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Grant's Patent Fuel For Steam Boats.
We learn with great satisfaction, that this important invention of our ingenious townsman is at last to be brought into general use. The Admiralty, after a long series of experiments made under their directions, by Mr, Grant, and followed up by frequent trials of his fuel in her Majesty's steam vessels, instructed him some time ago to take out a patent, chiefly, we suppose, to secure themselves and the public against the interference of any pretenders to the invention. This point being settled, it became the wish, as it was the obvious duty of government, to extend the benefits of Mr. Grant's labours to the country at large.
Numerous applications having been made to Mr. Grant, by the various steam vessel companies, for permission to make use of his patent, the Admiralty, in a spirit of enlarged policy, have, as we understand directed that gentleman to refer all persons to them who desire licenses, to manufacture his fuel, and we have no doubt that their Lordships sanction will be given accordingly. But we trust, the terras will be so moderate as to render it the interest of those extensive companies, ■whose vessels now cover so many seas, to employ this new agent for the production of their steam power.
A word or two on the nature and properties, as well as the practical advantages of Mr. Grant's fuel, will probably not be unacceptable to our readers generally, and may prove useful to such persons as are engaged in steam boat enterprises on the large scale.
It is not our purpose, nor would it be proper, to describe minutely Mr. Grant's process, it will be enough to say, that his fuel is made of coal dust and other ingredients, mixed together, in certain definite proportions, and then fashioned, by a peculiar process, into the shape and size of common bricks. The advantages of Mr. Grant's patent fuel over even the best coal may be said to consist—First, in its superior efficacy in generating steam, which may be stated in this way,—200 tons of this fuel, will perform the same work as 300 tons of coal, such as is generally used. Secondly, it occupies less space,that is to say, 500 tons of it may be stowed in an area which will contain only 400 tons of coal. Thirdly, it is used with much greater ease by the stokers or firemen than coal is, and it creates little or no dirt, and no dust: considerations of some importance when the delicate machinery of a steam engine is considered. Fourthly, it produces a very small proportion of clinkers, and thus is far less liable to choke and destroy the furnace bars and boilers, than coal is. Fifthly, the ignition is so complete, that comparatively little smoke, and only a small quantity of ashes are produced by it. Sixthly, the cost of the quantity of Mr. Grant's fuel required to generate in a given time a given amount of steam, is so much less than that of the quantity of coal which would be consumed in effecting the same purpose, that, even if the advantages of stowage, cleanliness, and facility of handling, were not to be taken into the account, the patent fuel would still recommend itself to the attention of all steam boat proprietors.—Hants. Teleyraph.
Neglect or The Lead.
Calcutta, June 12iA, 1S41.
Sir Permit me to remind your correspondent, who signs himself "An
Old Tar," that he has not mentioned, neglect in not keeping the lead properly hove on approaching land in dangers, and -which I w« opinion is the cause of more losses at sea than all those contained in ha long list put together. Some short time ago, a fine new ship run on shore at Coveling, (I shall not mention the ship's name,) through the lead not being properly hove; and again, a fine ship with troops on board run on Point Palmyras reef, without even sounding at all. have only mentioned these two instances, and which are quite ^uffic^ evidence to convince my brother officers of the merchant service, tta they should be more careful, and not place too much confidence m themselves when they are approaching dangers. I actually aw * sailor, in the chains of a ship 500 tons, heaving out a small band-lead, while running into the anchorage on the west side of the " Car mcohars," where it is not prudent for a ship of that size to anchor under fifteen fathoms, which is got at the second cast. I cannot conceive the reason of the officers in the navy, as well as in the merchant service, treating the use of the deepsea-lead with so much contempt,—for ny part, although not an old sailor, I cannot rest when I know it is time to have a " cast."
Yours, &c, To the Editor, §c Rodket.
Smith-square, Westminster, 20/A Sept., 1841. Mr. Editor.—Observing in the Nautical Magazine, No. 9, for September, a biographical notice of Admiral Sir Robert Crown, I beg leare to say his name was Crowe not Crown. In the year 1798, I was ia the Blonde, (troop ship,) sent to Revel for Russian troops to co-operate with the British in Holland, Admiral Crowe we found lying in Revel Bay with a large Russian fleet; and Admiral Gregg with eight sail of the line, full of troops, sailed two days after our arrival, we having been detained with contrary winds, prevented us from joining him.
Admiral Crowe's nephew, the late Capl. Crowe, was a constant visiter at my house until he sailed for Sydney, New South Wales, and there recently lost his life through carelessness, in not putting the gratings oi the hatchway properly on. In the act of crossing over, the hatchway gave way, he fell into the hold, a depth of twenty feet, and was kill"1 on the spot.
Both Admirals Crowe and Gregg I was acquainted with, and al* with part of Crowe's family, who are now in England; I merely stale this to correct the name of Crown to Crowe.
7v. ,i Ij - C. E. Houghton,
iotheLdaor^c. Cam., R.S.
The Goodwin Lighthouse.—Much interest bas been occasioned it the town of Deal, by the preparations of Mr. Bash, (a skilful ciril engineer,) to make the interesting experiment of establishing a bgbthouse on the Goodwin Sand,—an operation at once involving a great outlay of capital, at a great risk of total failure; but the benefits of which, if it succeeds, will be felt by vessels of all nations, and may it no distant date, become the means of recovering those long submenus] and dangerous sands. We must reserve our description of Mr. Busii'i plan for another number; but we may briefly observe, that he proceeds on the principle of the caisson to obtain a foundation on the saud, and then by large iron cylinders placed one upon another to construct an light-house. At the time we write, the machine is about to be towed out to its station by her Majesty's steam vessels Fearless and Shearwater, the former commanded by Capt. Bullock, whose beacon we are glad to find still preserves its position. We cordially wish Mr. Bush success with his enterprise, as must every friend to commerne and to seamen, and we shall watch and report his progress with liveij interest.
Icebergs Off The Cape.
Calcutta, Uth March, 1S41. Sir.—Should you deem the following extract from my journal, worthy of a place in your Magazine, I shall feel obliged by your inserting it, as it may call the attention of my brother commanders to the necessity that exists of a good look out being always kept, whilst running down their eastings in a high southern latitude.
I am, &c.
"December ISth, 1810.—At 2li. 45m., r.M., a sail was reported on the lee bow, but which 1 immediately mnde out to be an iceberg; kept away for it; and at 5b. 45m. passed about three hundred yards to windwi-.rd of it, tiring three 32-pounder shot at it, without much effect; the height of this mass was about HO or 150 feet, and the circumference about a quarter of a mile: 'he beautiful and varied shape it assumed, as the bright sun shone on it, 1 fee) that any description would foil to give even a faint idea of, the sea was breaking in a«ful grandeur on one end of it, and a few detached pieces were floating about, t»etween two of which we passed. The latitude of the iceberg was 40" 24' south, and longitude 29" east, and was distant about eighteen miles when first seen from the deck. Ther. 67", bar. 2990, symp. 29-1G."
[See our May number, p. 341, for further accounts of these dangers.—Ed.]
Jerusalem Coffee House, August 1st, 1841. Sir.— I beg to refer you for the benefit of all Commanders of ships, that on my passage out to New South Wales this last voyage, in command of the ship Royal George, on the 3rd of October, 1840, at9h.30in. A.m. saw two large icebergs, one bearing S.K-i S. and the other E.b.S. At llh. 15m. A.m. passed between them, distant from the northern berg about 15 miles, and from the southern berg about 9 miles, thermometer on deck in the shade 60''; observed at noon in latitude 30° 57' S., Ion
gtlnde 13" 47' E. This I consider an extraordinary circumstance for the lime of year, and very dangerous to ships running in dark nights, therefore perhaps you will readily give it publicity through your valuable journal.
I am, &c.
Vice-admihal Sir Thomas Harvey, K.c.b., Commander-in-chief of H.M. ships and vessels cm the North American and West India Stations, expired at Bermuda on tlie 28th of June. The deceased admiral, who was born in 1775, was second son of the late late Sir Henry Harvey, who commanded the Ramilies, 74, in Lord Howe's action, on the 1st of June, 1794, and at the early age of twelve years entered the navy. He was actively engaged in Admiral Howe's action; and when lieutenant, distinguished himself in Lord Bridport's brilliant victory. At the reduction of Trinidad he commanded the Pelican, and in 1797 was captain of the Prince of Wales in the attack on Porto Rico. He accompanied the squadron under Lord Hugh Seymour to Surinam in 1799, and displayed great bravery at the capture of that strong fort, when in command of the Lapwing; and was also at the capture of the West India Islands. In 1801 he was in command of the Unite, and was at the taking of the Danish and Swedish Islands. At the passage of the Dardanelles, in 1807, he commanded the Thunderer, and gallantly took part in the destruction of the Turkish squadron. Subsequently he served with great credit on the coast of Egypt and in the Adriatic, where he made several valuable captures. His commission was dated as follows:—Lieutenant, 8th October, 1794; Commander, 3rd July, 1796 ; Captain, 27th March, 1797; Rear-admiral, 19th July, 1821 ; and Vice-admiral, 10th January, 1837. In consideration of his eminent services, he was nominated a Knight Commander of the Order of the Bath, 26th April, 1833. The remains of the gallant admiral were interred with military pomp on the 31st of May, at Ireland, Bermuda, near the remains of Admirals Sir £. Colpoys and the Hon. Sir C. Paget.
Rear-aomiral Sir Robert Rarrie, was the son of Mr. Robert Barrie, of Sanquhar, N.B., and the youngest daughter of Col. Gardner, and sister of the first Baron Gardner, was born 1774, and entered the navy before he completed his fourteenth year. In 1801, when lieutenant of the Bordelois, was wounded in an action with a French squadron, and from 1806 till 1811 commanded the Pomone in the Mediterranean, under Lord GwHingwood, during which period he directed several daring exploits, particularly the destruction of a convoy near Sables d'Olonne in 1807, and succeeding in capturing five transports with provisions, and captured a vessel in which was Prince Lucien Bonaparte, with his family, and all his valuables; all claim to which the officers and crew of the Pomone surrendered as belonging to an individual. In 1811, when in company with the Unite and Scout, destroyed three ships-of-war, though they were protected by strong batteries in Sagorre Bay. During the American war, from 1813, he rendered great service to his country. He was then in the command of the Dragon, and directed the taking of Bangor and Hampden, and assisted at the capture of Cumberland Island. For some time he held a temporary command in the Chesapeake. The late admiral was generally esteemed by the officers under him, and at the close of the war the officers of H.M.S. Dragon presented their gallant commander with a splendid piece of plate as a mark of their respect. In 1819 he was appointed by the government resident commissioner in the Canadian lakes, and was commodore at that station from 1827 until the naval establishment was broken up in 1834. The deceased married in 1816, Miss Ingilby, fourth daughter of Sir John Ingilby, Bart, who died in 1836. In his early days the late admiral sailed round the world with Vancouver, on a voyage of discovery. His commission was dated as follows:—Lieutenant, Nov. 5, 1795; Commander, Oct. 23, 1801; Caplain, April 39, 18C2; and Rear-admiral, Jan. 10, 1837. The late Sir Robert was nominated a companion of the Bath June 4, 1815, and a knight commander in 1840, and on Oct. 24, 1834, was nominated a knight commander of the Royal Hanoverian Guelphic Order.