opposite course to the one we had been pursuing Astern were the brooms very distinct, and certainly within a cable's length. In half an hour, however, daylight increased, and instead of beacons they proved to be two vessels bound down, and at least six miles distant; their apparent proximity and diminished size arose from the refraction in the foggy atmosphere. During that day we saw many curious instances of the same refraction, houses, &c., at times appearing inverted above the fog bank, sometimes elevated, at others depressed, now enlarged, then diminished.* The Book of Directions accompanying Norie's chart of the Gulf, is very good, gives a very excellent account of the shoals, beacons, &c., and contains all that I could say on the subject. One very beneficial alteration ought however to be made in lighting the Gulf, and I am surprised those navigating it, have not already represented the matter to the Russian admiralty. Instead of having two lights on the north end of Hogland, I think there should only be one, and one placed on the south end of the island; the latter being a much clearer passage, more direct, and not having so many shoals in its vicinity as the north end, especially since a light was established on Rothscar: with a light in the south end of Hogland, vessels might pass the island with all safety. On coming upwards, and approaching the Narrows between Stirs Udden, and Dolgoi Noss, the land is plainly perceived on either side, and the shore clear; ahead the toll beacon light-house will soon be perceived, on the lower extremity of the island of Cronstadt. Passing upwards between the toll beacon and London Chest shoal, and being guided in the fairway by the white flags on the starboard, and the red flags on the larboard hand, a look-out must be kept for the outer guard-ship, which is a frigate, riding from one to four miles distant from Cronstadt, carrying a blue flag at the fore. The guardship must on no account be passed, but the vessel hove to, or anchored just before she comes abreast of her. Any contravention of this law, either in going up to, or coming down from Cronstadt, subjects the party transgressing to a fine, which is invariably exacted. Having hove to, or anchored close to the guard-ship, her boat will soon come alongside to enquire into the health of the crew, &c. The officer on coming on board will sign the Sound pass, demand the bills of lading in duplicate, which he will enclose in an envelope and seal with his seal, at the same time requesting the master to seal it with his. The master will also sign an acknowledgment of the exact number of the bills of lading. All letters must also be shewn, either in the master's possession or that of any passenger, or other person on board. He must also declare whether there is any powder on board, if so, it must be delivered to the proper officer previous to entering the Mole. It must be noticed that duplicate bills of lading are indispensably necessary, but all shipmasters coming to Cronstadt, should provide themselves with a third copy, which they will find very useful in expediting the vessel's being entered at the custom-house. A good instance of the benefit of a good look out in merchant vessels; the want of which is one of the many prolific sources of wreck. But our correspondent, Mexicano," is one of those who knows the advantage of it.-ED. N.M, Being cleared by the guard-ship, the vessel will proceed towards the Mole, which is readily distinguished, keeping in the channel by observing the flags on either side, and on nearing the entrance to the Mole, anchor as near as convenient. The custom-house boat, and officers will soon come on board, for the purpose of sealing up the hatchways, which should be previously cleared for that purpose; loose bulkheads, and any place having communication with the hold: all parcels whether in the bills of lading or not, must be given up to be sealed up. The officers will then deliver to you a note, containing the number of seals placed on the vessel, and declare her at liberty to be hauled into the Mole. This the mate may proceed to do, procuring when he enters a pilot, to point out the vessel's berth, and to clear the way. It is advisable to cause the carpenter to nail small pieces of board over the seals, to prevent their being injured, as any breaking or even defacing of them is visited by a heavy fine. The master will now proceed to the inner guard ship, a small hulk, lying inside the Mole, and close to the entrance on the left hand. There he must shew the Sound pass, powder note, and list of crew, quantity of ballast declared, if any, &c. He will then proceed to another hulk, adjoining the one last mentioned, which is used as a sort of branch custom-house, and occupied by the officers of customs, answering to our tide-surveyors, &c. then the sealed note containing bills of lading, letters, &c. must be given up. The master will then proceed to the office of J. Bocher, Esq., Her Britannic Majesty's vice-consul, and sole agent for all the British vessels trading to Cronstadt, and agent for all the merchants in Petersburg, receiving or shipping produce in British vessels. There, he will enter the vessel's name, port, &c. she is also put on a list, as in turn for a lighter to discharge. Next proceed to the custom-house taking with you, ship's register, list of crew, and if you have it, a third copy of bills of lading; when Mr. B's clerk will prepare the declaration, which must be done with care; and information for preparing which, had better be obtained before arriving in port. It must contain a list of all stores, provisions, &c. on board, as well as any new or unused clothes, natural or artificial curiosities, &c.; any trifling article, if at all unusual, found on board, when the vessel is searched, and not inserted in the declaration, will subject the master to a heavy fine, besides the confiscation of the article. After the lapse of a few hours, the ensign must be hoisted at the main, the officers will then come on board, and search the vessel: when this is done the discharge may be commenced so soon as a lighter can be procured. The officer on board will remove the seals from the hatchways, previous to discharging, and every day on the discharge being finished, the vessel will be visited by the proper officer, who will seal all up again. In discharging, or loading from lighters, where hatchways are sealed up, never permit any of the crew to break the seals. This must only be done by the proper officer, otherwise the vessel is subject to a heavy fine. The vessel being discharged, by hoisting the ensign at the fore the clearing officer will come on board. A strict search is now made, the declaration formerly made at the custom-house produced, and every thing on board is expected to correspond with it. If there is a greater quantity of wine, cigars, spirits, or other stores on board, than the law allows, they will be removed to the custom-house stores under seal: at any future period, if a supply is wanted, it can, without any difficulty, be procured, by getting an order from the officer in the floating customhouse. To be completed in our next. SAILING DIRECTIONS FOR PORT LINCOLN, &c.-From the South Australian Register. SI. Having been directed to sound and examine Thorny Passage, I have the honor to lay before his Excellency the soundings and observations I have been able to make, and such directions as I think may be found useful to strangers bound to Port Lincoln, or Port Adelaide. In Flinder's chart there is a rock marked between Williams and Smiths islands, said to be breaking at times. I had a most favorable opportunity, and took every pains to discover it, but saw nothing of the kind. The master of a French whaler lying in Memory Cove, who was fishing there the last season, said, he had been through in the direction, and did not believe there was any rock between the abovementioned islands. North by west, one mile and a half from the north end of Thistle Island, is a large flat rock, that may be seen two or three miles from a ship's deck, and north three miles (where there is a rock marked in the chart) is a reef with six feet water on it at half tide, and does not show above water. It is therefore necessary to be very cautious, and not take the rock that is seen above water for the one on the chart, as passing that at what would be considered a safe distance, would lead a ship on the reef. I passed through the ripple marked by Flinders, between Little and Hopkins islands, where it is supposed he lost his boat's crew. Small vessels must avoid going through it. In bad weather the sea must be tremendous; it is occasioned by the tide, and the sudden change of soundings (from eighteen to twelve, ten, and nine fathoms,) but quite clear otherwise. About three miles from the entrance of Thorny passage is Memory Cove, where six or seven ships of the largest size may lie sheltered, and have seven fathoms within a few yards of the head of the cove. There is also an extensive fine bay, between Taylors Island and the shore, where any number of ships may anchor, indeed there is sheltered anchorage anywhere, if required, from Taylors Island to Cape Dorington, at a fair distance from the shore. Ships coming from the westward should run to the latitude 35° 35′′ until they make Kangaro Island. If bound for Port Lincoln, and going through Thorny Passage, shape their course for Williams Island, giving Neptunes Island a berth, which may be seen four or five leagues; leaving Williams Island on the starboard hand, proceed on to the East Point, and enter the passage between it and Smiths Island; making the fair way up, by keeping the shore aboard, which is steep close to, leaving all the islands on the starboard hand, except Taylors Island, which will make a fair course by leaving it on the larboard hand. When to the northward of Taylors island, proceed along shore for Cape Dorington. Of the Cape is a small island with a very good channel (though narrow) between it and the Cape, with five fathoms. In going through. it borrow towards the island. In proceeding to Boston bay, the south end of Boston island may be rounded pretty close; but in going through the North Passage, give the north point a berth of half a mile, as the water shoals off it in a north-east direction. All around Boston bay the soundings are good and clear; ships leaving Cape Dorington, and bound to the westward, will find a southeast course carry them well between the shoals until they see the wedge, which they had better leave on the larboard hand and give it a good berth, as the peaked rocks run some distance off. In running up Investigators Strait, make Point Marsden and the high land about Cape Jarvis, and keep it aboard, which will ensure a berth from Troubridge Shoal; as it is impossible to say, having Blackstairs Passage open, what may be the influence of the tide, proceed up the gulf in ten and eleven fathoms. Hold fast bay is due west of Mount Lofty; near the beach is a flag-staff rigged as the mast of a ship, this staff bearing east or opposite to it, in five fathoms, or two miles and a half from the beach, is the best anchorage for ships. Ships bound for the port must run twelve miles higher up, taking care not to come within five fathoms, as the water shoals some distance off above Holdfast bay. The pilot station is between the bay and the bar, where there is a staff with a flag on it. When opposite this will be seen a large beacon buoy with a ball on it, pointing the fair way to the passage over the bar. If it should be dark, or any other circumstance prevent the pilot getting on board, they may anchor, but not in less than five fathoms, which will be about two miles and a half from the beach. When at anchor in any part of the gulf, it is highly necessary to give a great length of chain in good time, and if the gale comes on, give all the chain possible, and keep from letting go the second anchor, which confines the ship in a ground swell and makes her strain. Ships not drawing more than fourteen feet may then proceed to the pilot station. I have the honor to be, &c., THOMAS LIPSON, Harbour-Master, To G. Hall, Esq., Private Secretary. [Some useful remarks on Port Adelaide by Capt. Hindmarsh, R.N., will be found in our volume for 1839, p. 228.-ED. N.M.] DESCRIPTION OF THE Island ST. CROIX, West Indies. THE following description of the island St. Croix, and the geographical positions by which it is accompanied from our talented Astronomer, Sir ENLARGED SERIES.-NO. 4.-VOL. FOR 1841. 2 G Andrew Lang, will be most acceptable in the dearth of information which prevails in our books of direction concerning that island. The latitude and longitude of the principal places or points in the Danish Island, St. Croix, in the West Indies. trance of the harbour of Christiansted 17 45 28 64 41 32 66 Remarks applicable to the numbers 1 to 14. 1.- Fully nine nautic miles N.E.b.E. E. from this point, and about eleven nautic miles E.b.N. from the east point of Buck Island commences the eastern extremity of an extensive bank or shoal, the northern limits of which round off from thence to the north-west; soon afterwards stretches westerly, inclining at last to the southward of a westwardly direction, towards Buck Island eastern shoals, with which it may be considered as connected. The northern edge of this shoal is a narrow coral ledge of several miles in extent, on which, five and a half fathoms of water is the least depth yet found; the more common depth being six, six and a half, and seven fathoms. Along the whole line of this northern edge, and to and at the very eastern extremity of the bank, where there is not less than seven fathoms water, I have observed the sea to break in an awful manner during severe gales of wind, and sometimes also in moderate weather, during the great northerly ground swell which occasionally sets in during the winter months. A line of direction drawn from my observatory east 24° 15' 30" north, |