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It may be remarked in this place that the stock is in two halves, having a plate at the inner end, the breadth of the upper part of the shank. These plates fit into grooves dovetailed at the lower part, and secured by a bolt forelocked, and at the top part the bolt which secures the shackle or ring of the anchor passes through the plates. The upper surface of the stock being flat, offers considerable resistance when lying on the bottom; but it is much too slender for a working anchor.

"On the 24th another trial took place between Aylen's and Rodger's, it having been a tye hitherto; but this was decided in favour of the latter. Lenox's anchor was then tried against Rodger's, when the latter was beaten. Mitcheson's was then tried against Trotman's and beat, after which Mitcheson beat Lenox's also. The four anchors selected as the best therefore are Mitcheson, Trotman, Lenox, and Rodger. It now remains to be seen which anchor will bear the test of mechanical strength.

"The general opinion deduced from the series of experiments is, that although Mitcheson's has been so successful the stock is not at present seaworthy. Trotman's has come out of the trials very successfully; but the construction is too complicated to render it a good working anchor. When once in the ground its holding properties are very superior: in fact, a glance at its grasp will show that it has the capabilities of an anchor of another construction one fifth larger. There, are, however, drawbacks not easily to be overcome. Its taking the ground is more precarious than with other anchors, and if a ship should part her cable, it would be scarcely possible to sweep the anchor. It is an awkward anchor also to fish and to stow. Yet there are other merits which render it upon the whole a most valuable invention, and no ship should go to sea without one. Of Lenox's it is sufficient to say that it has been found equal to, and that it has gained an advantage over Rodger; but so strong is the professional feeling in favour of the latter, that it will ever remain a favourite. Oar recommendation would be thus; Lenox and Rodger for bower anchors, Mitcheson for a sheet, and Trotman for a spare anchor. "The following gives at one view the result of the experiments in breaking the trial anchors, and the time occupied upon each experiment :

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To the above we may add, that the usual test for the largest anchor used by H.M. ships, is only 67 tons, and weighs 100 cwt; and that on Lieut. Rodger's improved plan, weighing 19 cwt. and 8lbs., bore 73 tons as above stated.

Its shank, no doubt, is much bent and cracked in several places, but the arm does not appear to be altered in its form, or at all injured; and although the cracks in the shank are numerous, and extend over a space of about 18 inches, within about 3 feet of the arms (showing its uniform strength,) still they are very slight; and it seemed to be the general opinion that, had the shackle not given way, the anchor would have borne a much greater strain without breaking.

• Rodger's anchor did not break; the shackle having given way. Mr. Mitcheson declined submitting his anchor to the test.

NAUTICAL NOTICES.

ALTERATIONS IN THE MARKS OF THE CHANNEL OF THE BAY OF SMYRNA. due sms I dont of Saigon baju sut tot babrata 979w fing adi mont mail & 18 yait H.M.St.V. Spitfire, Smyrna, 26th August, 1852. SIR, Having since my arrival at this port on August 13, been enabled to examine the light off the mouth of the Hermes, upon which a beacon was placed in 1812, and having ascertained that it has considerably grown out by the depositions from that river since that time, I therefore felt it my duty as early as possible, to inform you of the fact for the benefit of merchants and captains interested in the navigation of this gulf. And to point out to them that the marks given in a copy of a chart of the "Channel of the Bay of Smyrna," by Capt. Graves and the Officers of H.M.S Beacon, which was then published at this port, viz., The North end of the old Castle on Mount Pagus on with the South end of Lanjac Castle clears the Hermes spit," is no longer true. The spit having grown out beyond those marks, it is now necessary to substitute the following for the former marks.

qt baldens A large and conspicuous Tree, with a house under it, (which appears to the South of Lanjac Castle,) on with the North end of the old Castle on Mount Pagus. This latter object will in consequence be more than twice its breadth open to the South of Lanjac Castle instead of touching it, as by the old marks. I subjoin a sketch, to render the objects more easily recognised. do enioms MaybI dyudaro bazamo sved I totempa ad of trans anoitavisado batimil nwo y diw (synvoy odtudera abralal 9b19V SquО oda to bnwtes adt of s saym gnionivoo to viaggons

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N.B. This spit is the only one of such rapid increase as to sensibly affect the navigation of the Channel in a few years. But it is one of least danger where a proper look out is kept: since the reeds growing on the lips of the river are within a cable's length of the extremity of the spit; and the shallow bar is generally seen to break; or with trunks of trees aground upon it.as As the other spits extend some distance from dry land, they are not so easily indicated; the marks for them being very distant and indistinct. It is, therefore, the more to be regretted, that the buoys formerly placed upon those spits by the subscription of some few merchants, have been entirely removed, through the apparent want of interest or care about their preservation by the local authorities. The consequence is, that many vessels now ground upon these spits; much loss of time and expense follows; which often is far more than would be the cost of replacing and maintaining such necessary guides to wol hargnol a great commercial port. Finding that notice of their entire removal is not generally known, strangers arriving at the port of Smyrna are thus often placed in a difficulty use mo IXX JOYI OK

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To the Editor of the " China Mail.”

Hongkong Harbour, 30th June, 1852. SIR, Although the enclosed remarks were written during my late passage out, and were intended for the Nautical Magazine, to which I am a subscriber, and sometimes an humble contributor, yet being at a distance from the Editor of that valuable periodical, I hope it will not at all derogate from its utility, that this communication appears first in yours.

I passed Ferro, the southernmost of the Canaries, on February 24th, 1852, bound to Hongkong and Canton; and conceiving it a proper month, shaped my course eastward of the Cape Verde Islands, keeping in 19° 45′ W. long., crossing the parallel of Cape Verde on the 29th February. Now, comparing the present with my last voyage to India in December, 1850, I have every reason to be satisfied with the eastern route; for although a lighter trade, I gained so much in distance, that I passed the lat. of Cape Verde in rather less time than when, in December, 1850, going west of the Islands. After getting about 200 miles south of Cape Verde, the wind veered to E.b.S., with which I was enabled to steer S.S.W. (S. W. true); whereas, on my former voyage, with the wind from the same point, I was obliged to steer S. and S.b.E., consequently close hauled, as I should have been this time, instead of all stud sails set on the port side. All other things equal, the fewer zigzags in a passage the better; and supposing the winds to be as good in this track, there is much gained in the distance, as a ship may steer a direct course from the Canaries to the Equator. I have compared Horsburgh, Purdy's Memoirs, tne Nautical (i.e. Horsburgh the younger) with my own limited observations, and cannot see why the route to the westward of the Cape Verde Islands should be always considered best. I had an opportunity of convincing myself to the contrary when on my homeward passage from Canton; November 2, 1851, I crossed the line in 20° W., on the 15th was on the parallel of St. Antonio, and in long. 29° W., where I had light variable winds thence to lat. 30° N., veering from S.W. to S.E. Surely I was far enough west to have a true trade.

I would also suggest, that, for a ship outward bound in all December and March, and going east of the Cape Verde Islands, there is another advantage to be gained, viz., the course will not only take a ship straight from the Canaries to the Equator, but will also enable her to cross it more to the eastward. Is it any advantage to do so? I should think it is, from the month of February to July inclusive; first, because in these months a southerly wind prevails on the coast of Brazil; and second, because the further to the eastward the less easting to run down after losing the S.E. trade; in other words, the track is less circuitous to the Cape of Good Hope. There can be but one opinion as to the eligibility of this track in every respect save one, the winds. Now I should much like to know if the notion of carrying better winds when crossing the line in 25° W. long. than in 18°, be correct: for I must again remind you that it is for information I write, and not to thrust my own opinion down another's throat. If I seem to speak a little too positively, it is in order to provoke to sound argument on the opposite side.

On inquiring of others why they go so far west, the answer invariably is, that they have tried both ways. This may be, but it is not satisfactory; for this simple reason, they have never tried both ways on the same day, week, or perhaps month, and consequently there is no proof but that at the time they were crossing, say in 25°, there were not equally good winds in 18° W. longitude. Now if I were to arrive at China with a ship that had crossed 6° or 8° farther west than myself, and saw by her log book that it had happened on or about the same day, and that she had better winds, and should this be NO. 11.-VOL. xxi. 4 K

corroborated by subsequent and similar proofs, I should willingly give up my present opinion. An immense mass of information might be obtained by comparing the log books of different ships on the same voyage, and at the same dates and different positions to state the direction and force of the winds. This would reduce probabilities to absolute proofs, nor would it require a very long series to arrive at the desired end. Suppose every ship were to deposit her log book, on arrival in England, for a limited time while she is lying in dock; or, which is more practicable, if every master would take the trouble to write on a sheet of paper the latitude and longitude of each day, from the Canaries to the 10th degree of South latitude, giving the direction and force of the winds, and on his arrival transmit it to the publisher of the Nautical Magazine to be arranged in order, much might be done to set this question

at rest..

Leaving this to better hands, I subscribe myself at present,

A NOVICE. P.S. As example is better than precept, and as I do not desire to be thought too indolent to furnish my mite of information, I send you the following particulars of the currents experienced between certain limits, on my last Voyage::

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[The remarks of our Novice" are very judicious. Old fashions are wearing out fast. We shall not pretend to decide the question, and content ourselves with adding now that it is a good principle in making a passage to lay the ship's head for her port as nearly as circumstances allow But we shall be very glad if our readers would follow the good example of our correspondent, by sending to us their passages, with dates, &c., across the equator, the comparisons of which would soon settle the question.-ED. N. M.]

DIRECTIONS FOR PALOAN BAY.

The following brief sailing directions for Paloan Bay, by Captain Bate, have been kindly sent to us. The knowledge that water is to be obtained there, and good shelter during the N.E. monsoon, may prove of service to the navigation of those seas:—

Paloan Bay (Island of Mindoro).

Mindoro Island is in latitude 13° 25′ N., longitude 120° 20′ E., and affords excellent shelter in the N. E. monsoon. It is also a convenient place for vessels to obtain supplies when passing through the Mindoro Strait.

The Bay lies S.S. E. of Point Calivité; it is four miles wide at the entrance, of a semi-circular form, running back three miles in a northerly direction.

There are no dangers in the Bay. Reefs, dry at low water, extend a quarter of a mile from either point, at the entrance having deep water close to them. The soundings at the entrance are from 45 to 50 fathoms, half a mile to the southward of which they increase to 200 fathoms.

The best anchorage is in the N.E. extremity of the Bay in 14 fathoms, (to which the water suddenly shoals from 20 fathoms,) a mile from the beach, and West from a small isolated head upon which a hut is erected. There is a black rock close to it standing a few yards in front of a sandy beach, which shows in good relief.

A small river disembogues immediately on the north side of the cliff, where good water con be obtained with facility. The coral projects half a mile from the entrance of the river, and has 10 and 12 fathoms close to its edge.

Care must be taken when beating into the Bay, for the squalls come violently off the high land, are very sudden, and at night do not give the least warning.

The bottom consists of a black tenacious mud, from which it is difficult to extricate the anchor after it has been down a few days.- China Mail, June 24.

PACIFIC ISLANDS AND DANGERS.

The pages of this work contain a very considerable accumulation of this kind of information relative to the Pacific. We add the following, leaving the discussion of its merits by comparison with other authorities for the present, but which will all be found embodied in the best of charts hercaiter.

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(Marquesas Islands, N.E. by N. from O'Paro Island lies a shoal with from five to fifteen fathoms, discovered by S. D. Morris, barque Fortune. The native name of the Island is Rapped.)

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