does not know. Once they spent a whole night on the weather rail. He often spent part of the day there. Always kept his boats ready, but never quite knew whether the lee or the weather boat would be wanted. Did not try to stop her rolling by hoisting square topsail; perhaps she was a little tender-perhaps he thought so. Thought the casualty arose only through stress of weather. Could be from no fault in the ship or in the loading. He knew nothing about stowage of linseed or lentils. Had never carried Siberian lentils before-not his business. Had nothing to do with with the loading. Would have done anything, or agreed to any expense, at owner's cost, at port of loading, to stow the cargo properly and secure it. Had no feeders, but had shifting boards. Would not have agreed to take less cargo then she could carry. Had no orders from owners. Does not know that they would not have employed him again if he had refused 500 tons, or 800 tons, or 200 tons, or 50 tons. Does not know; never did refuse one ton, and therefore cannot say. It may be his impression. The ship was a good ship-first-class. There is plenty of masters to take charge of Barley Barrels, and plenty of Barley Barrels for masters to take charge of. Never heard of any difficulty in classing them. Knows that some have been built under inspection. Never heard of any difficulty in insuring them at market rates. Has heard that underwriters always make a fuss when one is lost, and demand inquiry. Never heard that the underwriters pay any attention to results of inquiries. Does not see why there should be inquiry in this case; the underwriters received the premium, and took the risk, and ought to pay. Is sure that if the Barley Barrel had not been first-class, she would not be 1,000 A1 in Lloyd's book; that is, perhaps, the only thing that he is sure of. Thinks Government ought to fix four inches to the foot for clear side. Cannot say why he thinks so. Owners never told him not to allow four inches. Owners had the "Plimsoll's eye" put on the ship; he did not; cannot say if it was too high.

The examination of the master having ended, the Court desired to put some questions. The assessors wished to examine the master themselves, but this was not allowed. The justices. seemed to fail to understand the assessors' questions, and allowed

what they (the justices) thought right, and no more. The questions put by the Court thus threw no new light on the facts-some of them were answered by the master as follows :—

He was a native of ( ); had suffered from rheumatism six years ago; had been examined in colour blindness. The masthead light was not burning at the time of the calamity. His ship was of iron. The machinery did not break down. The weather was bad, but not so bad as he had seen. Carried lime-juice, and the doctor's book; had never heard of Wobbles's patent vulcanised vegetable vivifier; could not account for the casualty; the lead was not hove. The ship was first-class, everything was first-class; had proper charts; all ordinary precautions were taken in stowing cargo; has no means of knowing whether other than ordinary precautions were necessary for Siberian lentils in bulk; the bottom of the ship was painted red; there was no figure-head. The stem was straight; the propeller had two blades only, and was of cast iron. Has lost his log and all records. Cannot state the temperature of the engine-room. Was well attended to on board the Chinese ship. His ancle was sprained in running from deck over the bilges, but is better, &c., &c., &c. Other witnesses gave evidence as voluminous and clear as the master.

The Court sat for five days, and delivered "judgment," which occupied several pages of printed matter. The chief points in it are― "The ship was a British ship; she was owned in 64 shares; she was 340.7 ft. long, 32.2 ft. broad, 30.7 ft. deep, and had a collision bulkhead; she was fitted with water-ballast tanks; was classed in Lloyd's as 1,000 A1, and in Underwriters' Registry of Liverpool, 27 years andths in red; her tonnage was 2,145; that she was a screw steamer, with engine of 219 N.H. power, &c., &c., &c. (three pages), and she carried 5,702 tons of Siberian lentils in bulk; that she left Pitcairns Island, &c., &c., &c. (three pages); that she had two boats, two compasses, in good order, and the usual log and lead lines, &c., &c., &c. (a page and a half). The Court remarks that the delay in holding the inquiry was not in any way caused by any negligence or default on the part of the Court; that the ship was staunch, tight, and well found, &c., &c., &c., (two pages); that the lead was not hove; that she turned over,

&c., &c., &c. (three pages); that the master, &c., &c., &c. (four pages).

"The Court cannot help remarking before concluding their report that the ship seems to have been of the ordinary approved type, but of extraordinary strength, and to have been a very good ship altogether. It was shown by the evidence of the master that she could and did sail as well on either bilge as on an even keel, and was easy in a sea way; and they think it right that this should be known, as the owners seem to have spared no expense to get a fine ship or to secure the deck fittings in a very high-class way; that there was no difficulty as to classification or insurance, and that no blame can be attributed to the owners," &c., &c., &c. (three pages), "who left everything aboard to the master. good was the ship that there is no proof that she has yet gone down, but they think there should be a Government load-line, and that every ship should be surveyed. That the master seems to have acted with great bravery, as did all," &c., &c., (two pages); "and the Court have great pleasure in reporting that it is not a case in which they should deal with his certificate," &c., &c., &c.; "that they think some notice should be taken of the service of the officers of the Chinese gun boat," &c., &c., &c. (two pages); "and that they make no order as to costs."

So ends the report.

This report is a curious specimen of a very lengthy document, which, going into details of all sorts, relevant and irrelevant, throws no light whatever on the true cause of the casualty. But some of the older reports of the Justices Courts were not less vague. We trust that arrangements will some day be made which will place these inquiries solely in the hands of the Wreck Commissioner, or of the Stipendiary Magistrate and Assessors, whose judgments are, and always have been, "short winded," and noted as models of clearness of style, and of thoroughness in the way in which they get to the bottom of everything. We are satisfied that the report of the Wreck Commissioner would, in such a case as this, have been scathing in its denunciation of the designer of a ship of the proportions named, and would have pointed out that loss was to have been expected through want of stability,

and that loss of life is the sole and only result to be expected in this and similar cases.

His report would have shown that the designer of such a ship is criminally liable; and that those who insured her for such a voyage, and such a cargo, were equally guilty, if not more guilty, than the owners; whilst the master is a mere drudge, as unable to help himself as to fly.

CORRESPONDENCE.

A NEW FORM OF RUDDER.

To the Editor of the "Nautical Magazine.”

SIR, It is well-known that many a collision at sea might have been avoided if a greater amount of rudder power had been available at the critical moment. It is, however, found in practice that a large rudder is inconvenient, as it not only requires great power to move it, but it is also more liable to injury from the violence of the waves than a smaller one.

Mr. Scott Russell's rule for the size of rudders is that their extreme length shall equal one-fiftieth of the length of the ship + one foot.

My object in writing this letter is to suggest a new form of rudder, which, in its normal condition, shall not exceed the usual dimensions, but which, on special occasions, can be made to exert from 30 to 50 per cent. more power than an ordinary rudder.

It consists of two iron plates firmly bolted together, but leaving a clear space between them. In the centre is placed a second rudder, capable of being made to slide backwards and forwards between the plates. This extra rudder may be worked by chains or other suitable gear.

It is more especially intended for use where the steering is effected by steam power.

I am, yours obediently,

CHAS. STEWART, M.A.

50, Colebrooke Row, N., January 22, 1880.

GRAIN SHIPS.

To the Editor of the "Nautical Magazine."

SIR,-The following anecdote may be interesting to your readers. The captain of a large colonial-built vessel, while perusing the article on "Grain Ships" in the Nautical Magazine for January, paused when he came to that part describing the tenons of stem and stern posts; and, turning to a friend, said: "Tenons to stem and post. I served my time as a shipwright in a large yard in the Dominion, and when building on speculation we never tenoned either—that would have taken up too much time. When they were hoisted in place and drawn to the proper bevel, a saw was run through the end in line with the keel, and when landed, a couple of cleats kept the keel in place until the hood ends made all secure." On being questioned, the man emphatically reiterated his statement, although it scarcely seems possible. The keenest surveyor cannot see through a six-inch plank, but the great corporation whom he represents should, before classification, demand a certificate of construction from the builder, explaining a few important points. If this is not done, the foundering of these vessels will increase in a direct ratio with the increase of trade, until the cheapness of iron and the scarcity of ship timber drives them out of the market. Yours faithfully,

W.

SHIPMENTS OF COALS AND COKE, 1877-8-9.

To the Editor of the "Nautical Magazine."

SIR,-For the information of your readers, I have compiled from that most useful publication, Browne's Export List, a comparative statement of coal and coke shipments (coastwise and foreign) for the years of 1877, 1878, and 1879, showing the increase and decrease at each port in 1879 as compared with its predecessor.

In point of rank, the Tyne ports still hold the first place, Cardiff second, Sunderland third, Newport fourth, Swansea fifth, the Hartlepools sixth, and Liverpool the seventh. In the preceding year (1878) Liverpool stood sixth and Swansea seventh-thus showing the latter port to have gained two points in 1879, whilst