meeting of the directors of the company that I succeeded in obtaining permission to finish her, as shown in Fig. 2:

Fig. 2.

WIMSHURST'S Patent Improvements, and his Screw, finally adopted by the Ship Propeller Company, 1838.9.

Thus completed, she was launched in October, 1838, her propeller

having one whole turn, as shown in Fig. 1. We had several trials in May, 1839, and it was found that the propeller caused very considerable vibration in the stern of the vessel. When starting on one of these trials, on May 26th, the boiler exploded. While the boiler was under repair, and in August, 1839, I obtained the directors' consent to make a propeller of two blades, each having a half turn only, 10 ft. pitch, and

5 ft. 9 in. diameter, as shown in Fig. 2, the result of this change being less vibration in the stern of vessel, and an increase of two miles an hour in her speed.

In September, 1839, I commenced to build the second screw-steamer (the Novelty), a considerably larger vessel than the Archimedes. In her I placed the screw as far aft as possible, reduced the length of the propeller blades to one-fourth turn each, and so adapted the propeller that it could be easily unshipped while the vessel was afloat. See Fig. 3.

I fitted her with engines acting directly upon the propeller shaft, and with one mast of iron (it being the first iron mast ever made), 58 ft. long by 15 in. diameter.

When under trial, Mr. Grantham witnessed the satisfactory working of the engines, and he thereupon patented the principle of driving the propeller with direct-acting engines. Some little time after I chartered the vessel to a Liverpool firm for a voyage to Constantinople and back. She carried 420 tons of cargo, exclusive of coals, &c. This voyage is, therefore, and without any doubt, the first made by any screw-steamer; nevertheless the "History" omits all mention of the Novelty, and of her builder and owner, or her voyage. It would be uselessly trespassing upon your space to add the proof of all these statements, but, if you think it desirable at a future time, I can furnish it to your satisfaction; but, as a general confirmation of the statements, I may inform you and your readers that at the time of my early trials with my vessel, the Novelty, I advertised in the Times, 1842, challenging for speed and economy any other steamer up to double her horse-power, the loser to pay £1,000.

I may also add that the South Kensington Museum Catalogue of Mercantile Marine and Naval Models contains, on page 30, under Class 3, No. 12, a list of models lent by me to that institution. The models, of course, still remain in the Museum.

Once more turning to the "History," I notice a few lines on page 110 which contain the bitter truth. They are these, and are in connection with the Archimedes :-" Her spirited proprietors, who had been so instrumental in the introduction of the screw, lost all their capital they had invested in this unfortunate undertaking." But, on page 116, I find only the names of Mr. Symington, Captain Ericsson, Mr. F. P. Smith, and Mr. Woodcroft mentioned in connection with the successful introduction of the screw. It seems to me, Sir, that in fairness, credit ought also to have been given to those who devoted themselves to the construction of vessels suited for screw propulsion, such as the Archimedes and the Novelty, before alluded to, which vessels were designed and built upon my improved plans patented in 1840; and it was not until these vessels. were constructed that the screw-propeller ever became a success. It is not agreeable to me to lose the small comfort of having my name and early works associated with the development of so important a mechanical arrangement as the screw-propeller for marine purposes, and therefore I venture to trouble you with this somewhat lengthy statement, feeling assured that you will do me the justice to insert it at an early date. I am, Sir, respectfully yours,

3rd March, 1876.

HENRY WIMSHURST.

[In publishing the above letter from Mr. Wimshurst, we would observe that on the one hand Mr. Lindsay has laboriously, honestly, and studiously given the world the most complete history of merchant shipping and com

G

merce ever penned; and, on the other hand, an active participator in the practical application of the screw still lives, and has vigour left to challenge the historian. We know both gentlemen to be actuated by the best of motives, and we feel sure that if the one should by an accident have omitted to mention the other in his " History," he will gladly do what he can to rectify the omission. As regards the credit due to Mr. Wimshurst, we have no doubt that he will be able to assert his right to a participation in so important an adjunct to commerce, in a way that will determine the matter; and if he prove successful, we think Mr. Lindsay will regard it as an unfortunate circumstance that Mr. Wimshurst's name should have been wholly unmentioned in his great work.-ED.]

MERCHANT SHIPPING LEGISLATION AND ITS INFLUENCES.

HE present unsatisfactory condition of the shipping trade is a matter that deserves the most serious consideration, not only on the part of the House of Commons, who are still engaged in laying down fresh restrictive measures for the British Mercantile Marine, but also from every Englishman who has the general welfare of his country at heart. Of course trade is dull just now; but we believe the slight retrogression that has taken place in certain branches of industry is totally insufficient to account for the extreme depression that has arisen in the merchant shipping trade. It is obvious that the mere uncertainty which now exists with regard to what the morrow may bring forth for the shipowner must have a most injurious influence upon his business; but a still more fatal influence than this uncertainty is the tendency of all restrictive legislation to force trade into new channels. The shipowner naturally feels reluctant to engage in anything like spirited enterprise in his business in the face of the harassments and interferences with which he is threatened. At the present time, indeed, he is bound to be cautious, for it is impossible to tell what an hour may evolve from the fertile brains of merchant shipping reformers. We have no wish to become alarmists, but we think the country would do well to pay close attention to the effect which, it seems to us, legislative interference and uncertainty are now undoubtedly taking upon our Mercantile Marine. We have nothing whatever to say against legitimate regulations; but we cannot protest too strongly against the dillying and dallying with merchant shipping which we have had to

witness during the last two or three years, and we sincerely trust that the present session of Parliament will see the merchant shipping question settled, to be disturbed no more for many, many years. This is a "consummation devoutly to be wished," if only to escape from the constant uncertainty that hangs over the shipping trade; but experience will have to decide whether Parliament has or has not overstepped the bounds of moderation in laying down restrictive enactments for the shipowner.

Judging from the present condition of affairs, it certainly appears that legislation possesses anything but a beneficial influence.

That all restrictions on British shipping must have a direct tendency to encourage unfair competition, and to foster the foreign trade at the expense of our own, is a proposition which no sane man can dispute.

Yet in spite of this fact, Parliament does not hesitate to set boldly to work, apparently relying upon the great vigour that has always characterized our maritime commerce, to counteract the evil influence of the rules and regulations it imposes. It is to be hoped that the British shipowner will be able to give the foreigner the advantage of this extra weight, and still come to the front; but looking to the keen competition that is now arising from abroad, and to the great development of the shipping of some of the continental nations, we can scarcely hope that our countrymen will be able to maintain the decidedly superior position they have invariably occupied in the past. Mr. Plimsoll and his supporters are looked upon as the benefactors of their country, as men who place a higher value on human life than upon mere commercial considerations. At first sight, and to those who base all their judgments on names, the position of the new apostles of humanity must appear unassailable. We have no intention of making any high sounding declaration with regard to the purity and disinterestedness of our own motives; we must leave our readers to judge whether we have ever shown that we look upon sailors' lives as a matter of trifling consequence; but at the same time we appeal to all men who are capable of considering the question without bias, to ask themselves whether they are prepared to proceed to any length on the mere chance of saving British seamen from shipwreck. When brought down from the region of sentiment this question is a simple one, and one which it requires no great depth of philosophy to enable the honest inquirer to decide. We have only to bear in mind that there is a certain quantity of carrying trade to be done in the world. For that trade various nations are competing, but as yet Englishmen by their spirit of enterprise and love for the sea, have managed to take and hold the lead. It is now proposed to saddle Englishmen with restrictions such as scarcely any of their opponents have to bear. It is quite evident what must be the inevitable tendency of such a system. Whether these restrictions be imposed or not, the carrying will still have to be per