the quay at Liverpool, to which she had been for some weeks lying, for the purpose of having her compasscs adjusted by observation. This floating castle was swung to every point of the compass, and the bearings of the compasses attained to the greatest nicety. MASSACRES BY CHINESE AND MALAYS. Singapore, February 3rd. The British barque Victory, of London, arrived here on the morning of the 27th ult., having had enacted on board of her, one of those fearful outrages which seem to be becoming of such frequent occurence in these seas. The Victory was chartered to convey Chinese coolies to Callao, and having received on board 352, sailed from Cumsingmoon for her destination on the 6th December last. She had also some cargo on board, consisting of furniture, silks, preserves, &c., but it is not known whether there was any treasure. On the 10th, between 2 and 3 o'clock in the afternoon, the coolies suddenly made a rush into the cabin and seized the arms. A party of them went on to the poop, where the master, Mr. William Lennox Mullens, was walking, and seized him, A seaman named Henry Watt ran to his assistance, but was laid hold of by the Chinese, killed, and thrown overboard. Captain Mullens got up into the mizen rigging, and was followed by one of the coolics armed with a cutlass. The captain then slid down one of the topmast backstays, and as soon as he reached the deck was seized by the Chinese, who assaulted him with cutlasses, iron bolts, &c, until he was killed, and his body thrown overboard. The second mate, named James Aronsono, and the cook, Edward Bailly, were murdered at the same time as the captain, in the fore part of the vessel. The chief mate, Mr. Vagg, was aloft on the fore topsail yard, at this time looking out for the land. As soon as the captain was killed the Chinese called Mr. Vagg to come on deck, which he did, when they led him off to the wheel and ordered him by signs, to steer the ship towards the land, threatening to put him to death if he disobeyed. Mr. Vagg steered for Point Kamboja, and some of the coolies landed there but finding it was uninhabited they returned on board. They next tried to beat up to the coast of Cochin China, but could not manage it, and then bore away for Pulo Ubi, when the vessel anchored. After taking her to various places in the Gulf of Siam, they left her, carrying off a considerable portion, of the cargo. The Chinese took all sorts of precaution to avoid detection. They burnt the whole of the ship's papers, and tore out all the leaves from the log-book up to the date of their taking the ship. No cause can be assigned by Mr. Vagg for the rising of the Chinese. They received no illtreatment. and had only been paid an advance of a dollar each before leaving. The Herald, Lawson, from Shanghae for Leith, was scuttled 31st of October, off the coast of Java, by part of her crew (Manila men), who had massacred the master, two mates, and two men: the master's wife left on board when the vessel sank It appears that five days after leaving Shanghae the crew were put upon the customary allowances, which was not agreeable to the Manila men, who began to be refractory, and went aft four times before the vessel reached Anjer, to demand more, but were refused. There were on board, Captain Lawson, his wife, two European mates, a carpenter, a steward, a cook (natives of the coast,) twelve Manila seamen, one European, (Portuguese) seaman, and a Manila boy. It would appear that the Manila men had resolved on extremities, as they told the Portuguese they intended to murder all the Europeans on board. The Portuguese tried to gain time, by dissuading them from using violent means, and offered to take the Europeans off by poison, which he mixed with the powdered sugar candy for the coffee. Both the captain and his wife were affected by the emetic, but only for a short time. The Portuguese, meantime, found an opportunity of acquainting Captain Lawson with what was going on, who ordered the chief officer to muster the crew every night, and take their knives from them. Captain Lawson and his officers, from that time, which was about twentyfive days before reaching Anjer, were always armed. The Herald, made Anjer on the 22nd of October, but did not anchor, as there were sufficient water and provisions on board to last them until they reached the Cape or St. Helena. At half-past 1 A M., of the 25th, the Portuguese heard his name called in a loud voice, and ran on deck, where some of the Manila men told him that they had water and provisions now at their own pleasure, since the captain and his officers were gone to the other world. He was sent to assist in clearing the cabin, and saw the bodies of Captain Lawson, his officers, and the carpenter, Mrs. Lawson also being there, crying bitterly. Weights were attached to the feet of the bodies, which were taken on deck and thrown overboard. The chief mate was not quite dead when thrown over the side, and he was heard to exclaim "Good God!" After the officers had been thus disposed of, the gunner (a Manila man) took command of the vessel, having two of the men as first and second officers. Six days after the murder of the officers, the Portuguese steward, and cook, were tied up, and told their last hour had arrived, and before the steward could utter a word, the person who acted as chief mate, split his head open with a hatchet, and ran him through with a knife. The other two were released, and enjoined to secrecy. The same day preparations were made to scuttle the ship, and on Mrs. Lawson entreating the gunner to take her on shore, he said his companions would not allow it. She then begged a spar should be given her, and she would commit herself to the waves on it, but this was even denied her. About 10 PM., they left the vessel in one of the boats, and she sunk so rapidly that nothing but her masts were visible a short time after. It is said that Mrs. Lawson was locked in her cabin before the men quitted the vessel. The boat reached the Java coast about six the following morning, and landed at a place called Tilankang, where they were secured and sent on to Batavia. The Portuguese cook, and boy, have been forwarded as witnesses against their companions. LAW OF STORMS. A letter with which we are favoured from Colonel Sir Wm. Reid, the present Governor of Malta assures us, that, the commanders of the Malta Commercial Marine have taken up the investigation of the Law of Storms, in a way which does them much credit, and there is no doubt that in a few years, through their means, and the aid of the Consuls at the various ports in the Mediterranean, we shall understand the nature of Mediterranean gales. He also informs us that the gale of the 1st of February, 1852, which damaged several of the British line of battle ships, came from Africa, the centre passing to the east of Tripoli, and somewhere near to Bengazi, on an E.N.E. course. Whilst the wind was blowing northerly at Malta, it was blowing southerly beyond Candia, over Greece it blew easterly, and in Egypt westerly. There is no doubt that the gales of the Mediterranean follow the same laws as those of other parts of the globe. NAUTICAL NOTICES. Late Discoveries in the South Seas, &c. The annexed information is published for the benefit of ship-masters trading among the islands of the South Seas. From the many vessels lately lost, it is hoped that it will be of some service: Island discovered by Captain Northwood of the Tamar, lat. 20° 20' S., and long. 137° 10′ W., about two miles in circumference. March 13th, 1838. A group of islands discovered by Captain Grimes in the Woodlark, 28th of September, 1837, lat. 9° 29' S., and long. 171° 52′ W. Rather thickly inhabited. The Novelty was lost on this island. A shoal seen by the cutter Foster Fyans, eastward of Lord Howe's Island, lat. 31° 56' S., and long. 160° E. Island discovered by a French ship, lat. 21° 39' S., long. 138° 32′ W. The Rapid's Reef, according to her observation, lat. 21° 40' S., long. 174° 40' E. (1st April, 1841.) Ditto ditto chart, lat. 21° 56' S., long. 175° 26' E. May, 1841. Captain I. Underwood, a reef seen in lat. 15° 42′ S., long. 175° 18' E. May, 1841. 161° 3' E. A second reef discovered by the above, lat. 4° 40′ S., long. Young Phoenix Shoal, lat. 9° 05′ S., 167° 10′ E. Ship Eucutun's Reef, lat. 18° 10' S., and long. 175° E. Reef seen by the Mars, of London, lat. 8° 25′ S., and long. 165° 32′ E. An island seen by Captain Cole, of the Avon, lat. 23° 32′ S., and long. 162° 52′ E. An island discovered by Captain Brown, of the Ploughboy, in lat. 3° 30' S., and long. 176° 2′ E, surrounded by a reef eight or nine miles off shore. Inhabited. The Harbour of Roan Kitty is in lat. 6° 52' N., and long. 158° 24′ E. The Harbour of Ascension being very indifferently laid down, and a great many reefs extend to the north-east of the island forty miles long. A very extensive reef, about eighty miles long, in lat. 7° 21' N., and long. about 156° 30' or thereabouts-this reef the ship Isabella was lost upon, bound to Manila, in 1811. The latitude was observed on the reef. The Raven Islands, a very good place of supply, discovered in 1841. Resident, John M'Vea, Offley, ship. Island discovered by Captain Grimes, in the Jean, 1841, lat. 9° 16′ N., and long 145° 43′ E., and about six miles in circumference. A shcal seen by the Mumford schooner, bearing S.b.W. W., distance eighteen miles from Veithone's Island. Sarah Scott bound to Manila, saw a shoal, the southernmost of the Deliverance Islands, bearing W.b.S. Latitude of the shoal by account and by the islands 10° 45′ S. and long. by chronometer 163° 12′ E. A reef discovered by the Cyrus, of London, 1843, lat. 8° 43′ N., and long. 111° 40′ E., bearing S. W.b. W. of the London Reef, distance twenty miles, five miles in extent. Also, a shoal in lat. 7° 38′ N., and long. 112° E. Also a bank in lat, 7° 42′ N., and long. 111° 37' E., the least water being 7 fathoms. Also, a continuation of breakers from the George to the Abercrombie Shoals. A reef discovered by the ship Thomas Dickenson, July 26th, 1842. Position lat. 21° 32' S., long. 168° 54' 30" W.; it appeared about two ships lengths, N.E. and S.W., the night being dark at the time, and blowing a gale of wind, very narrowly escaped shipwreck. A reef discovered by H.M. Sloop Favourite. long. 179° 11' W. Position, lat. 23° 35′ S., S. D. NORRIS, An island. Lat. 15° 37' S., long. 175° 23′ W. Master Brig Moa. This list was published for Captain Norris some years ago. 42, Porchester Terrace, Bayswater, April 9th, 1852. SIR,-I beg leave to send you an extract of a letter received by me from Mr. Consul Beecroft, dated Fernando Po, 29th October, 1851, giving the position of a shoal at the mouth of the Old Calabar River with directions how to clear it, which I believe may be relied on as correct, Captain Beecroft being well acquainted with the navigation of that River. "The knoll with 2 fathoms water upon it, is due south, from the south end of Tom Shots' reef, about two miles distant. To avoid it in coming from the westward steer east in 8, 9, or 10 fathoms. If the weather is clear so as to see East Head get it north-east, then steer N.b.E. from the river of Old Calabar. All the rivers in the bights want surveying. Knolls and sand-banks get up and disappear in two or three years. Breaker Island is larger now, with trees on it. I will trace it off and send it to Sir Francis Beaufort by next conveyance." H. D. TROTTER, Capt. R.N. GRAHAM SHOAL.--It appears from an examination of this shoal, on the 19th of March, by Lord Frederick Kerr, commanding H.M.S. Scourge, that it has not undergone any change in the depth of water since the examination of it by the same officer last year. St. John's Newfoundland, March 24th, 1852. LIGHT-HOUSE AT CAPE PINE, NEWFOUNDLAND.-Notice is hereby given, that from and after the 1st day of July next, the light at Cape Pine, on the south coast of the Island, will be changed in its character, and will thereafter exhibit a Light at intervals of half a minute, instead of twenty seconds, as at present. NICHOLAS STABB, J. J. GRIEVE, Commissioners. TIDES AT THE ENTRANCE OF THE YANG-TSE-KIANG AND WOOSUNG RIVERS.-By Mr. G. B. Swain, Master R.N., late of H.M. brig “ Pilot.” As considerable difficulty is experienced in making the low land of the main on approaching this River, after Gutzlaff Island is lost sight of, and many vessels which have shaped a right course for its entrance by taking their departure from Gutzlaff, have unexpectedly been set into shoal water, either on the north or south bank, I have endeavoured to find a rule by which an allowance can be made for the tides existing in this locality, by taking the direction of the ship's head every hour, and noticing the rise and fall whilst at anchor in the "fair way," off the mouth of the river. By reducing these observations, (the result of fourteen tides) and allowing for the force and direction of the wind, and the relative time of high water at full and change, it appears to be an unquestionable fact, that the tides undergo a complete revolution (in direction) during each whole tide, viz: "The first of the flood sets southerly, gradually draws round to the westward, and the last part of the tide sets to the northward. The first of the ebb draws towards the east, and on nearing low water, tends to south." This revolving tide (if it may so be named) I have observed as far out as "Saddle Island;" it does not appear to diminish in velocity during the revolution excepting at the exact turn of tide-its least strength is about two knots, and at the springs it reaches to about five knots per hour. The same results have also held good at all times when under weigh: and on two occasions, having Gutzlaff on a S.E. bearing, at a distance of sixteen miles, the ship steering N.W.b. W., we dropped the Island without altering its bearing, (it is lost sight of from the deck at twenty-one miles) obliging us to haul up to W.b.S. These circumstances happened at the last of the flood. The loss of the vessels which are so frequently stranded on the north bank, may be attributed to an ignorance of the actual set of the tides, and several vessels commanded by good navigators (and on one occasion a steamer) have been swept completely to the northward of the bank, and only discovered their error when brought up by shoal water at a distance of many miles from their supposed position. Since the same soundings continue up to the north edge of the bank, as are found in the fair channel over the bar, an attention to the set of the tides will be indispensable, and which is the only method of providing against the danger of being swept on this bank. The difficulty in pilotage will be somewhat diminished, when running up the river with the first of the flood or last of the ebb which set on the south bank; as the soundings then decrease gradually, which would indicate an approach to the shoal. The rise and fall of the tides, must of course be borne in mind, but cannot be depended upon with exactness, there being a considerable difference in the depth of water caused by change of monsoons, as well as by the influence of local winds, freshes, &c., independent of the change of moon. In working up the river, no ship should be under weigh near the time of high water, especially at spring tides, as the danger will not only be greater in case of her grounding, but also by the banks being completely covered, and the eddies formed along their edges rendered invisible during the last quarter of the flood, and first of the ebb, the only certain guide for avoiding the banks is not available. From leaving Gutzlaff, the navigator should be careful to keep near the south bank, as it is safe into 3 fathoms as far up as within five miles of "Middle Point," bearings of the point then become useful for clearing the shoal, which runs off it at about one mile and a half, in a south-east direction, and which is dry at low water. The point is discernable by a large tree (higher than any others previously seen) to the south-east of it, and when this tree bears southwest, you are abreast of the extreme point of the shoal, here, you should not approach it within 4 fathoms. Middle Point is also remarkable in having a quantity of cattle usually grazing about it. All ships bound for the river, should first make "Gutzlaff," and be particular in calculating the time of tide (high water full and change at 12 o'clock (noon). The most preferable track for making the low land is, by keeping along the north edge of the south bank. By paying attention to these remarks in steering a course, and occasionally shoaling the water to 3 fathoms, will render the pilotage easy. No vessel should attempt to run in for the mouth of the river at night, or in thick weather. When about three miles off the low land, the tides begin to hold a totally different direction: the last of the flood stream (which runs up to 66 Woosung, two hours after it has done on the bar) sets on the south shore, and during |