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end-on or right astern, and of only two lights, when taken in a quarter

view.

4. The starboard lights to be invariably of a bright red-thus the course the steamer is running will be clearly shown.

Fog Signals to be made by Steam Vessels.

1. A plate of shrill-sounding bell-metal to be fitted on the fore part of the starboad paddle-box.

2. A gong on the larboard; to be struck by fly-hammers, which may be put in motion by the steam-engine.

3. In going down a river, the starboard bells to be kept ringing. 4. In going up a river, the larboard gong to be kept going.

5. Steam vessels compelled by fog to anchor, to keep both bells and gongs going.

6. In coasting, or in the Channel, if the ship's course deviates from the east of north, or south of east, the starboard bells to be kept ringing.

7. If the course is west of north, or south of west, the larboard gong to be kept going.

These will be sufficiently distinct to warn vessels from approaching too near in foggy weather.

I would strongly recommend the above system to the attention of owners and captains of steamers. Common panes of glass will not answer. I have tried thick hollow convex lenses, filled with coloured liquid. The forelights are each composed of two glasses, one to throw the light a-head, and the other a-beam; the two after lights have each one glass only. The form of the masthead light depends on the rig of the fore-mast; but the most simple is, to have two lights; each lamp to be semicircular, to be triced up on a double jack-stay; when up, the effect would be as if one lamp only were employed.

All steamers ought to be steered amid-ships. The plank, at present styled the bridge, is where the captain should be: it is in a steamer as much his station as on the quarter-deck of a man-of-war. A platform or gangway should be strongly constructed; it would tend to strengthen the paddle-boxes. The tiller-chains to lead forward through copper rollers and brought to the wheel. A tiller to be always ready abaft. The comfort of the passengers would, by the absence of the wheel from the quarter deck, be promoted, the helmsman's attention uninterrupted, and the captain so close as to render his orders of immediate avail.

[We understand that Admiral Rosamel has referred this proposal to a committee, the report of which we have not yet seen. But, we believe, the French are equally anxious as ourselves for a system of general adoption.]

TRIAL OF THE STYX.

THE Styx, a steam-frigate of the second class, another of the vessels fitted with Messrs. Seawards' Gorgon engines, proceeded down the river

a short time since for the purpose of trial, and to test the disconnecting and reconnecting process, the invention of those gentlemen so celebrated for their improvements on the marine steam engine. A large company of upwards of 150 persons, including many distinguished naval officers, and some of the most scientific men of the day, attended the invitation of Messrs. Seaward, to witness this interesting experiment, the success of which is of such vast importance to steamers making long voyages, but particularly to armed vessels destined for cruizing or attending fleets, and taking every advantage of their sails to save fuel.

The motion of the vessel appeared to offer not the least impediment to the process, which was performed off Gravesend, to the satisfaction of the company, the engine being detached from the starboard paddlewheel in the short space of two minutes and a half, and connected again in the same time, after the interim of a quarter of an hour, during which the power of the two engines was applied to the larboard wheel.

Amongst the naval officers present, we noticed Admiral Sir Philip Durham, Sir William Symonds, surveyor of the navy, Captains Phipps Hornby, Lord Prudhoe, Jones, Smith, Evans, &c. At three o'clock the guests were invited by Messrs. Seaward to partake of an elegant dejeuner; after which several loyal and patriotic toasts were received with enthusiasm, the prelude and responses to which gave opportunity to the speakers to do justice to the Board of Admiralty, for the high state of efficiency which the navy has at present attained, and also to Sir William Symonds for the great improvements he has effected in naval construction, not only as regards steam-vessels, but every class, from the first-rate to the packet-boat. Sir Philip Durham declared, in the course of his speech, that in the long experience of sixty-five years, he did not recollect a time when the fleet could be considered in such an efficient condition as at the present moment, and confessed his astonishment at what had been accomplished with respect to the increase of our force within these two years.

We were gratified to perceive the estimation in which the many important improvements connected with steam navigation accomplished by Messrs. Seaward were held, by members of the naval profession, as well as the gentlemen present interested in shipping. As these improvements are much greater than is generally supposed, and independent of the disconnecting process, (itself a matter of no small consequence under certain circumstances,) we are but doing justice to the talent and indefatigable industry of Messrs. Seaward, in attempting a hasty description, the data of which our readers may receive as correct, and draw their deductions accordingly.

The following is a comparative scale of the capability of engines by different makers; and while they show the great superiority of Messrs. Seaward's productions, it is but justice to the other eminent engineers to state, that they are also engaged in effecting improvements on this very important point.

The three essentials in a steam-vessel of war are, 1st, capacity; 2d, power of locomotion for the greatest distance; 3d, security of the boilers and vital part of the machinery from destruction by an enemy's missiles.

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These items have never before been calculated and published, and they prove the great superiority of Messrs. Seaward's engines, principally owing to their compactness in occupying less space, as appears by the length of engine-room, the importance of which the reader will appreciate, when he is informed that every foot in length so gained affords stowage for fourteen tons of coals in vessels of the above class. The other advantages are, that the boilers and cylinders are below water, protected on each side by the coal, impenetrable to shot; and that the portion of the machinery above is of wrought iron, and therefore not so liable to damage either from shot, or from concussion, striking the ground or a vessel, as would be the case with cast metal.

We give these hasty data, the importance of which our naval readers will readily appreciate; and we cannot conclude without congratulating the service in possessing the devoted ability of such talented engineers as Messrs. Seaward, who we are glad to perceive are engaged in completing two other vessels of the same class as the Styx. We may sum up their improvements as follows:-engines of 25 per cent. less weight, but of equal rated power to any other; engine-room 20 per cent. less length, affording this additional room for fuel; and last, but not least, 20 per cent. less cost; while the vessels can steam nearly double the distance of those fitted with other engines.-Naval and Military Gazette.

LAW DECISIONS.

THE ARDWELL.-A suit for salvage, instituted by Lieutenant Percival, the commander, officers, and crew, consisting of 33 men of her Majesty's revenue-cutter Badger, against the Ardwell, found derelict in the north seas The vessel had been sold, and the net proon the 26th of February last. ceeds amounted to 29711. 48. 3d. Dr. Lushington, would not give a moiety. The services were not long, nor the labour very severe, 1257. given as a fair distribution.

THE PANDA.-A motion to decree to Captain Trotter, and the officers and crew of H. M. S. Curlew, certain bounties alleged to have accrued to them for the seizure of a number of pirates in the year 1833. The case to stand over, in order that the crown officers might have an opportunity of inspecting the papers.

* See Nautical Magazine for 1837, p. 1.

THE ELIZA FRANCIS.-In this case a bottomry bond had been given to Messrs. Montefiore and Co., of Port Jackson, for the sum of 1,055l. 7s. 2d. A primum decretum was prayed for, which the court granted.

THE HARMONY.-A commission of sale having been taken out against this vessel, a sail-maker, who had possession of the sails, and on which he had a lien of 181. 178. 8d., returned them to the vessel under a monition from the court, and now moved that the amount should be paid out of the proceeds of the ship. The court decreed payment, and also the costs.

THE CHOICE.—This was an action entered by Messrs. Bell and Co., the prior mortgagers of a quarter of this vessel, against Messrs Smith and Co., the subsequent mortgagers of the other three-fourths, to recover the amount of their claim. The court dismissed the suit, and condemned Messrs. Bell and Co., in the costs. For judgment see Shipping Gazette, 7th July.

THE SCOTLAND.-A suit for salvage by the steam-vessels President, Albert, and Hero, for services rendered on the 16th or 17th of November last, to the Scotland, when on the Jordan Flats, near Liverpool. A tender had been made of 2507. and rejected. The court awarded 4001. See Shipping Gazette, 7th July.

WESTMINSTER.This was a case of alleged salvage services rendered to this vessel, off Margate, from the 23d of November to the 1st of December last. The court awarded 1,500l.

MARIE. This was a case of salvage effected on the 6th of February last by three smacks-the Tiger, Rosabella, and Abeona; and the yawl Whim, off Harwich. A tender had been made of 50l. The court considered that sum insufficient, and awarded 801. with costs.

THE CASTOR.-Salvage—A claim for remuneration for salvage services rendered by two fishing luggers, the Agenora and the Black Joke, to the brig Castor, which, on a voyage from Cuba to Swansea, with copper, having met with boisterous weather at the commencement, in January, reached the English coast in March, and was assisted by the two luggers (her own crew being in a state of exhaustion) into Plymouth. The value of the property was 5,300l. Dr. Lushington, was of opinion, that although the service which lasted 11 hours, was not attended with any danger, and did not require severe labour or extraordinary skill, the vessel stood in need of the assistance afforded her. If the salvors asked 1,000l., it was an exorbitant demand, and he thought if he gave 2001. it was as much as they were entitled to.

THE HELEN MARIA.-Salvage-An appeal from the award of the magistrates of Yarmouth, who had alloted a reward of 80l. to a steam-tug for towing the vessel (which had, through carelessness, run foul of the Newark light vessel, and thereby lost her mainmast) into Yarmouth-harbour. The salvors contended that, considering the value of the property (3,050.), and that the magistrates had awarded the sanie sum to some boatmen from Winterton, who could render no effectual service, the sum of 80%. was inadequate.

Dr. Lushington was of opinion, that the magistrates had come to a just conclusion, and that there was no reason for the appeal. He affirmed the award with costs.

THE MARY ANN.—salvage.— A claim on behalf of the Elizabeth, a small vessel of 28 tons, for remuneration for assistance rendered to the smack Mary Ann, from Shoreham, with a cargo of flints, which, in severe weather, she attempted to bring into Teignmouth, but the smack ran upon the Sprat-sand at the entrance, and sustained damages that reduced the value of the property to 1217. A tender of 51. had been made, but the owners contended

that the salvors had no claim at all, though they had attempted to extort 100. Dr. Lushington allotted 20., with costs.

ARMADILLO. In this case, Dr. Lushington pronounced against the bottomry bond, and condemned the party proceeding in costs.

CATO. A suit for salvage services rendered to this vessel by the Tiger and a number of pilots, on the 17th of January last, near the port of Sunderland. The court awarded 240/., one moiety to each set of salvors, the parties to pay their

own costs.

THE FLORIDA.-Prize.-A Portuguese schooner was captured on the 13th of May, 1837, by her Majesty's brig Harpy, having on board 283 slaves. She was despatched to the island of Grenada, and, being found unseaworthy, was there sold under the superintendence of Peter Guthrie, the agent appointed to act on behalf of the salvors. The proceeds amounted to 318!. 8s. 1d. The Florida had since been condemned by the Mixed Commission court; but Mr. Guthrie, notwithstanding repeated applications to remit the proceeds to this court, still retained possession thereof. The Queen's advocate prayed for a monition calling on Mr. Guthrie to transmit the amount to the Registry of the High Court of Admiralty. The court ordered the monition to issue, directing the sum to be paid to the Mixed Commission Court by whom the condemnation had taken place.

THE GAMMA. Salvage.—A suit for salvage services rendered to this vessel on the 18th of January last, by six pilots, off the port of Sunderland. A tender had been made of 60., which the court increased to 1204.-See Shipping Gazette, 10th July.

THE HOPE.-Salvage.-In this case 2501. had been awarded by the magistrates of Hull for salvage services rendered by the Speedwell, and paid to the owner of that vessel. An action was now brought, on the 3d and 4th Victoria, to compel its distribution by this court. The owner appeared under protest, and contended against the jurisdiction. The court upheld the protest.-See Shipping Gazette, 10th July.

THE TYNE.-Salvage.—This was a suit instituted by three steam-tugs, the Majestic, the Mary Ann, and the Ovington, for salvage services rendered to the Tyne, when grounded on a sand beach in Tynemouth harbour, on the 14th of February. A tender had been made of 150 guineas, which the court overruled, and gave 250, with costs. See Shipping Gazette, 10th July.

THE HEART OF OAK.-Bottomry.-In this case, the brig Heart of Oak, in October, 1839, sailed from this country to Shippigan, in New Brunswick, where she arrived on the 14th of November. The master being without a letter of credit, in endeavouring to get a cargo of timber in time for the season, borrowed on personal security two sums amounting to 2551., for which he gave two sets of bills of exchange. The vessel being unable to get out before the ice set in, on the 22d of April, 1840, advices where received at Shippigan that the first set of bills was dishonoured, the property of the vessel having been, in the mean time, transferred to a new owner. The master was hereupon arrested, and whilst under restraint, though not in actual confinement, being unable to obtain his personal liberty, and the liberation of the vessel on any other terms, consented to give the party who had arrested him, a bottomry bond for the 2551. which had been secured by the bills, and also for a further sum of 4137. on account of the ship, the bond bearing a premium of 20 per cent. The validity of this bond was now in question.

Dr. Lushington pronounced for so much of the bond as covered money advanced subsequently to the 22nd of April; but he wished to mark his disapprobation of the conduct of the parties at New Brunswick, in taking a bond from the master under such circumstances, which justified the owners at home in investigating the matter, and he should, therefore, in pronouncing for the bond to the extent he had mentioned, give no costs.

ENLARGED SERIES.-NO. 8.-VOL. FOR 1841.

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