eyes open. Sunday often spoke with much feeling
of his mother, his sisters, and other relations he had left behind him;
and I have then inquired of him, if he was desirous of returning to
them ? He always replied, despondingly, that if they had escaped
the same fate as himself, which he feared they had not, the differ-
ence in their religion would prevent them from ever receiving him.
He once met a fellow- villager in Egypt, but was so ashamed at
having fallen from the faith of his fathers, that he could not muster
courage to speak to him, and inquire into the fate of all those he
still held dearest. Those who have sought to degrade the African
below the ordinary level of the human race, describe them as pos-
sessing the social relations in but a weak degree. My own expe-
rience enables me to give a decided negative to such a position, for
in this respect I should place them far above the Asiatics.
To return from this digression. On the morning of the 10th
January, 1835, we quitted the vessel, and two hours’ brisk walking
along a shepherd’s track brought us to the base of the mountains.
The atmosphere was so close and sultry, that I was bathed in per-
spiration, and received with much thankfulness a bowl of milk which
some Bedouins tendered to me. Imagining I should suffer from the
cold as much as themselves, they laughed at the idea of my passing
several days there, and predicted that the morrow would find me on
the plains. I gladly, however, accepted the offer of two of their
number, who tendered their services to act as guides and carry
the tent, which had been brought thus far on the back of a
camel.
We ascended by Wadi Aiuf, a precipitous and rugged glen, very
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607
narrow, and thickly wooded. The soil was a rich dark loam, nourish-
ing a great variety of beautiful flowers. After two hours’ hard fagging,
climbing in many places, and holding on by the roots and branches of
trees, we halted about 3, p.m. under an impending rock. A few
minutes before we did so, I was very nearly bitten by a snake which the
natives call Java, and the bite of which, they say, proves mortal in
the course of a few hours. It had, apparently, just gorged a bird or
some reptile, for it was lying in a half-torpid state, partially coiled
round the branch of a tree, which in colour it so nearly resembled,
that though my hand was nearly touching the head, I did not dis-
tinguish it. Sunday, more quick-sighted, did ; and I drew my hand
hastily away as it was rearing its head. We killed him. It is sin-
gular, much as my wanderings put me in the way of meeting with
snakes, and numerous as they are described to be on this island, yet,
this is the only occasion in which I have been put so nearly in con-
tact with them.
What a delightful and grateful change, from the over-heated and
sultry atmosphere below, to the coolness and invigorating freshness
of these regions ! Seating myself on the verge of a precipice over-
hanging the valley, I gazed on the scene around. Every object,
after being so long accustomed to the naked, arid scenery of Arabia,
was novel and interesting. I have travelled much amidst the moun-
tain scenery of that country, of Persia, and of India, but that of
Socotra, in wildness and romantic grandeur, surpasses all. The sun
at this early period of the day was sinking beneath the Western
Mountains, and their shadows already obscured the lower portions
of the glen ; the clustering foliage, clothing portions more elevated,
was yet warmed by its golden beams, which, partially obscured by the
trees under which I was seated, then agitated by the wind, fell in
chequred and variegated light around us, while many and beautiful
tints illumined the rugged and pinnacled summits of the naked
granite spires which tower above all. On the opposite side of the
glen a clear and sparkling stream holds its wild and sportive course,
here peeping forth from beneath the foliage, glowing and quivering
in the sunbeams, or there hurrying forward to lose itself for a brief
space in the clear blue pool beneath. On that craggy pinnacle above,
where, at this distance, it appeared difficult to conceive that the
foot of man could have found a resting-place, is perched a shepherd,
his figure standing out in bold relief against the blue vault of heaven.
His voice alone breaks the stillness of the scene, the peculiar shrill-
ness rendering it distinguishable from afar, while his flocks, in obedi-
ence to his call, are perceived wending their serpentine course down
the almost perpendicular free of the mountains.
When daylight had ceased to soften the picture, I rejoined Sunday,
who was busily employed cooking, after the Socotrean manner, a kid,
which had a few minutes before been brought by a Bedouin : the
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ROCKY MOUNTAINS OF SOCOTRA.
bones were first removed, and the whole mass was then thrown into
an earthen pot. Some rice, in addition to this, formed an excellent
meal, to which the whole party sat down. Sunday and myself, at
first, with the advantage of our knives, held the lead, but were soon
compelled to relinquish it ; our best were but puny efforts, compared
to those of our rivals, who did not desist until they had cleared the
board. The capacity of these islanders in such matters is indeed
prodigious, and they often expressed surprise at the far smaller quan-
tity of food which sufficed us. In the evening I accompanied the
new comers to their cave, which was situated a short distance further
up the mountain. Abundance of fuel was at hand, and a blazing fire
soon reared its cheerful flames before us. As these rose, red and
flickering, and in fantastic wreaths to the roof, it lighted up a wild
and romantic scene. The irregular surface of the projecting masses
in the interior of the cave stood forth in bold relief, while the lofty
arched roof, and numerous caverns more retiring and remote, were
lost in the deepest gloom. Nor was the interest of the scene les-
sened by the appearance of my companions, whose half-naked figures,
plaited hair, and peculiar marked and expressive countenances were
also in savage keeping with the rest of the picture. Some of the party
spoke Arabic, and I was in consequence able to converse with them.
I was most anxious, since they had been in pretty constant communi-
cation with the English for some time, to know what they thought of
us, as contrasted with other visiters. Their reply was a very simple
one : “You always pay for what you receive, and never maltreat us,
or our females, as the pilgrims and others who have touched here did
before you ; so that we, who at first always fled at your approach, no
longer do so, but bring our sheep, as you have witnessed this even-
ing, and eat them with you.” I observe that more than one foreign
traveller in the East has brought a charge against the English, that
they are repulsive and imperious in their demeanour towards the
Asiatics, and are consequently, hated by them. This is just one of
those sweeping clauses which sounds high, and has just enough of
truth in it to allow of its occupying the attention, until we reason or
examine the grounds for such a position. No European can be liked
in the East ; both the Hindoo and Mahomedan religions forbid it ;
but, let it be asked, what other European nation has been more
successful than ourselves in obtaining their good wishes? The
Dutch, the Portuguese, the French — they were severally in power
in India. Were they then loved more than ourselves, or than they
are now at Java, Manilla, and Algiers ? Had the English been in
possession of the latter city as long as the French, I think our rela-
tions, with the Bedouins which surround it would have been different,
and that we should have been able to have shown ourselves without
the walls without the certainty of being shot at from every bush.
Admit that the manners of my countrymen are not the most bland
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ROCKY MOUNTAINS OP SOCOTRA.
609
and conciliatory in the world, to what high moral attributes and
principle are we to ascribe the superior regard and consideration an
Englishman enjoys in those countries over most other foreigners ?
“ I observe this difference between an Englishman and any other
Frank,” said a merchant once to me in Cairo ; 44 I believe the word
of the former, I do not that of the latter. When another Frank
owes me money I am anxious to get it paid, for I am convinced he
will not do so until he is absolutely obliged. With an Englishman,
on the contrary, I feel no anxiety, for he seeks me out and seems
uncomfortable until my debt is discharged.” We may laugh at an
Englishman squandering his money in other parts of the world, but
it is not inconsistent (considering their relative positions there) with
oriental notions in these countries.
After remaining talking with these simple people until a very late hour,
I returned to the rock under which we had first encamped. Sunday
wrapped himself in his cloak and was soon asleep. It was a lovely
evening, the moon 44 hung imminent,” and shed its flood of splendour
over the naked spires above and wooded glens beneath. Not a breath
of wind was stirring : the stars shone forth gloriously. I spread my
cloak on a rock, and, wearied at length with the events of the day,
slumber stole over me ; dreams of home and friends whom, after an
exile of fifteen years, I was about soon to rejoin, mingled with the
forms of those I had just quitted, and I slept throughout the night
without interruption.
January 11th. — Refreshed by the purity of the air I had breathed
in my slumbers, I arose at an early hour, and, after bathing in one of
the clear and sparkling pools below, I continued my journey up the
mountain.
The foliage was, if possible, more dense than at the lower part of
the glen, and I had still considerable difficulty in some places to make
my way ; in others the path led along the brow of a precipice, and
was partially cleared for the convenience of the cattle which occa-
sionally cross over this part of the mountain. The morning air was
keen and cold, and impregnated with many agreeable odours from
the numerous aromatic shrubs and flowers which grew around.
Rock-doves and other feathered choristers added their wild and
plaintive airs to the tinkling of numerous streams, or the hoarser
cadence of some louder and more distant fall. At an elevation of
about 4,000 feet we arrived at a sunny sloping plain, verdant as an
English meadow : several sleek cows were feeding around. The day
was clear and cloudless, and we obtained a magnificent view of the
greater part of the island, although we had not attained the highest
point of the range for a ridge, about 500 feet more elevated was
behind us. Yet this appeared well adapted for my purpose ; accord-
ingly I selected a spot which was sheltered in some measure by an
impending rock, where I pitched the tent, and resolved for the pre-
ENLARGRD SERIES. — NO. 9. — VOL. FOR 1838. 1 SOglC
610
ROSS’S ANCHOR.
sent to make it my head-quarters. I found, however, before I had
been here long, that the wind swept over the mountains with such
violence that a tent was wholly useless, and I determined therefore
to employ a few of the natives to collect stones and build a rude hut
similar to their own. By the next day I had a very snug little room
about six feet square every way, and the tent spread outside prevented
the wind from making its way through. I passed my time delight-
fully here. I had nothing to do but to wander forth during the day,
collect flowers, sketch, or take my gun.
Plymouth Breakwater, Teneriffe, Bahia, and the Cape. —
Longitude.
H.M.S. Beagle, 18th Not. 1887.
Mr. Editor, — As all ships by a recent order, rate their chrono-
meters by sights taken on Plymouth Breakwater ; some part of it
should be specified, and its correct longitude ascertained, particu-
larly as the longitude given in the present charts, is not, strictly
speaking, correct. To this point, I have turned my attention, and
230
have connected a stone marked -j— with our former observation spot,
(in the meridian of government house,) and this stone I consider
in 16m. 33*4s. to the west of Greenwich. It is one-third of the
length of the Breakwater from the east end, and as the stones are
numbered, there can be no difficulty in finding it. My meridian
distance from it to Bahia, by way of Teneriffe, place Bahia in 2b.
34ra. 3*9s. west, and by both measurements, last voyage, it was
2h. 34m. 4s. Again, my meridian distance to this place (Simon’s
Bay,) gives lh. 13m. 55*3s. for the longitude of the observatory,
and by the measurement last voyage, it was lh. 13m. 54*8s. The
close agreement of these determinations merits confidence in my
longitude of the consul’s house at Teneriffe, which I make 16° 14'
31" W. that is, 1' 30" east of Arlett, in the Etna.
J. L. Stokes, Lieut. R.N.
Ross’s Anchor.
Topsham, Devon, 22nd May, 1888.
Mr. Editor, — The testimony of so many individuals to the merit of
Rodger’s narrow-palmed anchor, in your highly useful and interesting
Magazine, induces me to forwardyouaplan and description of an anchor,
invented by me, which has been considered a great desideratum, parti-
cularly in stiff holding ground. During the last war, it was my fate to
pass several winters in the Downs, and the difficulty of getting the
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611
anchor in bad weather, in consequence of the immense quantity of clay
brought up with it, (sometimes as much as four or five hundred weight,)
and the frequent occurrence of driving, during heavy gales of winds,
caused me to turn my attention to the means of supplying a remedy,
which I think I have succeeded in, by the form of “ Ross’s Triangular
Palm Anchor,”* which, I have no doubt, will be found to answer the
purpose very well. It is obvious that the sharp angle on the inside
of the palm will immediately, on the anchor being tripped, divide the
clay, and cause it to fall off, by which means the weight of the anchor
alone will be brought to the purchase ; in the next place, the narrow
palm, and extra weight of metal it contains, will cause it to hold better
in bad ground, and, in the event of the driving, will be more likely
to catch again than the anchor now in use ; these are some of its ad-
vantages. To time, use, and an enlightened nautical public, I leave
it for the development of its other good qualities. The manner in
which it is stocked for small craft will be found more convenient; the
collar, nut, and pins being certainly neater, and better than the fore-
lock and turned end ; whilst the increased length of the arms, and the
intrents given to them, will be found a decided improvement. A
beautiful model will shortly be deposited in the Adelaide Gallery,
made by Mr. Ananias Moore, a talented anchorsmith and chain-cable
maker, of this place, who has been extensively employed in those
branches of his business, where judgment and mechanical skill are so
highly essential. Several nautical men who have seen the model are
decidedly of opinion that it will answer in the fullest degree, the
expectation of the inventor, who begs to subscribe himself
Your obedient servant, F. W. L. Ross.
I have seen “ Mercator’s ” letter, and hope he will consider this
plan as an improvement on the old as well as new anchors.
Proceedings of H.M.S. Sulphur, in the Pacific Ocean.
Having been so far successful at San Bias as to obtain supplies of provi-
sions sufficient to last us to the Sandwich Islands, we started from Cape
San Lucas, intending from thence to take a good departure, to insure
our making Socorro, so as to determine the meridian distance between
them. We experienced strong breezes from the S.W.; and the Starling,
Lieutenant Kellett, having dropped beyond our ordinary superiority
over her, it became necessary either to take in half our canvas, or
take her in tow. The latter was decided on, as her presence in the
[* We do not consider it necessary to give [a plan of the anchor, as the principal
feature which distinguishes it from all others, consists in the palm being loaded with
iron, rising from it in a wedge-like form, and thus forming its triangular shape.—
Ed. N. M.]
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PROCEEDINGS OF HER MAJESTY'S SHIP SULPHUR.
examination of the places where islands have been reported to exist,
was deemed of importance.
On the 16th of June, we were off Cape San Lucas, with a heavy
swell, and heavy, hazy atmosphere. Wind chopped round to east gra-
dually, edging from E.N.E., until it settled at N.W., our rate, with
Starling in tow, 8*2. On observing the direction of the prevailing wind,
which we called the 44 deck breeze,” with that of the superior current,
as indicated by the clouds, while the former was fromW.N.W. toN.W.,
we found the latter was from N.E., in the morning, until late in the
afternoon, when it gradually set to the S.E. by the north. On the 18th
of June, we had reached a position to the westward of Socorro, and
our time being too valuable to lose, the Starling was directed to take
route which would intersect ours, in 137° W., and she was directed
to make the islands reported to exist to the northward of Clarion ; to
pass half a degree to the northward of us, in 130° W., and then, by a
W. by S. course, to cross our track (as well as that of the Blossom) in
quest of the various islands assigned to that region; eventually
rejoining us at Oahu. On the following morning, we expected to
meet with Best's Island ; but the sun failing us the preceding day,
our latitude was in error. At noon, our course was directed for its
position, as laid down on Arrowsmith’s chart. At four, we passed
over it, and shortly after saw Clarion Island, broad on our weather
bow. By night, we had brought its eastern limit on our meridian,
and by the sun from the time it was first seen, its position, according
to Bauza, appears correct. On approaching the region about Socorro
and Clarion Islands, the sea was observed to be peculiarly abundant
in moluscae, sea- weed, and other indications, similar to that on the
coast, all of which almost abruptly ceased the day after we passed
the latter. On the 26th June, we passed the meridian of 130° in lat
16° 30', without observing any appearances of land, or other indica-
tions of its vicinity; the weather was squally, which is sometimes
caused by the vicinity to land, although it is no guide.
At daylight, on the 7th July, we saw Mowee, (cloud-capped,) and
the base outline of the N.W. extreme of Owhyhee shortly after. Our
course carrying us close past Mowee and Morotoi, (and within sight
of the breaker line,) afforded us many very beautiful and interesting
views. The clouds, covering the summits of the mountains, evidently
furnished an abundant supply for the cascades formed by their pre-
cipitous faces, varying from one hundred to five hundred feet, in
their leaps, some appearing like a silver thread. The rapidity, also,
of our passage rendered the changes of perpetual interest: By mid-
night, we were close in to Oahu, and heaving to for daylight, reduced
our sail to close-reefed topsails. On the dawn appearing on themorn-
ing of the 8th, we bore up for Honululu, passed Diamond Hill, about
5*30, and by six, had our pilot on board. The wind, however, was too
fresh to enter, and we anchored in the fairway, for the tide of the
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next day, our captain landing to secure observations for meridian
distance.
Our reception at the capital of the Sandwich Islands, particularly
by the English and American consuls, was extremely gratifying, and
the general feeling at our arrival at this most critical period, called
forth from all the foreign residents more than an ordinary greeting ; as
since the 20th of the previous May, no dependence could be placed
on any act of the government, and mercantile affairs were consequently
stagnant. This proceeded from an abuse of power on the part of the
government, in forcing on board of the British brigantine Clemen-
tine, two French missionaries, who had been banished by Rahamanu,
from this place, in 1831 ; but hearing of the treaty effected by Lord
Edward Russell, in the Actaeon, and relying on the interpretation of
the first article of it, had returned in the Clementine ; had been suf-
fered to land, and after the vessel had changed owners or masters,
and discharged cargo, had been ordered to quit in her. The refusal
of the master to make a prison-ship of his vessel, or to subject him-
self to a prosecution for taking them away, contrary to their consent,
induced the government, on the 20th May (they having landed on the
1 7th of April) to force them on board — only because they were Ca-
tholics, and inimical to one of the English missionaries, too well known
for comment. The master, to avoid bloodshed, abandoned his ves-
sel to the government ; hauled down his colours, (which the consul,
in the heat of passion, burned;) withdrew his crew, and entered his
formal protest for damages. Our captain, being officially informed
of the transaction, and the whole case being laid before him, the
result of it was, that as neither the governor, nor the attendant
chiefs, prompted by the missionary, could be brought to any reason-
able feeling, the recapture of Clementine was determined on, and she
was dispatched to Marie for the king ; and the French missionaries
were relanded. In this affair, the English missionary becoming warm,
and evidently endeavouring to excite the chief to resistance, he was
deliberately told, “ that for every drop of British blood that might
flow, he would be made responsible,” and immediately made a pri-
soner. It was fortunate, before it became necessary to carry this
threat into effect, that the Venus, a French frigate of 60 guns, and
540 men, (2,000 tons,) commanded by Captain du Petet Thouars,
anchored in the harbour. One of the parties being French, and the in-
sult being considered as offered to his country, the interference of the
French frigate was requested, and that their captains should act to-
gether. Nothing, however, resulted beyond the original determination
of our captain, and this was carried into effect before sunset. The
two missionaries, (landed by a French boat,) escorted by the officers of
both vessels, with all the white residents, and crowds of natives,
rejoicing in the act, were safely returned to their former domicile ;
and the Clementine departed, under her national colours, to the resi-
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PROCEEDINGS OF HER MAJESTY'S SHIP SULPHUR.
dence of the king, and shortly returned with the king's answer, that
his majesty would be present so soon as Adams, governor of Hawaii,
could arrive to accompany him.
On the 20th, the king accompanied by his Mosquito fleet arrived.
His yacht is an old American ship, not considered trustworthy beyond
the range of these islands. She mounts fourteen small guns, and has
a crew of one hundred and sixty men. The Starling, with her one
gun, would be about a match for her, although the king talks highly
about “ my corvette that swims !” On the following day, at noon,
Captain Thouars, accompanied by his officers, joined us, and we pro-
ceeded together to the expected conference with his majesty. The
various officials of the government were all in state, but the king wore
only a round jacket, with a crown embroidered on the collar. After
the usual ceremonies and civilities had passed on meeting, business
was commenced by the naval officers decidedly objecting either to the
interpretation or presence of the English missionary, but the latter
point was conceded, after consideration, and it required some degree
of watchfulness to stop the signals which he attempted to make to his
party to influence their proceedings. The whole day was expended
to no purpose. The French captain was for entering into too many
particulars, instead of maintaining the single point that, until his coun-
trymen could provide, or be provided with a passage, to some civilized
port, they should remain unmolested. The conference was adjourned
until the following morning, when it was recommenced, and all the
irksome, tedious forms of proceeding, as on the former day, were gone
over again. The result of the second day was, that the king and his go-
vernment consented to the French missionaries’ stay, until they could
obtain a passage to some civilized port. But they resisted the legal
interpretation of the essence of Lord Edward Bussell's treaty ; but
before we departed, we obtained a formal document, acceding to the
interpretation demanded, viz. : the literal reading, according to the
established custom of the laws of nations. All things being thus set-
tled, we sailed from Oahu, on the 24th July, at four o'clock ; as
cattle and fodder would be more easily embarked at Atovi, where
hopes were entertained of completing our crew, from that of a whale-
ship wrecked on Christmas Island, (waiting to be conveyed to Oahu.)
The consul accompanied us, to look after them, and after a cordial
cheer to the Frenchman, in return for his salute, we parted, hoping to
meet again at Sitka, Nootka, or Monterey, he being bound for Kam-
schatka, loosed sails about an hour after us, but we parted company
during the night. At 4, the following day, we arrived at Hanalac, a port
on the north side, which the consul assured us afforded not only a better
landing, but deserved to be known. In this he was right ; and during
our short stay of two days, two boats were employed making such a
survey as the time would permit, sufficient for all common purposes of
navigation. The cattle were, indeed, very fine, quite equal to those
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of Leadenhall market, and any vessel of war touching at these islands
should go there to embark them. The beef is wholesome, a treat which
we had not before met with on the Pacific side of Cape Horn. Even
the water is better there than at Oahu; the stock plentiful and
cheaper ; and, to sum up all, it is a “ sober harbour,” no grog to be
had, and clandestinely obtained by the crew. The harbour is unsafe
during the bad season, when the north-westers set in ; but a Russian
vessel rode it out one whole season, by mooring close in. The Star-
ling was dispatched two days before to Whymeea Bay 1, the customary
resort ; but Lieutenant Kellett’s report was unfavourable, the landing
unpleasant, unsafe, surf dangerous. At the Port of Hanalac, the land-
ing is as good as at Honululu, within the mouth of a river, the depth
for several miles up sufficient for canoes, and at a few hundred yards
within it boats may be filled from alongside.
On the 27th, we took our final departure from the Sandwich
Islands with a fine westerly breeze, but were soon compelled to take
the Starling again in tow. After reaching lat. 33° and long. 166°,
we were ten days teazed with calms and variables, and only reached
167° W. As the weather on nearing our destination continued thick
for several days, and the sun was only seen at short intervals, much
delay was anticipated in obtaining our observations, it was considered
prudent to despatch the Starling to Port Mulgrave. This was effected on
the 1 7th August, near the island called Rose, or Middleton’s Island, but
which, on the large scale chart of Vancouver is entirely omitted. On
the 2l8t we had made little progress, and the sun at noon (being the
first for many days) showed our position to be far in error. We
steered a course between Rose and Montague Islands, to secure a
landfall on either side. The current was found to set easterly. The
wind not admitting of our passing northerly to Port Etches, we
shaped our course southerly, intending to fix the position of Rose
Island. About sunset, while taking angles to it, breakers between us
and the south point of it were seen, and our depth decreasing from 44
to 15 fathoms, with ripples close to us, obliged us to haul off southerly.
Light winds during the night kept us in the neighbourhood, and the
wind being foul at day-light, we determined on attempting to secure
this position by observing on terra firma. For this purpose the
Sulphur was anchored in 15 fathoms, about three miles from the
nearest point. The current now showed itself, and we had the means
of determining accurately its force and direction. A landing was
easily effected, and we were able to obtain observations, but before
noon rain put an end to our hopes, and we again embarked while the
breeze was freshening from the northward. Many dangerous patches
were found by the boats employed in the survey, but none beyond
three miles from the S.E. side of the island.
The breeze freshening fast, compelled us to leave our anchorage
about 7, but not before we had hooked three fine halibuts : one
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616 PROCEEDINGS OP HER MAJESTY’S SHIP SULPHUR.
escaped, but one we succeeded in shipping by help of harpoons, &c.
It weighed 146 lbs., and the smaller being kept for the officers, the
crew had a fresh meal. It was observed for the first time-since some
of us had been at sea, that Jack appeared grateful ! and certainly
- relished the change. On the 25th, at dawn, the magnificent ranges
of snowy mountains of North America were before us unclouded;
the breeze was fair, and we were nearing our port (Etches) rapidly.
Hopes, however, were too high. Before 8, the breeze failed us, and
we were tantalized by one of the brightest and clearest days which a
northern hemisphere produces. The feeling, too, that this would
not last, that we could not reach a landing place, was an additional
grievance. Before night, however, we had rounded Cape Hinchin-
broke, and anchored off it. As our soundings were suspicious, an
officer was despatched to look for Port Etches, but the darkness and
force of current compelled him to await twilight, when we weighed
and worked into the port, anchoring near the position alluded to by
Vancouver, but nearer to the mouth of the inlet in seven fathoms. The
Ilussian resident visited us and endeavoured to persuade us to enter
the port, but as our stay was not to extend beyond the day, we
remained where we were. A gale from N.E. ensued, which brought
down the gullies of the mountains, some of those gusts which are so
frequent in the vicinity of high land, traversed by deep gorges ; and
our anchor coming home, compelled us to let go a second. We did
not succeed in completing our observations until the 29th, and on
the 30th, quitted for Wingham Island, our observations agreeing
with Cook’s within four miles, and being 50 7 west of Vancouver.
During our delay the port was surveyed, and at one station which has
since been found is Portlock’s “ Garden Island,” the identical tree
was discovered, bearing the name of his ship, -and date, as described
in the account of that voyage. Our feelings may be easily conceived.
The sight of this token of one of our predecessors, and particularly
of one of our own countrymen, in such a remote, inhospitable region,
was like discovering an acquaintance. But sacrilege had been nearly
and inadvertently committed. The tree had been ordered to be
felled for a mark, and the axe was raised, when the inscription was
observed on its surface, and the barbarous stroke was stayed. It was
much decayed, almost gone, and one blow of the axe would instantly
have shaken to dust the pieces preserving the inscription. All the
letters, however, were complete, and a faithful copy taken. The
island was named by our commander “ Portlock Island,” a name
which the most fastidious would consider correctly bestowed.
The winds, weather, and currents, put an end to all our anticipa-
tions of obtaining observations at Wingham Island, and delayed our
reaching Point Rio, which was our next intended position, until the
4th September, when we were compelled to anchor in 50 fathoms,
some distance off shore, or drift back all we had gained the last day
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or two. Here, however, we succeeded in obtaining such a series of
observations as must satisfactorily assist in fixing Mount St. Elias.
The day following, we were induced by a light breeze to take a closer
view of Icy Bay, and search for Point Rio and the Island. At noon
we tacked in 10 fathoms, having passed through a body of “ brush
ice,” but all of a soft nature. We now found the whole bay and
immense valley above it, lined with “ snow ice,” about thirty feet in
height, and apparently based on a low muddy beach, on which the
sea did not even curl. The bergs or raft masses forming the cliffy
outlines of the bay were veined and variegated by mud-streaks, so
as to present the appearance of veined marble. The base of the
point which we took for Vancouver’s Point Rio probably remains,
but merely shows as a mud spit on which some small icebergs were
grounded ; no island was traced, and it is fortunate that we obtained
observations where we did, as we had no facilities here. Vancou-
ver’s ideas as to this great and slightly elevated plain appear very
correct, and it may be doubted whether the coast line remains the
same for any five consecutive days. It seems, in fact, to be as
changeable as the sea.
After a few tacks amongst the ice, and keeping as near to the
shore as the depth would warrant, we succeeded in gaining a little on
our course, and before dark we were once more favoured with a fair
wind, which carried us into Port Mulgrave by the next morning.
Here we found Lieutenant Kellett, in the Starling, anxiously awaiting
our arrival, (with his boarding nettings triced up,) the natives
having been troublesome and numerous beyond his wishes. But our
arrival put an end to all this ; and as soon as our observations were
completed, we started, intending, as the wind favoured us, to make
either Port Althorp or Sitka, as might be, in time for the quarterly
magnetic and meteorological observations. Fortunately, we were
enabled to reach Sitka on the 12th, and Her Majesty’s ship, the
Sulphur, was the first foreign vessel of war that had ever entered the
port. We found the Governor (Captain Koupricmoff, lately in com-
mand of the Azoff, in the Black Sea) most attentive to us; his
English was very good, as we found out by the first specimen which
he gave us. This was no less than a request that Captain Belcher
would consider himself in command, and order what he wished done
without losing time, which must be valuable to him, in unnecessary
compliments. He acted up to this ; and the days spent at Sitka,
were among the most pleasant and most useful of our voyage.
We found here, much to our surprize, a complete arsenal. Our
wants would as readily have been met as in any foreign yard of our
own ; but, as might be expected, the articles were expensive, and we
limited our wants to actual necessity. The establishment is that of a
Russian line-of-battle ship, but the soldiers are chiefly invalids. The
transit instrument was fixed, a few moon culminations had ; the quan-
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018 PROCEEDINGS OF HER MAJESTY’S SHIP SULPHUR.
turn of magnetic and meteorological data filled up; in addition to which,
the Governor most kiudly gave us the observations taken by the
large diurnal variation needles, (by Gamby,) supplied by their
government, as well as some special observations taken to exhibit
the disturbance by Aurora. Their meteorological observations taken
by the priest, were also given to us ; we have enough from this
quarter to render it a place of call of some interest, should our track
lay in this direction. We had full permission to survey, erect marks,
or the Governor would do it for us ; and actually went to some
expense to place a staff on the leading rock. We were also assured
of a pilot to take the ship through into Chatham Straits, if we
wished ; but time compelled us to give up that plan. It was now
too late to stand the chance of getting out from hence in bad weather,
and Nootka and Colombia yet awaited us. After experiencing the
most extraordinary kindness to the last moment, and receiving pre-
sents of specimens of natural history from the Aleutian, Fox, and
other islands, the Governor paid us a visit on board at nine o'clock
Finding that we intended to start at daylight on the following morn-
ing, as soon as our commander had taken his leave, the Governor s
secretary again boarded us, bringing salmon, vegetables, &cc. On
the morning of the 27th September, we quitted Norfolk Sound, with
an uneasy motion, which proceeded from our rudder, and which
alarmed us for our chronometers ; the motion, even in a calm, being
enough to destroy the rates of the best chronometers in existence.
On the 5th October, we beat into Friendly Cove of Nootka Sound
It is about one-third of a mile across in the broadest part, a complete
basin ; and if means were taken to secure them properly, no doubt
five or six vessels might ride safely. The village of Nootka in this
bay, where the natives repair in great numbers in summer, to cure
salmon, gives the name to the sound. At the period of our visit,
they had all retired to the interior settlements, of which Tasheis is
still the chief city, as in the time of Vancouver. The natives shortly
thickened around us, and the chief Macquilla was selected by chance
to communicate with us, owing to the decided superiority of in-
tellect in the features of himself and family. From what we could
collect, these Indians have withdrawn from Nootka in consequence
of its unprotected position, where the guns of vessels, they say, do
them harm ; and they endeavour to show that many wanton outrages
have been committed by ships touching here. Astoria had just fallen
into our hands, and added greatly to the interest we took in convers-
ing with them. Macquilla took a great liking to us, and we on our
part were much pleased with him. He was excessively urgent to get
our commander to visit Tasheis, where he could show him proper
attention ; and he evinced more gratitude than is commonly found
among any of the tribes we met. Every morning a salmon came off
for the captain ; and until the last day no one knew who was the
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PROCEEDINGS OF HER MAJESTY^ SHIP SULPHUR. 619
benefactor. He was almost on the point of quitting us in a pet,
because we did not barter for skins ; and eventually sent his head-
man to say, “ that he was off for Tasheis.” Duty had hitherto
interfered, but we bought several skins, and he then took up his
encampment for the night, and saw us off in the morning. At times,
during our stay, the weather was very rough, and we had three
cables out in different directions, lest the wind should chop round, and
put us on the rocks. A slight survey was made of the anchorage ;
but in taking leave of this place, we did so with a most gloomy sen-
sation at what we found it, and what Vancouver pictured it, when it
was a bone of contention between two such powers as Spain and
Great Britain. Not a vestige of a house, battery, or other European
structure exists ; nothing but the stupendous frames of the log-
houses of the natives, which appear as freaks of fancy, without any
earthly use, and which are still kept up ; the logs appearing to have
been placed at no distant period ; probably two or three years. Even
on the spot where the fort stood, no vestige of mortar, or building-
stone could be found ; all was bare rugged rock, or overgrown with
briars. The Indians showed us where the houses stood, where the
cross was erected, and where the potatoes grew ; but every vestige
had disappeared, although the state of the soil was excellent, and the
weeds which grew thereon flourished luxuriantly. This, the more
extraordinary, as the natives now cultivate the potato, and in many
places bring them off for barter. They are said to be very fine ; they
are good at Sitka.
On the 9th of October, we took leave of our Nootka friends, with
the intention of touching off the Bar of Columbia to ascertain our
chances of entry. Bad weather ensued, and altered our project to
that of making the shortest passage to San Francisco where we
might over-haul the iron-work of the rudder, and get a slight refit
in hull and rigging. The Starling stood on towards the Columbia,
but hauled off without sighting it, rather than risk bad weather on a
lee-shore.
On the 19th we made Punta de los Reyes. The wind failed, and
we did not enter the gates of San Francisco until 9h. 30m. Knowing
this place, we had no hesitation in entering at once, instead of tor-
menting all hands outside during the night. The moon helped us
about 10, and before midnight, the ship was moored in Yerba Buena
Bay. We expected from the war of independence, which was going
forward, to have been hailed from the fort ; but all was silent as the
tomb ; we fired a gun, to make the vessels at anchor show lights,
and this was the only notice given of our arrival. This port has
retrograded sadly during the last ten years. Authorities there are
none ; missions taken out of the hands of the Padres, and adminis-
tradores appointed. The mission is robbed, and squeezed to the
dregs by the existing government, lest to-morrow may see another
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620 PROCEEDINGS OF HER MAJESTY'S SHIP 8ULPUUR.
in power. The Indians, neglected, rove about, follow the vices of
their masters on a more daring scale, carrying off cattle, clothes,
and in malice sometimes children ! The Delaware Indians, with a
pass from the United States, (hunters) had leave to hunt two yean
on these territories: the time elapsed, their chief left them, and
returned. The party taking a new chief, and a liking to the ground,
have become independent ; being well armed riflemen, they enter,
rob, and plunder, and the cowardly Californians have not spirit
enough to combine and force them away, or punish them. Lately
they entered the mission of San Luis, at mid-day, took away every
horse the mission owned, (then in the coral,) pointed a rifle, desired
the Adminjfitrador, to keep out of its range, and deliberately drove
them off. It is as well to observe, that without horses, the cattle are
useless, they stray and cannot be recovered. Possibly 8 to 10,000
head of cattle, (the remains of 200,000, the rest killed off for money
for the war,) were thus lost. The number of horses is said to be
from 1000 to 1500; and these animals, which will scarcely sell for
forty dollars in 1827, would now fetch 100 to 150. Martinez, spoken
of by Captain Beechey, lost all his horses, ( sixty prime,) with
every article of linen belonging to his family, by the desertion of his
own Indians. It is said, they are too severe in their treatment of
them : this state of affairs will soon reduce California. A new war,
one of extermination, will arise, and the Indians will be slaves,
worse than they now are. Indeed, this is already expected, for
there is a party of Kentuckians here, who enlist every English or
American into their ranks, and will eventually be the lords of their
country. It is true, this people have cancelled their independence,
and declared themselves subject to Mexico again, but it is well
known, that Mexico cannot help herself, and some authority must
put a stop to the present crisis. The Spaniards are very anxious to
get English or Americans amongst them, to supply their own want of
courage, and defend them from the Indians, hence two whalers
have lost half their crews, (Americans,) and have sailed in despair
to endeavour to replace them at Oahu. The military commandant
being informed of the place of concealment of six of them went out to
apprehend them. He found them armed, and one with great cool-
ness, pointed to his musket, and “ advised him to go home to his
family,” which he thought very prudent advice, and accordingly
followed ; such is the law here.
While we lay at San Francisco, a party quitted the ship for the pur-
pose of exploring the Rio Sacramento. The information concerning
it was very contradictory, and it was determined that the Starling,
as a point to fall back on, should accompany us to the farthest (con-
veniently navigable) limit. On the 27th, being then 35 miles
N.E. of the Obo, and the pilot asserting we could take the Starling no
farther, we took to the boats, and on the 30th, at sun-set, had
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621
reached the Fort of the Sacramento, in lat. 38° 46' 46" N.; long.
47' 28" E. of Obo. Finding no further progress could be made in
the boats, and understanding, (as since confirmed by the Rocky
Mountain hunters,) that this is the ford crossed by the Americans in
their hunting expeditions ; the further examination was abandoned,
and on the 31st we commenced the survey down the river, a dis-
tance computed by us on the serpentine lines of stream, not under
150 miles. From this extreme point, we had a fine view of the
Sierras Nievadas in all their majesty; the source, doubtless, of
this magnificent stream, carrying water thus for the Sulphur ! The na-
tives at the Fork, Walolks, would not communicate wmi our civilized
Indians, although they used every endeavour to get thVa to answer.
They fled, leaving behind about a dozen bags of acorns, which they,
no doubt, were curing for winter consumption, as well as most of
their implements. Although our Indians were inviting them to
friendly intercourse, they were also keenly on the look-out for any-
thing they could filch, and but for our interference, would have
made prize of all, purely, no doubt, in the spirit of conciliation.
The magnificence of the country throughout its whole course is
unimaginable, not to be conceived. It is, in fact, a splendid park,
extending about forty miles north, from lat. 38° 3' through twenty de-
grees of long. In no instance is the soil raised more than thirty
feet above the level, and it varies generally from ten to twenty. The
sides of the river are wooded within 200 yards of the edge, and con-
sisting generally of stupendous trees at the water line — of ash, willow,
and poplar : the ash, frequently overpowered by the vine, contains
a large supply of wild grapes. The interior trees consist of
immense oaks, averaging from seven to eight feet in diameter, and
one of this diameter ascended sixty feet without a limb ! Walnut and
chesnut abound on the Park Land, covered generally with high oat
grass, wild and ever springing, (on which the deer and elk feed,)
with clumps of oak, as if planted for ornament. In some parts, the
eye may wander over thousands of acres, covered with nothing but
grass, and relieved only in the distance by the trees showing the
bends of the river, the Sierras Nievadas; or our friends nearer home
the Sierras Bolbonese. Ducks, geese, elk, and deer, are numerous;
and salmon, mullet, sturgeon plentiful in the river. A mullet and a
curious sucker were taken with the hook, the latter was preserved in
spirits.
The survey was found of a tougher nature than we anticipated, com-
pelling us twice to dispatch a boat for fresh supplies of provisions,
and at times reducing us to scanty fair. The water, however, of the
Sacramento was almost in itself meat and drink, otherwise we could
not have completed. On the 16th, we rejoined the Starling, and soon
after reached the ship, heartily fatigued.
On the 30th November, we left San Francisco, not without
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having lost eleven men and boys by desertion, and on the 2nd
December anchored at Monterey. Unfortunately for the underwriters,
but fortunately for us, an American whaler had been wrecked on the
18th of October preceding, which enabled us to complete our wants
from her stores saved ; we therefore obtained beef, pork, and flour, with
a 8 mall quantity of bread and spirits, to last us for three months. The
Venus, Capt. du Petet Thouars, had shortly before sailed for Monterey
and San Bias. On the 6th, we quitted Monterey, and having information
of an island in lat. 24° 9' N., long. 112° 39' W., we steered a direct
course on the parallel of Shelvoe’s Island, (Shovel, of Rauza,)
and thus obliterated it from the chart. We reached San Lucas, or
Tres Marias, on which we landed, obtained observations, and made a
survey of East Bay, George’s Island, thence proceeded to Isabella
Island, San Bias, where we arrived on the 21st, just in time to save
our meteorological and magnetic observations.
jfl&bal tffjromclc*
Monthly Gossip. — There is an establishment, Mr. Editor, in our
great metropolis, to which I am anxious to direct your particular atten-
tion, as well as that of your readers, and indeed all who desire to see
the honest hardworking poor relieved from the grasp of the monopo-
lizing rich man. It is one which has been but very lately formed to
meet an evil, now increased to a fearful extent : — I mean the imposi-
tions to which the coal-whippers of London are subjected in their
present condition. In my June letter,* I briefly alluded to the
praiseworthy exertions of Lieutenant Arnold, B.N., and, with your
permission, I will now more fully state their case. The cargoes of
colliers arriving in the Thames (now amounting to about eight thou-
sand annually) are cleared by gangs of these coal-whippers, amount-
ing to nine each ; the appointment and employment of which, it
appears, have long been monopolized by certain landlords of public-
houses on the banks of the Thames. The coal-whipper seeking
work, must first have the good-will of the landlord, ana it is founa
that he is successful in proportion to his custom ! For instance, if
he drinks hard, he is not long out of work, and it is an established
rule that his daily supply must first be spirits, then beer, all of which,
whether wanted or not by him and his gang, are sent off, as a matter
of course, to the vessel in which they are employed. But this is not
all ; — the evening must be passed at that receptacle of vice, the pub-
lic-house of his employer, in expending a portion of the day's earn-
ings. He is, moreover, charged half-a-crown per week, as lodging
money, though he may never sleep in the house ; he has to pay for
baskets, planks, and tools, about three shillings per man, for every
ship that is cleared, felicitously called “ tow-row money in addition
to which as much as five shillings per week is exacted from him,
called “ bad score,” being a surcharge on his amount for liquor
during the week ; and however he may be convinced of the imposi-
* See page 415.
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623
tion under which he is labouring, he must be silent, or forfeit his em-
ployment.
Now, the evils of such a system are manifest. Setting aside the
temptation to which he is thus subjected, of giving himself over to a
habit of intemperance, it is clear that, if he have a family, they are
deprived of his wages, perhaps abandoned to misery. Lieutenant
Arnold, with a most laudable aesire of counteracting this evil, has
taken up the cause of these unfortunate men, and has opened an
office to give them employment, and the wages of their labour, free
from the impositions of the publicans, and the temptations which they
hold out. I am glad to tell you that several influential gentlemen,
seeing the importance of his exertions, have encouraged him with
their assistance and support, in order that the earnings of these men
may be applied to the maintenance and comfort of meir wives and
families. I understand that application has been made to shipowners
in the north of England, to consign their ships to Lieutenant Arnold,
who gets the work performed twenty per cent, cheaper than the publi-
cans. His office is No. 2.9, Great St. Helen’s, where further informa-
tion on this important subject will readily be given.
In my last, we had scarcely recovered the intoxicating effects of
the coronation : — well, we are all cooled down again, excepting, I
believe, the scientific part of the community, called the Britisn Asso-
ciation, now revelling in the luxuries of their annual ambulatory
meetings at Newcastle, where, it is said, they are gleaning fresh
adherents, and fresh friends, to be employed in the cause of science.
You know we have done with Marshal Soult, and all that kind of
thing; the veteran found us proof to the last. His old friend, Sir
Robert Otway, finished him with a splendid affair on board the Howe,
in return, at least, for the attention ne had received from him at the
Tuileries ; if not to ensure the departure of the Marshal with the same
good opinion of us which he had received throughout his visit. Well,
if the Marshal knew us in war, he has now known us in peace, and
of his new acquaintance he has, at all events, reason to say, “ J'en
emporterai /' impression la plus vive et la plus durable .”
But I was speaking of the Corps Scientifique Mr. Editor, at New-
castle, where they are to meet on the 20th of August, and where they
have gathered the sinews of labour,* or in other words, materially
added to their numbers and funds. I shall not have space, I fear, to
give you but a brief account of their proceedings in my next, but I
may here say, that they promise to be of the most interesting kind ;
the progress of science in all its branches will be developed, and
there will be an exhibition of the models of philosophical instru-
ments, and produce of national industry, which, independent of the
foregoing, must prove highly interesting. Inventions of course,
will nave their place, and this leads me to one or two things I have
heard of lately.
As for Mr. Hoe’s instrument or apparatus, for determining latitude
and longitude at sea, or, as he intends to call it, “ Sherwood' s Magnetic
Geometer ,” I have not seen it, nor do I anticipate much from it, if
magnetism is to be employed in determining longitude. However, I
shall be read} to acknowledge myself wrong, if he can show me that
* It is stated that 1,000 local members are newly enrolled, and more than 2,500/.
obtained by local subscription.
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I am so. There is a new mode of lighting under trial, I perceive,
in the north-west light vessel at Liverpool, stated to be superior to
the usual mode by oil lamps, and at a third less expense. It is called
a liquid gas, manufactured by Mr. Seward, and is to be further
applied to the Formby light vessel, and also to the Rock Light-
house for trial. Another very important invention also has appeared,
called ‘prepared compressed fuel, on which experiments have been
made at Woolwich dock-yard, under the superintendence of Mr.
Ewart, Her Majesty’s principal engineer, the grand object of which is to
reduce the expenditure, as well as the expense of the fuel at present
in use for steam-engines. In importance, this invention is one of
vast magnitude. It is composed of “ screened coal,” (or dust,) river
mud, and tar, and is formed into blocks. The saving is proved to
be very great, and in point of stowage, it will be equally desirable
for sea. Mr. Oram, who is the patentee of this fuel, will, I hope,
give some account of it in your pages. I have heard that the inven-
tion is not entirely new, the same having been done some years ago
by a Mr. Clarke, of Newport, in the Irie of Wight, and only aban-
doned on account of an unpleasant gas which it gave out, but I
have no doubt Mr. Oram has overcome this difficulty. Then again,
there is a sheathing felt for ships, patented by a Mr. Wells, which
is said to possess advantages both of efficiency and cheapness, which
are fast bringing it into use. I think the recommendation* which 1
have just given to Mr. Oram, will equally apply to Mr. Wells for
the benefit and advantage of these gentlemen, as well as the com-
munity at large. A French naval officer, (M. Bechameil,) has
invented a mast for steam-vessels, which he can set up or take down
in less than two hours : it consists of spars capable of being joined
together, and made equal in strength to solid masts. A vessel it »
said is fitting with it, destined for a voyage to Rio. Perhaps our
steam companies had better look after this, as it would evidently be
desirable when going head to wind to dispense with the masts of
steamers. Talking of steamers, the Great Western, I see, is getting
on as usual, and the Sirius is turned over to the Baltic. On the 1st
of August, she commenced running to St. Petersburgh, where she
will have smoother water than she had in the Atlantic. No doubt
Mr. Editor, die large vessels make better weather of it than the
small ones, and hence the success of the Great Western over her
competitor. By the bye, a meeting of the company owning this
vessel, was held the other day, (16th July,) at Bristol, at which the
accounts were read, from which it appeared that the prospects were
so good, that after setting down the returns of the first voyage to the
cost of the vessel, the actual profit on the two others has been
sufficient to admit of a very handsome dividend to be declared on the
6th of September. No wonder that capitalists of London and Liver-
pool are striving to get into the market.
But in the way of inventions, of which we were just now speaking,
I have omitted to tell you of a recent one by a Mr. Arthur WaU,
the purpose of which is to protect the copper sheathing of vessels.
You are aware that Sir Humphry Davy applied the principle of
galvanism with the same object, by bringing copper into contact
* We have always been ready to devote oar pages to the diffusion of useful know-
ledge, and shall be equally so with regard to these inventions.
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with zinc, by the action of which latter, oxydation he thought
would be entirely prevented. His process, however, failed. That
of Mr. Wall’s is said to be anti -galvanic, and the copper protected
by his process, resists corrosion or the adhesion of any of the usual
produce of sea water. Mr. Wall, it is stated, has made his experi-
ments principally in the West Indies, and further experiments are
f oing forward under the direction of Sir J ohn Ross, which it is to
e hoped will be found in your pages.
It is said that the Commissioners appointed to decide on the limits
of the oyster fishery at Jersey, have concluded their labours, and
recommended that a line at one mile from the French coast be
adopted. This is, however, most inconclusive, as on some parts of
the coast the tide ebbs out above a mile. The question naturally
arises then, is the line to be distant one mile from the coast at high,
or low water? as it involves the whole affair on which so much
squabbling and even bloodshed has taken place. The Commissioners
I have no doubt, have settled all this ; Dut I shall look into it and
let you know.
So, because there has not been enough for our authorities to do in
Canada with the rebels, some of our seamen at Quebec must turn
mutinous, to add to the difficulties of the new Governor-General,
Lord Durham. Verily, Canada doth present at the present moment
anything but a gratifying picture ! There will be something to do in
the western district yet, if the various reports of the landings of the
patriots on our frontier be correct. The great meeting held at Sand-
wich on the 9th of June, the capture of the American steamer
General Macomb, and our St. Clair frontier generally, hold out some
ominous appearances that all is not over there.
But with regard to British seamen at Quebec, it appears that the
provision so very properly made for each ship arriving to bring away
her own seamen, was set at nought by the desertion of the crew of
the ship Ruby, in May last. No exertion of the captain or mates, it
appears, could prevent their adopting the common practice of lower-
ing their chests and bedding into a boat, amidst threats and the most
brutal language — too common among seamen. Four, however, of
the principals are lodged in gaol, to undergo trial on the charge of
mutiny.
Turning from seamen to the masters of ships, I have not seen a
more important document lately, Mr. Editor, than the report of the
Sunderland Marine Board. This institution, the proceedings of
which, if I mistake not, have been already referred to in your pages,
I am happy to say, works well, and is likely to produce the most
beneficial results. It has now been in operation one year, and the
report says that “ numbers of young seamen of the port of Sunder-
land, who, previous to the establishment of the Marme Board, were
inattentive to their own improvement as mariners, have witnessed the
success and promotion of many of their companions, and, sensible of
their own deficiency, have betaken themselves studiously to improve-
ment, and during the past winter, the various nautical schools in the
town of Sunderland were well attended with such pupils ; many of
them have already made considerable progress in the use of figures
and navigation, and have received the approbation of the officers
with whom they sailed for their maritime skill and assiduity. The
spirit of emulation, so promoted by the Sunderland Marine Board
BNT.ARflEn SERIES. NO. 9. VOL. FOR 1838. 4 K
m
NAVAL CHRONICLE.
has also tended much to improve the moral habits and general intel-
ligence of the seamen ; and many of those whose leisure time was
formerly spent in dissipation, now engage themselves in rational
amusement and profitable instruction. This is gratifying intelligence,
Mr. Editor, ana it is much to be lamented that other great ports do
not follow the example of Sunderland. Many of our merchant cap-
tains know their deficiency full well, even to the transports which
are taken up for her Majesty’s service. But let us console ourselves
that the good cause is progressing, and that the Nautical Magazine
does its part in pointing out the evils to be remedied.
Well, tne grand question has been decided between the public and the
Hull steam boat company. The Coroner’s inquest, which has been so
long sitting and adjourning, has at length concluded, and the verdict of
the jury has been delivered. The foreman is stated to have expressed
the feelings of these gentlemen, when he said that he had never
found himself in a more difficult situation ! no doubt — as it would be
a difficult matter indeed to please all parties, and what he had to say
was not calculated to do so. The jury, it appears, (who have done
their duty nobly,) were unanimous in their opinion that they never
saw a vessel fitted up with greater splendour and taste than the
Victoria, or with greater attention to the convenience of the passen-
gers ; and that they never saw a vessel in the river fitted up with so
little regard to the comfort of the engineers and stokers who worked
the engine. In fact, it was a perfect Pandemonium ! Such was the
opinion of it at least, and the verdict was as follows, “ That the deefth
of Andrew Brown was accidentally occasioned by the explosiofe of
the boiler on board the Victoria steam vessel on the 14th of June
last — that the construction of the boilers was Unsafe, the water spaces
too small, and the plates too thin ; that the engineers having no imme-
diate control over the safety-valve in the engine room, is highly repre*-
hensible, and the jury levy a deodand of Fifteen Hundred Pounds
on the boiler and steam engine of the Victoria.” A similar verdie$,
it appears, has been given for the whole eight cases of fives lost on
this occasion, in all of which the jury were unanimous; but the
deodand is not repeated for each, as the property on which it is levied
can only be once forfeited. The Coroner congratulated these gentle-
men on their proceedings being closed, (well he might,) and thanked
them for their attendance ; and the public, he might have said, are
deeply indebted to them for their very protracted and laborious ser-
vices. The Coroner’s labours, however, were not to be so soon
concluded, as he informed them that a writ de certiorari was then
put into his hands by Mr. Jacobs, the solicitor of the Hull Steam-boat
Company, removing the proceedings into the Court of Queen’s Bench,
on tne complaint, it is said, of excess of damages, the result of
which I shall inform you.
I am happy to say that the American government has at length
passed an act authorizing the appointment of persons to test the use-
fulness of inventions to improve and render safe the boilers of steam
engines against explosions. Three persons, it appears, will form
this committee, to be appointed by the President of the United States;
but how their fitness for such an important position is to be ascer-
tained does not appear. One at least is to be a man of experience
and practical knowledge in the construction of the steam-engin, and
the others by reason of their attainments and science shall be compe-
N AVAL CHRONICLE.
637
tent judges of the usefulness of any invention designed to detect the
causes of explosion in boilers. Well, as I said Defore, who is to
judge of their attainments in science, does not appear ; but let us
hope they will put an end to such accounts as I find in your last
number under tne name of “American Steam-boats,** and at all
events, that they will put down small water spaces and giant furnaces !
They will then do some good. So much for steam-boats and steam
engines ; but before I turn to other subjects, let me add that while
some persons have turned their attention towards doing away with
the chance of deposit in the boilers, an apparatus for cleaning them
out without stopping them from work, appears to be making its way
into use. The Great Western is fitted with it, and also, a Dublin
Teasel, the Duchess of Kent: and Dr. Lardner, I find, has been at
work for the British Association in producing a tell-tale or self-acting
register of the state of every part of the working machinery and
boilers. I have not, I fear, space sufficient to describe it here, and
it may be as well, perhaps, before I do so, to wait the result of
experiment with it. The object is to record, by pencils working on
paper, the performance and state of the engines, boilers, and revolu-
tions of the paddles every hour during the voyage.
There is a Captain Taylor of the Navy, said to have produced an
invention to lessen the force of waves, and applicable to all build-
ings exposed to them, adding, of course, to the safety of harbours
and anchorages. I hope to find some account of it in the Nautical
Mr. Editor, as I have not yet met with it elsewhere.
And now to other matters. In my July letter, I mentioned the
loss of the Rapid* in the Mediterranean. The court-martial held on
the officers and crew, acquitted them with the exception of one sea-
man, who was dismissed from the service, and forfeited his pay for
using insulting language to his commander, a short time only pre-
vious to his untimely end. There is a case of intrepidity on the
part of an officer of the Pelican, that well deserves recording, and
which, with your permission I will relate to you. The vessel, it
appears, was cruising in the Bight of Benin, and going eight knots,
when a seaman fell overboard, who, but for the bravery and devoted
heroism of Mr. Batef a mate of the vessel, would no doubt have been
drowned. This officer immediately sprang after him, and succeeded
after being half an hour in the water in rescuing him from his peril-
ous situation. They were both picked up by a boat. I perceive the
Humane Society has Awarded a silver medal to Mr. PeacockJ for an
act of this kind, which I alluded to in my June letter: Mr. Bates*
heroism will, it is hoped, not go unrewarded. The old Camden
which I told you was sent to the Pacific, was spoken at sea on the 2nd
of June last, in lat. 24°, and long. 32° ; but I am concerned to say,
that pirates are about in various parts, and several of our merchant
vessels have been boarded and plundered. Let such vessels as the
Camden take care. I peceive that the government of the Sandwich
Islands are determined on keeping Popery from their soil, if we are
to judge by the law just issuea there. “ The peculiarities of the
Catholic religion,*’ says Ramehameha the third, “ and the proceed-
ings of the priests of the Roman faith, are calculated to set man
* p. 488
f Son of the late Commandant of Ascension.
♦ p. 411.
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KAVAL CHRONICLE.
against man/’ therefore he utterly refuses to allow those pecuiiarities
to be taught in his kingdom. Who shall say that the King of the
Sandwich Islands is wrong ? In my opinion, Mr. Editor, this is the
most sensible edict yet issued by any prince further removed from
the lamentable condition of man in his savage state than these pop 1,
islanders are, whose graven images are yet scarcely destroyed. Why
should the peaceful proceedings of the Missionaries be broken in
upon by the schism of another church, and that of all others, the
church of Rome ! But I must depart from this subject, or you will
say I am forgetting my nauticals.
It may be interesting to your readers to know, that the expenses
of blowing up the William and Glamorgan, by Colonel Paisley the
other day, amounted altogether to 384/., and that the gallant Colonel
has been presented with the freedom of the City of London in a
gold box, the value of which is fifty guineas. In the way of pre-
sents too, I see that Captain W. Norwood, of the General Steam
Navigation Company, has been presented with a gold medal by the
Emperor of Russia, for rescuing some of his subjects from ship-
wreck on the Hinder Bank, in November, 1836. The sum of 40/.
was also given to be distributed among the crew of his vessel. I
perceive tnat a correspondent in your last number, takes a correct
view of that pilotage bill which I alluded to in my August letter,
but with regard to the Cinque Port pilots, you have misunderstood
my meaning. The usual allowance for the vessel having a steam
tug cannot be deducted from the pilotage to the Cinque Port men
as is done with river pilots. It is hoped, that this will be looked into.
I may, in a future number, illustrate the subject with a case or two
in point. In the way of pilotage and tonnage, your readers, who trade
to Demerara, should know that a duty of one shilling and tenpence per
ton has been lately imposed on all vessels entering that port above the
burthen of seventy tons. But the affairs of trade and commerce in
the western world look dull — the Mexican blockade by the French,
is casting gloom over the land, and that of the ports of Callao,
Chorillos and Ancon by Chili, are by no means calculated to extend
it in that quarter. Let us hope, however, for better accounts, and
console ourselves with the active energy of our countrymen at
home, where improvements are steadily progressing.
Your devoted, Argus.
Polytechnic Institution, 309, Regent-Street.* — With pleasure
we record the opening of a new school of science in our metropolis,
named the “ Polytechnic Institution,” which commenced its career
by a liberally extended private view, on Friday, the 3rd of August,
when many persons of distinction in rank and talent were present
Since the Monday following, it has been open to public inspection.
It was a novel species of gaiety to witness the lively bustle and excite-
ment of the company at the display of Nature’s wonders exhibited on
a scale of striking magnitude ; while these excited interest, the ope-
rations of the diving-bell produced much merriment, in the effort of
courage required to take the plunge the eager inquiry of the ladies
booked for the succeeding dip ; — the hesitation, and the expressions of
* And No.
Cavendish ^square.
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NAVAL CHRONICLE.
m
Hope and fear, as those inquiries were made of their companion* who
had braved it. As, however, the machine is of ample power ; is well
supplied with fresh air, and holds from four to five persons ; and as the
g entlemen were not so ungallant (whatever their qualms might have
een) to permit the ladies to dive alone, courage prevailed, the
diving bell was in great demand, and the diving belles were warmly
greeted by their friends on relanding, with their satin shoes, even
untouchea by the splashing element.
The only inconvenience in descending is a slight sensation of
pressure in the ears. Many persons do not experience this, but
the majority do ; and it is extraordinary that much greater effects are
not produced, for as the pressure of the air within the bell is increased
about six pounds to every square inch on the surface of the human
body, this increase of pressure will amount to about three tons. Yet
it seems easy to carry on its circulation, and other functions, as well
under this additional load as it does under its ordinary daily load of
eight tons, at fifteen pounds to the square inch. This. fact is quite un-
perceived, and astonishes those who have not before calculated it.
The popularity of the diving bell forms a good illustration of the uses
of the Institution. The simple principle of keeping things dry under
water, which every child is taught to practice, by stuffing a glove into
a wine-glass, and then inverting it to plunge the mimic bell, is here
merely carried out to its full extent and use, and thus, by enabling
men to inhabit, and perform their labours, in the bosom of the vast
ocean, it becomes an object of lively interest, and worthy of serious
attention.
It is evidently the object of the directors of this Institution to spare
no expense in carrying out the plan by which they have proposed to
elucidate the laws of nature to their Tull extent. The Hydro-Oxy-
gen Microscope is probably the largest ever constructed, and being
made by Cary, is a sufficient guarantee for its excellence ; indeed, an
examination of its powers is quite enough to secure the admiration
of this instrument. W e are glad to see it applied not only to the
investigation of minute natural objects, but in rendering colossal, and
apparently solid, those copies of antique statues, now existing only on
their engraved gems. It is remarkable how well these minute works
of ancient art bear inspection in this magnified form. The cele-
brated head of the Medusa nearly fills a twenty-four feet disc, yet the
perfect symmetry of that beautiful countenance is fully preserved.
The apparent solidity of this huge bas-relief is very surprising ; many
tons seem here “ like the baseless fabric of a vision,” to be conjured
up by optical delusions, from an impression of the original gem, about
one inch in diameter.
The savage fights of the water lion, water tiger, water devil, &c.,
are shown on a larger scale than ever ; but although we may thus
become better acquainted with the savage nature ot these eternally-
devouring monsters, yet the larger they appear the more horrible
they seem ; and Nature has done well to place them on a scale of
being too minute for our optics, that through human prejudices we
may not be disgusted at ner works. The bloody combats of the
wild beasts and gladiators in the Homan Amphitheatre would now
disgust us, and the suffering exhibited by the prey of these diabolical
insects, thus elevated into horrible monsters, is appalling. Man has,
however, so insatiable a curiosity, that he even wishes to dive iiito
7 *
NAVAL CHROJUCL*.
6$Q
the mysteries of other planets besides his own, and even a pseudo-
peep at the inhabitants of the moon, lately awakened great curiosity.
Pernaps this insect state of eternal warfare may considerably
resemble the earlier periods of our own world, when those huge rep-
tiles of the slimy deep had it all to themselves. Fortunately for us,
through Divine Providence, these are now fossilized, and as firmly
fixed m the root as if they had been that Medusa’s head, of which the
gem we have spoken of, is the classical representation, and where the
artist, by the aid of simile, has made beauty alone the quality that fixes
and rivets us to stone..
When noticing this Institution, we must not omit to observe, that it
has done all due honour to the wooden walls that have so long defended,
and which will ever defend our sea-girt isle. Through the laudable
liberality of some gentlemen of the Admiralty, a most complete and
accurate set of models, of both English and French vessels are here
exhibited, with all the appurtenances of wet and dry docks, launching
slips, &c., built according to scale from those in our dockyards. Also,
all the working models of the celebrated block machinery made by Mr.
Brunell, and now used in the Government dockyards. Ships of war
and docks could not be exhibited on their proper scale, but, luckily,
they admit of being understood and lectured upon from correct
models, even more conveniently than on their real scale of magni-
tude.
The reflection of sound and heat are matters of every day expe-
rience, but these are here exhibited on the largest scale, and become
interesting and surprising from this cause. Certainly it seems to con-
tradict our daily experience, to see meat cooked by reflection from a
fire at the opposite end of such a gallery ; and it seems equally strange
to hear the whispers of our friends from the same distance. We must
not, however, attempt to enumerate the various instruments, imple-
ments, and curiosities that surround us in this institution, and we
must conclude our present notice by stating, that the information con-
veyed in the morning lecture, on the properties of water as a ponderous
fluid, embracing all the principles or hydrostatics, and the uses of it,
as a gross element of vast extent over our globe, was a subject well
chosen by Mr. Addams, and as well elucidated by experiment as it
was eloquently explained by reasoning.
This was followed up, in the evening, on the composition and che-
mical qualities of the same element, by Mr. Cooper, Jun., who is a
young man of great promise, if we may judge from this effort ; we have
seldom heard the subject better handled, or more completely ex-
plained by experiment, although the time occupied was limited to
a single hour. Similar lectures are, we believe, delivered every day.
This institution cannot fail to sow the seeds of sound knowledge ; it
will be the fault of the public if they do not cultivate them, and in
due time bring forth fruit. No description of ours can convey an
adequate impression of this varied collection of interesting matters.
It must be seen to be appreciated ; but we felt inclined to blame the
directors for not having provided a catalogue to explain every object
exhibited, so that each man might indulge his own taste in selecting
those most interesting to himself, and we trust that, by this time, they
will have made good this obvious deficiency.
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REDUCING ROMAN TO ENGLISH VEIT,
631
Table XXXV.
For reducing Roman Feet to English, and English Feet to
Roman.
1 Roman foot = 0*9773669864 English foot
1 English foot = 1*0231571292 Roman foot.
Roman,
or English feet.
English
feet, and
Dec. parts.
Roman |
feet, and |
Dec. parts.;
a I
§i
o t®
%
English
feet, and
Dec. parts.
Roman
feet, and
Dec. parts.
Roman
or English feet
English
feet, and
Dec. parts.
Roman
feet, and
Dec. parts.
1
0-977
1*023 j
40
39*095
40*926
79
77*212
80*829
2
1*955
2*046 '
41
40*072
41*949
80
78*189
81*853
3
2*932
3*069
42
41049
42-973
81
79167
82*876
4
3*909
4*093
43
42*027
43*996
82
80*144
83*899
5
4*887
5*116
44
43*004
45*019
83
81*121
84*922
6
3*864
6*139
45
A3*98l
46*042
84
82*099
85*945
7
6-842
7*162
46
44*959
47*065
85
83*076
86*968
8
7-819
8*185
47
45*936
48*088
86
84*034
87*992
9
8*796
9*208
48
46*913
49*112
87
85*031
89*015
10
9-77<
10*232
49
47-891
50*135
88
86*008
90*038
n
10*751
11*255
50
48*868
51*158
89
86*986
91*061
12
11*728
12*278
51
49*846
52*181
90
87*963
92*084
13
12*706
13*391
52
60*823
53*204
91
88*940
93*107
H
13*683
14*324
53
51*800
54-227
92
89*918
94*130
15
14*660
15*347
54
52-778
55*250
93
90*895
95*154
16
15*638
16*371
55
53*755
56*274
94
91872
96*177
17
16*615
17*394
56
54*733
57*297
95
92*850
97*200
18
17*593
18*417
57
55*710
58*320
96
93*827
98*223
19
18*570
19*440
58
56*687
59*343
97
94*805
99*246
20
19*547
20*463
59
57*665
60*366
98
95*782
100*269
21
20*525
21*486
60
58*642
61*389
99
96*759
101*293
22
21*502
22*509
61
59*619
62*413
100
97*737
102*316
23
22*479
23*533
62
60*597
63*436
150
146*605
153*474
24
23*457
24*556
63
61*574
64*459
200 195*473
204*631
25
24*434
25*579
64
62*551
65*482
250
244*342
255*789
26
25*412
26*602
65
63*529
66*505 i
300
293*210
306*947
27
26*389
27*625
66
64*506
67*528 i
350
342*078
358*105
28
27*366
28*648
67
65*484
68*552
400 390*947
409*263
29
28*344
29*672
68
66*461
69*575
450 439*815
450*421
30
29*321
30*695
69
67*438
70*598
500 488*683
511*579
31
30*298
31*718
70
68*416
71*621
550; 537*552
562*736 -
32
31*276
32*741
71
69*393
72*644
600
, 586*420
613*894
33
32*253
33*764
72
70*370
73*667
650
635*288
665*052
34
33*230
34*787
73
71*348
74*690
700 684*157
716*210
35
34*208
35*810
74
72*325
75*714
750
733*025
767*368
36
35*185
36*834
75
73*303
76*737
800
781*894
818*626
37
36*163
37*857
76
74*280
77*760
850
830*762
869*684
38
37*140
38*880
77
75*257
78*783
900
879*630
920*841
39
38*117
39*903
78
76*235
79*806
1000
977*367
1023*157
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NAVAL CHRONICLE.
The Tides. — A Lecture on the Discover/ of the laws of th« Tides
from Observation, has been delivered since our last, at the Bnsto
Institution, by the Rev. W. Whewell, of Cambridge. The lecturer
began by remarking, that he had received great assistance in ms
researches respecting the tides, from the co-operation of \axious
persons belonging to this city, and that, therefore, he was very willing
to offer any exposition of the subject which might interest the um -
itants ; and having been requested to give some explanation of e
present state of this branch of science, by a deputation consisting cn
the President and other members of the Institution, he had readily
consented. He proceeded to say, that the subject, inasmuch as 1
deals principally with measurements and numbers, is necessarily
somewhat abstruse and complex; but still, considered as an illustra-
tion of the way in which the advances of science take place, it has
considerable interest for all those who sympathise with the people o
knowledge. The facts exhibited by the tides, realise, in a remarka-
ble manner, the great doctrine of the universal mutual attraction of
all portions of matter ; for the same force which guides the planets
in their courses, causes the waters of the Avon to rise from the bottom
to the brim of the river's bed twice every day ; and it is by the attraction
of the sun and moon, indirectly operating, that large vessels are daily
brought from the mouth of the river to the gates of the dock. More-
over, the mere contemplation of constant and regular law and order
in phenomena, has in it something striking, as has ueen acknowledged
by thoughtful men in all ages. The Roman poet, Virgil, for exam-
ple, speaks of this as one of the questions of philosophy which be
would aspire to penetrate, if the dulness of his nature did not rather
drive him to the inglorious enjoyments of rural life.
[The following is the passage alluded to : —
•* Qua vi, maria alta turaescant
Obicibus ruptis, rursusque in seipsa residant ; —
Sed si, has ne possim sapientiae attingere partes
Frigidus obstituit circum praecordia sanguis ; —
Flumina amam, sylvas que in glorius ! *•
“ If not, too dull, this elemental clay
Veils from my soul fair wisdom’s lucid ray,
Might it be mine to learn what causes urge
The alternate movement of the labouring surge ;
What pours the waters ’er the arid plain.
And drags them to their oxy bed again.” *
And the same curiosity was felt respecting this puzzle up to modern
times. But it was only a hopeless puzzle, till the great event of phy-
sical science, the publication of Newton’s discovery of the causes of the
celestial motions. Upon the occurrence of that event, and in the trium-
phant feeling of that success, it was taken for granted, that this problem,
along with so many others belonging to the system of the universe,
was completely solved. At first, there was great zeal shown to ascer-
tain, by observation, that this was really so. The Royal Society
“* ue d projects and injunctions for extensive observations of the
! i Ut the investigation was found to be much more complex and
difficult than had been anticipated ; and those who set about it were
so far perplexed and discouraged, that the examination of the facts
S00 T, J U i8c ? ntinued ’ and i re r ined. in astate of neglect for acen-
iury. it has been resumed only withm a few years.
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The lecturer proceeded to explain by means of diagrams, the
manner in which, in the recent observations and the investigations
founded upon them, a regular order had been detected in facts, which
at first appeared very irregular. The most obvious example of such
a discovery of rule, is in the instance of the difference of height of the
two tides on the same day. Such a difference had been noticed, in a
general manner, by Captain Sturmy, of Bristol, in Newton’s time, as
is mentioned in the Principia. But the rule which this difference
follows was not made out until a few years ago. If the heights of
the tides on successive mornings and evenings be represented by
means of upright lines standing on a base, the curve which passes
along the ends of these lines undulates, being highest at spring tides,
and lowest at neap tides. But, besides this undulation, it will form
a zigzag line, in consequence of the tides being alternately higher
and lower. And this zigzag becomes very marked, and then disap-
pears again once every fortnight. Upon examination, it was found
that the zigzag followed the moon’s declination, being greatest when
that is greatest, and vanishing when the moon is in the equator.
In the same manner it appeared that the elevation of the curve
which represents the spring tides, is, in the alternate fortnights,
higher and lower. It was stated that this result, as well as the one
mentioned in the last paragraph, were shown in a very striking man-
ner several years ago, by the result of Mr. Bright’s tide machine, at
Ham-Green. From what, we are to ask, does this alteration arise?
The answer is found to be, that it depends on the elliptical form of
the moon’s orbit ; for this form makes the moon come nearer to the
earth, and go farther from it, in the alternate fortnights. In other
words, this inequality is due to the moon’s parallax.
The curve which represents the heights of the tides, has other
apparent inequalities ; and these, it is proved, can, in like manner,
be referred to other alterations of position and distance in the moon
and sun.
By this means the phenomena are discussed, and the rules which
they follow extracted from them ; and this investigation exemplifies
one important step in science, which may be called the “ determina-
tion of the laws of phenomena.” Next follows a higher step, — the
“ determination of causes.” The causes of the phenomena in this
case, we do not doubt to be the attraction of the sun and moon ; but
to trace from the theory the effects of these causes, and to show that
it agrees with the detail of the phenomena, is a task so complicated
and arduous, that it has not been executed.
Thus the complete formation of the science of the tides is a pro-
cess which is not yet finished, but is now going on. It would be a
great mistake to suppose that the labours which the entire application
of the doctrine of universal gravitation requires are already termi-
nated. In the case of the tides there remains much to do, and much
in which many persons who feel an interest in the progress of science,
may take a part. The inhabitants of Bristol have the means of con-
tributing in a very eminent degree, to this object ; — they have, indeed,
already done much towards it. By the liberality of some of the
public bodies of this city, a self-registering tide-machine has already
been erected at the Hotwells. This machine is constructed by Mr.
Bunt, aud is incomparably the most accurate and complete of any
that has yet been employed ; an account of this machine has. jheeiu
ENLARGED SERIES. — NO. 9. — VOL. FOR 1838. d b 4Y
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read before the Royal Society of London, and is now in the eourw
of being printed ; and the sheets on which this machine records the
time ana height of every tide (some of which were exhibited) con-
tains by far the best materials for future tide researches which hare
ever been produced. It would be a very great loss to science that
these observations should not be continued, and the inferences drawn
from them, which they are capable of furnishing. To do them jus-
tice, these observations ought to be treated in the same manner in
which the astronomical observations of standard observation aw
treated ; that is, they should not only be recorded, but constantly
discussed and examined, with a view of obtaining a better knowledge
of the rules which they follow, and with the intention of comparing
them with theory as far as possible. Many individuals, and many
cities, as Edinburgh, York, Glasgow, and Liverpool, have established
astronomical observations ; but the same expenditure and the 6aroe
labour, if applied to the tides, would give results of greater value to
science, because, in regard to the tides, more remains to be done.
To do this in Bristol, would imply a sympathy with the progress of
science, and a zeal for its promotion, which would be very suitable
and noble accompaniments of the career of commercial prosperity,
which, we trust, this city is destined to run. By establishing a per-
manent tide observatory, with a provision for the regular reduction
of the observations, and the consequent constant improvement of
tide tables, Bristol would render a greater service to science than any
city has ever yet rendered.
Light on Isle Pen fret, Glenan Islands. Department of
Finisterre.
[From the Annales Maritimes.]
Navigators are hereby informed, that from the 1st of October next,
a light varied by flashes will be shown from sunset to sunrise, at the
tower recently constructed on the north point of Isle Penfret, one of
the Glenan Islands, in lat. 47° 43' 17" N., and long. 3° 57' 6'' W.
The light will be seventy-two feet above the ground, and 118 feet
above the level of high water, of equinoctial springs.
The flashes of light will appear at intervals of four minutes from
each other, and will last from eight to ten seconds.
The lesser light which will appear between the flashes, will be pre-
ceded and followed by short intervals of darkness, and will be seen
in fine weather at the distance of five leagues.
It should be observed that this new light, which is one of the third
order, will differ only from the light of rilier, situated near isle Noir-
moutiers, in lat. 47° 2' 36" ana long. 2° 21' 34" W., by this latter
being of the second order. But it is considered that these lights
cannot be mistaken for each other, as a ship from sea could not see
the light of Isle Penfret without having first seen either the light of
Belle Isle, or that of Penmarch.
Light Vessel at Key West. — Custom House, Key West, (U.S.),
Collector’s-office, June 30th, 1838. — The light-vessel for the north-
west bar of this harbour has been placed at her moorings. She lies
about eight miles from Key West, at the junction of the north and
and north-west channels, so as to serve as a guide to vessels entering
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either. Vessels from the westward, coming in by the north channel,
will bring the light vessel to bear due south, and run directly for her ;
and on reaching her station, will then run for the light-house, on
Key West; unless the tide should be extraordinarily low, there is
ten feet in this channel at low water, and twelve feet at high water.
Vessels coming in by the north-west channel will bring the light-
vessel to bear south-east half east, run for her, and then steer for the
light-house as before. This channel is considered the best, having
from one to two feet more water than the other. Masters of vessels
going out from Key West will merely reverse the above directions.
The light-vessel show's one light at an elevation of about fifty feet,
which may be seen in clear weather, nine or ten miles.
W. A. Whitehead.
Light on Cape Brune — Van Diemari $ Land. — The following
Government notice has been received at Lloyd’s : —
The top of the light upon Cape Brune is 339 feet above high-
water mark. The tower, which is quite white, is 44 feet high, and
forms a good landmark by day ; the machinery makes a complete
revolution every five minutes ; the alteration, however, from light to
shade takes place every 50 seconds, and this forms the distinguishing
characteristic of the light.
“ The following bearings by compass were taken from the centre of
the lighthouse : —
Deg. Min.
Whale’s Head S. 41 15 W.
South-east Cape S. 44 30 W.
South-east Break (Actaeon) S. 39 4 W.
South-west do. do S. 42 52 W.
This break extends about one mile and a half to the southward of
South Actaeon Island, but it does not at all times break —
' ' Deg. Min.
South Actaeon Island S. 49 30 W.
Wallace Break S. 44 0 W.
North Actaeon Island S. 59 0 W.
George III. Rock S. 69 14 W.
Blanche Rock S. 79 40 W,
South Port Island S. 87 0 W.
Eddystone Rock S. 3 45 W.
Pedra Blancha S. 5 45 W.
Tasman’s Head S. 89 30 E.
Southern Friar S. 7£ 0 E.
Variation, 12 deg. 11 min. easterly.
Sailing Directions for the entrance of D'Entrecasteaux Channel,
from South-westward.
Vessels coming from the westward, unless a pilot has got on board
are recommended in no case to pass between the Actaeon reefs and
the western shore ; but, having arrived abreast of the Whale’s Head,
they are to bring that head to bear S.W. by W. \ W. by compass,
and not open it to the southward of that bearing before the light-
house on Cape Brune bears N. by E. J E. by compass, at which time
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the south-east break, or part of the Action's reef, will bear W. !?•
by compass, distant two miles and three quarters, which most not be
approached nearer, unless the vessel be in charge of a pilot ; from
that position the steering N. by W. by compass will keep them in mid
channel, where no danger exists.
In baffling, or working winds, vessels are to keep on the eastern
shore, which may be approached boldly. Several reefs and rocks
being on the western shore higher up than the Actseon Reefs, it
will be necessary to approach that shore with great caution until
you open Muscle Bay, and the light on Brune is brought to bear
E. J S.
The South-west Break, or part of the Actaeon Reefs, bears from the
Whale’s Head N.E. i N. by compass, distant six miles and a quarter,
and from South-east Cape N E. | E. by compass, distant three miles.
Vessels working in the channel must be carefhl to keep the lead
going, and not approach the Actaeon Reefs to less soundings than
twenty fathoms.
After the vessel is above Muscle Bay, the shore on either side may be
approached to half a mile.
George King, Port-officer.
Port-office, Hobart- town, March 7, 1838.
The following has been posted at Lloyd s : — Extract of a despatch
from Lieutenant-Governor Sir John Franklin, to LordGlenelg, dated
Van Dieman's Land, Government House, March 31, 1838: — “I
have the honour to acquaint your Lordship that the lighthouse on the
extreme point of Brune Island is now completed, and the light is
most favourably spoken of by the masters of all merchant ships since
arrived, for its brilliancy. The lighthouse at the entrance of the
Tamar is now being fitted, and I hope shortly to have in my power to
acquaint your Lordship of its being in operation.” *
Light at Porkala and Kanning, in the Gulf op Finland, and
at Enskar, in the Gulf of Bothnia.
The following has been received at Lloyds, from their agent at
Helsingfors :
“ The Office of Inspector of Pilots and Beacons at
Helsingfors, June 25th. 18S&
“ The revolving light hitherto exhibited on the beacon of PorkaJa,
situate in the Gulf of Finland, in lat. 59° 55' 30 ' N. and long. 42*
34' 0" from the meridian of Ferroe, has been altered, and will, on
and after the 1st (July 13) next, form a constant light, consisting of
thirteen reflectors, with lamps, whose light will extend itself from
true E.S.E. to W.S.W. or twelve points of the compass, and will
also henceforward be visible in clear weather at the distance of nine-
teen miles, when it is viewed from an elevation of fifteen feet above
the level of the sea, whence also the elevation of the light will
be 164 feet, as formerly. On the old wooden beacon of Kanning,
situate on Hango Point, in the above mentioned Gul£ in lat 59°
46' 0" N. and long. 41° 6' 0" from Ferroe, a revolving light has now
been constructed, which will likewise be lighted at the aforementioned
time, or on the 1st (July 13,) next, and will consist of nine reflecton
with lamps divided into three separate clusters, and put into a rota-
tory motion by means of machinery, and which will, during their
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joint revolution of three minutes, exhibit within the space of each
minute, one strong and two weaker lights, as well as aarkness ; the
latter, however, not becoming total until at the distance of from five
to six miles from the beacon, and only of a duration of from fifteen
to twenty seconds. The light will be one hundred feet above the
level of the sea, and ought, when reviewed in clear weather, from an
elevation of fifteen feet, to be seen at the distance of fifteen miles.
“ Upon an island called Enskar, situate in the southern part of the
Gulf of Bothnia, a few miles from off the entrance to Nystad, there
has lately been erected a beacon, built of stone, situate in lat. 60°
43' 10" N. and long. 39° 10' 30" E. of Ferroe, which will likewise
be lighted up on and after the 1st (July 13) next. The light appa-
ratus, which is erected at the height of one hundred and fifty-six feet
above the level of the sea, will consist of nine reflectors with lamps,
and will, in the direction from S.E. to N.E. by compass, exhibit a
steady light, which, when viewed from an elevation of fifteen feet,
ought in clear w eather to be visible at the distance of eighteen miles.
44 By command, Otto Furuhjelm.”
St. Gborgk’s Shoal.— (From the Boston Mercantile Journal.)
The general direction of St. George’s is N.W. by N., and S.E. by S.,
and extends thirteen miles in length, and from one to two miles in
width ; the depth of water within this space being ten fathoms and
less, but very irregular. The two shoalest places are between
41° 40' 13", and 41° 40' 33" N., and 67° 44' 10" and 67° 40' 30" W.
and are knolls of hard sand, having upon them at low tide fifteen
feet water. With the exception of these two places, the shoal may
be crossed in any part by an ordinary sized vessel without danger.
There is a rip usually the whole length of the shoal, and at times
heavy breakers on the shoalest places. The time of high water at
the full and change of the moon is half-past ten o’clock. The flood
tide sets first part N.N.W., latter part N. by E. by compass, and runs
four hours and a half; ebb sets first part S.S.E., latter part S. by W.,
and runs five hours and a half. Time in changing, including slack
water, from half an hour to two hours. The rise and fall of the tide
is seven feet. — Shipping Gazette.
Local Attraction in Iron Vessels. — Mr. Editor, — In the Nau-
tical Magazine of February last, it is stated, that in consequence of
the experiments of Professor Barlow and Captain Johnson, R.N. the
compasses in iron vessels have been placed about eight feet above the
deck, in order to counteract the effect of local attraction. I do not
wish to dispute the merit of originality with those gentlemen ; but I
can show that I have a right to that of priority in this measure. In
my answer to an official application from the Admiralty, made to
me on the 27th August, 1836, I g^ive the result of a few experiments
which I made at Milford Haven, in July, 1832 ; by which it appeared
that the deviation was very much diminished at ten feet above the
deck. I suggested at that time the advantage of placing the compass
above the steersman’s head. It was not then attended to, but when
I had an opportunity, I caused a tell-tale compass to be lashed to the
gaff, which was secured about eight feet above the deck. By this,
all .the courses in the river Quorra were laid down by me, and I
found they were not very far from the truth. As I was one of the
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Erst who ever navigated on the ocean in an iron vessel, I am the more
desirous of putting in my claim, as the Erst who has pointed out a
method of counteracting the powerful effect which such a mass of
iron has on the compass. Trusting to your candour in giving due
attention to the statement, I remain,
Yours, &c. William Allen.
Roger's Small Palmed Anchor. — Sir, — Permit me, through the
medium of your valuable pages, to record my testimony in favour of
the excellent qualities of tne small palmed anchors of Lieut. Rogers,
R. N.
The “ City of Kingston” steam vessel, under my command, was
supplied with them last year, and on her voyage to Jamaica, I had
ample proof of their superiority over the common anchor, in the
severe nurricane we encountered on the 26th July, while in Carlisle
Bay, Barbadoes.
During this storm, in which twenty-three vessels were wrecked,
when the strength of the gale had in some degree abated, the sea
around us was breaking so heavily, that I considered it necessary for
the preservation of the vessel, to slip from our anchors and put to sea.
I may also state, that in ten subsequent cruizes round the island of
Jamaica, anchoring in every port, and sometimes in severe weather,
I always found a single bower sufficient.
Considering the above but a just acknowledgment of the merit of
Mr. Rogers' invention. — I am, Sir, with respect,
Your obedient servant, H. Barton.
London, August 10, 1838.
Symington’s Condenskment. — Mr. Editor, — Your correspon-
dent, Mr. Mills, ship -builder, Bowling-bay, has informed your
readers that he cannot see how Mr. Symington’s refrigerating appa-
ratus is to be applied, or how it is to escape injury from its being out-
side of the vessel. The drawing in your number for April ought to
have explained how the first could be done ; and the circumstance of
the City of Londonderry having voyaged several times to and from
Gibraltar in bad weather, without a single pipe or strap being
broken or damaged, ought to have led him to suspect his mental
vision might be rather imperfect while reflecting on the second.
As to Mr. Mills' method, Mr. Symington has declared he cannot
see how Mr. Mills is to repair any accident which might befall it,
without removing the boilers and other parts of the machinery under
which it is placed ; a process which Mr. Mills will probably perceive
would not only be inconvenient, but rather costly.
It is curious to observe the different opinions of individuals in the
same profession, while prejudging a question. Mr. Mills, ship-builder.
Bowling-bay, cannot see how a certain object is to be accomplished,
and starts many objections against it. While Mr. Ritchie, ship-
builder, London, says it could easily be done, and without being liable
to any such objections.
Judging of the science of these two gentlemen, by the result of their
opinions, of what they had never seen, there will be but little diffi-
culty to whom to award the palm. Mr. Ritchie's opinion having
been proved by the best of all tests, experience, to be perfectly cor-
rect ; Mr. Mills to be utterly w rong.
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Concerning the City of Londonderry, it may suffice to say, a dif-
ference of opinion arose among those interested in her, as to the value of
Mr. Symington's method. Some supposing that the vessel would sail
faster, and make her voyage without the apparatus ; others predicting
that she either would not be able to make tne voyage at all, or would
not accomplish it in time. Under these circumstances, we insisted
on its being removed : and what was the result ? She proceeded on
her voyage, but after being out for some time, was obliged to return,
without completing it : — stress of weather was assigned as the cause.
Her next attempt was far from prosperous. She sailed very badly
going out and returning, and arrived at Falmouth a day or two after
another steamer, which left Vigo six days after her. For several days
during her homeward passage, she made little or no progress ; and,
from the incrustation of her boilers, consumed so many coals, that she
had to put into Coruna for a fresh supply. Since this, she has been
turned out of the service. While using the Symington method, her
voyages were performed in proper time, and a very great saving in
fuel effected. So much for prejudice.
Should you deem this communication worthy of insertion, it will
oblige. Sir,
Your most obedient humble servant,
44, Burr Street, May, 1838. Robert Bowie.
Navigation of the Bristol Channel. — Pursuant to the intention
expressed in the notice issued from this House on the 8th May last,
a light vessel has been moored, and buoys laid in the Bristol channel,
the marks, bearings, and other particulars of which are as follow, the
depths of water being those of ordinary low water spring tides, and
the bearings magnetic.
A revolving light is exhibited on board the light vessel, which
will henceforth be continued from sunrise to sunset throughout the
year.
the light vessel.
Lies in 6J fathoms, with the high land of Minehead on with Flat-
holme light tower W. by S. ; the Usk light tower, N. by E. \ E ; a
remarkable peak on the distant land, (known as See-me or See-me-
not,) on with St. Thomas's Head, S. £ E.
buoys, viz.
Cardiff Hook, black and white chequered, lies in 2 fathoms, with
Cardiff church tower, its apparent length open eastward of a conspi-
cuous clump of trees, N.N.W. J W. ; Peterstone church tower, appa-
rently midway between the spire of Newport new church, ana the
tower of the old church, N.E. by E. ; the Usk light tower, N.E. by
E. I E.
West Cardiff, black, with beacon, lies in fathoms, with the east
end of Steepholme island, on with the west end of Flatholme Island,
S. £ W. : Ball's Cottage (white) open southward of Lavernock Point,
W. 4 N. ; Cardiff hook buoy, N.E. £ E.
Monkstone, Green, lies in 3 fathoms, half cable’s length westward
of the rock, with the south extreme of Barry Island, on with the main
and inside Sully Island, W. by N. ; Uphill church tower, its appa-
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rent length open eastward of Brean Down, S. by E. ; Flatholme Tight
tower, S.W. £ S.
New Patch, white, lies in 9 feet, with the high land of Minehead,
just open southward of the south end of Flatholme Island, W. f S. ;
Cardiff church tower, and the two glass-house chimnies at Cardiff,
apparently at equal distances, the church tower being the eastern
object, N. £ E.
Wolves, red and white chequered, lies in 5 fathoms, half cable’s
length westward of the rocks, with Hayes* windmill, on with the west
end of Sully Island, N.W. northerly ; Penarth Head, N. by E. £ E.;
Flatholme light tower, S.E.
Lavemock, white, lies in 4 fathoms, with north cliff, (or red brick
point,) just open southward of Ball Point, W. by N. f N. ; Lavernock
church belfry, on with Lavernock Point, N.N.W. £ W.
One Fathom, black, lies in 5 fathoms, with Barry church (with Bel-
fry) twice its apparent breadth, on the west end of Barry Island, N.
by W. ; Lavernock Point, N.E. by E. ; Flatholme light tower, E.
northerly.
East Uulver, red, lies in 64 fathoms, with Penarth Head, on with
Lavemock Point, N.N.E. £ E. ; Black Nose Point, just open south-
ward of Stepholme Island, E. by N. £ N. ; Flatholme light tower,
N.E. £ E. ; Burnham church tower, S.E. by S.
West Culver, red and white striped, with beacon, lies in 4 fathoms,
with Swallow Cliff, a little open of the south end of Stoepholmf
Island, E. £ N. ; Willet’s Tower, well open to the westward of west
Quantock’s Wood, S.S.W. £ W. westerly ; East Culver buoy, E. £ S.
Gore, black, lies in 3 fathoms, with Worle windmill, its apparent
length on the south part of Brean Down, E. by N. £ N. ; Burnham
high light tower, its apparent length open eastward of the low light
tower, E.S.E. ; Flatholme Island, its apparent width open north ward
of Steepholme Island, the light tower upon the former island bear-
ing N.N.E. £ E.
Breaksea, black and white striped horizontally, with beacon, lies
iu 5 fathoms, with the Nash low light tower, apparently midway
between the high light tower, and the white beacon upon St. Donat’s
Cliff, N.W. £ W. ; Evans’ farm house, apparently midway between a
large yellow dwelling-house, and Limpert House, the latter being the
eastern object, N. by E. £ E.
East Nash, black and white chequered, lies in 4£ fathoms, with
Groes* House, yellow, twice its apparent width open westward of the
tower upon Dunraven promontory, N. easterly; the north side of the
Nash high light tower, on with the south side of the low light tower,
S.E. by E. £ E.
Nash Swatchway, black, lies in 2£ fathoms, with Sker House, on
with Rhwychwyn Point, N. £ E. ; Newton Down windmill, its appa-
rent length opened northward of Newton Nottage church tower, N.
N. E. £ E. ; The Nash high light tower, its apparent length open
eastward of the low light tower, S.E. £ E. ; Tusker buoy, N.E.
West Nash, black and white chequered, with beacon, lies in 6
fathoms, with Newton Down windmill, on with the centre of the
breakwater at Porth Cawl, N.E. by E. £ E. ; the Nash low light
tower, S.E. £ E. ; East Skerweather buoy, N. easterly.
Tusker, green, lies in 4£ fathoms, a cable's length southwest of the
rock, with Newton Down windmill, on with a cluster of trees eastward
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Newton Nottage church tower, N.N.E. £ E. ; a windmill upon the
sea-shore, on with Dunraven Point, S.E. by E. ; the Nash low light
tower, S.S.E. £ E.
East Skerweather, red and white striped, lies in 6 fathoms, with a
conspicuous shaft on the summit of the highest hill, open eastward of
Constantinople Cottages, the apparent length of them, N.N.E £ E. ;
Margam Trees, on with the west end of a long stone wall, terminating
near the beach, E. i N. ; Nash low light tower, S.E. £ S. ; Mumbles
light tower, N.N.W. £ E.
West Skerweather, red, with a beacon, lies in 4£ fathoms, with
Constantinople Cottages on with the mouth of Aberafon harbour, E.
N.E. northerly ; Margam Trees open southward of Sker House three
times their apparent width, E. by S. ; Nash high light tower, S. E. ;
Mumbles light tower, N. £ E.
Mixon, white, lies in 10 fathoms, with Porth Einion Point, on with
Oxwich Point, W.N.W. westerly ; Kilvey old mill tower, on with
Swansea east pier head, N.E. f E. ; Mumbles light tower, N.E. £ N.
East Helwick, black, lies in 2£ fathoms, with Rhossily Point open
westward of Tear’s Point, the supposed breadth of a ship, N.N.W. £
W. ; a white building upon the high land, apparently midway between
two white cottages below that building, N.N.E. £ E.
Helwick Swatchway, black and white striped, lies in 4£ fathoms,
with Burry Holmes appearing in the centre of Worms Sound, N.N.
E. £ E. ; Oxwich Point on with Porth Einion Point-, E.S.E. easterly.
West Helwick, black, with beacon, lies in 5£ fathoms, with Rhossily
parsonage house on with the extreme east end of Worms Island, E.
^ N^northerly ; Caldy light tower, N.W. £ N. ; Port Einion Point,
Woolhouses, red, lies in 3£ fathoms, a cable’s length south-east of
the centre of the rocks, with Caldy light tower, its apparent length
open southward of the beacon upon that Island, S.W. £ W. ; Lidstep
Point on with Giltar Point, W. by N. ; Tenby church spire, N.W.
by N.
N.B. — The buoys laid off the Monkstone, Wolves, Tusker, and
Woolhouses Rocks, are to be considered as temporarily placed, it
being the intention of the corporation to cause beacons to be erected
on those rocks, if practicable.
By order, J. Herbert, Secretary.
Trinity House, London, 6th August, 1838.
Engineers in the Navy. — Memorandum. — Admiralty, 1 9th
July, 1838. — With reference to the memorandum, dated 15th mst.,
establishing an increase of the pay of Engineers in her Majesty’s
service, the Lords Commissioners of the Admiralty are pleased to
direct that the following scales be adopted for regulating the Allot-
ments and Monthly Allowance of Engineers while actively employed,
and while employed in Guard Ships, commencing on the 1st of
August, and that the memorandum, dated 6th of January, 1838, be
rescinded, viz
Allotment. — While actively employed — 1st Engineer, per calen-
dar month, 61. 10s.; 2nd ditto, 4/. 6s.; 3rd ditto, 21. 17s. — While
in Guard Ships — 1st Engineer, per calender month, 4/. 5s.; 2nd
ditto, 2/. 13s. ; 3rd ditto, 1/. 16s.
ENLARGED SERIES. — NO. 9. — VOL. FOR 1838. (bfi
NAVAL CHRONICLE.
542
Monthly Allowance. — While actively employed — 1st Engineer,
per calender month, 31. 10s. ; 2nd ditto, 2/. 5s. ; 3rd ditto, 1/. 10s —
While in Guard Ships — 1st Engineer, per calender month, 2/. 10s.;
2nd ditto, l/. 10s.; 3rd ditto 1/.
By Command of their Lordship’s, C. Wood.
Submarine Volcano. — On the 25th of last November, the captain
and passengers of the brig Caesar, from Havre, on passing the oank
of the Bahama, saw an enormous fire, which increased till it had
tinged the whole of the sky, and part of the horizon. It was kept in
sight for four hours, and could only be accounted for as proceeding
from a submarine volcano. On the 3d of January the captain of the
Sylphide, also from Havre, being on the same spot, found the sea
disturbed, and whitish in colour, which he attributed to the same
cause. To these notices, conveyed to the French Academy of
Sciences, M. Moreau de Joannes adds, that on the 30th of the same
December, an earthquake took place at Martinique. The shock was
violent and the heat very great.
Uato Urorrrtnng**
Nelson. — Lien. — Sturge v. Buchanan. — Action to recover value of a cargo ofoiL
a right of lien thereon, claimed by defendant. Plaintiff, owner of Nelson, fitted
for whaling voyage in South Seas. Sailed ; and obtained cargo ; hut being damaged,
put into Sydney to repair. To pay expenses of repair, borrowed money from the house
of Lamb Buchanan at Sydney ; and as security for payment, transferred the oil from
the Nelson, with the bill of lading, to be forwarded home to a partner in London.
Defendant, agent for the above house, received the bill of lading, and the cargo wss
consigned to him. On arrival of the Lady Harewood, defendant claimed cargo as
assignee. Opposed by plaintiff, as owner, who obtained an injunction from the Court
of Chancery against delivery of cargo. Contended for plaintiff, that captain had no
authority to pledge the cargo thus ; that he had unnecessarily refitted the vessel for
another voyage, instead of bringing her home ; that he had no right to put into Syd-
ney, or to refit there, being directed not to do so, to aVoid the desertion of his ere*,
and the expensiveness of materials ; that he should have brought his own ship home
with the cargo, instead of sending it in another ship ; and that having thus exceeded
his authority, he could give no right over the cargo to the defendant for such excess
of expenditure, and could only recover for such repairs as were required for the home
voyage. Answered, that the Nelson was obliged to put into Sydney for repairs before
she could proceed to England, nearly equal to those necessary for a new voyage ; that
her captain had acted for the advantage of the owner, and that his acts should be con-
sidered as authorized and confirmed by him. After an adjournment. Lord Denman
said, that the present action was to recover the sum of 6,669/., the proceeds of certain
oil, the property of the plaintiff, which the defendant had got possession of, by virtw
of being a partner with Mr. Lamb at Sydney. The defendant claimed a set-off for
payments made by Mr. Lamb. He considered it admitted that the captain’s acts at
Sydney were unauthorized, and there was no reason for supposing that Mr. Lamb
could think the captain had authority to refit and go on a new adventure. The ques-
tion was, whether the plaintiff in London bad acted so as to adopt and make himself
liable to the unauthorized proceedings of the captain at Sydney. It appeared to him
that if all that had been expended for the real benefit of the ship was allowed to the
defendant, and also all that the plaintiff must have paid in order to get the oil
out of the Nelson, there would be as much allowed as he would be entitled to. The
jury returned a verdict for the plaintiff, subject to the deduction of the expenses
necessary for the landing and wharfage at Sydney, and the voyage home. The amount
of this allowance was agreed to be settled out of court — Admiralty Courts 21 tt Fek
Macdonald v. Joplin. — Wages. — The mate of a vessel (plaintiff) on arriving at
Liverpool, before discharging cargo, applied to captain for permission to leave her.
Being refused, he left her the next day, went to Newcastle, and never returned. Con-
tended that plaintiff had deserted, and had forfeited his wages, on the well-known point
Digitized by Google
LAW PROCEEDINGS.
043
of maritime law, that “ freight is the mother of wages." Answered, that cases cited
did not bear on question. Mr. Justice Coleridge decided that it was an absolute
desertion, and leave would be given for plaintiff for amount claimed.
Mr. 'Editor, — In the 353rd page of the Nautical Magazine for May, in the report
of a trial involving the construction of the Pilot Act, by which it appears that a pilot
is not responsible for accidents of collision caused by want of a proper look-out being
kept on board a vessel, doing damage, of which he may be in charge. After such
a decision in the Admiralty Court, (of which, by the bye, there are a number of
precedents,) is it probable that in an action at common law, in the Queen’s Bench,
the Court would give a contrary decision ? Having put a question, I will now
proceed to state the case to which it refers, as briefly as I can ; premising that, from
the well known liberality with which your highly valuable and interesting Magazine
is conducted, coupled with the fact that the Editor is the decided enemy of legal
oppression, I have not the least doubt you will give my statement some degree of
attention, in common with the numerous cases submitted to your impartiality.
On the 23rd of June, 1836, the ship Isabella, from Calcutta, being in charge of
a cinque port pilot, (Mr. John Gibbs, of Deal,) came in collision with the Liverpool
brig Crescent, (having no licensed pilot on board,) off Shell Haven, in the river
Thames, under the following circumstances: — The Isabella having just tacked from
the very edge of the Blyth Sand, being under double-reefed topsails, wind W.N.W.,
tide about half-flood. The brig in question was observed standing towards the
Isabella, on the starboard tack ; upon which occasion the pilot (who was at his sta-
tion on the poop, and who could not see the brig through the main and fore courses)
immediately ordered the helm “ hard up," she, the ship, being on the larboard tack,
and hailed the brig to keep her wind. Instead of doing so, as is customary in such
cases, the brig bore up also, and threw herself athwart the Isabella’s bows, doing
damage to both vessels ; that of the brig to the amount of 67/. 19$. 6d., and the ship
to the amount of 85/., the Captain of which fully exonerated the pilot from any
blame whatever, as he could not have acted otherwise without incurring the most
imminent danger of running his ship on shore on the Blyth ; whereas, the brig
could have tacked, (which she shortly must have done,) or, by keeping her wind,
have cleared the ship ; and he consequently received his pilotage without delay or
demur, and a small present from the Captain in addition. But the owners of the
brig sent in an account to the owners of the Isabella, for the amount of damage ;
and upon the former being referred to the solicitors of the latter, they dropped fur-
ther proceedings, and ultimately entered an action in the Court of King’s Bench,
against the pilot ; taking the precaution, however, of not doing so until the Isabella’s
crew (who would have been witnesses for the pilot) had sailed on their respective
voyages. The consequence has been, that, to defend himself, he has been compelled
to postpone the trial from session to session to wait the arrival of his witnesses, for
which purpose he has paid 100/. into Court to abide the result of the action ; and he
is informed by his lawyers that they have very little hope of succeeding in his
defence, as he would require M an overpowering body of evidence " to defend
himself from the charge ; and again, almost in the same breath, he is informed that
the plaintiffs could derive no advantage from the fact of his witnesses having sailed 1 1
and the suggestion of a compromise is held out But the pilot, (who bears a highly
respectable character for sobriety and attention to duty,) being conscious of the
blamelessness of his conduct upon the occasion, refused to do so, and the conse-
S uence is, he has been put to an enormous expense in sending me to town to watch
le arrival of the witnesses. In short, I am come up from Deal, during the last two
years, no less than seven times, and have been detained in town sometimes for a
period of three months, watching the cause ; and when I had succeeded in securing
the witnesses, his lawyers, by some blunder, have allowed the most intelligent to
slip through their fingers without taking their examination ; but as they have (they
say) deposed to the circumstances which prevented them from doing so, we have no
right to suppose that the negligence was intentional.
I cannot, however, divest myself of the impression, that the Pilot is intended to be
made a victim to legal rapacity, and that the whole affair is “ got up" for the purpose
of extorting money. Only conceive, Mr. Editor, if you can, the idea of a man
whose profession is bringing him in an income of 130/. per annum, (averaged) being
subjected to so disgraceful a prosecution for so protracted a period, and that from the
little encouragement given by his legal advisers, his family, (independent of the vast
expense) have been in a constant state of excitement, and himself reduced, at
intervals, to a state of despondency, from which the most serious apprehensions have
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644
KBW BOOKS.
b«en entertained of its ultimate effect upon his mental powers ; a man, too, who, for
a period of twenty-three years, has never put a shipowner to a penny's expense for
damages iu any shape, up to the time of the present occurrence. I may just mention
that there are five Gravesend watermen who witnessed the collision, and who will
willingly bear testimony to this statement of the case, if they be not, by tome acadent,
prevented from attending at the ensuing trial, which our lawyers say, it will he
necessary again to postpone, for the fourth time, to await the arrival of the chief
officer, whom they allowed last year, to slip through their fingers, on a voyage to the
Mauritius. They also think it requisite, for the defence, that the Attorney Genenl
be retained, as they are of opinion that the case of the M Transit" above alluded to,
does not apply to the case of the pilot of the Isabella ; and it being an action at
common law, the result will, in all probability, be the reverse ! ! ! In this event, the
pilot must be irretrievably ruined.
One argument made use of by the Defendant's Solicitor, is remarkable from its
singularity, viz. that a Jury will be influenced by the consideration that the larger
vessel, can best afford to bear the loss, and that, therefore, the pilot must suffer.
Another is, that neither Judge, Jury, nor Counsel, will be able to form a correct notice
of the merits of the case, from not understanding nautical affairs, nor will the pflot’i
respectable character be available as an argument in his favour. In short, it is pretty
plain, that the pilot is to be victimized, by some means or other, notwithstanding that
all the cases, which, in my humble judgment, appear to be in point, are decidedly
in Ilia favour, and aa decidedly against the Plaintiff, for bearing up on the starboard
tack. Inconceivable as the statement may appear, I have the moat unquestionable
legal vouchers by me, in proof of it, in the shape of original letters, CounseTs
opinion, &c., who says, the Isabella had no right to bear up on the larboard tack,
*• if " &c., &c. I hope your reporter will pay particular attention to this case when it
comes on for trial. After the decision, it is my intention to publish the facts, tad
the whole correspondence. I will not detain you longer, than to request a reply to
my question in the first part of my letter, and to apologize for the trouble I bsm
given you in this brief epistle.
Your most obedient servant, W. Gibbs.
22, Regent-street, Mile- end, 14th June, 1838. (Son of the Defendant)
New Books.
Narrative of an Expedition in H.M.S. Terror, undertaken
with, a view to Geographical Discovery on the Arctic Shores in
the years 1836 — 7. By Captain Back, B.N. Murray.
Captain Back’s narrative has just made its appearance; it is both
interesting and instructive; and this is saying much, when we con-
sider the monotony of such a voyage. The perils encountered,
greater perhaps than were ever experienced by any ship in the icy
seas, the patient endurance of extreme toil in a cold climate, and
the consummate ability of her commander in extricating his vessel
will remain a lasting memorial of the high character of British
Seamen.
The insuperable difficulties which he found in his way, prevented
Captain Back from gaining the honour of completing our charts
witn the line of coast between Cape Turnagain and the estuaiy of
the Great Fish Biver ; but this can in no way detract from his merit ;
his name as a great traveller and voyager stands high, and will be
handed down to posterity equal in association with his professional
compeers, Parry, Franklin, and Ross, for it affords us much plea-
sure to inform our readers, that Her Majesty has considered that
it should be in future recorded as Sir George Back.
Digitized by Google
PROMOTIONS AND APPOINTMENTS.
645
The work is illustrated with the finest specimens of lithography
we have ever seen, from drawings by Commander Smith, the late
senior lieutenant of the Terror.
Promotions and Appointments.
Promotions.
Surgeons, — J. W. Elliott, J. Naulty, J. Steven, J. Park, J. Rodgers, J. Maco-
nechy, W. Roy, A. Cross, R. Fairservis, A. Muirhead, M.D., G. A. Munro, G.
Williams, W. Kent, A. R. Bradford, J. A. Mould, A. C. Macleroy, J. Sloan, T.
Fraser, J. Steel, T. Brenan, J. Moody, G. Jones, J. Booth.
Masters, — G. Filmer, R. Currie.
Appointments.
'Act AON, 26, — Captain, R. Russell; Lieutenants, J. A. Mends, R. Curtis ; Master,
E. Cousens, Surgeons, J. Dunlop ; Assistant- Surgeon, G. M 4 Leod ; Purser, J. B.
Hutchings. Apollo, 46, — Assistant- Surgeon, R. Jack; Second- Master, N. Scott.
Astrea, Lieutenant, E. Herrick. Buzzard, — Lieut., C. Fitzgerald ; Assistant- Surg.
J. Peter ; Second- Master, P. Roberts ; Clerk in charge, W. Scott. Bellerophon,
74, — Clerk, P. MundelL Bermuda, — Hospital Mates, W. Scotland; Midshipman,
W. Minchin. Bonnetta, 3, — Assistant-Surgeon, W. Hobbs. Britannia, 120, —,
Lieutenant, W. Brown. Coast-Guard, — Commmanders, G. Bissett, G. Dobson, F.
Patten, T. P. Le Hardy, C. C. Dent, J. Hudson, J. King, S. H. Usher ; Lieutenants,
J. Daly ell, J. Liddon, J. Markett, E. Hill, J. Waller, J. Creser, T. Tribe, H. John-
stone. Columbine, 16, — Mate, W. Hannant Cornwallis, 74, — Assistant- Surg.
W. R. Dalton; Clerk, C. H. Breay. Dolphin, 3, — Lieutenant- Commander, C. Blia-
aett Donegal, 74, — Commander, G. W. Lydiard. Edinburgh, 74, — W. Webster,
J. Sibbsld ; Mate, W. Cashman. Electra, 18, — Mate, G. H. Wood. Espoir, 10,
— Assistant- Surgeon, G. W. Pritchard. Excellent, — Lieutenant, W. Wiseman ;
Assistant- Surgeon, R. Hopby; Midshipman, W. Cudwortb. Favourite, 18, — Surg.
J. Jones. Harlequin, 16, — Commander, Lord F. Russell. Hastings, 74, — Lieut.,
J. Morshead ; Mates, J. Fisher, C. F. Chimmo, E. Davison, M. Lowther ; Midship-
man, M. Duncan; Second Master, W. Woody cr; Mid., N. Heath, Herald, 28, —
Lieutenant, W. Johnstone. Hermes, St V., — Mate, A. La Toucha. Hercules,
74, — Commander, B. Fox ; Assistant- Surgeon, E. Derriman ; Mates, G. Johnson, R.
G. Risk, R. R. Fas to. Jaseur, 16, — Col,. Mid., Hon. P. Packenham. Melville,
74, — Assistant-Surgeon s, J. M. Mustard, B. Horsburgh, L. Campbell. Modeste, 18,
— Lieutenant, J. E. Bingham. Nightingale, 6, — Assistant- Surgeon, J. Yeoman,
Orestes, Commander, P. S. Hambly ; Purser, F. May ; Master, W. Parsons ; Surg.,
G. Jones, M.D.; Assistant- Surgeon, J. Reid. Pembroke, 74, — Lieutenant, T. Stuart.
Phcenix, St Y. 4, — Commander, A. M. Milward. Pluto, St V., — Lieutenant, J.
Lunn. Pigeon, 6, — Lieutenant, T. James. Penguin, 6, — Lieutenant, W. Luce ;
Assistant- Surgeon, J. M'llroy, M.D. ; Master, J. B. Manley. Pique, 86, — Lieut.
J. M'Dougal. President, 52, — Commander, F. Liardet ; Assistant- Surgeon, P. Ber-
nard. Pilot, 16, — Commander, G. Ramsay ; Lieutenant, C. J. Postle ; Master, W.
Langdon ; Surgeon, A. Lyon ; Assistant- Surgeon, H. Turnbull ; Purser, F. Hellyer.
Princess Charlotte, 104, — Commander, L. T. Jones; Assistant -Surgeon, R.
Anderson. Redwing, St V., Second- Master, J. Hawkins. Royal George, yacht.
Assistant- Surgeon, C. Brien ; Second- Master, H. B. Harris. Rhadamanthus, StV.,
Lieutenant, St L. Aldworth. Rodney, 92, — Assistant- Surgeon. J. Ritchie. Royal
Adelaide, 120, — Mates, C. Glynn, C. Norman. Rose, 18, — Commander, P. Christie ;
Purser, J. Colwell ; Assistant-Surgeon, E. Johnson. Savage, 10, — Lieutenant- Com-
mander, Hon. E. Plunkett Serinoapatam, 46, — Assistant- Surgeon, W. Roberts.
Serpent, Com ., T. M. Symonds. Speedy, Lieutenant, J. A. Wright; Assist. -Surg.,
C. Wood, M.D. Termagant, 10, — Lieutenant, H. Seagram. Vernon, 50, — Captain,
Lord J. Churchill. Victory, 104, — Lieutenant, J. B. Cragg ; Clerk, D. N. F ramp-
tor Volcano, St V M — Assistant- Surgeon, W. Barnes. Wellesley, 74, — Lieut.,
P. W. Hamilton ; Commander, J. V. Fletcher.
Movements of Her Majesty’s Ships in Commission.
At Home.
Actjeon, 26, commissioned at Portsmouth, by Captain Robert Russell. Apollo,
46, 12th August, sailed from Portsmouth for Cork. Athol, 28, Mr. Bellam;
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646
PROMOTIONS AND APPOINTMENTS
23rd July, left Portsmouth for Spain ; 18th August, arri red at Portsmouth frra
St Sebastian. Buzzard, 3, commissioned at Plymouth ; August 15, fitting.
Columbine, 16, Com. Henderson, 8th August, arrived at Sheerness from Chatham;
14th, arrived at Portsmouth. Herald, 18, Captain Nias, 18th August, sailed from
Portsmouth for East Indies. Hercules, 74, Captain I. T. Nicholas, C.Bu, 27th,
July, arrived at Plymouth from Quebec. Hermes, St V., Lieutenant W. Bloom,
7th August, sailed from Plymouth for coast of Spain. Jaseur, 16, Commander
F. M. Boulbee, 23rd July, sailed from Plymouth for Gibraltar. Orestes, 18, 10th
August, commissioned at Portsmouth by Commander R. J. Hambley, Pilot, 16,
Commander G. Bamsay, sitting at Plymouth. Rose, 18, P. Christie, fitting at
Sheerness. Royalist, 10, 18th August, arrived at Plymouth from N. coast rf
Spain. Sapphire, 28, Captain Rowley, 4th August, arrived at Portsmouth from
Malta; 14th, paid off. Savage, 10, Lieut. H. J. Lacon, sailed for N. coast af
Spain. Tribune, 24, Captain Tomkinson, 8th August, arrived at Sheerness from
Chatham. Vernon, 50, Lord John Churchill, fitting at Sheerness. Waterwitol
10, Lieutenant Dickey, 31st July, paid off* at Portsmouth.
Portsmouth. — In Harbour. — Britannia, Victory, Hastings, Excellent, Rural
George, Actseon, Orestes, Pantaloon, Firebrand, Messenger. At Spitkead, Edinburgh,
Pique, Tribune, Columbine, Athol.
Plymouth. — In Harbour. — Royal Adelaide, San Josef, Hercules, Jupiter, Pilot,
Nightingale, Skylark, Penguin, Buzzard.
Commissioned since our Last. — At Portsmouth, Actaeon, Orestes. At Ply-
mouth, Pilot. At Sheerness, Rose, Vernon. Paid off. — At Portsmouth, Sapphire,
Waterwitch.
Abroad.
Alban, St V., Lieutenant Tinling, 21st June, sailed from Barbados for Jamaica.
Alligator, 28, Sir P. Bremer, 25th May, arrived in Simon's Bay; 2nd June
sailed for Sydney. Andromache, 28, Captain L. Baynes, 30th June, at Quebec;
4th July, sailed for Miramichi. Barham, 50, Captain A. L. Corry ; 23rd July,
arrived at Malta from Malion, Basilisk, 6, Lieutenant G. G. Mac Donnell, 15th
March, arrived at Callao. Blazer, St V., 1st August, arrived at Gibraltar from
Malta. Bon etta, 3, Lieutenant H. P. Discharaps, 22nd May, Simon's Bay from
Algoa Bay. Brisk, 3, 2nd June, sailed from Cape for Sierra Leone ; 6th, left
Sierra Leone; 2nd July, at Ascension. Britomart, 10, 26th May, arrived at
Simon's Bay ; 2nd June, sailed for New Holland. Buffalo, J. Wood, Master, 7tb
April, arrived at Sydney, from New Zealand. Castor, 36, Captain E. Collier, 23rd
July, arrived at Malta from Barcelona. Champion, 18, Commander G. S. F. King,
30th June, left Jamaica for Chagres. Charybdis, 3, Hon. Lieut Gore, 7th July,
sailed from Quebec; 15th, at Picton. Clio, Commander W. Richardson, 17th
May, sailed from Gibraltar for the Eastward. Columbia, 2, 30th June, arrived at
Barbados from England. Corn us, 18, Commander Hon. P. P. Carey, 2nd July.
Jamaica. Conway, 28, Captain C. R. Drinkwater, 8th April, sailed from Sydney
for Hobart Town. Cornwallis, 74, Captain Sir R. Grant, 30th June, at Quebec,
Crocodile 28, Captain J. Polk inghorne, 9th June, St John's. Dee, St V., Com.
Sherier, 27th, sailed from Quebec for West Indies. Donegal, 78, Captain J.
Drake, 7th August, Lisbon. Electra, 18, 19th May, at Buenos Ayres. Esrort,
10, 7th August, Lisbon; 12th, sailed. Flamer, St. V., 3rd July, sailed from Port
Royal for St Thomas. Griffin, 3, 6th July, at Barbados. Harlequin, 16, Com.
J. E. Erskine, 3rd August Gibraltar. Hercules, 74, 30th June, sailed from
Quebec for England, Hornet, 6, Lieutenant Baillie, 5th July, arrived at Jamaica
from Chagres. Inconstant, 36, Captain D. Pring, 80th June, at Quebec. Jaseur,
16, Commander F. M. Boultbee, 80tli July, arrived at Gibraltar; 31st sailed for
the Eastward. Lynx, 3, 11th June, Bight of Benin. Magirienne, 24, Captain
Mildmay, 24th July, Lisbon; 12th August sailed. Malabar, 74, Captain Sir W.
A. Montague, C.B., 18th July, arrived at Halifax, from Quebec. Miden, 4, St. V.,
7th July, at Montreal. Minden, 74, Captain A. B. Sharpe, C.B., 24th July, sailed
from Lisbon and arrived same day at Gibraltar ; 4th August sailed for the eastward.
Nimrod, 20, Commander J. Fraser, 9th June, sailed from Jamaica for Vera Crux.
Pelican, 16, 22nd July at Ascension. Pembroke, 74, Captain F. Moresby, 20th
July, at Malta, from Genoa. Princess Charlotte, 104, Flag- Admiral Hon. Sir
R. Stopford, 20th July, arrived at Malta from Naples. Racehorse, 18, Com.
W. H. Crawford, 5th July, off Picton. Raven, 4, Lieutenont G. Bedford, 22i»d
July at Ascension. Rhadamanthus St V., Commander A. Wakefield, 20th July,
at Malta. Ringdove, 16, Commander S. Nixon, 15th June, sailed from Jamaica
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BIRTHS, DEATHS, AND MARRIAGES.
647
on a cruise. Rodney, 92, Captain H. Parker, 23rd July, arrived at Malta from
Barcelona. Russell, 74, Captain Sir W. H. Dillon, K.C.H., 7th August, at Lis-
bon. Samarano, 28, Capt W. Boughton, 15th May, sailed from Monte Video for
Buenos Ayres ; 19th, at Buenos Ayres. Sapphire, 28, Captain R. Rowley, 19th
June, arrived at Gibraltar. Sappho, 16, Commander, T. Fraser, 24th July, at
Jamaica from a cruise. Saracen, 10, 15th April, Cape Coast, 3rd May, Cape of
Good Hope, from Prince’s Island; 3rd June, at Simon’s Bay. Satelliitb, 18,
Commander J. Robb, 2nd July, sailed for Jamaica. Scylla, 16, Coro. Hon. J.
Denman, 27th July, arrived at Lisbon from Cadiz. Serinoapatam, 46, Captain
J. Leith, 6th July, at Barbados. Skipjack, 5, Lieutenant J. Robinson, 5th July,
arrived at Quebec from Halifax. Snake, 16, Commander A. Milne, 22nd July,
Halifax. Sparrowhawk, 16, Commander J. Sheppard, 13th June, at Bahia.
Talavera, 74, Captain W. B. Mends, 17th July, sailed from Gibraltar for Malta.
Tartarus, St V., 24th June, arrived at Barbados; 5th July at Jamaica. Trin-
culo, 16, Commander H. E. Coffin, 20th July, at Cadiz. Vanguard, 80, Captain
Sir T. Fellowes, 23rd July, at Malta from off Tunis. Vestal, 26, 4th July, sailed
from Quebec for Bermuda. Volcano, St V„ 20th July, arrived at Gibraltar from
Plymouth; 25th sailed for Malta. Wanderer, 16, Commander T. Bushby, 2nd
July, sailed for St Jago de Cuba. Weazle, 10, Commander John Simpson, 2nd
August arrived at Gibraltar from Plymouth, and sailed for Malta. Wolverine,
Commander Hon. E. Howard, 20th July, Cadiz.
Virtfys.
At Falmouth, on the 28th July, the
lady of Captain J. H. Plumridge, super-
intendent of the Packet Service at that
port, of a daughter.
At Southsea, on the 14th August the
lady of Commander F. Wood, R.N., of a
son.
At the Ryalls, Seaton, Devon, the lady
of Commander W. H. B. Proby, R.N. of
a daughter.
At Southsea, on the 28th July, the
lady of Mr. T. Yule, Master, UN, of a
daughter.
Lately, at Maidenhead, the lady of
Commander Huntley of a son.
At Longfieet, on the 30th July, the lady
of Lieutenant George Davies, R.N., com-
mander of her Majesty’s revenue cruizer
Tartar, of a son and heir.
Jttarriagcs.
At Holy Rhood Church, Southampton,
on Wednesday, the 22nd of August, by
the Rev. Sempster G. Dryden, the Rev.
Charles Gulliver Fryer, to Helen Eliza-
beth, only daughter of Sir Gregory Os-
borne Page Turner, Bart, and niece of
Captain H. W. Bayfield, R.N.
At Kennington, the Rev. Edward Pett~
man. Chaplain, R.N., to Sophia, daughter
of the late Captain Henry Roberts, R.N.,
one of the companions of Captain Cook.
At St. George’s, Hanover-square,
Captain the Honourable George Caven-
dish, R.N., brother to Lord Waterpark,
to Caroline, sister to Charles Prideaux
Brune, Esq., of Prideaux Place, Corn-
wall. '
At Alverstoke, George Wallis, Esq*
R.N., to Martha, eldest daughter of Mr.
Thomas Deering, of Hardway.
At Calcutta, Lieutenant James A.
Macdonald, R.N., to Martha, daughter of
the late S. H. Greig, Esq.
At St. George’s, Hanover-square, on
the J 6th Aug. by the Rev. H. A. Beamish,
Captain Hope, R.N., of Carridon, N.B.,
to the Hon. Frederica Kinnaird.
At Gretna Green, on the 29th July,
Lieutenant William Boys, R.N., late of
Her Majesty’s ship Harlequin, to Char-
lotte Sophia, a ward in Chancery, and
youngest daughter of Dr. Greenall, M.D.,
of Biddenden, Kent
At Dublin, on the 17th July, the Rev.
James Annesly Beers, A.M., to Alice
Elizabeth, second daughter of Capt John
Banks, R.N.
At Weston, on the 10th August, A
Bendall Littlehales, Esq., eldest son of
Rear-Admiral Littlehales, of Bath, to
Nancy Kegan, relict of the late Daniel
Tugwell, Esq., and youngest daughter of
the late John Horne, Esq., of the island of
St. Vincent.
At Margate, Lieutenant Henry Harvey,
R.N., son of Vice- Admiral Sir T. Harvey,
to Jane, daughter of Dr. Denison, late of
London.
At Great Malvern, Captain James B ro-
sier, R.N., to Catherine, only surviving
daughter of the late John Marshall, Esq.,
of Bradney, Shropshire.
At St. Peter’ 8 Church, Thanet, on the
28th J uly, Lieutenant Alexander Brown,
R.N., to Honor, youngest daughter of
Sir Richard Burton, of Sackett’s Hill
House.
Digitized by v^ooQle
648
METEOBOU>aiCAL REGISTER.
At St Pancras, William Orr, Esq.,
surgeon, R.N., to Jane, widow of J. R.
Bourcard, Esq., Prussian Consul, here.
Bcatfo
At March, (U. C.) aged 64, Captain
Benjamin Street R.N.
At Stoke, Plymouth, Mr. Richard
Burstall, Master, R.N. (1797) aged 66.
In June last, at Sierra Leone, Lieut
W. S. Warren, R.N.
At Llwyn-y-gwern, North Wales, ea
the 15th August Commander Philip P.
Wynne, R.N.
In Penny -street Portsmouth, aged 20,
Elisabeth, daughter of Lieutenant J oseph
Clark, R.N.
At Camberwell, on the 13th July,
Sarah Stowers, third daughter of James
Mounsher, Esq., R.N.
At Stonehouse, on the 5th August
Thomas Simpson, Esq., Purser, ILX.
(1814) aged 64.
At Guernsey, ou the 27th July, Lieut
G. Mudge, R.N.
Meteorological Register,
Kept at Croom's Hill, Greenwich, by Mr. W. Rogerson, of the Royal Observatory.
JULY
1838.
Barometer,
Fahrrshkit's
1
WllCD.
1
In Inches and
Decimals.
Thermometer
In the Shade.
Wp.td.d
£
1
| Quarter.
Strengtluj
1
1
9 A.M.
3 P.M.
1
Min.
Max.
B
0
A.M.
P.M.
Morning.
EreniBg.
In Dec.
In Dec.
1
o
1 0
N.
21
8.
30 02
8014
El
53
! 65
N.
5
O.
aw.
22
Su.
8016
30- 17
El
61
50
62
N.
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temperature =* 62*3 decrees; !
Depth of Rain fallen = 185 Inches.
AUGUST, 1838.
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LONDON: T. STANLEY, PRINTER, 17, BARTLETT’S BUILDINGS, ROLBOEN.
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ORIGINAL PAPERS.
October, 1838.
New Lighthouse at Valparaiso. — Directions for entering the
Port.
The point selected and approved of by His Excellency, the Com-
mandant-General of Marine, where the light-house is actually build-
ing, 1,200 yards W. by S. £ S. from the outer and northernmost
rock out of water, called the Baja, is in the latitude of 33° 1' 00" S.,
and N. by W. J W., one mile and a quarter distant from the Custom
House of Valparaiso.
The lighthouse is constructed with wood, of a rectangular form,
twenty-one feet square at the base, and fifty- five feet high to the foot
of the lanthorn, where it is eleven feet square at the cornice. The
lanthorn is twelve feet high and six feet in diameter ; it is round and
composed of iron, intended to burn oil, and to give a steady light of
the natural colour, being of a magnitude sufficient to be seen ten
leagues in fine weather. The building will be painted white.
When approaching Valparaiso from the southward, this lighthouse
appears situated behind a round bluff point, from which it beam
about S.E. distant about one mile and a quarter ; on which bearing,
vessels may run for it, and clear the point of Coromilla and its dan-
gers, and continue that course till they open the port of Valparaiso.
In rounding the west side of the entrance of the bay, where the
lighthouse stands, give it a berth of a mile till you have brought it
south of you, and you will be clear of all dangers.
There is a small cluster of rocks called the Baja, that are always
above water, and which do not occupy a space of more than sixty yards
north and south, and about half that distance east and west. This
Baja bears E. by N. £ N. from the lighthouse 1,200 yards distance.
After passing the Baja you may haul into the bay and choose your
situation from twelve to thirty fathoms, sand and oozy bottom.
Vessels bound for Valparaiso ought to make the land about the
lat. 33° 20' south : ten months of the year it will be to windward,
as the winds prevail from that quarter generally in that proportion. If
the weather be fine, you will generally make the back land a consi-
derable time before you can distinguish anything on the coast by
which you can ascertain your situation. The bell mountain of Acon-
cagua, which is situated about forty leagues from the coast, is remark-
able, it being the highest among many, and is generally covered
ENLARGED SERIES. — NO. 10. — VOL. FOR 1838. 4 N
^ Digitized by CjOOQIC
650
HEW LIGHTHOUSE AT VALPARAISO.
with snow ; the north-western part of the peak is uneven with several
breaks in it : the opposite, or south-east side, is quite smooth and
equal. When this peak bears N.E. by E. by compass, you are on
the line from it to the lighthouse.
Another range of mountains, one of which is called the Bell of
Quillota, lies about ten leagues back; it is an uneven ridge, the
middle of which is the bell; and when it bears N. 60° E., (or N.E.
by E. i E. nearly,) it is also in a line with the lighthouse.
These mountains being the first land seen, are generally a good
guide to lead vessels towards the lighthouse, and with the above
directions to the anchorage.
Vessels in making the land further to the southward, will not see
the light, if within five or six leagues of the land, as Coromilla point
must bear to the eastward of N.E. before the light opens outside
the before-mentioned bluff.
In coming from the northward, and making Quintero point, which
bears N. £ W. from the lighthouse eighteen miles distant, take care
not to get within that distance in the night, as there is a large
ledge of rocks S.S.E from Quintero point, about four miles distant,
with a channel within it, but too dangerous to be attempted by a
stranger.
The above-mentioned lighthouse it is supposed will be of the
greatest utility in preventing vessels from passing the port both by
day and by night, which frequently has happened, causing them
several days to regain their latitude.
The lamp is expected to be lighted on the 1st of August, 1838, and
stands on an elevation of 250 feet above the level of the sea, making,
with height of lighthouse, and three feet and a half to the lamp, 308J
feet.
Bearings of several Objects from the Lighthouse by Compass.
Quintero point, N. 3° 30' E.
Point of Concon, N. 22° 30' E.
Bell mountain of Aconcagua, N. 57° 30' E.
Bell of Quillota, N. 60° 00' E.
Signal staff on the Hill south, 3,800 yards distant.
Outer rocks, or Baja, above water, N. 72° 00' E. 1,200 yards.
(Signed) Paul Delano,
June, 1838. Captain of the Port of Valparaiso.
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VOYAGE OF H.M.8. IMOGENS.
651
Voyage of H.M.S. Imogens, Capt. H. W. Bruce. — Sandwich,
Tahiti, and Pictairn Islands.
(Continued from page 587.)
Having the most important objects of our voyage to execute, we
sailed on Saturday afternoon at six, the 9th of September 1837.
We had light baffling winds at first to clear the land, but about
eight, opening the channel between Dominica and St. Christina#
we took up the easterly breeze, which again failed us towards mid-
night; giving Dominica a wide berth, we steered to pass half-way
between Nooahevah and Rooahoogah, and at 2 a.m. on the 10th,
had a heavy squall from the eastward after calm, the wind and
weather then settled and continued fine.
We saw all the islands of this group ; they are all high, very pictur-
esque, particularly Rooapoah ; the lofty peaks of the latter greatly
excel in beauty and variety of form, those of the much famed Arran.
Desirous to see the reef called “ Clark’s,” we shaped a course for the
spot, and passed over it on the afternoon of Sunday the 10th, about
three o’clock, but could not observe anything uncommon ; the small
sandy isle, (which we did see) to the eastward of Robert’s Isle, may
have been misplaced for the reef of Clark.
Proceeding on a N. by W. course, we kept a good breeze from
N.E. by E. to east, with a westerly current setting twenty-five
to thirty miles in the twenty- four hours ; about 3 p.m. Septem-
ber 13th, we crossed the equator in longitude 142° 40' W. with
a moderate breeze at east, going 8J knots, and that evening the
wind came round to S.E., a fine breeze, beautiful clear wea-
ther with a smooth sea. This continued to Friday, September
15th, when the wind fell light, baffling, and sometimes calm with
very heavy showers of rain. These calms and baffling winds lasted
during seven successive days, in which time, we made only 220
miles. We then got the wind moderate from S E. to east, with
two days of heavy tropical rains, and at midnight of the 23rd,
got the N.E. trade; thus having variables from latitude 5° N., lon-
gitude 144° W., to latitude 12° N., longitude 145° W. The wes-
terly current continued from twenty- five to thirty miles in the
twenty-four hours to September 17th, when it proved easterly twenty
miles in two days, and then was not perceptible. We caught two
sharks on the 19th of September, and on the 20th harpooned a fine
dolphin which proved good food. The heavy rains here were very
similar to those we experienced off Bahia, and struck the ship in
the same way ; not coming from any particular quarter, but closing
in with a rushing sound, ahead, astern, and from both sides.
On Sunday, September 24th, we had a fresh N.E. trade and fine.
The glasses still continued sluggish, and their indications useless.
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65 2
VOYAGE OF H.M.S. IMOGENS.
Having the Sandwich Islands well under our lee, we steered N.W. by
W. till the 26th, then W.N.W., and the breeze continuing steady*
(though with showers of rain at long intervals,) we saw the Island
of “Owhyhee” at 5 p.m. of that day; the east point bearing N.W.
This obliged us to haul up N.N.W. which took the ship from twelve
to twenty miles to the eastward of the island, (the night being dark
and cloudy, the land was not discernible,) and again keeping away,
we made and passed successively “ Moowee,” and “Morotoi,” and
at 10 p.m. 27th hove to under its lee. A strong easterly trade
blew all night, and at 4 a.m. on the 28th, we bore up for Woahoo, ran
along shore, and passed Diamond Hill, when a pilot came off, and,
anchored the ship half a mile E. by N. from the beacon of the
entrance to the haven of Honolulu, in twenty fathoms sand, and it
is remarkable, that from the day of our departure from Valparaiso
until this day, we did not see a sail. Ships now never use the
anchorage at Whytetee bay, where Vancouver first anchored, that at
the entrance to the haven being more convenient, and less insecure.
The appearance of this island is entirely volcanic.
At daylight of the 29th, a strong trade still blowing, we weighed
and stood off, then tacked and shot the ship through the narrows,
furling everything : 300 of the natives (or Kanakas,) then tracked
the ship up the haven, (coming to their middle in water on the coral
reef,) and with the assistance of whaler’s boats, hauled her to an
inside berth by 8h. 30m. when we mooredwith the bowers in twenty-
one feet water, bottom very stiff mud, forty fathoms of cable each
way.
Every facility is readily afforded by the government here to ships
coming in, and the haven of Honolulu is perfect. We had to let
go the anchor twice in tracking up, in consequence of the warps
being cut by the coral, but there are also warping buoys which
proved most useful.
Where the Imogene lay, the width of the haven is about 120
fathoms, and the passage at its narrowest part, is twenty fathoms;
the depth of water is from four to six fathoms, except on one narrow
ridge, which only yields three and a half, the river which runs into
the harbour forming a deposit, may alter this. Our distance from the
nearest wharf, (of which there are three good ones,) was eighty
fathoms, and from the beacon at the entrance about one mile. The
rise and fall of tide, and time of high water, are altogether uncer-
tain ; the former never exceeding twenty-six inches, and impercep-
tible as a stream.
We found here one English, and two American whalers, besides
two or three merchant vessels. H.M. surveying ship “ Sulphur,”
had refitted here, and sailed about the 26th of July ; and the French
frigate, “La Venus,” on discovery, had sailed at the same time;
the latter did not come into the port. The king “ Tamehameha
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VOYAGE OF H.M.S. IMOGENE.
653
the third” was absent at Mowee, on which occasions he goes in his
man-of-war, a barque of about 300 tons ; the queen dowager,
“ Kinau,” was also absent, so that the honours of the port, (which
he does with kindness and dignity,) devolved upon her husband,
“ Kekuanao.” He forthwith sent us a supply of vegetables, fruit,
&c., and despatching a vessel to inform the king of our arrival, his
majesty very speedily appeared in person to greet us: Kinau
having returned a day or two before.
This port besides the best of shelter, affords everything that a
ship can require, good water, easily obtained from a pump near the
wharf, for which twenty -five cents per ton is charged by the owner ;
abundance of fresh beef at six cents, per lb. (3 %d.) and vegetables
three cents ; fuel is expensive, though plentiful : turkeys very good
at eleven dollars a dozen, fowls three dollars, ducks three, and
very good potatoes 3 J dollars the barrel ; the dollar varies from 4$. 8c?.
to 5s. : washing is one dollar a dozen, and very badly executed. The
root of the taro, sliced, and roasted as potatoes are done, is scarcely
inferior to that most superior of all fruits or vegetables, but it will
not keep.
These islands only need cultivation to yield abundantly; but
owing to the heavy exactions on the people, they have little induce-
ment to industry. A native Kanaka cannot call anything his own,
and of the produce of his labour, so much is demanded by the king,
and so much also by his chief, that only a fourth is left as his
reward* ; besides a poll-tax of a dollar per annum for men, half
a dollar for married women, and a quarter dollar for every child
above four feet high. The people are a docile race, and under good
government would prosper. The Christian religion is now generally
prevalent among them, the marriage state is respected, and infanti-
cide is unknown ; yet the decrease in population is very great, there
are about thirty-four births to ninety deaths, the sum-total of the
islands being now estimated at 108,000, while in 1832 it was 129,000.
The impure disorders originally brought here by civilized people are
found, though not in so virulent a state, as at the Marquesas ; and
that most prevalent at Oahu, is of the least pernicious kind of the
two. There are few English residents, but a number of disorderly
seamen from the whale-ships that frequent the islands, who are for
the most part dissolute and uncontrolable, and would require the con-
stant vigilance of a ship of war to do justice, between the native
government and them ; frequently endeavouring to desert from their
ships, and being a source of continual trouble. The Americans
who are still more numerous, bear their share in these disorders.
There are no English missionaries on these islands, but 140 Americans
with their families. The native church has a large congregation,
* This grievance was noticed by Mr. Eardley Wilmot in a recent number. (Ed.)
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654
VOYAGE OF H.M.S. IMOGENS.
about 3000 ; and the Bethel chapel, where the Rev. John Diel of the
American independant church officiates, is well attended. The
labours of these missionaries have been eminently successful, m is
evinced by the advanced state of religion which prevails; they
seem to be men whose lives are dedicated to that object, and if
they conceived, a rigid system of inculcating religious pursuit to
have been originally indispensible, they now encourage as inseparable
from true religion, the acquirement of habits of industry, and they
teach general knowledge and the arts, and are desirous that the
royal family and chiefs should have the advantage of instruction in
political economy, which they so much require, to regulate their
intercourse with the nations of the world, as well as to improve
the condition of their own. Bathing, and the surf-board are now
again indulged in by the natives. The schools are in a flourishing
state; 150 girls and 80 boys are regular in their attendance at
the missonaiy school where religion, science, history and geo-
graphy are taught, and the chiefs have also schools in their en-
closures for those who cannot attend the former; and another
school independent of the mission, has from sixty to one hundred
scholars, instructed with great judgment and care, as well in religion,
as in every useful acquirement. The king Tamehameha the thirdly
Kanikeaouli, as also, Kinau, queen dowager his half sister
are strongly attached to the English ; they are professing Christians,
and the king attended divine service on board the Imogene, the only
Sunday that he was in port with us. They were all fond of coining
on board the ship, and shewed intelligence and disposition to enquiry.
Madam Boki, one of those who were in England also visited the
ship. They are very desirious to have influential advice respecting
the enactment of new port regulations, and as the government has
sent to London a remonstrance against Lord Edward Russell s
treaty, it would be well to send a fully authorized diplomatic person
to put these matters on a fixed and indisputable basis. We visited
the tomb where lie the remains of the royal persons who were in
London. The coffins are in perfect preservation, and there are now
five, and one of a child in the Royal Mausoleum, and a handsome
French work-box with the usual apparatus, besides eau de cologne
&c. for the use of the inmates. The reigning monarch, if his pur-
suits had a good direction ; would be an intelligent useful mam
but he labours under many disadvantages, and cannot be considered
free from dissimulation. He is married, but his wife is not held m
any degree of consideration.
The Sandwich islands are very healthy, and our men found them
so ; Oahu produces arrow-root spontaneously, cocoa-nuts, plantain
yams, and some oranges ; taro, indian com, potatoes, and sugar caae
are cultivated. There is an abundance of goats and pigs, the cattle
were originally brought by Vancouver ; and horses which are nuntf*
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VOYAGE OF H.M.S. IMOGEKE.
655
rous were imported from California. Dogs are fed and eaten here
as a delicacy ; but the natives live principally upon a vegetable diet,
on which they thrive well, and appear satisfied with it. They are
fond of the water-jnelon, which affords both food and drink, and
their powee is very nourishing ; it is composed of taro-root, pounded
in a calabash. There are more natives clothed, than at the Mar-
quesas, yet many males who wear nothing more than the loin’s cloth ;
the head and feet quite exposed.
The British Consul, It. Charlton, makes this port most agreeable,
by a kind welcome, and the refinements of social life with his lady
and family. Many unpleasant duties, however, must devolve upon
him, in his public capacity, and such being the case, he cannot be
without enemies, the loss is theirs ; the missionary families too,
are disposed and anxious to be social with strangers to whom
they conceive their attentions would be pleasing, and though only
indulging in bread, or cake and water, at the utmost milk among
themselves, rejoice to regale their friendly visitors with an excellent
cup of tea, bread and butter, and sweets. It would be well to
erect a lighthouse to the memory of Captain Cook on the Punch-
bowl or Diamond hill ; the light could not fail to be most useful
to the shipping, while a more appropriate memorial to the honor
of that celebrated navigator could scarcely be devised ; two thousand
dollars would be forthcoming at the islands, four thousand would
complete the work well, and a very small rate upon ships using
the harbour of Honolulu would serve to keep the lamps burning,
and the whole in repair ; stone and lime are both plentiful.
To run along the edge of the coral reef outside, keep Diamond
hill E.N.E. by compass, which will lead you clear; or a conical
hill seen over the land, by being kept in sight, is a safe mark.
From Sep. 29th to Oct. 12th in the port, we had the finest weather,
only interrupted by two or three showers; the tops of the hills
were never clear of clouds, and a thick dust frequently blows off
the land. The latitude of Honolulu Fort is 21° 18' 12" north,
longitude from Greenwich 158° O' 30" west, time lh 16' 24" or
19° 6' 0" west of Resolution Bay.
On the 12th of October, having received a letter from the hands
of the king fbr King William the fourth, and parting on the best
possible terms, at 2 p.m. we weighed, and canting the ship by a
warp while we dropt the sails, she sprung away before a brisk trade,
and in a few minutes the haven was cleared. The pilot is an expert
one, and a good seaman; he goes by the name of, “ Alexander
Adams,” and was one of the delegates at the mutiny of the Nore.
I was informed that English whale-ships were likely to be found
at the island of Hawaii or Owhyhee; Mr. Consul Charlton,
was likewise desirous to proceed there on the public service, and
I was most anxious to visit the place, and to behold the spot where
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656
VOYAGE OF H.M.S. IMOGENS.
the lamented death of the celebrated Captain James Cook occurred:
receiving the Consul accordingly on board, we directed our course
towards Karakakooa Bay as nearly as a scant easterly trade would
admit of ; and after contending against variable winds ; mostly light
and baffling, though sometimes strong ; we attained that anchorage
just before noon of Sunday, Oct. 15th: a pilot having come on
board, who is authorized by the governor to do so, brought the
ship up in twenty fathoms with fifty fathoms of cable, half a mile off
shore ; and the breeze blowing in, though very light, the ship swung
into eighteen. The extremes of the bay S. by E. and W.S.W. each
about one mile.
The very high land of Owhyee prevents the trade wind from
reaching the lee side of the island, and makes access to this bay
difficult. A ship wanting to visit it, should make it direct from the
S.E. and proceeding for Oahu, should haul out round its west end
and keep to windward, but coming as the Imogene did, by bringing
Karakakooa to bear E.N.E. about forty miles, a light S.W. wind
prevails which will run you into the bay. This island has an
imposing appearance, and is very high, its tops are seldom free
from clouds, and it is steep too, though all its points come down
very low. The anchorage is under cliffs 400 or 500 feet high,
with good landing on one side, on a sandy beach ; and on the other,
on rocks of lava ; one of which is pointed out as the fatal spot of
Cook’s murder. The height of the Mona Boa was ascertained by
the late Mr. Douglas (from barometrical and trigonometrical obser-
vation) to be 13,430 feet; we saw it clear of clouds early on the
morning of our departure, but it very soon became obscured.
After divine service on board, at 1*30 p.m. we landed with Mr.
Charlton on the left-hand side of the Bay, at the village or hamlet
called in Arrowsmith’s chart, “ Kowrowa,” which is the place of
Cook’s fall. Two or three people came out of their huts to look at the
strangers, but so strictly is the sabbath observed by these people, that
no one addressed us, or offered to accompany us on our walk. Pro-
ceeding along a tolerable road, made over loose as well as solid
masses of lava ; we found our way up the steep hill under a burn-
ing sun, to wait on the chief of the district, a female called “ Ka-
peolani,” and to visit the Missionary establishment, which is a branch
of that at Oahu. Half way up the ascent is the monument erected
by the Blonde to the memory of Cook; at the place where his
flesh was burnt, which is the greatest honor these people pay to those
held in most respect among them, and until the ill-fated navigator
shewed himself to be but mortal, they thought him a Deity ; whose
loss they have never ceased to lament. This rude
memento is composed of a post having a piece of
copper on wood across its top, and supported by
a cairn or heap of loose lava stones piled together.
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VOYAGE OF H.M.8. IMOGENS.
657
the plate displaying, engraved upon it, the following inscrip-
tion : —
“In memory of Captain James Cook, R. N. who discovered
these islands, in the year of our Lord, 1778 ; this humble monu-
ment is erected by his fellow countrymen, in the year of our Lord
1825.”
Two miles of steep ascent altogether, brought us to the chiefs
house and the settlement, which possesses much picturesque beauty ;
but every living soul being in the church attending afternoon service,
we returned to the ship and repeated our visit the next day, when
we were most kindly provided with horses. The Christian religion
is, through the exertion of these exemplary American Missionaries,
flourishing throughout the island, and education for youth is parti-
cularly encouraged and attended to. I witnessed the admirable system
pursued by the Rev. Cochran Forbes at this^ establishment, where
are one hundred regular scholars (half of each sex) daily attendants ;
and a sabbath school besides of more than one hundred. They seem
healthy and happy. “ Kapeolani,” the chief is a sincere and active
Christian, encouraging as well by example, as by precept, all those
around her, to walk in the same course ; and except among disso-
lute foreigners who often land here, the general tone of religion is
more primitive, and perhaps more pure, than I ever witnessed. The
Governor of the island “ Adams” was absent, but young “ William
Pitt,” or, (by his native name “ Lelewhoku” repaired to the Imogene
to meet us. He is an intelligent youth, well conducted, and son
of the “ Krimakoo” or “ Pitt” of Beechey, and calls the Governor
Adams his uncle. Pitt dined on board with me as did Kapeo-
lani. He took but little wine, (though I am told he is not always
abstemious,) and Madam Kapeolani, would not taste a drop, neither
would she taste tea or coffee ; all these being considered by her reli-
gious instructors exciting and superfluous. With her I had much
interesting conversation upon our common religion, its hopes, and
its advantages, through the means of a very able interpreter. She
questioned me particularly upon my belief (seeing that I did not
pursue my aim with as much austerity as those among whom she
dwells) ; made minute enquiries respecting my children, and the
bereavements with which I have been visited ; and when I explained
to her my feelings with regard to them, to myself, and to her — that
we all looked to the same glorious Redeemer, who has said (by his
prophet) “ Look unto me and be ye saved, all the ends of the earth,”
she and her interpreter ended the conversation by both shedding
tears. Kapeolani, then, knowing the interest I felt about Cook,
announced that she could give me the spear which killed him ; and
which had been ever since, in possession of her deceased husband,
and of her, but being very loath to part with it, they had, “ kept
their counsel ;” she assured me that it actually penetrated Cook’s
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VOYAGB OF H.M.6. IMOGENS.
body : it is now in my possession. We all felt desirous to perpetuate
the memory of the spot where the lamented circumnavigator met his
untimely end, as well as the circumstance itself; and with this view
having first obtained permission from the chief, one of the cocoa-
nut trees was selected, which bore the marks of having been shot
through at that crisis ; and under the able and willing direction
of Mr. Richard Thompson, master of the Imogene, a copper tablet
was prepared, and with the following inscription punched upon
it, was carefully nailed upon the tree, the upper part of which was
then sawed off and brought to the ship.
44 NEAR THIS 8P0T
FELL
CAPTAIN JAMES COOK, R.N.
THE
RENOWNED CIRCUMNAVIGATOR
WHO
DISCOVERED THESE ISLANDS
A.D. 1778.”
44 His Majesty’s Ship Imogene,
Oct. 17th, 1837.”
This memorial stands 190 feet west of the fatal spot, and the obser-
vations there made are as follows; latitude 19° 28' 0" north, longi-
tude west of Greenwich by means of three chronometors 156° O' 40",
and 1° 59' 55" east of Honolulu Fort. Seventy hours having elapsed
between the observations.
There is a well-attended and well-regulated school at 44 Kakooa”
on the right hand side of this bay ; and at 44 Lahaina” on the island
of 44 Mo wee” is a flourishing and ably conducted high-school.
This bay does not afford facility for water, which has to be carried
a distance of five miles in calabashes, but other supplies are plentiful,
and cheap bullocks are nineteen dollars the head, about 3£d. per lb. ;
poultry, including turkies good ; and two sixpenny cotton handker-
chiefs will purchase one of the latter ; pigs, are abundant ; and goats,
yams, sweet potatoes, pumpkins, cabbages, water-melons, &c. abound;
and Indian corn, and sugar cane are cultivated ; while figs, grapes,
arrow-root, and the tobacco plant are seen to grow spontaneously.
Our time, and the remaining objects of our voyage y-et to be
accomplished, would not admit of our visiting the famed volcano
on this island, the crater of which presents the largest surface
known, being seven miles in circumference, and is fully described
in the 44 Polynesian researches of Ellis.” We therefore took a
reluctant farewell of this interesting bay, and tripping the anchor
at 4 a.m. October 17th with a light land wind, our valued friend Mr
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Charlton left the ship, and with light baffling winds we shaped our
course for the south point of the island : twenty-five hours sail brought
us to it, and getting a fiery trade at E.N.E. we made the best of our
way on a S.S.E. course for the Society islands. No whalers had
been recently at Karakakooa bay, unfortunately for them, as we saw
five or six fine sperm whales the day on which we left it.
Random Rambles, or, The Mariners’ Club.
By the time that Captain Weatherall had concluded his acoount of
Patrick Walsh, the principal mutineer of the Hermione, we found
ourselves nearing the Njrth Foreland ; and as he was there to give
up the command of the vessel, having, as he told me, found a birth
on shore, we both made our preparations for landing with some
other passengers. On our arrival at Ramsgate, according to previous
arrangement, the command being given to his successor, she pro-
ceeded on her voyage, and in the evening the worthy veteran and
myself found ourselves comfortably seated at the “ Mariners’ Club,”
where it appeared he was no stranger, his excellent qualities being
both known and appreciated by the worthy members of that body.
“Well, Weatherall,” said the Chairman, “so you’ve broached
your opinion on total abstinence, at sea, in the Nautical Magazine, — a
periodical, which, I rather think, has no little influence on the tone and
character of our navy. The extremists on both sides of the question
are violent as usual, and our society are at loggerheads on the
subject. We are as much bored now with grog or no grog, as
cockneys are about Gog and Magog. Do pray, gentlemen, turn
your accustomed attention to the craft plying through the gull
stream into the Downs ; take a survey of them, and give a spell to
the argument.”
“ I say, Mr. Chairman,” said Jack Bullet, “ arn’t wo all told
‘ to do our duty in that station of life in which it has pleased God
to call us.’ Now, if the enemy came suddenly on a British admiral,
is he to turn all hands down to prayer before he pipes to quarters,
or leave that to the chaplain and idlers ?”
“ If there is time,” said Lieut. Chantwell, (anticipating the Chair-
man,) “if there is time, Bullet, it would be more appropriate when
the ship is all clear for action, and the matches alight.”
“ Before or after you’ve spliced the main-brace ?” vociferated a
forward middy.
“ Young man,” said Chantwell, “ those things are too serious
for your comprehension.”
“ Oh ! oh,” replied the youngster, puffing a broadside from his
cigar as he evaded the subject by turning over the leaves of the
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660 RANDOM RAMBLES, OB, THE MARINERS* CLUB.
Nautical. “Here we are again, banning the navy,’ by who!
What ! a merchant skipper ! Seven years bound hand and foot in
the Merchant Service ; and then three years’ training in Her Ma-
jesty’s Navy, to qualify for a sailor! How would you like that,
Mr. Bullet?”
“ All stuff,” said the old luff ; “ why I've seen as good a seaman
made in five years as ever stepped between the stem and stem of
a ship. I remember a fine fellow of a carter, who threw down his
whip, last war, and volunteered into the sloop Skylark, because his
team had three ragged blacks and an old grey, which made him the
butt of his comrades at Battle corn-market : if you’d seen that fellow
spring aloft in the first month, you’d have thought he was scaling an
apple tree. Why that chap was bos’an of a frigate in less than no
time ; less than seven years at all events. It an’t length of servitude
that ’ill make a seaman. How many sweepers and waisters have
you and I drove about the deck, who had served three apprentice-
ships to sea? No, no, my lad; there are as many grades of sailors
as there are trees in a forest, and they can’t all be hearts of oak
Spirit, genius, and enterprise, tells at sea as well as on shore. Be-
sides, we don’t want all able seamen in a man of war’s crew ; a great
portion must be ordinary, and perform duties which would degrade
the crack mariner in his own estimation.”
“Ah! these theorists!” said Capt. Weatherall. “Now, Seaward,
you know I’m a privileged man among you, though not in the
sarvice, and I really do not believe the assertions of that * merchant
skipper’ about the general bearing of naval officers. The ridiculous
distinctions he speaks of are merely imaginary. Merchant captains
of education, who choose to make themselves companionable, are
cherished by naval officers, more particularly if they are men of
scientific character and genius ; but if any disrespect is shewn to that
nerve of every maritime kingdom, and that nursery of seamen, its
Merchant Service, it generally emanates from head-quarters ; from
those who should be wise enough to pursue a better policy. I well
remember the feeling which thrill’d through many a brave and
honest heart when the orders were issued to border the national
flag — the dauntless union of Britain with the lilies of France. The
English are a proud and patriotic people, Mr. Seaward ; and this
was an indignity offered to their merchant princes. Had not their
ships fought battles under that banner so sacred in their estimation,
which would have done honour to any navy in the world ? Might
not similar exigencies again take place when most unexpected ; and
arc they then to betray to an enemy that they are not men of war by
the distinction of their flag ? Was any farther distinction necessaiy
between His Majesty’s Ships, and those of his brave subjects, than
already existed ? Had they forgotten the records of history when
the royal standard of England, and the Lord Warden’s banner,
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661
floated on the breeze together ? when the Cinque Ports and others,
the merchants of England, at their sovereign’s call, boldly met and
subdued that sovereign’s enemies, furnishing at their own especial
cost, our naval armaments. If extremities should come on, then
would you see that union jack (degraded although it may be by its
useless border,) again spreading its bright glories to the wind ; your
merchant steamers converted into gun vessels for the protection of
your coast, and surrounding it with a wall of fire ; or, as I once
heard the master of a collier reply to the bombast of a yankee, * Yee
mon bring as mony fire-boxes as yee will into the British Channel,
we’ll foind a match to fire to ’em.* Surely the more recent achieve-
ments of the East India Company were despised. Had Dance and
Linois been at hand, such an infringement of the beauty of our
national flag for her merchant shipping could not have been per-
mitted. But was any farther distinction necessary ? You had your
pennants and St. George’s ensign, and if so, why not have made
the former a source of emulation ; the Red Rose of England is a
fitter emblem than the Lilies of France. A red-bordered jack for
us, in preference to the white we have so often been opposed to.
Scotland might have proudly encircled it with her favourite blue,
and Ireland have thrown around it her boasted insignia, the green
mantle of the Emerald Isle, and then ”
“Bravo, bravo, Wetherall!” vociferated Bullet, “when you saw
a smart ship, or roguish looking steamer, you would be all anxiety
to know whether it was the rose, the thistle, or the shamrock:
whether it was the clan Scotia, Erin-go-bragh, or merry England,
that had launched the gipsy forth. But, I agree with you Wetherall,
and make it law that every merchantman of a hundred tons should
carry a gun for signals and protection ; the battery to be increased
as to number and weight of metal in proportion to the capacities of
the ship ; the commander of such vessels to pass a regular board of ex-
amination, and to instruct their crew and apprentices to point their
muzzles to proper objects ; and then let war come, and Britannia the
queen of the seas, under the favour of Providence, would still main-
tain her maritime supremacy. Oh ! that we could get that white border
stripped off the union, and put where it used to be — round our
precious necks, to make us gentlemen again ; for what, I say, old
Wetherall, looked half so graceful as that white jack hauled down,
and tucked under a fellow’s chin for a comforter.”
“ Seven years !” ejaculated Chantwell, mournfully ; “ What a seri-
ous item in the average duration of human life ! Seven years of
teeth-cutting, nurse-scolding, measles, et cetera ; seven years of
mental slavery under a tyrannical domine, — such was my lot ; ano-
ther seven years of bodily training, scupper clearing, bale stowing,
and severe labour, attended by all the apprentices’ privations in a
merchant-ship ; and then at twenty-one, when the buoyant spirits of
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662 RANDOM RAMBLES, OR, THE MARINER’S CLUB.
early manhood expect to run the gauntlet of chance as a sailor;
impress or no press ! war or peace ! lash him down to three yean*
restraint in Her Majesty’s navy ! Who the deuce will send their
children to sea ? What boy of spirit will go ? Poor lads — parish
apprentices may be thus enslaved, even by the advocates of negro
emancipation ; but long before their time of servitude expires they
will fly the approach of coercion, and seek a refuge under the first
foreign flag that will receive them. Ah, Mr. Chairman, this impress
is a difficult question !”
“ It is,” said Weatherall, “ one of those miseries which war inevit-
ably brings in its tram. As well may you expect a hurricane to pass
away without its withering effects, as that the wild storm of human
passions in war should have no where to spend its fury. It invades
alike the quiet roof of the landsman, and the floating domicile of the
mariner ; and I think the former, under the pressure of military con-
scription, the worst feature of the two. You take, or profess to take,
seamen inured to the duties of their profession ; and in most cases
they are removed to a service where every temporal comfort is supe-
rior to those which they leave ; but although this restraint is a
hardship, it is of a different complexion to that which drags a novice
from his rural labour, to march and counter-march. The seaman
has been used to separation, — the rustic takes his first and painful
farewell; the seaman is already trained, — the poor ploughman has
everything to learn, and may well shrink from the severe discipline
of the drill sergeant, for it must be difficult indeed to mould a man
into an opposite character from the inveterate extremes of habit.”
u I do believe, Weatherall,” said Chantwell ; “ that if a specific
period was assigned to our service, and strict faith observed, we
should have less difficulty in manning our fleets in time of war.
Give volunteers a shorter period than pressed men, but be strict and
just with both ; establish a fund in the Bank of England, where a
moiety of their pay will be accumulating with interest ; add to that a
certain pension increasing with ev6ry seven years they remain. Men
who launch from the shores of their country to brave wounds, im-
prisonment, or death in its defence, ought to be thus considered *
“ And,” interrupted the middy ; “ let’s have a more equal distribu-
tion of prize-money, Mr. Chantwell, deposited in that said fund.
Why, because you wear an epaulet and the captain two, should the
enormous inequality exist, to say nothing of the injustice of the priie
tax ? Let the lubbers we fight for bear the burthens ; they have their
feather beds to rest upon. Then there are your agency fees; let
the clerks be well paid for transacting our business ; John Bull ought
to keep our debtor and creditor accounts for us while we fight his
battles, and keep the enemy away from his fireside.”
“ Bravo again, youngster !” rc-echocd Bullet ; “ they never found
any difficulty in manning a privateer with choice seamen. You
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663
remind me of old Cochrane, Sir Sydney Smith, and many of our
worthies, whose dashing craft never had occasion to press for men ;
they made a capstan-head sharing of trifles occasionally, and threw
in their own emoluments among their crew. They were none of
your puling, whining croakers, who thought old Dibdin’s strains an
abomination, and that a British tar must turn monk, or weep over
his tainted water-cask for the sins of his country ; in lieu of throwing
a dash of rum into it, to cheer his spirits and keep off the mulligrubs.”
“ Come, Come,” said Weatherall, “ don’t be harping again upon
that string, friend Bullet, British true blues were never astern of the
landsman in their trust upon Providence, that would be unnatural.
The tree removed to a different clime and soil may alter its blossom,
but it must be known by its fruit, and you never found anything
like cant in the Hero of a hundred battles — yet how was he beloved ?
Never shall I forget, when a youngster, reading the narrative of the
Nile, that rescue of drowning foemenby Britons, when L’Orient’s fate
was written in characters of bursting flame upon the midnight wave.
But, above all, that glorious telegraphic signal of Nelson’s, the heart-felt
scene of pious gratitude displayed at early dawn : 1 it having pleased
Almighty God, to grant to His Majesty’s arms a complete and deci-
sive victory, it is the admiral’s orders that the whole fleet imme-
diately offer up a thanksgiving.’ Time had not elapsed to clear
away the wreck and carnage ; the order was instantly obeyed ! The
sun rose upon a scene of awful humiliation, as the deep-toned
voice of the unscathed, mingled with the tremulous accents of the
wounded. Publicans and sinners as we all are — think, you, Bullet,
that the god of battles would allow that earnest acknowledgment of
his mercy, to sink into the deep ?”
“ Never, never;” said the veteran; dashing a sparkling gem of
feeling from his furrowed visage ; “ I remember it well, Weatherall,
and the officers of L’ Orient, to whom brave fellows, our good admi-
ral had returned their swords, they joined us in prayer ; and one of
them observed to our commanding officer, 4 that it was no wonder
we could preserve such discipline in action, over men whose minds
were so earnestly directed to their Creator immediately after it.’ Oh,
that Navy ! — those days ! but let’s drop this, it savours a little too
much of the sentimental, Weatherall; the auncient marinere after all
our fuss : let’s drop the argument, and with the chairman’s permis-
sion, give us your ditty to the tune of that good Old English Gentle-
man, all of the olden time.’
“ Silence, Silence, gentlemen,” from the chair.
“ Come, Messmates bold, one story told, let’s hope it an’t too late,
To spin another cosey yarn, 'bout England and her State :
How best to parry off the blows, which round her bulwarks wait,
And some day threat, to call her tars, to danger or to fate, —
Like the brave Old English Mariners, all of the olden time.
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RANDOM RAMBLES, OB, THE MARINERS* CLUB.
'* No dandy tin, oar good old tars, with Howe or Duncan knew.
But jackets long, and pockets strong, — behind a swinging queue :
Old Hood and Jarvis slued their quid, — those heroes of true blue ;
And Nelson’s name, a wreath of fame, around our Navy threw —
Like brave Old English Mariners, all of the olden time.
“ Now rigg’d in tights, what precious frights, when ordered up to tac k.
Sea-lawyers all, at sheet or fall, — our lads have too much slack 5
With tea- kettles and coflce-pots, they throw us all a- back.
And swear no grog shall go to sea, to help our jokes to crack —
Like good Old English Mariners, all of the olden time.
“ But what have sailors done, I say, now glory calls no more.
Or landsmen quail, while statesmen hail, to launch from Britain’s shore.
What tho* no Frenchmen dare our flag, and bid our great guns roar —
Our spirits yet, arc waterproof, true hearts we have in store—
Like good Old English Mariners, all of the olden time.
“ Then hold your cant, what do ye want ? our ship’s with parsons man ’d f
Or take from sea, that liberty, which lubbers have on land.
Let water-grinding steamers ply, under such weak command.
In vapour » deal, and paddle-wheel, but here we take our stand, —
Like brave Old English Mariners, all of the olden time.
•* Thank God ! Our wives and sweethearts, they don’t deny us yet,
Or shut us out, at ball or rout, from Nancy, Poll, or Bet ;
But how my boys, can they rejoice, without some heavy wet.
If we don’t treat ’em as of yore, they soon will us forget, —
With the good Old English Mariners, all of the olden time.
“ When dangers threaten’d good Queen Bess, she threw all fears away,
Her duck and Drake, made foemen quake, her seamen won the day ;
And we’ve a maiden Queen my boys, will never shun a fray ;
Then sing and toast, Old England's boast, — God blesa Victori-o,
Like the brave Old English Mariners, all of the olden time.”
“ So, Mr. Seaward,” said the chairman, after Captain Weatherall
had concluded his song, and, the usual chorus had been quietly tr ashed
down, “ it is said, that the merchants of London arc willing to suppoit
the views of those philanthropic naval officers who have been advo-
cating the cause of British merchant-seamen.”
“ There was a goodly show at a meeting, the account of which 1
see in the Nautical, there before you.”
“ Yes,” said the lieutenant, “ and the very first thing they ought to
do, should be to restore them their old privilege of unlading the
ships, which they have successfully navigated, of unstowing the cargo
which they have stowed abroad, leaving the rigging to the old worn-
out tars.”
“ To be sure,” added the chairman, “ and not turn them adrift as
they do.”
“ What ! and prevent them from going straight to their friends on
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arriving interrupted Weatherall. 44 Let that alone for the present, the
subject of impressment is the most important question, and depend
on it, the State, either in time of peace or war, must not concede the
right of demanding the services of every adult male in the realm in
times of necessity.”
“ Aye,” interrupted Bullet; 44 make impressment illegal, and if a
war suddenly breaks out your fleets will be burnt in port by steamers,
before new levies of bluejackets could be gathered to their respective
vessels.”
“It has, doubtless, a debasing tendency;” continued Captain
Weatherall: 44 impressment or enlistment for life at once stamps the
brand of slavery on the mind, and the only alternative left is to cast
the shackle and bolt. Hence that desertion which was once so com*
mon in our fleets. Isn’t it so, Chantwell ?”
44 Decidedly the first cause,” replied the lieutenant ; 44 and almost
anything would be better. The system of entering boys, I think is
good : but make your men -of- war popular in the mind of the mer-
chant-seaman, and what the 4 skipper ’ says in the Nautical is right.
There is no comparison between the two services in discipline, regu-
larity, cleanliness, moral obligation, and all the comforts which attend
them.”
“ There is a powerful bent,” continued the captain, 44 a disposition
not confined either to those of the sea-coast, in the youth of this
country 4 to go to sea,’ as it is familiarly expressed. Fortunate it is
for the 4 sea-girt isle’ that so it should be : indeed all islanders are
attached to the ocean in spite of its terrors ; perhaps it is the natural
effect of situation and familiarity with the element, and this has done
its part towards placing the trident of Neptune in Britannia’s hand.
Hardihood and a resolute spirit characterize her sons, and they are
already at home on the wave. I remember a lad who had been a
basket-maker, and shipped on board a barkey I once sailed in. He
was not more than fifteen years of age, but the very first gale we
were in he assisted in furling the sails, and continued during the
voyage to do his duty aloft, and he soon did it cleverly. This lad,
taciturn and steady in his disposition, I have no doubt in three years
became a good seaman ; his work, as the boatswain used to say,
4 came as natural to his fingers’ ends as his grub to his mouth.’”
44 A great deal has been said,” continued Wetherall ; 44 of the de-
graded nature of the seaman, but due allowances have not been made
for his want of education, and for the peculiarity of his situation,
estranged as he is for long intervals from domestic scenes which, if
they do not soften the heart and polish the manners, have their value
in the estimation of all classes of persons. Much of the reckless-
ness, folly, and vice of the seaman may not indeed be due alone to
the peculiar mode of life which he is condemned to endure, but to a
culpable neglect of his interests hitherto by those who have profited
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most by his services, as well as to the force of bad example, and
too often bad usage of those who command him.”
“ Well, whatever may have been the effect of his treatment which
he had formerly to brook in the King s service,” said the lieutenant,
“ his condition now for a long time has been attended with a parental
care.”
“ No doubt,” continued Captain Wcatherall ; “ it is, I believe,
everything that could be wished. But depend that a wrong impres-
sion has been entertained with respect to the faults and sins of J ack ;
the common labourer, the peasant, the city drudge, has far more ;
and he possesses good qualities not to be found in either. Improve
him by all means, but don’t make a fanatic, or a fool of him. I
have heard some of these would-be-saints ; and ’twas but the other
day that I saw a rough, hard-a-weather, regular-built Jack, with a
pair of kid gloves on ! ”
A general round of exclamation followed. “ Yes, a seaman with
white kid gloves ! Now, a proper sense of duty is not incompatible
with the situation of a defender of his country, although accounted
by the law, a ‘ blood-thirsty’ man, ineligible to sit on a jury ; nor
can one object to a reasonable degree of smartness in the dress of a
sailor, who always in his own way was a bit of a beau, as far as his
low-quartered shoes, broad ribbon strings, pigtail, (alas, gone with
the Trafalgars !) and the close stem fit of his ducks ; but a glove of
any sort On his paw — why, Mr. Chairman, ’tis a rank abomination !”
“ But what think you of the pension, Captain Weatherall, the
reward for long services ? Don’t you think something of the kind
should be established for the merchant-seaman ?”
“ By all means,” returned the captain, “ and it should be managed
somehow or other by our merchants.”
“ I remember right well,” said the lieutenant, taking up the con-
versation in support of the captain’s opinion, “ when I was not much
taller than one of the Dean of Derry’s lilliputians — ‘ a very lillypica-
ninny,’ as Mungo would say, I was crossing the Atlantic, and we
had an active, petty officer on board, a bos’an, sans pipe, albeit his
call was loud enough, for when he turned the watch up the effect on
me was to make me run like a nigger into the cabin, believing that he
was surely bora to make a great noise in the world. Poor fellow, he is
quiet enough now. But it was thirty- five years after this that I acci-
dentally met with this same son of Neptune, who had made so perfect
an impression on me in my juvenile days that I knew him immediately,
and remembered his name. ‘Well, old fellow, and how does the
world use you now ?’ said I, accosting him. The old tar, who was
sunning himself against the wall of a large warehouse, turned to me
with an expression of surprise in his watery eyes, and replied drily
enough,—* D bad, sir.’ ‘ Indeed, I am sorry to hear that ; I
had hoped to have heard a good account from you since I knew you
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as boatswain to Val Baker in the Flora.* 4 In the Flora, why that's a
long time ago, sir, and I don’t remember you.’ 4 No, no, you can’t,*
said I, 4 1 was but a shrimp at the time ; but tell me how it has fared
with you since.* The old man turned his quid, and spun his yarn,
the sum of which was that he had saved some money, and designed
to sit down in peace the remainder of his days, when unfortunately he
was persuaded by a harpy to entrust his money to him to be put out
to good interest, but who soon after became a bankrupt, and left the
old man pennyless. Now, if he had had a pension instead, said I—”
44 Aye,’ continued the lieutenant, 44 he would have been all safe, Mr.
Seaward. I could not help expressing my indignation, but the
hoary-headed sufferer himself made no reproaches; he only said,
4 I’ve for a long, long time, struck bonetta and dolphins ; I’ve caught
flying fish in my hand when springing over the gunnel, but these
were my fair game, and they talk about sharks at sea, sharks indeed !
May ’ he was going to utter an oath, but I stopped him. ‘Well,
sir, I never met with greedier sharks in the ocean, as I have met to
my cost on shore. But, ’twill always be so, and its of no use
grieving ; 4 what can’t be cured, must be endured,* and there’s the
end on’t. But I am’t altogether adrift, thanks to the merchant ven-
turers, they had’nt the heart to see a poor fellow starve.’ 4 Then you’re
housed old man for the winter of life.’ 4 Aye, aye, sir, moored for a
full due in the cove, as we call it — the alms-house and why should
not these receptacles for worn out seamen be established on a large
scale in every port of England.”
44 That’s just what I want to know, Mr. Seaward;” exclaimed Cap-
tain W e atherall; 44 These wealthy vent’rers in the plenitude of their
prosperity, should think of the condition of their seamen.”
44 But,” continued the lieutenant ; 44 I took it for granted that my
old shipmate had not been at sea for half a century, without having
been impressed or volunteering into the naval service, and I asked
him if he had completed his period of service, to entitle him to a
pension ; 4 Lord love you, sir, I never was pressed, nor served a day
on board of a man-of-war, and if I never did more than one foolish
thing in my life, it was that, I was persuadedjjy others to steer clear
of the very thing that would have served me in my old age.* ”
44 Well, and the other day I was applied to,” said Captain Weather-
all, 44 by an old seaman, to know how to go to work to recover some
prize-money, due to him for services in Her Majesty’s Ship AStna,
in the last American war. I asked him if he had a pension, his
answer was characteristic — quite : 4 Ah, no, sir, I was a fool, I was
persuaded to buy a brush with a long handle ! and I lost all my
time.’ — 4 What, you deserted you mean ?’ — 4 Aye, aye, sir, just so, and
I have lived to repent it all my life after, and here I am worse off
than any nigger, hard work, and short commons ; my heart craves
after the good old service ; let ’em say what they will about it, I was
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ungrateful, and that’s the real truth.’ I asked his motive for
running away. 4 None, sir, none at all, nothing wrong, captain kind-
hearted gentleman ; I stood by him when the Yankees shot him with
a rifle ; the officers were all good men, no fault whatsomever ; but
some foolish, restless chaps persuaded me to take French leave, and
in an unlucky hour, I turned my back upon my bread, and my best
friends, and I have suffered for my pains.’ Now the pension, at the
end of a faithful servitude, is just what is most desirable to prevent
all this,” added Captain Weatherall; 44 a man need never want a man-
of-war if he pleases, and I am very sure the pension at the end of
good service, is not only a just reward from his country but also an
inducement to serve her well.’
The Merchant Service Discipline.
The raging spirit of discontent and disaffection which prevails to
an alarming extent throughout the merchant service has drawn
asunder that bond of harmony and good-will, which once distin-
guished the conduct and character of British seamen. As a steady
and impartial observer of this contaminating and contagious influ-
ence, I have no hesitation in saying, that the fury of its ungovernable
course, has a fatal tendency to taint the loyalty of our sailors, and
is rapidly uiging forward to an utter subversion of good order and
essential discipline. The present display of ill-will amongst seamen,
is at total variance with their former conduct ; pretended grievances
are now held to be a justification for contempt and disobedience,
and the signal for every act of lawless outrage. Discipline has been
taught a fatal lesson — mutiny and insubordination have triumphed
with impunity; and to regain the position, yielded by ill-timed
cession to violence, must require the sternest measures. Past neg-
ligence, and present indifference to this all important subject, will
then be aroused most fearfully, and complaints to the tribunals of
justice, may ere long reach them written in characters of blood.
Seamen have ever required a steady, cautious, and discriminating
control. Jt is the bounden duty of those in command to keep a watch-
ful care over their-habits, and to preserve that system, which shall, on
the one hand, guard them from every wrong and oppression, prevent,
as far as possible, any cause for grievance and complaint ; and, on the
other, to check insolence and disobedience on the first display;
and, when any real grievance is respectfully made known, it should
be attended to, inquired into, and impartially decided upon. Even
handed justice, and the maintenance of resolute authority, constitute
the palladium of naval discipline. Those cases of insubordination
and mutiny amongst the crews of ships at Canton, establish the
'harges 1 have alleged against the character of seamen. The new
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feature which their character portrays, is entitled to the most
serious consideration, as it strikes at the root of all discipline, and
sets authority at defiance in so menacing an attitude, that cases may
easily be imagined, and will speedily ensue, when it will become
the duty of all commanders and officers entrusted with life and pro-
perty to protect, with every means in their power so important and
inviolable a charge. If one mode of punishment fails in effect,
another must be resorted to, even to the last fatal alternative, when
a stem sense of imperious justice shall demand the life of one or
more mutineers, rather than all should be involved in imminent
peril under the lawless sway of a turbulent, and a refractory crew,
who are ever prone to follow one daring excess by a still greater
crime.
Seamen of the present day are guided and governed by feelings
which contemn all authority, when the least restraint is imposed on
a single act of disobedience or laxity of duty on their part ; and
when one of their shipmates has incurred the displeasure of his supe-
rior officer for skulking, or some offence, which ten years ago would
have aroused the indignation of a ships’ crew against the offender,
this new impulse excites a spirit of revolt, and, as on board the John
O' Gaunt, an open display of mutiny.* I attribute much of this
fatal change to the unceasing influence of pettifogging lawyers on
shore, and the baneful effects which result from having on board
most ships, one or more sea-lawyers, who have imbibed a reckless
contempt for all authority, and presume to put their own construction
on every clause of our very ill-defined and imperfect code of mari-
time laws. Sir James Graham’s Bill is their text-book ;f every
sailor has a copy of it, and they disregard the fundamental princi-
ples of those original laws, which are still binding and can always
be appealed to, when high crimes and misdemeanors demand their
imperative control.
And here, we reach that well known cause of past and present
evil ; and we cannot withhold the language of censure which casts
a shame and reproach on the legislative councils of our common
country. At this enlightened period of England’s influential sway,
* In this case an order given by the chief mate, was refused obedience to by
the seaman, who was warned and expostulated with by the captain in the mildest
terms ; after a due lapse of time, he was again admonished, when his determined
defiance compelled his commander to put him in irons, and then the ship's company,
to a man, advocated the culprit’s cause, and refused to do any more duty : this
defection took place on the coast of Palawan.
f This Bill is notoriously absurd and defective, nine-tenths of the clauses are in
favour of the sailor; the residue bear with oppressive injustice on the owners and
commanders. The penalties on the one side are chiefly prospective, and conse-
quently uncertain ; on the other they arc always tangible and binding.
The evil under this enactment is so great, that sooner or later it will force a cure.
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when commerce is the very source of her greatness and prosperity,
the care and management of that commerce under the most critical
circumstances which can befall it, is bereft of any recognized bond
or principle for its government ; no just or well defined tie to obedi-
ence on one side, and no sanction of due superiority and essential
power on the other. Thus despised and neglected, recourse is bad
to the costly, uncertain, and tedious quibbles of common law.
Good seamen have nothing to fear from the severity of a punish-
ment, which a noxious hue and cry attempts to eradicate from ocr
naval code, and while it forms a part and parcel of the statute lav
of the land, must, for the well being of efficient order and control,
be submitted to on board merchant ships. Corporal punishment
should never be resorted to, except as a last resource, when all other
means have failed of reclaiming an offender. Crimes at sea, and on
board ships in harbour have been subdued under the infliction of
the lash, to which the civil code attaches the penalty of Death ;
and it is well known that it was not obnoxious to seamen at one time;
for, during the mutiny at the Nore, flogging was resorted to with ten-
fold severity by the delegates themselves ! Recent decisions in the
courts of Westminster, Guildhall, and the Admiralty court, have
proclaimed the legality and the efficacy of corporal punishment,
and those commanders who have defended their conduct, rather
than yield the sterling principles of discipline to the threats of
worthless seamen, or still more disreputable attorneys, have been
acquitted of every charge of tyranny and oppression.
But the process of common law is too uncertain, and occasions
both serious delay and heavy expense ; and, consequently, is incon-
sistent with the celerity and despatch essentially necessary in ill
maritime and mercantile affairs. This evil admits of a sure and
certain remedy by the legislative enactment of such a code of laws,
as will embrace every duty and every necessity incidental to the ses
service ; but efficient rules and regulations, with legal injunctions
attached thereto, and well adapted to all capacities, cannot be enacted
without the aid and suggestions of practical men, well qualified by •
long experience in that profession. Maritime courts or tribunals,
empowered to dispense the claims of justice with promptitude and
vigour, are the next grand desideratum ; and these should be esta-
blished at home and abroad. But, until this great national question
is scrutinized and amended, the mischief, now increasing with fear-
ful and alarming progress, will surely cramp the energies of British
seamen and lessen every confidence in their skill and enterprise.
The present state and condition of our mercantile marine is deroga-
tory to the character of Great Britain, and is fraught with evils which
threaten to upset those standard principles of security and integrity,
that once governed her system of navigation and commerce.
Chris. Ridbn.
-oo< e
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American Steam Boats.
London, 23rd August, 1838.
Mr. Editor. — On perusing the paper on the above subject in your
number for this month, it brought to my recollection that I had
some time ago been furnished with various particulars of the first
vessel in the table, at page 537, and had then made some calculations
to compare her mechanical performance with the boats on the Thames,
these I annex, should you consider them worthy of a place in your
pages, they are as follows :
The De Wit Clinton haa undergone more than one enlargement, and is now
Feet in. Feet in.
On deck, in length.. . 233 0 Diameter of Paddle Wheels. 22 0
Breadth of Beam at the water line 28 0 Length of Paddle Board. 15 0
Projection of gangway decks, each 18 0 Width of Paddle Board. . 3 1
Greatest width, including these 64 0 Diameter of Paddle Shaft. 1 2
Depth in Hold. . .10 0 Length of stroke, (& 26 strokes
Height of the Upper Deck. 11 0 per minute). .. 10 9
Length of the Great Cabin. 175 6 Diameter of Cylinder. .56
Draft of Water. . .461 Thoroughfares of ditto 42 X 101
The nozzles have circular valves, four top and bottom, each 17
inches diameter, while the steam pipe is 24 J diameter.
Pressure of steam in the boiler, 201bs., and enters the cylinder at
this density, but is shut off by the throttle valve at half the stroke.
The vaccuum in the condenser, is stated at 121bs. Consequently,
pressure on piston, equal 321bs., per square inch.
In reference to the great speed of the boats on the Hudson, I do
not think the statements made are implicitly to be depended on.
The distances, I apprehend, have not been accurately ascertained,
and those assumed greater than they really are, give, when divided
by the time on the passage, an erroneous result, neither has any of
the statements put forth made an allowance for the effect of the
current one way, nor for the eddy embraced in the other.
Our friends of the new world, are, however, not singular in this
respect ; I can recollect, when the “ Thames” steam- vessel made
her first passages from the Tower to Margate, the distance was most
positively stated by the parties interested, to be from 95 to 100 miles,
whereas, that ascertained by reference to the best ordinance maps,
gave it only seventy-four miles. That vessel made the passage on an
average in ten hours, equal to a rate of 7’4 miles ; but, assuming
the fictitious run of ninety-five, her speeed was 9*5 miles per hour.
Were our neighbours’ (they may now be so called,) statements put
to similar tests, I apprehend the rates of their vessels would suffer
considerable diminution.
I do not mean to imply that their boats do not go faster than those
on this river, as there is every reason they should, from the immense
power employed in propelling them, but it will be evident from the
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following examination of the De Wit Clinton’s performance that her
machinery produces but a very minimum effect compared with that of
this country’s.
The cylinder, as already mentioned, is 66 inches diameter, ten feet
stroke, with a pressure of 321bs. on each square inch of the piston.
By our standard mode of calculation, the power exerted is equal
to 1,725 horses, but as the steam is shut off at half stroke, the power
will be reduced to 1,460 horses.
The draft of water being 4 feet 6 inches, and the vessel 28 feet wide
at the water line, her section cannot exceed 126 feet, supposing the
floor perfectly flat, and the bilges square.
The distance from New York to Albany, taken according to Ame-
rican data, is 150 miles, and this vessel’s quickest passage is said to
have been performed in 9£ hours, equal to 16J miles per hour.
Now for the expression of the ratio of effect to the power, we
have 126x1 6 25 =370 ratio.
14607 “
Some of our fastest river boats are said to have a speed of 13
miles in still water. I will, however, select one, the rate of which
has been repeatedly ascertained at a measured distance on the bank
of the Thames, and, as I happen to possess the particulars necessary
to institute a comparison, although her velocity is only 12| miles
per hour, I prefer facts to hearsay data.
Her beam is 22 feet 6 inches, she is flat in the floor, round in the
bilge, with 5 feet 6 inches draft of water, the immersed section is
113 feet. This is something less than the De Wit Clinton, but both
being adapted for river navigation, the cases are parallel. She
carries nominally two sixties, which exert a power of 230 horses,
with a pressure of steam in the boiler of 41bs. on the inch.
Following then the same mode of examination, we have
113X1235
— 230 =925 the ratio of effect to the power in this in-
stance, or 250 per cent above that of the American vessel ; in other
words, her velocity to equal this, should be 22*9 miles per hour
instead of sixteen and a quarter.
The rate obtained ought, therefore, not to be so much matter of
surprise, as that it should be so small with the amount of power
employed. It would be interesting could the cause of this loss of
effect be ascertained, whether it rested in the form of the vessel, or
arose out of defects in the construction of the engine, or in both
together. As I am however not likely to enlighten you or your
readers further upon the subject, beyond mere surmise, I will not for
for the present take up more of your space or time.
I remain Sir, Your most obedient,
T. C.
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We are much obliged to our correspondent “ T. C.” for his com.
raunication, and having just received from the hand of a friend a
copy of the Jour rial of Commerce, a New York paper, in which
we find this subject alluded to by Mr. Redfield, (well known to
our readers for his valuable researches on hurricanes,) we at once
transfer Mr. Redfield’s letter to our own pages. We shall leave the
question of superiority of speed in which the Great Western
appears to be concerned, to be decided on some favourable occasion
when the “ flying squadron, 0 alluded to by Mr. Redfield and the
Great Atlantic steamer, meet with one accord for that purpose. But
until a measured ground is actually run over, and we know how the
maximum speed of the boats alluded to by Mr. Redfield has been
ascertained, the “ causes” of error, which he has so clearly pointed
out will throw doubts over it. He himself admits that he has not
gone more 1 2*8 miles per hour, which is little more than the ordinary
speed of the' American steam-boats. No doubt the question has
been much mystified, both in this country and America, by the aid of
the causes alluded to by Mr. Redfield, and the erroneous method
of giving a vessel’s rate per hour in statute miles, instead of
geographical.
To Lieut. James Hoskin, R.N., Commander of the British
Steamship Great Western.
Sir, — I have examined with much interest the pamphlet which I had
the honour of receiving from you yesterday, containing the captain’s
and engineer’s log of your steam ship, the Great Western, on her
first voyage between Bristol and New York.
Every friend of science and of human happiness and prosperity,
must rejoice in the success of this great enterprise, in which you
have engaged with so much honour to yourself and your enterprising
associates ; and none will accord to you and them, a more hearty
meed of congratulation than he who now addresses you. Having
for the last sixteen years been practically engaged in the operations
and improvements of steam navigation, I can well appreciate the
anxious responsibilities under which you and your associates have
laboured, with such gratifying success.
There is one paragraph of the introduction by Lieut. Claxton,
which is prefixed to your log, in which he enters into a direct com-
parison of the speed of the Great Western with that of the American
steam-boats ; and which I apprehend will be the subject of much
comment on this side of the Atlantic. The paragraph is as
follows : —
4 1 With respect to speed, the American river steam-boats are said
to be the fastest vessels afloat, but probably they are not faster than
tlxe best Margate, Heme Bay, or Gravesend vessels. The best
authorities do not claim to speed in America, beyond fourteen
ENLARGED SERIES. — NO. 10. — VOL. FOR 1838. 4 ^
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English statute miles per hour, or with an admitted four miles per
hour tide up the Hudson (on which river their fastest boats ply,}
of eighteen miles an hour. The measured distance between Black-
wall and Gravesend, is more than twenty-two miles. The Great
Western accomplished this distance, with the tide, in one hour
and fourteen minutes, or at the rate of eighteen miles per hour.
The tide, (it not happening to be the springs,) was not strong;
the pilot called it a three miles tide. If we allow it to have
helped the ship four and a half miles for the hour and a quarter, we
shall have eighteen miles and a half, as the ship's performance
in an hour and a quarter, or fourteen miles per hour. The log (com-
mon,) gave twelve and a half knots, and even better, frequently.
The wheels' revolutions per minute agree fairly with the distance.
The Comet, a few days previously, was, by the admission of ha
captain, beaten considerebly by the Great Western; and the Pearl,
when alongside her, and affected by the same strength of tide, (then
against all) was well dropped twice. By the reports of trials between
either the aforesaid vessels or some others of their class, and a new
iron boat, it appears the distance above named, was, on another
occasion, accomplished in an hour and twelve minutes. Hence the
conclusion, that twelve knots and a half, is about the maximum speed
attainable under the most favourable circumstances, and that we on
this side of the Atlantic are upon an equal footing, in that respect,
with our friends on the other.”
There is, if I mistake not, some misapprehension prevailing both
in England and America, in regard to the ordinary, as well as maxi-
mum speed of the best steam vessels. This is mainly to-be ascribed
to three causes; first the erroneous statements which often find
their way into newspapers ; second, to a mistaken estimate of the
of the velocity of the tides and currents ; and third, to the erroneous
popular estimate of navigating distances, which, on nearly all inter-
nal or coasting routes in both countries, so far as my knowledge
extends, are habitually over-rated. This may serve to explain on
one hand, the extravagant claims to velocity which are sometimes put
forth in regard to American steam-boats ; and on the other hand, may
account for the strange incredulity which has been manifested by Dr.
Lardner, and others, not well acquainted with the structure and per-
formances of the best American steam-boats.
The acquaintance which I have had with the navigation of the
Hudson, by steam, during the last thirteen years, enables me to speak
with confidence on some of the points involved in the above quota-
tion, and, it is therefore, that I venture to address to you a few re-
marks on this interesting topic.
The ordinary working speed of the best class of steam-boats on
the Hudson, may be estimated at fourteen statute miles per hour,
through still water of good depth and that they are not tin frequently
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run at a lower speed is freely admitted. But the maximum speed of
these boats is and has been for several years, equal to about six-
teen miles per hour* This result is not readily admitted in Europe
by men professionally conversant with steam navigation, owing, (as I
suppose,) chiefly to the fact, that they do not fully comprehend the
means by which it has been effected.
What may be the actual speed of the best Margate, Herne-bay, or
Gravesend steam vessels, in measured miles through still water, I
am not prepared to say, except as I have always understood, that
their means for attaining a high degree of speed, are not equal to
those possessed by American steam-boats. In regard to the “ admit-
ted four miles per hour tide up the Hudson,” I feel bound to state that
the admission is extremely erroneous. The average advantage to be
realized in a passage on flood tide from New York to Albany, is not
more than from one to one and a half miles, per hour, or at the most,
say twelve miles in a passage to Albany -.—equal to about one-twelfth
of the distance as performed under the most favourable circum-
stances. Some six years ago, and before the present degree of effi-
ciency was arrived at, the passage was performed, as I have good rea-
son to believe, in nine hours and eighteen minutes, including landings
and making fast of the steamer at several places on the river ; and
it should be remembered that in navigating the shoals and narrows
which are met with in some parts of the Hudson, not more than
two thirds of the maximum speed can be attained. The length of
this route, as navigated, is probably within 150 miles, although the
shortest post road, on the eastern shore of the Hudson, is admitted
to be 160 miles.
Not long since, I left New York for Albany on the ebb tide, when
running at about two-thirds its maximum strength, and arrived at a
point near the Jersey shore, opposite the opening at the north end of
the island on which the city stands, in less than fifty-eight minutes
from the steam-boat landing, which is just below Cortland-street,
the boat having in this time her head way to acquire, and being laden
with full fuel and an unusual freight ; the wheels, which are twenty-
four feet in diameter, running two revolutions per minute slower
than their maximum rate. This distance on the course steered,
measured accurately on the city map, is equal to 68,112 feet, or
twelve and nine tenths miles in fifty-eight minutes. If two thirds
of the velocity of only a two mile ebb tide, were now added to this,
it would show this specimen of ordinary speed, to be nearly fourteen
and three quarters miles per hour.f The greatest strength of tide, it
should be noted is within twenty miles of the city.
The writer was one among the many thousands who attended your
* 13*9 knots or geographical miles per hour. [Ed. N.M.]
| Equal 12*8 knots or geographical miles per hour. [Ed. N.M.]
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gallant ship to Sandy Hook, on her first departure from New York,
and you can yourself testify to the crowded state of the American
steamers, and of their upper or awning decks on that memorable
occasion, and which seemed to cause them at times to run almost on
their beam ends. These are circumstances, which, had they
attempted it, would have precluded any fair exhibition of their
usual speed. Nor am I at liberty to assume, that the Great Wes-
tern was in circumstances more favourable for the exhibition of her
locomotive powers. But in justice to the American steam-boats, the
fact should be known, that while thus keeping company with your
ship, several of these boats were naming with but one inch of steam
instead of twenty, and performing but eighteen to twenty revolution*
per minute, with wheels of twenty-four feet diameter, which are
ordinarily run from twenty-four to twenty-six revolutions per minute.
The speed of these vessels, could, in a few minutes have been
increased by an addition of some miles per hour, as was shown on
their return to the city ; the range of working power being, as 1
apprehend, much greater in the American than in the English vessels.
In thus declining to concede to the Great Western, a relative speed
equal to that which is claimed by our worthy coadjutor Lieut Claiton>
or that which is ordinarily attained by all our best steam boats, it is
believed that no disparagement is offered to the just claims to high
excellence, both in naval architecture, and in the judicious combina-
nation of powers and capacities for ocean navigation, which is
favourably exhibited in the Great Western. Nor is it intended to
propose any inquiries or comparisons, with a view of correcting the
numerous and palpable errors, which abound in the American papers
at this period, in regard to the intrinsic qualities both of our own and
of British steam vessels. Should you however consider the compa-
rative speed of the American steam-boats as not equal to the estimate
herein made, I have no doubt that the managers of these vessels will
cheerfully avail themselves of any fair occasion to perform in the pre-
sence of your noble ship, the more active duties of a Bjing
squadron.
I am, dear, Sir, your’s with the highest respect,
Wm. C. Rkdfuld.
New- York, August 8, 1838.
While on the subject of American steam-boats, we may as well lay
before our readers the act which has recently been passed in the
United States, to prevent the recurrence of steam-boat accidents
for w hich our transatlantic friends are so celebrated.
AN ACT
To provide for the better security of the lives of passengers on board of vc*sfl>
propelled in whole or in part by steam.
Re it enacted by the Senate and House of Representatives of the United St H
America in Congress assembled. That it shall be the duty of all owners of iteain-M 1,
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or vessels propelled in whole or in part by steam, on or before the first day of
October, one thousand eight hundred and thirty-eight, to make a new enrolment of
the same, under the existing laws of the United States, and take out from the col-
lector or surveyor of the port, as the case may be, where such vessel is enrolled, a
new license, under such conditions as are now imposed by law, and shall be imposed
by this act.
Sec. 2. And be it further enacted, That it shall not be lawful for the owner, master,
or captain of any steam- boat or vessel propelled in whole or in part by steam, to
transport any goods, wares and merchandize, or passengers, in or upon the bays,
lakes, rivers, or other navigable waters of the United States, from and after the said
first day of October, one thousand eight hundred and thirty-eight, without having
first obtained, from the proper officer, a license under the existing laws, and without
having complied with the conditions imposed by this act ; and for each and every
violation of this section, the owner or owners of said vessel shall forfeit and pay to the
United States the sum of five hundred dollars, one-half for the use of the informer ;
and for which sum or sums the steam-boat or vessel so engaged shall be liable, and
may be seized and proceeded against summarily, by way of libel in any district court
of the United States having jurisdiction of the offence.
Sec. 3. And be it further enacted, That it shall be the duty of the district judge of
the United States, within whose district any ports of entry or delivery may be, on
the navigable waters, bays, lakes and rivers of the United States, upon the applica-
tion of the master or owner of any steam-boat or vessel propelled in whole or in part
by steam, to Appoint, from time to time, one or more persons skilled and competent
to make inspections of such boats and vessels, and of the boilers and machinery em-
ployed in the same, who shall not be interested in the manufacture of steam engines,
steam-boat boilers, or other machinery belonging to steam vessels, whose duty it
shall be to make such inspection when called upon for that purpose, and to give to
the owner or master of such boat or vessel duplicate certificates of such inspection ;
such persons, before entering upon the duties enjoined by this act, shall make and
subscribe an oath or affirmation before said district judge, or other officer duly autho-
rized to administer oaths, well, faithfully, and impartially to execute and perform the
services herein required of them.
Sec. 4. And be it further enacted, That the person or persons who shall be called
upon to inspect the hull of any steam-boat or vessel, under the provisions of this act,
shall, after a thorough examination of the same, give to the owner or master, as the
case may be, a certificate, in which shall be stated the age of the said boat or vessel,
when and where originally built, and the length of time she has been running. And
he or they shall also state whether, in his or their opinion, the said boat or vessel is
sound, and in all respect seaworthy, and fit to be used for the transportion of freight
or passengers ; for which service so performed upon each and every boat or vessel,
the inspectors shall each be paid and allowed by said master or owner applying for
such inspection, the sum of five dollars.
Sec. 5. And be it further enacted, That the person or persons who shall be called
upon to inspect the boilers and machinery of any steam-boat or vessel, under the
provisions of this act, shall, after a thorough examination of the same, make a cer-
tificate, in which he or they shall state his or their opinion whether said boilers are
sound and fit for use, together with the age of the boilers ; and duplicates thereof
shall be delivered to the owner or master of such vessel, one of which it shall be the
duty of the said master and owner to deliver to the collector or surveyor of the port
whenever he shall apply for a license, or for a renewal of a license ; the other he
shall cause to be posted up, and kept in some conspicuous part of said boat, for the
information of the public ; and, for each and every inspection so made, each of the
said inspectors shall be paid by the said master and owner applying, the sum of five
dollars.
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AMERICAN STEAM BOATS.
Sec. 6. And be it further enacted, That it shall be the duty of the owners and
masters of steam-boats to cause the inspection provided under the fourth section of
this act to be made at least once in every twelve months; and the examination
required by the fifth section, at leaat once in every six months ; and deliver to the
collector or surveyor of the port where his boat or vessel has been enrolled or licensed,
the certificate of such inspection ; and, on a failure thereof, he or they shall forfeit
the license granted to such boat or vessel, and be subject to the same penalty as
though he had run said boat or vessel without having obtained such license ; to be
recovered in like manner. And it shall be the duty of the owners and masters of
the steam-boats licensed in pursuance of the provisions of this act to employ on board
of their respective boats a competent number of experienced and skilful engineers,
and, in case of neglect to do so, the said owners and masters shall be held responsible
for all damages to the property of any passenger on board of any boat occasioned by
an explosion of the boiler or any derangement of the engine or machinery of any
boat.
Sec. 7. And be it further enacted, That whenever the master of any boat or vessel, or
the person or persons charged with navigating said boat or vessel, which is propelled
in whole or in part by steam, shall stop the motion or headway of said boat or vessel,
or when the said boat or vessel shall be stopped for the purpose of discharging or
taking in cargo, fuel or passengers, he or they shall open the safety-valve, so as to
keep the steam down in said boiler as near as practicable to what it is when the said
boat or vessel is under headway, under the penalty of two hundred dollars for each
and every offence.
Sec. 8. And be it further enacted, That it shall be the duty of the owner and master
of every steam vessel engaged in the transportation of freight or passengers, at sea,
or on the lakes Champlain, Ontario, Erie, Huron, Superior and Michigan, the ton-
nage of which vessel shall not exceed two hundred tons, to provide and to carry with
the said boat or vessel, upon each and every voyage, two long-boats or yawls, each
of whieh shall be competent to carry at least twenty persons; and where the tonnage
of said vessel shall exceed two hundred tons, it shall be the duty of the owner and
master to provide and carry, as aforesaid, not less than three long-boats or yawls, of
the same or larger dimensions, and for every failure in these particulars, the said
master and owner shall forfeit and pay three hundred dollars.
Sec. 9. And be it further enacted, That it shall be the duty of the master and owner
of every steam vessel employed on either of the lakes mentioned in the last section,
or on the sea, to provide as a part of the necessary furniture, a suction-hose and
fire engine, and hose suitable to be worked on said boat in case of fire, and carry the
same upon each and every voyage in good order ; and that iron rods or chains shall
be employed and used in the navigation of all steam-boats, instead of wheel or tiller
ropes ; and for a failure to do which, they, and each of them, shall forfeit and pay
the sum of three hundred dollars.
Sec. 10. And be it further enacted, That it shall be the duty of the master and
owner of every steam-boat, running between sunset and.sunrise, to carry one or more
signal lights, that may be seen by other boats navigating the same waters, under the
penalty of two hundred dollars.
Sec. 11. And be it further enacted, That the penalties imposed by this act may be
sued for and recovered in the name of the United States, in the district or circuit
court of such district or circuit where the offence shall have been committed, or for-
feiture incurred, or in which the owner or master of said vessel may reside, one-half
to the use of the informer, and the other to the use of the United States ; or the said
penalty may be prosecuted for by indictment in either of the said courts.
Sec. 12. And be it further enacted, That every captain, engineer, pilot, or other
person, employed on board of any steam-boat or vessel, propelled in whole or in pait
by steam, by whose misconduct, negligence, or inattention to his or their respective
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duties, the life or lives of any persons on board said vessel may be destroyed, shall
be deemed guilty of manslaughter, and, upon conviction thereof before any Circuit
Court in the United States, shall be sentenced to confinement at hard labour for a
period not more than ten years.
Sec. 1 3. And be it further enacted, That in all suits and actions against proprie-
tors of steam-boats for injuries arising to person or property from the bursting of the
boiler of any steam-boat, or the collapse of a flue, or other injurious escape of steam,
the fact of such bursting, collapse, or injurious escape of steam, shall be taken as full
prima facie evidence, sufficient to charge the defendant, or those in his employment,
with negligence, until he shall show that no negligence has been committed by him
or those in his employ.
Approved, July 7th, 1838.
A true copy compared with the Roll in this office,
A. VAIL, Chief Clerk.
Department of State, ) 8taw2w auff 8
July 9, 1838. f Staw^w aug o
Proceedings of H.M.S. Beagle. — Commander J. C. Wickham.
H.M. Beagle, Port Georgothe Fourth, 17th April, 1838.
Our unexpected meeting with Lieut. Grey, has given me an hurried
opportunity of informing you of our movements since leaving Swan
River. Our cruize altogether has been a fortunate one, with the
exception of an affair which occurred to poor Usborne, while em-
ployed in the examination of Roebuck Bay. A musket went off by
accident about a yard from his back, and the ball passed entirely
through his left side, leaving a space of nearly nine inches between
the wounds ; which considering his small figure, makes it a wonder
that he was not killed on the spot. It deprived us of his valuable
service for two months, but I am happy to say that he is now
recovered.
I was afraid, at the commencement, that Capt. King’s luck was to
attend us, as on the night of our anchorage off Cape Villaret, one of
those furious squalls, he, so well describes came off the land at E.S.E.,
and although we had nearly eighty fathoms of cable out, our anchor
broke like a piece of glass ; and having previously broken one at
Swan River, it was no very pleasing event. However, since that
everything has favoured us ; we have had frequent communications
with the natives at different places, and all have been of a most
friendly nature. Indeed they have invariably sought our acquaint-
ance, by coming to the beach, and beckoning us to land ; and when-
ever our parties have landed, although at times in great numbers,
for the purposes of fishing, wooding, and watering, they have never
drawn back, but have put themselves (unarmed) entirely into our
power, and having never once expressed a wish that our arms should
be laid down. Almost all that we have seen have had the two front
teeth of the upper jaw extracted, and all were perfectly naked, with
the exception of a small grass apron.
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PROCEEDINGS OP H.M.S. BEAGLE.
On the 4th January, 1 838, we sailed from Swan River, and pro-
ceeded direct to the north-west coast. We reached the shoal sound-
ings off Cape Villaret, on the evening of the 15th, without making
land before dark, and standing on till our water shoaled to fourteen
fathoms, we dropped an anchor to enable us to retain our position,
with the view to commence the examination of Roebuck Bay in the
morning. At daylight we were under way, and standing into the bay,
we soon found it. shoal and were obliged to anchor with Cape
Villaret bearing S. 15° W., six or seven miles, and about three and a
half miles off shore, in six fathoms at high water. The rise and fall
we found to be eighteen feet at neaps.
Several attempts were made to get the Beagle further into the bay
but we only succeeded in moving her five or six miles from our firs 1
anchorage. The examination was therefore commenced in the boats,
and was soon found to be of small extent terminating in flats of muddy
sand, which dried from one to two miles off at low water.
The shores of Roebuck Bay were carefully traced, without our
discovering any opening whatever, thereby setting at rest the question
respecting Dampier Land being an island.
From Roebuck Bay we proceeded to the northward, and found the
coast to differ a little from that laid down in the charts ; and thinking
there might be some opening left unobserved by Capt. King, owing
to his distance off shore, we narrowly examined every part of the
coast as far as Point Swan ; never being more than from two to three
miles from it, and at times considerably within that distance, anchor-
ing every night, which we were fortunately enabled to do owing to the
favourable state of the weather.
The bay round “ Sandy Point,” which has been named Beagle Bay,
in lat. 16° 50' S. affords the best anchorage on the coast; but it is ex-
posed to westerly winds. The coast from Point Roebuck to Point Swan
having been closely examined without the slightest appearance of even
a stream of fresh water running into the sea from any part of it, and the
weather being evidently about to change, the western monsoon setting
in on the coast, the Beagle was moored off the first sandy beach round
Point Swan, which place appeared to offer the best anchorage likely
to be found : it was resolved by Capt. Wickham that we should wait
a few days here for the purpose of rating chronometers, and making
other necessary observations, and if possible completing our stock of
water. Wood we saw was plentiful everywhere. This appeal* to be
a very extraordinary part of the world, the whole coast on the western
side of King's Sound, also the outer coast between Roebuck Bay, and
Point Swan being entirely composed of sandstone; whereas the
islands and all the high lands on the eastern side are entirely of quartz,
and of so rugged an outline that it is a most difficult matter to proceed
in any direction. The islands are almost void of vegetation, and the
whole seem to be thrown up into such fantastical shapes as to lead
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one to suppose this part of the world to be in the last stage of utter
ruin and confusion.
We remained at our anchorage until February 9th, during which
time we had constant bad weather, blowing hard from the westward
between N.W. and S.W. with heavy rain, and much thunder and
lightning.
This bad weather, although very much against our surveying
operations, was favorable to us, inasmuch that it enabled us to fill up
our water, which was caught by the awning and bailed from the
hollows of the rocks. A well was sunk sixteen feet deep, and some
feet below the level of the sea at high water, but there the soil (still
of a sandy nature) was perfectly dry.
From Point Swan, we proceeded towards Sunday Strait, having
previously ascertained, that, there was no passage fit for a vessel of
any description between that and Point Swan, the whole space being
thickly strewed with rocks, rocky islets, and reefs, nearly all dry at
low water, and causing heavy races and overfalls as they became
covered at half tide.
Owing to the unsettled state of the weather, we were obliged to
anchor three different times under the large island, on the west side
of the strait in exposed anchorages, but this trifling delay enabled us
to complete Capt. King’s plan of the place.
From these Islands, which, we have named Roe Islands, (after
Lieut. Roe, R.N. the companion of Capt. King) we proceeded to
Cygnet bay, and continued a close examination of the coast to the
southward. Many good anchorages were found, but no appearance
of streams of fresh water.
Having reached as far “ Foul Point ” Lieut. Stokes was dispatched
with two boats to trace the shore further to the southward, and to
gain some information as to the probable extent of the opening. He
returned on the eighth day having succeeded in discovering that the
southern part of King’s Sound terminated in the mouth of a river or
of an extensive lake, as at low water, the fall being thirty-six feet,
the water was quite fresh alongside the boat, and running in small
streams from the southward between the extensive flats that were
left dry by the tide, and reached from shore to shore a distance of five
or six miles without leaving a passage for a boat.
In consequence of this information, the Beagle was moved to
the S.E., in which direction Capt. King had seen land raised by
refraction, but which was found to be only eighteen miles dis-
tant ; and very low. From this point the examination of the river
was continued by Capt. Wickham, and Lieut. Stokes. They found
it to be of trifling extent, but from the quantities of drift-wood and
weeds suspended from the trees, twelve to fifteen feet over their heads,
it must be subject to immense inundations at certain seasons of
the year; and from the lowness of the land on each bank, as far
ENLARGED SERIES. — NO. 10. — VOL. FOR 1838. by
<582
PROCEEDINGS OF H.M.8. B EAGLE.
as we could see, the whole country must be then under water, for an
extent of many miles. They proceeded about fifteen miles in a
straight line S. by E., when their progress was impeded by the
number of drift trees completely blocking up the passage. The
river was then rapid, running in three or four small streams, occa-
sioned by some islets and fallen trees. The banks were nowhere
above twelve feet high, and the land on each side perfectly level.
As far as could be seen from the top of the highest tree, quantities
of rich grass covered both banks, and the country appeared in
places to be thickly wooded.
The entrance to this river, which has been named u Fitzroy river,”
in compliment to. Capt. Fitzroy, R.N., is in lat. 17° 34' S., and
long. 123° 38' E., nearly. During the examination of the river,
a boat was employed in tracing the shore to the eastward, which
appeared to be a deep opening ; as no land was visible there from
the mast-head, and it was conjectured that a passage might be
found there, connecting with Collier Bay. Like all other openings
we had examined, it terminated in low flat land, thickly studded
with mangroves, among which the tide flows a considerable dis-
tance, and at low water, the whole shore is fronted by extensive
flats of soft mud.
From this point the shore of the main land has been carefully
traced as far as Port George the Fourth, chiefly by Lieut. Stokes
in the boats, who is perfectly satisfied that there is no stream of
any consequence falling into the sea from any part of it. From
Valentine island where the cliffs end the land is very low and
continues so to the banks of Fitzroy river. I am afraid that this
river is never likely to become of any service owing to its distance
from the sea, and the risk in approaching it, occasioned by the
strong tides among the islands of Buccaneers* Archipelago; but
I am of opinion that if a party is ever to reach the interior of
Australia it would be on its banks. The wood is nowhere so thick
as to offer any impediment to such an undertaking, and there would
be a certain supply of good grass. It appears that the inunda-
tions, which evidently take place at times, are in no way connected
with the rainy season on the coast, as at our visit which was imme-
diately after the rains, there were no recent marks of the countiy
having been flooded. These overflowings might prove a serious
evil as in many places there would be no escape but in the trees ;
the bed of the river is entirely of sand and gravel, therefore no
sickness would be likely to arise from keeping on its banks.
On our passage from King Sound to Port George the fourth, we
discovered a dry sand bank ten or twelve feet above water, that is
not laid down in Capt. King’s chart. It lies in lat. 15° 19' 20" S. and
long. 123° 35' E. being about twenty-six miles N.E. by E. of Adele
island. It lies in a direction about N.W. and S.E. the diy part
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about a third of a mile long, but the whole extent of the breakers,
occupying a space of about four or five miles in that direction which
appears to be that of all the islands, reefs, sand banks, and tide
ripplings in this part of the coast. There is much uneven ground be-
tween Adele Island and this bank which has been named Beagle Bank.
A danger seen by Mr. Browse, in the Lynher, the vessel in which
Lieut. Grey’s party came to the coast, lies in lat. 15° 26' 30" S. and
long. 121° 55' E. It is a reef about two feet under water. Another
seen by the same person is in lat 14° 4 / S. and long. 123° 30' E. was
fallen in with on the second night after leaving Timor. This cannot be
much out of position therefore, as the vessel had a good chronometer.
It is an island about a mile in extent but very low, and was not disco-
vered until about two cables length distant, when Mr. Browse sounded
in ten fathoms. He again sounded when he thought himself about a
mile to the westward of it ; but had no bottom with forty fathoms.
Lieut. Grey and his party returned from their expedition three days
after our arrival here.
We are now to return to Swan River as we want provisions which
are scarce at Timor, and only to be got in exchange for gunpowder.
We are all healthy, but shall feel the good effects of a change of tem-
perature which since our arrival on the coast has been rarely below
83°, and frequently as high as 92°, in the shade. From thence we shall
go to Sydney to refit.
On thb Fact of small Fish falling during rain in India *
By Capt. C. W. Grant, Bombay, Engineers.
That such is the case is certainly the general received opinion ;
and I have met with many officers who profess to have themselves
witnessed the fact, that is, that after a heavy fall of rain they have
seen small fish jumping about on the terraced roofs of houses, and
in other places wholly inaccessable to them, unless they had fallen
from the clouds ; but I never knew any one who had ever caught
them in a water-tub or other reservoir, or had known them to fall
on his person, as we have a right to expect would have sometimes
occurred if such were the case; or that in fact would affirm that
he had actually seen them falling.
I have myself frequently noticed little fish slapping about in
puddles, on the top of a high table-land during and after heavy
rains ; but think their presence in such places as well as on ter-
races may be accounted for without resorting to so improbable
an hypothesis as that of falling from the clouds.
In most parts of India the beds of small rivers, as well as those
* From papers on subjects connected with the duties of the corps of Royal Engineers.
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FALL OF SMALL FISH IN INDIA!
of the tanks or natural ponds, which are so numerous in the rainy
season, become dry during the hot months, so that the small fish
with which they abound, must all perish either from this cause,
or by means of the numerous water-fowl and other enemies to
which they become an easy prey; so that unless their spawn had
the power of retaining its vitality under very untoward circum-
stances, it would be difficult to account for their re-appearance
in such numbers, and that the spawn has this power, there are
many reasons for believing. Among others it is even said, that
some water-fowl who subsist on this substance during their migra-
tions, void the spawn two or three days afterwards, the eggs retain-
ing their vital functions linimpaired ; (see, “ LyelTs Principles of
Geology”). It is, therefore, very probable that this spawn may
adhere to pieces of stick or grass floating in the tanks or rivers,
which on their becoming dry, are borne aloft by the small whirl-
winds or devils, as they are called in India, and thus carried through
the air for a considerable distance, and lodged either on the ter-
races of houses, or on any other apparently inaccessible places, (or
the spawn may in itself be drifted along, mixed with the land of
the dried up river beds); here they are swept by the eddy into
the corners, gutters, or other protected spots ; where they remain
until washed out by the first fall of rain, which frequently blasts for
many days. And when we consider how rapidly generation takes
place in tropical latitudes, it is easy to suppose these little fish
or fry might appear in such unlikely places. The constant heat
of the atmosphere from the time of the drying up of the tanks
&c. (that is during the hot months of April and May), till the first
fall of rain, may perhaps account for the spawn or eggs retain-
ing their vitality under such unfavourable circumstances.
The small whirlwind or devil above alluded to, has such power,
that it frequently unroofs a house, carrying the thatch a great
height into the air, as well as pieces of paper, matting, or any
light substance ; and frequently assumes the appearance of a large
and lofty pillar of sand, moving at a steady pace across the plains,
sucking everything of small weight into its vortex, and thus sweep-
ing along for miles, being evidently acted on by two distinct forces :
a spiral motion round its own axis, and a progressive or linear
impulse ; and might therefore possibly draw up these small fish
iuto the air (as has been suggested by some,) whence they would
fall with the rain : but as these devils occur chiefly, solely I believe,
in the hot winds or dry season, and never during a fall of rain,
such a mode of accounting for their appearance loses its weight;
though I admit that these peculiar currents of air may pass over
the sea as well as the land, having myself seen the ocean affected
in a manner that can only be occasioned by some such cause,
namely the surface drawn up in an irregular conical form to a
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considerable height, the clouds bellying down as it were to meet
it, and the whole advancing in a given direction, assuming some-
what this appearance:
The space between the clouds and the water being very strongly
marked, so that it is just possible that a shoal of small fish swim-
ming near the surface might be lifted out of the water by such
a cause ; but as they have been said to fall in the interior of Hin-
dostan in places immensely distant from the sea, and at a time
when the tanks &c., are mostly dried up, such an explanation of
the fact is beset with difficulties.
The late Major Hawkins, of the Bombay Engineers, who built
and put up the machinery of the mint at that Presidency, told
me that he had paid much attention to this subject, but that he
had never met with any person who believed in the idea of these
fish falling from the clouds, who did not on further inquiry admit
facts that enabled him (Major H.) to account for their presence
in a more probable manner ; his idea being that the fish generally
contrived to work themselves up to these apparently inaccessable
places, such as the terraces of houses &c., by means of the pipes
or gutters by which the water is let off them, or by the angles
or the corners of the buildings ; it being well known that fish have
an extraordinary power of surmounting obstacles to their progres-
sive movement, as is evinced by the salmon and other species,
particularly by the young of eels, which are said to be enabled
to climb over the gates of a lock even when dry, by means of the ~
slime on their bodies.
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FALL OF SMALL FI8H IN INDIA.
Be this as it may, I still think that either this explanation or that
which I have suggested, is more consistent with our knowledge of
nature and her laws, than that these small fish should actually Ml
from the clouds ; though I believe we are in a minority on the sub-
ject, the fact of their actually falling with the rain, being the more
generally received opinion.
Since writing the above, my attention has been called to a paper
in the journal of the Asiatic Society of Bengal, for December, 1833,
which bears so directly on this subject, that I am induced to tran-
scribe it from an idea that it may not have come under the notice
of the readers of this work.
It is written by James Prinsep, Esq., the editor of the journal in
question, and is headed, “ Fall of Fish from the Sky.”
“ The phenomenon of fish falling from the sky in the rainy season,
however incredible it may appear, has been attested by such circum-
stantial evidence, that no reasonable doubt can be entertained of the
fact. I was as incredulous as my neighbours, until I once found a
small fish, which had apparently been alive when it fell, in the brass
funnel of my pluviameter at Benares, which stood on an insulated
stone pillow, raised five feet above the ground in my garden. I
have now before me a note of a singular phenomenon on a consider-
able scale, which happened at Nakulhatty Factory, Zillah Decca
Jelalpoor, 1830.
“ Mr. Cameron, who communicated the fact, took the precaution
of having a regular deposition of the evidence of several natives who
had witnessed the fall, made in Bengalee, and attested before a
magistrate ; the statement is well worthy of preservation in a journal
of science ; I therefore make no apology for introducing a transla-
tion at length. The shower of fish took place on the 9th of Feb-
ruary, 1830, in the neighbourhood of the Surbinedy Factory, Ferid-
poor.” “ James Pbinskp.”
The depositions of eight or ten people here follow, of which I
shall merely give extracts : —
Shekk Chandhusi Ahmed, relates in his deposition ; “ I had been
doing my work in a meadow, when I perceived, at the hour of
12 o’clock, the sky gather clouds, and it began to rain slightly, then
a large fish, touching my back by its head, fell to the ground. Being
surprised, I looked about, and behold a number of fish fell from
Heaven ! They were saul, sale, gregal, mingal, and badul; I took ten
or eleven fish in number, and I saw many other persons take many.
I looked at heaven, and I saw, like a flock of birds, flying up, but
there my perceptions were not clear enough : amongst these fish
many were found rotten, without heads, and others fresh and perfect;
and amongst the number which I had got, five were fresh, and the
-rest stinking and headless.”
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Shekk Punikullok, twelve years of age, declared, 44 While I was
sitting in my own house, I perceived a number of fish fall from the
sky, some of them on the roof of my own cottage, one of them was
large, about one cubit; and three seer (31b.) in weight .”
Another man says ; 44 1 perceived a baduli fish, large, about one
cubit, fall before me from the sky, after which I went further and
found another.”
Another says; 44 1 observed a mingal, and some other fish,
badulis, &c., of different sizes fall from the sky; I picked up about
five or six of them to satisfy my curiosity, but did not eat them at all.”
Another man deposed ; 44 1 found every part of my hut scattered
with fish ; they were baduli, mingal, and nauchi, and amounted to
twenty-five in number.”
Again, “some were fresh, but others rotten, and without heads.”
All accounts agree as to the time, 12 o'clock, and as to the descrip-
tion of fish.
With regard to the small fish which Mr. Prinsep found in his
pluviameter, I think its presence is as likely to have been occasioned
by either of the causes before-mentioned, as that it fell from the
clouds ; but, with respect to the circumstantial account of the fall
of fish in the neighbourhood of Feridpoor, I have nothing to say.
When we read of fish, a cubit in length, and three pounds in weight,
falling from the sky, some fresh, others putrid, and without their
heads, our reason is at fault, unless we suppose them to have been
thrown up by some volcanic or gaseous eruption, such as is, I believe,
mentioned by Humboldt, as having occurred in South America : but
it is quite evident, that such a phenomenon can have no connexion
with the fact of small fish commonly falling during rain in India ;
though I beg to state, that my suggestions as to the cause of their
appearance in apparently inaccessible spots, are offered with the
greatest diffidence, having been induced to give them solely with
the hope of exciting discussion and information on this certainly
interesting fact ; as before we can arrive at a proper understanding
of the subject, it would be necessary to learn from repeated obser-
vations, whether the fish that fall are of fresh water or marine species,
and whether they are full grown specimens of a small class, or the
fry of larger kinds ; what the direction of the wind was at the time
of their falling, as well as any peculiarity of atmosphere, as denoted
by the barometer or thermometer, and other minutiae will natu-
rally occur ; my aim in writing these few remarks, being chiefly to
detail the effects of these small whirlwinds called devils, that sweep
across the Indian plains, and to show that they may be considered
as models of those mighty hurricanes, that it has been the object of
the foregoing paper to describe.
W. C. Grant,
Captain Bombay Engineers.
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688
NEW PILOTAGE BILL*
New Pilotage Bill.
London, August, 1838.
Mu. Editor, — Having observed in your Magazine for August, a
letter from “ a Skipper,” containing sundry remarks on a Bill lately
before Parliament for the “ Regulation of Pilotage throughout the
United Kingdom,” — and those remarks having emanated from an
individual who has thought proper to denominate everybody else
“ senseless,” who does not take a view of this measure similar to
himself, — I think it but right to endeavour to shew our sensible
friend, “ the Skipper,” through the same channel of communication,
how far he is wrong. I trust that under these considerations you
will give a place in your valuable Nautical Miscellany to the few
following remarks, which are not only intended to enlighten the mind
of “a Skipper,” but all those who think on this subject as he does.
I have been a Skipper myself for a number of years, and the situa-
tion I now hold brings me in contact with many of that respectable
body of men, and I know of none whom I should be more loath to
offend than one bearing that name ; I trust, therefore, I shall be able
to go through the few remarks I have to make, without offending
your correspondent, “a Skipper.”
“A Skipper,” says, “it is to be hoped that the two Members of
the Board of Trade, and the Lord of the Admiralty, will be above
giving it up, when, no doubt, a frill enquiry had satisfied them of its
useful tendency.” Now, sir, allow me to tell you that the full
inquiry alluded to was made in the year 1836, before the Com-
missioners appointed by the House of Commons ; and although that
inquiry was carried oil in a most unfair way, not one Pilot ever
having been called before the Commissioners to give evidence, yet
the Report of the Commissioners has been, strange to tell, entirely
lost sight of by the framers of the Bill, with the exception of that
part which recommends nearly the whole Pilot establishments of the
United Kingdom to be placed under the dominion of the Honorable
Corporation of Trinity House. Then if the two Members of the
Board of Trade, and the Lord of the Admiralty, have thrown aside
the Report of the Commissioners, where has the full inquiry been
made ? I will tell you : just from a few interested watermen ! Mr.
Powlett Thompson has permitted watermen to an interview on this
Bill, but not one Pilot. So much for a full inquiry !
Our friend, the skipper says, that “ there are not half a dozen
of ship masters out of one hundred who know any thing about
the navigation of our Ports,” and he alleges as the cause, “the
constant presence of a pilot.” Really, Mr. Editor, when one thinks of
the superior sagacity, this “ skipper” arrogates to himself, it is no
wonder he should consider every body else “ senseless,” who did
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NEW PILOTAGE BILL.
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not coincide with his dogmas. Has he forgotten, I wonder, that
nearly the whole of our harbours on the sea coast are bar harbours,
and those bars liable to continual shillings ; and the position of vessels
in those harbours, and especially harbours which may be taken
at night. Who can know the state of the bar, and the position
of vessels in the harbour, but those men who are daily and hourly
on the spot, and whose business it is to ascertain these matters
exactly ? Can a master of a vessel be expected to be acquainted with
these matters after being absent perhaps for months ? The “ skipper”
says, that he “ has shown that the constant presence of a pilot, tends
to render a young sailor indifferent about the management of a ship
in narrows.” He has shown no such thing, and I will undertake
to show presently, that he has been writing upon a subject he either
does not understand, or is under party feeling or prejudices.
He says, — “ the swinging of a ship at single anchor in a tideway,
is also a matter so perfectly unknown amongst the officers of a ship
in the foreign trade, that I don’t believe there is one in 500 who is
master of that one manoeuvre.” Now, sir, I beg leave to tell the
“ skipper,” that his assertion is not true, and I adduce a fact well
known, especially to the pilots, that there are often from one to
200 sail of vessels lying in the Downs, and on the Mother-bank,
where there are not ten pilots on board of the whole fleet, and yet
we find those ships who have no pilots on board hold fast at
their anchors as well as those who have. I conclude, therefore, that
their anchors must be clear. This is a fact well attested, and well
known ; and it is also well known, that there are not two anchorages
on our coasts, where anchors will be sooner fouled than the Downs
or the Mother-bank, if proper attention is not paid to swinging the
ship; and yet we find that those men, whom, according to our
“ skipper’s” account, “ not one in 500 is master of the one manoeuvre,”
can keep the ships clear of their anchors. I shall leave the explana-
tion of the anomaly to the “ skipper” himself.
It appears that some one has told him, “ that even merchants and
shipowners have petitioned against this bill.” That such petitions have
been presented to the Legislature there is no doubt, and if the
“skipper” had known half as much about the evil tendencies of
the bill, and had half as much at stake as those merchants and ship-
owners have, he would have petitioned against it also. He asks with
very apparent confidence, “ where are all the masters of men of
war instructed to navigate the ships in pilotage water?” I know
nothing about their instruction, nor where they receive it, but this
much I know, that they do not navigate their ships in pilotage
water, and sure I am that the present frugal government would not
pay a pilot for doing what they considered the masters of men of
war capable of performing, as there is not, nor ever was, any bond
upon a British man of war in our Ports to employ a pilot. It is
ENLARGED SERIES. NO. 10 — VOL. FOR 1838. Digitized V4
and will continue to do so, by means of their large and powerful
steamers, whether it will not be wise in them to follow the example of
Liverpool, and appoint a talented naval surveyor to watch the pro-
gress of changes which are so enormous as to appear to be beyond the
limits of common probability. — Ed. N M.
Monthly Gossip. — So, Mr. Editor, “Animal Magnetism” has
received its death-blow at last. After living in this country about one
year on the gullibility of John Bull, it is now declared a “mischievous
delusion,” and consigned to the shades. Thanks to the experiments
of Mr. Wakley, and the efforts of the press, for rooting out the
obnoxious humbug, and may its twin sister, called Homaeopathy,
and Hygeism, with its precious specific, Morrison’s Pills to boot,
share the same fate. But it was another kind of magnetism that I
intended to speak of, viz., the local magnetism of Iron Steam- vessels
on the mariner’s compass, to which I alluded in my letter in your
August number. The architects of Iron Steam-boats may rejoice in
the assurance that the late experiments of the Astronomer-Royal, on
board of the Rainbow, have completely removed the grand obstacle
which lay in their way, namely, the action of the iron on the compass.
I have been distinctly assured by this gentleman, that he has dis-
covered a method which will infallibly overcome it in any vessel, and
which I hope to see explained in the pages of the Nautical ,— of all
places the most proper for it.* The little Yoador, I find, has reached
Pernambuco, after four and a half days steaming from Maranham ;
but had she the Aistronomer-Royal’s recipe, perhaps she would never %
have found herself in that port.
Well, now to other matters, for I have much to say, and while we
are abroad on the ocean we will keep there. Pirates, Mr. Editor,
pirates infest the seas, and one has been caught with her plunder at
Santa Cruz, by Capt. Percival, of the American sloop of war, Cyane.
It appears that the British brig, Isabella, from Sydney, was plundered
on toe 5th July, by a Spanish pirate, and falling in with the Cyane
next day, the commander and crew were treated in the most humane
manner by Capt. Percival, who pursued the marauder to the Azores,
and afterwards to Teneriffe, where he found her, and succeeded in
getting her captain and crew arrested. It was but a little time ago
that we did the same thing for the countrymen of Capt. Percival,
who, doubtless, remember well the affair of the Mexican, in which
Capt. Trotter took so active and zealous a part, and the account of
which I observed in your January number for 1837. Well, it is
* Our friend is quite correct, and we shall gladly avail ourselves of the first oppor-
tunity of complying with his wishes. — E d.
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gratifying to see two great and civilized nations sweeping the seas of
these pests to humanity : let us hope that the exertions of Capt.
Percival may be well seconded by the measures of Mr. Bartlett, our
Consul at Teneriffe, to bring these wretches to justice. But that
your Nautical readers may see that this is not the only delinquent
threatening the peaceful pursuits of our Mercantile Marine, I send
you a few extracts* which I have made from the daily journals, and
more particularly from that invaluable store of Nautical information,
the Shipping Gazette, and, if I mistake not, they will find enough
to place them on their guard.
The French ships Astrolabe and Zelie arrived at Valparaiso, in
April last, after an attempt to reach the South pole f. They were
prevented by the ice from getting to the southward of 64° S. Weddel
went to 74° S. : who shall go further ! — time will shew. A French
expedition under M. Gaimnard, (the celebrated naturalist, who lately
conducted the researches in Iceland,) is now on the Scandinavian
coast. It was said that this expedition would attempt an approach to
the North pole, while that of the Astrolabe was attempting to reach
the South ; destined like the latter no doubt to experience the truth
of the decree — “ thus far shalt thou go and no further.” Parry gave
it up in despair, and Weddel lost the opportunity of going further
while the road was open before him.
I am concerned to tell you that Lieutenant Grey appears to have
been unsuccessful in his expedition to Australia. After a journey of
some miles into the interior from the coast, he found a river, not far
from Prince Regent’s River of King; but was unable to ascertain
where it fell into the sea. He has had an encounter with the natives,
and appears to have narrowly escaped with his life. One of their
spears wounded him so badly as to compel him to give up his journey,
and he went to the Mauritius until the wound was healed. Report
however, says that he is now on his way home.
Capt. Wickham I perceive, in the Beagle, has been more success-
♦ Pirates. — June 20th, in 85 J° N., 7° W., the Thule brought to by a brig carry-
ing a red and white flag, deck covered with men, most of whom were black, weather
heavy ; cargo not tempting enough.
June 25th, in 34° N., 67° W., the William Miles was boarded by a piratical
schooner, about 150 tons, under Brazilian or Portuguese colours, with fifty or sixty
men on board. Took two casks of provisions.
4th July, in 36° N., 47° W., the Ceylon (American brig,) was boarded by a pirati-
cal schooner, under Portuguese colours : wine, water, and provisions taken.
5th July, in 38|° N., 44|° W., the Catherine Elizabeth was boarded by a schooner
under Spanish colours : appeared to have fifty or sixty men. Took a cask of beef and
one of pork.
The Azores packet, five days from Teneriffe, was boarded by a piratical brig, full
of men, which took from her a chain cable, hawsers, &c.
Eliza Locke, of Dublin, was chased off Madeira by a suspicious schooner, for two
days : date not given ; — sometime previous to June.
The I.O., in lat 32°, long. 20°, was spoken by the Ada ; but the I.O, supposing
the Ada to be a pirate, made all sail from her : date not given ; — sometime during
past summer.
An American schooner was boarded on the 29th of July, off Cay West, by a
piratical schooner, and plundered 400 dollars’ worth of articles.
5th July, in about 39° N., 34° W., the Isabella was boarded by a Spanish brig,
and robbed of spare sails, cordage, canvas, and twine ; this is the vessel captured by
Capt Percival
f They sailed again in May.
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NAVAL CHRONICLE.
ful having surveyed the coast from Roebuck Bay to King Sound, and
found a river also. He was to return to Swan River and proceed to
Sydney, where he will be in October.
Rome, it is said, is about to add another to the list of her observa-
tories; opinions being divided it appears, between Monte Marie and
Monte Pineio. We want one much more in the Western hemisphere,
Mr. Editor. What are the United States people about? That much
talked of expedition to survey in the Pacific Ocean, has started at last
I find, under the direction of that talented officer Lieut. Wilkes. This
is a good beginning, Mr. Editor, and it is creditable to a people like
the Americans to send small squadrons surveying : you are aware this
expedition consists of the Vincennes and Peacock, two sloops of war,
the Relief store ship, the Porpoise brig of war, and two pilot boats of
120 and 100 tons — making in all six vessels, with crews amounting to
about 400 men. The cause of hydrography is popular in the United
States, Mr. Editor, let us hope that the produce of the expedition may
be proportionate to the scale on which it has been formed, for if the
ships and persons employed are numerous, the implements of their
work have been levied, regardless of expense, from all parts of
Europe.
Speaking of the Americans, I hear that the sites of no less than
seventeen lighthouses have been surveyed on the shores of the lakes,
including Michigan and Superior, owing no doubt, to the increase of
steam navigation in that part of the world. I shall let you know when
operations are commenced. In the way of lights the Northern Com-
missioners have resolved to have a light on the Great Skerry, the
extremity of a dangerous reef, extending from Fort George. It is
expected that it will be the means of saving many vessels which get
entangled with Spey Bay, Stot field Head, and the Cove Sea Sker-
ries, and they say that the light will equal in splendour that of the
Eddystone or Bell Rock lights. There is a light vessel just placed in
the Bristol Channel which is said to be of no service to vessels coming
up to Newport, and that a trifling alteration in her position would
secure that advantage without affecting that of the Bristol trade.
There is a lighthouse just commenced its operations at an obscure
port, called Pultney Town, somewhere in the North. It appears to
have given great satisfaction, and is to be very advantageous to that
port.
Fearful accounts in the Steam-boat way, Mr. Editor. No less than
five instances of the bursting of boilers. I told you of the Victoria,
nine lives lost ; since then the J ames Gallagan, two lives lost ; the
Vivid, two lives lost; the Forfarshire, forty lives lost! and the
Tweedside, no lives lost, by good luck. I might add particulars,
but you would not perhaps find room. All this must be remedied, or
John Bull will desert his Steamers, depend on it. By the way, have
you heard that the grand desideratum of making the furnaces of steam
engines consume their own smoke is at length achieved ? It is said,
that a Mr. Ivison has fairly succeeded in doing it, by which an
immense saving of fuel is effected, and therefore steam-navigation
much benefited. There is another invention, too, concerning steam-
navigation, the propelling of Steam- vessels by means of a revolving
wheel under water, placed abaft the vessel's stern-post. The plan
is spoken highly of, and is the invention of a Mr. Taylor of Grace-
church Street.
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So, after all that has been said of the passage to India by the Red
Sea, and the Euphrates, the old route of our forefathers by the Cape
of Good Hope is to be adopted with large class Steamers. This is as
it should be, Mr. Editor. Those Atlantic Steamers, such as the
Great Western, have at length opened people’s eyes, and the route
by the Cape, depend on it, will become the favorite one. Sir John
Ross, I see, is at the head of a Company carrying out the plan ; and a
herald steamer will start, for ihe purpose of fixing depots, in Decem-
ber next. The poor Boulogne Steamer of Mr. Frewen, which I told
you was set up by this gentleman between that Port and Rye, is done
up. Rye, with its harbour, is to be consigned to a quiet state of
obscurity. Mr. Frewen deserved better for his pains ; out he ought
to have known his men before he began.
Abbinett and Dean arc at work in their diving dresses, one at the
Boyne, and the other at the Royal George, yet pecking away at the
timbers of the wrecks. There have been some more blowings up
there as well as in the Thames, where it appears the remains of the
Glamorgan and William were left like thorns sticking in the sides of
father Thames.
The affair which occurred lately between Mr. Moore and the coast
f uard, that I mentioned to you in my August letter, has ended in the
ischarge of the officer commanding the boat from which the shots
were fired ; and the displeasure which has been expressed by the Trea-
sury on this occasion, will, no doubt, prove a wholesome restraint on
the distribution of these firing compliments in future : this is as it
should be.
I alluded in my last to an invention of Capt. Taylor, R.N., to resist
the force of waves : since then I have heard of one by Lieut. P.
Green, R.N., of a boat for deepening rivers : it has been tried with
success at Falmouth, and appears to be well worth the attention of the
corporations who have charge of our harbours generally; a most
valuable invention, Mr. Editor, in this maritime country where har-
bours are of the first importance and docks the next. By the way, I
observe the Southampton docks are began in downright earnest ; to
be opened by the time the railway is completed. Lieut. Green’s in-
vention will be applicable in the Southampton water if I am not mis-
taken ; and lo, behold the Portsmouth people are at length bestirring
themselves and going to construct docks at Point. The long talked
of docks at Langestone harbour, the prospectus of which I once saw
in your pages, are also to be done shortly. May be, Mr. Editor, these
stand a good chance of surpassing all the others.
Liverpool is up and doing, she has sent forth her steam-boats to New
York, determined that Bristol shall not have things exactly her own
way; and the Liverpool and Royal William steamers are competing
against the Great Western with the odds of superior size against
them. But something more than this must be done. In the corps
scientifiques, or that which is known by the name of the Royal
Society, the gossip at present is the resignation of the Royal Presi-
dent, the Duke of Sussex, a somewhat unexpected event, in which
much regret and disappointed feelings are evidently mixed up. His
Royal Highness says plainly, the cause of his retirement is that he is
unable to do the honours of his situation as President in a manner
suited to his rank and the station he occupies in the country, and that
circumstances over which he had no control, have g^pt been remedied
ENLARGED SERIES. — NO. 10. — VOL. FOR 1838. 4 T
NAVAL CHRONICLE.
by those whose duty it was to have considered them. Well, the
Society has lost a kind-hearted and generous president, one who saw
its internal divisions with regret— did all he could to preserve unani-
mity, and gave them his parting advice, nay, even implored them to
cultivate good will among themselves ; to join heart ana hand in their
pursuit of science : as his Royal Highness says, the advice is friendly
as well as sound. The report is that Sir John Herschel will succeed
to the office of President. By the way, the astronomers are employed
now in observing Encke’s comet which has re-appeared, as duly fore-
told, according both to time and place. Sir James South was the
first who discovered its return, on Friday the 21st Sept., at 3 a.m.
Your devoted, Argus.
[We regret that we have been obliged by some articles running to a greater extent
than we expected to reserve much of Argus’s letter. — E d. N.M.]
Killybegs Harbour Light-House.
Ballast Office, Dublin, 29th June, 1838.
The Corporation for preserving and improving the Port of Dublin,
hereby give notice, that a light-house has been erected on Rotten
Island, (Killybegs Harbour,) from which a light will be exhibited on
the evening of the 1st of October, 1838, and thenceforth from sun-
set to sun-rise,
Specification given of the position of the tower, by Mr. Hatpin,
Inspector of light-houses.
Killybegs Harbour light-house, is built on the western part of
Rotten Island, bearing from
St. John’s Point N.E. I N. distant 3 sea miles,
Bullock More Rock N.E. by E. £ E. „ 3$ „
Southern shoulder of Drumanoo Point E. ^ N. ,, 1 „
Harbour Rock S.W. f S. ,, 1£ „
The light will be a fixed bright light, illuminated to seaward from
S.W. by S. to N.E. kept in line with, or open from Drumanoo Point,
and bearing E. by N. it will lead clear of the Bullock More Rock, and
of the Rocks between Drumanoo and Muckris Point.
The tower is circular — coloured white, having its lantern elevated
67 feet over the mean level of the sea. The bearings stated are
magnetic — (var. 28° J W.)
By order, H. Vereker, Secretary.
Merchant Ship’s Logs. — We request the attention of our Mer-
chant Captains to the following: —
Mr. Editor.— It is much to be desired that all Commanders of
Merchant ships should insert their longitudes in their log-books. The
former practice was to insert their latitude only, keeping the longitude
in a private book ; and this custom it is supposed arose from a want
of confidence in the masters themselves, (in former times), in their
own observations or calculations. If this be really the reason
why the longitudes are so often omitted, it must serve as a strong
inducement to every master to insert both latitude and longitude
hereafter.
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R.
REDUCING SCOTCH TO ENGLISH MILES.
699
Table XXXVI.
For reducing Scotch Miles to English, and English Miles to
Scotch.
1 Scotch Mile = M27272727 English mile.
1 English Mile= 0-887096677 Scotch mile.
Scotch or
English miles.;
English
miles and
Dec. parts.
ii „ i
; o3
Scotch ! xs S
miles and 'i 2-g
Dec - P" 1 *-,;
lj &
English
miles, and
Dec. parts.
Scotch
mile*, and'
Dec. parts.
Scotch or
English miles*
English*
miles and
Dec. parts.
Scotch
miles, and
Dec. parts.
,
1*127
0-887
40
45-091
35-484 |
79
89 055
70081
2
2255
1*774
41
46218
36-371 j
80
90-182
70-968
3
3-382
2*661
42
47-345
37*258 1
81
91-309
71-855
4
4-509
3-548
43
48-473
38145
82
92-436
72-742
5
5-636
4-435
44
49-600
39-032,
83
93-564
73-629
6
6-764
5*323
45
50-727
39-919
84
94-691
74-516
7
7*891
6-210
46
51-855
40*806
85
95-818
75-403
8
9018
7-097
47
52-982
41-694
86
96-945
76-290
9
10-145
7-984
48
54109
42-581
87
98-073
77-177
10
11-273
8-871
49
55-236
43*468 !
88
99-200
78 065
H
12-400
9-758
50
56-364
44-355
89
100-327
78*952
12
13-527
10-645
51
57-491
45-242 i
90
101*455
79-839
13
14-655
1 1*532
52
58-618
46-129
91
102*582
80-726
14
15*782
12*419
53
59*745
47-016 1
92
103 709
81-613
15
16-909
13-306
54
60-873
47-903
93
104-836
82-500
16
18 036
14*194
55
62-000
48-790
94
105-964
83-387
17
19163
15-081
56
63127
49-677 |
95
107-091
84-274
18
20*291
15-968
57
64-255
50-565
96
108-218
l 85161
19
21*418
16-855
58
65-382
51-452
97
109*345
! 86 048
20
22-545
17-742 1
59
66-509
52-339
98
110-473; 86-935
21
23*673
18-629
60
67-636
53-226
99
111-600
87*823
22
24-800
19*516
61
68*764
54-113
100
112-727
88-710
23
25-927
20-403
62
69*891
55-000
150
169-091
133 064
24
27 055
21*290
63
71*018
55-887
200
225-455 177-419
25
28*182
22*177
64
72145
56-774
250
281-818
221-774
26
29-309
23065
65
73-273
57*661
300
338-182 266 129
27
30*436
23*952
66
74-400
58-548 i
350
394-545
310*484
28
31-564
24*839
67
75*527
59-435 ;
400
450-909
354*839
29
32*691
25-726
68
76*655
60-323 i
450
507-273 399 193
30
33*818
26*613,
69
77*782
61-210
500
563-636 443*548
31
34-945
27-500 !
70
78-909
62 097 i
550
620 000 487-903
32
36-073
28*387
71
80-036
62-984 1
600
676-364 532-258
33
37*200
29-274
72
81*164
63-871
650|
732-727
576-613
34
38-327
30161
73
82-291
64-758 |
700!
789-091
620-968
35
39*454
31048
74
83-418
65-645
750,
845-454
665-323
36
40-582
31-935
75
84-545
66-532
800
901-818, 709-677
37
41-709
32-823
76
85*673
67-419
900
1014*545 798-387
38
42-836
33-710
77
86*800
68-306
1000
1127-273 887 097
39
43-964
!
34-597
78
87*927
69194
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NAVAL CHRONICLE.
Lighthouses and Light-vessels. — Mr.Editor. — I have per-
ceived in your useful work from time to time, some remarks by “ a
Skipper, ’’on the necessity of regulations being made for the guidance
of steamers, in passing each other, and in their lighting at night. I
witnessed a strong proof the other night of the necessity of some pro-
per understanding, being concluded in this latter point, especially in the
instance of “ the Trinity House Yacht,” with a number of the elder
brothers on board. I wish to draw the attention of these gentlemen
to the objection I am about to make, to the mode adopted by them of
lighting during night.
I happened to oe in the channel a few nights ago, and saw a
very beautiful light exhibited on board that vessel, ana I could not
help perceiving now very likely it might be mistaken for a channel
light, the Owers or Dungeness, for instance. It is true that the
rapid change of position would soon detect it as being a ship’s light,
but how readily it might lead into fearful error in bad, and parti-
cularly hazy weather, is evident, as it might be got sight of only for
an instant, and then seen no more, in which case it is plain, that it
would inevitably deceive a vessel.
The lighting of a steamer should clearly be such, as to prevent the
possibility of such mistake, and I therefore take the liberty of sug-
gesting to the Hon. Corporation, to take the subject into their
consideration. It would indeed be a curious circumstance, should
the yacht of the Trinity House, employed as it is in the most useful
service, that of providing for the safety of shipping, be the means of
leading a ship to destruction.
I cannot help thinking, that the best plan that can be adopted, is
that used on board “ the Peninsular Steam Navigation Company’s
Ship,” and which was recommended some two years ago, by a
“ Skipper,” through the Nautical Magazine, viz., three lights, one
bright one at the fore-stay, one deep red on the starboard paddle box,
and a green one on the larboard paddle-box, forming a triangle, any
change in which will readily show how a steamer is steering. The
advantage of this mode of lighting was very conspicuous, as I saw,
at the same time the Trinity yacht, and one of this company’s vessels
together. Trusting that the Hon. Corporation will take this hint in
good part, and that it may also be the means of their taking the
subject in hand, and getting established some general regulations for
steamers,
I am, Sir, your obedient servant,
“ Soundings.”
London, 20fA September, 1838.
[Here is a remarkable instance of the want of a law to regulate the lighting of
steam- vessels, which at present appears to be done according to the owners or cap-
tains fancy, not hut that the plan of the Peninsular boat seems to be a very good one.
But who would expect the light of the Trinity House yacht to be mistaken fora
channel light— E d. N.M.]
The Gorgon Steam Frigate.
Mr. Editor,— As several incorrect and loose statements have ap-
peared both in the Metropolitan and West Country Journals relating
to the Gorgon, my duty to the constructor, as well as to the public,
is to put you in possession of a few facts relative to her, which the voy-
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age I made in her from Sheerness to Portsmouth, and thence to
Plymouth enable me to do.
A public journal of one of our sea ports, professing to give a cor-
rect account of this steamer, contains a tissue of misreprese ntations
from beginning to end, evidently written by some ignorant person
who could never have seen the ship, but who, when they were pointed
out, refused to meet them with the real facts of the case. The Hamp-
shire Telegraph of the 3rd inst., contains a critique on this Ship, in
which there are at least a dozen gross errors. A letter was written to
the Editor on the 5th, by an officer on board, pointing out many of
them, which he, the Editor, “ with his usual liberality refused to pub-
lish or notice” although he afterwards came on board the “ Gorgon”
while in Portsmouth harbour, and received oral evidence of the mis-
representations he had published in his Journal. In the following
week he reiterated his complaints, not by again making wrong asser-
tions, but by asking a number of innocent questions, evidently sup-
posing that he was to have answers cut and dried to his taste, and
finishing his editorial labours by triumphantly referring to a letter in
his journal of that day, from one Lieut. Sabben, as an unanswerable
proof of all he, the Editor, had the week before asserted. A nigger
would exclaim, “ Eh massa, Sabben, he really no sabby no ting about
it and the nigger would be right when Mr. Sabben says, in propor-
tion as you increase the diameter of the paddle-wheel so you
increase the speed, and when he argues that as the Great Wes-
tern with a given wheel goes ten knots per hour, ergo, the Gor-
gon with her wheel ought to go fifteen, without reference to the
width of the wheel, or to the stroke of the engine. In fact the dis-
covery will stand thus — if a pound of bacon cost one shilling, what
is the value of a bushel of peas, or like the play of Hamlet, with the
part of the hero left out by particular desire ; the letter itself needs
no refutation, I only mention it to show how easily a man may write
himself down. Then comes the United Service Journal*, quoting
the cuckoo song of the Gorgon being a complete failure, learnt no
doubt from one of the dozen aspirants. to the office of Surveyor of the
Navy, or some of the late Naval College Gentlemen equally covetous
of that honour, who would bark down Sir. W. Symonds if they could,
and who would do the same if one of their own body were elected to
that office to morrow, from principle I presume.
Now Sir, as to the facts connected with this ship. The Gorgon
is built of teak, a heavy durable wood, and of a large scantling, to
enable her to carry heavy guns. This caused the vessel to draw some-
what more water than if built upon the plan of our slight built steamers,
but there can be no doubt, that the Gorgon will be a sound ship 20
years hence, when all the present class of steam vessels will have dis-
appeared. After several most satisfactory trials the Gorgon on the 6th
* This Journal makes the three following trifling errors. It states that there is a de-
ficency of w)iat she ought to carry, of 150 tons of coals, when the fact is, that she has
now on board 180 tons of coals in her boxes, more than any other vessel in the service
can stow. Again in speaking of the cose of the vessel and engines, there is a little
error of about £30,000. In the words of the journal this perhaps is “ a mere bagatelle
and it is Anally stated that the engines originally intended for the Gorgon were 200
horse power, whereas they were only 220 horse ; there were no misgivings whatever
of what the speed of the vessel would be with the latter power, but their Lordships
very naturally availed themselves of the advantage of having improved engines of 320 •
horse power, when they found that could be done without any increase in space
or weight.
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Kaval chronicle.
July last proceeded to Sheemess, and there took in her masts, yards,
stores, six heavy guns, water, and provisions for 190 men for three
months, 290 tons of coals in the boxes, and 120 tons of stores, provi-
sions and ammunition for the troops at St. Sebastian, as well as 20 tons
of spare machinery. These weights brought her down to 17 feet aft
and 16ft. 6 forward, at which trim she started for Portsmouth on the
27th August, going by steam only 9 knots, and with canvas 10 knots,
with a slight breeze going free. She performed admirably, and would
have made the voyage in 16 hours, but fouled a Spanish brig in the
night and towed her into Portsmouth ; her sails stood beautifully, and
each time the breeze freshened, the vessel walked out an extra knot,
the engines going 16 strokes.
As it was intended to tow the Venerable 74 from Portsmouth to
Plymouth, and as, when towing there is double resistance to the
engines ; the engineer advised one of the three floats to be taken off
each arm of the wheels, to enable the engines to keep up a proper
number of revolutions, and not as the Editor of the Hampshire
Telegraph asserts, because she was so deeply immersed. All per-
sons acquainted with towing, are aware that the surface of float board
which is sufficient for a vessel by herself, will be too much when hav-
ing another in tow.
On the 8th instant, at noon, the Gorgon left the harbour of
Portsmouth with the Venerable seventy-four in tow, (the Venerable
drawing nineteen feet,) against a strong flood-tide. They soon
gained 7\ knots by steam alone, with a fresh breeze from the N.N.E.
At Spithead the pilot was discharged, and both made plain sail,
the Venerable, jury-rigged, speed 8J knots, revolution of engines
fourteen. On hauling round St. Helen’s outside the island, wind
abeam, speed 9J knots with a severe strain on both hawsers, one of
9 inches, and one of 1 1 inches. Breeze freshened, at 9 p.m., close
reefed topsails of both ships, and hauled close to the wind, jibs
shaking, speed 8 knots with some sea on. At 3 a.m., ftirled all sails,
squared the yards, and stood in for Plymouth against a fresh breeze
right a-head, and the Gorgon then shewed her strength by towing
the Venerable at 6J knots full by steam only, passed the breakwater
at 6h 5m. a.m. on Sunday the 9th, performing the whole distance from
the harbour of Portsmouth in 18h. 5m., and from Spithead when the
pilot left, in 17h. 5m. a distance of 140 miles, averaging full 8 knots
the whole way. During the whole time there was a severe strain
upon both hawsers. This perhaps, is the most splendid instance of
towing on record, for although both vessels were assisted by canvass
for ninety miles, the only advantage gained was about | of a knot
more than with steam only would give, as the speed without can-
vass, and wind fair, was 7-J knots, and against the wind 6J. The
ship was remarkably steady the whole time, no vibration or shake
from the motion of the engines whatever was felt on board, and the
greatest inclination the vessel made, under close reefed top-sails,
was four degrees, as indicated by the sector in the captain’s cabin.
The engines worked beautifully, and never had to be stopped for
the most trifling thing. The steam was raised from cold water in
forty- five minutes with an expenditure of 1^ tons of coals, and the
whole quantity consumed, (having to wait for the tide at starting
three hours, and 1J hour for entering Plymouth sound,) from the
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lighting the fires in Portsmouth harbour at 8 a. m., to making fast to the
buoy off Plymouth dock-yard, at eight next morning, was 13 tons 16
cwt. and the engine room from the superior manner in which the
the boilers were clothed with a non-conducting medium, was perfectly
cool throughout.
The above, Sir, is the substance of Capt. Dacre’s Official Report to
the Lords of the Admiralty, and I think you will agree with me that
the performance of the Gorgon is pretty well for a total failure ;
and I have no doubt from what I have seen of this magnificent steam-
ship, that she will prove herself much such a failure as Vanguard,
Vernon, Pantaloon, and Pique, that is, by beating every vessel that
competes with her, either in rough or smooth water. She has now
sailed for the North Coast of Spain, having 380 tons of coals in her
boxes, a place of all others the best calculated to test a vessel’s powers,
and I venture to prophecy, that the next report of her Commander
will be, that she beats the whole fleet.
I am, Sir, your obedient Servant,
A Passenger on board the Gorgon.
P. S. A ridiculous report having been extensively circulated that
this vessel could not carry her lower deck guns (ten 32-pounders,)
on account of the excess of draught over and above what was con-
templated, I beg to observe that I find that it was never intended she
should carry them on a peace establishment, but to prove that she
will do so, and that well too, upon measuring the heights of the lower
sill of the ports out of the water, with an average quantity of coals
on board, say 250 tons, and provisions for three months, they are
five feet, six inches, which is higher than many line of battle-ships’
lower deck ports.
*
[We give a place to this letter for the sake of truth, and respect for the Surveyor of
the Navy, — a course we shall always follow ; but our limited space will always be
devoted to matter of a more generally interesting and useful nature than to a contro-
versy on that interminable of all subjects, Naval Architecture, by some of its half-
learned agitators. — E d.]
Mutiny and Murder at Sea.
In the “ Shipping and Mercantile Gazette” of Tuesday last, we pub-
lished a letter from Mr Diehl, giving an account of a mutiny and
murder on board the American brig Braganza ; we take the following
particulars from the Greenock Advertiser, of the 27th. inst.
We subjoin an intelligent and very minute account of the circum-
stances which occured at sea, drawn up by Mr. Diehl, and to which
little addition requires to be made. The conduct of the barbarous
wretches seems to have been altogether unprovoked, and quite unex-
pected. There had not been manifested the smallest discontent,
although their enmity to the unfortunate captain and mate seems to
have been most inveterate. At the time the attack was made, the
passengers and captain, unsuspicious of danger, were asleep in the
cabin.
The brig proceeded on her voyage without any remarkable circum-
stances until the 5th of August, when in lat. between 37° and 38° N.
and long, between 13° and 14° W., at two o’clock a.m., an alarm
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was given by the first mate, (whose watch it was on deck,) of a
mutiny by the crew. The captain and second mate immediately
rushed on deck to his assistance; the captain had a cutlass, the
second mate had nothing whatever to defend himself with. As I
afterwards learned, they found the first mate lying at the cabin com-
panion way, weltering in his blood ; he afterwards succeeded in
gaining the cabin. On the captain and second mate’s reaching the.
deck they were immediately attacked by all the crew, who being five
in number, soon overpowered them ; they threw the second mate
over the side, but he fortunately caught a rope, and regained the deck
again, and retreated to the cabin completely disabled. In the mean
time the crew succeeded in overpowering the captain, and threw him
overboard. During this period, which was but of short duration, th^
two ladies and myself were in the most anxious suspense, anticipating
that it was their intention to come into the cabin and murder us all,
having no means whatever of defence. But to our surprise, immedi-
ately on throwing the captain overboard, they closed the cabin com-
panion-way and sky-light by nailing and placing canvass and heavy
chains on them. The persons thus confined in the cabin were Mrs.
Thurley, the first and second mates, and myself and wife ; the first
mate had his face dreadfully cut and his skull fractured by two strokes
on the head and two on his shoulder, all apparently done with a
hatchet. Every attention was paid to him while w e remained in the
cabin ; the second mate was completely disabled in the right arm by
blows inflicted with a handspike. At eight o’clock of the same morn-
ing, the crew, then in complete possession of the vessel, made pre-
parations to close the cabin dead lights by slinging a plank over the
stern, at which we remonstrated, stating that we should smother;
they replied, that unless we gave up whatever they wanted, they
would certainly do it. They then demanded the chronometer, sex-
tant and charts, together with all the money and jewellery we pos-
sessed, which consisted of a gold lever watch, finger and ear rings,
and a small amount of specie, which were passed up to them through
the cabin windows, by means of a bucket. They also required that
we should throw overboard all our fire-arms, which consisted of an
old musket, broken at the breech, and an old percussion fowling-
piece, which was also rendered useless from corrosion, and having
neither powder, ball, nor caps : we also complied with this request;
upon which they became satisfied for a time. Upon asking them
where they intended to go with the vessel, and what they intended
to do with us ; they replied, that they were going to Genoa, and that
we should find out soon enough what they intended to do with us.
They at the same time stated, that they had no wish to injure Mrs.
Diehl or myself, but declared their determination of sacrificing both
Mrs. Turley and the first mate.
On Monday, the 6th, nothing material occured, except that we
informed them that we were aware of their having altered their
course ; they then stated that it was their intention to run for the
English Channel, and endeavour to effect a landing. They also
informed us on this day, that they had the cook confined in the
forecastle.
Tuesday, the 7th — Early on this morning, we discovered a smoke
in the cabin, which proceeded from the hold, which soon became so
dense as to render it difficult to breathe. Upon our^demanding the
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cause, they replied that they were satisfied there was more valuable
property in the cabin, and, unless we gave it up, they were deter-
mined to smoke us to death. We made use of every argument to
satisfy them that we had given them all, and finally succeeded ; upon
which they withdrew the fire from the hold, and the smoke soon
passed away. Nothing further occurred on that day, nor on the 8th,
9th, or 10th, except occasional suggestions by the crew that we
should leave in the jolly-boat ; but stated neither time nor place.
We objected to this proposition, as we were satisfied we should have
no chance for our lives. During all this period, the ladies particularly,
were kept in a constant state of excitement, bordering on frenzy,
both night and day, from the constant bustle and confusion on deck,
preparatory, as it were, for making a descent upon us for the purpose
of murder. Our situation can better be imagined than described,
as we all calculated on being destroyed; but of all the different
modes that lay in their power, we knew not which they would choose.
They hinted several times that it was necessary to destroy us to save
themselves.
“ On Saturday, the 11th, between 8 and 10 o’clock, they called for
me over the taff-rail, and stated, that there was a vessel in sight from
the mast-head, and proposed that we should take the jolly-boat, and
endeavour to gain her. To this I objected, — as, in the first place, I
did not believe that there was a vessel in sight, and further, I stated
to them that, in the event of our not being able to reach her, I was
certain we must perish. Previous to this, and also at this period,
I proposed that, if they wished to save any of us, they should take
the long boat, and leave us the brig, or give us the long boat, and
we would run our chance. Previous to this, they woula not listen
to this proposition ; but, after a few moments’ conversation together,
they requested that myself and wife should come on deck, which
we consented to do, concluding that our situation could not well be
worse, and that matters would then be brought to a close. Upon
our reaching the deck no violence was used towards us ; but they
were all prepared with their knives and other edged tools for resist-
ance. Immediately on gaining the deck, we requested that Mrs.
Thurley and the second mate should be allowed to come up, to which
they consented. After a promiscuous conversation of an hour or so,
in which every possible argument was urged on our part, to induce
them not to destroy us, they consented that we should take the long
boat, and run our chance of getting to land, then distant, as near as
could be ascertained, about 350 miles, on the Portuguese coast. This
proposition we accepted, and they went to work immediately to get
the long boat out, previously having fitted her out with mast, sail,
water, &c., for their own u%e. Between two and three o’clock, every-
thing being ready, they required us to leave, prior to which we maae
use of every possible argument to induce them to allow us to take
the first mate along with us (although he was in a wretched condi-
tion from his wounds.) which they positively refused, stating, that
they would take care of him themselves. Finding our solicita-
tions of no avail, and fearing that further delay might prove danger-
ous, Mrs. Thurley, Mr. Moir, (second mate), the cook of the brig,
and Mrs. Diehl and myself, got into the boat, and left the brig, in
(what they considered themselves), lat. 42° O' 0" north, long, by D. R.
17° O' 6" west. The brig then kept away N.N.E., and we steened as
ENLARGED SERIES. — NO. 10. — VOL. FOR 1838. 4 U
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near as possible for the Portuguese coast all that afternoon and
night At day-light, on Sunday morning, the 12th, we discovered
two sail in sight, one of which we judged to be the Braganza ; made
chase after the other, but after pursuing her until ten o'clock, gave
up the chase as fruitless. At this period we made another sail to
the southward, and coming towards us ; after a short respite, we gave
chase for her, and neared her fast. About 3 pm., she discovered
and bore up for us; and between 3 and 4 p.m., we got alongside,
and were received on board the brig Hebden, Captain Wm. Benjamin
Fowler, of Scarborough, bound from Sicily to Clyde, by whom, and
all his crew, we were treated in the most kind and hospitable manner.
I would further remark, that the mutineers robbed us of nearly every
stitch of clothes we had, except what we had on.”
How the wretches should nave given the survivors even a chance
for their lives seems quite unaccountable, knowing as they did, that
should they be preserved, no exertions would be spared to bring them
to the condign punishment they have so richly merited. They said
that they intended to run for the English channel, which, should they
have done, there is every probability that they will be brought to
justice.
James, an English lad, belonging to Brixham, appears to have
been the least guilty of the men, as he warned Diehl that the ring-
leaders had given him poison to put into their victuals and water.
That this was the case, is confirmed by the fact, that great readiness
was shown to furnish them with victuals or water ; and the second
day after they were shut up, one of the ringleaders was heard to say,
after looking down the cabin window, and seeing them sitting without
motion, that he thought they were all dead.
The size of the boat in which they embarked was as follows : — 16
feet 2 inches long, 6 feet 10 inches extreme breadth, 6 feet 2
inches across the stem, 4 feet stem posts. She was in a very leaky
condition, and one person had to keep constantly bailing her. It
would appear that the mutineers had themselves intended to embark
in this boat, as she was well supplied with provisions and water ; and
the only other boat on board the Braganza is the jolly-boat, which is
very small, and in most wretched condition, so that the brig will be
brought well to shore ere a landing is attempted.
The Bhaganza. — We understand that a judicial investigation, at
the instance of the American Consul, has taken place, into the cir-
cumstances connected with the atrocious mutiny and murder com-
mitted on board of this vessel, the result of which has been to confirm,
in all the material particulars, the statement which we were enabled
to lay before our readers in our last publication. It may be impor-
tant, however, to add, that it was ascertained in the course of the
precognition, that when the mutiny occurred, the brig was in lat.
37° 30' N., and long. 13° 30' W. ; and that at the time Mr. and Mrs.
Diehl, Mrs. Thurley, the second mate, and cook, were sent adrift in
the long boat, the brig had reached lat. 42° 0' 6" N., and long.
17° 0' 0” W., so that during the week, when these parties were con-
fined to the cabin, the mutineers must have maintained a course
of N.W. or thereby ; and that after the long boat left the brig, the
latter was observed, so long as she remained in sight, to steer a N.N.E.
course, from which circumstance it would seem to have been fhe in-
tention of the mutineers to make for the British Channel ; and this
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agrees with several expressions which they were over-heard to
employ. As the only boat remaining on board the brig is a jolly-boat,
it is conjectured that the mutineers will carry the brig as close to the
coast as possible, and there scuttle and sink her, making their
escape by the jolly-boat. The American Consul has forwarded
copies of the precognition to different ports, where the information
supplied may be likely to lead to the detection of the criminals ; and
the principal documents have been retained, so that they may be con-
sulted, at the American consulate, either at Glasgow or Greenock,
where any information likely to assist in the discovery of the culprits
will be promptly attended to.
“ We have received a letter this morning from Hamburgh, which
furnishes some particulars of the mutineers of the Braganza, whose
apprehension and detention at Embden we published yesterday. Our
correspondent’s statement, which was procured from H. Canning,
Esq., consul-general, will be found to differ in some particulars as to
names, &c., from the accounts previously given :
The prisoners are as follow: — Cornelius Williams, a native of
Hamburgh ; John Adams, an American, (hung himself in prison) ;
Joseph Verberggen, Belgian; Hans Schelswig, Swede ; James Davcy,
a boy from Plymouth.
The Vice-Consul at Embden says, the boy is innocent, and he (the
vice-consul) will defend him.
Davey’s mother was a widow; she went to Aberavon, and married
a man called Young, who keeps the Star Inn, in that town.
Saturday, September 8, 1838.
A letter received at Lloyd’s from their agent at Embden, dated the 1st
of September, says — “ In the night of the 24th ult., a ship was driven
on shore near the Isle of Juist ; the 30th ult. five men of the crew
arrived here, and upon our inquiring, reported it to be the Ceres, Cap-
tain Wight, bound with a cargo of sugar from New Orleans to Ham-
burgh, which we established through the newspapers of this city, but
which afterwards has proved false. Strong suspicion of barratry and
mutiny arising the said five men were arrested and put to trial, and we
can now from their depositions give the following authentic account :
“ The coppered brig Braganza, from Philadelphia, Captain Jolly or
Tolly, left Philadelphia on the 8th of July last, with a cargo of sugar
and logwood, bound for Genoa. About three weeks afterwards, when
the vessel was in the Atlantic, a mutiny was raised by a part of the
crew, being four of the sailors arrived here. The vessel has been un-
loaded by coasters from several quarters, part of which has been de-
v livered to the authorities ; the remainder has been stolen, together with
the stores, &c. of the vessel. Both of the mates were subjects of the
United States.”
Harbours op Befuoe, on a New Principle. — By William Tait
Civil Engineer.
[From the United Service Journal for Sept. 1838.]
- After the many and expensive efforts that have been made at Dover
Harbour, and the science and skill exerted, with very nearly as little
success, at Folkstone, to deflect the shingle past the entrances of these
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harbours, it appears almost au hopeless task to make any farther at-
tempts on the principle that has directed these endeavours. At
Folkstone, indeed, the principle may be deemed to have been carried
by the late Mr. Jessop to its utmost limits. The result, however, has
invariably been, that, whenever the angle formed by the shore and
windward pier is filled up with shingle, it finds its way into the mouth
of the harbour, forming a bar whenever the wind and tide co-operate
in a particular manner.
I have no faith in the scouring by back-water, directed through
cylinders ; it is at best found to produce but a temporary advantage :
a mere remedial measure, the effect of which may continue to last
only perhaps during the next tide, or not even so long ; for should the
wind immediately shift round some points, as from S.W. to S.E.,
nearly all the shingle would be thrown back into the mouth of the
harbour, and form a bar almost as formidable as at first. This has
often happened, and may, therefore, happen again, with more or less
frequency, and at times, too, when the obstruction to the entrance of
vessels may be attended with the most disastrous consequences.
Besides, the artificial scouring here alluded to, can only be usea during
spring tides. At other times there is not a sufficient head of water to
have any effect on the bar ; and it unfortunately so happens that
it is chiefly during neap-tides that a bar is thrown up at the mouth of
the harbour, when, if no other means of removing it be employed
than by what is termed “the scouring power,” it must remain,
obstructing egress or ingress, until the spring tides come round!
This is a comfortable state of affairs to remam quietly and tamely
under !
In designing a harbour, on a principle differing entirely from that
hitherto followed, and applicable especially to a sand or shingle coast,
I have been guided by my own personal observation, (while stationed
for several years on the Kentish coast) on the mutations of the shin-
gle, as well as by the remarks made on this subject by that intelligent
engineer, Mr. H. B. Palmer, in a paper read before the Royal Society
on the 10th of April, 1834.
Mr. Palmer has classified the actions of the sea and wind upon
the loose pebbles into three kinds. The first heaping up, or accu-
mulating the pebbles against the shore ; the second, breaking down
or disturbing the accumulations previously made ; and the third,
removing or carrying forward the pebbles in a horizontal direction.
It is not necessary for our present purpose to enter into any detailed
account of these several actions ; it will be sufficient to call attention
to one important fact, as having particular reference to the plan now
proposed ; namely, that when the shingle, in its transition, has to pass
through a narrow gorge, or rebounds against a bold rocky shore (in
place of being spread over a lengthened sloping bank, suited to its
deposit,) it continues to be borne along, ana to travel onward ; for
this obvious reason, that the water, moving forward in a body, pos-
sesses ample power to force the rolling mass of pebbles away witn it
in its course : whereas, in the accummative action, the waves, after
striking the pebbles in an upward direction, become dispersed in
receding over a gently inclined and equal surface, and are incapable,
in their exhausted recoil, of returning them to the level from which
they were forced ; wherefore they do not move on, but are accumu-
lated in heaps, and become the source of impediments and diffi-
culties.
LAW PROCEEDINGS.
709
In this way, is pointed out by nature herself a principle upon
which the shingles may be assisted to pass forward, and their accu-
mulation in any particular place prevented.
Upon this principle, then, the chief object to be had in view, it is
evident, will be to obviate the recoil of the waves in a dispersed
form, and to conduct them onward in a confined column, so as that
they may retain sufficient strength to bear away the shingle along
with them in their course, in order to prevent it from accumulating
at any projection traversing the line of its progress, such as the
angle formed by the windward pier with the shore ; and then, after
that angle is completely filled, and can hold no more, passing round
and depositing itself within the harbour, and at its mourn, as at
present, continually happens to the more or less interruption of
its commerce.
These desirable and most important objects, it is presumed, may
be attained by the construction of a harbour on a principle of isola-
tion. The site of such a harbour may be chosen on almost any
point of a sand or shingle coast : a salient point would, no doubt,
be the most favourable for our purpose, although it might be formed
in a bight, if found to be peculiarly suitable in other respects. It is
impossible to be the more explicit nere ; indeed it would be impro-
per to give any general plan, without first seeing the spot at which it
were meant to construct a harbour on this, or in fact, on any principle.
It will be evident that, if the projected harbour be completely iso-
lated, and a free and efficient passage left for the shingle to travel
uninterruptedly between it and the shore, and aided by a revetment
on the shore, it will be impossible for any accumulation to take place
either to windward or to leeward, or before the entrance of the har-
bour, to interfere with the freedom of ingress or egress, at any time ;
but that it must be carried clear away by the confluence and joint
action of the artificial and natural currents to leeward of the har-
bour. This, as must be obvious to any one at all acquainted with
the nature and action of currents of water, and having any expe-
rience regarding the movements of shingle, is a matter entirely
dependent on the figure we give to the harbour, combined always
with a due regard the several localities and circumstances at the
spot.
[To be ooncluded in our next]
Uato VrottiHinge.
Union. Salvage. — Union Steamer from Liverpool to Maryport, on 26th October
last, disabled by sea, succeeded in making Pile Harbour, towed by Windermere into
safety ; a tender of 201., refused. For the salvors, it was urged, that services ren-
dered were important; but Sir John Nichol considered the proceedings unnecessary,
that the Union was in no danger, and the Windermere had rendered no effectual
assistance. For the services rendered, 101. would have been sufficient, and the
tender should have been accepted. Tender pronounced sufficient, and each party
to pay their own costs. — Admiralty Court, 10 th June.
Ocean. Salvage. — For services of Lieutenants Caswell and Franklin, and twenty
of coast-guard station of Bearhide and Newhaven, rendered to Ocean, from Gambia,
on 16th March. Vessel ran on rocks in foggy and boisterous weather, at 2 o'clock
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710
RECORDS OF WRECKS.
in the morning. Salvors lightened the ship, so as to get her off* with next tide, and
she proceeded on her voyage. A tender of twenty guineas, refused. For salvor* it
was stated vessel (150 tons) and cargo, was valued at 4,000/. ; their great exertions
alone saved her ; Lieutenant Caswell had suffered injury; tender insufficient For
owners, contended that coast-guard had no wet foot or jacket in this duty ; their duty
it was to assist vessels in danger: considered tender sufficient Sir John Nichol con-
sidered it an important case, the vessel in a most perilous situation, it was a secondary
duty only of coast-guard to assist vessels in danger ; the Ocean’s crew were two
negroes, three hoys, the master, and mate, their exertions could not have saved the
vessel ; if merchants and underwriters knew their own policy, they should be liberal
in rewarding the zeal of coast-guard. He awarded fifty guineas to each of the lieu-
tenants, and two guineas to each of their crews. — Admiralty Court, 16//* June.
We regret to announce that the Right Honorable Sir John Nichol has closed his
useful and valuable life : he died at Ins seat in Wales. He was the second son of
John Nicol, Esq., of Llanmass, Glamorganshire, by Elizabeth, daughter of James
Havard, Esq., of Herefordshire. He was born on the 16th March, 1759, In 1765
he was placed at the free school, Cowbridge, and thence sent to Bristol school. In
1775 he was entered at Oxford, where he was immediately elected to a Founder’ s Kin-
Fellowship at St. John’s College. He was intended for holy orders, but his destina-
tion being changed, he was admitted, in 1785, as an advocate at the bar of Doctor’s
Commons. In 1787 he married Judy, youngest daughter of Peter Birt, Esq., of
Wenvoe Castle, who died in December, 1829. By her he had issue five children,
Henry John, who died an infant; Mary Ann ; Judy, married Charles Franks, Esq. ;
John, married Jane Harriet Talbot ; and Catherine, married Charles Scott Luxmore,
Dean of St. Asaph, and died November, 1830. Sir John rose rapidly into very ex-
tensive practice: in 1791 he was appointed a commissioner to inquire into the state
of the law in Jersey, with the late Sir William Grant and the late Mr. Partridge,
King’s counsel. In 1798 he succeeded Sir William Scott (afterwards Lord Stowell,)
as King's advocate. In 1802 he was elected Member of Parliament for Penryn, and
sat successively till the dissolution after the Reform Bill for that borough, Hastings,
Rye, and Great Bedwin. In 1809 he succeeded Sir William Wynne as Dean of the
Arches and Judge of the Prerogative Court, and was made a Pnvy Councillor and a
Lord of Trade and Plantations. On the death of Sir C. Robinson, in 1834, he was
appointed Judge of the High Court of Admiralty by Lord Grey’s Government, though
known to be politically opposed to it In J835 he resigned the office of Dean of the
Arches and Judge of the Prerogative Court, but he retained the Judgeship of the
Admiralty to the period of his decease. The oounty of Glamorgan is indebted to Sir
John Nicol for the introduction of the National System of Education, and the Sav-
ings’ Bank at Bridgend ; as also for the Glamorgan District Committee in aid of the
Society for the Promotion of Christian Knowledge. Blessed with an excellent con-
stitution, he attained a green old age, and he closed his long and useful career in his
eightieth year, with his faculties unimpaired, full of religious hope, and accompanied
by the respect and esteem of all who duly appreciated his public merits and private
virtues. — Cambrian.
lUtort* of mutt*.
The Forfarshire Steamer. — Left Hull 5th September for Dundee, with fifty-
three passengers and crew— Weather boisterous — heavy sea — could keep no water in
boiler — wind increased from N.E. with rain and sleet— -4 a.m. 6th, boiler gave way —
pumps set on — two furnaces drawn — damages repaired— continued on voyage — off
Berwick— wind more violent from N.N.E. — leak In boiler increased — deckjrampc
unable to clear boiling water — firemen unable to perform their duty — towards even-
ing brought to off St Abbs’ Head to examine condition— engine reported incapable
of working — midnight— destruction evident— fore and aft sails 'set to clear a the Jand
— gale continued — thick fog — vessel drifting towards Shields — 3 a.m. 7th," light of
the Fara islands seen — Captain directed anchor to be .cleared — mate proceeded to haul
up cable— rushed to the boat, followed by others of crew — boat drifted about with them
— in four hours picked up by a Montrose sloop, and carried to Shields— passengers
warned of danger — on boat leaving vessel she struck'on the outer F arn — parted in two,
fore-part remaining on the rock, after-part drifting to southward with many passen-
gers, some, it is said, in their berths — scene of horror ensued too dreadful to be
described — fore-part of vessel, including engines, ’remained on rock — great exertions
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NAVAL CHRONICLE.
711
by persons on Fam islands and on mainland to rescue sufferers clinging to vessel —
daughter of light-house keeper behaved heroically — was the means of inducing her
father to go off in a boat amidst the heavy sea fully a mile off, she herself taking an oar
— Lieut. Brenton, of coast-guard, distinguished himself also — nine persons thus saved.
The following remarks on the subject of a proper inspection of all steam-vessels, in
the* justness of which we quite agree, are taken from the Edinburgh Courant.
“ It cannot fail to impress more and more the necessity of some efficient super-
intendence over the machinery and management of these vessels to which is now
committed life and property to so great an extent The agency of steam, surpassing
as it does the power of the wind and waves, has, in its application to navigation,
given a certainty to sea voyages never before known, and has in a measure converted
the ocean into a common highway for all travellers, and for the conveyance of pro-
perty to a vast amount That it may be rendered subservient to these great objects,
we have no doubt ; but in conflicting with the terrible power of the ocean and the
tempest, it seems indispensable that overy thing should be in the best possible con-
dition — that nothing should be trusted to chance — that no weak or vulnerable point
should be left open to the inroads of the raging waves. How forcibly ’does the dis-
astrous fate of the Dundee steamer impress the necessity of taking precautions
against carelessness, where so many valuable lives are at stake! We understand
that the Forfarshire set sail from Hull with her boilers in bad repair, and imperfectly
mended ; no doubt, if the weather had been calm and moderate, the vessel, even
with crazy machinery, would have reached her destined port But what security
have we in this proverbially uncertain climate for calm weather and a smooth sea ?
Who, when there was so much at hazard, would trust to the faithless ocean ? The
leak in the boilers imperfectly mended appeared when the vessel reached Flam-
borough Head, and again when off Berwick ; and at last the engineer reported that
the engine would not work. The cause of this calamity therefore will be attributed
to the defective and worn out machinery, for which a deep responsibility lies with
those who have the charge of preparing these vessels. * * * When we consider
the grief, the wide spread misery and ruin to families thus occasioned by these unex-
pected calamities, it is scarcely possible to suppress a feeling of deep indignation on
reflecting that vessels with such a precious cargo of human life, should be sent out to
sea so ill- appointed, with such crazy machinery— and not, indeed, sea-worthy. The
engineer, in his affidavit, had no hesitation in stating, that the machinery would have
wrought, and the boilers would supply steam, “if it had not beenowing to the great
sea rolling and pitching the vessel,” — from which it would appear that the vessel was
only fitted for a calm sea ; but not for any of these gales which frequently occur in this
climate at this season of the year. * * * As a preventive of mischief it seems highly
necessary that the machinery of steam- vessels should be superintended by a competent
engineer, and that a guarantee should thus be taken for the efficiency of the engines,
to which so many individuals, ignorant of the risk, daily trust their lives.
There is another circumstance which is stated in all the accounts that are given of
this melancholy shipwreck, which is well calculated to excite the public indignation.
We observe that the seamen, with the first and second mates, deserted the vessel before
she struck, and took to the boat, leaving the helpless passengers to their fate. It is
scarcely possible to conceive a proceeding more selfish and unfeeling, less character-
istic of British seamen, and in every view more unwarrantable. The master and
crew of the vessel are responsible for the safety of the passengers — it is to their care
that they trust their lives ; and to desert them in the hour of need— to leave them
without mercy to perish in the ocean, as must have been their fate after the vessel
was abandoned by almost every seaman, is a breach of a sacred duty, which not only
calls for reprobation, but should almost bring them within the reach of the criminal
law. There were, it appears, two boats in the vessel ; and if the crew had been men
of courage and humanity, resolved to do their duty, they would have consulted with
the master, when they might perhaps have manned the two boats, and saved a con-
siderable proportion of the passengers. But coolly to leave the whole passengers to
perish — not even to consider whether it was practicable to save a portion of them along
with themselves — this is conduct which can scarcely be described in terms of adequate
severity, and which will stick to them as a merited reproach to the end of their lives* —
Glasgow Constitutional.
Howard Castle, Whaler. — Capt T. Emmens, on Coast of California. Left
Monterey, 30th December, for Cape San Lucas — 7th January, 4h. 30m. a.m., wind
fresh at W.N.W., high sea running — struck on a sunken rock off Coast of California,
in a bight called Pescado Blanco— master and crew (thirty-one persons) took to boats.
One landed on 3rd February, at Mazatlan.
712
NEW BOOKS.
Statement op the Packets.
British Post-
age of a Single
Letter to or
from
Lon.
2s 6 d
2 7
2 2
2 6
I Palm.
Is 7d
1 8
a 2
1 11
2 6 2 8
2 7 1
3 6 2
2 2 1
8
7
3
FALMOUTH STATION.
Lisbon
Madeira
Spain
Gibraltar
C Malta, Greece, >
< and Corfu. )
f Egypt & India.
Madeira >
Brazil )
America
Every Saturday.
Every 2nd Sat
Every 4th Sat
1st Tuesday in
each Month.
1st Wed. ditto.
2 2
8 1
3 1
2 2
1 3
2 1
2 1
1 8
3 12 1
{ Jamaica, Lee- i
ward Islands >
La Guayra y
Mexico & Havaima|
{ Jamaica, Lee- }
ward Islands >
Carthagen a y
1st Day in every
Month.
I — 15th ditto...
-15th ditto..
Last Packets sailed.
Iberia, Sept 17
, Sept 17 |
Tagus, Sept 3
H.M.B. Alert,
Sept 7
H.M.B. Skylark,
Sept 8
H.M.B. Pigeon,
Sept 3
H.M.B.Express,
Sept 17
H.M.B. Magnet,
Sept. 17
Next Packets doe.
Royal Tar,
Sept 80
H.M.B. Lyra,
Oct. 26
H.M.B. Delight
Oct 6
Ranger, Oct 26
Linnet Sept 20
'Tyrian, Oct 10
The Return op the Packets is calculated thus*. — To and from Jamaica,
12 weeks ; America, 2; Leward Islands, 12 ; Gibraltar, 20 days ; Malta, 53 days;
Brazil 20 weeks; Mexico, 11.
From August to January inclusive, the packet touches at Pernambuco and Bahia
on her outward passage to Rio Janeiro, and the other six months on her homeward.
New Books
An attempt to develope the law op Storms. By means of Facts
arranged according to place and time, and hence to point out
a cause of the variable Winds. By Lieut. Col. W. Reid y C.B.
This is one of the most important books which have been pre-
sented to the seaman since the days of Hadley and Maskelyne. We
shall spare our own comment at present on the laudable exertions of
the Colonel to make room for the following extract of the proceed-
ings of the late meeting of the British Association which will
give our readers some idea of the Colonel’s book : —
u The business commenced by the reading of a short paper 1 On Storms,* by Lieut-
Col. Reid, of the Royal Engineers, with occasional comments, viva voce, in which
he brought forward and unfolded one of those subjects which will make the meeting
of the British Association memorable in the annals of science. Its importance in
every point of view cannot be overrated, though the gallant Colonel, with a modesty
so honourable, to really original and extraordinary efforts in a walk hitheito
neglected, though bearing so much upon the interests of mankind^ liberally attri-
buted much of its merits to Mr. Redfield, an American, who had first called his
attention to it, and made light of his own labours in collecting a volume of facts
with an industry and zeal above all praise. The colonel observed that he broached
no theory, but had brought these data together, to lay them before the able mea
whom he was sure to meet at this assembly.
“ ‘ A Report, explaining the progress made towards developing the Law of Storms;
and a statement of what seems further desirable to be done to advance our know-
ledge of the subject* By Lieut- Col. W. Reid, Royal Engineers. 1 Having been
ordered, in the course of a military duty, to the West Indies in 1831, I arrived at
Barbados immediately after the great hurricane of that year, which, in the abort
space of seven hours, killed upwards of 1400 persons on that island alone. I was
or two years and a half daily employed as an engineer-officer amidst the ruined
NEW BOOKS.
713
buildings, and was thus naturally led to the consideration of the phenomena of
hurricanes, and earnestly sought for every species of information which could give
a clue to explain it The first reasonable explanation met with, was in a small pamphlet
extracted from the ‘American Journal of Science/ written by W. C. Redfield, of
New York. The gradual progress made in our acquaintance with the subject of
storms is not uninteresting. The north- sea storms on the coast of the United
States of America had attracted the attention of Franklin. One of these storms
preventing his observing an eclipse of the moon at Philadelphia, he was much sur-
prised to find that the eclipse had been visible at Boston, which town is north-east
of Philadelphia. This was a circumstance not to be lost to such an inquiring mind
as Franklin’s. By examination he ascertained that the north-east storm came
from the south-west : but he died before he made the next step in this investigation.
“ ColonelCapper, of the East India company’s service, after having studied meteor-
ological subjects for twenty years in the Madras territory, wrote a work on the winds
and monsoons in 1801. He states his belief that hurricanes will be found to be
great whirlwinds ; and that by placing a ship in these whirlwinds may be ascertained ;
for the nearer to the vortex, the faster will the wind veer, and subsequent inquiries
have proved that Col. Capper was right in his opinion.
“Mr. Redfield, following up the observations of Franklin, probably without
knowing those of Col. Capper, ascertained that, whilst the north-east storms
were blowing on the shores of America, the wind, with equal violence, was blowing
a south- west storm in the Atlantic. Tracking Franklin’s storms from the south-
ward, he found, throughout their course, that the wind in opposite sides blew in
opposite directions ; and that in fact, they were whirlwinds, their manner of revolv-
ing being always in the same direction. By combining observations on the baro-
meter with the progressive movements of storms, Mr. Redfield appears to have
given the first explanation of its rise and fall in stormy weather, and my inquiries
confirm his views.
*• The first step taken by me in furtherance of the inquiry, was to project maps on a
large scale, in order to lay down Mr. Redfield’s observations, and thus to be better
able to form a judgment on the mode of action of the atmosphere. These maps,
which have been now engraved for publication, are the Charts I. and II. of those
laid before the Association. The w'ind is marked by arrows ; on the right hand of
the circles the arrows will be observed to be flying from the south ; on the left hand,
coming back from the north. The field of inquiry which this opens can be but
simply indicated here : to proceed in a satisfactory manner with the study, it being
a new one, requires that the proofs be exhibited step by step ; this I have done by
printing what I have collected and arranged. The inferences drawn from the facts
appear very important, and the further pursuit of the inquiry well deserving the
attention of abler men than myself. The manner in which I followed up the inves-
tigation has been to procure copies of the actual log-books of ships, to combine their
information with all that I could obtain on land, and thus compare simultaneous
observations .pver extended tracks. On Chart VII. are thirty-five ships, in the
same storm, the tracks of several crossing the storm’s path, and the wind as
reported by the ships, corroborated by the report from the land. The observa-
tions of ships possess thisjgreat advantage for meterological research, that merchants
log-books report the weather every two hours, and the log-books of ships of war
have hourly observations always kept up. After having a variety of storms in
north latitude, I was struck with the apparent regularity with which they appear
to pass to the North Pole, and therefore, led to conclude that, in accordance with
the order of nature, storms in south latitude would be found to revolve in a pre-
cisely contrafy direction to that which they take in the northern hemisphere. I
earnestly sought for facts to ascertain if this were really the case ; and I had
obtained much information to confirm the truth of it, before I was at all aware that
Mr. Redfield had conjectured the same thing, without, however, having himself
traced any storms in south latitude. Chart VIII. represents the course of a very
severe hurricane, encountered by the East India fleet under convoy in 1809,
aud it is strikingly illustrative of the truth of this important fact If storms
obey fixed laws, and we can ascertain what those laws are, the knowledge must
be useful to navigation ; but to apply the principles practically, requires that seamen
should study and understand them.
“ The problem so long desired to be solved, viz., on which side to lay-to a ship in a
storm, I trust is now explained. By watching the veering of the wind, the direction
in which a storm is falling may be ascertained. The object required is, that the
wind, in veering, should veer aft instead of a- head, that a vessel may come up instead
ENLARGED SERIES. — NO. 10 — VOL. FOR. 1838. Vx<
714
NEW BOOKS.
of having to break off. To accomplish this, the ship must be laid on opposite tacks,
on opposite sides of a storm ; but the limits of this paper render it impossible to
attempt an explanation in detail. The researches which have been carried into the
southern hemisphere, afford a very interesting explanation to the observations of
Captain King in his sailing directions for the southern extremity of America, viz.,
that the rise and fall of the barometer in southern gales corresponds with the rise
and fall in high northern latitudes ; east and west remaining the same, but north and
south changing places. This is a strong corroboration of what I trust I have now proved.
Five connected storms, which occurred in 1837, and followed each other in close
succession, possess an interest altogether new, for they afford us a clue towards ex-
plaining the variable wind3. Since these whirlwinds revolve by an invariable law,
and always in the same direction, every new storm changes the wind. Thus, the
hurricane of the middle of August, 1837, traced on Chart VIII., had hardly passed
towards the Azores with the wind in the southern portion of it, blowing violently at
the west, when another storm, coming from the south, and bringing up the ship
Castries with it, at the rate of seven or eight knots an hour, reversed the wind to east
The storms, expanding in size and diminishing in force, as they proceed towards the
poles, and the meridians at the same time approaching each other, gales become
huddled together, and hence, apparently, the true cause of the very complicated
nature of the winds in the latitude of our own country. Since great storms in high
latitudes, often extending over a circular space of 1,000 miles, the length and
breadth of the British islands afford far too limited a sphere for their study ; and this
is the chief reason which induces me to address this society.
“ Nations should unite to study the atmospheric laws. By exchanging the observa-
tions made at the light-houses of different countries, reports would be obtained along
the whole coast of the civilized world. If the merchant log-books, instead of being
destroyed, as they frequently are at present, were preserved in depots, each great
commercial port keeping its own, they would greatly assist in giving observations
upon the sea, and along the coasts. After the same manner, the meteorological re-
ports within the interior of different nations should be exchanged, and we should
then soon be able to trace the tracks of storms over almost the entire globe.
“ When I had obtained satisfactory proofs that storms in the southern hemisphere
revolve in opposite directions to that which they take in the northern, and saw the
magnet, when in conjunction with the Voltaic battery, exhibit a similar phenomenon,
making contrary revolutions on the two poles, it gave again a novel and increased
interest to the inquiry. I have since, with the assistance of Mr. Clarke, of the Low-
ther Arcade (with whom I placed an 841b. hollow shot for the purpose of experiment,)
found that rotations may also be exhibited off the poles ; but I have not yet had
time to try further experiments with this shot, fitted up after the manner of Barlow's
magnetic globes. During this investigation I have also endeavoured to ascertain the
law by which water- spouts move ; for they, doubtless, follow some fixed law. After
many fruitless researches, I have obtained two instances : one of which is from
Captain Beechey ; where there appears no reason to doubt that the explanations
given are correct.
“ It is remarkable that, in these two examples, which occur in opposite hemispheres,
the revolutions are in opposite directions, but both in the contrary direction to great
storms. The double cones in a water- spout, one pointing upwards from the sea, the
other downwards from the clouds, mark it as a phenomenon of another kind ; and
we ought to observe whether the cloud above and the sea below revolve in the same
directions with each other. To ascertain their electrical states would be also highly
interesting ; and this may not be impracticable, since the great hydographer Hors-
burgh actually put his ship through a small phenomena of this description (when navi-
gating the Indian Ocean) ; and this step he hazarded for the purpose of examining
their nature. The apparent accordance of the force of storms with the law of mag-
netic intensity, as exhibited by Major Sabine’s report to this society, is also veiy
remarkable ; and I had looked forward to its being printed with great interest, in
order to make the comparison. It is frequently remarked with wonder, that no
storms occur at St. Helena. I felt, therefore, much curiosity to know the degree of
magnetic intensity there, and was not a little struck at finding it the lowest yet ascer-
tained on the globe. Major Sabine’s isodynamic lines, to express less than unity,
are only there, and they appear, as it were, to mark the true Pacific ocean of the
world. The lines of greatest intensity, on the contrary, seem to correspond with the
latitudes of typhoons and hurricanes ; for we find the meridian of the American
;nagnetic pole passing not far from the Caribbean sea, and that of the Siberian pole
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NEW BOOKS.
715
through the China sea. To the charts I have annexed an engraving of a meteoro-
logical table, as registered at Birmingham, by Mr. Osier’s anemometer, and endea-
voured to make better known the successful efforts of Mr. Whewell and Mr. Osier,
to measure the wind’s force. It is very desirable that these beautiful instruments
should be placed beyond the limits of our own islands, particularly in the WesL
Indies and at the Cape of Good Hope, where they may measure the force of such a
storm as no canvas can withstand — that which reduces a ship to bare poles. It is
not only to measure the wind’s greatest force that it is desirable to multiply these
anemometers, and place them in various localities, but that we may endeavour, by
their means, to learn something more definitive regarding the gusts and squalls of
wind which always occur in great storms.”
“ The paper was heard throughout with much applause, and at its close the same
sentiment was loudly expressed. Our readers may form a very familiar idea of the
subject by causing the water to circulate in a basin, which will represent the violent
circular motion of the storm-wind, with a calm in the centre of the vortex. Suppose
this to be also moving onward, at no greater rate than about seven miles an hour,
and you have the correct notion of the result of Col. Reid’s observation. Near the
equator the law is more constant ; but when a succession of storms reach northern
or southern latitudes beyond the tropics, (as where we are placed,) their mixture and
interference is the cause of our more variable winds.
“It is remarkable, that water-spouts, in both hemispheres, obey altogether opposite
laws, and that their gyrations proceed in opposite directions to the gyrations of the
storm.
“Professor Bache addressed the meeting; and (after complimenting Col. Reid on
the handsome manner in which he had attributed so much praise to his countryman,
Mr. Redfield, while he might have so justly appropriated it to himself,) stated that
Mr. Redfield’s opinions had been controverted by Mr. Epsy of Philadelphia, whose
papers were published in the American “ Philosophical Transactions,” and those of
the Franklin Institute. Mr. Epsy held that storms were created by winds blowing
into a centre made by condensation of the atmosphere ; and he, Mr. Bache, had
himfcelf surveyed the course of a land tornado, in which all trees, buildings, &c., had
fallen inwards, as if this were the true exposition of the phenomenon. From the
centre he presumed that the air rushed upwards ; and thus the tempest continued.
“ Professor Stevelly explained his views, and compared the motion of the aerial
phenomenon to that of water running out of a tub, in the bottom of which a small
hole was made.
“ Sir John Herschel spoke highly in commendation of Col. Reid’s paper, and of
the important consequences to which the further investigation of the subject and the
accumulation of data must lead. He illustrated it by an amusing allusion to Franklin,
who, when contemptuously asked by a sailor, * What has any landsman ever done in
inquiries of this kind ?’ replied, ‘ Why, they have done one thing ; for landsmen
invented navigation!’ A knowledge of the present subject would teach seamen how
to steer their ships, and save thousands of lives. Sir John suggested that the Gulf
Stream might be connected with the theory involved in this investigation ; and also
that the trade winds might throw a light upon the phenomena which it presented.
He also alluded to the spots observed on the sun, which, by analogy, might bear
upon it, as he considered them, without doubt, to be the upper apertures of great
hurricanes passing over the disc of that luminary’, the atmosphere moving anal-
ogously to our trade winds, and being disturbed by certain causes, precisely as the
earth’s atmosphere might be.
We shall conclude this extract with a cordial recommendation to
every seaman to study “ Col. Reid’s Facts on the Law of Storms.”
Land Sharks and Sea Gulls. By Capt. Glascock, R.N. London,
Bentley. '
It is easy to foresee that the author of the Naval Sketch Book will
be no less welcome with his new yarn under the foregoing quaint
title, than he was long ago with his excellent sketches of naval cha-
racter. There are some capital portraits shown up, under the name
of “ Land Sharks and Sea Gulls,” with admirable truth and spirit, of
the bar, the senate and the church, and albeit ofJack himself, both
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716
NEW BOOKS.
in and out of his own darling element. We promise the reader who
will take up the book a treat for his pains, and when we say it abounds
with fun, free from overstrained improbabilities, it is no small recom-
mendation. George Cruickshank has also had his share of it to
perform.
Dictionary op Arts, Manupactures, and Mines ; containing a
clear exposition of their principles and practice. By Andrew
The present day abounds with matters of real utility as well as
others, light and flimsy in the literary way, but among the former,
the very name of the work before us claims for itself a prominent
place. A Dictionary of such matters as are stated in the title, how
truly valuable from the able master-hand of Dr. Ure. The present
we perceive is the first number of this work, to be completed in
ten monthly parts. We give it our hearty recommendation and
shall watch its progress with satisfaction.
Proposed Plan for improving Dover Harbour by an extension
op the South Pier Head, &c., &c. By Lieut. Worthington, R.N.
Assuredly Lieut. Worthington deserves well of the people of Dover,
for the pains with which he has devoted himself to the subject of
improving their harbour, an achievement we may say, which the
numerous attempts hitherto made, have all failed to accomplish —
although it is our own opinion that Lieut. Worthington’s plan, if
executed, would assuredly follow in the train of its predecessors, even
if the sea were merciful to his proposed “ extensions,” and, which
there is too much reason for supposing it would not be, — although
this may be our opinion, we do not consider ourselves authorized
to sit in judgment on it. But anticipating failure in any shape, and
therefore desirous to Bee both the creait of a work as well its expense
saved ; we trust that the authorities of Dover will pause before they
undertake to perform that proposed by Lieut Worthington. Dover
Harbour has long been filling up, and there is no reason for doubting
it will continue to do so, ana if it be desirable to preserve that har-
bour it must be done by some other plan than that here proposed.
It ought to be preserved, there can be no doubt, and we hope by
some means or other that it will be.
I. The Mariner's Latitude and Longitude ready computer.
II. The Book of Formulce, for finding the Latitude at sea, &c.
T. Hurst, St. Paul’s Church Yard.
We venture to say that those who once begin the use of formulce in
working their observations, will not forsake them but by necessity.
The above are by Mr. Thomas Beverly, lately in the merchant trade,
and therefore, being beside, an astronomer and mathematician, well
calculated to supply (he wants, in his own way, of his brother mari-
ners. — The idea is exceedingly good, and if carried out to all kinds
of celestial observation, would do much towards the safe navigating
of our merchant shipping. With this opinion we need scarcely say.
that, formulce ought to be generally adopted both in the Royal and
Mercantile Navy.
Digitized by Google
PROMOTIONS AND APPOINTMENTS.
717
Deepening the Beds of Navigable Rivers. — We have been
much gratified by the perusal of a very simple and we have no
doubt efficacious plan, by Mr. Tait, Civil Engineer, for deepen-
ing the Beds of Estuaries and Navigable Rivers. It has, we
are informed, been submitted to that public spirited body the Mayor
and Coiporation of Liverpool. We are anxious to hear of the suc-
cess of its practical application, as we have very little doubt that, if
adopted, it will be the salvation of that most important river, the
Mersey.
Promotions and Appointments.
Promotions.
Lieutenants, — A. Kennedy, H.G., Hawkins, G. Ogle.
Masters, — L. C. Bailey, S. Haynes, W. Every, C. Tozer, T. R. Lord, W. T.
Wheeler, C. H. Dillon, D. Duncan, R. W. W. Miller, J. Cater, R. Frampton, W.
Barrett, R. Salmond, A. B. U shorn, W. Langdon, D. S. Edwards, W. Parsons,
J. C. Hutchings, D. Craigie, S. Lark, G. Grant, H. Mapleton, T. B. Codnor,
G. H. SkeacL
Surgeons, — J. Munro, C. R. Airy, J. Chegwyn, E. P. Cole, A. L. Panchen.
Pursers, — G. Wallis, J. Gregory, S. Brookesley, J. T. Hemer, R. M. Jeffrey,
P. O. Connor, J. Westwood, J. C. Heathman, T. R. Hallett, W. Wilkins.
Appointments.
Action, 26, — Lieutenant, E. Pierce ; Second- Matter, H. Webb ; Vol., E. Lam-
bert, H. V. A. Powlett ; Clerk, J, Hutchings- Ascension Island, — Surgeon, W.
T. Ballantine. Astr^ka, 6. — Surgeon, J. M‘Ternan. Athol, — Lieut., A. M. Fair-
man ; Master- Assist., C. Maitland. Bonetta, — Mate, G. S. Boys, Britannia,
120, — Mate, C. Hawkey; Vol., W. Drummoni Buzzard, — Mate, R. D. Aldrich.
Coast-Guard, — Commanders, H. R. Stutt, C. Parker ; Lieutenants, H. Blair, D.
Leary. Cornwalllis, 74, — Lieut s., F. Lowe, J. A. Gordon. Devonport, Harbour -
Master, W. Walker; Assistant- Master, J. Henderson. Edinburgh, 74, — Mate, G.
D. Keane, H. S. Mick leth waite. Excellent, — Lieutenant, B. J. Wilson ; Mate,
A. P. Greene ; Midshipman, W. Cudwoll. Grecian, 16, — Commander, W. Smith.
Harlequin, 16, — Commander, Lord F. Russell. Hastings, 74, — Purser, J. D.
Jones; Mate, F. Rose; Second- Master, W. Woody ear ; Mates, F. T. Cheetham, J.
Fisher, C. F. Chmmo; Clerk, E. A. Smith. Herald, 18, — Lieutenant, D. B. Bed-
ford. Hercules, 74, — Mates, W. L. Rees, J. E. Risk, J. Gordon. Hermes, St V M
W. B. Ballard. Hornet, 6, — Assistant- Surgeon, W. Hobbs. Inconstant, 36,
Lieutenant, J. W. Noble. Magnificent, 74, — Clerk, J. C. Aldridge. Melville,
74, Clerk, C. F. Niblet Niagara, on Lake Ontario, — Surgeon, A. C. McLeroy.
Northstar, 28, — Lt. J. C. Robinson. Ocean, 80, — Lt. G. Williamson. Orestes,
18, Lieutenant, J. Rawstorne; Mates, J. Franklin, W. Parsons; Vol., T. T. Hamby;
Assist-Master, J. Studwell. Pembroke, 74, Lt., T. Stewart, Mates, G. R. Snow, R.
Smith. Penguin, Packet, Act.-Master, J. Ryan. Petral, Packet — Lieutenant, W.
Cooke ; Act-Master, R. Thomas. Pique, 36, Clerk, W. J. Whitefield. Pilot, 16,
Mid., N. K. Wacey. Poictiers, 74, Lieuts N. Williamson, P. Bisson. Princess
Charlotte, 104, — Mate, B. Le Mesurier. Royal Adelaide, 104, — Assistant-
Surgeon, J. Dunse, H. Edmunds ; Mate, E. K. Barnard. Royal Georoe Yacht
Second-Master, — H. B. Harris. San Josef, 110, — Assistant- Master, H. B. Cum-
mings. Racer, 16, Commander, G. Byng ; Purser, J. N. Nicolas. Rodney, 92,—
Lieutenants, W. F. Burnett Hon. C. Elliott. Roll a, 10, — Lieutenant, C. Hall.
Rover, 18, — Commander, T. M. Symonds ; Lieutenant, H. Bunco ; Master, E. P.
Cole ; Purser, R. T. Keep ; Asistant-Surgeon, J. Maclean ; Clerk, T. E. Keep. Sea-
flower, Assistant -Master, J. Hughes. Skylark, Packet — Assistant- Master, G.
Johns. Seringapatam, 46, Assistant -Surgeon, W. Roberts. Talavera, 74,—
Clerk, W. H. Harris. Victory, 104, — Chaplain, E. Winder. Volcano, St V., Clerk
in Ch., R. Parker.
Movements of Her Majesty’s Ships in Commission.
At Home.
Acheron, St V., 23rd August, launched at Sheemess. African, St V., Capt.
Beechey, 13th August, arrived at the Isle of Man. Apollo, 46, 16th September,
arrived at Portsmouth from Dublin, with troops. Athol, 28., JM^Bellamy, 8th
718
PROMOTIONS AND APPOINTMENTS.
August, sailed from Plymouth for Cork. Buzzard, 3, 13th August, commissioned
at Plymouth. Columbine, 16, Commander Henderson, 24th August, sailed from
Portsmouth for the Cape of Good Hope. Curlew, 10, Commander Norcott, 1st
September, arrived at Portsmouth from Africa. Gorgon, St. V., Commander
Dacres, 31st August, arrived at Portsmouth from the Nore. Herald, 18, Captain
Nias, 30th August, left Plymouth for East Indies. Hercules, 74, Captain T.
Nicholas, 11th September, sailed from Plymouth for Cork and Gibraltar. Magi-
cienne, 24, 18th September, arrived at Portsmouth from Lisbon. Meteor, St V.,
Commander D. Pritchard, 5th September, sailed from Plymouth for Scilly Isles.
Pettral, 28th August, commissioned at Plymouth by Lieutenant W. Cooke.
Pilot, 16, Commander G. Ramsay, at Plymouth, fitting. Pique, 36, Captain
E. Boxer, 6th September, at Sheemess from Portsmouth. Rover, 18, commissioned
at Plymouth, by Commander T. C. Symonds. Royalist, 10, 3rd September, paid
off into ordinary. Spitfire, 6, St. V., Lieutenant Commander H. Kennedy, 24th
August, arrived at Plymouth from Gibraltar ; 31st, sailed for Woolwich to be paid
off. Tribune, 24, Captain Tomkinson, 24th August, sailed from Portsmouth for
Lisbon. Vernon, 50, commissioned by Lord John Churchill, fitting at Sheerness.
Abroad.
Andromache, 28, Captain L. Baynes, 3rd August, arrived at Quebec. Arrow,
10, 25th July arrived at TenerilFe, and sailed for Falkland Islands. Asia, 84, Capt
W. Fisher, sailed from Malta to the westward. Barham, 50, Captain A. L. Corry,
29th, sailed from Malta for the westward. Beagle, 10, St. V., Commander T. C.
Wickham, 17th April, King George’s Sound. Blazer, St. V., 23rd August, sailed
from Malta for Gibraltar. Caledonia, 120, Admiral Sir B. Stopford, 29th July,
sailed from Malta for westward. Calliope, 28, 30th June, at Rio from Valparaiso,
9th July sailed. Castor, 36, Captain E. Collier, 27th July, sailed for Barcelona.
Ciiarybdis, 3, Hon. Lt Gore, 8th August, Prince Edward’s Island. Confiaxce,
2, Lt Stopfire, 6th August, at Malta from Naples, 26th sailed for Palermo. Conway,
28, Captain C. B. Drinkwater, 21st April, Hobart Town. Cornwallis, 74, Capt
Sir R. Grant, 9th August, sailed from Quebec for England, 21st, Halifax. Fire-
fly, St V., Lieutenant T. Pearce, 1st August, at Alexandria from Beront, 14th
sailed from Malta. Fly, 18, Commander R. Elliott, 28th April, Valparaiso. Har-
lequin, 16, Commander T. E. Erskine, 31st August, Gibraltar. Hermes, St V.,
Lieutenant W. Blount, 16th August, arrived at Gibraltar; 24th, arrived at Malta.
Imogen e, 28, Captain H. W. Bruce, 12th April, Callao. Inconstant, 36, Captain
D. Pring, 7th August at Quebec. Jaseur, 16, Commander F. M. Boultbee, 21st
August, sailed from Malta for Barcelona. Lark, 4, 4th July* sailed from Jamaica
on a cruize. Lightning, St. V., 20th August, arrived at Ostend from Woolwich.
Madagascar, 46, Captain Sir J. S. Peyton, 2 1st July, at Quebec from Halifax;
2nd August sailed from Quebec. Magi cienne, 24, Captain Mildmay, 21st August
sailed for the Levant; 4th September, Lisbon. Malabar, 74, Captain Sir W. A.
Montague, 4th August, arrived at Quebec from Halifax. Medea, 4, St. V., 11th
August, sailed from Halifax for Prince Edward’s Island; 12th, arrived and sailed
again for Halifax; 16th at Quebec. Meg^era, St V., Lieutenant Goldsmith, 24th
August, sailed for Malta from Ionian Islands. Nautilus, 10, 11th July, at Ascen-
sion. Nimrod, 20, Commander T. Frazer, 21st June, arrived At Vera Cruz.
Pearl, 20, Capt Lord Clarence Paget, 1 1th August, sailed for Halifax. Pembroke,
74, Captain F. Moresby, 29th July, sailed from Malta for the westward. President,
52, Flag of Rear Admiral Ross, 29th May, sailed from Valparaiso for Callao.
Racehorse, 18, Commander M. H. Crawford, 3rd August, arrived at Prince
Edward’s Island from Gaspe ; 8th sailed for Quebec. Raleigh, 18, Commander
M. Quin, 21st May, arrived at Madras from Trincomalee. Rhadamanthus, St V.,
Commander A. Wakefield, 29th July, sailed from Malta for the westward,* 6th August
returned to Malta. Rodney, 92, Captain H. Parker, 29th July, sailed from Malta
for the westward. Russell, 74, Captain Sir W. H. Dillon, K.C.H., 4th September,
Tagus. Samara no, 25, Capt W. Broughton, 3rd July, arrived at Rio from Buenos
Ayres. Scorpion, 10, Lieutenant Commander C. Gayton, 24th August, arrived at
Valencia from Barcelona. Scylla, 16, Commander Hon. J. Denman, 4th September,
Tagus. Seringapatam, 46, Captain J. Leith, 10th July, sailed from Barbadoes
for St Lucia; 16th returned. Skipjack, 5, Lieutenant J. Robinson, 21st July,
left Shelborne for St John’s, New Brunswick. Sparrowhawk, 16, Commander
J. Sheppard, 13th July, arrived at Rio from Bahia, Stag, 46, Commodore T. B.
Sullivan, 30th June, at Rio from Valparaiso. Talavera, 74, Captain W. B. Mends,
3rd August, at Malta from Gibraltar. Talbot, 28,27th July, arrived fc a| Malta ;
Digitized by vjOOs c.
BIRTHS, MARRIAGES, AND DEATHS.
719
8th August, sailed for Smyrna. Tribune, 21, Capt Tomkinson, 4th September, at
Lisbon. Trinculo, 16, Commander H. £. Coffin, 31st July, at Cadiz. Tyne, 28,
Captain T. Townsend, 21st August, sailed from Constantinople with dispatches.
Vanguard, 80, Captain Sir T. Fellowes, 29th July, sailed from Malta for the west-
ward. Vestal, 26, 18th August, arrived at Quebec from Bermuda. Victor, 16,
19th May, arrived at Madras from Kedgeree. Volage, 28, 17th June, arrived at
the Cape of Good Hope from Rio and Plymouth ; 30th, sailed for India. Volcano,
St V., 16th August, arrived at Gibraltar from Malta, Wasp, 16, Lieutenant Crozier,
29th, sailed from Malta for the westward. Weazle, 10, Commander John Simpson,
9th August, arrived at Malta ; 18th, sailed for Barcelona. Wizard, 10, Lieutenant
Commander E. L. Harvey, 10th July, arrived at Bahia ; 17th, sailed for Pernambuco.
Wolverine, 16, Commander Hon. E. Howard, 16th August, arrived at Gibraltar
from Malta; 21st, sailed for the eastward. Zebra, 16, Commander R. McCrea,
21st, sailed from Madras for England.
mvtifB.
On the 3rd. Sept, at Southsea, the wife
of Mr. Gulliver, Purser R.N. of a son.
At Shroton, Dorset, the Lady of Capt.
Ryves, R.N. C.B. of a daughter.
On the 7th, Sept, at Boulogne- sur-
Mer, the Lady of Capt G. Tupman, R.N.
of a son and heir.
At Titchfield, on the 3rd. Sept the
Lady of Capt Anderson, R.N. of a son.
JUtarriaaes.
On the 13th, Sept at Mansel Gamaege,
in the county of Hereford, the Rev. Ed-
win Hotham, second son of Adml. Sir
William Hotham, K.C.B. to Harriet,
youngest daughter of Sir John Geers Cot-
terell, Bart of Gamons.
At Kingston, on the 1st Sept by the
Rev. Dr. Morgan, Chaplain of her Ma-
jesty’s Dock-yard, John Powney, Esq.
Captain R.N. K.H. of Orizava, near
Chudleigh, Devon, to Isabella Carleton,
eldest daughter of the late Wm. Willie,
Esq. of North End Cottage, near Ports-
mouth, Purser, R.N.
At Bishop’s Hull, on the 30th, August,
by the Rev. Proctor Thomas, Lieut Wm.
Maclean, R.N. ninth son of A. Maclean,
Esq. of Ardgour, and of Lady Margaret
Hope, to Fanny, daughter of the late J.
Charter, Esq. of Lynchfield House, Somer-
set
At St. Pancras Church, on the 1st.
Sept. John Thomson, Esq. of Devonshire
Street, Portland Place, to Anna Maria,
only daughter of the late Capt. John Hud-
son, R.N.
At Wrenbury, Cheshire, J. W. C. Star-
key. Esq., of the Madras Army, to So-
phia, daughter of the late Capt R. Camp-
bell, R.N.
At Charles Church, Plymouth, on the
22nd of August, by the Rev. Septimus
Courtney, John Garrett Russell, Esq., of
BusseUton, Western Australia, son of
the late Rev. W. M. Bussell, of Portsea,
to Charlotte, relict of the late John Cook-
worthy, Esq., and daughter of the late
Captain Peter Spicer, .R.N.
On the 8th Sept, at All Saints* Church,
Maidstone, Edward Frederick Leeks, Esq.
Solicitor, of James street, Buckingham-
place, to Ann, only daughter of James
Lowry, Esq., M.D. R.N., of Maidstone.
At Sidney, New South Wales, on the
10th April, John Roach, Esq., Comman-
der of her Majesty’s colonial cruizer
Prince George, to Eliza, eldest daughter
of J. Nicholson, Esq., R.N. Sydney,
N.S.W.
On the 1st Sept., Commander Powney,
R.N., K.H., of Chudleigh, Devon, son
of the late P. P. Powney, Esq., M.P. for
Windsor, to Isabella, youngest daughter
of the late W. Willie, Esq.
States.
At Portsea, on the 26th, July, Retired
Commander John Good, aged, 69.
At Portland-place, Morice-Town, sud-
denly. Mr. R. Burstall, Master, R.N.
(1797.)
At Weedville, North Britain, Henry,
Best, Esq. Purser, R.N. 1802, aged, 62.
At Jubbulpoor, in the East Indies,
on the 14th, November, 1837, Thomas
Mounsteven Bremer, son of the late Com-
mander James Bremer, and grandson of
the late Capt. James Bremer, R.N.
At Southsea, on the 28th, August, Capt
W. Simpson, R.N. aged, 49.
At Bovisand, on the 26th, August, Mr.
Richard Turner, Master, R.N., Queen’s
Harbour Master at the Port of Plymouth.
At Douglas Castle, North Britain, on
the 30th, July, the Htm. Capt George
Douglas, R.N., brother of the Right Hon.
Lord Douglas.
At Cowes, Frederick, third son of Capt
E. Ratsey, R.N.
At Brighton, at his residence on the
Grand 'Parade, Thomas Pearson Croas-
daile, Esq., Commander, R.N.
Digitized by LjOOQIC
720
METEOROLOGICAL REGISTER.
Lately on the Coast of Africa, Mr. Cole,
Assistant Surgeon, and Mr. Barrow, Mate,
both of the Scout sloop-oLwar.
Near Chichester, on the 18th August,
sincerely and deservedly beloved and re-
gretted, Anna Maria, wife of Lieut. Mac-
namara, R.N.
On the 7th Sept., at Terrington, in Nor-
folk, in the 89th year of her age, Lady
Anne Hamond, widow of the late Sir
Andrew Snape Hamond, Bart., many
years Comptroller of the Royal Navy.
At Torquay, on the 14th August, Mr.
Edward 8pencer, Master R.N., aged 68.
Lately, Mrs. Bunce, relict of Joseph
Bunce, Esq., Commander, R.N., Uuion-
street, Stonehouse.
In Cobourg-street, Plymouth, on the
7th Sept., suddenly, Commander Henry
Payne, R.N., 1814.
Meteorological Register,
Kept at Croom’s Hill, Greenwich, by Mr. W. Rogerson, of the Royal Observatory.
AUGUST, 1838.
I
a
§
s
£
Q
M
1
Barometer,
In Inches and
Decimals.
Fahrenheit's
Thermometer !
In the Shade.
WlND. |
Weather.
Quarter. js
Strength.
9 A.M.
3 p.m.
X
<
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X
si
oo
Min.
i
a
A.M.
P.M.
1 1
Morning.
Evening.
In Deo.
In Dec.
0
O
0
0
21
Tu.
2935
29-39
63
65
56
70
S.W.
S.W.
7
8
Qbc.
Qp, (31
if
W.
29*26
29.25
60
64
52
65
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S.W.
9
7
Qbcp. (2)
Qbcp. (3)
iff
Th.
2946
29-56
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62
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64
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N.W.
6
6
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3
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S.
30 08
30 06
57
62
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3
3
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n
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3011
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59
68
52
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3
3
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Be.
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M.
3014
3015
67
74
58
75
W
N.W.
2
2
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' B.
28
Tu.
80.10
66
78
62
79
s.w.
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1
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29
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29.82
29-98
59
57
57
59
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N.
7
8
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Th.
3016
8016
53
63
42
64
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N.W.
3
4
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B.
SI
F.
3016
KH
66
45
.67
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W.
2
2
B.
B.
Depth of Rain fallen = 0*95 inches
SEPTEMBER 1838.
l
8.
3010
30 09
6. '
66
49
67
W.
S.W.
2
2
Be.
B.
2
Su. 1
3014
30-16
GO
68
56
69
W.
w.
1
2
Bern.
Bern.
3
M.
3019
3015
58
67
50
69
W.
s.w.
2
2
Bern.
Be.
4
Tu.
29-97
29-87
56
72
45
72
S.W.
s.w.
3
3
B.
Be.
5
W.
29-62
29-54
67
72
55
73
s.
s.
6
7
Qbc.
Qbc.
6
Th.
29-30
29-29
57
64
57
65
8.
s.w.
3
4
Or. (2)
Bcp. (3)
7
F.
29*36
29-36
61
67
55
68
S.
8.
4
3
Be.
BctL
8
S.
29-63
29-75
49
53
48
55
N.
N.
6
7
Od. (2)
O.
9
Su.
80-20
3024
48
58
39
59
W.
N.W.
2
3
Bern.
Bern
10
M.
30-39
30-43
47
57
42
58
w.
N.
1
1
Bfm.
Bm.
11
Tu.
30*53
30*53
48
58
88
58
N.
S.W.
1
1
Bfra.
Bm*
12
W.
80-49
30-45
54
64
43
65
S.W.
s.w.
1
2
Bm.
Bm.
13
Th.
30 31
30-25
61
64
49
65
S.W.
S.W.
1
2
O.
O.
14
F.
8013
3011
58
66
49
68
s.w.
s.w.
2
2
B.
Og.
15
S.
3010
30-06
59
64
57
66
N.E.
N.E.
1
2
Otn.
Bern.
16
Su.
30-06
3004
1 54
66
48
70
S.W.
N.
1
1
Fbm.
B.
17
M.
30*06
30 08
1 59
65
53
68
N.E.
N.E.
2
2
Be.
Be.
18
Tu.
30 04
30 00
1 58
62
50
64
N.E.
N.E.
4
4
Be.
o.
19
W.
29-94
29-88
55
57
54
58
N.E.
E.
S
2
Or. (2)
Od. (3.
20
Th.
29*85
29-85
| 56
61
! 53
65
W.
W.
3
3
Be.
Bcp. (3)
Note, — T he Aurora Borealis appeared conspicuously on the evenings of August 22nd, Sept
13th, 15th, and 16th. Sept 11th, the grass in Greenwich Park was white with hoar frost this
morning at sun-rise.
LONDON : T. STANLEY, PRINTER, 17, BARTLETT'S BUILDINGS, BOLBORN.
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Google
Digitized by
ORIGINAL PAPERS.
November, 1838.
I
Nrw Shoals in the China Sea, Coast of Palawan. By Capt.
J. H. Brown.
In several former numbers of the Nautical Magazine we have given
the positions of dangerous shoals in the China sea ;* and we are now
enabled, by the zealous attention of the Commander of the ship
Arabian, for the safety of his brother seamen, to lay before them
the positions of some new and important dangers, which we recom-
mend them at once to transfer to their charts. Such communications
as these will do much for the security of the difficult navigation of
the part of the China sea in question ; and we may briefly assure
Capt. Brown that the information to which he alludes, respecting
Palawan, will be no less welcome to the pages of the Nautical.
Caxfton, February 1st, 1838.
Sir, — W ell knowing your laudable wish and endeavours, to make
public the position of any new dangers, I hasten to give you the
earliest information of the situation of some Coral Banks or Shoals
in the China sea hitherto unknown.
By insertion in your very highly esteemed publication, you will
oblige a constant reader,
And, Sir,
Your very obedient Servant,
J. H. Brown,
Commander of ship Arabian.
On the 8th January, 1838, on our passage to China by the Pala-
wan, standing to the northward, wind N.E., at lOh. 30m. A.M. passed
close to windward of a coral patch, with apparently five or six fathoms
over it, blowing fresh and a good deal of sea : could not lower a
boat to determine. It lies in 10° 30' N., 116° S^E.
Same day, laying up east on the larboard tack, at 3h. 30m. p.m. came
suddenly into shoal water. Saw the coral rocks very distinctly
under the ship’s bottom. Hove the lead over, first cast had five
fathoms, and mark five above water for a few casts. Put the helm
up, and ran to the southward a few minutes, until we gradually
deepened to thirty fathoms, and no bottom.
* See p. 224, rol. 1837, and p. 601, vol. 1836.
ENLARGED 8ERIBS. NO. 1 1. — VOL. POR 1 838. Digitized by
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NEW SHOALS IN THE CHINA SEA.
We appeared to be on the southern edge of an extensive coral flat,
extending N.E. and N.W. of us, some miles by sight, for chronometer
taken immediately we came off the shoal ; this part of it lies in long.
116° 58' E., or 4' east of the Bombay reef, which we left yesterday,
and lat. 10° 35' N., in which we observed at noon, having made a
due east course.
The following day, 9th, at 9 a.m., standing to the northward, with
a fresh wind from N.E., and a heavy head sea; came again into
shoal water : coral rocks seen very close to our keel, but before we
had the lead forward passed over the ridge into twenty-eight fathoms.
I must here observe that the look-out at the mast-head was, in both
cases, very bad, neither shoals being announced ; although from
experience I know coral shoals can be seen from the mast-head at a
good distance when the sun is behind, which was the case in these
instances. From 9 to llh. 30m. a.m., ran eight miles on a N.N.W.
course in irregular coral soundings : least water, by the lead, eleven
fathoms, but at times we apparently had much less from the proximity
of the coral rocks.
We entered upon this flat in lat. 10° 39' N., long. 117° 22' E.;
came off in lat. 10° 46', long. 117° 17'. The longitude computed
from a series of sights, before and after noon ; the latitude by a good
meridian altitude, four observers, and clear weather. In passing
over this bank the water appeared very shoal east and west of us :
lying in ridges in that direction.
January 11th, at 6 p.m., standing to the eastward, came again into
shoal water : saw the black rocks under the bottom. We were at
this time in long. 118° 50' E., by sights taken an hour and half before ;
lat. 11° 7' N., (the bearings taken a short time previous). The
Table land on Palawan, S.E. by E. £ E. : northermost land E. by N.
£ N., and not less than thirty miles off the nearest land. Tacked and
stood off, least water by the lead thirteen fathoms, deepening sud-
denly to 50 and 100 fathoms : no bottom. This lies further out than
any of the patches found by Capt. Ross. I am confident as to the
above position being correct, corroborating the latitude by stars on
both sides, north and south.
By reference to the chart a line through the centre of the Sea-horse
bank, W, by S. £ S., and E. by N. £ N., cuts the centre of each of
the above shoals or banks.
I must also observe, that I made all the principal reefs on the
western side of the channel, as regular as mile-stones, and as far as
my abilities and good watches can determine, they are correctly
laid down.
But the Viper shoals do not exist as breakers in the position
assigned them on the charts, as we were on the site of each at clear
noon-day.
Neither does the Pensyl vania, as breakers, laid down N. by W. f
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CAY ARBNA8.
723
twenty miles from the Bombay reef, as I crossed its position very
close, and directly from the above reef. It is to be regretted that
those numerous Pensylvanias are not specified as shoals or breakers,
as it is not unlikely that the first coral patch seen by us was one of
the said shoals; but they had always been represented to me as
breakers, and as such I kept looking for them. I could say much
about the Palawan, but I am intruding on your patience.
J. H. B.
To the foregoing information we are enabled, by the attention of
Capt. Washington, R.N., the invaluable secretary of the Geographical
Society, to add the following important extract from a Log-book : —
Extract from the Log-book of the ship Argyll, Thomas Sandy s,
Commander, dated Palawan Passage, November 12th, 1837.
“At half-past eight, a.m., saw coral rocks close under the ship's
bottom, with not more than four or four and half fathoms water on
them. Hove in stays, and while going about, the ship’s heel appeared
close down upon the rocks. Having no lead in the chains, did not
sound at the time ; but after running east three miles, (the water still
continuing discoloured,) luffed up and got a cast of the deep-sea lead.
Had twenty-seven fathoms, coral : lat. brought back from noon by
observation 11° N., long., by chronometer, by two sets of good
sights, 117° 32' E., having steered due east from the time of being
on the shoal*”
R. G. Laicy.
Cay Arenas, Gulf of Mexico.
Cay Arenas is composed of a mass of coral heads usually termed
brain stones. The windward side is formed entirely of this coral,
but the others are intermixed with fine and coarse sand. The deposit
from the boobies, and other birds, has raised this mass to a height
of eleven feet above the ocean ; and on the southern extreme, a
beacon of stones has been erected, the top of which is twenty
feet above the sea. Equal altitudes, two days from Alacran, gave
meridian distance 6' 51" 5 west, and stars, north and south,
22° 7' 10" north. Instead of a spacious bay, as in the Admiralty
chart, we found the anchorage a miserable cove, in which there
is scarcely room for three small vessels, and by no means a
pleasant place to be caught with a westerly wind. A vessel should
anchor under the windward reef in six or seven fathoms, in preference
to this cove, and she will have sufficient room to get under way
should the wind come from that quarter. Light variable southerly
winds and calms generally precede them. We had a regular norther
here on the 18th of April ; a sure indication of which is the rising of
the barometer. In this instance it amounted to 0 in. 40, a great rise
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CAY ARBNA8.
for this climate. The gale lasted two days, but we rode it out very
well, in comparatively smooth water under the windward reef.
The channels between the reefs are distinctly seen from aloft.
Should the weather be dark, however it is not so : then run with the
extreme west end of Cay Arenas, bearing N.N.W. £W., until it
subtends an angle of 85° with the easternmost or Stoney Cay ; or
when this bears N.E. by E., then haul up and choose your anchorage
in ten, seven, or five fathoms ; observing, close under the reef, there
is more shelter from S.E. winds, which at times throw in a heavy
swell. Should the wind be at N. or N.E., run with west end of the
Cay Arenas, S.W. by S., until Stoney Cay subtends an angle of
95°; or when it bears S.E. by E. JE., then proceed as before.
The tides here are precisely the same as at Alacran. It was full
moon on the 9th April, about eight in the evening. The same care-
ful man at the tide pole, on the 10th observed it to fall from 8 a.m.
to 6 p.m., seven inches, and on the following day, from six to six,
twelve inches. Wind from E.N.E. to S.E. by E. If this is not
caused by the wind, it is a regular twelve hours tide. High water
at full and change, about 5 a.m., the fall being about one inch per
hour. Fish and birds are much the same as at Alacran. Seals are
also found here of the smooth-haired kind of North America,— a
distinct species from the fur seals of the South Seas. We killed
several, and got about twelve gallons of good oil from each. This
Cay, the Serranilla, and the Baxo Nuevo, to the southward of Pedro
Bank, are scarcely ever visited by fishermen ; and are the only ones
we found seals on. One boat made her appearance, but on seeing us
put back for the main. I very much doubt if the seals are plentiful
enough to make it worth following up solely ; but, combined with
fishing and turtling, it may be so. It is worthy of worthy of remark,
we had but one shower of rain in the two months March and April
The north coast of Yucatan is the most devoid of change of feature
that I have ever seen ; it is composed of white sand and shells. The
ridge just above high-water mark is the highest, being about twenty-
five feet ; but much is covered with bushes and shrubs, and the
beach can be seen five or six miles from a height of eight feet. The
small elevations are clumps of black mangrove trees, growing in
swamps from 50 to 100 feet The great mass are of the cabbage
palm, which is seen on the peninsula of Largatos particularly.
Here the bushes, exposed to the wash of the sea, are white from
the quantity of dried salt on them, giving them the appearance of
sandy cliffs at a short distance. The ill-defined rounding point
named Colorado, I consider is in lat. 21° 36' 20" N., long. 88° 0' 0"
W. Here the Santa Martha is said to have been wrecked, 840
fathoms off shore. She would have grounded at a greater distance
on any other part of the shore, between this and Sisal ; but there
cannot be a more safe coast to approach by the lead.
ROCKY MOUNTAINS OF 80C0TRA.
725
A Ramble amidst thb Rocky Mountains of Socotra.
By Lieut. J. 22. Welsted, F.R.S. 9 F.R.A.S., 8$c. Author of
u Travels in Arabia
Read jrt a late Evening Meeting of the United Service Museum ; and extracted
from the United Service Journal.*
(Continued from page 610.)
I shall now give some account of the general configuration and
productions of the range. The Jebel Hadjar, or rocky mountains,
cover a tract of country about ten miles in length and seven in
breadth ; they expose a number of sharp parallel ridges, crossed by
steep valleys. On the northen, the side we ascended, they are more
precipitous than on the southern. Above the crest or saddle crossed
by these valleys the range rises into rugged and pointed peaks of
very unequal elevation. They are sometimes connected by j ola-
teaux of limestone, and not unfrequently a considerable portion
of the same formation may be perceived borne up between two
peaks, or wrapped in folds around their shoulders. With the excep-
tion of some solitary dragon’s-blood trees, the roots of which find
sufficient nourishment in the clefts and hollows of the rock, the gra-
nite spires are wholly destitute of trees or vegetation, but are covered
with a yellow and red moss, much used for dying by the natives.
From the plains below, on a clear day, this variety of colouring,
when the sun is shining on them, produces a very peculiar and strik-
ing effect.
The four largest valleys, commencing at their eastern, and taking
them in succession towards the western extremity of the range, are
Wadis Jumal, Kishin, Alletu, and el Zeray. Near the saddle or
crest I have before alluded to, they are very shallow and straight, but
in their progress downwards they are joined by several transverse
valleys, and their course is very tortuous ; again, however, becoming
more direct as they approach the plains. In their centre a stream of
greater or less magnitude, according to the season, winds its way.
The power these mountain torrents must acquire after heavy rains is
manifested by the rounded form as well as romantic confusion of the
huge boulders which every where line their bed, evincing that many
of these fragments, thirty or forty feet in diameter, must have been
twirled about like pebbles in a brook. All these valleys are in other
respects very similar in their general features ; they are very thickly
wooded with the trees common to the plains below. One, Wadi Aiitf
four miles to the E.S.E. of Tamarida, is worthy however of sepa-
* Our excellent contemporary complains of our want of courtesy in not acknow-
ledging the source from whence we derived this article ; we assure him the omission
was unintentional, as we always feel great pleasure in stating to whom we are indebted
for valuable information. — E d. N.M.
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726
ROCKY MOUNTAINS OP 80C0TRA.
rate notice. It has the most fertile soil, and affords the finest pasture-
age for cattle, in the island ; in its centre there is a copious stream of
water bordered bj a broad and beautiful turf or sward, in which, at
the period of my visit, many sleek cows were feeding.
The lower ranges of this group of mountains are composed of
limestone and feltspar : the latter passing, without any line of distinc-
tion, as it advances upwards, into a reddish-coloured granite ; below,
the texture of the rock is exceedingly coarse. Quartz crystallizations
of an uncommon size, occur, sometimes nearly as large as a hazel nut.
The peaks or spires are of the same colour, but the granite is of a
finer and closer texture. From below they appear sharp-pointed as a
needle, but at this view they assume the form of truncated cones, and
are composed of large blocks, arranged perpendicularly, and resting
against each other. These are again intersected by vertical fractures,
and are crossed at various heights by horizontal ledges. The same
arrangement may be observed whenever the naked rock appears at the
base of the spires, where the largest fractures take the direction of the
valleys and are crossed by others extending in a direction perpendicular
to them. In the valleys mica slate is found in large blocks, and also
associated with the common grey granite. The common mountain
limestone, as well as a bluish crystalline primitive limestone, is also
found, together with fragments of gneiss and serpentine ; but I did
not observe these formations as of the limestone capping the sum-
mits or on the shoulders of the granite spires, nor indeed in any other
situation than as I have described them. In one of the hollows on
the ea9t side of the island (a kind of natural amphitheatre, about three
miles in circumference), in a naked precipice about 3000 feet in per-
pendicular height, the line of junction between the limestone and
granite formation is beautifully exposed to view. In some places the
upheaving force has been insufficient to protrude the peaks through
the tabular mass above, in others they have done so and carried a very
considerable portion, as I have already noticed, with them.
Beautiful and fertile valleys occur in every part of the range ; they
possess the richest soil, and the quantity of ground which is elsewhere
susceptible of cultivation is very great. The table-land connecting
the peaks, and also the sides of the mountains, might, as in India, be
very soon cleared of their wood by fire during the S.W. monsoon,
and the ashes would add to the capabilities of a soil already rich and
of a great depth. What a change might not the industry of a few
seasons make in the country ! The fruits of intertropical climates,
and the vegetables of more temperate regions, would, I have little
doubt, be found to thrive equally well. Grain might be cultivated in
Wadi Aiuf, and amidst the well-irrigated grounds at the skirts of
the mountains, as well as on their summits and sides. For the lat-
ter it may be as well to observe, that in some parts of India, but more
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ROCKY MOUNTAINS OP SOCOTRA.
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generally in Java, there is grown a description of rice called moun-
tain-rice, which, unlike the common grain, requiring to be two-thirds
of its growth under water, is planted on the sides of hills in situa-
tions where it can receive no other supply than that which it gathers
from the rain. Or it might be planted at the commencement, and
reaped at the termination of the N.E. or rainy monsoon.
Yet with all these advantages, excepting in times of drought,
when they form a refuge as pasturage-grounds for the greater portion
of the stock on the island ; is the countiy wholly neglected by the
natives. The long grass, which is equal in luxuriance of growth to
that of an English meadow, is, owing to the ignorance of the natives
as to the process of making hay, trodden under foot and spoiled.
The shores of both Africa and Arabia are almost wholly destitute in
these parallels of vegetation or trees ; and at a first view it appears
strange that an island but a short distance removed from them, and
in fact on a level with their more parched and arid plains, should
possess such an exuberance of vegetation ; but the causes on examina-
tion are evident.
Both monsoons, as they approach it, become considerably cooled
by their passage across a great expanse of water : in the north-east
monsoon the sky is usually overcast, and, while in the countries I
have mentioned some months were to elapse before the termination
of the dry weather, Socotra enjoyed frequent and copious rains due
to her granite mountains, the lofty peaks of which obstruct the
clouds, causing then! to deposit their aqueous particles, to feed the
mountain stream, or precipitate themselves in plentiful showers over
the surrounding country. During the south-west monsoon, in place
of the dark, cloudy weather and rain which marks this season in India,
we had clear and cloudless skies, and the stars shine forth with un-
common brilliancy ; at a period in the south-west monsoon, when the
wind was blowing nearly a hurricane, and when the gusts swept down
from the mountains with a force almost irresistable, throwing up the
water in sheets, and keeping our masts to the height of the tops
continually wet with the spray, we had, with the exception of a dense
white canopy of clouds, formed like the “ table cloth ” over the table
mountain at the Cape, the same clear cloudless weather. With
respect to their natural productions, a large collection of flowers and
plants was made during my stay ; but as I know little of them at
present beyond their mere local names, I shall, as a means of further
illustrating the nature of the soil and climate, merely enumerate the
most useful and common.
The first rank is due to the orange-tree, called, in the Socotrean
language, Tenashur; they are found in every part of the granite
mountains, but rarely at a less elevation than 2000 feet above the
level of the sea. The Bedouins assert, that they continue to bear
fruit throughout the year ; the fruit clusters on them very thickly, but
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ROCKY MOUNTAINS OP SOCOTRA.
although equally large and fine looking with the cultivated orange, it
never appears to attain a perfect state, being both acid and bitter
The tamarind-trees are of a noble size, and, as their branches spread
a good deal, the space underneath affords good shelter for the
Bedouin and his flocks : they are very numerous at the lower portion,
but are seldom found at the summits of the mountains.
The tuk-tree, a species of wild fig, is found here ; its branches
possess that same remarkable quality which attracted so much atten-
tion in the Ficus Indica : they grow pendant until they obtain fresh
root, and thus extend their foliage over an enormous extent of ground.
The Ukshara, producing a fruit in form and in its clustering appear-
ance resembling the wild grape, but too acid for useful purposes, and
the Zeeruf, merit, also, attention ; the latter bears a small red berry,
in taste and appearance resembling the cranberry. But the tree
which appears to flourish with the utmost luxuriance of growth is the
dragon’s-blood tree, (Dracaena Draco,) which appears to increase in
magnitude the higher we ascend. Those which are met with near
the summit of the granite spires are more than double the size of
those at the skirts of the mountain ; when young they have usually
but one stem, and no branches, the leaves being disposed in the form
of a star round the upper part ; but as they get older they may be
seen with three, four, and even five stems. These branches con-
sist of a number of elongated tubes united together, but much con-
tracted in size at their point of junction, which is so irregular that
they usually appear awry. From the extremity of each branch a
cluster of leaves rises perpendicularly, which are disposed in a cir-
cular form radiating from the centre ; they are sword-like, and of a
corcaceous nature, the outer being from ten to fourteen inches in
length, and measuring about two inches and a half at the base, where
their breadth is somewhat extended. These are larger than the inner
circles, and have also less curvature. The branches are thickly
interwoven in the most fantastic and tortuous shapes, but the foliage,
assuming a more regular and better defined outline, rises in a semi-
circular shape over the summit. Their appearance at a distance is,
therefore, that of an inverted cone supported by a thin cylinder. The
bark of the tree is of a lead colour ; the wood soft and spungy, having
their longitudinal fibres extending along it : the roots spread very much,
partially intersecting each other near the surface. Few of them ex-
tend to any depth, and, like those of the wild fig-tree, they may fre-
quently be observed seeking sufficient nourishment from the soil lodged
in the cavities of the rocks. The Bedouins consider the tree to be of
different sexes ; the male, they say, produces no gum, which exudes
so spontaneously from the female tree, that it does not appear neces-
sary, on any occasion, to make incisions. There are two kinds of
gum, but that called Moselle, of a dark crimson colour, is esteemed
the best. Soon after the setting in of the south-west monsoon is consi*
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ROCKY MOUNTAINS OF SOCOTRA.
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dered to be the period most favourable for collecting it. Trees
growing in the most elevated position produce the greatest quantity,
which does not agree with the received opinion of naturalists, viz. that
a greater quantity of gum exudes in a hot than a cold temperature.
The only esculent vegetables which are found on this range are
a species of wild yam, called toifut, which serves the natives with
respect to their other food the same as bread does to us. The supply
lasts through the year, and both the Arab and Bedouin are equally
fond of them, and the former bring them from the hill and exchange
them with the latter for iowarae, or dates. They are cooked by being
placed on sticks over boiling water. We tried this and several other
methods, but found them in all cases much less farinaceous than the
yam. In addition to these the natives use the roots of several kinds
of fern and other edibles of the same description. We have subhare
bhaire, or wild rhubarb, the stalk of which is very palatable ; seve-
ral kinds of sorrel, and a description of water-cress found on the
sea-shore, which boil well as vegetables.
I have noticed these several productions, because they may prove
of service to some vessel hereafter touching here. Whalers some-
times do so, and their crews are not unfrequently suffering from
scurvy, for which lime-juice is strongly recommended. The oranges
found on these hills form an admirable substitute ; but a few days be-
fore my arrival on this occasion, one of these vessels, not, in all pro-
pability, knowing of the existence of these, had recourse to a method
of cure noticed by Dampier, and some of the old Buccaneers. The
patient, after being stripped, was buried in the bed of a fresh- water
stream near the sea shore, his head alone being left above the surface.
In this position he was kept for two hours, and is said to have
greatly benefited by the operation.
The whole of the middle and the lower portions of these moun-
tains are covered with trees and bushes. As we advance upwards
these become severally more stunted, the grassy spots occur more
frequently, which are wholly clear of them ; at the height of 2,000 feet
a fine clover first makes its appearance, intermingled with which the
rosemary, lavender, liburnums, and several varieties of balsams, with
many other odoriferous herbs and flowers. These continue to the
utmost altitude of the granite spires; a considerable quantity of ver-
dure is also nourished in those spots, which are sheltered by the trees
from the heat of the sun’s rays ; but, as we ascend more rapidly, not
a crevice of the rock but affords some tree or flowers. The fissures
in the granite spires, which from below have the appearance of nar-
row streaks and lines, are now perceived to be ledges, containing
a quantity of soil, and nourishing dragon’s blood trees, and large
bushes.
After I had passed some days on the delightful spot where I had
first taken up my residence, I moved to an adjoining mountain, Jebel
ENLARGED SERIES. — NO. 11. — VOL. FOR 1838.
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ROCKY MOUNTAINS OF SOCOTRA.
Raggud, which forms one of the chain nearly encircling Tamarida.
On my first ascent from the plain, over the roots of the mountain, the
road continued over a gravelly soil, on which was deposited a thin
layer of limestone broken into small fragments : bushes and trees
continue the whole distance. The surface of the upper part of the
mountain forms an irregular plain about three miles at its widest and
two at its more contracted limits. The whole of the plateau is
crossed by narrow ridges of limestone rock, which rise up into sharp
and rugged peaks, presenting a singular difference to the usual tabu-
lar appearance of that formation ; in other parts the disposition of the
rock differs but little from what is elsewhere observed ; they ascend
in a gentle slope in the direction of the greatest length of the masses,
terminating in mural precipices from 400 to 700 feet in depth, as on
the granite mountains narrow horizontal ledges extend along the face
of these, nourishing numerous trees and bushes, their verdant hue
contrasting in a singular manner with the grey and weather-beaten
appearance of the rock, and giving it, what in real reality it does not
possess, an appearance of stratification. The rock, in common with all
other mountain limestone, is very cavernous ; and I observed in some
of these hollows, very splendid stalactitical formation, formed by the
constant dripping of water from above. The surface of the rock
within exhibits a succession of rounded masses perforated by nume-
rous cavities : these caverns are used both as places of residence
for the living and the dead : one of th£m, the most magnificent and
extensive I had found on the Island, was 250 yards in length, in
breadth 175, and height 87 yards. Within the interior, masses hung,
as it were, suspended in the act of falling from the roof at the
entrance : at the very centre the arch drooped, and rested on a rude
sort of a pillar : the dimensions and form of this vast cavern were in
accordance with the solitary magnificence of the whole scene : the
entrance was in a measure blocked up by a huge overhanging rock,
which excluded the rain, while it preserved the interior from the heat
of the sun’s rays : circular stone walls, with low narrow doors, divided
the interior into different apartments, each of which appeared to be
occupied by the same family ; the number in one was eight, and
allowing an average of four in others, it gives forty inhabitants in this
lonely retreat amidst the mountain wilds. A place in each, as with
other oriental dwellings, is set apart for the females, and called the
haram. It has been observed, with some show of justice, that orient-
als are less sensible of the charms of natural scenery than Europeans;
but some of these dwellings are most picturesquely situated in wild
and solitary glens : their entrance is not unfrequently wholly con-
cealed from view by the hardy and umbrageous foliage of the wild fig,
the roots of which possess the instinctive quality of traversing the rock
and following its irregularities until they find a sufficiency of soil
to nourish them. The darker hue of the herbage around, produced
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ROCKY MOUNTAINS OF SOCOTRA.
731
by the odure of their cattle, was frequently*the only clue to the exist-
ence of these habitations. But the most singular purpose to which
these caverns are applied is as places of interment : a portion near
the inner extremity was selected, and divided from the rest by a wall ;
the body was then placed therein, and partially covered with earth,
but no coffin was used. Those who were added were deposited in
alternate layers, the head of one occupying the position of the feet of
the other. The custom of burying the dead in caves is of great anti-
quity ; we find mention made of it at the commencement of the
records of Holy Writ. The natives tell me they have long since
abandoned the custom, and their dead are now buried in the same
manner as with other Mahommedans.
They have, however, on such events, retained a custom now pecu-
liar to themselves ; when a near relative is about to die they send
out and collect as many bullocks as their means will admit of their
purchasing, which, when the event takes place, are slaughtered and
sent round the neighbourhood. I was acquainted with an old man
in Tamarida, who had made these preparations under an impression
that his wife would not survive many days, and he told me in confi-
dence that he had already fixed his eyes on a younger and more comely
maiden to supply her place; but an unexpected change took place
which escaped his mind in all his calculations — he died himself, just
as his disconsolate widow recovered, to pay, by the distribution of
his cattle, due honour to his memory.
Jebel Raggud is destitute of other water than that left by the rains
in the hollows and cavities of the rocks. The natives have preserved
a curious tradition respecting the disappearance of one of the swamps
which are formed on the loose soil : some cows, with their tenders,
had gone to a spot they had for years been in the habit of visiting ;
the ground suddenly sank beneath and overwhelmed them. The
hollow is at present about 200 feet in depth ; it was, I have little
doubt, one of those numerous caverns which everywhere abound in
the formation, partially covered by a thin layer of earth.
I kept a register of the climate during the time I remained in
these mountains. The transitions from heat to cold are sudden in the
mornings and the evenings, but during the day the thermometric range
is very limited : in the morning the air continues very cool, until the
sun rises over the summit of the eastern mountains ; at noon, pro-
vided there was no wind, which was rarely the case, the heat of the
aim was very considerable, but the instant it sinks behind the western
mountains the air again becomes cool. In a house the transitions
would not, of course, be so observable ; and I may remark, more-
over, that the station which I occupied received but for a short period
the sun’s rays. I found here, and on several other visits I made to
the mountains, that a superior current of air frequently sweeps down
from the higher points in a direction quite contrary to the wind pre-
732
IlOCKY MOUNTAINS OP SOCOTKA.
vailing below, which would sink the thermometer several degrees.
It must be observed that the climate, besides being subjected to these
sudden variations, was not wholly free from thp usual disagreeable
accompaniment of highland regions ; the summits of the lofty peaks
obstruct the clouds in their progress, so that from sunshine and clear
weather a few minutes brings dense fogs and drizzling rain ; yet is this
more than compensated for by the clear, pure, and unclouded atmo-
sphere we enjoy at others. If possible, the nights are more pure than
the days ; and the moon’s rays reflected from the smooth and grey sur-
face of the granite mountains produce an effect I have rarely seen
equalled.
The degree of humidity which was also exhibited after sunset and
before sunrise, (rarely a few degrees above the point of saturation,) was
also very great ; our tent in the morning was usually found wet through,
and the grass and bushes were everywhere dripping with moisture ;
it was impossible to move for some hours without getting completely
drenched.
I may here, in the hope they will prove of service to future
travellers, give insertion to a few remarks which suggest themselves
to me.
There are several methods of ascertaining the mean temperature of
mountain regions, of which the most common are —
1. By supposing the heat to decrease at certain rates as we advance
above the level of the sea.
2. By the temperature of copious springs.
3. By long continued observations of the thermometer.
Mine was observed at 9 h. 13 m. a.m. which, by vol. x. of the
Edinburgh Philosophical Transactions, is the hour in the morning
when the mean annual temperature takes place; the mean daily
minimum is a little below 5 h. a.m., and maximum 2 h. 40 m.
I had Leslie's hygrometer, which Daniel recommends to be used at
2h. 40 m, This instrument was invented by Professor Leslie, and is
by some called the Thermometric Hygrometer ; its use is to mark
the difference of temperature produced by evaporation, and is fully
described in the Encyclopaedia Britannica.
I am surprised, considering their extensive utility, that we have no
well-constructed portable mountain barometer. I had one on this
occasion constructed by Gilbert ; it differed from others in the mode
of fixing the zero of the scale ; a screw attached to the lower part of
the bag raises the surface of the mercury to do this. To prevent,
however, the frequent accidents which have occurred by its weight
breaking the tube, the instrument was filled at the station where it
was required to be used. A glass cistern was affixed to the tube by
four steel screws : but the plan does not answer — the screws rusted,
the glass cylinders snapped, or the mercury could not be prevented
from escaping. I managed, however, to use it jt .fo^ y ascertaining the
QUALIFICATION OF OFFICERS OF MERCHANT SHIPPING. 733
daily variations in the height of the column. These were once sup-
posed to be confined to the vicinity of the Equator, but they are now
known to extend to every part of the globe, and, according
to Humboldt, not only at the level of the sea, but 12,800 feet above
it. I wished, as more observations were much required, to compare
their range with that of those carefully noted on board the vessel.
As was my usual custom on such journeys, I mixed much with the
natives, living in their huts with them. Desirous of remaining close
to their herds on those occasions, when they bring them from the
plains below to browse here, they erect huts of loose stones, neither
side of which exceeds seven or eight feet ; more filthy habitations
can scarcely be conceived, and they swarm with vermin. Those
which are not thatched are usually covered with earth, and goats and
sheep may frequently be observed feeding there. The mountaineers
inhabiting this range are usually of a hardy race, yet, from being so
lightly clad, and from exposing themselves at all hours to the wind
and rain, intermitting fevers are by no means uncommon among them.
Most of the cases I saw had assumed the tertian type, and this
was the form it took whenever those who accompanied me were
attacked.
The result of my enquiries and observations on this range induced
me to strongly recommend that it should be selected as a station for
the troops. How bitterly it is to be regretted that my suggestion
va 8 not adopted ! the whole of the first detachment, including their
officers, with the exception of one, died two months after they
landed; but the second, with better judgment, were at once
marched to the summit of the mountains, where, until they were
recalled, they enjoyed a climate equal to that of England, and not
a fatal case occurred amidst them.
Socotra enjoys so many advantages of position, that, now steam-
navigation between the east and west is occupying so much discus-
sion, attention has been constantly drawn to it. It lies directly in the
route of ships coming from the Red Sea, the entrance to which it
may be said to command — and also in the track of vessels proceeding
from Europe to India — advantages which will, in all human pro-
bability, at no very distant period, compel us again to occupy it.
On the Qualification of the Officers of Merchant
Shipping.
Mr. Editor, — When I forwarded you the paper on this subject
which appeared in the number of the Nautical for the month of
March last, I did so with the view of directing public attention to a
grievance that few will deny exists to an extent perfectly unparalleled
in any other nation on the face of the globe, and of suggesting a
course to pursue that was, in my opinion, the only p^e
734 QUALIFICATION OF OFFICER8 OF MERCHANT SHIPPING.
time likely to tend to its removal. I need scarcely observe, therefore,
that in doing so I anticipated that my suggestions would meet with
the support which a measure of so much importance so imperatively
called for. Greatly, however, to my surprise, a paragraph from
“ Brittanicus” appears in your June number, cutting at the whole of
my propositions as aggregately erroneous and objectionable, because
in one particular they tended to oppose the views entertained by him
upon a matter which I directly announced my intention not to enter
upon, and that to the most casual observer must be seen not in any
serious degree to affect the same, even supposing them to be well
founded. I refer to the alleged safety which 44 Brittanicus” pretends
to show would exist as well to property as lives, but particulariy the
former, if vessels were constructed with solid bottoms. Because I
happened to state that he was in error in assuming that three out of
four of the vessels were lost through insufficiency, he thinks proper to
attack the separate question which this can merely be said to touch
at, and by carping at a specialty, important only to such question
itself, and innocent in its effect on all others, he would shake its expe-
diency if possible, in a general point of view, andas a measure that,
freed of this particular, he must admit is fraught with so much that
is to be desired by every individual who possesses the slightest
sprinkling of humanity. Now, although I am averse to everything
in the shape of controversy, I feel myself constrained to show that if
the views which I then advanced, and the grounds on which I rested
my case, were considered to be such as that no particular objection
could be made to them, that they must still be considered so, and be
held to remain perfectly unaffected by the paragraph in question ;
more particularly when in doing so I have the chance of still keeping
public attention alive upon the subject.
Without entering into minute details, the whole objections of
“ Brittanicus” may be said to be based upon an alleged necessity for
an improvement in the construction of ships as already noticed, instead
of the qualification or skill of their officers. 44 If vessels,” says 4 Brit-
tanicus, 1 “ were built with solid bottoms, there would not be one loss
for four there are at the present, for on getting on shore they would,
instead of going to pieces as they do now, keep together and be got
off with comparatively little damage.” That instances of this have
occurred within his own knowledge in cases which he quotes upon
the point ; and that numerous cases can be got of a similar nature by
making certain references : at least, what he has advanced amounts
to this or is to this effect ; and certainly, without anything being said on
the opposite side, sounds very well, and to the superficial reader may
appear very plausible. But it is hoped, however, that it is only to
such that in the present question (whatever weight it might be shown
to have in that to which it bears more proper reference) it will be
received as at all worthy of consideration. Even a^ln|i|^g^||t solid
QUALIFICATION OP OFFICERS OF MERCHANT SHIPPING. 735
bottoms are more safe, and which I have no inclination to dispute,
there exist two answers to it that I apprehend will not be easily over-
come.
The first is, that however expedient it may be to have measures
resorted to for the improvement of the construction and build of our
ships, those measures can only be available in a partial and prospec-
tive point of view, and for regulating the prosperity of our commerce
and the safety of the lives of those alone who may be fortunate enough
to come directly under their influence. They cannot better the present
state of matters, which, whatever may be done towards furthering the
views of 44 Brittanicus,” must still remain replete with all its griev-
ances. Improve as they may for the future, whether in virtue of
legislative enactments or not, the vessels of the present day must
remain unaffected by such improvements ; the masters and officers of
them must also remain, with a very few exceptions ; and as losses
necessarily have all along occurred, and which in the ordinary
course of events must still be anticipated, the evils of course must
therefore remain, if not completely, still in so far as these are con-
cerned, and in a great measure, unabated ; at least they must remain
until one by one they drop off and become extinct. If 44 Brittanicus”
could show what was to be done with all the shipping that exist in
their present alleged imperfect state, or rather could devise a plan for
getting them all disposed of and exchanged without loss and inconve-
nience, I frankly admit that he might then urge his positions (sup-
posing them otherwise tenable) with some degree of feasibility. But
unless this can be done, it is all in vain for him to say that in any
other way, in the present state of matters, than by a system of qualifi-
cation of the officers, the evils in the commercial navy so long and
loudly complained of, can have any fair chance of an effectual, and at
the same time, a general and immediate removal. It is certainly at
least, never by building vessels for the future of a particular construc-
tion, that will serve the many thousand vessels that are at present
afloat of a different construction, and the many thousand valuable
lives that from time to time must necessarily be entrusted in them.
The second and separate answer again, is that, although the solid
bottoms, as I said before, and am willing to admit, may be a great im-
provement, that still I do not see that they are entitled to be looked
upon as warranting that perfect degree of safety that 44 Brittanicus”
seems to suppose at any rate. Keeping in view that he admits that I,
am correct in the conclusion I came to in my former paper, that six
out of seven of the losses that occur are upon the rocks, or at least
are not in the open sea, or by foundering, I fear he would have some
difficulty in showing that unless in some particular 6ases they would
serve as a guarantee against their going to pieces, or getting into the
many situations from which, although little injured, it is so impossible
to extricate them. I would say, rather use means for keeping them
Digitized by ' ^.ooQle
736 qualification of officers of merchant shipping.
off the rocks altogether, if such can in any way be devised. By that
alone, unless it can be shown that the solid bottoms are sufficient to
set the rocks and elements at defiance, safety has in six cases out of
seven any likelihood of being attained with any degree of surety ; and
I apprehend that, as already proved by me, the most likely way by
which the same is to be attained is by the legislative enactment of
measures to enforce the proper qualification of the officers. To say,
in short, that vessels could be built so strong that rocks could not
have effect upon them, and that by that means safety could be en-
sured, is a position too desperate to ever be seriously responded to.
Even the very chance that the hull of the strongest ship may part in
places where the proposed improvement in construction can have little
influence ; and that also in many instances the crews may perish and
the cargos be destroyed by the sea making a breach over her with-
out her going to pieces at all, of itself speaks against it.
As to the insinuation of “ Brittanicus,” that I have gone the length
of maintaining that all the wrecks that have taken place arose from
want of skill in the persons in charge, it is sufficient to observe, that
there is nothing that I have urged either admits, or ever was intended
to admit, of any such construction. I stated that the greater portion
of losses could not well be accounted for in any other way ; and cer-
tainly, in the absence of any direct or specially assigned cause, or at
least, (which is much the same,) a true and satisfactory cause ; I think
to this I may with safety adhere.
I must, however, before concluding, notwithstanding our other differ-
ences, take the benefit of, and go with “ Brittanicus,” in a very judi-
cious remark made by him respecting the constitution of the Board of
Examiners. He states, that it would not be proper to have it wholly
composed of officers of the royal navy ; and in this one consideration I
am inclined to concur with him. Instead, therefore, of having two lieu-
tenants to sit as examiners, it might be as well that there should be only
one, and that a respectable and well educated master of a merchantman
should be substituted in place of the other one. By this means the
board would have an opportunity, by information from him, and facts
which he would be enabled to communicate from personal experience,
of investigating many points that would not otherwise occur to them,
and of ultimately putting an end both to errors and ignorance in the every
day work of the profession, that although seriously detrimental to the
well-being of the parties interested in shipping, and in many cases
the cause of the loss of life, is totally unknown in the movements of
the experienced and well disciplined officers and seamen of the royal
navy.
In a future number I will notice the remarks of “ Brittanicus**
and some others, on the effect of insurance. Meanwhile,
I remain, Sir, yours very respectfully,
July, 1830. Philo-Nauticus.
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VOYAGE OF H. M. 8. IMOGENE.
737
Voyage of H.M.S. Imogbne, Capt. H. W. Bruce. — Sandwich,
Tahiti, and Pitcairn Islands.
(Concluded from page 659.)
The trade wind failing us on Sunday morning the twenty-second,
we tacked to a southerly breeze with heavy showers, which cleared
off with daylight : southerly and S.S.E. winds continued light and
variable, but with dry weather until 4 p.m. of 25th, when calm
ensued with heavy rain, this lasted till about 8 p.m., when a fresh
breeze sprung up at S. by E. which proved to be the trade. For
four days from the 21st, we had an easterly current setting thirty to
thirty-five miles a day, and after taking up the S.E. trade, though it
hung much to the southward from the 25th, there was a westerly
current setting from sixteen to forty miles in the twenty-four hours.
We lost no opportunity of endeavouring to make easting, and to
get to windward of the meridian of Tahiti, but could not accomplish
it, and crossed the equator a little before 2 p.m., Saturday, October
28th in longitude 154° 40' W., wind E. by S., having been on a bow-
line ever since leaving Owhyhee. The indications of the glasses
as on our voyage northward were useless, their range is very little,
and they regularly fall in company, a trifle between 10 a.m. and sun-
set, and regain their pitch by 8 p.m.
On Tuesday October 31st, we fell in with the English whaler
Brixton, of London, twenty-four days from the island of Mowee
(Sandwich group,) and prescribed for a sick man on board her. The
wind hanging to the southward of east, but falling light, we tacked
this afternoon, and in the morning of November 1st, it springing up
again from east, we put about, going six to eight knots S.S.E. We
still found a westerly current about fourteen miles per day. To the
4th, we had fresh trade winds east to E.S.E., and on that day
sharp squalls with rain morning and night, as is usual on approaching
the islands, latitude 1 4° 28' south, longitude 154° 24' W. Sunday,
November 5th, moderate and fine, 4 p.m. saw the island of Beling-
hausen, (which is not laid down in any chart that we had,) bearing
S.E. It is a long, low, treacherous looking island of coral formation,
three or four miles from N.N.W. to S.S.E., and richly covered with
trees and foliage, there is a lagoon in its centre, and for half a mile
at either extremity, the rollers break heavily ; we passed Beling-
hausen at about five miles distance, were led by the wind half way
between Scilly and Mopelia, islands of Norie, and as we drew
to the southward, the wind gradually came to east, E.N.E. and
N.E. always bringing our port directly in the wind’s-eye, though on
the 6th, we had fresh gales and heavy rain, wind E.S.E., and the
wind continuing on the 7th, with every appearance of its coming
to the S.E., we tacked, when it immediately settled at E.N.E. After
ENLARGED SERIES. — NO. 11. — VOL. FOR 1838. y Go# A
738
VOYAGE OP H. M. S. IMOGENS.
five or six hours, we tacked to the southward ; the ship only lying
north on the starboard tack, a heavy head sea, but current little, if
any, to the westward.
The Position of Belinghausen by Nories’ book, is latitude 15° 48'
S., longitude 154° 30' W.
By Imogene, it is latitude 15° 47' S., longitude 154° 34' 25" W.
The latitude is by the moon, centre of the island bearing east.
The longitude, the mean of three chronometers, at 4h 31m p.m., when
the island bore S. by E. : all the observations and calculations taken
by Mr. Bichard Thompson, master.
The difficulty of accomplishing the voyage from the Sandwich to
the Society group, is obvious, from the above and subsequent
remarks, and any other ship destined to make it, should keep to the
northward, until she gets a slant of wind. We had no variables near
the line coming south, and could never make easting on either tack,
though we endeavoured by every means in our power to do so.
The captains of Whalers all speak with great doubt of fetching
Tahiti from the ' Sandwich isles, and the Brixton, which we
spoke on October 31st, was ten or twelve miles dead to leeward.
November 8th, wind E.N.E. and N.E., fresh with head sea; 9th,
squally, with continued rain ; 5 p.m., thick and rainy, saw the island
of Rimitara being N.E. 10'. This island is erroneously laid down
in Arrowsmith’s chart, its correct position being latitude 22° 40 7 S.,
longitude 152° 59' 49" W. Passing Rimitara at nine or ten miles
distance, it appears low at the extremes, gradually rising in the cen-
tre to a height of 300 feet at least, and is two or three miles from
point to point, with a coral foundation, but a dark appearance over
it. The night was squally, with most terrific rain until towards
day-break of the 10th, when the island bearing W. £ S., we stood
back to ascertain its position, and getting a set of good sights for
the chronometers at 7h 8m put the ships head, E. by S., until noon.
The wind which had for the last ten days always shifted gradually,
so as to keep our port in the wind’s-eye, now veered to north-west,
and finally S.S.W., at day-break 11th, when we were surprised to
see the island of Rurutu, bearing E.S.E. 12' ; and to find that it
also is incorrectly placed, its true position being latitude 22° 29' S.
longitude 151° 20' 25" W. Rurutu is about 1300 feet high, and
volcanic in appearance, having two small peaks, and higher
in the centre, with uneven outline, and is three or four miles from
extremes east and west, with a bold appearance. The wind now
favoured us, and for the first time since leaving the island of Owhyhee
the ship lay her course, and continued to do so, wind from S.E. to
E. by S., steady trade, and smooth water, with occasional showers.
Monday, November 1 3th at daylight, saw Otaheite, in the exact
position we looked for it, bearing W.N.W. seven or eight leagues,
with a mass of clouds resting on its summit, which is evidently very
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VOYAGE OF H. M. S. IMOGENS.
739
high, (7000 feet, by Beechey). The land has a bold appearance, but
the N.E. and S.E. extremes, both have low points, with cocoa-nut
trees. We passed the N.E. point at four miles distance, and
rounded the island from that to six miles, observing many cottages
and hamlets close to the water ; coral reefs and rocks, nearly without
intermission ; and a general rich, picturesque, and beautiful appearance,
which surpasses all accurate description. At 2h 30m p.m. being off Point
Venus, the pilot, who happened accidentally to be there, came off in a
whale-boat ; and three miles off the harbour of Papiete, we ran out
of the strong S.E. trade and met a light S.W. breeze— the periodical
wind. Beating against this, six tacks brought us to the harbour’s
mouth, up which the pilot took us with cleverness and skill, anchor-
ing the ship in eleven fathoms, sand, half a mile distant from the
shore. This is a safe and excellent harbour, though the passage at
its entrance, between two coral reefs, present a rugged appearance,
and heavy rolling surf, with only 370 feet space of deep water : two
rocks in that space, and no anchorage but inside of the reefs, make
it by no means to be trifled with. We found here an English whaler,
the Lady Amherst, of London, a year out ; and two Americans.
Mr. Pritchard came on board, received his commission and the
despatches ; he was then honoured with the usual salute, being installed
as “ Consul,” by our captain. The Queen, “ Pomere,” being absent
in another part of the island, a messenger was sent to inform her
majesty, of the arrival of the Imogene.
Having to purchase sugar here for the use of the squadron, we
found on inquiry, that all on the island, as well as on the adjoining
one of Eimeo, was already disposed of, except about a ton and a
quarter which I purchased ; the cultivation of this useful article is
pursued with great success here, but if it be wanted for H. M. Ships,
the Consul should be authorized to procure, and have it in readiness,
otherwise it is all bespoke by speculating merchants, who are on the
look out, to make their market.
Tahiti affords abundant supplies of beef, pork, poultry, fruit,
water, kc. but is deficient in common vegetables, yielding neither
potatoes, (except the sweet,) onions nor greens. There is no sort of
liquor to be purchased, as it is forbidden by the government. Wash-
ing is a dollar the dozen and tolerably done, but a person must
send his own soap ; beef is Ad. per lb. and fowls four for a dollar.
Money is here preferred to barter; the latter having almost got
into disuse. Young pigs are a dollar each, and (beef excepted)
everything is dear.
The population of Tahiti is 9000, and that of Papiete 1500 ; the
foreign population being 25 or 30. There are seven missionary
stations, having churches and schools under English missionaries
of the Independent profession of Faith. An orderly, and very
interesting native people, who taking the Gospel for their guide,
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VOYAGE OE H.M.S. IMOGENS.
with the instructions afforded by these valuable and estimable mission-
aries, shew forth throughout this group the prevalence of an exalted
tone of Christian feeling. At the native church of Papiete we saw
divine service attended by 1200 to 1500 people ; 1400 is the average.
Among them were Queen Pomere and her husband who are both
sincere Christians, and setting an example becoming their exalted
stations. The queen is very pleasing in her appearance; she is
twenty-six years of age, and has had three children all of whom
died young. Her husband is king-consort, but without any authority,
a youth of eighteen or twenty, and her cousin. The Queen on the
above occasion held a child to be baptized, a female infant, adopted
by her, and failing issue on her part, heiress presumptive to the
crown. Tahiti, and Eimeo form the dominions of Pomere, pro-
perly speaking ; and are termed the Georgian islands : there are
three leeward islands, Huahine, Uleiatea, and Bora Bora, the
chiefs of which, though not subject to, look up to Pomere as a
head, and give her a sort of allegiance. Each of these islands
has a resident missionary, and those out-lying; namely, Rurutu,
Toubonai, and, High-island, have resident native teachers, besides
being visited by a missionary occasionally. Mr. Rogerson had
left the Marquesas with his family, and is now resident at Papiete ;
two are to be sent to England to take up the duties at St. Christina
with Mr. Stolworthy.
The bad season commences here with December and lasts till
May; we experienced a good deal of rain, but very little wind is
felt in the harbour. The rain gathers over the high hills, and in
the afternoon comes off with thunder and heavy showers to the ships,
continuing for some hours. Capt. Bruce visited Poiut Venus,
and the missionary settlement there, with Captain Drinkwater
Bethune of H. M. ship Conway, which arrived from Sidney on
the 16th. It is a very thriving state ; but commerce and science
at these islands are not so advanced as at the Sandwich isles. Ma-
tavai Bay is a wild exposed anchorage full of coral patches, and
of lost anchors. A Russian surveying ship of 1100 tons anchoring
there about five years ago, in the month of December was caught in a
N.W. gale, and only saved by having the best of ground-tackling ;
she had two anchors a head, and the sea broke completely over
her. A ship going into Matavai Bay, must beware of the Dol-
phin Rock, which lies 100 yards clear of the reef, with a passage
between them. There is a good bridle road for ten miles in this
direction, and for twenty in the other. The horses here are very
wretched, the roads very beautiful. The men here, are a fine look-
ing race, and the natives of the Sandwich and these islands, are
very similar. Population is on the increase ; the number of births
being to deaths as five to three. At Eimeo the population was in
1832, 1500; it is now 1700 ; it has its missionary, and native teachers
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VOYAGE OF H. M. 8. IMOGENE.
741
besides, and a seminary for young ladies ! under the care of Mrs.
Simpson, wife of the missionary. The most considerable quantity
of sugar is raised here. It is expected to reach in a very few years
to fifty tons, the price of which is, 100 dollars for 2000 lbs. Eimeo
is about forty- five miles in circumference ; Tahiti about 120, the
latter has twenty-four harbours around its coasts, the former three.
The rise and fall of tide at Papiete is from fifteen to eighteen inches?
high water being at noon (or from eleven to one,) and midnight ; low
water at six, morning and evening. Papiete is in lat. 17° 32' S.
long. 149° 37' 45'' W. 24° 1' 30" east of Kowrawa, Owhyhee.
Her Majesty having returned to Papiete on the 15th November,
received Captain Bruce the next day, but the chiefs not being assem-
bled, an earlier day, for the delivery of the letter with which he was
charged, could not be fixed than Monday the 20th. On that day,
accordingly, the queen and island chiefs and authorities having met in
the church, the Captain repaired thither in due form, accompanied by
Captain D.Bethune, and presented Lord Palmerston’s letter, to which
Her Majesty made reply in terms of friendship and satisfaction, on
the moment, and more fully, by letter afterwards, when she charged him
with an official despatch for the king of England: Several complaints
of English residents, were then submitted to the captain, by the
queen’s desire, and many by British subjects against the native govern-
ment, to all of which Captains Bethune and Bruce, and H.M.
Consul, acting in concert, gave their best attention. The queen
honoured Captain Bruce with her company at dinner on board, as she
also did Capt. Bethune on board the Conway. She is much attached
to the English nation, as are the natives of thase islands,* who seem
to deserve the active protection of Great Britain.
The object of our visit being thus at rest, at daylight on Thursday,
November 23rd, weighed and towed out with the boats of the Con-
way and two American whalers, and at 6h. 30m. got into calm outside
the reef. We had onboard five additional supernumeraries, distressed
British subjects received on board, at the request of the consul, for
passage to Valparaiso. At 6 p.m. a strong easterly trade sprung up,
* The following extract of a letter from an officer in the navy, to a friend at the
Sandwich Islands may throw some further light on the character of the islands to
which he respectfully alludes.
I was greatly disappointed on our visit to Tahiti, to find such a miserable race of
beings, as I had made up my mind to see, (from what I read and heard) a fine town,
with the inhabitants perfectly moral, fashionably dressed, and in fact a town of emi-
nence, with trade flourishing, and everything nearly in the English style. But what
a falling off was there from my expectations, I had thought it outvied Oahu at one
hundred per cent, but I assure you after a miserable landing, you are compensated in
walking round a hot beach and very dirty, lined with low huts without furniture, by
losing the skin ofl* your nose and checks, and an eager desire to get on board.
The scenery is pretty enough in approaching Tahiti, and until you land you almost
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742
VOYAGE OF B. M. 8. IMOGENS.
with which we stretched northward, and had heavy lightning and
very threatening weather all night. We were desirous of passing to
the eastward of Tahiti, the arrival of two or three ships off that
part of the island being reported, but at day-light, being close to the
to the low island of Tethoroa, and the winds strong against us and
baffling, we edged away for the passage between Tahiti and Eimeo.
Tethoroa is very low and dangerous, covered with cocoa-nut
trees and a heavy surf, and extended four or five miles from east to
west, while bearing from us north three miles distant. At noon, we
were nearly through the passage, and clear of Eimeo, and it is very
unpleasant, if not dangerous, as you run out of the breeze to find
yourself with a heavy sea from the southward in a calm, and the
swell setting direct for the reefs where the rollers are terrific. The
passage is about twenty miles across, and the scenery of both islands
strikingly remarkable and beautiful. At 5 p.m., we got a breeze
from the S.S.E. which at eight shifted to fine N.E. trade, and
continued.
For six days we kept the trade steady in force, from N. by E. to
E.N.E. with fine weather, and had a southerly current twenty miles
a day, on the 26th, 27th, 28th, 29th, and 30th of November. On
December 1st, we met with showers and unsettled weather, with
variable baffling winds, and on the succeeding days to the 7th,
had similar weather, showers at protracted intervals, and nightly,
very heavy rain for four or five hours, lightning and sometimes very
heavy thunder, winds in general light, and round the compass
during the twenty- four hours. In the course of the 1st we passed
close to the spot occupied on Arrowsmitb’s chart by the island of
San Juan Baptista, which does not exist in that position, viz. lati-
tude 25° 50' S., longitude 138° W., though it lay according to Norie
in latitude 24° S., longitude 139° W. The weather being cloudy and
rainy, we could not see further than twelve miles from us. From the
7th, strong S.E. winds blew with squalls and showers, beating
against which we made thirty-six miles, dead to windward in twenty-
four hours.
At 2h. 30m. p.m., of Dec. 7th, we made Pitcairn's island in the
suppose it is fairy land, but sad indeed is the falling off on putting your feet on shore*
So much for this eminent island.
The island where you have fixed your tent, is the place if I were disposed to abide
in the Pacific that would engage my attention preferable to any other I have
seen.
More than equal to my disappointment just described, was my delight at the man-
ners and customs of the Islanders of Pitcairn. They speak the English language
with almost grammatical precision, they are quite modest, and excessively civil in
their deportment, the men are good husbands and kind fathers, and the women are
most affectionately attached to their offspring and their husbands, in fact it is a happy
little community in every sense of the word.
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VOYAGE OF H. M. S. IMOGENS.
743
wind’s eye, bearing E. by S. J S. eight leagues, and carrying on
through the night, passed to the eastward of the island, and hove
to in Bounty Bay, at 7 a. m. of the 8th. Its appearance exactly
corresponds with the sketch of Captain Beechey on his small chart.
The water in the bay, and off it, is beautifully clear ; and the sandy
and rocky bottom visible at twenty fathoms depth. Most of the
native men immediately came on board in their canoes, though
blowing fresh, with a tumbling swell, being rejoiced at the sight
of an English ship of war from home, as they term England. They
are a very kindly, hospitable, and amiable race, and strikingly
virtuous and correct, though among the natives it is to be regreted
that two cases of deviation from the course of strict morality have
not long since occurred ; and it is much to be regreted, that among
the three English settlers there have been cases perpetrated of deep,
base, and disgraceful profligacy. George Nobbs, John Buffet, and
John Evans, the people of the island are most desirous should be
removed from it. Nobbs is the teacher and tailor, Buffet is a
joiner, Evans, who seems to have preserved his integrity, and
as far as we could learn, to be without reproach, is a sailor by
profession ; and with respect to the community, a mere vegetating
animal. Mr. Hill, a fourth Englishman, who had established his
residence here, we brought away at his own request. He had made
himself very obnoxious to the natives, having assumed a power
and control over them which he had neither authority to do, nor
ability to execute effectually ; and some being led away to side with
him, the seeds of dissension among the people were thus sown. It
is probable, however, that he produced more good than evil amongst
them, as, with the exception of some arbitrary proceedings, his
conduct was marked by the strictest moral integrity. His removal
being accomplished, harmony will be restored in the community
of the islanders, who, nevertheless, are most desirous to be relieved
of the presence of the three above-named persons, instead of whom
they would gladly receive a competent religious instructor. It would
be a great boon to this most amiable and deserving people, were
our government to send them a duly authorized person of character,
intelligence, and ability, to preside over them and their interests.
Their own youthful community could now furnish a person compe-
tent to instruct the children, under the direction of the clergyman,
in the usual branches of general knowledge, reading, writing,
arithmetic, geography, and history ; and without these aids, the
approaches of depravity and wickedness will scarcely be effectively
repelled from a state of society which affords so many temptations.
The houses of these islanders are much superior to those of the
Sandwich or Society groups, both in building, accommodation,
appearance, and cleanly comfort. The food of the people is simple,
consisting principally of sweet potatoes, yams, plantains, and bananas,
Digitized by vjOCK^IC
3 English settlers.
744
VOYAGB OF H. M. 8. IMOGENS.
either baked or made into cakes ; and sometimes pig or goat, both
of which abound ; with fowls, as well as fish and vegetables. The
island also yields bread-fruit and sugar-cane, and wild tobacco in
great profusion ; there are two cows and a bull, the increase of
which the people do not seem to desire to any great degree, as they
have not fences sufficient to keep them out of their yam and potatoe
patches ; there are also two donkeys for burthen. The soil of
Pitcairn Island is a rich mould : the land of the whole island would
maintain about 300 people ;* water is now in abundance, as they
have two large reservoirs, but they depend greatly upon the rain to
fill them. There is a great deal of wood on the island, in clearing
which for cultivation, human skeletons have been dug up, always
having a pearl shell under the head, — a shell foreign to the island;
a proof, with others, of the island having been inhabited and deserted
before the arrival of our countrymen there. The whole island is
* Population of Pitcairn’s, 9th December, 1837.
* George Adams 1
Charles Christian > 1
Charles Christian, jun. ... ) 1
f Fletcher Christian 1
Sarah McCoy )
Her son’s family ) 1
Thursday Christian ) 1
His mother and family. .. )
Arthur Quintal 1
Edward Quintal } 1
His mother >
Arthur Quintal y 1
Hannah Young )
Her daughter & husband... ) 1
John Quintal, sen ) 1
John Quintal, jun > 1
John Quintal, third y 1
William Young 1
( George Nobbs 1
y John Evans 1
ADULT8.
Male.
Female.
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
1
3
17
to
o
Female. Eldest. [Youngest
mum
m
7 yrs. 1 yrs.
6
1
10 yrs. 9 mths.
8
9 yrs. 6 yrs.
3
1
14 yrs. 1 mths.
8
15 yrs. 3 mths.
9
1
2
13 yrs. 8 yrs.
6
2
8 yrs. 6 mths
7
2
1
13 yrs. 6 yrs.
7
7 yrs. 9 mths.
7
9 yrs. 6 mths.
7
12 yrs. 2 yrs.
9
Births, Deaths, and Marriages, for 1837.
Births 6 Only one instance of twins on the island.
Marriages 2
Death 1 Only one death in four years.
• George Adams is the only son of Adams.
f Fletcher Christian is the eldest surviving son of Christian, the leader.
X Thursday October Christian, eldest son of the Chief, died at Tahiti
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VOYAGE OF H.M.S. IMOGENS.
745
strikingly beautiful and picturesque, both on shore, and when Been
from the sea, and is very healthy ; the only diseases known being
asthma, dysentry, and rheumatism. All the articles of food, both
animal and vegetable, are very superior in quality. Two females of
the original settlers yet survive, and are strong and healthy-looking ;
they are Isabella, or (mainmast,) Christian’s wife, and Susan, wife
of Young : both Tahitian women, who accompanied the mutineers
on their first settling at Pitcairns.
The landing at Bounty Bay has not improved since Beechey's
visit, and the islanders congratulate themselves on the security
afforded them by it ; they however pilot the boats in successfully
through the surf, watching the smooth always, and are most active
and expert assistants. To get off stock, a large boat should be an-
chored outside the surf, and everything brought to her in the canoes.
A white flag will be hoisted at the village, on the approach of any
English ship, when landing is practicable in Bounty Bay, and
the ship can heave to, close inside of Adam’s rock. We had so
strong a westerly current during the two days we remained, as, with
easterly winds, to find a difficulty in keeping our place. The other
landing place as indicated on Beechey’s Admiralty Chart, on the west
end, is a very good one with east, S.E. or N.E. winds, but the walk
over the hill is a trying one. The only vessels that had touched
here since H.M. ship Actaeon, were the Colocolo, a Chilian ; and
the Habomak, an American whaler. The things most valued
by the islanders for barter, (money being unknown) are — printed
cottons, blue dungeree cloth; soap, thread, tape and buttons; carpen-
ter’s tools ; slates and crockery ; shoes ; and letter paper, pens, pencils,
and slates. Books of history and of general information would
also be very useful, as they already possess a sufficiency of religious
ones. They are very expert at making the tappa which they use
both for cloathing, and for sheets. These primitive people do not
now like the thoughts of leaving their island, unless to see England,
(home as they call it,) which all of them would like to do; yet in
time some of them will find it necessary to emigrate, when perhaps
the younger families will go. The island of Toubonai, would be
an advantageous place for the Pitcairn’s population to be removed
to ; it has good landing and a harbour for small vessels ; wood and
water in abundance ; a fertile soil, with only seventy-four inhabitants,
two-thirds of whom are males ; and, we were informed by Mr. Consul
Charlton, it might be purchased for 100/. Oeno, a small island
lying eighty-five miles W.N.W. from Pitcairn, is, as the islanders
state, not .habitable being a low coral formation, with a large lagoon
in its interior. Mr. Richard Thompson (master) places Pitcairn island
in lat. 25° 4' 9" S. long. 130° 8' 15" W. and 1° 17' 58" east of
“ Papiete,” fourteen-days passage. Variation by Azimuth 7° 0' 0"
east. The longitude is by chronometers, two of which were going
ENLARGED SERIES. — NO. 11. — VOL. FOR 1838. 5 B
746
VOYAGE OF H.M.S. IMOGENS.
very regularly, and give the same result ; the third, had not been so
steady. The indications of the glasses had been very sluggish until
nearing this island, when both rose more than usual, and a strong
breeze with squally weather ensued. At the island they still rose
a little, fresh breezes continuing with frequent squalls. We have not
seen a sail between the Society islands and this.
Having done all that was in our power for the advantage of these
primitive and amiable, and most interesting islanders, and having
witnessed undoubted proofs of their great attachment to the country-
men and land of their fathers, we had only to return to Valparaiso ;
therefore at 7 p.m. on Saturday, Dec. 9th, we stood away to the
southward with the wind at east, and had moderate winds from
E. to N.N.E. for the six following days. The night of 15th, was
calm, followed by a breeze at E.S.E. at 7 a.m. of die 16th, when
having reached long. 122° 4' W. lat. 34° 39' S. we still stood to the
southward. The winds proving baffling, and a long swell from the
S.W. indicated that the wind would be from that quarter, at noon
we tacked to the N.E., wind being settled at E.S.E. from which
point to east it continued to blow fresh and squally throughout
the 17th, 18th, and part of the 19th, when in the afternoon it
gradually came to N.N.E. enabling the ship to make a good course.
The 15th and 16th, we experienced a current east and S.E. twenty-
three miles per day ; the 18th, 19th, and 20th, west and S.W. eighteen
miles a day. On the night of the 20th, the wind drew to north
and blew a fresh gale with heavy sea, for twenty-four hours ; the
glasses falling considerably, and nearly in the same in proportions ; lat
16° S. long. 110° 39' W. At noon of the 21st. of Dec. wind N. by
W. which continued to the night of 24th, the wind then shifting,
after four hours of rain to S. by E. which was succeeded on Christ-
mas-day by calm and fine, lat. 35° 40 7 S. long. 95° 20' W. The
26th, brought a breeze again from N.N.W. to W.N.W. which
with heavy rain at midnight, veered to S.W. and after four hours
cleared away, and at daylight of 27th, again came to W.N.W. in
fresh breezes and flying clouds, with swell from S.W. and strong
breezes in the afternoon and night. This continued through the
28th, at night fell light, and continued light and very fine all the
29th, and 30th, the wind only varying from W.S.W. to S.S.W. and
west on the 31st. with the breeze moderate and very fine. At
midnight Dec. 31st, lat. 34° 27' S. long. 76° 10' W. wind W.S.W.
moderate. On the 1st, of January 1838, the wind came to S.S.E.
and S.E. and carrying sail through the night, we made Coroumilla
point at 3 a.m. of the 2nd, and anchored at 6 35 a.m. in the bay of
Valparaiso, where we found H.M. Ships Stag, Commodore Sulivan,
Harrier, and Basilisk.
H. W. B.
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DAMAGE BY LIGHTNING IN THB BRITISH NAVY. 747
Illustrations op Damage by Lightning, in the British Navy.
By Mr. W. Snow Harris, F.R.S. fyc.
No. II.
The possibility of defending ships against damage by lightning,
being for the most part, a question of observation and experi-
ment; it is essential to obtain a history of the effects of light-
ning on shipboard within some given period, so as to arrive by
a good induction of facts, at a sound philosophical view of so im-
portant a subject. Nothing of this kind however has yet appeared;
which is to be regretted ; for beside the practical results to be derived
from it, others of a statistical nature may also arise, of no small
consequence to the general interest of our naval and commercial
Marine.
With a view of commencing such a history, I have in this paper
briefly enumerated, and discussed the facts of such cases of damage
by lightning in the British Navy, as have come to my knowledge,
and which have occurred within the last fifty years or thereabout ;
that being a period sufficiently extensive for arriving at fair average
result. Although the instances given, can only be considered as
a minor portion of the number which must have occurred within
this time, and which might possibly be obtained by a mere extended
and influential inquiry, they are still sufficiently numerous for an
approximation, and present results of considerable interest.
I have perfect confidence in the general authenticity of the state-
ments, inasmuch as they have been obtained, either by an imme-
diate reference to the official log books, or from Naval officers
who were either present when the damage occurred, or who had
knowledge of the circumstances. With some few slight excep-
tions therefore, as to the perfect accuracy of the dates ; I have
not any doubt of the whole being truly and fairly detailed.
Cases in which the circumstances have not been ascertained,
are merely mentioned with the dates as nearly as possible, hence
little information can be derived from these, except the fact of
the ship having been struck by lightning.
The whole number of cases amounts to 174 ; these comprise
74 line of battle ships; 55 frigates, 39 small class frigates, and
brigs, 1 cutter, 3 sheer hulks, 2 ships in the ordinary, 1 sheers at
Halifax.
In 55 of these cases the full particulars as regards the damage
done to the masts, have not been ascertained. If we abstract
therefore these 55 cases, together with the sheers and ships in
ordinary; we shall have 114 cases of sea going ships to reason
from.
Digitized by Google
748
DAMAGE BY LIGHTNING IN THE BRITISH NAVY.
In the 114 cases will be found, 47 line of battle ships ; 37 frigates,
12 small class frigates, 17 brigs, 1 revenue cutter, hence we have
96 Vessels having three masts
16 Vessels having two masts
1 Vessel having one mast
Of the 96 vessels having three masts we have
on the main-mast
Struck by lightning
55
on the fore-mast 24
on the mizen-ma8t 5
on the bow-sprit 1
on the fore and main 6
on the main and mizen 5
Of the 1 7 vessels having two masts we find
Struck by lightning £&!££? '5
So far therefore as our induction from these cases extends, about
half the ships struck by lightning, are struck on the main-mast;
about one quarter on the fore-mast, about one-twentieth on the mizeu-
mast, and not above one in a hundred on the bowsprit or jib-
boom.
No instance is observable, in which the fore and mizen- masts
are struck, exclusive of the main-mast; and only about five or
six in a hundred in which either the fore and main or main and
mizen-masts are struck together.
In cases of vessels having two masts, about three-fourths appear
to have been struck on the main-mast, and about one-fourth on
the fore- mast. The number of cases however in the last instances
taken separately, is much too small for the purposes of calcula-
tion.
By including a few cases, of which some particulars have been
given; we find 17 in 104 instances, or about one in six in which
the ships have taken fire, in some part of the sails, mast, or
rigging,* and 52 cases, that is one-half in which some of the crew
have been either killed, or wounded, or both.
In about 100 cases we find two, or about one in fifty, in which
damage has occurred to the hull,f and in the whole 175 cases, one
in which the ship was totally destroyed and nearly all the crew
perished an occurrence, probably more frequent, than generally
imagined.
Of the facts which present themselves in a statistical point of view ;
it may be observed — that in about 100 cases of damage, we find:
vj i no S Killed 62
Number of Seamen j Wounded j 14
These are exclusive of one instance in which the number killed
is denoted as several, and of the instance of a frigate of 44 guns
* See Nos. 11, 13, 38, 58, 69, 70, 84, S8, 89, 105, 108, 131, 138, 152, 157, 160, 175-
t See No. 18, 144. \ See No. 128.
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DAMAGE BY LIGHTNING IN THE BRITISH NAVY#
749
in which nearly the whole of the crew perished ; they are also ex-
clusive of 12 instances in which the numbers wounded or hurt,
are set down as many or several.
Of Masts damaged or destroyed, we find : —
(
' Lower-masts
43
Line of Battle Ships.
1 Top-masts
1 Top-gallant & royal
36
23
(
* Bow-sprit, &,c.
1
Frigates.
L Lower-masts
? Top-masts
29
26
f Top-gallant & royal
18
t Lower-masts
21
Vessels of less than 30 guns.
? Top-masts
21
f Top-gallant & royal
19
The cases in which damage has occurred at a time when the ser-
vice of the ships were urgently demanded amount to 10, many
of these are particularly important, as affecting the service of the
whole fleet, and fairly demand an attentive consideration.
If such a mass of damage by lightning in our Navy has occurred
in only 100 instances ; the loss in men, in money, and in services
of ships, upon all the cases which have occurred within the period
above-mentioned, must be very considerable.*
It has been already observed, in my former communication, that
in estimating the loss in money, we have not only to consider
the workmanship and materials in making good defects, but also
the wages, provisions &c. and other expenses incidental to the
detention of the ship. The three cases therein given, two of
which are frigates only, appear to have been attended by a loss
in money of not less than 16,000/. When therefore we take into
the account the fact, that the present damage applies in great
part to forty-seven ships of the line, many of them first-rates, and
to thirty-seven frigates, obliged in a great variety of instances to return
into port and shift their masts ; the item of expense must necessarily
have been of a ruinous character. It will be found on examina-
tion, that the loss, in the mere expenditure of spars, a very minor
consideration on the whole amount, is still of no small importance.
It is certainly somewhat difficult to estimate this with perfect accu-
racy ; their value having varied from time to time, whilst the ex-
pense of lower-masts depends much on the kind of wood of which
they are constructed, as well as on many casualties tending to
increase their cost; their exportation to foreign stations for the
service of the Navy may be classed amongst these. I have been
informed from unquestionable authority, that at the time many of
the cases of damage above-mentioned occurred ; the masts of first
and second rates have cost 1000/. and upwards, whilst the cou-
* See Cases, 19, 36, 38, 57, 60, 69, 137, 143, 161, 166.
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750
DAMAGE BT LIGHTNING IN THE BRITISH NAVY.
tracts for top-masts have been so high as 200/. each. Taking all
these circumstances into the account, and considering that some
of the masts damaged by lightning may have been again repaired,
we may suppose without any chance of exaggeration ; that the
loss upon each lower-mast of line of battle ships may have been
about 600/. including the workmanship, &c., for repairs and refitting,
together with the damage done tothe rigging : on the top-masts
100/.; upon the lower-masts of frigates, 350/. ; top-masts 80/. ; upon
the lower-masts of the smaller frigates and brigs, taking one with
the other, 150/. ; top-masts, 40/. This estimate shews an expendi-
ture of 46,000/. and upwards ; without considering the top-gallant
and royal-masts, and the occasional damage in yards. This for
the given period of fifty years is not far short of 1000/. per annum,
upon 100 cases only,
Now it may be observed by the official report, made by order of
the Admiralty, in July, 1834,* that the insurance of ships against
damage by lightning, by an efficient protection, would, at the utmost,
not exceed 6£d. per cent, upon their value, and would ultimately
become very much less, probably, under 3 per cent. The expense,
therefore, on account of a first-rate, would not at least exceed 13/.
per annum; a second-rate, 11/.; a third-rate, about 91.; a fourth-
rate, 71. : hence it may fairly be inferred, that more money has been
expended upon an average, annually, in spars alone, on account of
damage by lightning, than it would have cost to have defended the
whole navy. Now, when we reflect on the little importance which
attaches to any consideration of expenditure, viewed in relation
to the loss of life, and the services of ships, we have certainly to
regret that some good and efficient protection on ship-board from
lightning is not more generally resorted to in Her Majesty’s service,
as well as in shipping generally.
The following is a brief history of 174 cases of damage by light-
ning in the British Navy, from Januaiy 4, 1786, to January, 1836.
(The cases taken from the Official Log Books are marked thus *.)
No.
Ship's Name. j
Guns.
Remarks.
i !
Ajax
74
In 1813, main-mast disabled.
2
Aretiiusa
36
In 1816, main-mast shivered.
3
Arrow
10
In 1810, main-mast disabled.
4
Active
36
In Gibraltar Bay, 1 802, one man killed — main-mast
damaged — main-top-mast and top- gallant-mast
destroyed.
5
Apollo
44
In 1811, particulars not correctly ascertained.
6
Arethusa
44
Sierra Leone, 1811, one man wounded — main-mast
damaged — main-top-mast shivered.
7
Aid
10
On survey, Mediterranean, August, 1819, shivered
main-top-mast.
8
Achates
18
In 1812, damaged main- mast
* Nautical Magaiinc, No. 34.
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DAMAGE BT LIGHTNING IN THE BRITISH NAVY.
751
No.
Ship’s Name.
Guns.
Remarks.
9
Assistance.
10
1790, two men wounded; further particulars unknown.
10
Agincourt
74
1798, Mediterranean, many men wounded severely.
11
Armada
74
1811, Basque Roads, fore-mast set on fire — men
struck down on the decks.
12
Albion
74
Sheer Hulk, Portsmouth, 1821.
13
Albion
74
Jamaica, 1799, shivered main-mast — destroyed main
top-mast & top-gallant-mast — set mainsail on fire.
14
Athol
28
Coast of Africa, 1831, shivered fore- top-gallant mast,
top-mast, &c. ; saved by chain topsail tye and
sheets.
15
Ariadne
28
June, 1805, Bermuda, split fore- top-mast and top-
gallant-mast — several men severely hurt
16
Albacore
20
August, 1798, Jamaica. Shivered main-mast — de-
stroyed main- top and top-gallant-masts — damaged
the main-yard.*
17
Alexander
74
Port Mahon, 1801, loBt main- top-mast.
18
Bellerophon ....
74
August, 1807, one of the Hon. M. D. Couray’s
Squadron, off Rochfort, lost main-top-gallant-
mast — main- top -mast shivered in pieces — main-
mast damaged — mizen- top-mast shivered in
pieces — mizen- mast damaged severely — perfo-
rated quarter-deck — started a butt end in the ship's
side — a rider underneath the deck split — one man
killed — eight men wounded.*
19
Belle Poule
38
January, 1 809, in the Adriatic, on the blockade of
Corfu.
1812, off Toulon, fore -top-mast shivered — fore-mast
damaged — light- room windows of fore magazine
finoffoYDn
20
Barflkur
98
21
Badger
18
August, 1822, at Chatham, mast damaged, in ordi-
22
Bloodhound
10
nary.
Coast of Newfoundland, August, 1812, main-mast
shivered, sails rent.*
23
Barham
50
Mediterranean, 1836, damage not ascertained.
24
Buzzard
14
At Minorca, 1812, lost main-top-mast and top-gal-
lant-mast, &c.*
25
Buzzard
10
Fore-top-mast and top-gallant mast shivered, fore-
mast wounded.
26
Conquest ador ...
74
1813, particulars not ascertained.
27
Cressy
74
1812, ofT Cherbourg, lost main-mast.
28
Chanticleer
18
1822, October, at Corfu, shivered main-mast from
the truck to the deck.
29
Clinker
14
1829, January, Coast of Africa, lost her main-mast.
30
Chicken
14
Fernando Po, 1828, masts damaged — lost main-
mast
31
Cambrian
44
February, 22, 1799, off Plymouth, fore-mast struck
— two men killed — twenty wounded — main-top-
sail split — fore-top-mast damaged slightly.*
January, 1798, main-mast-head slightly damaged.
32
Cambrian
44
33
Clorinde
44
March, 1813, off Ceylon, main-mast shivered from
mast-head to deck — main-top -mast destroyed—*
two men killed — five wounded seriously — many
hurt*
34
Caledonia
120
In Basque Roads, in 1810, fore-mast damaged —
fore-top-mast and top-gallant-mast shivered —
several men wounded — ship on her return obliged
to shift her fore- mast at Spithead.
752
DAMAGE BY LIGHTNING IN THE BRITISH NAVY.
No.
Ship's Name.
Guns,
,| Remarks.
35
Dragon
74
Mediterranean, Nov. 1810, main- mast and main-
top-mast disabled and sprung — top-gallant- mast
carried away — main-top-sail split
36
Duke
90
West Indies, 1793, main-top-gallant-mast and yard
disappeared — main-mast and top-mast severely
damaged — obliged to be cut away, It appears by
a communication from Admiral Bedfoidi, that the
ship was at the time in action under a battery at
Martinique.
37
Druid
32
August, 1829, West Indies, damage unknown.
38
Dictator
64
October, 1794, at the time of sailing with con-
voy from Martinique, main- top-mast and main-
mast disabled — ship detained a week — figure-head
set on fire.
39
Dryad
36
Mediterranean, March, 1828, damage not ascer-
tained.
40
Druid
36
1790, lost fore-top-mast — several men killed.
41
Doris
36
1808, particulars not ascertained.
42
Desiree
36
1803, Jamaica, main-mast shivered — main-top-
mast destroyed.
43
Draoon
74
1801, Summer, one man killed — several wounded—
all the men in main- top injured — some severely.
44
Elephant
74
November, 1790, Portsmouth, main-mast shivered,
and main-top-mast
45
Eolus
32
West Indies, 1809, fore-mast damaged severely—
top-gallant-mast destroyed.
46
Eden
28
In 1822, particulars not ascertained.
47
Elk
18
In 1816, fore-mast shivered.
48
Fisgard
36
In Gibraltar Mole, particulars not ascertained.
49
Foudroyant
80
July, 1799, Mediterranean, three men killed; far-
ther damage not ascertained.
50
Fox
10
Revenue Cutter, mast damaged from cap down-
ward, except where it was coppered.
51
Glatton
54
May, 1794, Mediterranean, considerable damage-
lost mizen-mast, top and top-gallant-masts, beside
other damage — (Log of the Lion). *
52
Gloucester
74
Malta, August, 1830, main-mast and main-top- mail
crippled and shivered — ship obliged to refit
53
Goliah
74
August, 1802, fore-mast splintered — top-mast and
top-gallant-mast shivered — two men killed—
thirteen wounded — all the geer aloft on the fore-
mast went overboard.
54
Gibraltar
80
September, 1802, at Gibraltar, lost fore-mast— alio
fore and main- top- mast — three men wounded.
55
Griffin
18
July, 1808, lost mam-mast
56
Galatea
44
June, 1805, West Indies, lost fore-top-mast and
fore-top-gallant-mast — several men wounded.
57
Glory
98
Cape Finisterre, main- top- gallant-mast destroyed —
main-top-mast shivered — main-mast damaged—
several men in the tops severely hurt
This ship formed one of Sir R. Colder'* fleet, end tlu
damage occurred just before meeting the combined
fleets of the enemy, so that the ship was sdrtndy
crippled in her main-mast.
58
Gibraltar
80
In 1801, off Cadiz, main-sail set on fire.
Digitized by vjjOO
DAMAGE BY LIGHTNING IN THE BRITISH NAVY.
753
No.j Ship's Name. Guns. Remarks.
59 Gloucester 74 At Cephalonia, in 1830, lost main-top-mast.
60 Genereux 80 Port Mehon, February, 1801, lost fore and main-
top-masts — main-mast damaged severely.
* * * — This ship formed one of the fleet under
! Sir. J. B. Warren, which having refitted at Port
Mahon, had just proceeded to sea in pursuit
of the French squadron under Gantheaume.
It is a remarkable and very important fact, that
the whole of the British squadron were more or
less disabled by lightning ; it appears by a letter
from Admiral White, then Captain of the flag-
ship, that the fleet sustained as much damage in
spars as would probably have occurred in a
general action. The Genereux was so disabled
that she did not again sail until the peace. The
fleet consisted of the Renown, Dragon, Gibraltar,
Hector, Genereux, Haerlem, line of battle-ships j
the Mercury and Phoenix, frigates.
61 Guerriere 36 It appears by James's Naval History, vol. vi. p. 132,
that this ship engaged the large American frigate %
Constitution, with her main-mast in a tottering
state from lightning. (James's Naval History),
62 Hyacynth 18 Indian Ocean, fore and main-top-mast and top-
gallant-masts shivered — head of fore-mast rent —
struck first on fore-mast
* * * — The lower masts appear to have been
saved by the chain top-sail sheets, and by one
of Earle’s patent pumps, which conducted the
celetric fluid through the ship's side into the
sea.
63 Haerlem 64 Mediterranean, 1800, disabled in main-mast
64 Hector 64 February, 1801, one of Sir J. B. Warren’s squadron ;
amount of damage not ascertained.
65 Hydra 36 May, 1808, Off Sicily, main -mast shivered from the
truck to the deck — ship returned to Malta for refit*
66 Hibernia 120 Off Toulon, 1813, amount of damage not ascertained
67 Heldbr 32 181 1, Summer, off Copenhagen — main- mast shook
from the truck to the deck, and in great part dis-
troyed — other damage — ship sent home in conse-
quence.
68 Helicon 18 February, 1812, Plymouth, main-mast struck — one
man wounded.*
69 Heron 20 March, 1828, South America, fore-top-sail-yard
shivered in the slings — fore- mast damaged through
centre — part of fore-royal and top -gallant- stud-
ding- sail burned — top-mast-back-stay and shrouds
cut through.
• * * — It appears by communication from the
Hon. Capt Grey, then commanding the Heron —
that out of five ships composing the Brazilian
squadron, for the protection of our trade during
the war between Buenos Ayres, and the Brazils ;
the Heron and Thetis frigates, were about the
same time disabled and under refit, the latter
having been struck, and the fore-mast and top-
mast shivered, whilst the Heron was lying at Rio
without her fore -mast — all this it seems happened
at a period when the services of the ships were
required for convoys, &c.
ENLARGED SERIES. — NO. 11. — VOL. FOR 1838. y(&©<
754
DAMAGE BY LIGHTNING IN THE BRITISH NAVY.
No.
Ship’s Name.
Guns.
70
Implacable
74
71
Indefatigable ...
44
72
Imperieuse
44
73
Jason
36
74
Kent
74
75
Kent
74
76
Kent
74
77
La Loire
38
78
Larne
20
79
Lively
36
80
Lynx
20
81
Lynx
20
82
London
74
83
St. Lawrence ....
112
84
Lowestoff
36
85
Lavinia
44
86
Melville
■
74
87
Magnificent «...
74
88
Mosquito
10
89
Madagascar
50
90
Milford
74
91
Medina
20
92
Monmouth
74
93
Minerva
36
94
Minerva
36
95
Mercury
82
■ -
Remarks.
Spring, 1811, Off the Isle of Wight, main -mu?
damaged severely — fore and main-top-mast and
top-gallant-masts shivered in splinters — fore-top
sail-yard carried away in the slings — eyes of
main-rigging set on fire — several men huit
In 1806, Bay of Biscay, two men wounded severely
— further damage not ascertained.
East Indies, 1800, particulars not ascertained.
In Gibraltar Mole, damage not ascertained.
July, 1811, Mediterranean ship disabled in her
main-mast, main-top-mast and top-sail-yard; also
mizen-mast, top- mast, and top-gallant-mast ; one
man killed, two wounded — went to Port Mahon to
iefit*
Off Toulon, 1818, J particulars no t ascertained.
1809, Cadiz, main-mast, top-mast, and top-gallant-
mast shivered, two men lulled.
February, — 1820, two men killed.*
Bay of Naples, 1805, particulars unknown.
1835, masts damaged.
1836, Princes Island, slight damage to masts.
Lost fore-mast
October, 1814, Lake Ontario, main-mast and main-
top-gallant-mast destroyed — one man killed— ten
wounded.
Mediterranean, one of Admiral Hotham’s squadron,
ship made a wreck — masts and rigging on fire —
main-mast cut away — fore-top-mast shivered—
main- mast and top-mast shivered — two men killed,
several wounded and hurt*
Particulars not ascertained.
Malta, September, 1830, split main-top-mast and
top-gallant-mast and damaged main -mast— ship
detained to refit and get a new mast*
April, 1814, off Ushant, lost main-top-mast and
top-gallant-mast, and damaged main-mast*
January, 1830, off Corfu, ship struck in several
places, two sails set on fire and cut away.*
January, 1830, Corfu, main- mast-head set on fire;
main-mast and mizen-top-masts severely damaged
—ship detained under refit*
January, 1814, Plymouth Ordinary, jury-mast
damaged.
1830, at Wydab, particulars not ascertained.
At Naples, in 1802, particulars not ascertained.
Coast of Malabar, 1791, one man killed — further
damage not ascertained.
In 1812, fore- mast disabled.
One of the look-out frigates of Sir J. Warren’s
squadron, Feb. 1801, Mediterranean — main-mast
damaged — two men killed.
Digitized by Google
DAMAGE BY LIGHTNING IN THE BRITISH NAVY.
755
No.
Ship's Name.
Guns.
96
Nereus
36
97
Niemen
36
98
Norge
44
99
Ocean
98
100
Ocean
98
101
Orlando
36
102
Pique
88
103
Palma
48
104
Pegasus
32
105
Photon
36
100
Primrose
18
107
Primrose
18
108
PoMONE
44
109
Pomone
44
110
Perseverance ...
36
111
Pelican
18
112
Piedmontese
36
113
PoMPEY
74
114
Preston
115
Prince George...
116
Prince William..
, 74
117
Princess Royal m
. 20
118
Port Mahon
36
119
Phoenix
90
120
Queen
90
121
Rhadamanthus ..
*1 -
Remarks.
March, 1814, Rio de la Plata — main-mast disabled
—main-top-mast shivered in splinters.
Spring of 1814, Halifax, lost main-mast.
June, 1815, Port Royal, splintered main-top-mast
and top-gallant-mast — damaged mizen- top-mast
and top-gallant-mast which fell down on deck-
four men hurt*
February, 1829, at Smyrna, main-top-mast damaged.
Summer of 1813, in the Rhone, main-top-mast split
in pieces, main-mast damaged — ship obliged to
go to Port Mahon to have a new mast.
In 1815, at Smyrna, main-mast disabled — main-top-
mast and top-gallant-masts destroyed — several
men hurt — ship obliged to go to Malta to refit.
In 1 804, Jamaica, damaged considerably — particulars
not ascertained.
Oct, 1814, Carthagena, fore -top-mast and top- gal-
lant-masts shivered — grazed the fore-mast — one
of the main-deck beams splintered, one man killed
— six men hurt severely — many slightly hurt*
1787, particulars not ascertained.
In autumn of 1824, Gibraltar, fore-mast shivered
from the truck to the deck, and set on fire together
with the small sails in the top, also the top-mast
studding sail in the larboard rigging-— main-top-
gallant-mast also struck — signal halliards burned
in cinders — several men struck down, but not seri-
ously hurt. Extract of letter from Capt. Stuart,
commanding the Phaeton.*
Sierre Leone, March 1828, lost main-top-mast.
At sea.
January, 1796, at Plymouth, lost fore-mast — main-
top-mast- stay- sail set on fire — ship just refitted.
In 1806, off Ushant.
In 1790, Bay of Bengal, lost fore-mast.
December, 1837, coast of Africa.
North sea.
West Indies.
Sheer-hulk at Woolwich, summer of 1822.
Sheer-hulk, Portsmouth, September, 1826, top-mast
totally destroyed.
Sheer-hulk, Portsmouth, November, 1790. — one of
the sheers destroyed.
June, West Indies, much damaged.
Jamaica, 1805, main-mast — main-top- mast and top-
gallant-mast shivered — one man hurt
February, 1801, one of Sir J. B. Warren's fleet, par-
ticulars not ascertained.
At Messina, 1815, damaged main-mast — ship obliged
to go to Malta.
Steam frigate, March, 1837, at Santander, main- top-
mast shivered.*
Digitized by VaOOy 1C
DAMAGE BY LIGHTNING IN THE BRITISH NAVY.
756
No.
Ship*s Name.
Guns.
Remarks.
122
Revolutionaire
44
In 1816, disabled in main-mast
123
Royal Sovereign
120
November, 1813, Hamoaze, Plymouth, damaged
fore-mast
124
Royal Sovreeign
120
November, 1809, off Barcelona, main-top-gallant-
mast shivered — two men killed*
125
Russel
74
October, 1795, coast of France, shattered main-
mast and main-top-mast — mizen-mast, top-mast,
and top-gallant-raast, severely damaged— first
lieutenan j killed — two men killed — several hurt*
126
Repulse
74
April, 1810, coast of Catalonia, shivered main-top-
gallant mast and main-top-mast — rendered main-
mast unserviceable — seven seamen and a 4oy
killed — three badly wounded, died soon after-
ten men more or less hurt — some severely.
127
Rudy
64
July, 1810, in the great Belt, main-top-mast and
top-gallant- mast demolished — main-mast slightly
damaged.
1791, Bay of Bengal, fore-mast disabled.
* * * — This ship was eventually blown up by
lightning in the Straits of Malacca, and nearly
all on board perished. Authorities, Naval Chroni-
cles, James and Brenton's Naval History.
128
Resistance
44
129
Royal George ...
100
In 1813, off Toulon, particulars not ascertained.
130
Royal Oak
74
Autumn of 1811, Basque Roads, particulars not
ascertained.
131
Royal Oak
74
Bermuda, 1829, receiving ship, main-mast was set
on fire — ship had nearly been burned.
182
Renown
74
February, 1801, damaged mizen-mast.
* 4 c * — This ship was the flag-ship of Sir. J. B.
Warren’s fleet
133
Racer/
18
October, 1884, off Carthagena, fore-top-mast de-
stroyed and main-top-gallant mast
134
Spartiate
74
In 1827, slight damage.
135
Spartiate
74
In 1828, slight case.
136
Sappho
.
18
November, 1820, in bringing home Lord C. Somer-
set, just after crossing the line, fore-top-mast and
top-gallant-mast shivered — fore-mast disabled-
seven men killed, three wounded and died— fourteen
wounded or hurt.
187
San Josef
120
In Autumn, of 1813, in the Rhone, one of the fleet
off Toulon, under Sir E. Pellew, main-top-mast
and top-gallant-mast shivered.
* * * — Of thirteen sail on the blockade of Tou-
lon, nearly one-half were severely damaged by
lightning at the same time.
188
Swiftsure
74
In 1806, had her fore- topsail set on fire.
139
Scorpion
18
In 1806, main-mast unserviceable.
In 1811, damaged main-mast
140
Sabrina
18
141
Sultan
74
Off Mahon, February, 1808, jib-boom shivered—
bowsprit damaged-— seven men killed — three
severely injured.*
142
Sultan
74
September, 1812, Island of Tavolaro, main-mast,
main- top -mast, and top-gallant masts split—
top- gallant yard and sail shivered in piece*—
detained at Malta under refit*
143
Southampton ....
64
November, 1832, in the Downs, one of a fleet wait
ing to sail on an important service — damaged
mizen-mast — ten beams injured — the electric
fluid penetrated to the after magazine.*
Digitized by vjOOQlC
DAMAGE BY LIGHTNING IN THE BRITISH NAVY.
757
No.
Ship’s Name.
Gans.
Remarks.
144
Squirrel
28
August, 1805, struck twice on the Coast of Africa;
the lightning broke to pieces two main- top-masts,
two royal masts, and two top-gallant- masts. The
main-mast was so splintered that no sail could be
carried on it — all the caulking from the fore to
the main chains loosenecl, and one plank stove ;
the ship made in consequence, eight inches of
water an hour.
145
Surinam
18
October, 1806, main-mast went in three pieces^
compasses rendered useless — two men killed—;
much other damage.
* * * — This vessel was employed in reconnoit-
ring the enemy off Belleisle.
1-16
Superb
74
September, 1 802, in Gibraltar Bay, slight case.
147
Stately
64
1801, one of J. B. Warren's squadron.
148
Scipion
74
Off Toulon, in 1813, one of Sir E. Pellew’s squadron,
main-top-mast shivered in pieces — main-mast
damaged — obliged to go to Port Mahon to refit
and get a new mast
149
Success
36
In 1820, at Malta, main- top-gallant-mast and main-
top-masts shivered — main-mast damaged*
150
Staunch
16
Rio de le Plata, in 1807, fore- top -mast and top-
gallant-mast shivered — bunt of top-sail set on
151
Sheers
In Halifax Dock Yard, 1812, much damaged.
152
Ton n ant
80
Winter of 1804, Bay of Biscay, main-mast damaged
—■one man killed, ten wounded.
153
Tonnant
80
February, 1812, Cawsand Bay, Plymouth, fore and
main-mast, also main-top-mast and fore-royal-
mast* — obliged to go into Hamoaze and shift
her masts.
154
Trusty
50
October, 1801, Malta, lost main-mast and other
damage.
155
Thames
32
In 1808, particulars not ascertained.
156
Lb Tiore
80
November, 1809, lost main-mast and main- top-
gallant mast.
157
Thisbe
32
In January, 1786, masts shivered — sails and rigging
on fire — obliged to cut away the main-mast —
ship nearly dismasted — ship’s cutter stove.*
158
Tamar
36
July, 1825, River Hooghly, East Indies, main -mast
shivered from truck to deck, and rendered useless.
159
Topaze
36
West Indies, July, 1802, mizen-mast shivered from
the truck downward — one man killed — one wound-
ed, who died soon after — three hurt.
160
Triumph
74
In 1803, Mediterranean, mat on the main-yard set
on fire — two men knocked overboard.
161
Tiietis
44
April, 1828, Rio de la Plata, one of the Brazilian
squadron employed in the protection of our trade,
fore-mast shivered and fore-top-maBt.
162
Trincomale
20
East Indies, 1797, particulars not ascertained.
163
Talavera
74
Archipelago, December,. 1834, particulars not
ascertained.
In 1822, Jamaica, main-top-mast destroyed — main-
mast-head shivered.
164
Tamar
36
165
Talbot
28
January, 1834, at sea, lost main- top- mast.
166
■
Theseus
74
Autumn of 1803, St. Domingo, fore-royal-mast,
top-gallant-mast, top-mast shivered — fore-mast
damaged — one man lulled close by the fore maga-
Digitized by CjOCK^Ic
758 REMARKS ON CANEA AND THE NORTH COAST OF CANDIA.
No. Ship’s Name. Guns. Remarks.
166 Theseus (coni.)... 74 * * * — This ship was employed in blockading
the port of Cape Francois; she was obliged to
leave her station, and proceed to Port Royal to
refit — the panic in the ship on this occasion was
frightful, the people rushing up the hatchways
under an impression the ship was sinking and the
magazine on fire, were with difficulty prevented
from jumping overboard or taking to the boats.
167 Union 98 Off Toulon, in 1813, one of the squadron under Sir
E. Pellew.
168 Ville de Paris... 120 Off Toulon, in 1813.
169 La Virginie 144 In September, 1799, Madras Roads, main-top-muft
and top-gallant-mast shattered in pieces — main-
mast sprung — main-top-sail yard damaged, and
the topsail split*
170 Valiant 74 Off Boston, in 1813, main-top-mast shivered in
pieces — main-mast head damaged — ship obliged
to proceed to Halifax in order to refit, and get a
new mast
171 Vanguard 74 Mediterranean*
172 Warrior 74 Autumn of 1810, Messina.
173 Windsor Castle 98 Autumn of 1794, fore-yard on fire — two men
wounded severely.
174 Wasp 28 January, 1814, main-top-mast shivered and lost
overboard — main-mast so much damaged as to be
unserviceable ; two men killed.*
Remarks on Canea and the North Coast of Candia. — By Mr.W.
H. Hall, JR.N.j late Master of H.M.S. Alfred, Capt. R. Maunsell.
Canea Bat is formed by Capes Spada and Malka ; the distance
across is twenty miles. We entered it in the forenoon, with a fine
westerly breeze, but as soon as we drew up the bay the wind became
light, and hauled in after us light, a regular sea breeze.
The scenery around the Bay of Canea is very beautiful. In a S.E.
direction is a high row of mountains, at the foot of which is situated
the town of Canea, tolerably well fortified, and containing about
7,000 inhabitants. Small ships can enter the harbour, but large ones
are obliged to lie outside, and are much exposed to northerly winds.
There is a good anchorage for a few vessels inside the Island of
Theodore, which is about five miles W.N.W. from Canea, and which
must be entered from the eastward, as there is a ridge of rocks
extending from the main to the west end of it.
The rugged land of Cape Malaka, which forms the eastern extreme
of this Bay and Mount Ida, with its snowy top beyond it, are veiy
conspicuous.
Digitized by vjOOQlC
REMARKS ON CANBA AND THE NORTH COAST OP CANDIA. 759
After communicating with the British Consul we rounded Cape
Malaka, keeping about two miles off shore ; and while passing had
light and variable winds, but when clear of it the wind became
steady from the westward.
To the eastward of the Cape we opened the Gulf of Suda, which
is, I understand, one of the best anchorages in Candia, and a good
harbour for refitting and procuring supplies.
The water is very good, and easily obtained from rivulets on the
eastern shore. We saw the small island just within the entrance on
which stands a fort. On entering the harbour you pass to the
southward of it, and anchor about four miles above it in seven
fathoms water. Abreast of it there is good anchorage in from six-
teen to seventeen fathoms, muddy bottom, with Cape Drapano S.E.
i E., and the Mosque N.W. three-quarters of a mile.
From Cape Malaka we shaped our course along shore E. by S. £
S. ; at sunset we were abreast of the town of Pretimo, and at mid-
night off Mount Ida, which we could distinctly see, it being a clear
moonlight night. We also observed several lights or small fires
along the coast.
At daylight the town of Candia was a little abaft the beam. It
appeared a large city, with a wall round it, and is said to contain
about 12,000 inhabitants. Small vessels only can enter the port,
the large ones generally anchor inside the Island of Standia, (which
is about five miles off,) and discharge their cargoes into large boats,
which convey them to the city. The Island of Standia is about four
miles long, and there is deep water between it and the shore. We
passed close outside of it, and soon after made the small islet Ono,
which is a barren rock of a moderate height. Having passed between
it and Cape St. John, at noon, the latter bore S.W.
About three leagues to the southward of the Cape is the Bay of
Masabello, in which there is shelter for small vessels with a southerly
and westerly wind. In running along the north side of Candia we
had moderate breezes from the westward, without any easterly
current, but found ourselves drawn in-shore, more particularly as
we drew near the eastern end of the Island. In the afternoon we
passed the three islands called the “ Janissaries,” which are of a
moderate height, and about eighteen miles to the N.W. of Sidera ;
at sunset we took our departure from this Cape, (which, like all the
eastern end of Candia, is not very high,) bearing W. by S. £ S.,
about six miles, and shaped a course for Alexandria, S.S.E., distant
about 300 miles ; at the same time Cape Solomon, and the small
Islands of Lassa, were in one bearing S.S.W. £W., and the Island
of Caxo and Mount Ida were still in sight from the deck ; the latter
must have been distant from us upwards of 100 miles.
Of the ports of Candia that of Canea is the most frequented. The
mole by which it is formed is about 1 ,200 feet in length : it has
Digitized by
Google
760 REMARKS ON CANEA AND THE NORTH COAST OF CAHDIA.
lately undergone great repair, and a light-house has been erected
at its extremity, but the lamps have not been fitted.
The Port of Suda is three miles distant, by land, from Canea, and
is perfectly safe in all weathers. There are no villages close to the
shore on either side, as the ground is too steep. There are several
small islands at its mouth, on one of which there is a fortress, which
commands the entrance.
The Ports of Candia and Retimo are also formed by a mole, but
are so small and so filled with sand, that a vessel drawing more than
eight feet water cannot enter. They have been cleared out a little,
and attempts are yet making to render them deeper.
The Ports of Spinalonga, St. Nicola, and Sutro, are not much
frequented. The public works which have been undertaken in Candia
within the last four years are, the repairing and cleansing the above-
mentioned three ports ; the repairing, in a slight degree, the fortress
of Carabusa and Surda ; the repairing a few roads in the immediate
neighbourhood of Candia and Canea. The expences of these works
have amounted to 3,700,000 piastres, or about 37,000/.
An aqueduct for supplying Candia with water is now being laid
down, which will cost, at least, 5,000/. sterling. The fortifications
of the cities of Candia, Canea, and Ritimo, are in good repair, but
those of Carabusa and Suda are in a very bad condition.
The number of cannon and troops in the different fortresses are
as follows : —
Men.
Cannon.
Canea
. 800
104
Suda .......
. 200
36
Carabusa. .. .
. 200
16
Sfakia
. 100
00
Retimo
/ 700
80
Kisamo. ....
. 000
6
Candia,
Spinalonga., J
l 4,200
226
3,200
463
Each fortress has also a few gunners ; the greater part of the gun*
are unfit for service, and about one-half are of brass.
Besides the regiment of Arab regular troops, there are in the island
six companies of irregulars, principally Albanians; these should
amount to 400 each company, but the actual number in the island
does not exceed 1,300. They are distributed through the different
districts, and form the police ; their pay being sixty piastres, twelve
shillings per month, and the ration of a half an oke, (If lb.,) of wheat
per day. About 100, who are mounted, receive 120 piastres, twenty-
four shillings per month, and seven measures or bushels of barley
for their horses. B.
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THE PILOTAGE BILL.
761
The Pilotage Bill.
London, August, 1838.
Sir, — I observe, that the “ Pilotage Bill” is not to he pressed this
Session of Parliament ; Mr. P. Thompson having put it off for the
present; observing, “ that he would consent to delay its further
progress till next Session, in consequence of the many more pressing
matters before the house.”
We really have a right to expect from a reformed House of Com-
mons, some little more attention to the business of the country —
what could possibly prevent such a bill, for instance, as that in
question being got through this session ? a bill, which not three mem-
bers in the house would give themselves the trouble of thinking one
moment about, except the two members of the Board of Trade, and
the Lord of the Admiralty, who brought it in ; indeed, it is pretty
well known, I suppose, by every body, that when three members of
the government, take in hand to effect a regulation of this sort, the
House gives them credit for a due consideration of the measure, and
takes for granted that it is correct, and the bill passes as a matter of
course. This is the case 99 times out of 100, and the bill in ques-
tion would form no exception, indeed its evident usefulness would
ensure its passing in the usual manner of such bills. The public
interested in shipping, may well consider the postponement of this
bill injurious to their interests, and this will appear the more evident,
by looking at the enormous amount that is now paying for this most
unnecessary charge of pilotage, for, however unpopular it may be,
to deprecate the services of those very able, and in many respects,
useful people — “ the pilots of our coasts and harbours.” I mean to
shew that your correspondent, “ a Skipper,” is not only perfectly
right in his views of their mischief, but also to notice what he has
omitted, in not alluding to the enormous tax this charge has become,
since the extension of steam -navigation to foreign voyages, it was
bad enough before upon sailing vessels. I myself recollect paying for
a ship of about 400 tons, for the ordinary pilotage, boarding money,
boats and kedges, then considered necessary, about 40/., from Dun-
geness to the docks in London ; but now, when almost any body,
with the commonest attention, can conduct a steamer through any of
the channels and entrances to our harbours, and when from the rapid
voyages of these vessels, a man in charge of them, may, in a year’s
practice, have as much experience as ever a regular pilot attained
to enable him to become such ; it seems perfectly ridiculous to say
to such a man, you shall not have charge of your own ship, but that
that the owners shall pay another, not one jot more capable than you
are, from 300/. to perhaps 500/. a year for such service ; and this
even, though the master professes his readiness to undergo all the
necessary examination, to prove his qualification.
enlarged series. — no. 11. — VOL. for 1838.
762
THE PILOTAGE BILL.
The whole thing is monstrously inconsistent, and must be put an
eud to, and this, I think, with 44 a Skipper,” the provisions of the
bill in question, are entirely calculated to effect, without doing any
injury to the existing pilots. At the same time it will relieve the
shipping interest, especially that increasing portion navigated by
steam, and be also a check on the too common practice of entrusting
property and lives to unskilful hands, in charge of that immense pro-
portion of the ships of this country, (coasters,) which are now by
law entirely without control.
What a monstrous absurdity it is, to see, for instance, a ship that
may be worth 10 or 15,000/., built at an outport, and brought round
to London, in charge of any body whom the caprice of an owner
may appoint, free of all pilotage, and the same man, if put into a
craft value 500/., cannot be allowed to take her out of the port of
London to sea, if going upon a foreign voyage !
Again, a man may be twenty years in charge of a coaster, no matter
what the extent of his practice may have been : if his vessel is
chartered to go 44 foreign,” he must have a pilot to take him to sea !
whereas, to take charge of a coaster, no check at present exists, no
hindrance to the appointment of a gentleman's servant, or porter, to
be skippers of any ship whatever so employed, he is at once an
authorized, pilot for such ship, all round the coast of Great Britain !
Now the new pilot act will give a very proper check to this wanton
hazarding of lives and property. It will make every ship subject to
pilotage ; coasters will be subject to it, unless the master has had
two years practice in command of a collier, or three years in a coaster,
and it will make all other ships subject to it, unless, when a master,
mate, or seaman, shall have sufficient local knowledge of the port he
trades from, and has undergone a proper examination to that effect.
It is to be hoped that this provision will be re-considered ; no per-
son should be entrusted with this charge, but the master himself,
and a master of every ship whatever, should have a right to pilot his
ship into, and out of, all ports whatever, if he offers himself for
examination, and gets the proper certificate of his fitness for so doing.
It will not work well, to devolve this matter to a mate, much less to
a foremast man, it is quite inconsistent with all experience, to sup-
pose such a charge taken by any one, but the master ; and to restrict
the pilotage of the ship in such charge, to the port to which the ship
belongs, or trades from, would be hampering the bill, and placing a
useless limit to the good which it is calculated to effect, that good
being evidently to make every master a very superior sailor to what
he is at present, and which must increase wonderfully, the com-
petence of the whole body in command (or rising to it,) of the
merchant service.
The bill is intended to exempt altogether from pilotage, ships
employed in carrying the mails, — a very proper regulation. It throws
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THE PILOTAGE BILL.
763
upon the owners the responsibility of appointing proper persons to
their command, who are at once to be presumed competent. The
necessity of taking pilots in these vessels, is a very frequent cause of
delay, whereby the public service is injured. The complete incon-
sistency of the present regulations respecting pilots, could not be
better shown, and at the same time the propriety of the intended
alteration, than by stating a case.
A regular licensed pilot, a Cinque Port pilot, has an offer of the
command of a fine ship ; he gives up his warrant, goes on a foreign
voyage, and, is by law obliged to take a pilot from London to the
Downs, and from Dungeness back to London ! If this be not
absurd, what is ? It is no less so to see a man in command of a
vessel who has, from attention and experience, made himself so well
acquainted with certain channels, as to be able and willing to un-
dergo all the examination necessary to constitute him a pilot,
should be still refused the charge of his own ship ! All this sort of
common sense, will be attempted to be opposed by such statements
as the following: — Sands shift, buoys are removed, or new ones
laid down ; new lights are erected, or old ones altered, &c., &c.,
to which I will reply, that when sands shift, it may happen that
the first knowledge of such alteration, is gained by a pilot bump-
ing a ship thereon, and that if such happened first to the master
in charge, it would be no worse probably in its consequences ; but
this pilotage of his own ship, would lead the master in charge,
to such constant attention, and consideration of the channels, that I
repeat, it is incalculable what a different man it would make of him ;
and should there ever be a little imaginary drawback attendant upon
the proposed alteration, it should be submitted to, in consideration of
its producing an infinitely greater amount of good.
Pilot establishments will still remain ; and there is no ground to
apprehend, that such a large proportion of clever fellows, will at once
make their appearance, as capable of piloting their own ships, to
cause any diminution in the employment of licensed pilots. The very
fear expressed by the pilots themselves on this subject, is a tolerably
convincing proof of the weakness of their cause. It is an admission
of the little there is to be learned in their business ; but I, who have
not the fear before my eyes, of a “ warrant ” becoming of no value,
can see more clearly, and assure them, that they need be in no fear
whatever ; but that on the contrary, I see by the check, which the bill
will introduce upon coasters and colliers, that the demand for pilots
for some years, will be increased. No living pilot will see the day
that his services will cease to be required. The present establish-
ment must, however, be gradually reduced, that is quite certain.
One point connected with this subject, is the manifest defect, which
we are under at present, owing to our not giving early attention
to navigating the harbours, of our own coast, occasionin^^y^^^s
764
SBLF- REGISTERING APPARATUS.
difficulty to masters of ships, when, owing to bad weather, they can-
not obtain a pilot, and are thrown into situations where they must at
all risks, pilot their own vessels. How very often does this happen,
how repeatedly in bad weather, and night time, does a ship miss
getting a pilot at Dungeness ; and I will put it to any master in the
foreign trade, when these cases do occur, whether he does not find
himself in situations of very considerable anxiety, and no s m all
degree of risk.
I cannot conclude these remarks without expressing my entire
concurrence with a “ Skipper,” in the worse than uselessness of the
pilot’s cutters, appointed to cruise at Dungeness : they should be
abolished altogether; it is really too bad, to be called on to pay for
the support of these cutters, which not once in ten times are to be
fallen in with during nights, and not once in a hundred during night
and bad weather combined, the only circumstances under which they
are of any use whatever. If a master cannot take his ship up to Dover
or the Downs, during day-light, and fine weather, the sooner he is
sent to learn, the better. The same may be said of many other pilot
stations, where the cutters cruise at such a distance, (I have often
fallen in with them before making the land,) that the extra charge,
under the name of “ distance money,” is a serious addition to the
pilotage, and yet such is our habit, or our ignorance, to call it by its
proper name, that the practice is not only tolerated, but really is a
relief to the greater portion of merchant masters, and often a very
valuable aid, which nothing in fact will alter, but allowing all masters,
when capable, to pilot their own ships.
Keep up a high rate of pilotage, and, however loath a man may be
to increase his responsibility, by becoming his own pilot, he must
learn to do so, for owners will naturally soon make it a point of em-
ploying such masters as are capable of releasing them from the charge
of pilotage.
I am, Sir, your obedient servant,
“ Soundings.”
Account of a Self-registering Apparatus for shewing the
Stability and various Motions of a Ship at Sea. — By Mr. J.
C. Mitchell, Mate of H.M.S. Excellent ; communicated by Com-
mander Washington, R.N.
The recent improvements in the construction of ships in the British
Navy have induced me to consider whether some simple and portable
machine might not be constructed, at a trifling expense, so as to
register the degrees of inclination, the pitching and scending, as well
as the various movements of a ship, in such a manner as to afford
accurate and certain data of the behaviour of a 6hip at sea ; whereby
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SELF-REGISTERING APPARATUS.
766
the trials of our ships might be attended with useful results, — their
stability might be exactly compared, and naval architects thus
supplied with requisite elements still further to improve their con-
struction.
With this view I venture to offer the readers of the Nautical the
following brief notice of a machine, the plan and drawing of which
have been submitted to the inspection of the Port Admiral, the Admiral-
superintendent of Portsmouth Dock-yard, and several captains and
officers of the Navy, who have expressed themselves satisfied with
its capability for fulfilling the desired object.
The principle of the apparatus consists in the combination of two
pendulums working at right angles to each other, and moving pencils
parallel to the axes of two cylinders, (on which skeleton forms on
paper are wound,) made to revolve by a time piece, one pendulum
moving in the line of the keel of the vessel, and thus indicating the
pitching and scending motion ; the other moving at right angles, or
parallel to the beam, and thereby shewing the degree of inclination
and consequent stability of the ship.
These pendulums are made to work in a fluid, and are so adjusted
in a close vessel as only to oscillate with the movement of the ship.
The whole apparatus is enclosed in a mahogany case, with a glass
door or front, and occupies the place of a writing desk, about twenty
inches long, by thirteen wide, and may be conveniently placed upon
a table against the foremost bulk-head of the captain’s cabin in a
ship of war, or in a yacht ; the only condition required being to fix it
in the line of the keel.
It is unnecessary to enter into the details respecting wheels, racks,
pinions, &c., by which the movements are communicated accurately,
and traced on the paper ; but a short description of the diagrams may
serve to give some notion of the results.
The skeleton forms. As before mentioned, a skeleton form on
paper is placed round each cylinder. No. 1 to shew the inclination
of the ship has seven divisions lengthways, corresponding with the
days of the week ; half of each division is sub-divided into fifteen
degrees, shewing what she heels to starboard or to port : the divi-
sional or centre line indicating that she is on an even keel. The days
are divided into twenty-four hours by vertical lines, and these hours
into minutes : thus, on the scale which I have followed in my con-
struction, the space of each hour of the day will extend over half an
inch, or one-eighth of an inch is allotted to each quarter of an hour.
By the same scale the 15°* on each side of the “ even keel line” will
extend over three-quarters of an inch, or one-twentieth of an inch to
*A8 ships are all supposed to come to their bearings at 15° of inclination, it has
not been thought requisite to give a greater scale ; but the machine will register the
heeling of the vessel as far as 22} degrees.
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766
MANNING THE NAVY.
each degree, which appears sufficient to measure the inclination with
accuracy : but the scale may be increased at pleasure.
It is hardly necessary to state that the various degrees of heeling
will thus be represented by a diagram, shewing, on inspection, when
a ship heels over either to*a great or less degree, as acted upon by
a strong, steady breeze, a squall, or a calm. The changes, also,
incidental to a shift of wind, being taken aback, bearing up, short-
ening sail, being struck by a sea, &c., will all be indicated at the
instant of time, in a manner which the most correct log-book could
not pretend to ; and the effect produced by the same cause, on two or
more ships in company, may be compared on inspection without
trouble and without calculation.
Form No. 2. The paper on which the pitching and scending
is to be traced, is divided longitudinally into six divisions, of four
hours each, being one for each watch in the twenty-four hours, and
every hour is again divided by vertical lines into minutes : thus the
diagram of each hour will extend over two inches of space, or one-
tenth of an inch to every five minutes of time.
The scale for measuring the degree of pitching or scending is
divided into twelve feet on each side of the centre or “ even keel
line,” and extends over six-tenths of an inch, or one-tenth for every
two feet of dip by the head or stern. But as the trim of ships is
generally somewhat more or less by the head or stem, this centre
line of the diagram may be set either to even keel, or to sailing trim.
Besides shewing the depths to which a ship pitches, the angle made
by the tracing pencil will also indicate, by its acuteness, or the con-
trary, the sharpness or ease with which the movement is made.
As at present arranged, the form No. 2 will contain the register
for one day only, in order to take advantage of the whole scale ; but
the apparatus is also constructed to receive a weekly form to corres-
pond with that for heeling. By means of these two a record might
be easily preserved of the movements of a ship for a whole voyage,
and might be bound up with the ship’s log-book, or transmitted to
the Admiralty in company with it.
Besides registering the various movements of a ship, this machine
will also register the direction of the wind, and the course the ship
is sailing ; but as this would, of course, render it rather less simple
in construction, and increase its bulk, I prefer leaving it in its present
state, provision being made for these additions, if required, or called
for hereafter.
J. C. M.
Portsmouth, September 20th, 1838.
Manning the Navy.
Mr. Editor, — I have seen some observations in the Shipping
Gazette on my plan in your last July number, for “Manning the
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Navy,” followed by letters from a correspondent at Limehouse
signing himself “ Observer animadverting, not only on my plan,
but also on the remarks made on it by the Editor of the Skipping
Gazette. At the foot of “ Observer’s” first letter, this editor says,
that “ he could not discover to what it tends and he repeats
this flattering observation, also, on publishing “ Observer’s” second
letter.
I will not follow the want of courtesy of the correspondent of the
Shipping Gazette, who plainly affirms “ that I know nothing of the.
matter I attempt to treat upon,” an ignorance which he at the same
time coolly attributes to “ most of those who discuss naval questions ;”
meaning, of course, that nobody knows anything of the matter but
himself.
And I do not intend this as any challenge to enter into controversy
with him, his style is better adapted for those of his own class.
Nor, in point of fact, should I consider anything he has said worth
the replying to, being quite of the opinion of the Editor of that most
respectable newspaper, the Shipping Gazette, that it is difficult to
know at what he (of Limehouse,) aims.” But his letters are, from
beginning to end, so entirely at variance with truth, that as all the
world (very small part indeed according to “ Observer,”) is not
informed on these matters, the greater portion may be misled; I
shall, therefore, take the liberty of over-hauling them.
As respects Sir J. Graham’s Bill, I content myself with refering
to every report of Parliamentary proceedings, from the first intention
announced by Sir James of introducing the Bill, including every
subsequent mention of it, in either house, to the present hour, to
confirm my statement, that by every one of those members who have
noticed it as of any use whatever, it has, without exception, been
considered, as a bill, calculated “ to man the navy ;” for which pur-
pose I again, without hesitation, assert it is a total failure. It is
stated by “ Observer” that it appears to him “ to be only a consol ida-
dation of previous laws.” It is so far from this, that it sets out with
repealing every existing law in reference to Merchant Seamen, and
then enacts a set of new provisions, totally at variance with previous
law and practice ; and, as every practical man knows, is arbitrary,
inconsistent, ineffectual, and totally against common sense. As for
the other bill, which “ Observer” seems to suppose I have mistaken
for the one above remarked on, it is a worthy rider to its parent, and
the best proof of its value is his own admission, viz., “ that it has
never been necessary to resort to it ;” but not for the reason he gives,
“ that sufficient men are obtained in the ordinary way,” as I mean
next to shew.
Will “ Observer” please to inform us how long H.M. line of battle-
ship, Donegal, was prevented sailing to relieve the command in the
Tagus for the want of men ? I have half a dozen other ships quite
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76S
MASXIXG TMK XATT.
read j to ask the same question about, if this is not sufficient, but
which I will answer at once, bj saying, dial some months were occupied
in getting her manned.
Does not “ Observer” know, that the 5000 men added to our fleet
about two years ago, were obtained with the greatest possible diffi-
culty ? if not, let him consult the journals of that period, — the state-
ments made on the subject in Parliament, and to which no good
answer was given f It is a notorious fact, that the line of battle-skips
put in commission upon that occasion, were atomy months in com-
pleting their crews, notwithstanding that die greatest exertions were
made : the whole coast of Great Britain was ransacked for volunteers !
Tenders, sloops of war, and I think even an eight-and-twenty, were
sent in all directions, even to the Shetland Islands, to beat up for
volunteers. That they were manned at all is the only wonder.
There is that old horror still existing of the Naval Service, though
wearing away, which has made it the dread of the British sailor
from time immemorial. This must be done away with, and I have
said, that the conduct of naval officers of the present day, and the
comforts of the seamen's life in a man of war, are such as deserve
that all prejudice of this kind ought to vanish. I have deprecated
impressment as a measure perhaps impossible, ever again to have
recourse to, but that something must be done towards manning the
navy, is clear, and I fancy 44 Observer ” will find there is sufficient
reason in my suggestions to cause more “ than half a dozen men in
Parliament” to support it. I am charged with my notions being
44 arbitrary ;” every apprentice when he is bound to the sea would
consent formally to the system, which is a sufficient answer to this
charge.
The 44 disparity of wages” is a wilful misstatement Assuming
44 Observer” to be as well informed on the question as he pretends to
be, it should, in the Merchant Service, have been stated at thirty-
five shillings to fifty shillings per calendar month. Within a very
few years I have myself commanded a ship when the first-named
sum was paid ; but forty shillings is the usual pay. Able seamen's
pay in the navy is not, as asserted, thirty-two shillings per month,
but thirty-four shillings, and this per lunar month, or twenty-eight
days. The merchant sailor’s pay is not continuous for three years :
he is on shore, out of pay, looking for new ships, a very considerable
portion of his time. The abundance of provisions in the Queens
ship enables the man-of-war’s man to exchange its surplus for con-
siderable supplies of important articles, which the merchant sailor
pays for, (and is imposed upon for). Look at his clothing, which is
supplied at one-half the price in the navy, that the merchant seaman
pays, and in which he is shamefully robbed, almost invariably, to
say nothing of his losing his whole 44 kit” every time he gets on shore
amongst the harpies that surround him. I will appeal to the families
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MARKING THE NAVY.
769
if these two descriptions of sailors, and if the wife of the “ regular
man-of-war's man” is not the best provided for, why then say, the
Merchant Service is the best. But in the mean time I will affirm,
that the pay of the navy is superior. If all served their alloted
period in the navy, these advantages would be known; and the sense-
less distinction, which it is rather odd “ Observer” should not see
through, considering his exclusive knowledge in naval matters, would
vanish.* No, it is not the pay that forms the objection, for the
sailors themselves, who have experience in the public ships, can
calculate and know that it is much better. But it is the hereditary
dread of a man of war, and the love of license and dissipation which
belongs to the man brought up and continuing in the Merchant Ser-
vice, his frequent spells on shore, habituating him to licentiousness
without limit, that unfits him for naval or any other discipline.
Prevent all this by the good training every youth would go through
by my plan, and that by his own consent, which is an answer to the
last remark I shall make of “Observer,” namely, that it is prepos-
terous to be devising schemes for manning that navy by coercive
service, which in any shape or form must produceunwilling servitude.
I am, Sir,
Your obedient servant,
A Skipper.
Mr. Wood, (Naval Secretary,) is reported lately to have said in
the House of Commons, that twenty sail of line of battle-ships could
easily be equiped for the service, provided only that sailors could be
procured to man them. Perhaps “ Observer” will satisfy the Honor-
able Secretary that the men will be forthcoming when wanted.
jiatoal (fffjromcl**
Monthly Gossip. — Go on, Mr. Editor, go on and prosper. Glad
to see your friends of the Mariners' Club have at last found their
way into- the fair pages of the Nautical, for fairer they are than
those of any of its contemporaries, and enlivened with their Nodes
Ambro8ian
Brazil )
America
{ Jamaica, Lee- k
ward Islands >
jLa Guayra y
Mexico & Havannal — 15th ditto I
{ Jamaica, Lee-
ward Islands
Carthagena
Every Saturday.
|Every 2nd Sat|
Every 4th Sat
1st Tuesday in|
each Month.
1st Wed. ditto.
1st Day in every]
Month.
— 15th ditto
Iberia, Oct 22
, Oct 17
{Tagus, Oct 1
H.M.B. Lap-
wing, Oct 5
H.M.B. Hope,
Oct 6
Lord Melville,
Oct 3
H.M.B. Penguin, 1
Oct 17
|H.M.B.Pandora,|
Oct 17
Next Packets due.
Liverpool
Oct 28
Opossum,
Nov. 23
Skylark, Nov. 10
Pigeon, Nov. 26
Swift, Nov. 21
Spey, Nov. 2
The Return of the Packets is calculated thus: — To and from Jamaica,
12 weekB ; America, 9; Leward Islands, 12 ; Gibraltar, 20 days ; Malta, 53 days;
Brazil 20 weeks ; Mexico, 1 8.
From August to January inclusive, the packet touches at Pernambuco and Bahia
on her outward passage to Rio Janeiro, and the other six months on her homeward.
New Books.
A Method of Concentrating the Fire oe a Broadside of a Ship-
of-War, &c. By IV. Kennish, Carpenter, R.N. Bradley,
QreaUTitchfield-Street, 1837.
The power of concentrating the fire of a ship’s broadside is one of
those evolutions in Naval Gunnery of such vast importance, that too
much attention cannot be paid to it. It appears to be of compara-
tively modern date, as Mr. Kennish not only here gives us the method
by which he effects it, but also the Admiralty inquiry of 1829, which
led him to consider the subject, and to produce the work before us.
He has performed his task in an elaborate, and we will add, a credi-
table and seaman-like manner, illustrating his process, step by step,
with drawings on a large scale. No naval officer should be unin-
formed on this subject, and Mr. Kennish’s work well deserves the
patronage of the service in general. We recommend our naval
readers to consult it well.
enlarged series. — no. 11. — VOL. for 1838. i> G
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NBW BOOKS.
Ideas as to the Effect of Heavy Ordnance Directed against
and Applied by Ships-of-War, &c. By Capt. T. F. Simmon s 9
R.A. Egertoris Military Library, London.
This is another of those normal works which the naval officer will
do well to treasure in his mind. The employment of the heavy
ordnance, now adopted in nearly all our men-of-war, renders it impera-
tive on officers to make themselves well acquainted with the principles
on which they are used with best effect. Tne subject of concentrating
the broadside is also treated here by Capt. Simmons, and, we have
the pleasure of saying, in a masterly manner. Indeed we are much
inclined to approve of his arcs let into the deck ; and there is an
advantage in the truck-stop proposed by our artillery officer that will
be evident to a seamen's eye, namely, that as long as the trucks fairly
butt against it, it is not indispensable that the axis of the gun should
exactly cross the midship-line of the port, a condition which is abso-
lutely necessary with other methods. But we recommend our naval
readers to judge for themselves, and we can assure them that they
will find the Captain of Artillery a very good naval gunner, and pro-
vided with a store of very useful information.
The Method for Raising Sunken Vessels, as usually adopted
at Her Majesty's Docks, Explained, &c. By F. JP I Sadler.
R.N.y Assistant. Master -Attendant. Trives, Portsea.
The object of this work is sufficiently explained in the above title,
and it remains for us to say, that it has been occasioned by the
necessary operations in raising Her Majesty's schooner, Pincher.*
Mr. Sadler, who so ably and successfully conducted those operation*,
has judged rightly in considering that an account of them would be
acceptable to rising naval officers, and we will venture to say he will
be secretly, if not publicly, thanked by many who will gladly turn
them to account in the hour of need. The process is well described,
and illustrated with the necessary drawings ; and published as it is,
w ith the sanction of the Lords of the Admiralty, we cordially recom-
mend it to the attention of our naval readers.
The Philosophy of Language, containing Practical Rules for
Acquiring a Knowledge of English Grammar, &c. By
William Cramp. London : Relfe and Fletcher, Comhill.
We have little room to spare for dissertation on grammar, but we
may briefly state the object of the author to be that of rendering its
principles easy, and the rules of syntax practically useful. In follow-
ing up his object, that of informing his readers on this important
subject, he purposely and properly avails himself of the blunders of
literary men, as he says, from a principle of justice ; and illustrates
the philosophy of language by some well chosen examples, bearing
on all the rules of grammar. The illustration of the parts of
speech by a frontispiece is original and clever, and the work is one
which may be read with advantage and satisfaction by those who
would write with perspicuity and vigour.
* Since sold out of the Navy.
Digitized by
Google
NEW B00K8.
787
Geology, as a Science, applibd to the Reclamation op Land
from the Sea, &q. By John Rooke. London : Ridgway,
Piccadilly.
There is a philosophy, doubtless, in resorting to geological princi-
ples in the construction of railways, and in the mode of reclaiming
land from the sea, which it is the object of Mr. Rooke to point out.
He considers the whole of this interesting subject after his own
fashion, and we are bound to say that it is a most agreeable one. The
work is particularly addressed to the geologist and practical
engineer.
Curiosities op Literature. By J. D' Israeli, Esq, illustrated
by Bolton Comey, Esq., fyc. London : R. Bentley, Burlington
Street.
These illustrations should be in the possession of those who h ive
treasured up in their libraries the popular works of Mr. DTsraeli, to
whom, we apprehend, literature will stand less indebted even for
curiosities, than to the gentleman who has been at the pains to illus-
trate them. We certainly were not aware that our old Nautical
Chronicler, Purchas, was to be considered a voyager, having always
held him in the light only of a collector of voyages ; but our conclu-
sion might have been somewhat shaken by the popular Mr. DTsraeli,
had not the illustrator of his curiosities been at hand to quiet our
misgivings, by assuring us we were quite right. The bane, we said
at once, should never be without the antidote. The wannest admi-
rers of the “ curiosities ,” with the assistance of these illustrations,
will be enabled to perceive their real value, and the new beauties
they will find in them by their means, will afford an additional treat.
A sample of the “ write-with-ease-school ” vale !
The Barque Morayshire op London. Captain Lamotte, entering
theBay of Gibraltar.
A neat and well executed aquatint drawing of this vessel has just
been published by Huggins. The detail of the picture is more
pleasing than the vessel herself : the sea is remarkably well managed.
The British Queen, of 1,062 tons, and 500 horse-power. Lieut.
Richard Roberts, R.N., Commander.
This is, without doubt, one of the happiest efforts of our celebrated
friend Huggins. The vessel is represented in her sailing trim, and
supposed to be starting on her first voyage. We will venture to say
this print will win golden opinions of her which we have little doubt
she is destined hereafter to preserve.
Topographical Drawings. — Mr. John Bate, we find, has been
applying his ruling machine to other purposes than the copying of
corns and bas-reliefs. He aims at producing topographical drawing,
and his first attempt has been made on a part of the Ordnance Survey
of North Wales, in which he has succeeded very fairly. There is a
management yet required of the light on the heights, which experience
will produce, and from the proof before us we have little doubt of
this valuable method being rendered capable of considerable service
in correct topographical representations.
788
RBDUCIKG VIENNA FBET TO ENGLISH
Table XXXVII.
For reducing Vienna Feet to English, and English to
Vienna Feet.
1 Vienna Foot = 1*0371023327 English Feet
1 English Foot= 0*9642230031 Vienna Feet
Vienna or
English feet.
English
feet, and
Dec. parts.
t
Vienna |
feet, and
Dec. parts.
Vienna or
English feet.
English
feet, and
Dec. parts.
Vienna '
feet, and,
Dec. parts.'
Vienna or
English feet.
1
English |
feet, and,
Dec. parts.
1
Vienna j
feet, and
Dec. parts. 1
1
1*037
0-964
40
41*484
38*569 !
79
81*931
76*174
2
2*074
1*928
41
42*521
39*533 1
80
82*968
77*138
3
3*111
2*893
42
43*558
40-497 |
81
84*005
78*102
4
4*148
3*857
43
44*595
41*462
82
85*042
79*066
5
5*186
4*821
44
45*632
42*426
83
86*079
80*031
6
6*223
5-785 1
45
46*670
43*390
84
87*117
80*995
7
7*260
6*750
46
47-707
44*354
85
88*154
81*959
8
8*297
7-714
47
48*744
45*319
86
89*191
82*923
9
9*334
8-678
48
49*781
46*283
87
90*228
83*888
10
10*371
9*642
49
50*818
47-247
88
91*265
84*852
11
11*408
10*606
50
51*855
48*211 ’
89
92*302
85*816
12
12*445
11-571
51
52*892
49*175
90
93*339
86*780
13
13*482
12*545
52
53*929
50*140
91
94*376
87*744
14
14*519
13*499
53
54*966
51*104
92
95*413
88*709
15
15*557
14*463
54
56*004
52*068
93
96*450
89*673
16
16*594
15*428
55
57*041
53*032
94
97*488
90*637
17
17*631
16*392
56
58*078
53*997
95
98*525
91*601
18
18*668
17*356
57
59*115
54*961 (
96
99*562'
92*566
19
19*705
18*320
58
60*152
55*925 |
97
100*599
93*530
20
20*742
19*285
59
61*189
56*889
98
101*636
94*494
21
21*779
20*249
60
62*226
57*854,
99
102*673
| 95*458
22
22*816
21*213
61
63*263
58*818 1
100
103*710
. 96*423
23
23*853
22*177
62
64*300
59*782
150
155*565
144*634
24
24*890
23*141
63
65*337
60*746 j
200
207*420
192*845
25
25*928
24*106
64
66*375
61*710
250
259*276
241*056
26
26*965
25*070
65
67*412
62*675
300
311*131
289*268
27
28*002
26*034
66
68*449
63*639 1
350
362*986
337*479
28
29*039
26*998
67
69*486
64*603 i
400
414*841
385*690
29
30*076
27*963
' 68
70*523
65*567 |
450
466*696
433*901
30
31*113
28*927
69
71*560
66*532
500
518*551
482*113
31
32*150
29*891
70
72*597
67*496
550
570*406
530*324
32
33*187
30*855
71
73*634
68*460,
600
622*261
578*535,
33
34*224
31*819
72
74*671
69*424
650
674*116(626*746
34
35*261
32*784
73
75*708
70*388
700
725*971! 674*958
35
36*299
33*748
74
76*746
71*353
750
777*827
j 723*169
36
37*336
34*712
75
77*783
72*317
800. 829*682
771*380
37
38*373
35*676
76
78*820
73*281
900
933*392
1 867*803
38
39*410
36*641
1 77
79*857
74*245
1000
1037*102 964*225
39
40*447
37*605
1
80*894
i
75*210 j
\
2000
207 4*204 1 1 928*450
1
Digitized by v^ooQle
PROMOTIONS AND APPOINTMENTS.
789
Promotions and Appointments.
Promotions.
Lieutenants,— G. G. Otway, H. Dumaresq.
Appointments.
Actjeon, 26, — Mate, C. W. Bonham, W. Deane ; Midshipman, £. Lambert, H. V.
Polwett Ascension Island, — Surgeon, W. T. Ballantyne. Asia, 84, — Lieutenant,
R. A. Oliver. Aprican, 1, — Lieutenant, T. S. Coppinger. Barham, 50, — Lieut.
G. Weston, F. Guyon. Britannia, 120, — Assistant- Surgeons, W. Trail, J. Walland,
G. D. Gordon ; Master, J. Yule. Buzzard, 3, — Jfate, W. Pollard. Carysport,
26, — Lieut., C. Brown. Castor, 36, — Lieuts., C. F. Shadwell, C. F. Brown. Coast-
Guard, — Lieutenants, W. G. Pasco, C. R. Watson, W. Vicary, W. Seaward; Com-
manders, E. W. Pilkington, G. S. Dyer, T. Greene. Comus, 18, — Master, J. W.
Burney. Cornwallis, 74, — Lieuts ., C. Powell, A. C. May, G. H. Seymour, C. J.
Balfour, G. W. Winlow, G. G. Phillips, J. Fellowes j Naval Instructor, G. Jackson.
Cuckoo, St V., — Master, W. Wadling ; Second- Master, J. Dillon. Donegal, 78, —
Lieutenant, F. Denison; Mate, H. Giles. Edinburgh, 74, — Clerk, A. Arlington,
R. A. Godson. Excellent, — Mate, J. Hancock ; Lieutenant, J. Rawstorne ; Purser,
W. Tuckfield. Fair Rosamond, 2, — Mate, E. J. Youles. Forrester, 3, — Lieut .-
Commander, F. G. Bond. Ganges, 84, — Captain, B. Reynolds, C.B. Lieutenants,
J. FitzJames, W. Johnstone, G. Goldfinch, J. A. Bainbridge, F. A. Ellis, N. Korway ;
Master, C. F. Burney; Second- Master, P. Wellington; Surgeon, W. L. Kidd, M-D.;
Assist.-Surg R. J. Scott, W. Bateman ; Purser, W. Tuckfield. Grecian, 16, — Vol.,
M. Faulkner, Ck., E. J. Bennet. Hastings, 74, — Mate, R. Moore ; Mid., G. C. Kerr ;
Mate, H. J. Austen ; Clerk, J. Gowan. Herald, 28, — Lieut., H. Coryton. Jaseur,
Lieutenant, W. C. Aldham. Magnificent, 74, — Surgeon, J. Park. Medea, 4, —
Master, J. Cater; Surgeon, J. Russell. Melville, 74, — Lieutenants, E. Tatham,
H. J. Shute ; Master, T. Huss. Modeste, 18, — Lieutenant, I. C. Bingham; Mid.,
R. J. Wood. Niagara, 20, — Lieutenant, J. Elmsley. Northstar, 28, — Lieut.,
G. C. Randolph; Clerk, A. W. Cummings. Pantaloon, 10, — Clerk, R. Cheese -
man. Pembroke, 74, — Master, P. G. Nettleton ; Naval Instr., J. Mickard,
Peterel, — Act.-Master, R. Thomas; Assist.- Surgeon, J. Yeoman; Assist.- Master,
W. Grindlay. Pilot, 16, — Mate, J. Franklin, C. L. Norman. President, 52. —
Lieutenant, A. G. Yilliera. Princess Charlotte, 104, — Lieutenant, J. Tulford,
R. W. Suckling. Racer, 16, — Purser, J. E. Kaye; Mid., G. F. Day ; Vol., J. C.
Byng; Clerk, R. C. Hogg ; Mate, R. J. Wadilove; Mid., J. H. Disbrowe. Rodney,
92, — Lieutenants, Hon. C. Elliott, W. F. Burnett. Rolla, 10, — Surgeon, J. Dunn ;
Master- Assistant, J. Tiddy. Rose, 18, — Clerk, J. Bigg3 ; Lieutenant, J. Clavall;
Mid., A. C. Hobert. Rover, 18, — Lieutenant, B. H. Bunce; Master, E. P. Cole;
Purser, R. T. Reep; Surgeon, J. Booth ; Lieut., J. H. Murray, Royal Adelaide,
104, — Mate, H. McKinsman, A. Crawly, H. H. Pickard. Stag, 46, — Lieutenant,
J. Peirse. Sulphur, 8, — Lieutenant, W. B. Moneypenny. Talavera, 74, — Mate,
J. Paterson. Tyne, 28, — Lieutenant, F. E. Johnston. Vanguard, 80, — Mate, I. B.
Ballard. Victory, 104, — Assistant- Master, H. Webb. Wasp, 16, — Mate, M‘Guire.
Wellesley, 74, — Lieutenant, A. Paul
Movements of Her Majesty’s Ships in Commission.
At Home.
Act jeon, 26, Captain Robert Russell, 9th, Oct. sailed from Portsmouth for Rio
Janeiro. Apollo, 46, 26th September, sailed from Portsmouth for Cork and Ceylon.
Atholl, 28, Mr. Bellamy, 24th September, sailed from Plymouth for Quebec.
Boa dice a, 46, 30th September, arrived at Plymouth, from North Coast of Spain.
Buzzard, 3, 8th Oct sailed from Plymouth for Africa and West Indies. Cleo-
patra, 26, Hon. Captain G. Grey, 23rd September, arrived at Portsmouth from
South America, 2nd Oct sailed for Sheemess, 3rd. arrived at the Nore, 8th, sailed
from Sheerness for Russia. Clio, 16, Captain Richardson, 23rd September,
arrived at Portsmouth, from Mediterranean, 2nd Oct. paid off. Daphne, 18, 22 Sep. at
Portsmouth. Edinburgh, 74, Captain W. Henderson, 21 Oct sailed for N. America
Ganges, 84, 18th October, commissioned at Portsmouth, by Lieutenant James
FitzJames of the Excellent, for Captain Barryington Reynolds, C.B. Hastings,
74, Captain H. Shiffoer, 3rd Oct sailed for Malta with the Queen Dowager on board.
Hercules, 74, Captain T. T. Nicholas, C.B. 21st September, left Cork for Gibraltar.
Jupiter, 38, Mr. Easto, 4th, Oct sailed from Plymouth for Cork, 13th, left Cork
for Ceylon. Lightning, St V. Lieut-Cora. T. Shambler, 5th Oct sailed from
Sheerness for Russia, &c. Lily, 16, Commander J. Reeves, 14th Oct arrived at
Digitized by Cjj ooole
790
PROMOTIONS AND APPOINTMENTS.
Plymouth from Ascension. Magicienne, 24, 27th September, paid off at Ports-
mouth. Meg cera, St V. 11th Oct arrived at Plymouth from Malta. Meteor,
St V. Commander D. Hastings, 26th September, arrived at Portsmouth from
Plymouth, 3rd Oct sailed in company with Hastings, with the suite of the Queen
Dowager, 4th, arrived at Falmouth. Modeste, 18, Commander G. Eyres, 30th
September, arrived at Plymouth from N. coast of Spain. Orestes, 18, Commander
H. J. Hambly, 9th Oct. sailed for Rio Janeiro. Pantaloon, 10, Lieutenant J.
McDonnell, 30th September, sailed for San Sabastian. Pilot, 16, Commander
G. Ramsey, 17th Oot Plymouth. Pique, 36, Captain E. Boxer, 23rd September,
left Sheerness for Portsmouth, 25th arrived, 12th Oct sailed for North America
and West Indies, 14th at Plymouth. Pluto, 1, Lieutenant Lunn, 25th September
arrived at Portsmouth from Chatham, and sailed for Plymouth, 4th Oct sailed,
from Plymouth for West Indies. Racer, 16, Oct commissioned at Portsmouth
by Commander George Byng. Raleigh, 18, Captain M. Quin, 15th Oct arrived
at Portsmouth, from East Indies. Holla, 10, 25th September, commissioned
at Plymouth, by Lieutenant Charles Hall. Rose, 18, 14th Oct arrived at Ports-
mouth from Sheemess. Zebra, 16, Commander B L McCrea, 14th Oct arrived
at Portmouth from the East Indies, 17th, sailed for Chatham.
Abroad.
Alban, St V. Lieutenant Tinling, 18, August, put back to Jamaica in distress.
Arrow, 10, at Demerara, from Barbados. Asia, 84, Captain W. Fisher, 30th
August sailed from Malta for the Dardanelles, 12th September, at Constantinople,
16th, at Scio. Barham, 50, Captain A. L. Corry, 6th September, sailed from Malta!
16th, at Scio. Basilisk, 6, Lieutenant G. G. McDonnell, 23rd June, at Valparaiso.
Beacon, Lieutenant T. Graves, 17th September, Gulf of Cos. Bellerophox,
80, Captain Jackson, 16th September at Scio. Blazer, St. V. 6th September*
arrived at Malta from Gibraltar. Buffalo, Master J. Wood, 19th May, sailed from
the Bay of Islands New Zealand for England. Castor, 36, Captain E. Collier,
September, at Venice. Champion, 18, Commander G. S. F. King, 18th July*
arrived at Jamaica from Carthagena, 14th September, arrived at Havannah from
Tampico. Columbine, 16, Commander T. Henderson, 4th Oct. arrived at
Madeira, 8th, sailed for Bahia. Comus, 18, Commander S. P. Carey, 4th August,
sailed from Honduras for Jamaica. Confiance, 2, Lieutenant Stopford, 1st Sep-
tember, at Malta from Palermo, 20th sailed for Naples, 26th, at Malta. Conway,
28, Captain Bethune, 7th June, left Hobart’s Town for Sydney. Cornwallis!
74, Captain Sir R. Grant, 7th September, at Halifax. Crocodile, 28, Captain
J. Polkinghome, 11th September, at St John’s from Halifax. Dee, St V. Com-
mander Sherer, 12th August, at Port Royal, 18th, sailed for St Thomas, 1st Sep-
tember, at Jamaica. Dido, 18, Captain S. Davies, C.B., 26th September, at Malta.
Donegal, 78, Captain G. Drake, 26th September, Tagus. Espoir, 10, 22nd Sep-
tember, in the Douro. Firefly, St V. Lieutenant T. Pearse, 24th August, sailed
from Malta for Alexandria, 29th, arrived and sailed for Beirout, 16th September,
at Malta from Beirout Flamer, St V. Lieutenant J. Potbury, 12th August at
Port Royal. Forrester, 3, 21st August, Simon’s Bay. Gorgon, St V. Com-
mander Dacres, 1 4th September, arrived at Passages from Plymouth, in 54 hours.
Harlequin, 16, Commander J. E. Erskine, 11th September, arrived at Malta from
Gibraltar, 22nd, sailed for Sicily. Harpy, 10, 9th August, arrived at Bermuda from
Antigua. Harrier, 18, Commander H. H. Carew, 23rd July at Callao, Hazard,
18, Commander J. Wilkinson, 26th August, arrived at Zante from Catalonia.
Herald, 18, Captain Nias, 8th, September, at Madeira. Hercules, 74, Com-
mander, J. T. Nicholas, 1st Oct arrived at Gibraltar from Cork, Hornet, 6, Lieute-
nant Baillie, 10th July, sailed for Chagres, 8th September at Jamaica. Htacinth, 18,
Commander Warren, 21st June, at Singapore. Imocene, 28, Captain H. W. Bruce,
23rd July, at Callao. Inconstant, 36, Captain D. Pring, 24th, sailed from Quebec
for Bermuda. Larne, 18, Com. P. Blake, 21st May, Straits of Malacca. Magni-
ficent, 74, 10th August, lying at Port Royal not repairable. Magpie, 4, St V., 17th
Sept Gulf of Cos. Medea, 4, StV., 24th August, sailed from Quebec for Halifax 6th
Sept, and returned to Quebec. Meg^ra, StV., Lieut Goldsmith, 3rd Sept, Malta,
from lonian-Islands ; 26th arrived at Gibraltar. Melville, 74, Capt Hon. R. Pandas,
2nd August sailed from Simon’s Bay; 18th arrived at St Helena; 22nd sailed, for
Ascension. Minden, 74, Captain A. R. Sharpe, 26th August, sailed from Malta for
the Dardanelles; 12th Sept, at Constantinople, 16th, at Scio. Nautilus, 10, 21st
August, at Simon’s Bay. Nimrod, 20, Com. J. Frazer, 18th August, at Havana
Digitized by vjOCK^lC
BIRTHS, DEATHS, AND MARRIAGES
791
from Tampico ; 8th September, at Jamaica. Pearl, 20, Capt Lord Clarence Paget,
21st August, at Miramichi. Pembroke, 74, Captain F. Moresby, 26th July sailed
from Malta for the Dardanelles; 12th Sept., at Constantinople; 16th, at Scio.
Pickle, Lieutenant P. Hart, 13th August, sailed from Jamaica on cruise. Presi-
dent, 52, Flag of Rear-Admiral Ross ; 23rd July, at Valparaiso. Princess Char-
lotte, 104, Flag of Admiral Hon. Sir R. Stopford, 30th August, sailed from Malta
for the Dardanelles; 12th Sept, at Constantinople ; 16th, Scio. Pylades, 18, Capt.
F. L. Castles, 11th Sept, at Ascension. Raleigh, 18, Capt M. Quin, 21st Aug.,
arrived at St Helena from India ; 23rd, sailed for England. Rattlesnake, 28,
Commander W. Hobson, 10th June, at Bengal from Madras. Rhadamanthus,
St V., Commander A. Wakefield, 5th September, arrived off the Dardanelles, with'
despatches ; 21st, arrived at Malta. Ringdove, 16, Commander Captain S. Nixon,
22nd August, sailed from Jamaica for Port-au-Prince ; 1st Sept., arrived at Jamaica.
Rodney, 92, Captain H. Parker, 26th August, sailed from Malta for the Darda-
nelles ; 12th Sept, Constantinople, 16th, Scio. Russell, 74, Capt W. H. Dillon,
26th Sept, in the Tagus. Samaranu, 28, Captain W. Broughton, 15th July, sailed
from Rio for Valparaiso. Sappho, 16, 4th August, at Belize, with a prize, 200 or
800 slaves. Satellite, 18, Commander J. Robb, 12th August, arrived at Jamaica
from Carthagena ; 23rd, sailed for Carthagena ; 8tli Sept, at Jamaica. Scorpion,
10, Lieut. Com. C. Gayton, 26th Sept., in the Tagus. Serpent, 16, Commander
R. L. Warren, 12th August, sailed from Jamaica for Cuba ; 17th, arrived at Jamaica;
8th September, sailed for Cuba. Skipjack, 5, Lieutenant J. Robinson, 21st Aug.,
arrived at St Andrew’s with an American schooner found trespassing on fishing
ground. Sparrow, 10, 30th July, sailed from Rio for Falkland Islands. Sulphur,
Commander E. Belcher, 8th July, refitting at Callao. Talavera, 74, Captain W.
Mends, 29th August, sailed from Malta for Athens. Talbot, 28, 27th July, arrived
at Malta; 8th August, sailed for Smyrna; 16th Sept., at Scio. Tartarus, St V.,
1st Sept, at Jamaica from Barbados. Termagant, 10, 1st Sept, at Ascension.
Tribune, 24, Captain Tomkinson, 26th Sept, in the Tagus ; 5th October, sailed
from Lisbon. Trinculo, 16, Com. H. E. Coffin, 22nd Sept, Cadiz. Tyne, 28,
Capt T. Townsend, 16th September, Scio. Vanguard, 80, Captain Sir T. Fellowes,
80th August, sailed from Malta for Dardanelles, 16th September, Scio. Vestal, 26,
24th August, sailed for Quebec for Bermuda. Viper, 6, Lieutenant- Commander,
W. Winniett, 22th August, St Helena; 28th, sailed for Ascension ; 1st September,
at Ascension. Volcano, St V. ; 6th Sept, sailed from Malta for Ionian Islands ;
28th, left Gibraltar for Malta. Wanderer, 16, Commander Bushby, 12th July,
sailed from Jamaica for Nassau ; 8th Sept, at Jamaica. Wasp, 16, Lieut. Crozier,
30th August, sailed from Malta for Dardanelles; 17th Sept, Scio; 23rd, Malta.
Wellesley, 74, Flag Rear-Admiral Sir F. Maitland, 24th June, arrived at Singa-
pore from Penang. Wolf, 8, Captain E. Stanley, 21st June, at Singapore. Wol-
verine, 16, Commander Hon, E. Howard, 31st August, arrived at Malta; 5th
Sept, sailed ; 16th, at Scio.
IBirtfc.
At Southend, Plymouth, on the 2nd
October, the lady of Captain B. Moreton
Festing, R.N. of a daughter.
At Wells, Norfolk, on the 1st October,
the lady of Lieut. G. F. Westbrook,
R.N., of a son.
.{Wantages.
At St. George’s Hanover- square, Oct
4th, Alfred William Cleverly, Esq. of
Kilworth, Cork, to Amelia Bennet,
youngest daughter of the late Captain
Jennings, R.N.
At Bath, on the 11th. October, Lieut
William E. Amiel, R.N., to Margaret
Anne, third daughter of the late Rev.
W. Morgan, D.D. of Aston Clinton,
Bucks.
Digitized by boogie
At Kingston church, by the Rev. J. V.
Stewart, Commander Henry J. Worth,
of her Majesty’s ship Hastings, to Char-
lotte Augusta, daughter of Captain Searle,
C.B. of her Majesty’s ship Victory.
Btatljs.
On the 19th September, at Quebec,
Mr. James Miller, Mate of H.M.S. Mala-
bar, (third son of John Miller, Esq.,
St. Thomas Street,) aged 23 years.
On the 15th October, at his residence,
Middlesex- place, New-road, London, W
Browne, Esq. aged 76, many years Mas-
ter-Attendant at the several dock- yards
of Portsmouth, Plymouth, and Sheerness.
At Portsmouth, on the 29th. Sept,
Corafnander Wing, R.N., of Upper Fitz-
roy Street, Fitzroy- square.
792
METEOROLOGICAL REGISTER,
On the 28th Sept, at Bayswater,
London, Dr. R. M'Kinnal, R.N.
In the Royal Hospital Haslar, Mr. Gor-
don, late mate of H.M. steam vessel Me-
teor, aged 26 years.
At Tunbridge Wells, on the 4th of
October, after five days’ illness, Vice-
Admiral Sir Tremayne Rodd, K.C.B.,
sincerely beloved and esteemed by all who
knew him.
At Plymouth, on October 2nd., Mary
Ann, relict of the late Lieut Burnett,
R.N. aged 38 years.
Lately on the East India Station, Lieu-
tenant John Ramsay, of the Favorite
sloop^of war.
On the Coast of Africa, recently, Mr.
W. Hood, Purser, of H.M.S. zEtna.
Lately, on board H.M.S. Favorite, Mr.
Henry Williams, Surgeon of that ship.
Meteorological Register,
Kept at Croom’s Hill, Greenwich, by Mr. W. Rooerson, of the Royal Observatory.
SEPTEMBER, 1838.
21
22
23
24
25
26
27
28
I 29
30
Barometer,
In Inches and
Decimals.
9 A.M.
In Dec.
29-82
29*96
3001
29-91
29-81
29-96
29-85
29*96
30 01
3019
3 p.m.
In Dec.
29-82
29-98
29-99
29-81
29-83
29.96
29- 85
30- 00
30 03
30-23
Fahrenheit’s
1
WIND.
Thermometer
I
a the Shade.
Quarter.
Strength.
si
<
X
.s
ja
A.M.
P.M.
A.M.
P.M.
o>
CO
la
o
0
0
0
47
57
41
60
s.w.
N.W.
1
4
46
60
39
62
s.w.
S.
1
2
57
65
46
66
s.
8.
3
54
53
48
57
N.E.
S E.
1
2
50
55
49
56
S.W.
S.
1
1
49
59
44
60
N.
N.E.
1
1
51
53
48
5 8
N.E-
N.E.
1
1
46
58
42
6 0
N.E.
N.E. 1
1
1
55
59
46
6 1
N.E.
N.E.
1
2
58
60
56
6 2
N.
N.
1
2
Weather.
I Morning, I Evening.
Of.
B L
Bcp. 2)
x °
Of
Ogr. (2)
Bftn.
O.
Ofw.
Be.
Be.
Bcp. 3)
Ogr. (3)
Ofr. 3)
Ban.
Or. 3)
Bin.
Od. (3)
Bcfw.
* uicucb; me
Depth of Rain fallen = 2 65 Inches.
OCTOBER, 1838.
M.
30-32
30-31
Tu.
30-35
30-35
W.
30*40
30*40
Th.
30*38
30-36
F.
30-34
30-34
S.
80-36
30*86
Su.
30-36
30*35
M.
30-34
30*32
Tu.
30-34
30-30
W.
30-21
30*11
Th.
3000
29*80
F.
29 62
29-64
S.
29-72
29 76
Su.
29-89
29-70
M.
29-55
29-63
Tu.
29-60
29 54
W.
29-28
29*37
Th.
3003
| 30 01
F.
29*90
3000
S.
3010
3014
51 55
53 61
52 | 58
49 | 57
48, 54
50 ; 53
51 55
50 54
50 56
51 52
52 58
43 45
38 39
39 47
52 53
56
N.
N.
8
4
62
N.E.
N.E.
4
4
60
N.E.
N.E.
5
3
1 59
N.E.
N.E.
3
4
1 56
N.E.
N.E.
2
2
1 55
N.E.
N.E.
2
2
56
N.E.
N.E.
2
2
I 57
N.
N.
3
4
58
N.E.
N.E.
2
2
52
N.W.
N.W.
8
4
' 59
S.W.
W.
3
4
|49
N.W.
N.W.
6
6
42
N.W.
N.W.
4
6
53
S.W.
S.W.
5
6
58
w.
W.
5
f
61
S.W.
S.W.
6
7
60
8.W.
W.
6
6
54
S.W.
S.W.
2
7
58
W.
N.W.
3
4
64
S.W.
S.W.
A
6
was Snowy. ~ were very irosiy : me arte moon of the III
the fo s 83 de * iws re>d «
February number u * ed in the c#lun >'“ “ Weather," and «■ Strength of wSd,” «
LONDON. T. STANLEY, PRINTEH, 17, BARTLETT’S BUILDINGS, ROLBORK.
Digitized by vjOCK^IC
ORIGINAL PAPERS.
December, 1838.
Notes in tub Indian Seas. — Hydrography. — By Commander
M. Quin, H.M.S. Raleigh.
Sand Bank in Straits of Malacca. — 15th January, 1837. — Lat.
2° 1W N., long. 101° 54' E., 3* fathoms, Cape Rachado, N.f W.,
Peak Mount Ophir, E.N.E., north end of Pulo Roupat, west; south
end S.S.W. £ W. At lh. 30m. p.m. while standing N. by W. from
Pulo Roupat, had no bottom with twenty fathoms of line, next
cast had five fathoms ; up helm, and stood to N.E., shoaled water
to 4£ fathoms, anchored with the stream, sent three boats to sound,
and the least water found, was 3| fathoms : 2h. 30m. weighed and
swept to the S.S.E. ; gigs ahead sounding ; deepened our water gra-
dually to 11, 14, 16, and 20 fathoms ; then hauled up to N.E. This
shoal appears to be 1 J miles in length, S.S.E. and N.N.W., and
is probably the shoal bank marked “doubtful” on the chart of the
Straits of Malacca, about twenty miles to the S.E. of the bearings
marked above.
Straits of Siak. — 19th January, 1837. — Bookit Battoo is situ-
ated on a river, on the western side of Siak Strait ; and is built
on piles, being the principal station of the war proas of the Rajah
(the people call him Sultan) of Siak; seventeen were anchored in
the river ready for sea, when the Raleigh anchored abreast of it,
in 12£ fathoms, bearings — Bookit Battoo W.S.W., Tanjong Jattee
N. by W. £W., Onjong Maroomboong N.W. fW. N.B. Bookit
Battoo, and vessels in its river, might be easily destroyed by a sloop-
of-war, anchoring with springs, the depth of water permitting her
to anchor, within musket shot — no necessity to send boats away.
Entrance to Straits of Siak. — 23rd January, 1837. — Mud Banks.
There are many mud banks, which in the N.E. monsoons are
said to shift ; very heavy swells and strong winds make it diffi-
cult to get out from the Siak Strait into Straits of Malacca ; the
Raleigh had three days anxious work to accomplish it.
Straits of Callam. — 9th February, 1837.— A sure passage for
sloops-of-war and small frigates diffident of passing between the
Arroas, and the 2£ fathom bank ; but a boat on either bow sounding
and a stream anchor ready are necessary precautions: — In tiding
through in the Raleigh, we only kept royals and top-gallant sails
set, with fore and ait sails (the other square sails furled) for jungle,
ENLARGED SERIES. — NO. 12. — VOL. POR 1838. C^)Ogk
794
NOTES IN THE INDIAN SEAS.
and trees on either side, are so high as to render them inoperative,
unless with a leading wind.
Salengore. — 10th February, 1837. — Anchored in six fathoms;
Salengore Hill E. by N., two Arrzas S. by E.
Bruas River, Per ah Coast. — 13th February, 1837. — Anchored
off it, in five fathoms, entrance of Bruas E. £ S. Pulo Tallong S.E.
by S., south end of Dinding S. £W. ; much difficulty in getting to
the entrance, from its being surrounded by numerous mud flats,
which shift in strong S.W. winds ; however when fairly entered,
there is plenty of water for gun boats ; but the river being narrow,
tfith many elbows, and also obstructed by numbers of trees which
have at different times fallen into it, after heavy rains had dislodged
them, makes it difficult to get up in boats with masts stepped to
the village (a tempory one) where the ex-king of Jurdah lived,
which is about three miles up. Large tracts of mud had been left
uncovered by the receding tide, and flocks of gulls and other birds
were feeding on the worms and small fish. Vast numbers of little
amphibious creatures were running about in the mud, and they
appeared to be sought after by some of the larger birds. They
were from two to eight inches long, resembling a fish in shape, of
a light brown colour, and could run and jump by means of two
strong pectoral fins. On the approach of an enemy, they bmy
themselves in the mud with inconceivable rapidity, so that their
sudden disappearance seemed to be the work of magic. One of
the Malays was employed in catching them, as they are considered
to be a great delicacy: he used for the purpose a thin plank,
four feet long, and one foot broad ; on one end of which, were
several sharp pointed nails, the points projecting beyond the ends
of the plank. He placed the plank flat upon the mud, and with
the right knee resting on it, and kicking the mud with the left foot,
he shot along the surface with great rapidity; the sharp pointed
nails transfixing the little creatures, before they could succeed in
burying themselves sufficiently deep to avoid it. This is a dangerow
sport, and requires great skill in the fisherman to prevent accident*,
for should he lose his plank, death would almost be inevitable ; the
mud not having consistence to support him, without the aid of this
simple contrivance. — Barts Eastern Seas.
Pula Varela. — 17th February, 1837.— Anchored under it in
nineteen fathoms, Pulo Varela N.W. end N.W. J W., S.E. end N. } W.
At this island good pine spars may be cut, it is not inhabited, except
by about thirty fisherman, who come from Battoo Baroo on Sumatra,
with their families, and remain some three months in each year,
to catch turtle, and preserve their eggs ; they also prepare dried
fish roes, and fish, for the markets of Penang, Malacca and Singa-
pore. We cut here two pine spars for a fore tack bumpkin, and aa
anchor davit.
Digitized by v^ooQle
NOTES IN THB INDIAN 8BAS.
795
Arroas Islets and Rocks. — 19th February, 1837. — Anchored in
7£ fathoms : bearings, North Rock E. by S. f S., Round Arroa,
S.E. £ S., Western Arroa, S. by E. £ E. Having observed two proas
close under the Long Arroa, sent the boats and gun-boat to examine
them ; they proved to be from Siak and Battoo Baroo, with passes ;
having come (as at Pula Varela) for the purpose of taking a fishing
party from the Long Arroa to Battoo Baroo. This party had been on
the former island some three months collecting turtle eggs, preserving
them, and drying fish for markets. N.B. These poor fishermen have
suffered severely in many instances lately, from being, in their simple
occupations, mistaken for, and treated as, pirates.
9th May, 1837. — On return from Manila, Raleigh made Pula
Timoan, S.W. by S. 6h. 45m. a.m. the 9th May, from which date
until 20th May, we were using every exertion to get to the en-
trance of the Straits of Malacca, passing between the northern
group and Timoan; fine clear weather, and smooth water, but
winds light and contrary ; calms at interval, which, as there was a
strong set to the N.N.E., compelled us to anchor generally twice,
and frequently three times in the twenty-four hours; showing the
value of a good stream anchor and chain ; the depth of water being
generally about twenty to twenty-five fathoms. This proves the
correctness of Horsburgh’s valuable directions relative to commence-
ment of S.W., monsoons, in the China Seas.
Macao Roads. — 11th June, 1837. — At 5h. 30m. p.m. anchored with
bower in four fathoms, Cabareta Point S. byE., city of Macao
W.N.W., Nine islands N.E. by N. The softness of ground in these
roads makes it unsafe to remain long at an anchor. The Raleigh was
caught in the afternoon of 12th, with a strong gale from the eastward,
to which, there was no showing canvas, and although the small bower
was let go, and there was eighty fathoms on the best bower, and
thirty-six fathoms on small ; lower yards, and topmast struck, the ship
drifted considerably. I therefore recommend securing the ship in the
cap-sing moon, and communicating per Lorcha or fast- boat.
River Min, East Coast, China Province, Fuhkeen. — 28th June,
1837. — At 7h. 20m. p.m., anchored off the entrance in ten fathoms.
Pih Keum Shan, or White Dog Island, west point of the Inner
island, N.E. £ E. East point of Outer island, east. 29th, At
6h. 50m. A.M., weighed, cutter and first gig on each bow sounding,
ran in for Min River, having shoaled to 2£ fathoms, anchored with
the stream ; drifting too near on the sand surrounding the Passage
Rock, and a falling tide, furled sails ; sent master to sound. Found
deeper water N.E. ; lifted stream, drifted into three fathoms then
anchored until l p.m., when the flood beginning to make weighed,
and with the boats ahead ran up the river, and anchored 2h. 15m.
with stream in 5£ fathoms. Uya Fort N.W. £ W. ; Heekiang S.E.
Remarkable sharp Peak N.W. £ N. ; Hummock W.N.W. ; Passage
Rock, S.E. £E. ; Peak Rock, E. J S. ; greatest rise and fall^^J^ri-
796
NOTES IN THE INDIAN SEAS.
enced 17 feet. The Raleigh remained in this river until 3d July and
got out with the ebb without much difficulty.
Foo Choo Foo, Province, and Capital of Fuhkeen. — 30th, June,
1837. — At 5h. 45m. a.m. The boats started for Foo Choo Foo, about
thirty-eight miles up the River, 6h. 45m. they passed on the south
side Knifae Island, and when the Fort on the S.S.W. side bore N.E.
by N., pinnace grounded on a bank three quarters of a mile distant,
but the tide flowing got her off immediately. At 8h. 20m. passed to
the northward of a second island, and opened a fort on the north shore
called Minga, the eastmost of two of same name ; on the south side
a very remarkable Ninepin Rock, which at first appeared like a large
boat under sail. At 8h. 50m. passed a large village (Minga) and
temple, a beautiful spot; a war junk lying here, no notice being
taken the boat passed the second or westmost Minga fort, a convex
one, in a sad state of defence, but in a good position for preventing
further entrance up the Min ; the countiy on both sides in high culti-
vation up the sides of hills called step or terrace cultivation. At a
large village above the second Minga Fort, the ebb made, and
our progress became doubtful; pinnace and cutter grounding frequently,
and it was only after having the crews repeatedly overboard we could
extricate the boats, and at length managed to get up by sunset, within
three miles of Foo Choo Foo, and anchored abreast of a temple on
the south shore.
1st. July 1837. — Arrived abreast of Foo Choo Foo, by half-past
six a.m., and landed on the north shore, about two cables length
below the immense flat stone bridge, which connects the city on both
sides the river. The trade of Foo Choo Foo must be immense, for
junks of the largest size lie in tiers on each side from the bridge to
about one and a half mileB to the eastward.
3rd. — The boats returned, and Raleigh proceeded to sea, and by
4th, was well outside the White Dog Islands at entrance of river.
Great Loo Choo, Napakiang Roads. — 14th. — Anchored fifteen
fathoms, coral bottom : Abbey Bluff S.W. by W., Capstem Rock E. by
S. J S., having entered by the southern passage : Some of the public
authorities of Loo Choo came on board, and were desirous to supplj
all our wants, but evidently with an air of anxiety, that, when they
were made good, we should take our departure. We received three
bullocks, five pigs, fowls, sweet potatoes, and about 20 tons of water,
but no inducement could prevail on those good people to accept
remuneration.
16th. — Ran through the northern passage between reef island and
the reefs off the town of Loo Choo.
4th July, 1837. — Rock, marked “doubtful,” entrance of China Sea,
was seen on the passage to the Loo Choo Islands, when in Iat. 25°
N., long. 124° 5' E., it bore S. J W,, and may be seen twelve or
fourteen miles from the deck.
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ALIEN AND QUARANTINE LAWS.
797
Passage from Loo Ckoo to the Bonin Islands. — 16th July, 1837. —
Generally experienced light and baffling winds from S., S.E., to
E.N.E., and N., up to the 30th, and then a strong gale from the
westward carried us to
Port Lloyd, Bonin Island. — 2nd August, 1837. — Anchored twenty-
one fathoms, sand and rotten coral, but good holding ground. South
Harbour Rock, S.W. £ W. Southern Head, S.W. f S. Ten fathoms
Hole, N. by E. Ten fathoms Hole is extremely narrow, but affords
shelter for a sloop of war, or small frigate, but she must be moored
head and stern, bow and quarter, for veering is out of the question
when once in ; perhaps it had better not be used unless for heaving
down, for on the western side there is depth of water sufficient. A
few settlers from Oahu, Sandwich Islands, recommended to notice, (of
whom it might concern,) by Mr. Charlton, Consul there, as indus-
trious and deserving persons, landed here, 26th June, 1830, and have
been very successful in cultivating sweet potatoes, yams, Indian com,
water melons, sugar cane, &c., and rearing pigs ; many whalers
touch here, and for supplies of such. Wood and water are very
plentiful. The Raleigh remained here ten days ; had a supply of
fresh pork and sweet potatoes for all hands, and being short of salt
provisions took away live pigs sufficient to supply the ship’s company
every day for three weeks, with a proportion of potatoes, pumpkins,
and water melons. Capt. Beechey’s plan of Port Lloyd is amply
sufficient.
11th August, 1837. — Rock not laid down, lat. 27° 13' N., long.
140° 46' E., a long rocky low island, bounded by sunken rocks, as we
observed the surf breaking heavy all round it : this rock is very
dangerous, as it cannot be made out in fine weather, in day-time,
more than seven or eight miles distance.
Michael Quin, Captain.
Thoughts on Alien and Quarantine Laws.
It is surprising that the spirit of the present age, does not suggest
the abolishing of the laws, relating to the intercourse of the nations
of the world, and of the vexatious interference of the offices called
“ alien,” the very word should be expunged from the dictionary of
every civilized country.
The working of this remnant of barbarism, this device of des-
potism, has fallen much under my observation, and it has puzzled me
to discover of what use it is, and why such disgraceful institutions
are suffered to pollute the name of a free country. Looking at
France for instance, it is a natural question to ask ; Is the king of
the French, one jot safer on his throne for them ? Do not all the
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798
ALIEN AND QUARANTINE LAWS.
attempts on his “ charmed life/’ originate amongst his own subjects f
has it in fact ever been known, that any government in the world,
runs the least hazard from “ Aliens V' — the very word should be
abolished from the languages of the earth.
The absurdity of every regulation indeed connected with the
practice of restricting the free communication of man with his
fellow man, is so apparent, that no laws made with such views, can
much longer be suffered to pollute the statute books of any country,
under the government of common sense ; their continuance to the
present time, only justifying a common observation, namely, “ with
how small a portion of this valuable commodity “ common sense,”
countries are governed.” Any person of the most mischievous dis-
position in the world, plotting the assasination even of kings and
emperors, or any other person in any part of the globe ; how far
would the alien laws prevent him from carrying his design into effect ?
Their total inutility, in every possible way, in this free country, espe-
cially is such, that the existence of them is really matter of consider-
able surprise. The enormous daily arrivals of foreigners of all
descriptions, in every country of Europe, cannot in fact be con-
trolled or regulated, by any laws whatever. The alien laws in this
respect, are become as a dead letter. No country dare put in force
its own regulations on the subject ; the consequence is very great
annoyance to respectable travellers, and the designing rogue moves
about in defiance of them. It is true he runs the risk of stoppage,
in those strong holds of despotism — garrison-towns ; and it may be
said that he is under the surveillance of the police in France, and
such other places, where no native can harbour a foreigner without
reporting him to the said police, (which is the very climax of all
arbitrary measures,) but even in such places, this may be got over,
and it cannot be long before the French, the polite French nation,
will see the necessity of doing away with such folly : a measure, which,
with all the vigilance of their excellent police, does no earthly good,
and which the ingenuity of any body may evade in a hundred
different ways. Within the last two years, hundreds of people,
mostly British, but including as well, subjects of other countries ;
and certainly some of a description of character rather doubtful,
have been known by myself to have been residents for considerable
periods, in some of the most despotic countries of Europe, in
practice, (though not in profession,) without cognizance of police,
and without passports ; and what government could prevent it 7 In
this blessed land of freedom, no foreigners would be annoyed
coming into it without the absurdity of a passport — any man may
freely enter it, and no such thing is ever heard of, as his being
arrested as an alien, so long as he conforms to our usages. He goes
about his business without notice, and this is the daily practice in
despite of our regulations ; and there is no doubt that for one that is
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ALIEN AND QUABANTINE LAWS.
799
known at the office established at the Custom-House, twenty come into
this country who never exhibit any passport whatever. Why then is
this farce kept up 7 Is it to please the despotic government of Europe ?
The Americans afford us a useful lesson on this subject, and set an
example to all Europe. What a contemptible opinion the rulers of
the east must have of our boasted state of civilization, when they find
that a gentleman of enlightened Europe cannot travel through France
without giving an account of himself at every town he passes through !
that in fact, no native of that polite countiy can ever suffer the
traveller to sleep under his roof without reporting him to the police !
and that his residence there, and his movements, from one country
to another, must have the sanction of his own government by the
endorsement of his passport by his own consul ! for which fees must
be paid ; which fees (by the way) are often unauthorized, and conse-
quently, impositions. If it should be said that passports are a pro-
tection to ourselves as proving us Englishmen, and giving us claim
to the protection of our ministers and consuls ; it may be answered,
that experience has enabled me to say, that they are no such thing :
they are a mere form, annoyance, and farce. Suppose a person in
France gets into a scrape, or some disturbance, or in any way makes
himself obnoxious to the police, would his having in his possession a
British passport (of which he could get a hundred false ones any day)
be any security to him ? no, he would certainly be placed in durance,
for some further proof than such a document would afford of his iden-
tity and peaceable intentions.
There is so much trick amongst the consuls of all nations, one
playing into the hands of another, to perpetuate as far as they can
their fees y that in a great measure the continuance of a vast variety
of annoying regulations and unjustifiable charges, may be attributed
to this cause. It is the practice of different European governments
on representation of abuses of this description, to refer to their con-
suls abroad, to know how particular measures work where they reside.
Could any better plan be devised to continue the abuse ? seeing that
almost in every case the consul’s own interest is concerned in the con-
tinuance of what abolished, must also abolish its accompanying fees.
A farce of this kind is just now going on ; where the greatest annoy-
ance to travellers exists that can be imagined, and where the govern-
ment itself is unable to carry into effective execution its own measures.
The government (hardly deserving the name of one) alluded to, has
ordered returns from its consuls, as to the practice of the countries
where they are resident ; and they can so distort the law and practice
of all the countries of Europe in which they are, (and they will do so,)
that this measure will make things worse than they are at this
moment, if possible ; in fact, their own fees will be lessened if they
do not. Surely, the exercise of a little common sense might enable
any public man to regulate such matters without referring to the par-
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800
ALIEN AND QUARANTINE LAWS.
ties interested in the continuance of the abuse. Perhaps the existence
of the laws under discussion, as well as some other useless practices
of our own Custom-house, will enable the consul of the nation in
question, resident in our own happy England, to avail himself of them
to sanction all the existing absurdities complained of, in his own
country ! When will the spread of knowledge, “ the march of intel-
lect ” reach the rulers of the earth, and put an end to the question so
perpetually occurring to “a cool looker on ?” — u With how little sense
a government can be carried on *?”
The subject of quarantine regulations is almost surrounded with as
many absurdities as “ the law of intercourse.” Excepting the plague,
who will say that the quarantine laws ever yet prevented the introduc-
tion of pestilence, or infectious fever, into any country whatever *
All experience denies it; and if medical men cannot be brought for a
moment to emerge from the mystery with which it is their interest to
surround themselves and their practice ; and which, it is quite certain
they will not do, others must do it for them.
Looking at this subject, then, free from professional 44 humbug,”
using only common sense, and the evidence of facls y what a truly
ridiculous figure must the government of enlightened Europe present,
when we consider the cordons sanitairis, the regiment of troops, set
to arrest the spread of that visitation which was so specially proved to
be, beyond all human control — the cholera. This disorder has
marched almost all over the world, in despite of all quarantine regu-
lations whatever. The yellow fever has made its appearance wherever
the climate, localities, and state of seasons, have combined to pre-
dispose the human body to its virulence. Typhus fever is raging in
London at the time of my writing these lines, and it is worthy of
remark, that the newspapers of the day report a whole ship’s company
and passengers as being kept in quarantine at one of our colonies, on
account of this fever having made dreadful havoc on board. If the
precaution used in the case in question be necessary to prevent typhus
fever from spreading amongst a healthful people, in one of the finest
climates of the world, how is it that the same does not depopulate
London 1
These, indeed, and many more of the visitations of Providence,
(amongst which may be enumerated the fever incident to the Coast
of Africa, which has lately raged so violently in our squadron on that
station,) are so clearly beyond human control, that any attempt to
restrain their progress has always proved abortive; and it is the
plague only which seems to be so strictly contagious as to be capable
of being guarded against with any possibility of effectually confining
it to one locality. It has been my fate to have seen enough of this
most mysterious calamity, to be quite satisfied that, in the present
state of ignorance which exists, of the nature of plague, precautions
are necessary, because effectual Experience, founded upon the
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practice of ages, in the Levant, has proved that the plague is only
to be communicated by contact with the person under its influence,
or the raiment, or goods capable of retaining the mysterious means
by which it is propagated and extended.” It has been my fate to
have been in the room of a person ill in bed with the plague, but by
avoiding contact there was nothing to fear ; and the notoriety of the
effectual protection, the perfect impunity with which families brave
the raging of the scourge all round them, by keeping in strict quar-
antine, almost sets the matter beyond doubt, to say nothing of the
almost positive proof afforded by the frequent breaking out of plague
in the different ports of the Mediterranean, on board of ships from the
Levant, (in quarantine,) and even in the Lazarettos, and there from
precaution being stopped. How far this scourge of the Musselman
depends upn climate, and whether or not it can be introduced into
Northern Europe, seems, however very questionable, and by no
means answered by the “great plague of London.” No one can be
prepared to say that the great pestilence which has existed in London,
more than once, and called 44 the plague,” was exactly of the nature
of the plague of the Levant. If capable of existing in these climates,
it is odd that it has never been brought here since ; at all events, its
non-appearance is a tolerably certain proof of the difficulty of intro-
ducing it, and not the saving effect of our quarantine laws. How is
it, that in the great empire of Russia, in constant communication on
its immense southern frontiers, with countries where the plague is
perhaps never absent, that this scourge never reaches Petersburg ?
In the markets of this Russian capital may be found all sorts of goods
of the most likely kind to convey contagion, brought from countries
where the plague is constantly present ; and with which countries,
there is, beyond doubt, constant intercourse. It is perfectly unavoid-
able to prevent it where countries join, as Russia does with those on
its southern boundaries, though it is not denied that the Russians
affect the observance of precaution on those frontiers, and have also,
quarantine laws.
To come however to these laws as they are conducted in England.
To any one who has been in the European ports of the Mediterranean,
where experience of the plague has taught the necessity of precaution,
and where, to render that precaution really available, effective regu-
lations are adopted, which have, in reality, the effect of excluding
the plague ; to any person who has witnessed all this, the quarantine
regulations of England, (not the laws, but the working of them,) are
the most ridiculous imaginable.
Having been often subjected to this farce, experience has convinced
me, that the whole thing is useless and vexatious in the extreme ; and
it really becomes worth considering whether it would not be as well
to do away with such an establishment altogether ; but here, again,
interested parties present themselves to oppose it. The whole estab-
BNLARQED SERIES. — NO. 12. — VOL. FOR 1838. (5(0 Ic
802
ALIEN AND QUARANTINE LAW8.
lishment, to begin with, is a serious public charge, consequently all
employed in it use every possible endeavour to uphold it. But there
are many ramifications which are not at first apparent, much more
influential, in retaining the absurdity. Just, for instance, let us sup-
pose a cruize undertaken by a party, to visit the ports of Spain and
Portugal, Gibraltar, the coasts of TVance and Italy, &c. ; the party
visits probably fifteen or twenty different ports, a “bill of health’’
must be taken from the Spanish Consul from the last port in England,
charge ten shillings and sixpence. At each port called at during the
trip, endorsement by English Consul, or new bill of health, charge
two dollars ; by the Foreign Consul of the port next to be called at,
charge again by him one or two dollars, and so on. Thus, in the
course of a few months, the party comes in contact with, perhaps,
twenty English Consuls, and as many foreign ones ; every one of
whom had a direct interest in seeing the quarantine laws upheld,
(a fine field, by the bye, this cruize, for endorsements of passports,)
and who will talk as seriously of the importance of them as if they
really believed them to be of any use. Well, perhaps the truth is,
that self-interest has the effect of making a great many of these very
respectable functionaries really believe what they say ; in fact, it has
prevented them ever exercising the faculty of thought on the subject,
and these are the very men who would, of course, set up a “ hue and
cry” were it proposed to annihilate the laws and practice of quaran-
tine. The full amount of interests which consuls have in perpetuating
this absurdity has by no means been here stated : it would be too
much ; the field is far too wide and prolific for my limits, but they
are the very parties whose opinions would guide, and really influence
the question, were any alteration proposed in the quarantine laws,
until some master-mind springs up among us, capable of acting from
the dictates of common sense, and who has resolution to act without
being influenced by the opinions of interested parties.
Here is an absurdity of the working of these laws. Their practice
is confined (with the exception of some show of precaution of the
European natives bordering upon Turkey,) to sea intercourse. Thus,
suppose two English gentlemen at Cadiz or Lisbon, going to any
other place that could be reached either by sea or land to Corunna
perhaps, or our own Gibraltar. The cholera is, we will suppose,
raging with the utmost virulence at the place they start from ;
one gentleman goes by land, is admitted without a question, and
finds his companion, who had come by sea, performing quarantine !
Here is another, a fact which happened not very many months ago.
A party of travellers embarked at Malta, in a government packet, for
England ; the packet happened to touch at Algiers, and there was a
report of the plague existing at Tripoli, which had as much to do with
compromising the packet as if it had really existed in the moon ! and
so ought the quarantine department at Gibraltar ; for without
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hesitation the packet was admitted to free intercourse with that gar-
rison. In fact, a portion of the passengers remained on shore there,
and embarked on board another vessel for England. But on their
arrival at Falmouth, they found their friends, who had come all the
way in the government steamer (having also touched at Cadiz, and
there had pratique,) performing quarantine, because the plague
existed at Tripoli !
But of what use are our English regulations in effecting this care of
the public health, which is contemplated by the quarantine laws ? To
carry such laws into actual effect seems to require the existence of an
arbitrary government, or at all events, a garrison establishment such as
Malta and Gibraltar; another name for despotic government. It
would seem that the kind of liberty to which Englishmen are accus-
tomed at home, precludes the possibility of enforcing quarantine laws.
Here is another fact bearing on this part of the question that has
fallen under my observation. On one occasion, being under quaran-
tine at Standgate Creek, there was at that time a vessel there which
had come from Trieste, having cotton on board. This cotton had
come from Egypt. It does not, however, much matter where it had
come from. Our quarantine regulations considered it capable of in-
troducing the plague, and enforced its being put into an old hulk,
stationed there for such purposes ; and on board which the cotton was
to be aired, and undergo the necessary probation. The merchant
vessel was made fast along side the hulk ; had her sails loosed, and
got ready for a start; and as the last bale of cotton was put into the
Lazaretto, she slipped her lashings, made sail, and in a few hours was
in London, and the crew dispersed in all directions ! Now this was
so soon after they had been handling “ an enumerated article,” as our
laws have it, and one perhaps, of all others, most likely to be the
means of conveying contagion ! It has been my fortune to come up
channel in a vessel with a foul bill of health ; that is to say, coming
from a place where the plague existed. The freest intercourse with
boats, fish bought from them, and paid for, or more generally bar-
tered for, &c, ; and communication unrestricted has gone on between
the parties, and even some letters have been sent on shore from her.
But enough of this has passed under my observation, sufficient of this
kind of breaking of quarantine laws, to convince me that they are
repugnant to the free institutions of Britain ; that they cannot be
carried into execution, and had therefore better be done away with
entirely. It only requires one (or two would be better) of the leading
powers of Europe, to see this in its proper light ; to take the thing up in
earnest, and not to allow the minor powers to awe them into the con-
tinuation of what they decide on as useless. Seeing that these pettifog-
ging and powerless nations do, in fact, make use of their quarantine
laws, (with western Europe and unsuspected places,) more as measures
of revenue and police, than with any regard to their professed object.
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804
DESCRIPTION OF ALACRAN AND CAT ARENAS.
Some twelve or fourteen years ago, this subject was much discussed ;
but nothing resulted except some alterations of who was to bear the
expense, which was previously thrown on the ships, or rather those
who consumed Levant produce. It was upon that occasion spread
over “ the broad shoulders of honest John Bull,” and made a public
charge, which was no doubt quite correct, if suffered to remain at alL
Let us hope, Mr. Editor, that through the medium of your pages the
subject may again come under discussion, and that the result may be
the rescinding of the quarantine laws entirely.
An Advocate for the free intercourse of Nations.
London, August, 1838.
[The reader will find at page 778 of our volume for 1836, an interesting and
valuable article on this important subject, from the pen of an American writer, whose
opinions as being those of a medical man are entitled to additional respect. With
regard to the plague itself, against which an effectual quarantine is most necessary,
some useful discussion has taken place at the meetings of the British Association,
which may form matter for another number of the Nautical, — Ed.]
Description of Alacran and Cay Arenas, in the Gujlf of
Mexico.
From the survey of Don Ciriaco De Cavallos, in 1802, we supposed
the port of Alacran capable of admitting small craft only. It is true,
a vessel drawing eleven feet may pass over the rocky heads between
Perez and the South Spit, which make the entrance intricate ; still,
with the wind to the south of east, which it generally is in the morn-
ing or rather before noon, a vessel drawing eighteen feet may sail in.
It is one of those harbours that can only be taken by eye ; and from
aloft every shoal may be plainly seen. A vessel entering should pass
close to the South Spit, and run N. JW., until within a cable’s length
of Perez Spit ; then haul close round it, keeping in the blue water, and
anchor with the Huts W. by N. one-fourth of a mile. The white w-ater
on Perez Spit can be plainly traced from the island, coming in from
the westward, with the Huts bearing N. and N.W. by N. There are
heads with sixteen feet over them, a quarter of a mile off from the
reef; therefore the eastern extreme of Perez Spit should not be
brought to bear to the eastward of N.E. by E.
Alacran affords a very secure harbour ; the dry reefs protecting it
as effectually as would the land. The outside anchorage, two cables
north of the South Spit, in six fathoms and a half, coral sand, is very
safe, with all but westerly winds, which are rare, and give timely
warning.
The tide, if it can be so called, is very remarkable. It was new
moon on the 25th of March, about three in the afternoon. On the
following day the tide fell from 6 a.m. to 6 p.m. 7£ inches, and the
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DESCRIPTION OP ALACRAN AND CAY ARENAS.
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next day 13 inches, the wind being from E.N.E. to E.S.E. mode-
rate. Again, on the 26th April, two days after the new moon,
wind in the same direction, rather less, it fell twenty-six inches
from 7 a.m. to 6 p.m. This was a very unusual tide, and several
reefs were quite dry that were not seen before above water. We may
suppose this rising of the waters in the morning to have been occa-
sioned by the land and sea wind, (the few inches are scarcely worth
noticing,) the mean height being about noon. On the plan therefore,
there may be, sometimes, a foot more or less than there shown. The
fishermen we found, on our second visit, are supplied with water
from the main-land ; a strong proof that it cannot be procured at
Alacran. The dampness of the atmosphere was remarkable; the
sails wet with salt water, exposed to the burning sun for two or three
days, would not dry, and the fog in the morning was regular and very
uncomfortable.
The main reef forms a regular segment, convexing to the N.E., its
base or extreme length tending N.W. by N. fourteen miles. The
lead does not give sufficient warning of approach, the abrupt descent
from twenty fathoms to dry rocks is very remarkable, as are the
shelves on the west side from seven to twenty-four fathoms in a ship's
length. The nature of the deep water soundings is very fine sand ;
that called grey white and yellow is much of the same kind ; a horn-
protractor laid on white paper will give the exact tint. This will be
found the predominant colour on the ground of Campeche Bank. To
the eastward of the Alacranes there is no appearance of soundings,
with a constant current to the N.W. from one to one-half knots per
hour. The dry sand-bores are conveniently situated for our work.
Three of the same stars as were observed at Pajaros make the high
north bore in lat. 22° 32' 15" N.. These sand-bores soon get covered
with grass, samphire, and various kinds of herbs, when ahove water.
The first formation of all is branches of dead coral. These we found
by digging to the level of high water mark, and is probably the reason
the Alacran does not contain fresh water. All the cays swarm with
boobies and man-of-war birds, now with their young. The only
eatable kind are plovers and sand-pipers. Fish of all kind are very
abundant, particularly groupers and rock-cod. The fishermen diy
them for the Campeche market ; they had nets for taking them and
the hawk’s-bill. Turtle are also plentiful.
[Much has been said of the current on the south side of Cuba. This is the third
time I have found it settling to the eastward when the moon is increasing, or in her
two first quarters. It continues from Cape Antonio to Cape Maize. Mr. Shepherd,
a pilot, residing at Port Antonio, informed me it ran to the eastward a fortnight, and
then to the westward about the same time. Coasters from the Caymans also give this
as a reason for making their passages to Jamaica at this time.
[Arenas. — In our last number the meridian distance of Arenas from Alacran was
given as 6' 51", 5> it should have been 6m. 51s.fi. — E d. N.M.]
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806
ILLUMINATING LIGHT-HOUSES.
On the Adaptation op different Modes of Illuminating Light-
houses DEPENDING ON SITUATION, AND THE OBJECT INTENDED IN
their Erection. By W. H. Barlow, Esq.
(From the Philosophical Transactions.)
Constantinople, March 14 th, IS37.
Having made several experiments with the Drummond light, and
other means of illuminating light-houses, undertaken at the request
of the Turkish* government, with a view to placing lights at the
entrance of the Bosphorous from the Black Sea, I have been led to
observe some facts regarding the illuminating powers of the lights
themselves, and the increase obtained by the use of reflectors and
lenses, which, I trust, may not be found uninteresting.
On the increase of illuminating power obtained by lenses and
reflectors.
P'
P
P"
Let L in the annexed figure represent a lamp ; m m, two reflectors,
which may be so adjusted as to throw the reflected images either in
parallel lines on a screen at P' and P", or at such an inclination as
to unite with that of the light itself at the centre point P. Let also
s s represent a screen of such imperfect transparency as to absorb
the same quantity of light in transmission as the mirrors m m absorb
by reflection; then in the first case the three images P' P P" will
have equal surfaces and intensities,! and the illuminating power will
be three times that of the central lamp ; and when by a different
adjustment of the mirrors the three images are blended in one, then
the surface will be equal to that of the central image, but the inten-
sity is three times greater, so that in either case the illuminating power
will be proportional to the number of mirrors, or to the surface of
those mirrors. If, therefore, we conceive the whole space between
m m to be filled with mirrors, to reflect the light in parallel lines on
• We understand that Mr. Barlow was presented on this occasion by the Saltan
with the diamond order of 11 Nishaun k iftihar,” or “ Badge of Honest Pride,” ac-
companied with a firman ezpressire of the Sultan's satisfaction with his serrices and
zeal. — Ed. N.M.
f We reject here the difference in the length of the trajectory of the direct and
reflected light
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ILLUMINATING LIGHTHOUSES.
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the screen P' P P' ', it is clear that the illuminating power of the lens
will be expressed by the number of times the surface of the central
image is contained in the whole surface of the screenP', P" ; and this is
true, whether we consider the several images to be thrown in parallel
lines, or condensed in a focus, or dispersed over a larger surface ;
for as the illuminated surface is contracted, the intensity is increased,
and as it is extended, the intensity is diminished in the same propor-
tion; so that under all circumstances the product of surface and
intensity will be a constant quantity. Hence the illuminating power
(abstracting from absorption) will be increased by the reflector in the
ratio of the surface of the lights to the surface of the end or section
of the reflector. Or, in other words, the area of the end of the re-
flector divided by the area of the light, will be a numerical measure
of the illuminating power.
The result is obtained by supposing the reflector to be composed
of a number of small plane reflectors, each throwing the light in
parallel lines, and each image therefore as having the same intensity
as the direct light (screened as above) when viewed from the same
distance ; but with a continuous curve surface, such as a parabolic
reflector, we must consider the divergency of the emanating ray at the
point where it falls on the reflector, which will vary inversely as the
square of the distance of that point from the centre of the light, or
directly as the square of the sine of half the angle which the light
subtends from that point, and therefore as the versed sine of half the
same angle ; and the sum of all these must be compared with the
area of the reflector, that is, of its section or end, which varies also
as the versed sine of half the angle which its extreme edge subtends
at the light.
In order, therefore, to compute the increase of illuminating power
due to a parabolic reflector, according to this principle, we must find
a mean focal distance, that is, a distance (from which to estimate the
constant angle subtended by the light) that shall be equivalent to the
several variable distances.
808
ILLUMINATING LIGHT-HOUSES.
Let A D B be a parabolic reflector and C its focus, then will D C
be the minimum and A C the maximum focal distance. Now if the
light at C emanated from a point, all the rays intercepted by the sur-
face A D B would be projected forward in parallel lines, and cover
the plane surface 6 H=A B at whatever distance it might be placed
from the reflector, and the light at G K L would be that due to the
distances A C, I C, D C, respectively : if then a segment of a sphere
m o n be described intercepting the same number of rays as A D B,
and whose surface is equal to the area of A B or H G, we shall have
the same quantity of light equally distributed over the same surface ;
hence the radius of the segment m on will be the mean focal distance
with which all the light may be conceived to leave the reflector.
Describe the circle A E C ; then, because A D B is a parabola, and
A E B a circle described about it with the radius C A, and because
C A = D F + D C, the height D F of the parabola = J the height
E F of the segment A E B.
ButE F = EC -f C F = AC + C F, thereforeDF= ^5 + 22,
and D C the minimum focal distance = D F — D F =
AC — CF.
2
Let A C = r, C F = A, then r = maximum focal distance, and
T = maximum focal distance, (2 r X 3*1416) (r + A) = surface
of segment A F B ; and 4 (r 2 — A 2 ) *7854 = area of A B or G II.
Let x = radius of segment m o n: now the surface of the segment
A E B is to the surface of the segment m o n as r 2 to X s, and the area
of the end A B is equal to the surface of the segment m o n, there-
fore
(2 r X 3*1461) (r + A) : 4 r 2 — A 2 ) *7854 : : r 2 : x 2
or
2r(r + A)i J = (^-A 5 )r 3
A
whence x 2 =. i\ r*= o — r
(r — A 2 ) r — i
3? ~ Irir+h)*- 2
or
. - V '(- 7 -)
r— A
But r = maximum focal distance and — ^ — maxim um focal dis-
tadce. Therefore x, the mean focal distance, is a mean proportional
between the maximum and minimum focal distances. Let therefore
A represent the angle subtended by the reflector from the centre of
the light, and a = the angle subtended by the light from the re-
flector at the mean focal distance, then
versed sine 4 A
versed sine | a
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ILLUMINATING LIGHT-HOUSES.
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will be the amount of illuminating power obtained by the reflector,
that of the lamp being 1.
This result differs in its numerical value very little from the former,
viz., the area of the reflector divided by the area of the light. Thus,
for example, let a reflector whose maximum focal distance is twelve
inches, and minimum three inches, be illuminated with a standard
Argand lamp, the diameter of the flame of which is one inch, and its
altitude 1 J inch. Here the depth of reflector is 9 inches, and the
area of its end 4 (12* — 6*) *7854 = 339*28 inches. And by the first
339*28
ml e — — - = 193*8 is the amount of power obtained.
1*75
By the second rule we have the angle subtended by the reflector
equal 240°; mean focal distance = ^12 X 3 = 6 inches. The
angle subtended by the flame of an Argand lamp, which is in the
form of a cylinder, will be greater in the vertical direction than in the
horizontal ; in order, therefore, that we may be able to measure the
surface of the segment by its versed sine, we will assume that the
light is in the form of a sphere whose apparent surface and intensity
is equal to that of the lamp, and therefore equal to it in illuminating
power.
Now the angle subtended by a sphere whose apparent surface is
1*75 at a distance of 6 inches is 14° 18'; therefore by the second
vers 1 20°.
rule — ~ yog/ = 192*9 amount of illuminating power obtained.
Let us now suppose Drummond’s lime ball to be placed in the focus
to find its illuminating effect. Here the section of the ball, the
diameter being §ths of an inch, is *110445, and on the first principle
339*28
*110445 = amount of power,
and by the second
' vere.- p 1 47' W ' = 3071 am0Unt ° f power *
And as it is known that the illuminating power of the lime ball when
|ths of an inch in diameter is equal to 16'6 Argand lamps, it
follows that a reflector of the above dimensions will give a light equal
to 3079 X 16*6 = 51112 Argand lamps, or 264 such reflectors illu-
minated with Argand lamps ; which agrees with Drummond’s observ-
ations.f
* It may not be seen immediately why these rules do not giro precisely the same
numerical results, but it will be found that if the angle of divergence be very great,
the position of the reflector will at the extreme edge have a considerable obliquity
to the line of direction in which it acta and its apparent surface, and consequently its
illuminating powers will be reduced. The difference, however, is very srnaU when
the mean divergence is under 20°.
f Phil. Trans. 1830, p. 390.
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810
DEFECTIVE CONSTRUCTION OF MERCHANT SHIPS.
These rules are equally applicable to lenses, the same effect being
produced in them by refraction as in the reflectors by reflection,
except the difference between the light absorbed and transmitted.
It is, however, almost impossible here to determine the mean focal
distance very exactly, the lens being built in pieces; and its form
being square increases the difficulty ; still if we take the mean between
the distance of the focal point from the centre and extreme angle of
the lens, in the middle of the thickness of the glass, we obtain a
tolerably close approximation.
Also, the lens being square, and eight of them forming the circle
«. n /sin 22° 30' \ ..... . *.
or system of lenses, 2 g /will be the expression for the
light intercepted.
For example, let it be required to find the increase of illuminating
power obtained by the French lens with its lamp, as used by Drum-
mond in his experiments, the lens being 30 inches square, and the
lamp having an intensity equal to 4, and illuminating power equal to
10*4 Argand lamps.
Here the surface of the flame will be 4*55 inches ; therefore by the
30 2
first rule =198 increase of power. Again, the mean focal dis-
tance being about 39 inches, a sphere whose apparent surface is 4*55
inches will subtend 3° 31' ; hence by the second rule
i in 22° 30'
vers. 1° 45' 30^
These examples being sufficient for the purpose of illustration, we
may now state the conclusion which is derived from the above inves-
tigation ; namely, that all reflectors and lenses of the same diameter
have the same illuminating power when illuminated with the same
lamp, and that decreasing the focal distance, and intercepting more
rays, does not increase the illuminating power, but simply the diverg-
ence, and consequently the surface or space over which it acts.
To John Bull.
On the Defective Construction of his Merchant Ships.
Honest John, — Sometime ago I availed myself of these pages to
call your attention to the above subject, since which you have had
a Committee of the House of Commons, like a meeting of physicians,
to investigate the complaint. Their report I have also commented on
in this same Nautical, and however objectionable the bill introduced,
in compliance with the said report, proved to the “ reformed house,”
I can never look on the elucidation of the abuses, proved to
before the “Shipwreck Committee;” but as an honor to the able
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dbfbctivb construction of merchant ships.
811
chairman, (Mr. Buckingham.) This gentleman, gone though he may
be, in despite of the strenuous exertions of interested people, suc-
ceeded in exposing to you, and to all the world besides, the multi-
plicity of evils which exist in the management of your Commercial
Marine ; evils which the report* deliberately states cause a loss of
894 lives annually, and in money costs above 2,800,000/. sterling !
All this, it appears, honest John Bull, you are content to remain
saddled with ! Indeed your Sapiencyf has, I truly believe, got so
used to being robbed, and to being told so, that I begin to think it
is part of your nature to be pleased with it, and that you console
yourself with the comfortable idea what your vanity prompts to you,
that you can afford it ! Well you may, John, if clear-sighted and able
men cannot drive into your numbskull that you are robbing yourself \
annually, of somewhere about one and a half times the amount of
the interest of the National debt, by continuing the Corn Laws, you
may well look upon £2,800,000 lost, in consequence of the defects of
your Commercial Marine as a trifle too insignificant to disturb your
equanimity of temper for a moment. Perhaps your fancy is tickled
by it ; but why shut your eyes to the consequences of the evil, the
loss of human life, which the “ Shipwreck Committee” deliberately
proved to you, amounts to 894 lives yearly, through the mal-construction
and mismanagements of your Mercantile Ships ! Your warm and gene-
rous heart, John Bull, is usually the most susceptible when any
cruelty is practised : you would not willingly have any human being
hurt, much less drowned ! But you don’t see, that, in consequence
of the failure of Mr. Buckingham, Mr. Ballingall, and others, to
provide a remedy against drowning your countrymen by wholesale,
that it is going on as much as ever. No, to be sure not, you know
that one extreme begets another, and a calm follows a storm. You
are quietly composing yourself to sleep again in your easy chair,
fancying, of course, that your ships, like all things British, are
quite perfection ! Sleep on you may, John, but it will be my part to
disturb your slumbers now and then with the unwelcome fact, that
the construction of your ships not only continues, as I have before
told you, to be “ the most insane proceeding under the sun,” but
that as the natural consequence of having “ 1 kicked up a row” about
them, which for a time has been got the better of, that they are
getting worse ! Yes, in despite of the example the Americans set
you in their “ Liners,” the construction of your ships is proceeding
by wholesale in a worse manner than ever ! There is absolutely
nothing considered in their construction, but at how cheap a rate
they can be put together ; how the new “ Tonnage Bill” may be
evaded ; and how to thwart and humbug the regulations of “ Lloyd’s
Register Book/’
* See report in Nautical Magazine, vol, 1836, p. 388.
f Query meant by the author for “excellency.” — p. D.
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DEFECTIVE CONSTRUCTION OF MERCHANT SHIPS.
I have let this matter rest for a little while, because I knew very
well that it is not your taste to hear the truth, when this same truth
is disagreeable, that you would rather pay than hear it. It might
be better “ to wait my time,” particularly as there is a cause operating
slowly and silently, which will effect more than all the arguments
that could be advanced for improving the construction of your
Merchant Shipping. Yes, the merchant ships of Great Britain must
be speedily superseded by another description of vessel, in the con-
struction of which, for many reasons, the utmost skill and art must
of necessity, be used : I mean, of course, your u steamers.” I shall
therefore, for the present, confine my attention to this description of
vessel, to endeavour to aid as much as possible in perfecting them.
The important fact, also, of the progress which is making in con-
structing many of these vessels altogether of Iron, must not be over-
looked, a 8 a cause at work which will forward the proper construction
of those of wood ; for if your ship-builders, John, will shut their
eyes to the consequences of the substitution of the material, I can
tell them that your countrymen will not, and the shipwright’s “occu-
pation will be gone,” and ships will be built by engineers and men
of science. But this is already taking place, and the day is not far
distant, unless the shipwrights open their eyes, and practice to
common sense, that their whole system of putting together a ship
will become “a laughing stock;” and it will become a matter of
wonder how materials could have been so senselessly applied, as they
are even to this day, in the construction of that absurdity, the
Merchant Ship, of this great naval country. Yes, when it becomes
the business of men of education, science, and mechanical skill, free
from the prejudices of the present race of ship-builders and ship-
owners, the application of the materials, and the putting together the
present Merchant Ship, will be held up, as it deserves to be, as “one
of the moat insane proceedings under the sun.”
I have said that steam-vessels must be well-constructed. The
awful losses which took place some years ago, especially that of the
Rothsay Castle, opened the eyes of your countrymen, Johnny,
to the fact, that the safety of these vessels was of importance to them;
and the effect of the inquiries which took place, in consequence of
the loss, of that vessel, and others, added to the very proper and
strict investigation which has been recently instituted, respect-
ing the machinery of the Victoria, must show owners, that however
careless they might be disposed to be, or involuntarily through their
own ignorance, might become, if left to themselves, that the British
public wiU not sanction their proceedings ; and that unless reaOy
safe vessels are constructed, that they will not answer the end,
namely, “ profit,” for which they are built.
Now, having this grand hold, namely, “ profitable results ,“ **
Dr. Lardner has it, upon those who are springing up in all directions
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to build steamers, it may appear superfluous to volunteer advice.
Their own interest, it might be concluded, would be sufficient gua-
rantee for the perfect construction of the ships they are about to
build, but, unfortunately, every one who is likely to have the direction
of steamers, is not practically an engineer, nor perhaps even has a turn
for any mechanical science. Therefore, the rising companies, to extend
this wonderful agent, must be dependent on others for all they do.
Perhaps, I shall not be far wrong when I assume that amongst all the
stupendous efforts, at the present moment, making by companies for
the extension of steam-navigation, there will rarely be found one
leading man amongst them capable of specifying exactly what the
necessary dimensions and form of his ship should be, much less her
construction in detail. He will, therefore, most likely, rely very
much upon his builder, who will, of course, make as great a show of
strength and perfection in the constructing of the ship, with as little
expense to himself as he possibly can, and without meaning any
disrespect, • and, to speak plainly the truth, it will be his evident
interest (as heretofore,) to gull the public and his employer ; — my
efforts shall be to prevent him.
No one, twenty years ago, could possibly have imagined what a
first-rate steamer of the present day is, I mean in her improved
mode of putting together. The advance in the art, caused by the
building of these ships, has been such, as nothing short of a strict
government regulation could have effected in ordinary ships. No
one supposes that any conviction of the defects of previous construc-
tion could have been forced upon ship-builders and owners, so far as
as to induce the application of such strength, voluntarily, into their
practice. It was brought about in “ steamers, ” by the force of
public opinion, loudly expressed in consequence of the striking
instances of fatal losses caused by the want of strength in the Rothsay
Castle, and others. It has, however, produced wonders, and efforts
must be made not to let, for one moment, the notion retrogade, that
the utmost strength which human art can conceive, is indispensibly
necessary to the safety of a steamship which is to brave the ocean.
It has already been said, that it is also the interest of those who
own them, to adopt at once the greatest attainable perfection. But
although this is the strongest way of putting it to oppose self-interest,
yet in this case the public interest would still suffer by the exceptions
which might arise, it being no difficult matter to conceive many
cases when a man, for particular and temporary practices, might
find it his immediate interest, to send to sea a steam-ship quite unfit
for the purpose she is sent upon : the worst that could happen,
perhaps the best to him, would be the recovering of her value, or
more, from the underwriters. The same argument is indeed fully
borne out by practice in ship-owning generally. I think there
can be no doubt entertained that it is for the public good, and
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DEFECTIVE CONSTRUCTION OF MERCHANT SHIPS.
also for the true interests of the owners of ships, that all ships
should be good ; whereas, we see in practice, that the most profit
is gained by the exceptions, these exceptions themselves, under-
mining as they will, and destroying the advantages which would accrue
to the straight- forward owners of the good portion of shipping.
Now, therefore, is perhaps the time when steam operations are making
such rapid progress, to endeavour to get established that sort of pub-
lic control over them which will ensure a strict superintendence ; some
proper regulations in fact to secure to the public that no steamer goes
to sea unless she is constructed (and her state kept up) in the very
best manner known ; and for this there is evidently no other plan that
can be effective but one of regulation in detail, namely, a scale being
drawn out by a board constituted for the purpose, containing every
particular in the construction of steamers of different classes ; and in
fine, constituting the marine board, as suggested in my communica-
tion of May, 1836, p. 236 ; and which board, and nothing short of
such, will secure to the public “ safe steamers.” No half-measure*
will suffice. After the loss of the Rothsay Castle, a committee of the
House of Commons did sanction a scale of scantling, &c., &c., as a
rule for the construction of steam-ships ; but of what avail could such
a measure possibly be unless followed up by the establishment of such
control as would ensure their recommendation being observed ? If
this were effected, very nearly all loss at sea would certainly disap-
pear ; the money would be saved which is now paid for insurance,
(at least the greater part of it,) and the loss which the public now
suffer by the replacing of ships wrecked, and their cargoes, would
be avoided ; and absolute safety would be so nearly attained, that the
British steamer, from such positive guarantee of her perfection, would
to a certainty become the chosen conveyance for all passengers, cor-
respondence, specie, and valuable merchandize.
It may appear a little arbitrary at first view to propose any regula-
tion to force upon individuals the observance of strict rules for the
conducting of their private concerns, but the principal is applied in a
hundred instances unconnected with shipping, and no complaints are
thought of. The progress of steam navigation, however, for a con-
siderable time to come, will of necessity be in the hands of “ compa-
nies,” owing to the great outlay of capital necessary to prosecute a
complete “line” in almost any direction; and which will be, fora
long time to come, the only mode in which this great pursuit can
progress with advantage ; and I think no one belonging to a com-
pany of this description can fail to see that a strict regulation in
respect to their ships, is not only the very best security that can be
devised for their own interest, but that it is in fact absolutely necea-
sary to secure them against the opposition which they will to a cer-
tainty experience from unprincipled or unscrupulous people, with
inferior, low-priced, half-wornout steamers ; and against which the?
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DEFECTIVE CONSTRUCTION OF MERCHANT SHIPS.
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would find the utmost difficulty to contend. It will not do to say
the public will discriminate. All experience shows, that in sailing
vessels this has never been the case ; and that the straight-forward,
well-intentioned man, beginning ship-owning, with the best intentions
in the world, has been actually forced, for want of protection, to do
as others do ; and though his ships may depreciate ever so much, to
continue employing them in that state to prevent the ruin which would
otherwise overtake him. Young as steam navigation yet is, there are
not wanting proofs that the same sort of operation is at work, and yet
your countrymen, John Bull, do not see the certain consequence of all
this. A little, low passage money, or freight, secures to the inferior
ship ample patronage, and nothing it is clear will stop this 'but such
strict surveillance as shall ensure the very best construction, and
the ships being kept up in that state. No, not even the total loss of
the inferior ship, with all hands, will cause the public to discriminate.
It will be the talk of the day, and then forgotten, and your inde-
pendent Englishman will assert still, that he has a right in all shipping
matters to do just as he likes ; and so perhaps he ought to do were
he the only sufferer, or could any means be devised whereby the pub-
lic could know the real quality of what they are embarking in when
they set foot on board a ship. But when one man does so, a hun-
dred, aye, a thousand trust themselves in a state of total ignorance,
relying without hesitation or thought upon all being correct. I know
that this has been the case in steam navigation. Was it not so in the
Forfarshire, where nearly all the passengers were lost ? and that ships
in the most improper and dangerous state have been sent to sea, when
passengers have embarked by them, fortunately for themselves, in the
most happy state of ignorance ; and be assured my friend honest John,
that another winter will not elapse without some startling event which
will bring to mind the fate of the Rothsay Castle, and the Forfarshire
likewise !*
Surely, then, the public companies, wherein immense capitals are
embarking, will see the necessity of lending their aid in calling the
attention of government to some measures for protecting the immense
properties which they represent. If they do not, woe to the dividends !
The companies will be undersailed and opposed by all the “ trashy,”
half-womout steamers that can be got hold of; for they may be
assured, that a steamer, like a sailing-vessel, “ will never wear out
she will be run, if left without control, till the underwriters pay for
her, which will most likely occur simultaneously with her drowning
one or two hundred. Depend on it, John Bull, that the sooner go-
vernment takes the matter in hand, and appoints “ a marine board,”
the better ; and as the interests of those owning sailing-vessels are
supposed to be averse to such measures, leave the interest to its fate,
* What has become of the Northern Yacht steam packet ? Lost since this was
written !
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816 NOTES ON THE GULF OF DULCB.
and let proper regulations be made for steam navigation, It is quite
extensive enough (or soon will be) to pay for such board, and all its
necessaly establishment of surveyors, &c., &c. Let no steamer clear
out, or be licensed for a certain number of months for coast service*
without a certificate from such board, for which a fee should be paid,
as well as when they are built and registered, sufficient to support
the expense of such guarantee as the measure would afford for their
perfection. The expense would not be worth considering, and would
be repaid a hundred-fold every voyage. In fact, it is the only way
in which property invested in steam operations can be protected.
I began this letter to you, John Bull, with the intention of telling
you what is doing in the building of your steam-vessels, but notwith-
standing I have admitted the enormous improvements that they have
been the means of effecting, I can find enough of the old “ leaven” of
the “ old school” to reform. But my zeal for preserving the interests
of “ owners” among your countrymen has led me so far, that I must
reserve what I have to say on this subject for a future time, as I have
now, perhaps, gone as far as there is a chance of your attending to.
But to your friends the ship-builders, I would say with Bobby Bums,
“ If there’s a hole in a* your coats.
I rede ye tent it ;
A chiel’s arnang ye t&kin* notes,
An faith he’ll print it”
For I promise them that their proceedings shall not remain unno-
ticed by,
Sir, your obedient servant,
London, September, 1838. Mercator.
Notes on the Gulf of Dulce. — West Indies.
Approaching this coast was a cheering sight after the dull monoto-
nous shores of Yucatan. Indeed, the scenery here surpasses most
others of the kind. The Bio Dulce winds through stupendous white
cliffs from 300 to 400 feet high, covered and overhung with dark
luxuriant foliage of a tropical climate, with green festoons drooping to
the water from that height. Unfortunately, as in all the rivers on this
shore, the bar at the entrance had only six feet water on it. The
cliffs are whitened by stalactites, from which water is continually
dropping. Some parts had ten or fifteen fathoms. The rate of the
current we found about one and a half knots, so that the river is the
worst part ; and when the sea breezes are light, vessels have been
several days warping up. Near the land is a remarkably warm
spring from which steam is continually rising. On the north shore
we found the remains of a flourishing settlement. The Caribs had
been driven off by the government of central America, who treat these
poor creatures as the northern states treat all people of colour. Both
Caribs and negroes seem glad to escape from lands of liberty ! The
former are now dispersed over the coast of British Yucatan, chiefly
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817
at North Standing creek. They are a hardworking orderly race, will
soon supply Belize with stock and vegetables, and are considered an
acquisition to the colony. Many are engaged in cutting mahogany.
Even the females go out to Glover’s reef, a distance of twenty-five
miles in veiy small canoes, in the turtling season. Game abounds in
this part. The wild turkeys are very large, and much superior in fla-
vour to the tame ones of Europe. Jew-fish are also abundant, and
are considered the best fish in the country ; striking them with a small
barbed spear affords good sport: they will never take the hook
unless it is baited with a live fish : some weigh 200 or 300 pounds :
in flavour, they resemble the north sea cod more than other British
fish. At this season, June, the sea breezes may be expected about
nine or ten o’clock, and may be depended on for blowing strong until
sunset. The land wind is equally regular, although less strong.
The gulfett between the upper and lower narrows is remarkable for
the even depth of twelve or fourteen feet all over, and its innumerable
mangrove creeks ; from which we may suppose that the salt water
flows up as far as fort St. Philip, because mangroves are said not to
grow in water quite fresh. It evident from weeds now on trees, that
with particular winds, probably northers, or after heavy rain, the
water in this and the gulf is eighteen or twenty inches higher a great
portion of the year than it is at present ; also, that it is gaining on the
land, as several large trees are now standing twenty and thirty yards
from the present coast line. Mr. Croscay, an American merchant,
has considerable grants of land round the gulf from the present
government, with liberty to cut mahogany everywhere. The quantity
cut and shipped, with a gang of twelve hands, annually loaded four or
five schooners. This proves its being very near and plentiful, com-
pared with the amazing distance our cutters have to work their logs.
The merchants at Belize would surely find it much to their interest to
gain a footing in this land of plenty.
On reaching Fort St. Philip, we found that the guard had been
lately augmented to about a dozen ill-looking fellows doing duty as
soldiers. They are but little superior to the naked generals and
colonels of the Mosquito tribe, whose only emblem of rank is a
purser’s hat with ribands, something like a recruit at a village fair in
England ! The commandant is said to be a tailor by trade, and an
amusing scene it was to see him receive the consul, who, before land-
ing, gave us a lecture on the necessity of paying proper respect to all
parties in authority ! He accordingly landed in full dress, and, with
cocked hat in hand, began bowing to the astonished tailor, who stood
staring in his shirt sleeves in utter amazement. He was much better
pleased with a glass of grog that we gave him afterwards, than with
all the consul’s politeness ! Having obtained his permission to pass,
we got under way, and beat well up in the night to Isabel, and
anchored off the village about ten, a.m. The place we observed at,
ENLARGED SERIES. — NO. 12. — VOL. POR 1838. i
818
VISIT TO THB GEYSERS OF ICELAND.
was M. Puelios’s house, the principal, and indeed, only native mer-
chant conducting the carrying trade to, and from, Guatemala. His
clerks were busy making ball cartridges to protect the store from the
depredations of the muleteers, property being very insecure under the
present government. The mules carry over British and American
merchandize, and return laden with sarsaparilla and indigo, which is
shipped in small trading vessels to Belize. At the N.W. extreme are
the five mouths of the celebrated Polichique river, navigable for
large boats, to within a few leagues of Guatemala. The creeks and
rivers abound with alligators ; we frequently saw ten or twelve above
the water at one time ; large guanas are so plentiful, that a sports-
man may easily supply a vessel’s crew, and they make excellent sea-
pies, with the addition of monkeys ! The trees here are very high,
I think at least 200 feet. The lonely and dreary stillness that prevails,
is now and then interrupted by the hideous howling of the large
black monkeys ; the noise of which animals can be heard several
miles off, and much resembles the growling of tigers. The village
of Isabel is pleasantly situated at the foot of the Mica mountains,
surrounded by rivulets of excellent cool water. It is reported to be
a very sickly place, but it is difficult to imagine what can make it so.
The huts are of bamboo, with thatched roofs, and are inhabited
chiefly by females, the families of the muleteers who cross to Guate-
mala : their dress on holidays is very gay, being of white cotton, with
broad flounces of red, just above the hip. These people appear to be
a mixture of Spaniards, Indians, and negroes ; and every way inferior
to the fishermen on the coast ; those about Cape Catouch, have open,
pleasing countenances, and are strikingly alike, as if of one family,
and altogether a purer race.
The weather is very oppressive from eleven, A.M., to two p.m. The
thermometer is then 88° and 75° at daylight. This is about the
difference of the creek water, and that which is in the gulf; just before
sun-set it blows strong enough to make the riding off Isabel very
rough. We generally took the creeks at night; and for refitting, the
coves near the N.W. part of the gulf are best. We observed no
place of worship, or even a priest among these people, it is probable
they have no form of religion whatever !
T.S.
A Visit to the Geyseus of Iceland. By John Barrow, Esq.
It was about four o’clock in the afternoon when we arrived on the
ground, and none but those who have witnessed the scene can imagine
the impatience we felt to be favoured with one of those grand exhibi-
tions which some few of our countrymen have seen with wonder and
delight. But if we were doomed to experience a painful state of
suspense, the party who had passed us on the road, and who had
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A VISIT TO THE GEYSERS OF ICELAND.
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reached the spot a short time before us, were pretty much in the
same state of anxiety as ourselves, waiting for a burst from some of
the boiling cauldrons. Another party informed us that after about
twenty-four hours* expectation they had been gratified by a splendid
eruption from the great Geyser, which had thrown up a jet of a vast
body of water to the height of about forty feet ; and though this is not
more than half the height to which the column usually rises, satisfied
with this single exhibition they were just on the eve of taking their
departure. The great Geyser is situated on a mound which rises
considerably above the surface of the plain, and slopes on all sides to
the distance of a hundred feet or thereabout, from the borders of the
large basin on its summit ; and in the centre of this basin, forming
as it were a gigantic funnel, there is a pipe or tube, up which the
boiling water rises, and the eruptions burst forth. The basin or bowl
of this funnel is from four to five feet deep, sloping a little like a
saucer towards the central tube. Into this basin the water had flowed
to within a foot and a half of the brim when we visited it. As it was
gradually rising we remained on the spot till it overflowed, which we
were told was a certain sign of an eruption being about to take place ;
the more certain as a bubbling or boiling up of the water was observed
over the mouth of the tube at the same time. The temperature of
the water in the basin at this period, as far as I could reach to plunge
in the thermometer, was from 180 to 1 90 of Fahrenheit.
After anxiously waiting a considerable time, instead of that grand
burst we had expected to take place, to our great, mortification the
water began gradually to subside, and did not cease to diminish till
the basin was left quite dry. I had now, however, an opportunity of
taking the dimensions of the basin and its pipe, the former of which
was found, from actual measurement, to be fifty-six feet in the great-
est diameter, and fifty-two feet in the narrowest ; and the greatest
depth about four feet. The shaft or tube in the middle, at the upper
and shelving part was found to be 18£ feet one way, and sixteen feet
the other ; but it narrows considerably at a little distance from the
the mouth, and appears to be not more than ten or twelve feet in
diameter. I measured its depth on two ; on one I found it to be
sixty-seven feet, and on the other a little more than seventy. The
sides of the tube are smoothly polished, probably by the constant
friction of the water, which is also the case with the floor of the
basin, the surface of which is perfectly smooth and even, and has the
appearance in parts of agate, and is so hard, that I was unable to
detach a single piece with a hammer. It is difficult to imagine in
what manner this capricious tube, perfectly perpendicular, has first
been shaped, and equally so now the smooth crust with which it is
lined has been laid on, whether at once, or by successive depositions
of the laminae of silicious matter. The lining of the bowl or basin
would appear to be of more easy explanation ; the water remaining
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A VISIT TO THE GEYSERS OF ICELAND.
therein quiescent may deposit its silica undisturbed, but in the pipe
of the funnel it is always bubbling or boiling, sometimes higher,
or sometimes lower, or exploding steam and water. But after all,
that which is the most difficult to comprehend is this, that the water
of the Geyser is perfectly clear, and gives no deposit without the
application of chemical tests, and then only in the smallest possible
quantity ; it may be kept for years in bottles without depositing the
least sediment.
It becomes a question, then, how such a quantity of silicious
matter is deposited, not only in the tube and floor of the basin, but
also on its rim and border, which forms the highest part of the mound.
The matter here deposited is abundant, and appears to be con-
stantly forming ; and as this rim is out of the reach of the hot water,
except in one spot, it would appear that the deposit is from the con-
densed steam or vapour, which is the more probable from the extreme
delicacy of the effervesence.
The silicious incrustations that are here formed extend to the
whole distance down the slope of the mound around the brim, and
several yards below it. They consist of little tufts or knobs, grouped
in such a manner as to bear a resemblance, in which all agree who
have spoken of them, to the heads of cauliflowers; or the composition,
but not the colour of the coxcomb, or amaranthus, may come as near
to them. These depositions are of so delicate a texture that we found
it quite impossible to bring away any of them, in their perfect state,
without damaging the minute crystalline effervesence with which they
were beautifully covered ; they generally, however, harden with time,
and become a compact silicious stone, of a brownish tint, but white
within. On one side of the margin of the basin, where there is a
channel for the water to escape when it overflows, these silicious
incrustations, from the constant moisture of the steam, remain soft,
and are crushed under the feet when trod upon, and will not bear
taking up without falling to pieces. This delicate deposit is pure
silica, and may, with propriety, be called what it really is, silicious
sinter ; or, which is but another expression for the same thing, sili-
cious travestin ; the only difference of the substance well known
under this name being that the one in question is a deposition of Amt,
and the other of lime.
The stream of water that flows from the basin, finds its way down
the slope of the mound, and at the foot thereof divides itself into two
branches, which empty themselves into the JETuil-aa, or White River.
On the margins of these little streams are found, in abundance, die
most extraordinary and beautiful incrustations that can be conceived,
which, like those on the margin of the basin, would appear to be
owing to the steam and spray that accompany the water, rather
to the water itself. Along the banks of these occasional streamlets,
the grasses and the various aquatic plants are all covered with incrus-
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tations, some of which were exquisitely beautiful, but so delicate, that
with every possible care, I found it was utterly impossible to bring
any of them away in a perfect state to the Reikinvik.
Every sort of adventitious fragment, whether of pieces of wood,
bones, or horns of animals, were here found in a silicified state, and
among other things, by the edge of the stream, I met with a piece of
printed paper, which, with the letters perfectly legible, exhibited a
thin plate of transparent silex, giving it the appearance of a child’s
horn-book, but the moment it was removed, it fell in pieces. Pre-
vious to our departure, the governor had shown to me a worsted
stocking, which, by laying on the banks of this streamlet about six
months, had been completely converted into a stone, as had also a
blue handkerchief, which exhibited all the cheques and colours of
the original ; and these were solid enough to bear handling, and as
hard as silex itself. I must observe, however, that these streams are
lined with a white silicious stone, of a close compact texture, resem-
bling pure white marble, which continues down to their junction with
Huil-aa.
We had shot some plovers and curlews on our way to this place,
which we ordered to be boiled in the basin of the great Geyser, and
they were sufficiently cooked in twenty minutes, the temperature of
the water continuing to vary from 180 to 190 of Fahrenheit.
The steam arising from this, as well as all the Geysers, is sensibly,
but not very strongly, impregnated with the smell of sulphur, and
our guides told us the birds would taste of it so strongly as not to be
eatable ; but whether our appetites were sharp, or our senses dull,
we did not, by any means, find this to be the case, nor could we per-
ceive the slightest taste of sulphur.
Dr. Holland in his M.S. journal, which he has kindly lent me, thus
describes this “ singularly curious and remarkable fountain “ A
basin, not less than twenty-six feet in length, and eight or ten inches
width, is filled almost to its biim with water, in a state approaching to
ebullition. The appearances produced in the inside of this basin are
are highly beautiful. The water is extremely clear and transparent,
and allows the eye to penetrate to a great depth along the perpendicu-
larly descending sides, which are every where lined with an incrusta-
tion projecting outwards into a variety of forms. The basin is traversed
about its middle by a narrow arch, appearing to be composed entirely
of incrustation, but so slight as to render it dangerous, if not impos-
sible, to cross it in this way. Neither description nor drawing are
capable of giving a sufficient idea of the singularity and beauty of this
spot.”
This day, the 4th of August, as well as the former one, passed over
without any fresh symptoms of an explosion from the great Geyser.
Annoying as this was in the extreme, we had so much set our minds
on an exhibition of its powers as to come to a determination not to
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A VISIT TO THB GEYSERS OF ICELAND*
quit the spot till we had received that gratification, though we had
nearly got to the end of our provisions without the means of
recruiting them. A Norwegian servant of Mr. Knudtzon was as
anxious as ourselves, — indeed so much so that he sat up all night,
and fortunately he did so, for about three o’clock in the morning,
when we were fast asleep, having been kept awake the greater part
of the preceding night by the rumbling noise under the earth at
different periods, he hastily entered the tent, and said, that from the
incessant noise and violent rushing of the steam, he had no doubt
that an eruption was about to take place. We were, of course,
instantly on our legs, and just as we arrived at the spot a few jets
were thrown up to no great height, and we were once more making
up our minds to another disappointment, when suddenly, as if by a
violent effort, the shaft discharged a full column of water and steam,
the former mounting, in a grand mass, to the height, as we estimated
it, of between seventy and eighty feet. I must observe, however, it
is but an estimate as the rolling volumes of steam generally enveloped
the columns of water, and accompanied it to the very highest point,
so that it was not easy to get a fair view of it, much less to measure
it with any degree of certainty; but I feel pretty confident that I have
not overstated the height. I may here observe, that these rolling
clouds, which in common parlance I have called steam, are not that
pure, unmixed steam which is constantly converted into moisture,
and vanishes when it escapes into the open air, like that which is let
off from the boilers of steam engines, but is here accompanied by a
kind of smoke and spray from the boiling water which require some
little time to melt away, and leave the atmosphere clear.
No sooner was the eruption over, and the water had subsided into
the shaft, the stream continuing to arise, than the birds of Odin made
their appearance, and perched themselves on the margin of the basin,
on the leeward side, while we were standing on the opposite side, not
twenty yards distant ; I could not learn from our guides that any sacred
character was attached to this bird, but as already stated, it is con-
sidered as a bird of ill omen. Their remarkable confidence in man
may probably be taken as a proof, that they are not molested by hint
As a further proof of this, one of our party sent a ball through one of
a large group assembled on the beach Reikinvik, which had shewn great
confidence, but after this circumstance, they avoided us in such away,
that it was quite impossibly to come near them. The fanners watch
their movements, but seem to be afraid to take measures to destroy them,
and yet they are among their greatest enemies ; they are always on
the watch during the lambing season, to pounce upon, and cany oft
young lambs ; in the winter especially, they hover over the farm-
houses, seizing everything they can lay their claws upon, and will not
be driven away, indeed, they sometimes hovered over us in such a
manner, as if they were only waiting for an opportunity to pounce
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A VISIT TO THE GEYSERS OP ICELAND,
upon us. The icelandic raven is a very powerful bird, much larger
and stronger than those in the more southern parts of Europe.
The annexed sketch is the best representation I am able to produce,
and it is but fair to confess, that it is done chiefly from the recollec-
tion of an object which is not easily nor soon effaced from the memory.
The beholder, is in fact, astounded by the incessant noise and rapid
motion of so vast a column of water, darted with so much violence
and velocity into the air, and is quite unprepared to give anything
like a faithfrd sketch of the infinite changes of form and colour which
both the water and the stream assume. — Barrow's visit to Iceland.
[There are numerous boiling springs, such as the Geysers, in the
south district of the island, which throw up at periodical intervals,
columns of boiling water, more than ten feet in diameter, and above
200 feet in height, preceded by a loud report, like that of artillery ;
the reykium, and the sulphur springs of Kriswoik are near the south-
west coast ; those of Reykiadal in the west district ; and those of
Reykiahwerf and Krabla, in the north. There are also floods or bogs
of boiling mud, numerous cones and craters of volcanoes now quies-
cent, and columns of dense smoke and steam issuing from many spots.
The whole island seems to be of volcanic formation, and there are
still numerous volcanoes in full activity. In the year 1 755, an erup-
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THE ATMOSPHERIC PHENOMENON.
tkm from the volcano Katlegia, near the east coast, destroyed fiAy
farms. In 1783, a still more terrible eruption from the Ikeidara, and
other volcanoes of the Klofa Jokul ridge covered several fertile dis-
tricts with lava ; the ashes and the effluvia corrupted the water and
the atmosphere all around, the fishes were driven away from that part
of the coast, and famine and pestilence followed, which, in two yean,
carried off 9,000 people, and destroyed thousands of horses and cattle.
The eruptions of Mount Hecla are frequent, but not so violent or
destructive. The highest mountain in Iceland is believed to be the
Inoefell Yokul, which rises in one of the western peninsulas, near the
village or factory of Stappen, and is reckoned to be 6,862 feet high;
Mount Hecla is 5,210 feet. — Penny Cyclopedia.']
The Atmospheric Phenomenon seen near the Equator,
North Atlantic.
The phenomenon mentioned by Captain Burnett, in Nautical Maga-
zine, No. 5, for May, 1837, p. 291., as occurring near the line, may
have been occasioned by either of the two following circumstances
By the finer particles of the loose sand of the great desert of Africa,
the Sahara, or by the impalpable powder thrown up by volcanic action
from one of the Cape Verd islands, and being borne seaward by the
wind. On account of the red colour, the latter is the most probable;
volcanic dust is known to have been transported from the locality of
its issue, to a great distance by currents of air ; and as the volcano
of Fuego, or St. Philip, is the nearest fiery mount in action, to the
position where the phenomenon was observed, it may be concluded,
that from that island, the powder was discharged. The town of Lw,
in the same island, is in 14° 53' N., and 24° 34' W., about 500 miles
northerly of the ship's place, which is not too remote to preclude the
possibility of the dust being conveyed that distance by a brisk wind.
That part of the coast of Africa which lies between the 20th
and 32nd degrees of north latitude, is a desert country, interspersed
with immense hills of loose sand, which are from time to time, drives
by the wind into various forms, and so impregnate the air with sand
for many miles out to sea, as to give the atmosphere an appearance of
hazy weather. Navigators, not aware of this circumstance, never
suspect, during such appearances, that they are near land, until they
discover the breakers on the coast, which is so extremely flat, that
one may walk a mile into the sea, without being over the knees, so
that ships strike when a considerable distance from the beach; added
to this, there ia a current which sets in from the west towards Africa,
with inconceivable force and rapidity, with which the navigator being
generally unacquainted, (at the present day the easterly current setting
upon this coast is well known,) he loses his reckoning, and in die
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ATMOSPHERIC PHENOMENON.
825
course of a night, perhaps, when he expects to clear the African coast
in his passage southward, he is alarmed with the appearance of shoal-
water, and before he has time to recover himself, finds his ship
aground on a desert shore, where neither habitation nor human being
are visible.
The American Captain Paddock, who had the misfortune to be
wrecked upon this coast, states when in latitude 29°, that the weather
was smokey, and that although the horizon was definable, the state of
the atmosphere was such, that land could not have been seen at a
great distance. In 1817, the French surveyor, Baron Roussin, states,
that numberless difficulties occurred in the prosecution of his opera-
tions, among which was the thick fog, or haze, that prevails almost
all the year on the coasts of N.W. Africa. It is produced by the
sands which the winds raise from the deserts. So long as the wind
keeps a direction nearly parallel to the coast, the haze reaches only a
little distance beyond it, but when the harmattan takes place, (in
January, February', March, and often even in April,) die sands
brought direcdy from the interior by this wind, which blows from the
N.E. to the E.N.E., spread through the atmosphere, and rise to a
great height, forming tornados, with a thick smoke-like appearance,
similar to that which succeeds a strong explosion. All objects are
then obscured inland, the sight will not reach a mile, nor can any
star be discerned in the sky, unless it be 30° above the horizon.
It may be as well to add this officer's further remarks, for the benefit
of those who navigate this part of the ocean : other difficulties arose
from the nature of the coast, which is low and full of shoals, so that
it was like a voyage of discovery, and litde better than sailing in seas
altogether unknown.
The extreme heat common to these sandy tracts, almost under
water, gives rise to a phenomenon that might almost be termed per-
manent, and which altered the distances of the stars from the horizon
in spite of our endeavours to ascertain them. — It was an horizontal
refraction so strong, and at the same time so irregular, that it not
only prevented our calculating altitudes within 8' or 9^ but we
even could not be sure of keeping it steady during the time of obser-
vation. This source of error is attended with another difficulty —
that it is not even liable to be suspected — it is only discernible to
observers, whose labours form a regular uninterrupted series with
all the parts in mutual connexion.
Captain Burnett's opinion that some of the vigias reported as hav-
ing been seen at night, may have been nothing more than parts of
wrecks with a phosphorescent appearance, may be correct ; but, the
disregard of reported dangers which have been observed in broad
daylight, on account of these not being seen afterwards by casual
passers-by, would probably be a hazardous determination for any
man who ploughs the ocean far and near, to adhere to too rigidly.
ENLARGED SERIES. NO. 12. VOL. FOR 1838. Digitized by (&&
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ATMOSPHERIC PHENOMENON.
Every one maintains his own opinion, until he is convinced that it
is not right ; and he is justified in upholding it until then, when the
resignation would become creditable ; for, assuredly it would be no
display of wisdom, like Goldsmith’s parson, though convinced, to
argue still in support of the contested point. When trying for sound-
ings near the site of a supposed danger, such for instance as the
pinnacle of a rock in the open ocean, however the striking of the
bottom may confirm the report of its existence, the failure of such
would not be substantially conclusive of any doubt that might have
been entertained about its reality, for these cogent reasons : rocks
may be uphove from a depth not to be reached by the sounding lines
in ordinary use, or, a primeval pyramidal summit of some sub-marine
mountain may be fixed from a depth of from 500 to 1,000 feet, and
therefore, its base lie beyond the reach of the deep-sea lead !
But, it is a very wise and provident adage current throughout the
world, that, of two evils, choose the least ; this is so palpably just,
that no man can deny it, yet strange to say, it is not always followed !
Another saying applicable to our subject, is equally as hackneyed as
the former, but as little practised ; precaution is the parent of security ;
and how often, nay, perpetually, do we hear doleful lamentations
of the neglect of this most pithy apothegm ! Our sailors, too, are in
possession of a cautionary, and withal a very significant practical com-
pound word, explicative of the moral obligation for dismissing a too
“ tight-laced ” confidence in our own opinions in matters where nothing
is certain, save death — to wit, the good old English look-out !
In those seas where the coralline zoophyte works its way upwards
from the depths of ocean, new shoals may be expected to be occa-
sionally discovered. This is no longer a matter of conjecture, but
confirmed by observed facts, as most seamen are now aware. In those
parts of the ocean too, where sub-marine volcanic action exists, and
there is every reason for believing that these operations are not con-
fined to the immediate shores of continents and islands, but take place
in various parts of the bed of the ocean, rocks, islets, and even
islands, may be expected to arise. In the former case, of course,
where the shoals are not based on volcanic knolls, they will not only
be permanent in their positions, but be progressively on the increase
in certain parts ; in the latter, the rocks and islets may come and go,
play at boo-peep y as it were, for the edification of the unbelievers of
the oceanic vigiae ! We were once on the track wherein the charts
generally place the isle of Enckuysen, the existence of which was,
nevertheless, considered as very doubtfuL In our couree, we must
have passed directly over the point wherein the chart of Beilin {daces
it. As the problem of its existence was a matter of some interest to
resolve, and we could effect it without going out of our course, we
stationed some of our company on the look-out. At nightfall, some
of the men gave notice of a shoal, or ridge, a-head, but it proved to
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TUB PILOTAGE BILL.
827
be only the carcass of a dead whale, covered with petrels and sea-
gulls. Next day (May 12th) we discovered land ; it was in reality
the isle of Enckuysen, to the N.N.W. of us, at the distance of about
two and a half leagues. We fixed its position at 64° 54' N. and
12° 48' W.
This island, generally placed in the charts much too westerly of its
real position, and too near the coast of Iceland, appeared to us to be
about four leagues in extent, in the direction of N.N.E. and S.S.W. •
it has just elevation enough not to render the approach dangerous.
The positions of the rocks and shoals, which were discovered
before the general use of chronometers and lunar observations for
determining the longitude, may be distrusted, but this cannot warrant
us in discarding them, until persevering search has determined their
non-existence, as they may still be found in another place like the
isle of Enckuysen.
Mira-por-vos.
The Pilotage Bill.
November, 1888.
Mr. Editor, — I am glad to see you have found another correspond-
ent, who expresses himself (in your Number of this month) so exactly
according to my way of thinking on the subject of Pilotage. Aided
by “ Soundings” I might well leave the lengthy article of “ a Pilot,”
in your October number, without the trouble of a contradiction, but
having a little leisure, and thinking the subject of some importance,
I shall take the liberty of showing the 44 Pilot ” that his assertion of
my knowing nothing about the subject, and such other discourteous
statements, will not do in the place of argument, of which his whole
letter is entirely deficient, and in lieu thereof, is full of statements,
either not correct, or such as are only fit for old women. All that can
be written in favour of continuing the old state of things, admits in
few words, of such an answer, as I defy any one to find fault with,
(except the pilots themselves ;) what I contend for is, that every mas -
ter of a ship, who passes an examination which proves him fit fof
the task r, may be allowed to pilot his own ship.
The Pilot, however, having assumed a very high tone, and one which
is not unlikely to mislead, I shall take the liberty of remarking
thereon, and leave it to your readers to judge, whether or not, I take
the right view of the subject, and one according with common sense ;
or whether I am the ignoramus he is pleased to consider me.
In the first place I will notice the astounding fact, which the Pilot
backs with the opinion of some nameless 44 M.P.” and elder brother
of the Trinity House, that to constitute a good pilot, 44 requires an
age of experience thus making it out, that there are no pilots fit
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THB PILOTAGE BILL.
to be trusted with the charge of a ship but such as have attained the
very limits of human life ! This is the old school with a vengeance ;
I am no boy myself to set at nought the value of experience, but
were I so disposed, (which I am not,) if I were to set to work and
study the bearings and distances of the buoys, and the marks for
them, and for the channels — sets of tides, &c., in a month, with the
use of a smack, to be employed that time at my disposal, I would
know as much of any piece of pilotage water as any pilot in existence.
Why, these men would make us believe that there is so much wisdom
collected in their noddles that nobody else but themselves, can by
possibility know anything ; when we in point of fact see all the
coasting trade conducted through the most difficult of their pilotage
water, by a set of men, many of whom can hardly read or write, and
the pilot at any time when he is conducting a ship from London to
the Downs, (if he will not shut his eyes,) may see for one vessel with
one of these exclusively clever men on board, a hundred conducted
by coasting masters, fishermen, &c., &c., most of whose apprentices,
know every buoy and mark for the whole distance ! There was, a few
weeks back, a statement in the newspapers, of one of H.M. steamers
under the care of a pilot having been stuck fast on shore in Gravesend
Reach, where, as the same paper observed, 44 every Colliers* boy knew
there was shoal water.”*
The “ Pilot” foully libels the masters of colliers and coasters when
he says, “ that they have their special men to conduct them in the
Thames.” There is not one of any standing that gives up his charge
to any one ; and this the Pilot must know right well.
If the Pilot would take the trouble of reading what I have pre-
viously written, in your Nautical, Mr. Editor, on this matter, he
would find that so far from my arrogating to myself 44 superior wis-
dom,” I have included myself in the number of those whose igno-
rance I deplore 44 in their want of knowledge of our ports,” and this
arising 44 from the constant presence of pilots,” which I repeat can
have no other tendency, but that which I have attributed to it He then
goes on to state, that 44 nearly the whole of our harbours are bar-har-
bours,” which he supposes me to have forgotten, 44 and that no one of
course but the pilots can possibly know the state of the bar,” &c. &c.
It is certainly new to me, that nearly all our harbours are of this des-
cription. Is the Thames a bar-harbour? Is Portsmouth another?
Will he call Plymouth, Falmouth, Bristol, Milford, Liverpool, foe
Clyde, the Frith of Forth, the Humber bar-harbours ? Is there, ia fact,
one of our great sea ports of this description? and, I ask, from every
one of these ports, are there not daily immense sailings, and arrivals
* A very short time hack I witnessed * a regular Pilot” hail a fisherman in a fcg,
and enquire the position of the Smack. He was answered, and quite to the point, by a
lad who happened to have the look-out.
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of vessels conducted by their own masters ? But forsooth 44 if & ship
is going foreign,” which is perhaps one in one hundred, as compared
to the others, she must be taken charge of by a pilot ; however able
the master may be to dispense with such service. It is really mon-
strous to suppose, that by no possible practice, attention, and skill, can
this unfortunate wight who commands the ship 44 going foreign,” ever
arrive at that stage of necessary knowledge of the port he trades from, so
as to be capable of the charge he sees taken of his own vessel by the
masters of the immense fleet of coasters so invariably accompanying him.
If he has previously commanded a coaster, the knowledge he then
was admitted to possess, abandons him the moment he goes foreign!
I repeat my statement, that 44 from the constant employment of pilots
there is not one in five hundred of the officers in the foreign trade,
who perfectly understands the management of a ship at single
anchor,” and I state this from some experience, and I assert that the
Pilot’s” remarks on this my assertion, are not only vague, but may
bring in question his own observation, experience, and even his sea-
manship. Suppose there to be, as he imagines, 44 200 sail of ships
lying in the Downs and at the Motherbank with only ten pilots on
board.” How great a proportion of these are coasters? How
many beyond the ten having pilots on board 44 are in the foreign
trade ?” and how large a proportion probably under charge of old
masters, and moreover the assemblage of such a fleet is caused by
westerly winds, in which case, in the Downs, the ship will take pretty
good care not to foul her anchor, but will swing herself As to the
Motherbank, I myself have witnessed an instance of a ship lying there
some months, during which she never fouled her anchor ; although
to my own certain knowledge, there was not an officer on board of her
who could ever tell where the anchor was, except on the lee tide.
This will I think, serve to show, that at these anchorages, if they are
such as the “Pilot ” describes them to be, namely, 44 as bad for foul-
ing anchors as any on our coasts,” (which I deny) ; this will serve to
show that the ships are held in them as much at all events by good
luck, as good management ; and that they do hold on so well, as the
44 Pilot” asserts them to do, he seems to forget, may in a great mea-
sure be accounted for, by the little tendency a ship has to come near
her anchor, with a good scope of iron cable.
The 44 Pilot ” ought to know that the masters of men-of-war do pilot
their ships very often, and that they are obliged to pass for the ports
in the channel ; and that they do not 44 take pilots whenever they
can get them.” They used to be allowed half-pilotage when they
took charge of their ships in pilotage water ; but this allowance has
been done away.
The fear of losing his warrant, or what is the same thing, that it wiH
become useless, has led 44 the Pilot ” into the adoption of a certain
style in remarking upon my letters, which if persevered in, will prevent
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NAVAL CHRONICLE.
me noticing a repetition of his argument. If, however, he has any-
thing to adduce to the point, and he can bring himself to do so in a
proper spirit, I promise him he shall not want a reply from
Your obedient Servant,
A Skipper.
JUtoal tftrottiflr.
Monthly Gossip. — Here, Mr. Editor, here is a morceau for yon
from the Hampshire Telegraph, it is worth preserving in the Nautical
It originally appeared in the West Devon Conservative : —
“The Commander of a ship in the Mediterranean has disrated a
mate three and a half years passed, to an A. B., because he did
not, while aloft in the main-top, obey an order given him from the
deck, and which the mate did not hear ; he also ordered him to be
turned out of his mess, and to mess on his chest, and his messmates
not to speak to him at their peril. We suspect the disrating is
against the naval regulations ; such a stretch of power can only be
exercised by the Commander-in-Chief, or the Admiralty, upon s
complaint of the captain. The same officer for the most trivial
offence on the part of any of his men, sends for their certificates
and writes his complaints thereon against them, thus rendering it
utterly impossible that any future good conduct on the part of the
man can be beneficial to him. One man so served has been
sixteen years at sea with a good character but any further service
may be utterly useless to him. Such conduct is not the way to aid
in the encouragement of seamen to enter into the service. The log-
book of the ship exhibits occasionally, a whole page of invective
against an officer, if his high mightiness thinks his conduct repre-
hensible.”
The comments of the Telegraph are quite in accordance with
my opinion of the proceeding; it is both unauthorized and vin-
dictive. With regard to the men, it is a downright cruelty, literally
depriving them of their claims for past services, when they are
worn out and can no longer do a seaman’s duty, and who, if they
cannot look up to their captains as friends, to serve them at such
a time, are friendless indeed. I will venture to say, Mr. Editor,
that there is not a captain in Her Majesty’s navy who has the heart
of a British seaman about him, that will not feel disgust at the
measure, and look on it both as unlawful and tyrannical. A pretty
mode this indeed of making the navy popular among seamen, at
a time too when they are wanted, and this is the way, is it, to
raise the character of naval officers among them, as desirable person*
to serve with? When will some officers learn that* the captain
should be the father of his ship’s company ?
But with regard to seamen in general Mr. Editor, there can be
no doubt, that they have not yet received that attention which a
maritime country should afford. Independent of Greenwich Hos-
pital, which is an exclusive establishment for those of the Boyd
Navy, where is the asylum that the seamen Can look forward to ifi
his youth, and retire to in age ? Does the great metropolis of thi*
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NAVAL CHRONICLE.
831
maritime country afford it? Do her merchants, who gain their
wealth by his labours, set apart any of it for its maintenance, or
even towards forming it ? Is there such a thing to be found in
the maritime ports of this country ? The answer is No ; he is left
to his own reckless and improvident habits to lay by for himself
in his old age, a course expected of him inconsistent with his
nature.
Mr. Alderman Pirie, of London, is reported to have said, on a
late occasion, concerning some Guernsey sailors which had fallen
under the care of the late Lord Mayor, Sir John Cowan, that, “the
only thing he regretted in cases of this kind, was the want of an
asylum in the city (of London) for shipwrecked sailors, that obliged
a magistrate to send applicants to be taken care of in a prison, the
name of which* was disagreeable to honest men.” No wonder ; what
business have honest men in prison. The case is simply this The
barque Albion of Guernsey being wrecked in November last, her
crew were sent to London by the British Consul at Boulogne, having
been saved by a French fishing boat. On the case being stated to
the city magistrate, they were ordered to the Compter, another name
for a prison, where they remained until they were forwarded on to
Guernsey by the house of Dobree, on the credit of the owners of the
Albion. On their arrival at Guernsey, the circumstance of their being
lodged in a prison, (for the Compter as it is called, appears to be no-
thing more,) is blazea abroad in a Guernsey paper, much is made, (exag-
§ erated no doubt) of the food and supposed confinement, and falling un-
er the Alderman’s observation, he is said to have expressed himself as
above stated. Now if the worthy Alderman will exert himself to get
the “ want” which he has regretted, the deficiency of an asylum in
London, supplied, he will- be doing the state a service, and will call
forth the blessing of many an honest tar. It would be a glorious and
noble achievement for the Lord Mayor and Aldermen of the City of
London, to draw forth the slumbering energies of the wealthy mer-
chants, and in concert with them, to establish this long wanted asylum.
But the business must (if done at all) be set about in earnest, by num-
bers, not by ones or twos, but by the whole of the wealthy community
of the metropolis. It has been said, that “ England lives everywhere,
breathes everywhere, is everywhere vulnerable, and on the first prin-
ciple of self-defence, is bound to be everywhere watchful, nay to be
everywhere in case of necessity, armed;” and to what class of men is
England more indebted to for all this, than to her sailors ? They
toomust be armed, but before they are armed, they must be found,
and the first and best method of finding them when they are wanted,
is to take care of them when we have them, and provide asylums for
them. It is a question, Mr. Editor, which treat it as you will, is one of
paramount importance to this country. While our navy is manned, we
are invulnerable, but when that is gone, woe betide us ; and our navy,
remember, is to be manned with seamen. But the Alderman, if he takes
such a measure in hand, will not be without fellow-labourers in the
field. There are two worthy captains of the navy, who have long
been endeavouring to form such an establishment. The valuable
labours of Captain Elliott and Captain Marshall, in the city of Lon-
don, have achieved much in this way ; but they have not succeeded in
placing their respective institutions on solid and firm bases. And
why not? because they have not received that cordial and general
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support which should have been given to them. Appeal to seamen ;
they may, in the hour of prosperity, who gladly come to them in the
hour of adversity ; but they appeal to weathercocks, (weather beaten
tars, though they be,) which are obedient to every gale of novel
allurement, aye at the expense of their health, their wealth, and their
morals, and as yielding as that easy going machine, they turn to the
gale, and on they go with it headlong and heedless to their destruc-
tion. And then they are not to be found when they are wanted.
No, there is no asylum for them, as there should be in every seaport
town of the country. I must leave this for the discussion of your
more able correspondents, having other matter for the attention of
“Argus.”
I referred in my last to the real cause of the swamping of wherries,
and the sinking of barges, namely, the overloading of these, and the
improperly low gunwales of the others. It was with a view, I sup-
pose, of protecting these nutshells, among various other designs, that
the Waterman’s Act was obtained. Among other by-laws, the follow-
ing was made : — “ Steam-boats are not to navigate between London
bridge and Limehouse at a greater rate than five miles an hour,”
which by-law was confirmed as legal by Mr. Baron Vaughan in 1 82 8 ;
and which by-law, it may be added is in 1838 discovered to be rotten
to the core. So complete a monopoly has this bill turned out, that
unless the persons who navigate steam-boats on the river are free of
the Waterman’s Company, they can only run by sufferance! under a
penalty of £10 ! There are besides several other monopolizing fea-
tures, the working of which has attracted the attention of parliament
to the bill, and a committee has inquired into it, and made the fol-
lowing report : —
“ Upon a review of the evidence taken, the Committee have come
to the following conclusions.
“ 1. That by the construction of the Acts of Parliament contended
for on the part of the Waterman’s Company, it would be in their
power to prevent altogether the running of steam-boats on the river.
“ 2. That the improved mode of propelling vessels by the power of
steam upon the river, has tended greatly to the accommodation of the
public, who have been, and are eager to avail themselves of it, inas-
much as it appears that very nearly 2,000,000 of persons have within a
twelvemonth gone by boats which have already been navigated upon
the river, between Richmond and Gravesend: and the Committee
further observe that a very large proportion of the persons who have
so gone in the steam-boats, could not, would not, have gone upon the
river in the ordinary mode of conveyance by a waterman’s wherry.
“ 3. That the class of persons who are generally freemen of the
Company, are not capable, either with respect to science, or to capital,
of affording to the public such accommodation.
“ 4. That the several companies which have established and navi-
gated steam-boats on the river, have afforded constant and profitable
employment to a very large number of freemen of the Waterman’s
Company, and appear indeed, in practice, to have given almost a
monopoly of employment upon, and about, those boats to such free-
men, except upon such parts of the operations as such watermen are
obviously not qualified or able to execute.
“ 5. That under these circumstances it appears to this Committee
that some alteration of the law should take place, by which the power
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of prohibition, now claimed by the Waterman’s Company shall be
taken away, and the right of establishing steam-boats on the river
shall be open to all, who from their possession of the requisite capital
and skill, shall be enabled to embark in such undertakings, subject to
such regulations as may be necessary to insure the safety of the pub-
lic, and with some provisions for the future employment of the freemen
of the Waterman’s Company in such steam-boats.”
The above report will give your readers, Mr. Editor, a tolerably
clear idea of the state of things, as far as steamers are concerned, on the
river Thames. The Company appear to be absolute lords and masters
of the river navigation, and in virtue of their bill possess a power
which cannot be fully carried into effect, and which it’ is hoped in the
next session of parliament we shall see “ taken away.”
The wreck of the poor Forfarshire, I perceive, has been sold by
auction, “ for the benefit of the underwriters,” as the saying goes,
and fetched altogether a sum of £500 ; far more than was expected.
But the benefit of the public comes next, it is to be hoped, and will
not be forgotten in the appointment of some authorized persons,
to the office of inspecting steam-boats. A memorial to be presented
from Glasgow, is to the effect of, 44 praying the Government to take
into consideration without delay, the best means of giving additional
safety to persons travelling by steam vessels.” So reasonable a
request must find support, and if another instance were wanted to
show the necesity of a cure for the evil besides that of the Forfar-
shire, the still more recent one of the Northern yacht might be cited.
She is said to have been not even sea worthy when she left Newcastle
for Leith, and that with twenty-three persons on board ; she is cer-
tainly lost; it is supposed off Berwick. These matters require
looking into for a remedy ; even the proprietors themselves, of good
steamers, as well as the public, must desire it.
So the Liverpool steamer which started from Liverpool on
the 20th of Octooer for New York was obliged to put back, after
being a week or eight days at sea, for want of fuel it is said,
but want of power it may also be added, I believe, in the size of the
vessel herself to stem the heavy sea which she met. The Great
Western doesn’t care for such weather as the Liverpool met with,
because she is a larger and a more weighty vessel, and with propor-
tionate power she is not so easily put off her course. However
the Liverpool has started afresh, but her delay will cause some
disappointments at New York. There is some talk of a company
running steamers to Alexandria — the Great Western Company it is
said are about to commence a line of large steamers to that place.
Steam is fast revolutionizing the world, and under British skill
and enterprize is to i d wonders. There is a French commission
I understand employed in examining the best means of improving
the communication between London and Paris. It is said that
we shall be able to reach the French capital from London in twelve
hours; via, the Brighton railway, steam to Havre, and thence
railway to Paris : nous verrons.
Talking of Paris, there is a commission engaged at the Academy
of Sciences, in investigating a new alloy of zinc and copper, which
will perhaps be applicable to sheathing of ships, and many branches
of manufacture. Its cost, it is said, will be little more than tiat of zinc.
The Royal Humane Society has awarded silver med^?|q Messrs.
ENLARGED SERIES. — NO. 12. — VOL. FOR 1838. 5 N
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NAVAL CHRONICLE.
Smith and Palmer, two midshipmen of H. M. S., Seringapatam, for
their noble conduct in swimming to the rescue of the crew of that
ship’s pinnace, when capsized lately in Antigua Bay. She was
about two miles from the shore, and their heroism, which was happily
successful, will be appreciated ,by those of your readers who are
acquainted with those scourges of the sea, the West Indian sharks.
The Americans I see, talk of establishing a line of packets, from
their coast to Chagres, to expedite the communication with the
Pacific by Panama. This is quite right ; the American trade in the
Pacific is sufficient to warrant it, and the intercourse between the
various South American and Mexican states, the shores of which
are washed by the Pacific ocean, is likely to increase 'with all the
rapidity which steam intercourse can effect. Mr. Wheelright is
at work forming a company to carry this into effect, and his enter-
prising exertions, if he is not thwarted by the jealousies of those
South American States, will amply succeed. He deserves your best
support,* Mr. Editor, for the cause is that of humanity, — that of
benefiting the human race.
With respect to foreign matters abroad on the ocean where the
Nautical as “an aquatic bird is free to fly,” and “ Argus” cau throw
a glance, matters have an unsettled appearance. Our ships in
the West Indies have enough to do with the French blockade of
Mexico, and in the Mediterranean the union of the Turkish and
British squadrons is talked of as something new ; true it may be so ;
people you know like something new now and then ; and a novelty
it was, no doubt, to see Admiral Sir Robert Stopford and the Captain
Pacha (with his flag of two tails ) reviewing their respectives corps
of Marines in company. The Royals, amounting to a thousand
men, made a goodly show on that occasion, Mr. Editor, as they always
do.
The question of communication with India seems to be progressing,
as Jonathan has it. They appear to be stirring themselves in the
neighbourhood of Alexandria, and the steamers for the way by
the Cape are getting forward. Lieut. Kendall starts about the end
of the year in one called the Queen of the East, as the first boat
By the bye this Queen of the East is fitting at Glasgow, by the
side of the British Queen, fitting for the New York line, to be ready
in the spring. Since my last, old Neptune has got a new plaything.
What think you of an iron ship, as well as an iron steamboat. A
report of her behaviour under canvass, Mr. Editor, would be a desi-
rable thing for the Nautical, the twistings and strainings produced
by the action of the masts, with the pressure of the drapery on them
would be curious. They say she is as tight as a bottle and buoyant
as a cork. Her name is the Ironsides, appropriate enough, you
will say. Why shouldn’t England have her “ iron walls'* as well as
her “ wooden walls." She was built in Liverpool, that emporium
of British enterprize, by Messrs. Jackson, Gordon, and Company,
and as a model is a beautiful thing. Somewhat American about
her bows, plenty of beam and a fine run. I give you her dimen-
sions, as she is a curiosity, being the first of her kind entirely of
iron, excepting her decks. She sailed about the middle of November
• We have received Mr. Wlieelright’s pamphlet, and in our volume for
recorded our opi*Uon of the plan &c., See p. 255.
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for the Brazils. — Tonnage 271, old measure, beam 21 feet 6 in., depth
of hold 13 feet 10 in., keel 99 feet.
It is said that the compass question in these vessels has been settled
by the Rainbow ; Mr. Airy, the Astronomer-Royal, having devised a
method by which he has annihilated it. Can you inform me where
I shall find an account of his process? as the variable nature of
local attraction, according to localities, for instance being near the
equator, as well as high northern or southern latitudes, renders the
measure, if effectual, desirable to be known.* The Rainbow, by
the bye, is making rapid passages between London and Antwerp,
doing it in fifteen hours. The distance is about 190 miles I think,
which would give her a rate of about twelve knots. Has the
question of speed between American sea steamers and the Great
western been tried yet?f Mr. Redfield’s flying squadron, I mean,
mentioned in one of your recent numbers.
So the light of a steamer was actually mistaken for that of Dunge-
ness, the other day, by a vessel coming up the channel. I saw some-
thing of the same kind about the Trinity-House yacht, in one number.
Pray, Mr. Editor, lend your powerful aid in getting some law passed
to regulate this matter in the course of next session. It is really
too bad that matters of such importance should be left: to caprice
and whim, and that in one part of Great Britain one mode should
be adopted, and another in another part, just because it is the
fashion. You have already shown up some of their glaring defects.
Talking of lights, only think of the Old Club-house at Cowea
being lit up with a harbour light — this is not bad either— quite in
keeping with the spirit of improvement which belongs to the present
day : may be it will serve the amateurs of the yacht club on a
pinch to light their cigars at !
Come, Mr. Argus, you will say, no badinage, if you please, on
such a luminous matter; it is a useful measure. So it is, Mr.
Editor, and Cowes harbour will rejoice in its brightness ; so I send
you the compass bearingsj from it for the benefit of your readers.
There is a new light at Lough Lame Harbour, and another somewhere
in the Cattcgat, the island of Hirtsholm I believe.
The severe weather which we have experienced in the course of this
month has not been without its ill effects. On the eastern coast of
England several fishing boats have been lost with their crews and a
boat proceeding to the shore from the breakwater at Plymouth, was
capsized in Catwater, by which twenty men were drowned, leaving
widows and children to mourn their loss. The cause of humanity has
not been pleaded in vain at these places ; and it is right to mention
that the twenty men at Plymouth being artificers, the Lords of the
Admiralty have sent a hundred pounds to be distributed among their
widows. Admiral Warren too, with a proper feeling of humanity, has
given directions that in entering boys for the ordinary, the preference
should be given to their children. How truly is it said “ in the midst
of life we are in death,” and how often are we overtaken when we
least expect it. Your devoted Argus.
*We have no doubt nn account of the Astronomer Royal’s method will appear in the
transactions of some learned Society in due time. — E d. N.M.
f We have not heard of any such trial of speed yet — E d. N.M.
X Caleshot Castle N. by E. J E ; buoys off the Brambles in one hearing N.N.E*
“White buoy off Qld Castle Point, E. by S.
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P.S. I have met with a paragraph in the daily papers, said to have
been taken from an obscure countiy print, that I had no doubt would
be contradicted before your December Number could be published,
and so it is. But as such an injurious statement, as it contains, may
remain uncontradicted where the Nautical reaches, I trust you will in-
sert the following extract from the Times : —
In reference to a paragraph which was copied from the Hampshire
Independent, describing a supposed mutiny on board of her Majesty’s
ship Sulphur, we have ascertained that there is no foundation
whatever either for that statement or the imputations against Captain
Belcher, the commander, which appear in that statement. The cir-
cumstances which have occurred on board of that ship, and out of
which the statement seems to have arisen, are as follows : — On the
voyage of the Sulphur from Bealejo to Lima, where she arrived in the
beginning of July, some circumstances occurred between Mr. Col-
linson ana the captain, which led to the former being placed under
arrest ; and similar conduct took place on the part of the surgeon,
which led to the same result ; and both gentlemen, on their arrival at
Lima, applied for a court-martial, which the Admiral on the station
was not able to grant, but a court of inquiiy was appointed, which
ended in a justification of Captain Belcher. The surgeon having
expressed his contrition, was reprimanded ; Mr. Collinson was super-
seded, and is to be sent home. The voyage having been a long one,
there was some discontent among the crew on account of a scarcity
of provisions, and they desired a court of inquiry into the captain’s
conduct, which was allowed, but the evidence of the parties proved
that the captain had been kind and humane in the exercise of his
duty. The court honourably acquitted him, and the Commander-
in-chief issued his public order to the souadron, to be read on
board each ship, fully exonerating him. Tnese facts are stated in
a letter from Captain Belcher himself, which we have seen. — Times.
It is due in justice to Capt. Belcher, to confirm the above public
proceedings resulting from the courts of enquiry which were held at
Callao, and to add that the Commander-in-cnief deprecated in strong
terms the conduct’ of the parties implicated by them, and directed
them after being severely punished to be discharged from her
Majesty’s service in disgrace. Fiat justitia, says Argus.
Masulah Boats at Madras.
The melancholy accidents which occurred at Madras, on the 27th and
28th May, 1837, when Mr. Phillips, officer of the George the Fourth,
was drowned in the surf on the first occasion, and Colonel Passmore,
his servant, and Mr. Queros, on the second occasion, have given rise
to some animated and very trite remarks in the local papers, on the
build and safety of the Masulah boats. One person recommends that
rewards should be offered to any one who would undertake to
improve the building of these boats ; whilst another asserts that a
remedy is already at hand by the present construction of these boats.
He says, that they have all the qualifications which can be expected
for taking the surf, and which is proved by their having stood the
trial in crossing with whale-boats and others of a different build, when
the former were found not so liable to broach to and ship water as
the latter, which, either half filled with water, or capsized and broke
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to pieces during the experiment. Another person suggests, whether
Masulah boats would not ply across the surf with more ease and
safety, if a rope (long enough to reach to the outer surf) were fastened
to the boats, and attended by a number of persons stationed on the
shore, to haul the boats in hand over hand instead of using oars. I
presume it is not meant to pull the boats out by a line as they are
much better worked, and under greater command by oars ; besides,
there is less danger in a boat going out head on to the surf, than if
running on shore before it. Another person affirms, that if a rail was
in some degree, elevated and fixed all round the stern sheets of the
boat, the steersman would run less risk of being hove from his post.
And again, another asserts, that if the Masulah boats were built
longer and not so broad, or so deep, they would be much lighter and
better adapted for the usual surf, and pull faster ; and he recom-
mends boats of a larger size, to be used when the surf is high and
dangerous.
The present boats have about 3f feet flat bottom, and the whole of
planks are sewn together with coir twist. The average dimensions
of an accommodation boat, (which is a little larger than a common,
or cargo boat) are as follows : — length over all, 31 feet 8 inches,
breadth, 9 feet 2 inches ; depth, 4 feet 5 inches ; an accurate model
of which, is in the possession of Sir F. Adam; (late governor of
Madras,) or at the United- Service Museum, where a model has, I
believe, been presented by Captain Hall, of the Sir Edward Paget, as
well as a model of a catamaran. J.F.M.
Currents op the Ocean.
Notwithstanding the loose conclusions to be arrived at regarding
the Currents of the Ocean from bottle papers, there is a degree of
interest attending them, which confers on them a value, even if it were
only from the circumstance of their travelling across many miles of
the ocean, in their frail and brittle cases. Doubtless, however,
they give the general direction of the prevailing surface current at
the time of their periods. The following are some which we have
lately picked up m the Mariners’ paper — the “ Shipping Gazette :” —
Cork, Aug. 7. — A tin canister close sealed, was thrown in at Miltown
Malbay in the last week, and the following memorandum found within
it: — “New York packet Virginia, latitude 42 12 N., longitude 19 15
W., June 16, 1838.” The course of this from the point of departure
to that of arrival was N. 60° E., distance 800 miles; interval fifty-two
days, rate about fifteen miles per day. This, however, requires con-
firmation.
“ A sealed bottle was picked up at Nieuport, near Ostend, on the
15th instant, containing a writing in English, to the effect that it had
been thrown overboard from the British Queen, on the 10th August,
ten days from New York, in lat. 55 33 N., long. 44 23 W., in order
to ascertain the current of the ocean. The bottle had, therefore,
drifted about 1 ,500 miles in two months.” — Galignani's Messenger.
There is evidently a mistake here, which, if this meets the eye of
the person who threw it overboard, from the British Queen, we re-
quest he will correct.
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On the 22nd August, a bottle was picked up on the coast of Laber
Benoit, near Brest ; it contained a note in English as follows : —
44 Sunday, July 16, 1838. — Thrown overboard from the shooner Cor-
sair, Cuming of Plymouth, from Leghorn for Liverpool, in iat. 10 N. f
long. 8 3 W., all well. This is to ascertain the current.” The cur-
rent, therefore, sets N.E, in case other circumstances have not influ-
enced the course of the bottle, which seems likely, for it has been
thirty-seven days coming eighty marine leagues. — Memorial Borde-
lais, The course of this bottle has been about, S. 45° E., 205 miles,
interval thirty-seven days, rate about six miles per day ; showing the
southerly set at the entrance of the English channel.
A bottle was found on the 2nd instant, at Iramore, near Dunfanaghy,
county Donegal, after traversing the Atlantic from the banks of New-
foundland, which contained the following note : — 44 On board the ship
Hercules, Thomas Warth, of Chetteris, Cambridgeshire, and James
Hatterpen, of Kingston, Cambridgeshire, England, from London for
New York, are on the banks of Newfoundland. We have 198 passen-
gers on board — they are all well. If this paper be found on any shore,
by publishing it w ill oblige. — May 24, 1837.*’ Thus after a voyage of
456 days, it crossed the Atlantic in salfety ; and although it is to be
hoped that the friends of the two individuals mentioned above have
received tidings of them through some other channel, yet this brittle
voyager is not without its use, as it shows that the prevailing current
of the Western Ocean runs in a north-easterly direction. — London-
derry Sentinel.
We record this in hopes that the author will specify the latitude
and longitude where it was thrown iuto the sea. It coincides with
several that we have already given, but its supposed course and rate
of travelling without such data, are evidently unattainable.
Mauritius, July 18. — A bottle was found on the 16th of May last,
on the north-east side of St. Mary’s, (Madagascar,) at a short distance
from the great reef, in which it had been carried by the current. It
contained the following notice. — 44 Ship Wellington, of London. James
Liddell, commander, from London, Madeira and the Cape, for Madras,
Nov. 23, 1837, lat. 18 10 S., long. 85 50 E.
44 This bottle is despatched for the purpose of throwing some light
on the ocean current, and it is earnestly requested that the time and
place of finding it may be publicly made known.”
This is the first current paper we have recorded of the Indian ocean.
The distance in a direct line, which it has traversed is about 2,030
miles in a direction about W. t N. Some bottles thrown over to the
S.E. of Madagascar, would perhaps serve to illustrate the extraordi-
nary currents spoken of thereabouts.
The following which has been handed to us by the Secretary of the
Geographical Society, also coincides with others which we have given,
in showing the equatorial current. Its course has been S. 88* W.,
distance 2,410 miles; the interval 169 days, gives a rate of thirteen
miles per day. The annexed letter gives its whole history.
Paradise, Quarter cf Sacarigaa,
Trinidad, 22nd September, 1S33.
Dear Sir,— The enclosed was picked up in a bottle within one of the
reefs of the Union I., Grenadines, Weit Indies, on the 10th July last.
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839
(by certificate of 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,
O. W. Span,
Com. Washington, R.N. Capt. Bengal Army on Furlough.
“ The Ship William Lockerby, Capt. Parker, sailed from Liver-
pool for the Cape and Isle of France, on Thursday, 28th December,
1837. Was detained in the Irish Channel by adverse gales and bois-
terous weather until the 6th of Januaiy, 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 pre-
served a direct course until the 32° north latitude, or the parallel of
Madeira, 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 heavy
squalls till the parallel of Brava and Fogo. When in mid-channel,
between the Azores and Portugal, a heavy 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 has been more soually than usual,
even sometimes boisterous. Within its limits the sty has frequently
presented a very wild and fantastic appearance, halos round the moon
and Jupiter ; short morning rainbows, kc. 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 nowbegining to increase,
barometer has stood since we reached 30° N. at about 30, J,. Troops
of the flying fish, exodus exiliens, seen to day for the first time : one
dropped on board, length of the pectoral fins very remarkable. Tem-
perature of sea 74°.
“Pat. Holland, 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., longitude 25° 10' W., Monday, 22nd January, 1838. This
is intended to ascertain the set of the North Atlantic currents : who-
ever picks up this bottle is requested to acknowledge it by publica-
tion.” “ J. Parker, Master.”
“ Picked up on the Union Island eastward Bay, on the morning of
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840
If AVAL CHRONICLE.
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-”
Murder of the Captain of the Sir David Ogilby, at the
Fegee Islands.
The English brig Sir David Ogilby, arrived and anchored in Rover
Harbour, in the island of Beta Lil, on the 28th April, 1838. She
Bailed from this harbour on Monday, the 30th, sea account, at p.m.
for Beretta, a town on the same island, and arrived and anchored at
this port on the same day, at 10, a.m. On Tuesday, the 2nd of May,
about 11, a.m., an affray commenced with the natives, concerning
which are the following particulars, viz. —
Captain Hutchins had made preparations to establish a fish-house
at Beretta, and had landed one pot for the purpose, and had the trade
chest filled, and muskets and powder for the establishment, on deck
ready to send ashore. A man called Rover Jack was to go ashore
to take charge of the establishment and carry it on while the
vessel was on a cruise. She was in the act of getting under- way —
anchor apeak, and hoisting the fore-topsail. A great number of natives
on deck, and still more in canoes around and alongside. One hand
was in the foretop overhauling the rigging, and Captain Hutchins was
on the quarter deck, with his cutlass in his hand, and Funnowlangy,
the chief of Beretta, behind him near the taffrel. It is supposed that
the plot was conceived by the chief on the instant, for numbers of the
natives had hold of the toretopsail halliards, and were otherwise dis-
persed about deck ; and Funnowlangy had a club passed to him from
a canoe astern, and just as Captain Hutchins sung out “ belay” to the
foretopsail, he was struck by the chief with this club on the head,
and fell dead instantly. The chief immediately jumped down the
cabin, thinking that as the Captain was dead, possession was certain.
The mate (Mr. White) seeing the captain fall, ran to his assistance,
unarmed, when some of the natives took Captain H.’s cutlass and
attacked the mate, and severely wounded him in several places on the
head ; he fell on the dead body of the captain. One hand (William
Brooks) jumped overboard, and was killed in the water by the natives.
There were muskets and ammunition in the arm chest in the foretop,
and the man in the foretop stationed there to over haul the rigging,
commenced a fire on the natives on deck. Two others gained the
fore top by the forestays ; one (Rover Jack) being wounded in the
foot with a cutlass in the act of going up. The cook was knocked
down. Some of the hands jumped below for arms, (there being none
on deck save the captain’s cutlass, which was in possession of the
natives,) and attempting to regain the deck were met by the natives’
clubs, and wounded. The natives now had possession of the decks.
Those below, however, aided by those in tne foretop, succeeded in
killing some of them, which frightened the rest, (seeing some "of their
number drop,) and they jumped overboard. All this was transacted
in between five and ten minutes. During this time the chief was in
the cabin rummaging for trade, thinking the natives were finishing
what he had so effectually begun. John Hunter jumped on deck
from below, and seeing the decks about clear, went aft and saw the
chief in the cabin, and jumped below with nothing in his hand but a
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841
hammer. The chief made a blow at him with his club, which he
partly warded off with the hammer but received it on his head.
They then clenched, and during the scuffle, Hunter stabbed the chief
between the eyes with a knife, the blade breaking off in his hand
about an inch from the handle. This, however, did not kill him, he
fought hard, and was at last shot by the people from off deck, down
the skylight. Thus ended the affray, (the people having regained
possession of the decks,) during which the natives had taken the boat
which was towing astern, and muskets and powder which were on
deck at the commencement. The vessel was immediately got under
way for Leebooker, and got out of Motorique passage before dark,
and into Leebooker the next morning, Thursday, 3rd of May, with
the anchor hanging at the bows. The chief was hove overboard on
passage. Another wounded chief was found in the forecastle, who
had crawled there during the affray, and was finished and hove over-
board during the passage to Leebooker.
We, the undersigned, affirm that the above particulars are (as near
as can be remembered) strictly true.
Samuel Hick,
Edward Stevens,
John Marshall,
John Peterson,
Thomas M‘Cullbn,
John Hunter,
his
John x Jones
mark,
commonly called Rover Jack,
Witnesses to the foregoing signatures,
William Cross, Wesleyan Missionary.
J. H. Eagleston, Of brig Mermaid.
Directions for Sailing from Woahoo, to Kara Ka Kooa Bay,
Owhyheb, by the Southern Route. — By Mr. R. Thompson,
Master of H.M.S. Imogene.
Leaving Woahoo, steer S.E. by S., 160 miles, when Kara Ka Kooa
will bear N.E. 40 miles ; here you will probably be becalmed, if
towards the evening, but the morning breeze (about E.S.E.) will
carry you to the anchorage.
The Bay is rather difficult to distinguish, but by standing close in
the native chapel, which is a large white building, having several
cottages near it, will be seen on the hill in a northerly direction.
The points of the bay are low, having cocoa-nut trees on them.
Immediately under the hill the land is nearly perpendicular, and
has a very dark appearance. It is only necessary in going in to keep
on the west side of the bay, to avoid some foul ground on the oppo-
site. The shores are steep to with good anchorage, in twenty fathoms
sand, with the extremes of the bay, from S. by E., to W.S.W. In
this spot, the before-named dark cliffs will be about a quarter of a
mile from the anchorage. The off-set would prevent a vessel drift-
ing, should the wind come from S.W., which it very rarely does •
There is a pilot residing here, a native of Bravo (Cape de Verds,)
he will go off eight or ten miles in a canoe to bring a VOsseLinlpfor
ENLARGED SERIES. — NO. 12. — VOL. FOR 1838. 5 ©
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NAVAL CHRONICLE.
which his charge is six Spanish dollars. Supplies are plentiful, consist-
ing of bullocks, pigs, poultry, sweet potatoes, &c., all of moderate
price. There is also plenty of fire-wood, water not in sufficient
quantity for a ship ; as it has to be carried five miles in calabashes.
The natives are a fine race, very honest, civil, and well disposed.
No spirituous liquor on the island.
Amsterdam Island. — Volcano, — While on our passage from the
Cape of Good Hope to Trincomalee, being anxious to keep the
westerly winds, and to get a fresh departure from the Island of St.
Paul’s, (particularly as we had very rough weather after leaving the
Cape, which we thought, with currents, might have affected our chro-
nometers,) we steered for that island, and expected to make it at day-
light this morning ; but at 9h. 30m. last night, the weather being
thick and hazy, the look-out man on the fore-yard reported a light-
vessel a-head. Its first appearance was like a snip on fire, but on our
nearer approach it extended so considerably that the ship was brought
to, and the deep sea-lead hove over, but no soundings were obtained.
We filled again and ran nearer it, when with a night-glass, we
could plainly see two vast craters of a volcano at its S.W. end, and a
very bright chain of fire extending from them to the N.W., at least
three miles being the whole breadth of the S.W. end of the Island of
St. Paul, about forty miles distant from us. We lay to until daylight,
and no description could do justice to the awful effect of this truly
grand beacon- fire of nature seen thus on the remote ocean ; nor indeed
can imagination easily conceive the sublime grandeur of its appearance
even at forty miles distance in a hazy, starless, and moonless night,
after a run of 3,000 miles. When daylight came we made sail, and soon
after made the island, and very plainly perceived the two great craters
which were throwing up immense volumes of smoke to the top of the
island. We ran round the N.W. end of the island by Horsbuigh's
directions, and stood off and on, while the cutter and jolly boat, with
the master and myself, went into the great basin which we found
about three miles in extent, very evidently the former crater of a vol-
cano, more than three parts of it surrounded by perpendicular cliffs
of 700 feet high. The other part, through which the sea has broken
and formed a passage for ships, is about half a cable's length wide, leav-
ing a bar with nine feet water on it, and outside of it the soundings
increased from three, five, seven, ten, eleven fathoms into deep water.
The best anchorage is to bring the great ninepin rock to bear W.N.W.
three quarters of a mile, in twenty fathoms fine black sand. In the
middle of the basin the depth is from twenty-seven to thirty fathoms,
and fourteen fathoms very near the sides of the cliffs, black sand and
mud. We had no opportunity of ascertaining the longitude by a
lunar. The weather was also hazy, but we made the latitude one
mile and a half off the entrance of the basin, 38° 41' S., longitude, as
well as we could ascertain, 77° 25' E., while in the chart the latitude
is laid down (of St. Paul’s) 38° 31' S., longitude 78° 15' E. ; by
Horsburgh, latitude 38° 47' S., longitude 77° 52' E.
This island lies directly in the track of ships going to New Holland
and Van Diemen’s Land. We gave every mess in the ship twenty
good fish, and left the island at 3 p.m. The variation of the compass
25° W. off the island, and the tide or current into the basin was about
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two miles an hour. Every spring, hot and cold, was dried up ; in
one of them, six feet deep, were young birds, and before we left the
basin the smoke from the craters nearly filled it so that we could
scarcely see across it.
[A strange confusion of names appears to have crept into the charts with regard
to this island, (which is that of Amsterdam,) and the island of St. Paul to the north-
ward. Horsburgh tells us they were discovered by the Dutch navigator Vlaming, in
1697, who anchored off both ; and we find in Sir George Staunton's embassy to China,
a notice of this error, with a full account of the island, and a plan of the basin above
alluded to, which was visited by the officers of H.M.S. Lion, the ship in which
he went out Our historians of voyages of discovery are silent on the subject
of Vlaming' s voyage, and until we can refer to it we are content with the authority
which we have quoted, (confirmed as it is by Espinosa, whose chart agreed with the
latitude found by the Favorite,) in concluding that Amsterdam is the southernmost
island of the two. See also D'Entrecasteaux.]
Cost of Steam Ships. — I propose to give an estimate of the cost
of construction, machinery, &c., of a steam-ship of 2,400 tons. It is
my firm conviction (and the reasons will be assigned to any one
desiring them) that a ship of the same or double the size of the Great
Western, will be more successful than one of intermediate dimen-
sions. The usual charge for the best freight ships is about forty
dollars per ton — and the spars and sails of a steam-snip are more than
one- third less than those of a sailing vessel of the same tonnage ; but
as the cabins require much greater decoration, and the outfit is far
more expensive, seventy-five dollars per ton will be assumed for the
cost of construction.
Estimate of cost of hull, spars, tackling, sails, machinery, cabin ftiraiture, of a
steam-ship of 2,400 tons : —
Ship-builders* charge, say 75 dot per ton, for hull, spars, sail, tack- dol. c
ling, &c 180,000 0
Two engines of 250 horse-power each, including boilers, and Hall's Con-
denser, or Maudsley and Field's change water apparatus, &c., at 40 L
sterling per horse-power, put in 97,000 0
Coppering 16,000 0
Decorations, cabinet furniture, and incidental expenses 66,000 0
Cost 567,000 0
Annual expense of a ship of 2,400 tons, exclusive of fuel and fare of
passengers 94,000 0
Six thousand tons of coal, at 7 dollars per ton 42,000 0
Fare of 180 passengers each trip, 16 trips per annum of 16 days each,
at 1,50 dollars per day, each person 69,120 0
Port charges, incidental expenses, &c. 26,000 0
Ten per cent, on cost for wear and tear 35,700 0
265,820 0
Cr.
By 2,880 passengers, (16 trips, 180 passengers each trip,) at 80 guineas,
or 152,70 dollars each 439,776 0
By freight on 2,816 tons of merchandize, 175 tons each trip, at 40
dollars per ton 1 8,657 60
By postage on 80,000 letters (5,000 each trip) at 25 cents, per letter ... 20,000 0
473,433 60
Annual expense of a steam-ship of 2,400 tons, including 10 per cent for
wear and tear 255,820 0
207,613 60
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In this estimate I have made the largest allowance against, and the
smallest, for the ship. The number of passengers allowed, are about
one half such a ship should carry, and the price so low as to cover
children and servants. The coal is also estimated at a liberal price,
for on every alternate trip, it could be procured at 379 dollars per
ton, with the duties off, as Nova Scotia coal can be obtained in New
York at 553 dollars per ton.
Of anthracrite coal, as a fuel on long voyages, I have heretofore
had my doubts, but 1 have ascertained that in the ferry-boats between
New York and Brookelyn, where it is almost exclusively used, they
raise the steam to eight pounds per square inch ; and in the loco-
motives on the Chesapeake and Ohio railroad, to sixty pounds, with
the aid of a fan for increasing the draught. The boilers of these
locomotives, have from 108 to 116 copper tubes running through
each. Anthracrite coal can be obtained in Philadelphia for 525
dollars per ton, by the cargo. — New York Paper.
Mr. Snow Harris's Lecture, held at the last Annual Meeting of
the Cornwall Polytechnic Institution.
About 300 persons were present to hear Mr. Harris’s lecture, who,
on taking his place on the platform, was received with loud cheers.
Mr. Snow Harris began by observing, that the subject now about
to engage their attention was one, not only of peculiar interest, as a
branch of physical science, but of great practical advantage. It
was of peculiar interest, inasmuch as it led us to the contemplation
of certain invisible and secret powers of nature, far removed from
the grosser apprehensions of sense ; of great practical advantage, as
having furnished us with a means of guiding our ships through the
trackless ocean ; of communicating ideas with the rapidity of thought,
at immense distances ; of measuring the thickness of a solid mass of
matter, impenetrable except by violence; and, in all probability,
still big with a variety of other results, of not less magnitude and
importance. The secret forces to which he alluded, were those of
gravity, electricity, and magnetism. The operation of the first is
observable in the falling of a stone to the ground ; the two latter,
in the attractive force evinced by the common loadstone, and by
vitreous and resinous bodies when subjected to a species of excita-
tion by friction. The phenomenon of attraction appeared to be the
first and most obvious indication of the existence of these powers.
It was not requisite to know in what these forces immediately con-
sisted ; it being the province of physical science to trace more par-
ticularly their rdations, and the laws of their action ; thus Newton
developed, by a profound geometry, the laws of gravity, though he
remained ignorant of the real nature of this wonderful agency. — Mr.
Harris proceeded to exhibit and comment on the natural magnet, or
common loadstone, showed that the attractive force was greatest
in certain points of it; explained its communicative property by
which it could impart to bars of steel, of regular figure, properties
similar to its own ; thence giving rise to artificial magnets, of regular
figure and homogenous structure ; and enabling us to institute a
variety of important inquiries into the laws of magnetism. This
communicative property was illustrated, by suspending from the
extremity of a magnetic bar, a series of iron balls and rings, which,
taken apart, had no action on each other, but which transmitted
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through each other the magnetic force, so as to link the whole into a
connected chain by this wonderful, and apparently immaterial, agent.
This result was known to the Greeks ; and the celebrated Roman
poet Lucretius had written learnedly concerning it. So far as Mr.
Harris could see, he thought that Lucretius understood the nature
of this action quite as well as we do at this present time. — Mr.
Harris proceeded to explain the general properties of artificial
magnets, showed that they might be of any form, and were in some
cases bent in the form of a horse shoe, explained that the attractive
force was greatest in their ends, and least at the centre ; showed
their directive tendency, or power of pointing near the direction of
the meridian. The extremities "were termed their poles, the line
joining these, the magnetic axis, and the point of no attraction the
magnetic centre. — He next illustrated by some striking experiments,
the attraction of dissimilar poles, and the repulsive force evinced,
when two similar poles were brought near each other. He showed
that a bar of steel, previovsly balanced, would not remain horizontal
when rendered a magnet, but would incline at a considerable angle
in these latitudes. When a magnet was delicately balanced in a
vertical position, and free to rotate, it would revolve rapidly if a
current of electricity flowed from its poles to its centre, or from its
centre to either pole. — The lecturer made some slight allusions to
the theories of electricity and magnetism, and observed that most of
the phenomena might be accounted for by assuming the existence
of two distinct forces which exactly neutralized each other when
combined, ?but which evinced active powers when disunited ; these
forces had been called positive and negative forces, in order to dis-
tinguish them. The celebrated French philosopher Ampere, had
endeavoured to show that a common magnet was made up of cur-
rents of electricity, circulating about it in planes perpendicular to its
axis, and of which the lecturer furnished a very interesting illus-
tration, by causing a current to affect a spiral coil of wire, free to
move in a horizontal plane, the extremities of this apparatus were
perfectly sensible to tne influence of common magnets, and were
attracted and repelled precisely in the same way.
Mr. Harris now exhibited a measurement of the increase and
decrease of the force between a magnet and a mass of iron, by
means of a delicate instrument, which he had invented some years
since, an account of which had appeared in the Philosophical Trans-
actions ; the force was made evident, and it was clearly seen that
when the distance was decreased one -half, the force was increased
four times as great : thus, in mathematical language, the force was
said to vary inversely as the square of the distance between the
attracting particles ; a law similar to that which Newton had deduced
from the action of gravity. — The lecturer now proceeded to apply
these facts to the magnetism of the earth, which he supposed to be
a spherical magnet of vast mass ; and showed how, on this supposi-
tion, the phenomena of the dip and direction of the needle might
be explained. The determination of the dip, and intensity in terres-
trial magnetism, was a matter of no small difficulty ; the construc-
tion of a perfect dipping needle, on the common plan, he considered
as nearly impracticable ; whilst the investigation of the intensity by
the method of oscillation was liable to much uncertainty. The lec-
turer here alluded to an instrument, invented by our distinguished
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NAVAL CHRONICLE.
townsman Mr. R. W. Fox, by which both the dip and intensity
could be arrived at with considerable accuracy, and with compara-
tively little labour. He considered that science was under deep
obligations to Mr. Fox for this valuable piece of physical apparatus.
— Mr. Harris concluded his lecture with some interesting experi-
ments depending on the reciprocal action exerted between magnets
and wires, carrying electrical currents, and with an exhibition of
the Electro-magnetic Telegraph. This last consisted of two bar
magnets, each hung on a delicate axis in a long coil of wire, having
its aides parallel to the needle. By means of a small electrical
combination at a distant part of the room, about thirty feet, more
bars could be deflected at pleasure, so as to point, either separately
or conjointly, to certain signs on the board to which they were
attached.
At the conclusion of the lecture, Mr. Basset moved, and Mr.
Hull seconded, a vote of thanks to Mr. Harris, for his very interest-
ing lecture, which, after a few remarks from Mr. Davies Gilbert,
was carried with acclamations. — Mr. Harris very briefly acknow-
ledged the compliment, and stated that he should at all times be
happy to give his assistance in promoting the interests of the
society.— (Cheers.)
Phenomenon in Sea-water.
Ship 44 Arabian/* bound to China. — At Sea, June 30th, 1837.
Sir, — I hailed the first appearance of your much esteemed nautical
publication, as the seaman’s monitor, champion, and guide, and have
ever since to thank you for your persevering endeavours to remedy
the defective state of our merchant ships and seamen’s discipline. I
trust you will not allow the subject to drop until it meets due consi-
deration in the proper quarter.
Perusing an interesting account of a phenomenon observed by
Captain Wilson, of the “Barossa” in the Eastern seas, on the 19ta
September, 1832, I was struck with the remarkable coincidence of
facts in my own observation on the same kind of phenomenon on the
20th September, 1836, and near the same place. I send you an
extract from my private log, detailing the circumstances — at your
disposal. If you should think it worthy of publicity, it may invite
the observation of other navigators, but more particularly the notice
of some of your scientific readers, who may be induced to throw out
some hints of their opinions as to the cause of this very interesting,
and in some cases, very alarming, phenomenon.
I am, Sir, your very obedient servant, J. H. B.
In the “ Arabian,” under my command, bound to China, at lh.
30m. a.m., on the 20th September, 1836, I was awoke by the chief
mate informing me that we had all at once come into discoloured
water, and that he was afraid we were on a shoal. This was rather
alarming news, but feeling tolerably confident of the ship’s position,
and having either heard or read of “ white water,” my first impres-
sions were that it was something of the kind. I must, however,
confess, that on my arrival on deck, these comfortable thoughts left
me, and I could not help thinking that we were actually upon a coral
shoal, and expected every moment that we should be *' 1 brought
up all standing,” as we were going at the time nine knots. All
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hands were called, the studding-sails taken in, courses hauled up,
main-yard thrown aback, deep-sea lead and line run forward, ana,
as soon as the ship had lost her way, hove — had the satisfaction to
hear the “watch there watch” of the waistmen progress regularly aft
ran out 90 fathoms — no bottom; took another cast, 110 fathoms of
line out, (about 95 up and down,) with the same success.
I now ’began to breathe freely. The night was light and fine,
stars appearing, but not bright, a hazy bank lay in the eastward, but
the sea was as “ white as milk,” and had the appearance of shoal
water over a very white coral reef. It was a uniform whiteness, no
reflection or sparkling emitted from animalculae or phosphorescent
matter, and it was as light as day about the decks. W e drew some
of the water and examined it. It was quite dark in the bucket, and
emitted very little of the phosphorent sparkling when agitated : on
examining it in a clean tumbler, it was apparently void of any ani-
malculae, and as clear as crystal. We then put a few buckets aside,
and examined it by daylight with all the magnifiers I could muster,
with the same result. Temperature of the water at the time, 77°,
air 70°.
Being now satisfied that we were safe, and finding that we sailed as
well in white water as in blue, we filled away again, but had not the
courage to set studding sails until on “ true blue” water, as it required
but little stretch of fancy to imagine ourselves sailing over a yawning
fiery gulf,* which illuminated the water beneath us. However, in
half an hour the water began gradually to resume its usual colour,
and at 3h. 30m. we had emerged from it. We must have run a dis-
tance of ten or twelve miles while crossing the “ white water.” Our
latitude, carried on from the preceding noon, was 3° 1' S., longitude
105° 13' E. at the lime of entering it. We steered N.N.E. until the
following noon, when we observed in 1° 50' S., long, per chronome-
ter, 105° 33' E.; steered then due N., and at 7h. 30m. p.m. made
Christmas Island right ahead ; had to keep away N.W. by W. to
clear the island. At 10, p.m. the south ena bore E., distant five or
six miles. In thirty-six hours from this, we made Java head, and
experienced a set of thirty-one miles to the westward during that
time. On the 14th September, 1835, I crossed the same latitude a
degree further westward, but saw nothing.
A trial was very recently made of throwing hollow shot from
a sixty-eight pounder, placed on the beach near Southsea-castle.
The principal object was to prove the usefulness and efficacy
of a newly-invented metal tube, which screws into the shot, and
is moreover secured by a cap screwed over it, which is removed
when the shot is put into the gun, but when the cap is on, no
accident can happen. The tubes were intended to burn eight
seconds, and the powder was proportioned to make the flight of the
shot exactly that period ; ana it was extraordinary to witness the
exactitude of the calculation. The shot were well directed at a flag-
boat moored at about a thousand yards from the beach, although
with the early shots it was just as extraordinary to observe what
power a brisk wind, at right angles with their direction, had upon
♦The game idea has occurred to us, viz. that this white water is the effect of reflec-
tion from some submarine fire.
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them; one shell burst immediately on emitting the gun, and its
destructive powers were fully evinced by the great displacement of
stones and sand for a considerable area in front of the muzzle of
the gun ; but the projectile force of the powder prevented any mis-
chief to those in the rear of the explosion. — Hampshire Telegraph.
Mr. Amsinck, chief director of the Thames Haven Dock and
Railway Company, has had interviews with the Minister of the
Interior and Foreign Affairs, the Minister of Public Works, with the
British Ambassador, the Baron Evain, minister of state ; with M.
Simon, at Liege, the chief engineer and director of our railroads,
on the question of establishing that correspondence which is ureently
called for, between the administration of our railway and that of
the Thames Haven. We observe with much pleasure the solicitude
of our new administration, which neglects no opportunity of increas-
ing our means of communication for the interest of commerce, and
especially for the transit of merchandize. — Courier Beige, Oct 29.
Quarantine Laws. — From the Shipping Gazette. — Among other
ills that ship-owners and sailors are heirs to, the quarantine laws are
not the least. That efficient regulations to prevent the importation
of disease should be enforced by the government of every nation, is a
matter beyond dispute ; but it is also matter worth their enquiry, how
far caution and scrutiny can be beneficially carried — in what instances
they are needful, and in what cases superfluous. This would lead to
a protection of those whose business in life causes their interests to
be involved ; which sometimes occurs to a considerable extent.
The letter in this number of our paper, addressed to the Governor
of Malta, by some gentlemen travelling from Bombay, exhibits the
{ personal inconvenience which is entailed by ill-considered quarantine
aws ; whilst another letter, signed “ C. T. Sloman,” (which appeared
yesterday in our columns,) as clearly shows that injuries are inflicted
upon commerce through the same means.
Than the latter case, perhaps a plainer could not be offered of the
folly and mischief of the system, or what is as bad, the wilful per-
versity of persons appointed to carry it out. Captain Sloman had
arrived at Falmouth, landed his papers, and commenced his stay of
quarantine ; when, having completed his eight days out of ten, the
prescribed period, he sailed again for the port of his destination,
Bristol ; where, instead of obtaining his release, he is commanded to
perform the whole process over again. It was a service with which
the Bristol gentleman could in no way dispense — a ceremony due to
his dignity as a quarantine officer, which could be discharged at no
port in the United Kingdom, but Bristol ; and the schooner would
have been just in the same position if Captain Sloman had cruized
round England till his crew were grey-headed. Now, if the quaran-
tine officer had not overstepped his authority in this instance, (and we
have no doubt he is prepared to show he has not,) we have but to ask
whether the regulations under which this species of false imprisonment
has been inflicted, are the most judicious that a government can hit
upon for the protection of the national health, and the convenience
and encouragement of commerce. The best, and certainly the truest,
answer which can be made to this, is, that government has never
thought the matter worthy of notice. Another instance may probably
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enable us to prove, however, that it is not so insignificant a question,
and that the quarantine laws require modification.
Suppose a ship arrived from a port said, to be within the limits of a
quarter sometimes unhealthy, she must serve out her time of pre-
caution, whether disease should have prevailed there at her departure
or not ; whether the crew are half annihilated by pestilence, or are
in the full enjoyment of health and vigour : this is their fortune, and
they must bear it. The ship-owner must submit to the additional
costs which are thus added to his voyage ; and the merchant must
suffer the loss of the interest on his invested capital, and take the
chance into the bargain, of bringing his adventure to a market which,
twenty or forty days earlier, would have repaid him for his risk, but
now sets him down with a loss. We know that with the little fruit
vessels, whose best hope is speed, this effect has frequently been pro-
duced. Neither are the insurers exempt: the risk of an under-
writer is not discharged until after a ship shall have been secure in the
port of her destination twenty-four hours ; consequently, if she be
wrecked while at anchor in a quarantine ground, or get ashore, or
damaged while coming from it, the loss is with him.
There are here many interests involved, and without losing sight of
what is due to public security, we are convinced that all parties con-
cerned may be benefited by a judicious modification of our quaran-
tine laws.
We have just (two o’clock) received the following communications,
and have much satisfaction in complying with the reauest of Mr.
Kerr, by giving them publicity through our columns. We hope to be
able to-morrow to offer some remarks upon the subject of quaran-
tine : —
“ 4, Great Wincbester-strect, Nov. 9.
“ Sir, — I beg leave to enclose a copy of a letter from Captain Slo-
man, of the schooner Stamboul, by inserting which in your paper I
think you may be serviceable to the commercial and shipping interests
of this country. Our quarantine laws are sufficiently oppressive with-
out having the inconvenience aggravated by ignorance or caprice,
which is too often manifested in those by whose authority they are
enforced, fy is much to be regretted that there are not more officers
in this department of government, possessing the spirit of the present
excellent superintendent of Standgate Creek, who, though rigid in the
performance of his duty, is always correct and consistent. I am,
respectfully, Sir, your most obedient servant,
‘‘Niven Kerr.”
(Copy.)
“ Quarantine Ground, near Bristol, Nov. 5, 1838.
“Sir, — On my arrival with the schooner Stamboul at Falmouth,
on Wednesday, the 24th ult., I was informed by the superintendent of
quarantine, and likewise by Messrs. William Broad and Sons, that if
ray papers were landed there, my quarantine of ten days would com-
mence immediately, and if I left Falmouth before the expiration of
that time, both that and the time expended on my passage here would
also count. The weather proved so unfavourable it was impossible
to get away before Wednesday the 31st of October, and I had hoped
to have arrived here by the 2nd, when my quarantine was out. I had
a dreadful passage here, having split our sails, and done other damage,
ENLARGED SERIES. — NO. 12. — VOL. FOR 1838. P
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and did not arrive until yesterday morning, when I fully expected to
be released immediately, instead of which I have this day received
orders to perform another quarantine of ten days.
“ 1 have therefore written to inform you of my unreasonable deten-
tion here, and to request you to use your influence at the Counsel-
office to have me released per return of post.
“ This affair certainly ought to be made public, that vessels may not
be subjected to a second detention, after having been told by the
officers stationed by government at die out ports what I have stated.
Hoping to hear from you by return of post,
“ I remain, sir, yours respectfully,
“C. T. Sloma».”
To his Excellency Lieutenant-General Sir Henry Frederick Bouverie,
K.G.C., &c., Governor of the Island of Malta and its dependencies,
and a member of the Board of Health.
Sir, — Ten days have now elapsed since our disembarkation in Fort
Manuel, and we are informed that we shall be detained here ten days
more to complete what is termed a “ quarantine.” This delay in our
journey will be increased still further to the extent of six days, because
we shall not have an opportunity for leaving the island of Malta by a
steam-boat for France till five days after our liberation ; and this is
neither more nor less than a loss to us, by quarantine detention, of
twenty-five days, occasioned by our having passed over a portion of
the country of Egypt where the plague often prevails. Though well
entitled to indulge in dissatisfaction at this stoppage of our journey
from India to Europe, yet it is less on our own account than on that
of future travellers, that we beg permission to submit to your Excel-
lency’s examination, whether the rules under which we now suffer an
imprisonment of twenty days are called for by necessity, and whether
the means employed can possibly secure the end proposed to be
attained of purifying travellers, so as to be certain that they have
about them no infection of the plague, and shall be rendered incapa-
ble of spreading that disease in Malta, or in those countries of Europe
they go to visit or inhabit.
To enable us to arrive at a just conclusion respecting the facts
which bear on the question of quarantine, let us accompany a traveller,
ourselves for instance, from India to Malta, and if it should be ob-
jected that such a case is one not generally aj
reply, that the system is only the more intolerai
ipplicable
hie and al
le, we should
absurd that it
admits of no reasonable exception. But our case is that of many
others, and will in the future become that of very many more. We
therefore solicit your Excellency to apply to our case the remarks we
have to make on the present system of quarantine, and then to reflect
whether so long a quarantine ought to have been awarded to us, or
whether, in having been so, it is not striking us with a hardship inde-
fensible on grounds of reason and experience ?
We left Bombay on the 12th of September last, and on the 10th of
October embarked at Alexandria for Malta in her Majesty’s steam-
vessel Blazer. Our journey at Bombay, till the time of our embarka-
tion at Alexandria, occupied twenty-eight days, and we were of that
time ten days in Egypt, six or seven of which we were travelling in a
desert or on a river, where it was impossible to hold a promiscuous
intercourse with the people of the country ; and we were for three days
Digitized by Google
NAVAL CHRONICLE.
851
in a city, and then inhabiting clean and airy houses, either in Cairo
or Alexandria. The plague, we are informed, had not been in Suez
or Cairo for months before our arrival at those places ; and the last
case at Alexandria occurred thirty-seven days before the day of our
embarkation. How, then, we would respectfully ask your Excellency,
is it possible that we should have acquired the infection of a disease
which did not exist, and which had totally disappeared from the coun-
try for so long a period before we entered or left it ? Yet here we
are doomed to suffer restrictions which, it appears to us, can only be
called for, and that to a less extent even than these, when the plague
is actually raging at the time the traveller quits Egypt. We would
ask your Excellency if it is not quite absurd that we should undergo
imprisonment for the very same period, as if thousands were dying daily
when we left Alexandria ? Might we be permitted to offer an opinion, we
should say that there ought to be three scales of quarantine : one of the
longest period for persons leaving Egypt when the plague is epidemic,
and which should not exceed twenty days from the day of departure;
one-half that term when there are sporadic cases only, at or within fifty
miles of the port of embarkation ; and the third, amounting to six
days, also to be reckoned from the date of departure from Egypt,
when the plague has not prevailed, either as an epidemy, or in parti-
cular spots, or single instances, for twenty days previous to departure.
This scale we firmly believe to be more than ample to satisfy the most
scrupulous who shall open their eyes and attend to the dictates of
reason. It has been suggested to us by the known fact that Europeans
residing in Egypt (that cradle where the plague is nurtured by filth
and mdaria), wnen they wish to hire a domestic, while barricadoed
within their houses, and the plague raging at its highest pitch, never
require from him more than ten days’ seclusion before admitting him
to their house. Are Europeans residing in Egypt less scrupulous
about their lives, and less vigilant in averting dangers which might
threaten their existence, than their countrymen in Europe? And
have they ever suffered from such a custom? In so far as
we can discover they have never suffered. Their conduct must,
therefore, be deemed to be shaped by experience, and fitly adapted
to facts and circumstances. It meets the fact that the plague is con-
tagious, but it meets it reasonably, and without ridiculous fears. It
looks the evil in the face, and provides with wise precision that which
is certain to be suitable in warding it off. Through moral courage
these men have ascertained what is physically necessary for their
safety ; and have for ever laid aside that terrific ghost which still
haunts the imagination of their countrymen in Europe. They fear-
lessly risk the lives of all whom they hold most dear on the custom
they have established. Then, when the disease is only heard of in
sporadic cases, or when entirely abated, Europeans throw open their
doors, and carry on the ordinary business of life and of intercourse
with the natives of the country. How many of them have died of the
plague from pursuing this course ? We are given to understand that
none who innabit airy houses, and who do not mix with the dregs of
society, have suffered. But if none have suffered, why should ships
and their inmates leaving the country when there is little or no dis-
ease, and that, moreover, to reach any port in Europe, having a period
of some days or weeks to spend in the pure air from the open sea, be
subjected to any quarantine at all ? They leave the birthplace of the
Digitized by vjOCK^IC
852
NAVAL CHRONICLE.
plague when no one in the country itself fears infection from his neigh-
bour; and none acquire it but individuals exposed to some local
malaria arising from the soil, or imbedded in personal filth, and who
might rather be said to fasten upon the disease than it upon them.
The scale we have suggested has also strong ground of support, so
far as regards clothes or articles exported from Egypt ; in the expe-
rience of European ports, which receive the cotton wool of Mehemet
Ali Pasha, commerce and self-interest have here set at rest a great
deal of argument respecting the plague being communicated by things.
We allude to the large bfues of cotton, garnered and packed by those
individuals most subject to plague, ana among whom, and in whose
clothes, k must lurk, if it is to be found so lurking and communicable
at all in Egypt. Every atom of cotton in those bales is touched by
such individuals. Nothing is said to be more liable to imbibe and
retain the fatal virus than tne fibres of cotton. Yet compressed bales
of this article are received into European ports, after being pierced,
and for forty days exposed, with two or three holes only, by way of
allowing the air to circulate and disinfect the whole compact mass.
When we reflect on this fact, and on its harmless consequences, and
look round our chambers here, where every pocket handkerchief,
every sealed paper, book, or parcel of papers, which had lain at the
bottom of our wooden boxes, the outsides only of which were touched
by Egyptians (and wood is said not to be liable to infection), are scat-
tered to procure air for purifying them, we cannot but think there is
a great degree of unnecessary mummery, annoyance, and evil-inten-
tioned carefulness, at once discreditable to the science and intelligence
of our country, and contemptibly mean and tyrannical, as exercised
towards persons, and not to commercial bales of cotton.
We mean no disrespect to your Excellency, or the board of health
here, in making these observations. Your Excellency, we are fully
aware, is only fillfilling those duties imposed upon you by govern-
ment, and perhaps government finds them, to a certain extent, imposed
upon itself by the inveterate prejudices of other potentates, who either
cannot, from defect of intelligence, or wickedly will not, examine the
quarantine system. But the question is a great one, and that igno-
rance of others which obstructs the well-being of mankind, generally
ought to be dispelled by the more intelligent powers of Europe.
Would that it were the law, as it is the interest of nations, to settle
such questions by general rules, that should be binding upon those
who are unreasonable terrorists, and obstinately prejudiced.
We must afford our testimony to the kindness of disposition of
Signor Cardoni, the superintendent of the quarantine establishment,
and to the excellence of the arrangements generally for the accommo-
dation of the prisoners here. Everything seems to be done to
alleviate the hardship of what appears to us a tyrannical imprison-
ment, because it is of benefit to nooody but traitors, guardians* and
government individuals, appointed to superintend it By frequently
agitating the reasons for and against quarantine, as it now exists,
something, it is to be hoped, may be done to men’s understandings;
and that this farce, in which we are at present playing so tragical a
part, will, before long, be abandoned ; and we pray your Excellency
will make such a use of this representation as you may deem best
suited for aiding in what ought to be the object of all sensible men —
the reduction of quarantine to the term suggested by known facts and
Digitized byvjOCK^lC
NAVAL CHRONICLE
853
sound reason, divested of prejudice and ridiculous fears. In con-
cluding, we have to offer apologies to your Excellency for occupying
your attention with a subject which at Malta, and to your Excellency,
must be a trite one.
We have the honour to be, with sentiments of great respect, your
Excellency’s very obedient servants,
H. D. Robertson, Major of the Bombay Army,
W. Purvis, Lieutenant of the Bombay Army,
G^^Adam } Merchants from Bombay,
C. Poulain, Merchant from Pondicherry.
Fort Manuel, Malta, Oct. 24.
The following is from the Times. — “ The letter addressed to Sir
Henry Bouverie, the governor of Malta, details as severe a case of
suffering and inconvenience from the operation of the quarantine laws,
as we recollect to have fallen under our observation, especially as the
circumstances render it doubtful, whether in this instance, the parties
should have been subjected to its provisions at all. Without adopt-
ing the doctrine of the non-con tagionists, it may be safely affirmed,
that these regulations are made, in a great majority of cases, uselessly
harsh and oppressive, and that there is no subject to which enlight-
ened nations can more properly direct their attention than the remis-
sion or the relaxation of them, so far as may be compatible with public
safety. Nothing can tend more to retard the cause of civilization,
and to keep nations from a just estimate of each other, than these
vexatious laws ; and if we turn from this to the commercial question,
the injury inflicted by them upon all nations is still more palpable.
The letter referred to is signed by two military officers and three
merchants.”
The Hague, November 6th. — As a confirmation of what we have
lately mentioned respecting the present quarantine regulations in the
Baltic, we add the following statement : — Copenhagen, October 30th.
— The rigour with which me quarantine regulations are at present
enforced here, with respect to vessels navigating the Baltic, is a very
serious grievance to navigation. An English ship with a cargo of
cotton, for instance, the captain of which had neglected to ask for a
certificate at Elsinore, obtained permission on arriving at Cronstadt
to wait till he had obtained it ; out on his application to the director
of the Danish quarantine establishment, he was answered that accord-
ing to the regulations, he must appear in person at Elsinore, so that
he was obliged to return to that place.
Case of the Naval Lieutenants.— To the Most Noble, the Right
Hon., and the Hon. Commissioners appointed by our Most Illus-
trious and Benevolent Queen, “ to inquire into tne several modes
of promotion and retirement, now autnorized and granted to the
officers of Her Majesty’s Naval and Military Forces, for ascer-
taining the comparative situation of the officers in each branch, and
for reporting whether, due regard being had to economy and to the
efficiency of the service, it may be practicable and expedient to
make any, and what, changes in the present system.”
The Memorial of the Lieutenants of Her Majesty’s Fleet most
humbly showeth
854
NAVAL CHRONICLE.
That your memorialists beg leave most gratefully to express their
gratitude for the benevolent intentions of Her Most Gracious Majesty,
in the appointment of your Right Hon. Board, upon whose impartial
consideration of their various grievances they rely with entire confi-
dence.
Your memorialists complain that they possess no right to promotion,
let their services be ever so long or brilliant ; nor can they claim
employment, be their abilities ever so efficient. Coronation and
general promotions, so far from being a benefit, have proved the
fruitful source of extensive annoyance ; in fact, the naval officer is
the only servant of the Crown who is unable to maintain a right, or
claim a privilege ; whereas the captains in the army, who do not pur-
chase their commissions, have constantly in view the rank of general
officer, of which nothing can deprive them but the visitation of
Almighty God ; and their rights and privileges are so clearly defined
as to defy mistake.
Your memorialists also complain of the anomalies attached to
their retirement ; only the first nundred upon the list of lieutenants,
out of 3,159, are allowed to retire with the rank of commander, the
junior of whom had held his commission 42 years, independent of
previous servitude — some for long periods of years in the inferior
grades ; and they are amongst the oldest officers in the navy, not
even excepting the flags ; yet they receive the smallest half-pay given
to any commander, less than the youngest brevet major ; and their
widows receive 10/. per annum less pension than either.
By the King s order in Council of the 1st November, 1830, it was
provided that 300 of the senior lieutenants might retire with the rank
of commander; but only 179 have availed themselves of this extra-
ordinary boon, the junior of whom has been thirty-three years upon
the list of lieutenants, besides previous servitude in inferior grades.
These 179 officers still continue upon the half-pay list of lieutenants,
thereby depriving 358 lieutenants of one shilling per diem, directed
to be paid by the King's order in council, at the close of the war.
These retired commanders receive the half-pay of the youngest cap-
tains in the army, and their widows 20/. per annum less than the
brevet major. It has been assumed by men in authority, that these
retired commanders obtained what they asked for, viz., rank without
pay — this we deny and challenge proof. Out of the next 800 lieu-
tenants, there is only one employed in the line for promotion. During
the whole of the war the commands of small vessels were always given
to old officers, and your memorialists could name a goodly list of
those who obtained promotion for the successful discharge of their
duties while so employed. Of this advantage the old war officers
have been deprived during the last six years ; besides which, the
lieutenants in command have been deprived of one-half their emolu-
ment without one single penny as an equivalent.
The comparative situation of your memorialists with their own rank
in the army is so anomalous, that it could not be accredited without
examination. The Naval Lieutenant is constantly upon guard — the
safety of the ship and lives of the crew depend nightly upon his
watchful eye and ever-ready resources, which experience alone can
afford in the moment of difficulty. When he requires leave of absence
from sea-going ships, he must go upon half-pay ; if overtaken by dis-
ease — the effects of excessive auty in a sickly climate — he is imniedi-
)igitized by VjOUvIC
NAVAL CHRONICLE.
855
ately invalided upon half-pay, and must incur considerable expense ;
when in action, or shipwrecked, with the loss of everything, he is
not remunerated nor paid one penny for his loss : when recovered, it
may be years before he can get another ship — if an old officer, never.
He is unable to provide for a son in his own profession from the great
expense and the insuperable difficulties he has to contend with in
obtaining for him a commission, and his deprivation of his gratuitous
education and clothing at the Naval College.
For many generations naval officers suffered a deduction of three-
pence out of every twenty shillings received from the Government,
whether upon fell or half-pay, to be appropriated exclusively to a
pension for their widows ; this deduction has been discontinued ; but
the lieutenant must be ten complete years as such before his widow
can receive one penny, even should he die whilst employed in the
most unhealthy climates. It becomes important, then, that the navy
should have some statement of this accumulated wealth, and know
how it has been expended ; for the captains in the army, who do not
purchase their commissions, never subscribe one shilling for a pension
to their widows, nor undergo one day’s probation to entitle them
to it.
Captains in the army can always be upon full pay, and obtain one,
two, or three years’ leave of absence at a time, enjoying their full
pay ; and when returning from our colonies through ill health, their
comforts are attended to, without expense on their part : every loss
by battle or shipwreck is fully paid for ; with veiy little difficulty,
comparatively, they can obtain commissions, in their own corps, for
sons who may be qualified ; and if obliged to retire from the service
for a few years, they can return to it again, with the advantage of
every brevet which has taken place during their absence.
The fell as well as the half-pay of naval lieutenants is divided into
three classes, viz., when first line of battle-ships, 150/. per annum;
all others, 120/. ; and when serving with a flag, sixpence per diem
flag pay ; when employed in civil departments of the navy, 200/. per
annum is about the maximum ; whereas the captain of marine artil-
lery, with the rank of brevet major, when embarked on board a line-
of-battle-ship, will receive 237/.; when the first lieutenant of the
marine artillery, seven years’ standing, is embarked on board a
frigate, he receives 143/. ; the naval first lieutenant of the same ship,
his superior officer, only 120/. ; captains of marines, who hold the
situations of assistant deputy adjutant-general, receive 538/. ; pay-
master, 428/. ; barrack-master, 319/. ; first lieutenants of the marine
artillery, when above seven years’ standing, receive as adjutants, 262/. ;
quarter-masters, 228/. All captains in the army of 1825 are brevet-
majors.
Captains of marines have received honorary distinction for their
services in the navy — the naval lieutenants, their equals in rank and
seniors on board ship, never.
With respect to half pay, the first class, whose junior is of thirty-
three years’ standing, only receive seven shillings per diem; the
second class, whose junior is twenty-six years’ standing, receive six
shillings ; the remainder five shillings, many of them after a servi-
tude of twenty years as midshipman and mate.
Your memorialists will not enter into the details of the many minor
grievances to which they are subject, but conclude with
8 56
NAVAL CHRONICLE.
your right hon. board will be impressed with the belief that the true
efficiency and economy of the naval service can never exist apart
from justice ; and they humbly pray that the lieutenants of Her
Majesty’s navy may be placed in all respects on an equality with
officers of the rank in the Royal Marines, Artillery, and Engineers.
And your memorialists will ever pray.
At a numerous meeting of Lieutenants of the Royal Navy, held at
Devonport, on the 30th of October, 1838, Mr. George Field Somer-
ville, Lieutenant, R.N., in the chair.
Moved by Charles M’Kenzie, Lieutenant, forty years, seconded by
Lieutenant Digby —
It was resolved, — That as our illustrious and benevolent Queen has,
in her Majesty’s wisdom, seen fit to appoint a commission to inquire
into the several modes of promotion, retirement, and comparative
situation of each branch of Her naval and military forces, it therefore
becomes the duty of the naval lieutenants to furnish the commission,
by memorial, with a statement of their most prominent grievances.
Moved by Lieutenant W. H. Symons, senior mate of Lord Nelson’s
ship at Trafalgar ; seconded by Lieutenant R. Coates : —
It was also resolved, — That the memorial now laid before the
meeting be adopted, as calculated to attain the objects we have in
view ; that printed copies be transmitted by our chairman to the
Right Hon. the Earl of Minto, G.C.B., ancf to each of the other
Commissioners of the Admiralty, respectfully and earnestly soliciting
their lordships’ support of its prayer.
That the chairman be requested to transmit to the Secretary of the
Commission, as soon as convenient, a copy of the memorial, signed
by himself, in behalf of our brother officers who may approve of it by
their signatures.
That printed copies be circulated amongst our brethren as freely i»
possible ; and that the memorial, so signed, be presented to the com-
mission by the Lieutenant who may be summoned before them for
examination.
Several Lieutenants who assisted in the battle of Trafalgar were
present.
Mb. Balling all. — The following testimonial has been presented
to James Ballingall, Esq., Kirkcaldy : —
We, the subscribers hereto, inhabitants of Kirkcaldy and neigh-
bourhood, cannot allow you to leave the country of your birth, without
offering to you our best wishes for your future happiness and pros-
perity in the rising colonies of Australia, to one or other of which you
have determined removing yourself and family.
Those of us who have been partners in the Kirkcaldy and London
Shipping Company, of which you have been manager ever since its
commencement, (now about thirteen years,) have considered your
conduct in the management of that concern, as highly honourable to
yourself, and in every way satisfactory to your employers.
Many of us, conversant in shipping property, well know the deep
interest you have taken, and the zeal you have manifested in the
improvement of the mercantile navy of Great Britain, having for your
Digitized by VjiOOvlL
NAVAL CHRONICLE.
857
object the saving of human life and mercantile property, by the more
secure and substantial construction of trading vessels, as illustrated in
your publications on the subject, and as exemplified in the sailing
smacks you have had under your charge.
In presenting to you this voluntary written testimonial of our
respect for you as a gentleman, and a member of our community, we
hope you will receive it as a proof of our friendship and sincere wish
that your success in the country to which you are going, may be
equal to your own expectations, and to your merits, in whatever line
your exertions for the benefit of your family may be directed.
We even indulge a hope, that this document may not prove of a
transient nature, but that thereby, your children’s children, to a late
posterity, may be proud of being enabled to trace in another quarter
of the world, the respect in which their common ancestor was held
in his native country.
Given at the Royal Burgh of Kirkcaldy, North Britain, in the
month of June, a.d. one thousand eight hundred and thirty- eight.
Signed by the Provost, Bailies, and thirty-seven other gentlemen.
London, Jane 23d, 1838.
I cordially concur in the sentiments expressed in this testimonial ;
the whole points embraced in it being consistent with my own know-
ledge. And I have great pleasure in bearing testimony to the great
respectability of the persons whose signatures are hereto adhibited.
Robert Ferguson, M.P., and Lord Lieutenant
of the county of Fife.
Statement op the Packets.
British Post-
ageof a Single
Letter to or
from
Lon. jFalm.
2s
6d.l»
7d
2
7
1
8
2
2
2
2
2
6
1
11
2
6
2
3
2
7
1
8
3
6
2
n
2
2
1
B
2
2
1
1
3
3
l !
2
1
3
l
2
1
2
2 *
1
3
3
1 1
2
1
PALMOUTH STATION.
Last Packets sailed. I
Lisbon J
Madeira f
Spain f
Gibraltar 7
C Malta, Greece, 1
< and Corfu. )
f Egypt & India ...
Madeira >
Brazil )
America
{ Jamaica, Lee- i
ward Islands >
La Guayra 7
Mexico & Havanna)
{ Jamaica, Lee- j
ward Islands ;
Carthagena j
Every Saturday.
jEvery 2 nd Sat|
[Every 4th Sat
1st Tuesday in|
each Month.
1 st Wed. ditto.
1st Day in everjn
Month.
I — 15th ditto.
— 15th ditto
Next Packets due.
Liverpool
Nov. 19
[Tagus, Nov. 12
Braganza,Oct29|
H.M.B. Seagull,
Nov. 9
H.M.B. Rein-
deer, Nov. 10
[Lord Melville,
Oct 3
H.M.B. Peterel,|
Nov. 17
H.M.B. Tyrian,
Nov. 17
Royal Tar, Nov.
25
Opossum,
Nov. 23
[Skylark, Nov. 10
Lord Melville,
Dec. 26
|Swift, Nov. 21
Magnet, Dec. 10
The Return of the Packets is calculated thus: — To and from Jamaica,
12 weeks ; America, 9 ; Leward Islands, 12 ; Gibraltar, 20 days ; Malta, 53 days ;
Brazil 20 weeks ; Mexico, 1 8.
From August to January inclusive, the packet touches at Pernambuco and Bahia
on her outward passage to Rio Janeiro, and the other six months on her homeward.
r ,., 0 0 <-. Digitized by VJjUAJVIv
ENLARGED SBRIES. — NO. 12. — VOL. FOR 1838. O Q
o©coooe®toioN>to>oto*-H-*-*-*-~*-.-*- — Carlscrona or
»C8Mao.^M»MO»Bes»w#.w»«o®ooMa««^c 1 j»-o«aces»c»aM»M English feet.
858 TABLE FOlt REDUCING CARLSCRONA FEET TO ENGLISH
Table XXXVIII.
For reducing Carlscrona Feet to English, and English to
Carlscrona Feet.
1 Carlscrona Foot = 0*9926033333 English Feet.
1 English Foot = 1*0074517850 Carlscrona Feet.
English
feet, and
Dec. parts.
Carlscrona
feet, and
Dec. parts.
Carlscrona or
English feet.
English
feet, and
Dec. parts.
Carlscrona
feet, and
Dec. parts.
Carlscrona or
English feet.
English
feet, and
Dec. parts.
Carlscrona
feet, and
Dec. parts.
0*993
1007
'40
39*704
40*298
79
78*416
79*589
1*985
2*015
1 41
40*697
41*306
80
79*408
80*596
2*978
3*022
, 42
41*689
42*313
81
80*401
81*604
3*970
4*030
! 43
42682
43*320
82
81*393
82*611
4*963
5*037
! 44
43*675
44*328
83
82*386
83*618
5*956
6*045
45
44*667
45*335
84
83-379
84*626
6*948
7052
46
45*660
46*343
85
84*371
85*633
7-941
8*060
47
46*652
47*350
86
85*364
86*641
8*933
9*067
48
47 045
48*358
87
86*356
87*648
9*926
10*075
49
48*638
49*365
88
87*349
88*656
10*919
11*082
50
49*630
50-373 1
89
88*342
89*663
11*911
12*089
51
50*623
51*380
90
89*334
90*671
12*904
13*097
52
51*615
52*387 |
91
90*327
91*678
13*896
14104
53
52*608
53*395.
92
91*319
92*686
14*889
15*112
54
53*601
54*402
93
92*312
93*693
15*882
16*119
55
54*593
55*410 1
94
93*305
94*700
16*874
17*127
56
55*586
56*417
95
94*297
95*708
17*867
18*134 \
57
56*578
57*425
96
95*290;
96*715
18*859
19*142
58
57*571
58*432
97
96*283
97*723
19*852
20*149
59
58*564
59*440
98
97*275
98*730
20*845
21*156
60
59*556
60*447
99
98*268!
99-73S
21*837
22*164
61
60*549
61*455
100
99*260!
100*745
22*830
23*171
62
61*541
62*462
150
148*890, 151*118
23*822
24*179
63
62*534
63*469
200
198*521: 201*490
24*815
25*186
64
63*527
64*477 '
250
248*151
251*863
25*808
26*194
65
64*519
65*484
300
297*781 302*236
26*800
27*201
66
65*512
66*492
350
347*411 352*608
27*793
28*209
67
66*504
67*499
400
397*041
402*981
28*785
29*216
68
67*497
68*507 i
450
446-671
453*353
29*778
30*224
69
68*490
69*514
500
496*302
503*726
30*771
31*231
70
69*482
70*522
550
545*932
554*098
31*763
32*238
1 71
70*475
71*529
600
595*562
604*471
32*756
33*246
72
71*467
72*537
650
645*192
654*844
33*749
34*253
I 73
72*460
73*544
700
694*822
705*21®
34*741
35*261
74
73*453
74*551
750
744*452
755*589
35*734
36*268
75
74*445
75*559 1
800,
794*083
805*961
36*726
37*276
76
75*438
76*566
900
893*343 906*707
37*719
38*283
77
76*430
77*574,
1000,
992*603 1007*452
38*712
39*291
78
77*423
78*581
1
i
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Fig.i v y
NAVAL CHRONICLE.
859
Improved French Cable.— A combination
of the hempen with the chain cable has been
introduced into the French navy with some
success. The chain cable is affixed to the
anchor in the usual way, in length from
twenty-five to forty fathoms. The object of
this arrangement is to allow the chain to drag
along the bottom and prevent abrasion to
the hempen cable. Thus it is supposed that
greater elasticity is produced than can be
obtained by a chain cable alone, and the
durability of the hempen cable is insured
for a greater length of time ; the cable being
( 0 C lighter and more manageable, is more favour-
ably adapted for the revolutions of the ship
eitner in casting or weighing anchor, likewise
for kedging. The advantages of lightness
are evident. Many other points of recom-
mendation will present themselves to parties
^ interested in this subject besides cheapness.
7 M. Fouque, the inventor of the method bv
which the chain and hempen cables are united,
has designated his contrivance with character-
isticFrench vanity “ fouquiere.” This consists,
as will be perceived by reference to the plate,
of a kind of barrel shaped ferrule, F, of metal,
into one end of which is inserted the end of
the hempen cable A, and into the other the
corresponding end of the chain B. These
are prevented from withdrawing from the
femue by two conical glands D, E, one in-
serted within the strands of the cable, and the
bolt of the chain passing through the other,
so that when the chain is extended, the glands
jam fast within the ferrule, and are of course
held the faster the greater the strain on the
cable. For the purpose of fixing and dis-
engaging the two cables, holes are left in the
ferrule by which the glands are withdrawn,
which are easily loosened by drawing the
ferrule forward when upon the deck.
Description of the engraving Fig. 1, is a
section of the ferrule showing the connec-
tion of the two cables. Fig. 2, are plans of
the glands D and E. A, hempen cable ; B,
chain cable ; C, ferrule ; D, E, glands ; F,
hole in furrule for withdrawing the glands ;
the gland E, for the chain is made with a
slit to pass the bolt of the chain into the
centre, qs the stud is fixed upon the bolt with
a rivet fastening ; and the gland D is made
with three or four slits or groves to receive
the strands of the rope which are tied in
knots to prevent their slipping through.
Another method is Jo substitute a broad
NAVAL CHRONICLE.
ridg instead of the ferrule, and unite both chain and cable into one
joint, by passing the bolt of the chain through the centre hole of
the gland for the hempen cable, and then wrapping the strands
and chain with a wrapper and binding the whole with yarn in the
usual way.
We lay the foregoing before our readers as a novelty from the
pages of that valuable monthly publication “ the Civil Engineer and
Architect’s Journal.” The seaman, we apprehend, however, will not
be so well satisfied with it, as the inventor and ingenious though it
may be, we suspect it will be found but an awkward companion either
on deck or in the hawse when letting go the anchor or when heav-
ing in. It is obvious that the hempen cable will suffer at the end
of the ferrule where it will not long hold together. Indeed it is so
clumsy an affair that we are surprised to find that any success has
attended it, and expect to hear little more about it. Those who
know what a chain cable flying through the hawse is, particularly
in deep water, will see the reasons which have guided us in our
opinions. — Ed. N. M.
Report on the Harbour op Porthdvnllaen. By Lieut. W.
L. Sheringham, R.N., surveying the Coast of Wales.
Return to an Order of the Honourable the House of Commons,
dated May 7, 1838 ;—for,
Copt of a Report on the Harbour of Porthdynllaen, made in
pursuance of the Report of the Select Committee appointed to inquire
into the existing communication between London and Dublin, and to
consider what improvements could be made therein.
Porthdynllaen, in the south part of Caernarvon Bay, is formed by
a narrow rocky projection of the coast from sixty to 100 feet high,
the north extreme point of which bears
Compass. Geo. miles.
From Bardsey Island •••.•••••••• N.E. by E. distance 14
Holyhead (South Stack Light-house) S. by W. £ W. 22f
Caernarvon Bar (entrance to Menai
Strait) S.W. by W. £ W.. . 12|
Liverpool via Holyhead. . 87
Liverpool via Menai Strait.. • • • 67
Smalls Lighthouse N.E. by E. .. 80
Kingstown Harbour, Dublin 65
Wicklow 58
In an easterly direction, from the above extreme point, Porthdynllaen
Bay is about 2,240 yards wide, and its greatest extent at right angles
to that line of direction is rather more than 1 ,000 yards.
The bay is generally clean, with the exception of a large rock,
called Carrig-y-Chwislen, which is bold to, and uncovers the last
quarter ebb. The dimensions of this rock are, from east to west, its
longest extent, 100 feet ; and its breadth, from north to south, about
fifty feet. It lies E. by compass from the extreme point above-
mentioned, leaving a clear sound, with five fathoms depth between it
and the point, ana distant therefrom 1,280 feet.
The depth of water in Porthdynllaen Bay at low water springs, is
4J fathoms sand over clay, that depth decreasing gradually to the
sandy beach which bounds it.
NAVAL CHBONICLE.
861
The extent of the bay, at least that portion of it which may be
made available for shipping, contains an area of about 110 or 115
acres, throughout the whole of which space the least water would be
two fathoms at low water springs.
The general set of the tide in the bay of Porthdynllaen is from the
eastward along the eastern shore,, and through the sound above-men-
tioned, continuing at least nine hours of the twelve. In the sound at
spring tides the stream has a velocity of about three knots, but in the
bay itself little or no tide is felt, vessels riding flood with their heads
to the northward, only during the first two hours of the tide.
It is high water at Porthdynllaen at 8h. 30m. on full and change
days, and the rise at springs is sixteen feet.
On the west side of the bay convenient quays and a pier might be
built, where large steam-vessels, drawing fifteen feet water, might
always lie afloat, to the number of eight or more, provided these
quays were protected by a breakwater connected with the above-
mentioned rock “ Carrig-y-Chwislen/’ and so placed with relation to
the pier, that a clear channel should be left through the sound for the
passage of vessels into and out of the harbour without exposing them
to any body of sea. With such protection I have no doubt that ves-
sels lying alongside of the quay would invariably be in smooth water.
As there would be no backwater or scouring action of the tide, ex-
cept through the sound to seaward, which would be favourable, there
is reason to conclude that the quays would be constantly kept clear
from silt or deposit ; a consideration of great weight in the formation
of a harbour.
This harbour will be peculiarly easy of access or departure, as the
Rivell Mountain would ensure a good land-fall, as from the nature of
its approach and its excellent shelter steam- vessels would leave and
arrive at their moorings in smooth water, and as in stormy weather
they might make a slant out instead of being obliged to stem a heavy
breaking sea.
In the event of any accident happening to the engines, the harbour
might be regained with facility unaer canvass.
Having thus described Porthdynllaen, and pointed out its peculiar
advantages of approach and departure, its excellent shelter, its clean
anchorage, and the facility it affords for the construction of quays
and piers, I may venture to give my opinion that it is well calcinated
for a Packet station, and that there is no other port on the west coast
of Wales which could be so well or so economically adapted to that
purpose.
The foregoing advantages must also have great weight, when con-
sidering it in the light of a harbour of refuge. The whole coast of
Wales included between Milford and Liverpool presents noplace of
safety for which a vessel in distress can run m bad weather ; St. Tud-
wall’s Roads being by no means, under many circumstances, a safe
roadstead, and all the ports being bar harbours, to be taken only in
the day time near the top of high water, and then with some difficulty ;
if, therefore, it be desirable that the trade of St. George’s Channel
should have a harbour of refuge on this coast, then there is none so
well adapted to that purpose as the bay of Porthdynllaen might be
made. It is situated nearly midway between the Smalls Lighthouse
and Liverpool ; it has an excellent light (Bardsey) within 14 miles
of it on one side, and second light (the Stack) within 23 ifiles
862
NAVAL CHRONICLE.
of it on the other side ; it has an approach perfectly free from shoals
of any kind ; and the adjacent mountains being the most remarkable
in North Wales, would serve as infallible marks to point it out.
As vessels navigating this channel usually draw under fifteen or six-
teen feet ; ample room might be found in Porthdynllaen by a judicious
harbour-master for 10 large vessels, while the smaller ones, such ss
the ordinary class of coasters, might either be anchored further in
shore, a portion of the bay being set apart for that purpose, or they
might take the ground in perfect safety.
As a refuge harbour, however, it would only serve on a small scale;
yet though not calculated for the reception or rendezvous of a very
large number of vessels, there is no other place on this coast possess-
ing similar advantages. It has also been urged against Porthdynllaen
as a refuge harbour, that it is too deeply seated m Caernarvon Bay ;
but such a condition appears to me in its favour, as it is more likely to
meet the necessities of distressed ships, and it is not so deeply em-
bayed as to prevent them from resuming their voyage with facility
when reauirea.
Porthaynllaen, even in its present state affords shelter to the coasters
in most weathers; it is open only to winds from north to east;
those winds do not bring with them a heavy sea, having a drift only of
twenty-three miles, ana several shallow banks break its force from
that quarter.
The heaviest sea brought into Porthdynllaen is by winds from W.
N.W. to N.N.W., against the effects of which it is absolutely neces-
sary to guard ; this, however, would be effectually done by means of
the pier and breakwater above alluded to, if properly constructed and
judiciously placed by a good engineer.
(Signed) W. L. Sheringhav,
Lieut. R.N. and Surveyor.
The Meteoric Shower. — Sir, The night of the 12th of November
being the time for the periodical display of an unusual number of
meteors, I determined to locate myself in the delightful village of
Richmond, Surrey, for the purpose of witnessing tne annual return
of these remarkable and hitherto unexplained phenomenon.
The wind blew fresh from N.N.E. and the night was consequently
very cold. At lOh. 33m., a meteor fell without train from the star
Lyra, and took its direction across the Milky Way. At llh. another
meteor fell from the star north of the Pleiades. At llh. 48m., a large
meteor with train fell from Cassiope and crossed the Milky Way at
an angle of near 90 degrees. From 12 o’clock on the 12th, until 3h.
25m. on the 1 3th, nine meteors fell, crossing the Galaxy at angles, of
from 70 to 80 degrees ; six were without trains and three with trains.
I now began to despair of observing the grand display seen in
former years, but, recollecting that on some occasions, the 44 shower**
did not occur till near four o’clock, I continued to direct my atten-
tion to the N.N.E. At 3h. 35m., nothing could exceed the beauty
and grandeur of the north and eastern parts of the sky. From E.
N.E. to north, meteors fell like a shower of bomb-shells in such
rapid succession, as to defy every attempt to watch their particular
direction and course among the stars, or to count their number.
The whole heavens were illuminated by the light* such a prodigious
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NAVAL CHRONICLE.
863
number of meteors diffused in their descent towards the earth, and
a more magnificent sight could not possibly be conceived. At 3h.
55m. the “shower’* ceased, and after four o’clock all traces of
meteors were gone ; the stars shone, however, without either diminu-
tion in number or brightness, and the atmosphere became remarkably
clear.
The shower of meteors appeared to take their direction from N.
N.E. and north, as if the course of their train was occasioned by
the wind, which was blowing from the former point. The total num-
ber of meteors could not have fallen short of from four to five hun-
dred. On the whole, we may conclude that the “ meteoric shower”
was equal in interest and splendour to those of any former year.*
Robert Carr Woods.
Rocks in the China Sea.
In our last number, (p. 721,) we gave an account of some newly dis-
covered rocks in the China Sea. The following accounts of two more
dangerous rocks in the same ocean, neither of which have appeared
in the charts, are from the columns of the Shipping Gazette .{
“ Calcutta, July 28th. — Capt. Foster of the brig Corsair, while
standing on his course from Singapore for China, fell in with a rock
in the China seas not noticed m the charts. The following are the
particulars: — May 2, 1838, at noon, by correct observation, was in
latitude 9° 48' N., longitude 108° 28' E., steering N. by E., witfi a
moderate breeze at E. by N. At p.m., saw from the maintop a rock
bearing E. by N. £ N. distance off about one-and-a-half or two
leagues, about twenty or twenty-five yards in length, and about
fourteen feet above the water, of a white appearance when first
seen. Was then in twenty-four fathoms, having run from noon seven
miles N. by E., which will place the rock in latitude 9° 54' N., lon-
gitude 108° 35' E., allowing the island of Pulo Cecir de Mar to be
in longitude 101° 58' E., (this must be 108° 58' E.,) which island we
were within three miles of the next day at noon.
Brig Corsair. “ J. G. H. Foster.”
Important to mariners. — A newly discovered shoal by the ship
Rob Roy, Captain Edward Rosetter, on her passage from Canton to
New York. On Friday, 11th May, 1838, at 8J a.m., West Island,
bearing S. half W., distance 7£ or 8 miles, saw coloured water —
put the helm down immediately, and while in stays, saw the rocks
under the ship’s bottom ; I am quite sure there could not be more
than from seventeen to eighteen fathoms water ; sounded after the ship
was about, had seven feet of water. The rocks could then just
be seen under the ship. While in stays they appeared near tfie
water’s edge. West Island is in latitude 2° 44' N., longitude 108° 40'
E., which will place the shoal in latitude 2° 50' N., and longitude
* Last year we had no “ meteoric shower,” but a beautiful electrical display, an
account of which will be found in our number for January last — Ed. N.M.
f These notices give additional value to the Skipping Gazette, and in point of
naval foreign information, we have always found this paper ahead of every other. —
Ed. N.M.
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864
NATAL CHRONICLE.
108° 41' E. I consider the shoal very dangerous, and the discovery
a very important one.
Edward Rosetter.
The first of these rocks, that of the Corsair, lies in a S. W. direction
from Pulo Cecir, and being so considerably above water, it is rather
remarkable that it has not been seen by the numerous vessels which
have followed the inner passage to China, or by Captain Ross while
surveying the Catwicks, ana Macclesfield shoal between which it
lies. We shall, however, content ourselves with leaving it at present
for the attention of navigators.
Of the latter, ships must be careful. It appears to form a part
of the bank on whicn West and Flat Islands are situated, and which
Horsburgh says is but “ imperfectly known.”
Larne Lough Harbour Light-House. — The corporation for
preserving and improving the Port of Dublin, hereby give notice,
that a Light-House has been erected at the entrance of Larne Lough,
Coast of County Antrim, from which a light will be exhibited on
the evening of the first of February, 1839, and thenceforth from
sun-set to sun-rise.
Specifications given of the position of the Tower, §c. y by Mr.
Halpin, the inspector of Light-Houses.
The Tower is built on Farres Point, at the eastern side of the
entrance to Larne Lough in lat. 54° 50 7 55" N. and long. 5° 48' W.
of Greenwich.
and bears from the Maiden Rocks ?
“ North Light-house $. .S. W. J W. dis. 5 sea miles,
“ Hunter Rock. .. . S. W. b W- £ W. 24 “
" Curran Point.. . .N. E. b E. f “
The Tower is circular, coloured white, having the lantern forty-
seven feet over the mean level of the sea.
The Light is a stationary white light, showing to the Lough and
seaward from S. to E. and in clear weather may be seen at a distance
of eight miles.
Shelving rocks project from Farres Point for half a cable’s length
from the Light-house.
The bearings are magnetic. Var. (27° 300
By order, H. Vereker. Sec.
Ballast office, Dublin,
18*A Oct. 1838.
New Light-house in the Cattbgat. — The following has been
received at Lloyd’s from the Lords of the Admiralty, communicated
by Her Majesty’s Consul at Elsinore : —
Notice is hereby given, that from the first of November next, a
revolving light will be shown on a quadrangular tower in the Isle of
Hirtsholm, which lies on the western side of the Channel, between
Lessoe Island and the coast of Denmark.
The light will consist of a lamp with three reflectors, and will
revolve in about a minute and a half : it will stand forty-three feet
above the level of the sea, and may be seen ten miles by an eye
elevated ten feet. Digitized by * ^ooQie
NAVAL CHRONICLE.
865
From Easter to Michaelmas, the light will appear an hour after
sun-set, and from Michaelmas to Easter it will appear half an hour
after snn-set till sun-rise.
As the tower is intended to serve as a sea mark by day, it has
been carefully whitewashed.
It is twenty-one miles distant from the light vessel on the Trindelen
sand, on the north-east side of Lessoe Islands.
Court Martial. — A Court-martial assembled on Friday, 19th,
and Saturday, 20th, inst., on board the Royal Adelaide, to try
Commander Richard Inman, late First Lieutenant of H.M.S. Lily,
on charges preferred against him, by Commander J. Reeves, of
the Lily. Commander Richard Inman was charged with being
discovered, on the morning of 12th Aug. last, in bed with his servant
boy, named Payne ; and for being reported absent from the ship
on the following day, and continuing so until the 19th, when he
returned to the Lily. A number of witnesses were called, by whom
the most material or criminal part was explained away ; yet leaving
blame enough to warrant the Court, as they thought, to come to
the opinion and conclusion which they did. The defence of Com-
mander Inman was, that on the 11th of Aug. he dined with some
friends on shore, and having taken a good deal of wine during
the evening, he was not perfectly conscious of what he was doing.
He, however, returned to the ship and lay himself down to sleep,
partly dressed, and never awoke until the morning, when the boy
Payne (who had come into the cabin in a state of intoxication
during the night, unknown to Commander Inman) was observed
fast asleep, seated on a trunk on the outward edge of his bed. With
respect to the charge of absence or desertion, Commander Inman said,
that intimation having been brought to him, that a letter had come from
the Admiral, stating that John Payne and himself were to be kept
under close arrest until they fell in with the Pelican, on board of
which sloop they were to be sent to England, to wait the commands
of the Lords Commissioners of the Admiralty, he was advised f,o
go on shore, which he did, and where he remained till the 19th,
in a most distracted state of mind at the imputation cast upon his
character. He then resolved to return to the ship and report him-
self, which being done, he was kept under close arrest for two
months. The evidence having been duly considered, the Court
passed the following sentence : — u That the Court is of opinion
that the fact of the said Commander Richard Inman having been
discovered on the morning of the said 12th day of August, 1838,
in bed with his servant, (whose name is John Payne) has been proved ;
but there has been no evidence to satisfy the Court that the
prisoner was conscious of that circumstance. And the court is of
further opinion, that the charge of delivering himself up as a
deserter nas not been proved against the prisoner, Commander
Richard Inman. But the Court is of opinion that the conduct of
the said Commander Richard Inman on the said 12th day of August,
was highly irregular and unbecoming the character of an officer ;
and the Court doth therefore adjudge the said Commander Richard
Inman to be dismissed Her Majesty’s Service. And the said
Commander Richard Inman is hereby so sentenced accordingly.
Signed by the Court.”
ENLARGED SERIES. — NO. 12. — FOR 1838. 5)©C
866
LAW PROCEEDINGS.
Loo Books — W e request the attention of our readers to the fol-
lowing: — An order was issued to the royal navy in the year 1805,
directing all log-books to be kept in civil time, instead of in nautical
time. A few merchant captains follow the same rule; but the
greater number still keep their log-books iu nautical time. Since it
is probable that such records will assume a new degree of importance
as journals of the weather, and will be compared with one another,
as well as with the observations made at the light-houses and other
places on land, it is desirable that all should be kept in the same time.
Those merchant captains who still use nautical time, are invited to
conform to the custom of the world, by adopting that followed by
people on shore, as well as our ships of war. The cause of this
difference still existing may perhaps be traced to our navigation books
and to those academies where navigation is taught. If there be no
real advantage in using uautical time, it would be better to teach it
no longer in schools.
W. R.
As for advantage, we can see none whatever in it, but we see
great disadvantage tending to confusion, which occasioned the alter-
ation in the logs of Her Majesty’s navy. The matter, however, rests
with ship-owners, and while our navigation professors publish books
to perpetuate the absurdity, we must expect their example to be fol-
lowed; but we do hope to see it gradually disappear. We annex the
Admiralty order alluded to.
General Instructions to Captains in His Majesty* s Royal Navy.
Admiralty Office, 11th, Oct. 1805.
Sir, — I have the commands of the Lords Commissioners of the
Admiralty, to send to you herewith a form of the log-book, which is
intended in future to be kept in all king’s ships, and to signify their
direction to you, to cause the log-book of the ship under your com-
mand to be kept according to the said form, observing that the
calendar or civil-day is to be made use of, beginning at midnight.
It is their Lordships’ further direction, that in future, you send a
log-book instead of a journal to this office, and to the navy board, as
directed by the general printed instructions.
You will observe that there will be no necessity for making any
alteration in the manner of marking the log board, but when it is
copied into the book, the part beginning at midnight, is to stand first
in the page.
It is necessary to remark to you, that the private night signal for
each day of the month, is to continue in force until day-light of the
following day.
I am. Sir, your very humble Servant,
• J. B.
To Captain commanding H.M. Ship.
iLato Drocertnng#*
Police.-— Merchant Seaman's Jet. — The master of the ship, James Bay, Mr.
Edward Grierson, summoned to answer why he had carried out one Thomas Calafcaa,
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ZiAW PROCEEDINGS.
867
without haring entered into an agreement as to the wages the latter was to receive,
and in what capacity he was to do duty, as required by the act, under the penalty
of £10.
Admitted that Caliban, a boy, was taken to sea without signing articles, but not
on day stated. — Ship was short of apprentices; going out of dock, Caliban’s mother
brought him on board, and entreated that he should be taken without any agreement
as to wages — if he turned out well, he would be articled on his return— Caliban
turned out badly, and on return of ship, an insolent application from him for wages
had been refused — hence the present proceeding — Caliban present at the bar, a
youth of 14, had never been at sea before. The magistrate considered this a case of
extraordinary hardship on the Captain of the vessel who had never dreamt of giving
offence. On referring to the act of Parliament, (clause 52,) he told him ' I regret
that you have been brought here.’ I consider your conduct has been praiseworthy,
but I am compelled by the words of this act to fine you for having done an act of
kindness. However, it shall be the lowest the law allows me to inflict, that is £5, but
I will not order costs. — Our merchant Captains will see in this case of base ingra-
titude what their course should be on such occasions, and even be aware of receiving
from the hands of the mothers themselves, such abandoned urchins as the one in
question— who appears to have been another of Shakspeare's ‘ Calibans.'
Wages : — Captain Jonathan Cooper, of the ship Confidence, summoned at the
instance of John Forbes, a seaman for 12/. 5s. for wages for the voyage from Stockton
to Petersburgh, and back to London.
Forbes was serving a topmast stay with a mallet, and a boy in a frolic passed several
turns of spun-yam round his neck, for which, as he would not desist from doing, Forbes
gave him a tap on his head, which proved more serious than intended. Ship arrived
at Petersburgh, and Forbes was handed over to Russian police, and imprisoned
several days, till by the boy's evidence it was proved the lad was in fault, and the
blow not premeditated. This alone liberated him — in the mean time, a surgeon had
been employed by the captain, but the amount of the bill was not communicated to
Forbes, and his wages had been witheld for its payment.
The magistrate ordered Forbes his full wages, 124 5s. } and the captain had to pay
the costs.
Murder. — This is one of those cases which arise from the lamentable insubordi-
nation of the Merchant Service. — Samuel Evans, a seaman of the ship Dispatch,
a Southsea whaler, was brought to the police office, charged with the wilful murder
of Robert Day, the second officer of that vessel, on the high seas on the 30th of
April last — As it is possible that this case may occupy the attention of a court of
law, we shall give the following statement of it extracted from the log-book.
“ Extract from the log-book of the Dispatch, April 30, 1838. At 7 p.m., sent a
boat with Thomas Johnson, William Freeman, Samuel Evans, John Smith,. Antonio
Joseph, on board the Woodlark Whaler, Captain Hardie to wait for the captain.
At half past nine p.m., Captain May came on board, and went below, 1 told the
boat's crew to drop astern and hook on. Mr. Day, the second mate, hearing me
giving them repeated orders, came up out of the cabin ; seeing they were in liquour,
he went into the boat and hooked her on. While in the act of hoisting the boat up,
Wm. Freeman came up and looked over the rail I told him to go and assist in
hoistingthe boat up, which he would not, but gave me abuse. The Captain hearing
him insolent, came up, and remonstrated with him, and ordered him to the fall. Not
going, but being very abusive, the captain struck him several times with a walking
stick. William Freeman then ran forward with the intention of getting a weapon,
expressing himself that he would do for the captain. Captain May then got two
cutlasses up, keeping one for himself and giving me the other, ordering me to follow
him. William Freeman still being abusive, and using mutinous expressions, Captain
May struck him with the flat of the cutlass. By this time the ship’s company were
on deck. The captain then weut aft abreast the main hatchway, the larboard side.
Samuel Evans came up to the captain, seized the cutlass, and endeavoured to take
it away from him, by which he got his hand cut. William Robinson had hold of
the cutlass, and endeavoured to keep Samuel Evans from getting it away from the
captain. Mr. Jones and several others were trying to drag him away. Mr. Day
going to the captain’s assistance, a scuffle ensued, I was then endeavouring to pre-
vent William Freeman from going to the captain, as he swore he would do for th
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868
LAW PROCEEDINGS.
captain. Mr. Dav passed by me, saying, * Look, here Mr. Brannon, I am stabbed
at the same time nolding his hand upon his left thigh. I told him to go below. I
heard William Rose, say, ' Oh I am stabbed/ While I was endeavouring to keep
the people off the quarter-deck, I heard Mr. Day call me several times, I then ran
below, and found Mr. Day lying at the foot of the companion ladder, quite speech-
less, Mr. Jones supporting his head, and Antonio Joseph with his hand upon the
wound, the blood flowing very fast, The captain was then getting a tomiquet, which
he brought, and put on. It stopped the blood. Sent for the doctor of the Woodlark
~~itwas then 10 p.m. In a few minntes the doctor came along with Captain Har-
die. Mr. Day was then sinking fast The doctor said nothing further could be done,
as the tomiquet was on, and the wound bandaged. After removing Mr. Day into
the cabin, and administering every thing possible, he kept gradually sinking till twenty
minutes to eleven p.m., when he expired. During this time the captain went on deck.
Joseph Robinson told him for God’s sake not to go forward. Captain May then came
below, and sat up n the cabin all night with the doctor. Captain Hardie and myself
at daylight called all hands; at six p.m. put William Freeman and Samuel Evans
in irons, and stationed them aft by the traffrail. May 1, 1838. — The wound being
examined in the presence of Captain May, Captain Hardie, two officers belonging
to Badagoda, the doctor of the Woodlark, myself, and ship’s company, •William
Rose said that he was trying to get Samuel Evans away, when Mr. Day came up for
the same purpose, and accidentally run upon the cutlass. Thomas Brannon, chief
mate.”
The vessel was lying at the time in Badagoda Bay, on the coast of Timor. — In
this affair which had taken place in consequence of the insubordination of the
prisoner and another man, the mate fell in the defence of the captain, the femoral
artery was divided and he bled to death. A point of law Was raised by the prisoner’s
solicitor, by which, the right of the captain to bring out the cutlas was questioned, and
it was eventually decided, that he had no right to strike the prisoner either with the
walking stick or the cutlas ; the fatal blow also was considered to have been given
by the captain who it was insinuated having been on a visit, had had liquor enough
to excite him. This was denied, but the affair for the present terminated in the
retease of the prisoner, whose solicitor considered the whole affair a dipterous tw v n-
tion of the captain to justify a scries of cruelties for which he would be made to
answer ! So much for the support which the discipline of the merchants’ service
received, and the consideration entertained for the difficult and arduous datiec
of the merchant captains. We sincerely hope this case will go further, and that
the original cause of the mischief will meet with due punishment
Assault at Sea. — The master of the ship Branches, Mr. Hugh Mackenzie, from
St John’s New Brunswick, appeared to answer a charge of assault on Thomas
Combs, his cook. It appeared that the captain had been in the habit of beating hi*
cook, a negro, with a broomstick ; and had treated him very brutally on the occa-
sion for which he now appeared, chasing him fore and aft the vessel. Th®
captain in his defence said, the man was negligent, and with allusion to his crew,
he added, “ if we didn’t touch them up a little sometimes, the insurers at Lloyd’*
would suffer.” This is a novel kind of argument
The captain was fined eighteen shillings, and the cook left the office trembling
to return to St John’s with him, which he was obliged to do by the act of parliament;
as the captain had threatened to kill him and throw him overboard on the passage.
British seamen should know' that such proceedings are not suffered in men-of-
war.
Wages. — Three seamen summoned the owner of the Brig Ariel for their wages,
4/. 5s. for a voyage from Newcastle to Schiedam and back ; seamen had signed
articles with a provision that if required, they were to heave the ballast at
sea, on being paid the customary rate of the port At the entrance of the
Brielle, coming home, brig grounded, and was compelled to return to Rotterdam,
surveyed and ordered to be hove down, to be repaired for voyage home. On brig’s
arrival at Rotterdam, the three seamen refused all duty, stating “the brig was
safely delivered into agent’s hands and was under average, that thenceforth they
be paid for their work by agreement” Captain refused entering on terms with than
and employed three Dutchmen in their stead.
The seamen were lodged and provisioned at the expense of the brig, during ten
days while she was heaving, and aggravated their conduct by coming down to the
vessel while under repair ; by using irritating language to the mate and two of
the crew, who had remained by the ship endeavouring to excite them to follow their
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PROMOTIONS AND APPOINTMENTS,
S69
example, in which however they failed. It was decided that the seamen had acted
contrary to the articles which they had signed, and that in deducting the wages of
the Dutchmen employed in their stead, from what was due to them, they were dealt
most leniently with in return for their brutal insubordinate and mutinous conduct
The case was decided at Newcastle, the names of the seamen being, William
Brown, Nicholas Hutton, and Andrew Sparr.
The Sarnia. — Salvage. — Claimed by the crews of two boats the Hero and Kant,
from the owners of the Sarnia schooner, for services rendered to her on the night
of the 2nd of June last Sarnia (74 tons) value 15001. from Guernsey, was off
South Foreland, on evening of 2nd of June, heavy fog came on, got on a rock,
boats put off, services of Hero offered and accepted, and with alleged exertions of
Kent, got Sarnia off— Tender of 10/. rejected. The court determined that no agree-
ment for the service of the Kent had been made, that those of the Hero were suffi-
cient to meet the exigencies of the case. Reward offered was commensurate with
labour employed, but such was not the principle recognized by the court It
was right to encourage men to look out for vessels in distress, and SO/, with costs
was therefore awarded.
WRECKS OF BRITISH SHIPPING CONTINUED FROM THE SHIPPING
GAZETTE.
(Continued from page S/I.)
Adventure
Africa
African
Albion
Atlas
Avalon
Dlooin Schooner
1280 Hridgct
1 Bridget
Droughty Castle]
Catherine
Charlotte
(*J85 China
Karl Dalbonsie
Kdward
Kliza
Elisabeth
•J90 Friendship
German
Hutchinson
Hope SU
Isabella
295 Ivanhoe
Java
Lady Charlotte Liverpool
Lively Towey
Marla Tobrrraoray
jaoO Mary and Ann iMontr^se
I Niagara Newcastle
Northern Yacht ’Kt earner
Rainbow (St. Johns
Kajah Ranee
8l>> Rankin
Ruby
Stranger
Swallow
Trafalgar St.
310 Us*
I Victoria
PROMOTIONS AND APPOINTMENTS.
Appointments.
Action. 26, — Midshipmen, O. F. Crewe. Andromache, 28, — Mate, C. Moore.
Brittania, 120, — Assistant-Surgeon, W. P. Banks ; Mate, W. F. Robinson; Clerk.
F. Siddal. Cameleon, 10, — Lieutenant, M. Hunter ; Second- Master, H. Webb,
Assist. -Surge on, J. Chambers. Daphne, 18, — Capt J. W. Dalling ; Lieut. E. G. Fam-
shawe, J. B. Massie ; Master, H. Webb ; Pur., H. Brcnton ; Sec.-Master, J. R. Duncan,
Digitized by VJ oogle
870
PROMOTIONS AND APPOINTMENTS.
Gauges, 84, — Commander*, W, Grlffen ; Lieutenant, N. Norway; Master- Assistant
G. Dawe ; Mate, W. Bourchier ; VoU, F. Wool combe ; Clk. S. Pole ; Mate, P. Coles, T.
Davies ; Midshipman, H. Vansittart Haslar Hospital, — Head-Mate, B. Horsburgh.
Lily, 16, — Assist.-Sur. H. Edmonds. Malabar, 74, — Lieutenant, G. W. Winlo.
Mcegera16, — Second- Master, G. Horwood. Melville, 74, — Assist.-Sur. G. D. Gor-
don, S. Allen, A. A. Mackey. Nimrod, 20, — Midshipman, G. D. Gordon. Pelo-
rus, 16, — Purser, H. A. Vaile. Racer, 16, — Lieutenant, W. Chambers. Rover,
18, — Midshipman, W, Thomas. Russell, 74, — Purser, J. A. Nichols. San-Josef,
— Midshipman, J. Hawkins.
Dr. Benjamin Browning of the Navy, has been appointed Snrgeon of the new
Juvenile Prison Establishment at Parkhurst We are not aware of any gentleman
more fitting for the situation from his experience, professional talent, and universal
attainments ; and still more, from his possessing a kind disposition, joined to a
steady and inflexible perseverance in the execution of his duty. — Hants Telegraph.
Movements of Her Majesty’s Ships in Commission,
at home.
JE tna, 6, St V„ Capt A. T. E. Vidal, 19th Oct, arrived at Portsmouth from
Africa; 13th Nov. paid off. Blazer, StV., 28th arrived at Plymouth, from the Medi-
terranean. Camelon, 10, 15th Nov., commissioned at Portsmouth, by Lieut G.
M. Hunter. Champion, 11, Capt G. H. Vincent King, 23rd Oct, arrived at Ports-
mouth from North America; 24th sailed for Plymouth ; 31st arrived to be paid off
Cleopatra, 26, Hon. Capt G. Grey, 12th Nov., at Sheerness from Cionstadt
Daphne, 18, 16th Nov., commissioned at Portsmouth by Capt Dalling. Edinburgh
74, Capt W. H. Henderson, 2 1st October, sailed from Portsmouth for West Indies.
Lily, 16, Com. J. Reeve, 11th Nov., sailed from Plymouth for Coast of Africa.
Meteor, St V., Com. D. Pritchard, 14th Nov. at Falmouth, from Pembroke on way
to Sheerness. Niohtinoale, commissioned 13th November, fitting at Devonport.
Pilot, 16, Com. G. Ramsay, 20th October, sailed from Plymouth far
North America, having put back in a gale. Pique, 36, Capt E. Boxer, 28th October,
sailed from Plymouth for North America. Raliegh, 16, Capt M. Quin, 27th Oct,
paid off at Sheerness. Raven, 4, Lieut Bedford, 29th October, arrived at Ports-
mouth from Africa ; 30th sailed for Woolwich ; 8th Nov., paid off Rose, 18, Lieut
G. Larcom, 25th Oct, sailed from Portsmouth for Spain. Zebra, 16, Captain Me
Crea, 27th Oct ; paid off at Sheemess.
Abroad.
Algerine, 10, Lieut. Thomas, 25th June arrived at Singapore, from Penang, 5th
July remained. Blazer, St V., 10th October sailed from Alexandria for Malta.
Brisk, 3, Lieut A. Kellett, 25th August at Sierra Leone. Carysport, 28, Capt
Sir B. Martin, 8th October, arrived at Malta, remained 18th. Castor, 36, Capt E.
Collier, 25th October sailed from Valentia for Barcelona. Ceylon, 2, 15th October
at Malta. Ciiarybdis, 3, Hon. Lieut Gore, 29th Sept, arrived at Halifrx and
sailed for Bermuda. Cleopatra, 26, Hon. Capt G. Grey, 27th October arrived
at St Petersburgh. Columbia, 2, 15th Sept, Grenada. Comus, 18, Com. Hon.
P. P. Carey, 19th September at Jamaica, from St Jago de Cuba; 21st sailed for
Morant Keys; 23rd at Jamaica. Confiance, 2, Lieut Stopford, 26th, Sept, at
Malta ; 10th October, sailed from Cutania and Syracuse. Conway, 28, Capt C. JL
Bethune, 16th June, arrived at Sydney ; 5th July arrived at Fejee Islands. Dim,
18, Capt L. Davies, C. B., 16th October, sailed from Malta. Echo, St V. Lieut
James, 22nd September, at Jamaica from Barbados. Espoir, 10, 17th October,
arrived at Lisbon from Oporto. Favourite, 18, 3rd July sailed from Madras, for
Vizigapatam ; 5th arrived. Firefly, St V., Lieut J. Pearce, 10th October, arrived
at Gibraltar from Malta; sailed same day; 17th at Malta. Forrester, 3, 30th
sailed from Simon’s Bay to the wreck of the Duke of Northumberland. Harlequin,
16, Com. J. E. Erskine, 11th October, at Malta from Palermo. Harpy, 10, 27th
September, at Bermuda.. Hastings, 74, Capt. H. Shiffner, 13th October arrived at
Gibraltar, with Queen Dowager; 1st Nov., arrived at Malta. Hercules, Capt T.
F. Stephens, 12th October, sailed from Gibraltar for Barbados. Hermes, St Y.,
Lieut Blount, 17th October, Mediterranean. Inconstant, 36, Capt, D. Pring,
5th October, arrived at Quebec from Bermuda. Larne, 18, Com. P. Blake, 3rd June,
arrived at Canton from Madras; sailed for Manilla. Madagascar, 46, Capt. —
16th September, arrived at Jamaica from Bermuda ; 23rd sailed for North
side of the Island. Medea, 4, St V., 6th October, arrived at Quebec from Halifax.
Pearl, 20, Capt Lord C. Paget, 27th Sept., at Halifax. Pelorus, 16, Com. F.
Digitized by VjOOVIC
871
BIRTHS, MARRIAGES, AND DEATHS.
Harding, 5th July sailed from Sydney, for New Zealand. Racehorse, 18, Com. W.
H. Crawford, 3rd Oct, sailed from Quebec. Ranger, 5th July sailed from Sydney, for
Port Phillip. Rattlesnake, 28, Capt W. Hobson, 21st Aug. arrived at Madras from
Calcutta, and sailed for Trincomalee. Ri no dove, 16, Com. J. Nixon, 12th Sept,
sailed from Jamaica on a cruise. Satellite, 18, Com. J. Robb, 12th Sept^, sailed
from Jamaica for Havannah ; 26th arrived. Scorpion, 10, Lieut Com. E. Gayton,
15th October, Malta. Seringapatam, 46, Capt T. Leith, 27th August at Antigua.
Serpent, 16, Com. R. L. Warren, 12th Sept, sailed from Jamaica for Nassau.
Snake, 16, Com. A. Milne, 28th August at Bermuda ; 14th Sept Jamaica ; 18th
sailed on a cruise. Tribune, 24, Capt. Tomkinson, 17th October, arrived at Lisbon
from a cruize. Vestal, 26, 27th September at Bermuda. Volage, 28, 13th August,
arrived at Madras. Volcano, St V., 25th October, arrived at Gibraltar, and sailed
again. Wanderer, 16, Com. T. Bushby, 20th Sept, at Jamaica. Wasp, 16, Lieut
Crozier, 4th October sailed from Malta for Gibraltar ; 25th arrived. Weazle, 10,
Com. J. Simpson, 25th October sailed from Valencia for Castellan de la Plana.
Wellesley, 74, Capt. F. Maitland, 5th July at Singapore. Wizard, 10, Lieut.
Com. E. L. Harvey, 16th Sept, arrived off Bahia. Wolf, 18, Capt E. Stanley, 30th
August sailed from Madras for England.
Virtfc.
On October the 20th, at Pen Tamar
Cottage, Stoke, Plymouth, the lady of
Captain W. Wm. Walker, R.N., K.T.S.,
of a daughter.
East Street, Red Lion Square, to Jane
daughter of the late Captain C. Pollard,
R.N.
Lately Edward Nairne, Esq., of Lam-
beth Terrace, to Elizabeth, daughter of
Captain Guyon, R.N., of Richmond,
Surrey.
jttarrtagcs.
At Edgeworth Town, Ireland, on the
8th Nov. Capt. Francis Beaufort, R.N., to
Honors, daughter of the late Richard
Lovett Edgeworth, Esq.
On the 31st, Oct at Old Marylebone
Church, the Rev. Wm. Palmer, M.A.,
of Worcester College, Oxford, to Sophia,
eldest daughter of Capt Beaufort, R.N.,
Hydrographer to the Admiralty.
On the 12th June, at St David's
Church, Hobart Town, John Price, Esq.
third son of the late Sir Rose Price,
Bart, to Mary, eldest daughter of the
late Major Franklin, and niece to his
Excellency Sir John Franklin.
On the 1st November at St Andrew's
Church, Lieut S. Fowell, R.N.son of the
late Capt Fowell, R.N., to Charlotte,
daughter of Mr. J. Row, apothecary,
Corn wall-street
On the 5th November, Capt. P. D.
Bingham, R.N., to Jane, widow of the
late Capt. Howard, of the Hon. Com-
pany's European Regiment, Calcutta.
At Hellenville, Upper Canada, Captain
Robert Stevens, 37th Regiment, to
Helen, relict of Captain Benj. Street,
R.N., daughter of the late J. Fogo, Esq.
Edinburgh.
At St. James's, Captain the Hon.
Edward Wodehouse, R.N. to Diana,
only daughter of the late Col. Thornton,
of Falconer’s hall, Yorkshire.
Lately, Ambrose Haynes, Esq., cf
Scales.
At the Royal Naval Hospital, Stone-
house, Oct 31st Captain John Pole, son
of the late Rev. Dr. Pole, of Burford,
Wilts, and nephew of the late gallant
Admiral Sir C. Maurice Pole.
At Marshall Hall, Dublin, on the 31st
October, aged 50 years, Captain Thomas
Monck Mason, R.N., son in law of the
late Honourable Sir George Grey, Bart
At his house, Alexander-square,
Brompton, on the 23rd of Oct. Edward
Knowles, Esq., Chief Clerk of the
Transport Department, Admiralty. He
was a faithful public servant for 42 years,
and is deservedly lamented by a large
circle of friends.
At St Hilliers, Jersey, Commander
George Bettesworth, R.N., aged 63
years.
At Swansea, on the 21st October, Com-
mander John Langdon, who lost a leg
when serving in the Endymion, in the
memorable forcing the passage of the
Dardanelles.
On the 30th October in Belgrave-
tquare, Elizabeth Favell, wife of W. K.
Dehany, Esq. and daughter of the late
Vice Admiral M. H. Scott
At Madras, Lieutenant John Ramsay,
H.M.S. Favourite.
At Jersey, on the 2nd October, of
dropsy, Commander Reuben Paine.
Lately, at Edinburgh, Lieutenant
John Coxctter Shell, R.N.
Digitized by VjOOy Ic
872
METEOROLOGICAL REGISTER
At Sheerness, on the 17th October, Mr.
Joseph Bass an, Assistant Surgeon, R.N.
On the 19th October, at her father’s
residence, in Cold Harbour, Gosport,
Mary, eldest daughter of Rear Admiral
Carter.
At Moretonharapstead, on the 14th
November, Lieut. William Hooper, R.N.
in his 54th year.
At Richmond, Surrey, Henry S. Butt,
Esq., Commander, R.N. in his G9th year.
At Rydc, on the 1st November, re-
tired- Commander William Bush, aged 77
years.
At Kingston, on the 19th October,
Lieutenant Cookson, R.N., aged 45.
At Bletchingly, Thomas, son of the
late R. Allan, Esq., Surgeon, R.N., in his
17th year.
At Jordanstone, Perthshire, George W.
H. Knight, Captain, R.N. Inspector
General of the Coast Guard in Scotia nd.
Meteorological Register,
Kept at Croom’s Hill, Greenwich, by Mr. W. Rooerson, of the Royal Observatory.
OCTOBER, 1838. <
Month Day.
Week Day.
Barometer,
In Inches and
Decimals.
Fahrenheit's
Thermometk r
In the Shade.
WIND.
Quarter.
| Strength
WtATBCt.
D
IB
1
Min.
Max.
A. If.
P.M.
A.M
P.M
Morning.
Evening
In Dec.
In Dec.
0
0
0
0
21
Su.
30-28
30-26
58
61
47
62
S.W.
S.W.
1
1
Od. (2
o.
22
M.
3016
3010
57
60
55
63
S.
8.
1
1
o:
28
Tu.
29-96
29 86
55
57
53
60
S.
s:
1
2
Og.
Og.
24
W.
2972
2984
53
58
52
59
S.W.
s W.
2
2
BopT 1)
Be
28
Th.
3011
30 04
48
57
43
58
S.
s.
1
2
Be.
o
26
F.
2977
29-81
55
56
51
59
S.W.
8.W.
4
5
Or. (2)
Be.
27
S.
29-90
29.76
48
54
39
57
S.
S.W.
4
6
Qbc.
Qor. 31 (4)
28
Su.
2960
29-56
50
54
49
58
S.W.
S.W.
2
4
Or. (1)
Qor (41
29
M.
29 34
29 55
47
49
44
51
W.
w.
10
6
Or. (1
QV
30
Tu.
2973
29*74
44
50
38
51
S.W.
S.W.
3
3
B.
Be
31
W.
29*82
2976
42
41
39
43
N.E.
N.W.
4
4
Ogr. (2)
Be
1 October — Mean height of the Barometer
29-977 inches; Mean temperature =51 -0 derrm I
Depth
of Rain fallen = 1
•80 inches.
NOVEMBER, 1838.
1
Th.
29-41
29-32
46
46
36
49
W.
S.W.
PVj
2
Or. (1)
2
F.
2932
29-26
40
44
35
47
S.W.
N.W
BB
4
B.'
ncp. v 3
3
S.
29-44
29-31
36
44
31
45
S.W.
S.
Syn|
2
Bern.
4
Su.
28-85
28-80
44
52
40
53
S.W.
S.W.
MM
1
Bcr. Cl
Be
f
M.
2915
29 24
44
45
40
49
S.W.
N.W
KB
2
Od. 2
6
Tu.
29 70
29*70
88
47
35
47
S.W.
S.W.
2
B.
Ber (41
7
W.
29-46
29 46
53
47
44
59
S.W.
S.W.
M'
6
Qor. (1) (2)
Bop. (4
8
Th.
29-55
29*55
48
52
47
54
S.W.
sw.
K*|
5
B.
Or. (4)
9
F.
29’36
29*42
44
48
43
49
S.W.
S.W
BB
2
Or. 1 (2 )
Be
10
S.
29-68
29-72
39
44
36
46
w.
8.W.
BB
2
Be.' '
Be. I
11
Su.
29-63
29.57
32
40
30
42
N.
N.E.
i
2
Of.
Od. (1} i
12
M.
3008
3018
36
44
34
45
N.
N.
4
4
B.
B ' [
13
Tu.
30-40
80-38
34
43
32
45
N.E.
N.E.
n
2
B.
B,
14
W.
30-22
3012
32
42
30
44
N.E.
N.E.
If
4
^KTIB
O >
13
Th.
29-90
29*82
40
44
38
45
N.E.
N.E.
BB
1
Ofd. ( 2)
O. I
16
F.
29-67
29*63
41
44
39
46
N.E.
N.E.
2
Gof.
Got 1
17
S.
2972
2971
40
43
38
44
S.W.
N.W.
n
1
Of.
Rrfr 4) :
18
Su.
29-64
29-64
44
45
24
46
N.E.
N.E.
n
5
1 Or. (3) ll>
19
,u •
29-55
29-48
39
38
38
40
N.E.
N.E.
rl
5
'Qor. (3j ;<1
20
TU.
29-63
2963
37
39
36
40
N.E.
N.E.
1 *
Odr. (\)
°*
Errata in September, 1888, Mean temperature, for 88*9 degrees, read 55*9 degrees : and in Ernsts
under October, for 19th day of May, read 14th day of that month.
For explanation of abbreviation* used in the columns 44 Weather," and 14 Strength of Wind "
February number. ^ *
LONDON! T. STANLEY, PRINTER, 17, BARTLETT'S BUILDINGS, UOLBORX.
Digitized by
OS, HOLBORS
Googk
INDEX TO VOL. IL
ENLARGED SERIES.
HYDROGRAPHY.
Accident at Plymouth 835
Actseon Islands, Pacific, Discovery of,
with a chart, 13.
Actseon, J Voyage of H.M.S. in the
Pacific,' 73.
Agger Channel, notice of its condition,
217.
Alien and Quarantine Laws 797
Allas, Observations on Strait of, 218.
Alloy of zinc and copper 833
Alta Vela I., remarks on by E. H, 11.
Alacran, description of, 804.
Ambrose I. and Felix, 'position of and
directions for, 582.
Amsterdan Island, 842.
Arenas Cay, Gulf of Mexico, 723.
Arroas Isles, Proas of, 795.
Arrowsmith’s Bank, position of, 366.
Avis Islands, remarks on, by E. H., 11.
Ballingall, Mr. testimonial to 856
Bally, peak ofj 219.
Barbados, anchorage off, 483.
Barlow Mr. W. H. on illuminating light
houses 806
Barrow J. visit to Geysers 818
Bay of Fundy, on its navigation, 438.
Beachy Head Light, on its position, 511.
Beagle Bank, position, 682.
Beata Island, remarks on, by E. H., 11.
Belle Island, currents of, 76.
Bellinghausen Island, position of, 738.
Bermuda to Barbadoes, passage, 433.
Belcher Capt. notice of 836
Boulogne, Port of, description and di-
rections, 145.
Bonin Islands, anchorage off, 797.
Bookit Battoo, position o£ 793.
Brazil, bank off the north coast of, 221.
Bristol Channel, notice of new buoys in,
639.
Browse Shoal, position, 683.
Bruas river, anchorage off, 794.
Buenos Ayres, on the anchorage of, 222.
Buoys, entrance of Biter Dec, 295.
Buoys, manacles, 294.
Callaro, strait of, remarks on, 793.
Campeche, on anchoring on the bank*
506.
Canea Bay, Candia, 758.
Candia, on approaching, 759.
China, Cochin, remarks on coast, 796.
China Sea, rock at entrance, 796.
ENLARGED SERIES. — NO. 12. — VC
m
China Sea, new shoals in, 721.
China Sea, rocks in, 386.
Christina Island, Marquesas, notice of,
74.
Clark’s Island, Pacific, 651.
Claudius Rock/St. Senida, 151.
Corsair rock, China sea, 386.
Corsair Rock China Sea 386
Curacoa, notes on, 363.
Current between Monte Video and Rio,
577.
1 in Gulf of Mexico, 505.
in Pacific Ocean, 583.
— of the^t Lawrence, 75.
— — of the ocean, Atlantic, 859.
Currents of the ocean, 837.
Dee River, buoys at entrance to, 295.
D'Entrecasteaux channel, 635.
Dulce Gulf, noteson, 817.
Eustatius/jSt., Island, 436.
Falkland Islands, on passing'them, 579.
Gale in Gulf of Mexico, indications of,
506.
Governour Rock^off Donaghadc, 62.
Graham Shoal, Mediterranean, account
150.
Grenadine* r Islands, notes on, tides, 434.
Grey Shoal, position, 68S.
Gulf Stream, weather in, 436.
Harrison, Capt. I.,on Rio Grande, 297.
Herradura, rock in port of, 443
Honolulu, position of, 655.
Hook of Margate buoy, 553.
Horn, Cape, a winter passage round, 577
Horn, Cape, on passing it, 580.
Island, "rocky, new one, 797.
Jacquet_Island, notice of, 366.
Karakakooa Bay, directions for, 841.
Laguna, Gulf of Mexico, directions for,
508.
Lighthouse, Cowes, 835.
Liverpool, alterations in the buoys of, 9.
Local Attraction, in St. Lawrence, 84.
Lombock, peak of, 219.
. for 1838. 5 s
Digitized by
Google
INDEX TO VOL. II., ENLARGED SERIES.
Loo Choo, short visit to, 796.
Lurcher Shoal, notice of, 469.
Macao Roads, notice of, 795.
Madagascar shoal, its position, 510.
-■ ■ », description and position
of, 589.
Magdalena Island, Marquesas, notice of,
74.
Malacca, s^nd bank in strait, 793.
Manacles, buoy on, by Trinity House,
294.
Marquesas Islands, voyage to, 73.
■, voyage to, from Valparaiso,
584.
Masabello Bay, Candia, 759.
Mexico, Gulf of, remarks on its naviga-
tion, 505.
Midgley shoal, Atlantic ocean, 587.
Min River, anchorage off, 795.
Morgan Rock, Australia, 147.
Navigators* Islands, harbonr iu, 119.
Otaheitl, passage to, from Owhyhee, 737.
•, appearance, 738, 741.
Pacific Islands, Ascension, strong,
pleasant, 514.
PapiStG Harbour, 739.
Partridge Island, light on, 440.
Paulo San Bay, anchorage in, 578.
Plata River, navigation of, 222.
Pondicherry Roads, notice of, 277.
Port Novo Coromandel, notice of, 2 ?5.
Pulo Varela, resources of, 794.
Ramitara Island, position of, 738.
Resolution Bay, Marquesas, notice of, and
position, 74.
, Marquesas, 584.
Retimo, Port, 760.
Rio Grande, bars of, changes in, 267.
Rio Janeiro, weather at, 577.
Rob Roy rock, China Sea, 386.
Rock ofT Candia, 445.
Royal George shoals, E. channel, 511.
Rurutu Island, position of, 738.
Sable Island, 445.
Saguenay River, anchorages in, 568.
SL Anne harbour, Curacoa, directions
for, 364.
St. Catharine's Point, light on, 295.
St George's shoal, position o£ 637.
St. John's visited by H.M.S. Cornwallis,
440.
St. Lawrence, remarks on its navigation
by Captain Bayfield, 1, 75.
, on the currents of, 75.
—, geographical positions in,
83, 148, 226.
St Thomas Harbour, Virgin Islands, 151
Salines Point, anchorage off, 435.
Siak, strait of, remarks on, 793.
Sisal Bank, description and position of,
589.
Seal Island, notice of, 439.
Shoebury-ness buoy, 553.
South Sea Islands, directions for, from
Chili, 225.
Standia Island, Candia, 759.
Staten Land, its appearance, 579.
Suda Gulf, notice of, 759.
Suda Port, 760.
Sumbawa Island, notice of, 219.
Tadousac Harbour, directions for, 567.
Thompson, Mr. Richard, Master, R.X.,
580.
Torres Strait, inner passage to, 296.
Valparaiso, weather at, and best anchor-
age, 581.
Vera Cruz, directions to vessels bound
there, 505.
— ■ —, on mooring there, 50S.
Wareham Rocks, notice of, 73.
White water phenomenon, 846.
LAW PROCEEDINGS.
Alarm, wages, 570.
Belgrave, salvage, 427.
Carolus, collision, 65.
Carron, salvage, 427.
Charles Cain, manslaughter, 353.
Claude, pilotage, 784.
Colonist, salvage, 280.
Columbia, salvage, 570.
Commerciant, salvage, 64.
Danizic Packet, salvage, 65.
Dredging steam, Salvage, 1 37.
Flora, salvage, 137.
Gladiator, collison, 354.
Grainger and Bain, libel, 281.
Helena, salvage, 137.
Hersey, bottomry, 66.
Hope, salvage, 280.
Howard, salvage, 426.
Iris, wages, 137.
Isabella, salvage, 427.
Isabella, collision, 643.
Digitized by
Google
TO VOL. II., ENLARGED SERIES.
James, salvage, 784.
I*aing and Forster, charter, 280.
Macdonald, wages, 642.
Magnus, wages, 65.
Margate steamer, salvage, 64.
Maria, salvage, 64.
Martha, salvage, 784.
Meg Merrilies, salvage, 65.
Milby, salvage, 427.
Monarch and Apollo, collision, 784.
Nelson Village, collision, 137.
Nelson, lien, 642.
Ocean, salvage, 709.
Percy, bottomry, 137.
Perth, steamer, collision, 279.
Providence, salvage, 427.
Rapid, salvage, 211.
Richmond, collision, 281. '
Spheroid, salvage, 784.
Suffolk, refusal of duty, 66.
Thomas Moulden, salvage, 426.
Transit, collision, 35, 211.
Union, salvage, 709.
Velocipede, salvage, 427.
Victory, collision, 65.
Waring, &c. collision, 138.
Whigston and Bywater, a ship, 211.
Veates and White, insurance, 211.
LIGHTHOUSE AND VESSELS.
Ardglass, commencement of, 549.
Baltic, near Rugenwalde, 566.
Bristol channel, off Minehead, 639.
Cape Brune, Van Dieman’s Land, 635.
Cape Frio, Brazil, 53.
Cape of Good Hope, by Argus, 416.
Grinez, 133, 365.
— La Hogue, 133.
Cherbourgh Harbour, 554.
Demerara, by Argus, 415.
Demerara, Light vessel at, 422.
Elsinore, Light vessel at, 422.
Enskar, Gulf of Bothnia, 637.
Gibraltar, Foundation laid, 419.
Gull stream, 53.
Great Skerry 696.
Hirtsholm, Cattegat, 864.
Isle Penfret, Glenan Islands, 634.
Killibegs Harbour, 698.
On Lakes of Canada, 696.
Lough Larne Harbour, 864.
Menai Strait, 295 553.
Pembrey Harbour, 269.
Pondicherry, 277.
Porkala & Kanning, Gulf of Finland, 637
Pultney Town, 696.
Rocken end light, 132.
St. Katherine’s Point, I. Wight, 295.
St. John’s Point, 549.
Sunderland Harbour, 131.
Teesmouth, 131.
Valparaiso on the Baja Rock, 649.
Waterford Harbour, 367.
RECORDS OF WRECKS.
Ann, 429.
Benwell, 281.
Brandywine, 282.
Briton, 429.
Canton, 428.
Ceres, 429.
Charles Potts, 428.
Comet, 282.
Cordelia, 283.
Cornwallis, 66.
Defiance, 282.
Delight, 282.
Douglas, 428.
Digitized by v^ooQle
INDEX TO VOL. II., ENLARGED SERIES.
Dumbarton Castle, 429.
Edgar, 428.
Elvira, 67.
Emerald, 67.
Forfarshire, 710.
Fortitude, 67.
Friends, 428.
Harmony, 138.
Hebe, 282.
Hope, 428.
Howard Castle, 711.
Indian Chief, 67.
Industry, 282.
Industry, 428.
Isabella, 67.
Jane sloop, 13R
James, 428.
John and Eliza, 429.
John Stamp, 281.
Killarney, 211.
Killigrew, 67.
Leda, 67.
Liberty, 428.
Lyra, 428.
Martha, 288.
Mary, 282.
Mary, 428.
Medora, 211.
Midas, 428.
Oak, 428.
Olive Branch, 288.
Orelia, 68.
Paragon, 429.
Providence, 428.
Rainbow, 281.
Robert, 281.
Rose, 288.
Sir F. Burton, 281.
Sir Robert Dick, 211
Sydney Packet, 288.
Thetis, 283.
Thistle, 211.
Tiger, 67.
Townsend, 428.
Trio, 428.
Victoria, 427.
Wansbeck, 429.
William, 138.
Wolf, 282.
REFERENCE TO NOTICES OF THE DEATHS OF COMMIS-
SIONED AND OTHER OFFICERS OF THE ROYAL NAVY.
Admirals.
Daniel, W. H., 431.
Grey, Hon. Sir G., 431.
Hayes, John, C. B., 359.
Malcolm, Sir P., G. C. B., 57 5.
Mansel, Rt, 143.
O’Brien, R., 859.
Pearson, R. H., 143.
Quinton, — 431.
Rodd, Sir T., 792.
Tobin, G. C. B., 359.
Tower, John, C. B., 71.
Winne, John, 575.
Wodehouse, R., 359.
Wolley, 143.,
Worsley, R. 359.
Greenaway, John, 359.
Haynes, Henry, 359.
Jervoice, W. C., 72.
Knight, George, W. H. 2
Losack, W., 648.
Monck, Thomas 871
Norman, T., 431.
Parkinson, 359.
Paterson, W. 503.
Peyton, Sir J. P., K. C. H. f 431.
Pulling, G. C. 431.
Pole, John, 871
Robinson' George, 575.
Selsey, Lord, 359.
Shepherd, Lewis, 431.
Simpson, W. 719.
Southey, 359.
Street, B. 648.
Templar, H. 432.
Captains.
Barclay, S., 359.
Davis, R. P., 143.
Douglas, Hon. G., 719.
Commanders.
Barrow, 431.
Betteswortli, George, 871
Clayton, John, 360.
Digitized by
Google
INDEX TO VOL. II., ENLARGED SERIES.
Butt, Henry S., 872
Bush, William, 872
Crosdaile, T. P., 719
Dixon, G. F., 359.
Edwards, John, 288.
Good, John, 719.
Langdon, John, 871
Lindsay, 72.
Mallet, W., 287.
Notter, W ., 360.
Pryn, P., 431.
Payne, H., 720.
Paine, Edwards, 871
Simmonds, J.,287.
Southey, Thomas, 288.
Spencer, C, 360-
Timmins, T. S. 360
Wing, 791.
Wynne, P. S. 648.
Lieutenants.
Arlett, W., 359.
Barber, J., 431.
Blair, D., 431.
Brooking, A., 504.
Browne, John, 288.
Coxetter, John, 871
Deschamps, H. P., 432.
Dick, T. G., 575.
Fortescue, G., 575.
Foster, James, 431.
Glinn, R., 503.
Hooper, William. 287.
Huberfield, Isaac, 360.
Harvey, Lyne, 288.
Kinnaird, Hon. G. H., 432.
Lesley, W., 504.
Mc'Ghie, James, 576.
Millar, Adlard, 504.
Mills, W., 216.
Mudge, G., 648.
Owen, E. E., 288.
Ramsay, John, 792.
Robinson, T., 432.
Warren, W. S., 648.
Welch, Arthur, 288.
Young, Tobias, 576.
Masters.
Burstall, R.,648.
JelTer eys, N., 16.
Keith, J., 576.
Pinnix, R., 575.
Spencer, Ed., 720.
Turner, R, 719.
Weir, R, 144.
Midshipmen.
Heyman, 432.
Innes, W r. F., 575.
Pitcairn, R., 431.
Mates.
Barrow, 720.
Field, J. S., 575.
Millar James, 791.
Taplen, T. M., 576.
Watson, 575.
Surgeons.
Cole, 720.
Donaldson, W„ 860.
Fisher, Alex., 72.
Gilfillan, Alex., 359.
Heath, John, 431.
McKinnel, M.D. 792.
Morgan, G. B., 288.
Scott, James, 72.
Stirling, John, 216.
Tenant John, 216.
Threshie, A. O. H.,575.
Walker, 143.
Weymouth, John, 359.
White, Alex., 860.
Williams, H., 792.
Purser*.
Best H., 719.
Clyde, J., 216.
Hawker, M 0 503.
Henderson, J., 143
Hood, W., 791.
Marchant, J. M., 143.
Marsden, M., 576.
Simpson, T., 648.
Digitized by v^ooQle
INDEX TO VOL. II., ENLARGED SERIES.
ORIGINAL PAPERS AND NAVAL CHRONICLE.
Aberdeen lights*noticed, 350. ]
Accident at Plymouth, 835.
Accidents, steam-boat, 279.
Actscon, H.M.S. voyage of, 73, 469, 514.
Adams, James, of Rainbow, discharged,
549.
Address of ship-owners at Quebec, ^548.
Adelaide, Australia, arrivals at, landing
of the first governor, 53.
Adelaide, H.M.S. view of, 202.
Adelaide, Queen, departure of, 772,
Adele, a tale of France, 501, 569.
Admiralty, duties of first Lord, 202.
Allen, Capt on]local attraction, 637.
Alacran, description of, 804.
Alien and Quarantine laws, 797.
Alloy of zinc and copper, 833.
Ambuscade, H.M.S. on raising, 101.
Americanexpedition by Argus, [416.
America, steam navigation, established
with, 491.
American steam boats, 536.
Amsinck Lieut,, on lights at mouth of
Thames, 207.
Anchor, plan of a jury 'one by Captain
Milne, 344.
Anchor proposed by Mr. Ross, 610.
Anchor Lieut. Rogers, 638.
Andrew White, brig case of, 777.
Antarctic voyage, 779.
Anti-chimera, letter of, 492
Apollo *and Waterwitch, operations on,
481. ‘
Appointments, 69, 141, 213, 286, 356,
429, 501, 571, 645,717,789.
Archimedean steamer, launch of, 774.
Arenas Cay, Gulf of Mexico, 723.
Argo on H.M.P. Ranger, 270.
Argonaut on mean level of sea, 199.
Argonaut on sea snakes, 528.
Arnold Lieut, by Argus, 415.
Arnold Lieut, see Coalwhippers, 622.
Arrowsmith’s bank, position of, 366.
Ascension, sickness at, 487.
Ascension, command given, 549.
Astrolabe and Zelee, voyage of, 182. i
-- -, notice of, 695.
■ ■■■ ■■ - ■, arrive at Concep-
tion, 772.
— ■, voyage of, to south
pole, 779.
— — — voyage to the south con-
sidered, 781.
Atlantic navigation by steam, report on,
24.
Atlantic steamers arrival at New York,
425.
Atlantic dangers, 479.
Australian surveys, Torres Strait, 200.
Australia, establishment on northern I
shore, 4S7.
Ayscough, Lieut, dismissed his ship,
550.
Back, Capt., presented with medal of
Geographical Society, 63.
Back, Capt Sir George, expedition of
Terror, 644.
Bain, Capt, by Argus, 414.
Bally, coin current at, and measures, 220.
Ball ingall, Mr., tribute of respect to,
857.
' — — testimonial to 856.
Bankside steam-boat pier, 770.
Barlow, W. H., on illuminating light-
houses, 806.
Baibadoes appearance of, 433.
Barges, the reason of their sinking in
river, 771.
Barrow, Sir John, life of Howe, 139.
Barrow, J. Visit to Geysers, 818.
Bars of harbours, cause o£ 100.
Bars of Harbours, 97.
Barrow, Com., by Argus, 411.
Bate, Mr., of Pelican, heroic act o£ 627.
Bate, Capt., R.M. death of, 487.
Bate, Mr., his ruling machine, 787.
Bateson, Mr., by Argus. 410.
Beagle, report on her lightning conduc-
tors, 309.
Beagle, arrival of, in Swan River, 549.
Beagle, H.M.S. proceedings of, 679.
Beechey, Capt, on the Governor rock, 62.
, refutation of Capt Du-
perry's remarks, 237.
Belcher, Capt, notice of, 836.
Bennet, Mr. sermons of, 501.
Bermuda, winter at temperature, 433.
Biddlecombe, on the Actseon Islands, 13.
■ directions for south-
sea Islands, 225.
Bideford, Port of, Capt Denham's im-
provement of, 499.
Biden, Capt, return from China with
petition, 488.
Births, 71, 142, 215,287, 358, 43l, 503,
575, 645, 717, 791.
Blossom's voyage, Duperry’s remarks,
237.
Blunt, Messrs, on American lights, 549.
Boat on proper time to send from a ship
under way, 450.
Boulogne, port of, 145.
Boulogne steamer discontinued, 697.
Bowditch, Dr., by Argus, 411.
Berwick harbour improvements, 773.
Boyd’s tar paint noticed, 353.
Braganza brig, case of, 703.
Brandreth, Capt, by Argus, 416.
Brenton, Capt, life of St Vincent, 354.
Briscis, loss, notice of, 347.
Digitized by ' ^.ooQle
INDEX TO VOL. II., ENLARGED SERIES.
Briseis, by Argus, 415. I
Bristol committee, report to on I
navigation, 24.
Bristol channel, changes in sands, 693.
Brittanicus on qualifications of officers of
Merchant shipping, 399.
British association, meeting of, 623.
British Flag in India, 264.
British gratitude, Ship, 227.
British Queen, by Argus, 413.
British Queen steamer, 551.
Brongniart on vegetation, 314.
Brooke, Mr., his intended voyage, 772.
Brougham, Lord, on his speech on sla-
very, 170.
Brown, Capt., J. H., account of shoals
in China Sea, 721.
Brown, Lieut, T., paid off, 772.
Brown, Capt., medal presented to, 135.
Buenos Ayres, port charges and pilot
charges, 223.
Bulow Baron, on Prussian merchant
ships, 193.
Cable, improved French, 859.
Caernarvon bar, light proposed for, 293.
Cairn point light, noticed, 350.
Caisson, Capt. Ramsay's remarks on,
266.
Caledonian, account of her crew saved,
227.
Camden, late packet notice of, 348.
Camden, notice of, 627
Canada expedition, notice of, 350.
Candia, repairs of public works at, 760.
Cape light, by Argus, 416.
Cape Jetty, at by Argus, 416.
Copper sheathing on protecting, 624.
Capper, Colonel, on storms, 713.
Carrick, Mr., his feeder for steam-boil-
ers, 34.
Carrick, Mr., on his paddle-wheel, 114.
Carter, Lieut. T., by Argus, 410.
Catamaran, Mr. Cunningham described
303.
Caves of Socotra, 731.
Chads, Capt plate presented to, 410.
Chagres and Panama on communication
between, 834.
Charlton, Mr. Consul at Sandwich
Islands, 655.
Charts, new of Admiralty, 284, 285, 501,
Chasing, on by Lieut. Raper, R.N., 446.
Chesney, Colonel, presented with Geo-
graphical Society, premium, 554.
Chester, Port of Sir John Rennie, on 123.
Chronometers rated at the Cape, 134.
■ — rated at Madras, 278.
— — — rates on obtaining, 374.
— rates, magnetic influence
on, 386.
accuracy, 402.
Civil servants, of East India Company,
330.
Claxton, Lieut his account of the pro-
ceedings of the Dygden, 227.
Clementine brig, case of, 613.
Coal, on the qualities of different, by
Mr. Laird, 28.
Coals, expenditure of, at Atalanta, and
Berenice, 93.
Coals formation treated on, 314.
Coalwhippers of London, case of, 622.
Cockney aquatics, 3 55.
Codrington, Sir Edward, plate to, 486.
Coin, current at Bally, 220.
Colliers boilers, considered, 379,
■ remarks on in defence,
473.
Collingwood, intended monument to, 773.
Columbus steamer, view of, 202.
Commission, naval and military proceed-
ings of, 487.
Committee of officers, 422.
Communication & c., ‘ Boats,' 450.
Condenseraent, Mr. Symington’s mode of
89, 638.
Cook, Captain, Monument at Sandwich
Islands, 656.
Cooper, Lieut, case of, in wounding a
waterman, 483.
Corney, Mr., Curiosities of Literature,
787.
Cornwallis, H.M.S., passages of, 433.
Coromandel Coast, weather on, 289.
Coronation of Queen Victoria, 544.
Court Martial on Lieut. Mottley, 211.
Cornwall Institution, lecture at, 844.
Cowes, light at, 835.
Cramp, Mr., Philosophy of Grammar,
786.
Crichton, Scandinavia, 355.
Crimps at Madras, 487.
Cunningham, Mr., his Life-boat, 179.
— —, Mr. his Catamaran, 303.
Curacoa, Notes on, 363.
Curtis, Mr. on Simplicity of Living,
284.
Custom House Regulations, a Skipper,
on, 30.
Darling, Grace, rewarded, 772.
David Ogilby, ship, murder of her cap-
tain, 840.
Davy, Mr., on Cornwallis’s proceedings,
433.
Deal, Pier at, proposed, 268.
, notice of, 349.
Dean and Abbinett, their diving pro-
ceedings, 697.
.ueatns, 71, 143, 215, 287, 359, 431, 503,
575, 645,717, 791.
Dee River, Sir John Rennie, on, 123 249
Demerara Light, by Argus, 415.
Denham Capt., thanks to, for improve-
ment of Bideford, 499.
Denham, Capt. on the buoys of Liver-
pool, 9.
Digitized by vjOOQlC
INDEX TO VQL. II. ENLARGED SERIES.
Dent, Mr., on Longitude of Paris, 402.
Discipline,, mode of obtaining, 830.
Dulce, Gulf of, notes on, 816.
Dick, Dr., Celestial Scenery, 283.
Dickey, Com., death of, on coast of
Africa, 549.
Discipline of Merchant Service, 668.
Diktance, money for pilots, 764.
Downes, Com., Annular Scuppers, 62,
Dreadnought ship, notice of, 36
■ — ■ ■, by Argus, 415.
Durham, Earl of, his landing at Quebec
546.
D’Urville, voyage of, to South Pole, 779. '
Eastern Seas, seamen wrecked on, 59.
Engineers Admiralty uniform regulated,
135.
Eimeo Island, population of, 740.
Engineers, papers on subjects connected
with their duties, notice of, 569.
Engineers, naval, Admiralty order, 611.
English, character of, at Socotra, 608.
Epsley, Mr., his theory, Sir John Her-
schel’s opinion of, 7 84.
Equator, on crossing, 469.
E. S. on Provisioning Merchant Ships.
114.
Europeans in India, observations on,
326, 392.
Euphrates Expedition, short sketch of,
556.
Evans, Mr., on Holyhead as a packet
station, 104.
Examination of officers of Mercantile
marine, 157,
Expedition America to Pacific, 302.
—, Scientific, one of U. S. 696.
Falkland islands, visit there, 471.
Falmouth, as a packet station noticed,
348.
Feeders for Steam Boilers, by Mr. Car-
rick, 34.
Fires in metropolis, 130.
Fische, Mr. his well gauge, 409*
Fisher, Mr. G. on horizontal magnetic
force, 91.
1 — ■ on magnetic influence on
chronometer rates, 386.
Fish, during rain fall of in India, 683.
Fitz Roy, Capt. on the Beagle's light-
ning conductors, 309.
■ ■■ river, Australia, explored,
681.
Flag British, in India, 264.
— merchant, 660.
Floriade, notice of Galapagos, 96.
Fog signals, Capt Smith’s, 133.
Forbes, Mr. the American missionary,
Forfarshire, wreck of sold, 833.
Formulae, on use o£ 716.
Freight money, paid to Greenwich, 131.
French laws, see French, 14.
Fuel, compressed of Mr. Oram, 624.
Fulton, Mr., by Argus, 412.
Funchal, query concerning, 206.
Fundy Bay, canal from to St Lawrence,
775.
Funeral obsequies, in Socotra, 731.
Gaimard, M. his return from Spits-
bergen, 773.
Galapagos, notice of, 96.
Galbraith, barometric tables, 355.
Garrett, Admiral, plate presented to, 409.
Geographical Society, medal to Capt.
Back, 63.
—, notice of, 208.
■■ t premiums, 554.
Geysers of Iceland, 818.
Gibraltar, lighthouse, foundation laid,
419.
Glamorgan lighthouse blown up, 480.
Glamorgan and William, expense of
blowing up, 628.
Glascock, Capt, landsharkj and sea-
gulls, 715.
Glow-worm steamer, launch of, 486.
Gorgon steamer, description of, 563.
■, vindication of her
character, 700.
passage of to Plymouth, 702.
steamer, notice of, 774.
Gran ton pier, by Argus, 414.
Graves, Lieut. T., presented with a pipe,
772.
Great Western, notice of, 347.
by Argus, 412.
, arrival at New York,
425.
, 2nd departure of, 478.
voyages of, 550.
Grant, Capt., on fish falling during rain,
683.
Green, Lieut P., boat of, 697.
Greenwich Hospital, freight money re-
ceived by, 131.
■ —, steam-boat docks at, 279.
docks, notice of, 348.
Grevelink, Lieut, on Curacao, 363.
Grenada, appearance of St George town
and bay, 435.
Grey, Lieut, notice of, 695.
Grinez, light noticed, 349.
Ground tackle of ships of war, 343.
Half-pay, origin o£ 28
Halifax Whaling Company, 487.
Hanalac, Sandwich Islands harbour, 615.
Harbours, on the bars of, 97.
■ of Refuge, Mr. Tait on, 707, 775
Digitized by v^ooQle
INDEX TO VOL. II., ENLARGED SERIES.
Harris, Mr. on improvement of Seamen.
02.
— on Lightning Conductors for
Ships, 111. 1
• • • — —, on Lightning conductors for
ships, in answer to Mr. Roberts, 804.
on Damage by Lightning,
590.
- S., on Lightning, expense
incurred by, 747.
; S., lecture of, 844.
Hastings, 74, fitting for Queen Adelaide,
549.
Hastings, proposed Harbour at. 773.
Hebeler, Mr., on the Mercantile Navy of
Prussia, 535.
Henvey, Com., Life buoy of, 774.
Herschel on the longitude of Paris, 407.
Herschel, Sir John, dinner to, 416, 485.
— created a baronet, 552.
his opinion of storms, 715.
• his opinion of the theory of
hurricanes, 782.
Hermione, see " Walsh,” 466.
Hiram on Collier’s Boilers, 379.
Hoe, Mr., invention of, 623.
Holyhead Harbour as a packet station
104. ’
Ingestric, Lord, his motion on naval
architecture, 550.
Investigation on the bars of harbours, 97.
Irish miles, table for converting into Eng.
lish, 417.
Iron Steam-boats, voyage of L’Egyp-
tienne, 105.
Iron ship, notice of first, 884.
■ compared with-tim-
ber, 255.
Ivison, Mr., his patent concerning smoke,
Jones, Mr. Charles, on the French mari-
time laws, 14.
Jaquet Island, notice on, 366.
James, Mr. presented with a sextant, 410
Jeffcott, Sir John, address of, to the grand
jury, 55.
— ■ ■ by Argus, 411.
Jersey, oyster fishery, boundary, 549
Johnson, William, the American brigand,
546.
Keats, Sir Richard, anecdote of, 462.
Kendall, Lieut, on Nova Scotia lights,
362.
Hollow shot, experiments with, 847.
Honolulu, position of, 655.
Hoskins, Lieut, letter to, on speed of
steamers, 073.
Howard, Mr., Steamer, by Argus, 412.
Huggins, Mr., views of, 787.
Humane Society, medals given by, 133.
Humanitas, on Australian surveys, 200.
Hurricanes, observations on, by Stormy
Jack, 35.
— notice on, 133.
■ ■■■ — by ship, Eliza, 454.
and Typhoons, questions on,
460.
notice of, Colonel Reid’s
work on, 569.
— — Colonel Reid, on, 782.
Hyman, Mr. of H.M.S., Wolf, killed by a
snake, 529.
Iberia, collision of, 771.
Ice of the St Lawrence, 3.
Imogene, H.M.S., voyage of, 737, 651,
577.
Impressment, effects of, 062.
Indian Navy, superintendent of, 273.
India, on Europeans in, 326.
— — expense of passage to, 398.
■ - ■ — steam to, by Cape of Good Hope,
097.
■ on steam to, 773.
Inglie, Sir R. slavery, by Argus, 416.
Ingestrie, Lord, motion in parliament on
ships, 487.
ENLARGED SERIE3. — NO. 12. — VC
■ method for pumping
ships, 773.
Kennish, Mr., notice of, 347.
on concentrating fire of
ships, 785.
Kerigan, navigation tables, 354.
Keys, Lieut., medal presented, 486.
King sound Australia, explored, 680.
Laird, Mr., iron steam-boats constructed
by him, 105.
Expedition to Niger, 212.
on slave dealing 271.
his refutation of Dr. Lard-
ner’s reasoning, 492.
Lane, Lieut, presented with a medal,
771.
Lang, Mr., his mode of building steam-
ers, 257.
■ benefit of his keel shown, 270.
Lardner, Dr., notice of his theories on
steam navigation, 87.
Laws maritime on the French and
English, 14.
Level mean of sea, 421
Libraries, nautical of France, 339.
Life boat of Mr. Cunningham, 179.
Lifebuoy, Commander Henvey’ s, 774
Life rafts in case of shipwrecks, 461.
Lieutenants, memorial o£ 858.
Lighthouses, on the modes of illuminat-
ing them, 806
Lightning, lecture of Mr. Harris on, 844.
Light of steamers, 835. •
Liverpool steamer, return of, 833.
Lights, see Hydrography, 53.
,.?or 1838. 5 t
' oogle
Digitized by
INDEX TO VOL. II., ENLARGED SERIES.
Lights of steam-vessels, 700.
Lighthouses, American, 696.
Lighting conductors, Mr. Harris on,
— —, in ships consi-
dered, 185.
the Beagle, 809.
-, report on those of
illustrations of
damage in Royal Navy, 590.
Lightning vessels, and new mode of, 624.
Lightning, cases of, H.M. ships damaged
by, 747.
Ligou, Capt., notice of his pamphlet,
347.
Liverpool Steam-boats to New York,
697.
Local Attraction of the compass, great
in the St. Lawrence, 3.
of H. M. S. Princess
Charlotte, 52.
' — in Iron Steamers, 637, 835.
Logs of Merchant Ships,' 698.
Longitude, a mode of finding at sea, 236.
Lowestoff-ness Harbour, 98.
Lynch, Capt, reaches l6t, 548.
Lardner, Dr. Lecture of, 492.
Madras, passages to, from ports of India,
292.
light, remarks on, 487.
— chamber of commerce at, 548.
watering place, at 548.
improvements at, 548.
Port Charges, at, 595.
Magnetic force, horizontal, Mr. Fisher,
on, 91.
Majesty, the Queen, portrait of, 206.
Marquesas Islands, notice of, 73, 515.
account of islands and natives,
584.
" " 1 position of, labour of mission-
aries at, 585.
Marriages, 71, 142, 215, 287,358,431,
503, 575, 645,717, 791,871.
Marine Board of Sunderland, notice of,
162.
■ — ■ officers, origin of half-pay to.
208.
Insurance, exemplified at Wex-
ford, 352.
Marine registry at Madras, revival of.
487.
1 ■ board, of Sunderland, 625.
Mariner’s chart, 663.
compass, on nature of, 203.
Matavai Bay, caution, 740.
Mates of merchant service, Admiralty
circular to, 278.
meeting of, at Portsmouth, 497.
meeting, letter on, 562.
Me Call, Mr. on Wexford harbour, 269.
Mutiny, and murder at sea, 703.
Merchant ships, on the defective con-
struction of, 810.
Mercantile marine, examination of offi-
cers, 157.
Mercator, on steam navigation in India,
86. f
club, 368, 659.
Marryat, Capt. burnt in effigy,
Martin, Capt. on wells in steam-vessels,
45.
Massey’s sounding machine, 2.
Master of a British merchant ship, on
merchant seamen’s dues, 244.
Masters, origin of half-pay to, 208.
~ assistant Admiralty, order on.
850.
Massulah Boats, notice of; 836.
Mercator, on the defective construction
of Merchant ships, 810.
on steamers as sailing vessels
190.
Meteoric shower, 862
Merchant seamen’s society, yearly receipt
of; 58. *
dues, 246.
dues, Bideford, 522.
shipping, on qualification of
officers, 152.
— ; shipping, Prussian examina-
tion of officers, 193.
shipping, officers,, of qualifica-
tions, 399, 733.
ships,, on provisioning, 114.
shipping, on cause of losses of,
153.
Meteorological society, proceedings, 63.
— — — registers, 72, 144, 216,
288, 860,432, 504, 576, 648, 717, 792.
* society, 421.
Meteors luminous, Cornwallis, 442.
Meteor, H.M.S., accident to, at Hama-
raza, 482.
Middlcburgh feet to English, table, 468.
Midshipmen, Admiralty order concern-
ing their admission to navy, 270.
passed, 351
Military of the East india Company,
328.
Mills, Mr., on Symington’s condense-
ment, 235.
Milne, Admiral Sir David, on the colli-
sion of Monarch and Apollo, 61.
» Capt., his plan of a jury one,
344.
Minerva, H.M.S., account of her cap-
ture, 370. r
Miramichi river, notice of; 134.
Mitchell, Mr., his self-register of ship’s
motions, 764.
Monoa Roa mountain, height of, 656.
Monarch and Apollo, on the collision of,
61, 186.
Monsoon, S. W. remarks on, off Bom-
bay, 86.
Moore, Mr., yacht of; fired into, 549.
his ~ *
667.
affairs with coast-guard,
Digitized by Google
INDEX TO VOL. II., ENLARGED SERIES.
Monterey, visit to, 622.
Morrison's bequest, 480*
Mud flats of Indian seas, 794.
Mulgrave Port, 617.
Napier, Lieut., by Argus, 411.
Nautical Libraries of France, 339.
■ Surveys, coast of Wales, 272.
Naval and Military Committee, 422.
Naval Changes, 638.
. — discipline, Mates’ meeting, 562.
Officers, charge on, vindicated by
Mr. Wood, Admiral Adam, and Sir
Thomas Trowbridge, 352.
School Royal, Camberwell, re-
marks on Annual General Meetings,
484.
Naval matters abroad, 834.
Navigation, School of, in Prussia, 264.
Navy List, Officers on, since, 1816, 132.
Navy, on Manning it, considered, 524.
proposals of United Service
Journal considered, method proposed
for, 766.
Negro Slavery, 170.
Needles Light, on its discontinuance,
775. -
Nelson Memorial, progress of, 346.
—. — Memorial, first meeting on, 267.
Monument, subscription for, 483.
Monument, 773.
Newton, Sir Isaac, report of, on Dr.
Papin’ s proposal for Steam Navigation,
599.
New York Liners, 132.
steam to, 279.
distance of, from Land’s End",
491.
Nichol, Sir John, death of, 710.
Nicolai first destroyed by fire, 482.
Night Signals, by Argus, 414.
Nootka Village, account of, 618.
North west expedition, 350.
Norwegian feet, reduced to English, 338.
Norwood, Capt. medal awarded, 628.
Noss Head beacon, noticed, 350.
Nova Scotia lights, notice of, 862.
Observatory, intended one at Rome, 696.
Oliver, Capt appointed superintendent of
Indian Navy, 273.
Ocno Island, notice of, 745.
Otahiti Islands, visited, 519.
production of, 739.
Otway, Commander R. on steam, 140.
Oyster fishery, of Jersey, limits of, 625.
Pacific Ocean, geographical position in,
239.
on exploring, 300.
■ ■ navigation of, 301.
. — American expedition to,
302.
Paddles, on unshipping and disconnect-
ing, 47.
Packets sailing of, 712, 785.
Paington Harbour, by Argus, 414.
Palmer, Mr., medal awarded to, 834.
Papin, Dr., proposal for steam navi-
gation, 598.
Paris longitude of, by chronometers, 402.
means of finding it by
signal, 407.
Paris, on communication to, 833.
Parker, J., Master of Mr. Lockerby
letter of, 839.
Parthenon, 501.
Passages of New Yoik Liners, 29.
ships in India, 292.
Patents, new, 207.
Paumban passage, Ceylon, 130.
state of, 274.
Peacock, Mr., by Argus, 411.
— — medal awarded, 627.
— on raising sunken vessels,
776.
Pembrey, light at, 269.
Percussion locks in French navy^549.
Perry, Capt, bv Argus, M2i
Peyton, Sir John, by Argus, 410.
Phenomenon at sea, 846.
near Equator, 824
Philo- Nauticus, on the losses of mer-
chant shipping, 156.
- ■ — — on merchant officers,
733.
Phoenix, Boulogne steamer, by Argus,
414.
■ Carrick, 114.
on unshipping, and dis-
connecting, 334.
Pierson, Com. W. H., by Argus, 410.
Pilot, H.M.S., launch of, 486.
launch and dimensions of, 550.
Pilotage Bill considered, 543, 688.
Pilotage Bill, a skipper in, 827.
soundings on, 761.
Pincher, H.M.S., loss of, 273.
. — raising of, 481.
Pirates, account o£ various, 694.
Pitcairn Island, notice of, 520, 742.
population of, list, 743.
— position of, 745.
Plate, presentation of, to Lieut Tudor
R.N., 64.
presented to Capt Tune, 131.
presented to Capt A. Russel,
135.
Plants, instructions for preserving, 164.
Plymouth Breakwater, effects of gales
on, 423.
Breakwater, longitude of, 610
Polish Feet, Table for reducing to En-
glish, 518.
Polytechnic Institution, notice of, 628.
Port Charges at Madras, 595.
Port Etches, visit to, 616.
Port Novo, Coromandel, notice of, 275.
Portdynllaen, report on, 860.
Portsmouth Floating Bridge, 774/
■ Docks, 774.
-oogle
Digitized by
INDEX TO VOL. II., ENLARGED SERIES.
Prinsep, Mr., account of fish falling in
rain, 686.
Pritchard, Lieut R., verdict of Coro-
ner's Inquest, 4
- ■■ ■ Mr., appointed Consul a
Otaheiti, 739.
Promotions, 69, 141, 212, 286, 356, 429,
501, 571, 645, 717, 789.
Propeller for Steamers, 551.
Provisioning Merchant Ships, 114.
Prussia, School of Navigation in, 264.
Merchant Ships, Examination of
Officers, 193.
Mercantile Navy, tonnage of,
535.
Qualifications of officers of Merchant
shipping, 399.
Quarantine Regulations, a Skipper, on,
80.
Quarantine laws, thoughts on, 797.
letters on, 848.
Quays, Public, at home and abroad, by
Quid, 40.
of the Thames, compared with
others, 261.
Quid on Timber and Iron Steamers, 25 5.
Raft, Navigable, in case of Shipwreck,
266.
Rainbow, Iron Steamer, 423.
Marine of, discharged for firing
into wherry, 549.
Ramsay, Capt on Steamers as sailing
vessels, 47.
— Capt, remarks on his Caissoon,
266.
Capt, on paddle-wheels, 834.
Random Rambles, 368, 462, 659.
Ranger Packet, notice of, 202.
H.M.S., on shore at Falmouth,
270.
-■ — — notice of, 348.
Raper, Lieut, R.N., on Chasing, 446.
Rapid, loss of H.M.S., 488.
Court Martial on, 627.
Redfield, Mr., on speed of Steamers, 673.
— his explanation of Storms,
713.
Refrigerating Steam Condensement, 235.
Reid, Colonel, on Storms, 712, 713.
Rennie, Sir John, on River Dee and
Port of Chester, 123.
— • Report of, on River
Dee, 249.
Rigaud, Mr., on proposals for Steam
Navigation, 597.
Rio Janeiro, Longitude of, 244.
Riou Point of Vancouver, 617.
River Thames, noticed, 349.
Rivers, plan of deepening beds, 717.
Roberts, Mr., on Lightning Conductors,
185.
Lieut, presented with plate,
550.
Robinscn, Lieut R., by Argus, 410.
Roebuck Bay, Australia, explored, 680.
Rogers, Lieut Small Palmed Anchor,
638.
Rohde, Capt on St Thomas Har., 15.
Roman Feet, Table for converting to
English, 631.
Rooke, Mr., Geology as a Science, 787.
Rose Island, Vancouver omits, 615.
Ross, Mr., his Anchor, 610.
Royal George Yacht, report on, 483.
Royal Navy in commission, 70, 141, 214,
286, 357, 429, 573, 717, 789.
Royal Society, retirement of the presi-
dent, 697.
Russell, Capt A., plate presented to,
135.
Russell, Lord E., by Argus, 410.
Rye steamer, notice, 349.
Sable Island, changes in, 445.
Sacramento river, account of, 620.
Saddler, Mr., on raising vessels, 786.
Sailing match between Dido and Clio,
205.
Sailor's Asylum, proceedings at, 491.
Shipwrecked Asylum, meeting
at, 558.
St Ann harbour Curacoa, directions for,
364.
St. Helena, its freedom from storms,
714.
St. John' 8 Point, light noticed, 350.
— New Brunswick, 440.
St Lawrence, on former charts of, I.
Remarks on its naviga-
tion, by Captain Bayfield, R.N., 1.
Sandwich Islands, Pacific, 51 6.
— — appearance of, 612.
state of affairs at 613.
King's yacht 614.
■■ ■ - Catholic religion not
allowed in, 627.
■ ■ - Imogene’s visit to,
654.
San Francisco Port, state of, 619.
San Juan Baptista Island, position o&
742.
Sapeias, Chinese value of, 220.
Savery, Capt, proposals for steam navi-
gation, 600.
Scarlett Mr., South America & Pacific,
284.
Scotch miles, table for reducing to
English, 699.
Scuppers, Annular metal, by Com.
Downes, 62.
Sea, mean level of, 199, 421.
Seamen wrecked in the Eastern seas, 59.
Seamen, British at Quebec, 547.
Seamen’s Dues, appropriation of, 376.
mutinous at Quebec, 625.
■ on making, 665.
Digitized by
Google
INDEX TO VOL. II., ENLARGED SERIES.
Seaman on Asylums for, 8S0.
Seringapatam, accident to pinnace, 834.
8kipper, on Pilotage Bill, 827.
Shambler, Lieut, receives an order, 711.
Shepherd, Capt, Argus, 410.
Sheringham, Lieut, R.N., on Light for
Caernarvon, 203.
Ship, movements of registered, 764
Ship Owners and Shipwrecks, 401
Sheringham Lieut, report on Porth-
dynllaen, 866.
Shipwrecks, to prevent, 401.
Sierra Leone, W. R., on, 122.
Huggins, picture of, 133, 766.
Signals, Rhode's universal, 1 33.
■ - ■■■ - genera], Com. E. Smith's, 135.
Simmons, Capt., on heavy ordinance, 786.
Sirius, arrival of, at New York, 425.
voyage of, to New York and re-
turn, 489.
runt to St Petersburgh, 624.
Sitka, visit of Sulphur at, account of,
617.
Skipper, on manning the navy, 524.
Slave vessels, proceedings of, 171.
dealing, Mr. Laird on, 271.
vessels captured in 1836-735.
bounty on, 489.
Smith, Lieut Governor of Falkland
Islands, 472.
Smith, Mr., medal awarded to 834.
Smoke, Mr. Prison's patent, 696.
Snakes, escape from one in Socotra, 609.
poisons of, antidote for, 528.
Sea, considerations of, 528.
Societies, by Argus, 415.
Socotra, Rambles among mountains of,
603.
weather at, 727.
temperature of, 732.
a ramble in, 725.
Soult, Marshal, his reception in London,
545.
Anecdote of, 546.
■ ■ — — departure ot 623.
South, Sir James, discovers Euke's
Comet, 699.
Soundings on lighting Steam-v., 700:
South Australian Settlements, 53.
Speed, greatest on record, 64.
— — of Steamers on Thames, 770.
Spey Packet, encounters a Hurricane, 35.
Standard Royal, to denote presence of
the Queen, 502.
Stark, Lieut. R., plate presented, 486.
rewarded, 771.
Steam-boat Companies injured by want
of Quays, 44.
Steam-boats of Iron, constructed by Mr.
Laird, 105.
Steam-boat Accidents, 163.
Steam-boats of America, dimen 356
on speed of, 538.
— — American, dimensions of,
621.
■ law concerning,
677.
Steamers as Sailing Vessels, by Com.
Ramsay, 47.
■ as Sailing Vessels, 190.
Steamer, Sir Robert Peel, burnt in
Canada.
Steam-boilers, American Government on,
626.
- Apparatus, for cleaning,
627.
Steamships, cost of, 843.
Steam- vessels, on inspection of, 833.
Sulphur, H.M.S., proceedings of, 83.
Steam Intercourse with India, 50.
— ■. Navigation, Report to Bristol
Committee, on, 24.
■ ■ — ■ - — ■ on the Parliamentary
Report, 85.
1 early proposals for. 597
« Spanish claims to 602
Steam vessels, Langs mode of, 267.
■ large, on substitute for
sailing vessels, 533.
- French, remarks on, 545.
new mast for, 624.
deficiency of laws relating,
771.
Steering of steamers, 348.
Stevenson, Mr., on mean level of sea,
421.
Stewart, Capt., an harbour in Tootooilla
Island, 119.
Stock, Capt,, presented with medal, 550.
Stokes, Lieut, R.N. on longitude of
Breakwater, 610.
Stopford Sir Robert, at Toulon, 546.
Storms, Colonel Reid on, 712.
Submarine Volcanoes, 361.
Sugar, cultivation of at Otaheiti, 739.
Sulphur, H.M.S., proceedings of, 611.
Sun, spots on their character, 715.
Sunderland harbour light, 131.
Sunken vessels, on raising, 101.
• on raising, by Mr. Pea-
cock, 776.
Symington Mr., his condensement, 89.
steam condensement 235.
— — condensement, 638.
Tahiti, port regulations at, 418.
See Otaheiti, 519.
Tait, Mr. on harbours of refuge, 707.
on deepening beds of rivers
717.
Taylor, Captain, on waves, 627.
■■ — his plan for propelling
steamers, 696.
Table for reducing Norwegian feet to
Engiish, 338.
Irish miles to English, 417.
Middleburgh feet to English
468.
1 Polish feet to English, 631.
— — Scotch miles to English, 699
Digitized by Cjj ooole
INDEX TO VOL. II., BN LARGED SERIES.
Table for reducing Roman feet to Eng-
lish, 631 8
Vienna feet to English, 788.
Carlscrona feet to English,
838.
Temperance Societies, noticed, 462.
Temperature, observations on, 132.
Termagant, by Argus, 415.
Terpsichore, French frigate, notice of.
202.
Thames Haven, notice of, 349.
docks, 414.
— Lights at mouth of, 207.
— - River and port of Lon"
don, 260.
Thompson, Mr. R. on river Plate 222.
TSdes, brief theory of. 632.
Timber ships, causes of their destiuction.
233.
— — and iron steamers oompared,
215.
Time at sea, on finding, 121, 236.
Tinklar, Capt. R.M. appointed to Ascen-
sBon, 549.
Tonkin, Mr. on finding time at sea, 121.
Tootooilla island Harbonr, 119.
Topography, see Bate. 787.
Towiug ship on the best means of, 323.
Trinity, House, Deptford, history of, 388.
— dinner, 415.
Trinity House dues, return ordered, 488.
Tubal Cain on coals, of Atalanta and
Berenice, 93.
Tudor, Leiut R.N. presentation of plate
to, 64.
Tune, Cadr. plate to, 131.
Tassaud, memoirs of, 500.
Ure, do. Dictionary, 716.
Usborne, Mr. accident to, 679.
Valparaiso, longitude of, 243.
■ remarks on, 472.
Vancouver, Capt. inscription of, 616.
Variation in the St. Lawrance, 2.
Vegetation nature of on surface of the
earth at various periods. 314.
Victoria steamer, accident to, 279.
bursting of boiler, 411.
on request, 551.
verdict of Jury on, 626.
Volcanoes submarine, 361.
Voador steamer, 561, 612.
Walker, Mr. on towing ships, 323.
Walsh Patrick the mutineer, account
of, 466.
Waterman’s act, report on, 832.
Waterlogged ships, and British gratitude,
Waterspouts, their connexion with
storms, 714.
Weather, flags at ports proposed, 153.
- — ■ on Coromandel coast.
289.
Wellguage for ships by Mr. Fiscbe,
Wells, in steam- vessels, by Captain Mar-
tin, 45.
Wellstead, Lieut J., on Socotra, 603.
‘ account of Socotra,
725.
Wexford Harbour, improvement of, *269,
Weymouth Harbour, by Argus,414.
Whalers, notice to, 206.
Wharfs of the Thames, insufficiency of,
261. J
Whewell, Professor, lecture on tides
Whidbey, Mr., on raising H.M.S. Am
buscade, 101.
Wickam, Capt, notice of, 695.
William, brig, blown up, 480.
See Glamorgan, 628.
Wilmot, Mr. A. E., account of Actceo’s
departure of from CaJ-
voyage, 469.
Wolf, H.M.S.,
cutta, 269.
Worthington, Lieut, on Dover Harbour,
716.
Vr recks of British shipping tables of, 68,
213, 356, 283,571.
Wyre Harbour, notice of, 135.
Yacht Club, northern, picture of, 135.
Yarmouth channel, changes in sand,
/Jew D '
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ERRATA.
Page 137, line 14, for M Steltin,” read “Stettin.”
line 24, for “ Smack,” read “ Smacks.”
line 27, for “ 1,644,” read “ £1644.”
... 138, line 22, and 11 from bottom, for “Tabius,” read “ Fabius.”
... 139, line 26, for “ Zabius,” read “ Fabius.”
... 209, line 5, and 15, for “ and,” read “ in.”
.. 211, line 39, for “ Harborongh,” read “ Hasborough.”
line 9 from bottom, dele “ about 8, r.M.”
.. . 209, line 31, for “ him oppose,” read “ him to oppose.”
line 34, for “ of be,” read “ be of”
208, line 30 from bottom, for “ or,” read “ of”
... 212, line 3 from bottom, for 11 between it, its confluence,” read “ between it,
atid its confluence.”
Page 213, — in table of wrecks, against “ Killarney,” for “ (3),” read “ St. V.”
.. 214, lines 2, and 4, and 7 from bottom, for “ Karbey,” read “ Karley.”
line 9, for “ Moon steven,” read “ Mountsteven.”
... line 18 from bottom, for “whisk,” read “ which.”
.. ... line 26, for “ Fring,” read “ Tring.”
... 95, line 7, for ”46*3 X 7_XJ00*2,” read “ 2,463 X 7 X 200*2,” not as
33,000. 33,000.
stated in last Errata.
.. 218, line bottom, for “ stait,” read “ strait”
... 225, line 1 1, for “ them,” read “ to make them.”
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Full text of “The Nautical Magazine: A Journal of Papers on Subjects Connected with Maritime Affairs, Volume 7 (Google eBook)”
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