4,500,000, bringing the total result of the Lofoden fisheries up to 34,000,000. Of the quantity caught at Lofoden it is presumed that 500,000 was consumed on the spot by the fishermen, 24,500,000 salted, and 4,500,000 dried. The following table shows the relative proportion of fish salted and dried during the last five years :— FISH CAUGHT. SALTED. Millions. 11 ... DRIED. Millions. 74 111 15 16 244 ... ... ... Besides the above, 27,000 barrels of roe and 60,000 barrels of liver were produced; the latter representing about 30,000 barrels of oil. The second in importance is the Finmarken cod-fishery. This also was unusually profitable, the total catch for the season having been 17,500,000, while that of the year previous was only about 5,000,000; the average annual yield, however, is about 15,000,000. Of the quantity caught, half was prepared as stock fish, and the other half salted; 48,000 barrels of cod liver oil were produced, but no roes, as the cod do not spawn at the time they visit that part of the Norwegian coast. The results were divided as follows: The following cod fisheries were also more than usually profitable during the year 1877, and yielded as follows: The total catch of the cod fisheries is therefore estimated at 62,000,000 marketable fish, which is about a quarter above the average. Besides the foregoing, there is a considerable summer and autumn cod fishery carried on in the Varanger Fiord, which is of great importance to the inhabitants of those shores, as the Russians in exchange for fish, bring meal, corn, and other stores, which essentially contribute to the maintenance of the population during the long winter months which prevail in those regions. Since the total failure of the great ordinary spring herring fishery—which for generations formed one of the most important sources of income for the country-it appears that the small summer herring has made its appearance all along the coast from Stavanger as far north as Finmarken, and latterly increased; but as this fishery is at present uncertain, fluctuating, and dispersed, it is not under Government inspection, and therefore no trustworthy information relative to it is obtained. The Government, however, have now completed a telegraphic line 200 kilometres in length, composed chiefly of submarine cables, by means of which the fishers along the whole coast are enabled to gather at once on the approach of shoals to any particular fiord. As is well known, in the good herring time, great shoals come from the depths of the sea to deposit their spawn in the Norwegian fiords. It frequently happens that the object of the visit is accomplished, and they return to the ocean before news of their arrival reaches the fishers on distant parts of the coast; but should the herring fishery return, this difficulty is now obviated by the construction of the telegraph lines in question. The quantity of mackerel caught greatly exceeded the previous year, although the price was very low, owing to the abundant mackerel fishery along the English coast, the value, i.e., 407,000 kroner, is still nearly double that of 1876. No definite information can at present be obtained regarding the salmon, lobster, and other minor fisheries. The port of Tonsburg equipped a small fleet of 17 vessels to pursue the seal fishery off the coast of Greenland; they returned with the following results : The fishery has been on the whole a very profitable one, and some vessels were especially fortunate in their venture. No complaints seem to have been made respecting the enforcement of the new Seal Fishery Law which came into operation. The Norwegian traders seem well satisfied with it, and fully understand the benefit it will confer upon the fishery in general. CORRESPONDENCE. CHATHAM ISLANDS IN THE SOUTH PACIFIC. To the Editor of the "Nautical Magazine." SIR,-With reference to my article on the Chatham Islands, which appeared in the Nautical Magazine, volume for 1878, November number, I stated (p. 1015) that I considered it possible that Motuhope, lying 9 miles in an easterly direction from the northern extremity of Rangiauria, might possibly be the Round Island which H.M.S. Brisk had reported to be placed on charts about 4 miles too far to N.W. It will interest your readers to know that my conjecture is right, as indicated in a letter received by Messrs. Imray and Son from Mr. S. Percy Smith, Chief of the New Zealand Survey Department. I am, yours very truly, W. H. ROSSER. Nautical Academy, 18, John St., Minories. "PORT" AND "STARBOARD." To the Editor of the "Nautical Magazine.” DEAR SIR,-I was much pleased and edified at reading in your March number an article on the terms "Port and "Starboard " by "A. J. G. C." His views and mine are identical on that important point, and I see no reason why the words "Port" and "Starboard" should be altered to please the uninitiated, when it is so well known to the practical seaman. I should be indeed sorry to see it altered for one, for I am convinced it would cause serious mistakes, particularly at first. My officers are of the same opinion as myself. I am, Sir, yours truly, March 19th, 1879. WILLIAM WOOLCOTT, Commander P. & O. S. S. Pekin, 3,777 tons. PROPOSED REVERSAL OF STEERING WHEEL. To the Editor of the "Nautical Magazine." SIR,-In the course of no mean length of service I do not remember to have heard any of the great seamen of the day recommend an innovation on the present method of reeving wheel ropes, and the consequent action of the wheel; I say wheel, because it is no more incumbent on the helmsman to be familiar with the action of the rudder than with the principles which regulate the latent heat of steam. Such being the case, the sole element to be considered is the movement of the ship's head and steering wheel, and why the former should not move without the latter, as it now does, in lieu of the opposite direction, is difficult to infer. It reminds one of that charitable old lady, who said, when the topsails were being mastheaded, "Who can be surprised at the poor dear sailors swearing so, when the harder they pull at the strings the higher the sheets go up." The only case quoted which by any means can be brought to bear on it is that of the Grosser Kurfürst. Unfortunately for the cause the German sailors, who were steering a German ship in charge of German officers, are, in their own country, used to the reversed motion of the wheel, but so far as the evidence goes there is nothing to show that a different result would have ensued however the power might have been applied. Seamen are well aware that, on occasions of great emergency, men at the wheel are apt to "lose their heads ;" and in this particular instance, as there were many acting, it is possible that such was the case. The true cause of the loss of that ship, and the gallant men who formed her crew, is not far to seek; but, we may rest assured, that to whatever it may be due, a reversed wheel motion did not make one of the factors. Of all places in the world the navigation on the Thames is most difficult, requiring the most perfect command over a vessel at all times. Such being the case, we should naturally seek for collisions amongst the fleets of long steamers which are constantly plying on all the reaches of the river, but it is scarcely too much to say that there is no instance on record of an accident from this cause. Of course, the eye and the hand can be educated to adopt any particular action, but when once learned, it would introduce uncertainty everywhere to attempt to make a radical change. If it were possible to bring all the seamen of the world together, and lay down an universal law, it is certain that accidents would increase for a considerable time afterwards, and probably not decrease at all. Of all peoples the English are naturally the most opposed to change, even when its necessity is obvious, and certainly the men who may attempt to alter the existing steering rules, have a task before them which will tax alike their professional and their persuasive powers. Yours faithfully, W. APPARENT AND TRUE DIRECTION OF WIND WHEN SAILING. To the Editor of the "Nautical Magazine." SIR,-In your July number for 1878, you kindly answered my question on "Apparent and True Direction of Wind when Sailing." I purposed to have followed it up with another, but sailed before I saw the first answered. My next question is— Can a ship, which can only sail when close-hauled 66° from apparent direction of wind, whose apparent velocity is 28 miles an hour, beat to windward; and how near to the apparent direction of wind (velocity the same) must a ship lie in order that her gain should be 47 per cent. (supposing her to make no leeway)? Yours, &c., April, 1879.. SHIPMASTER. [We regret that our correspondent's inquiry is not sufficiently clear to enable us to give a definite answer. If he still desires |