the 4th of the following April, at daylight, I made the island of Pcnantipode, much sooner than I expected. Fortunately it was a fine clear day and smooth sea, so I was enabled to take several good sets of lunars, which agreed with my two chronometers (that I proved to be correct afterwards, on making Diego Ramirez Island,) and placed Penantipode Island in lat. 49° 40′ S., long. 178° 40', which is exactly one degree of longitude West of the position laid down in the charts. It is high and barren, about fifteen miles in circumference, with six or seven small islands round it, lying a short distance off, and may be seen in clear weather some thirty miles distant.

Yours, &c.,

BENJAMIN DARLEY.

H. Fox, Esq.

Sir, I beg to submit to your notice the undermentioned report. Having followed the sailing directions of a voyage from Melbourne to London, viâ Cape Horn, I determined to steer what appeared to me the most direct passage. On the 30th of January, 1859, at noon, our position, by good observation, was in lat. 38° 55' S., long 144° 6' E., with the wind at S.E., strong, Cape Otway bearing W.b.N., distance 25 miles, distinctly visible. As the ship approached the southern latitudes, the wind veered to the westward, and on the 7th of February passed half way between the Snares Rock and the Auckland Islands, blowing a heavy gale; bar. 28.80.

From noon of the 9th February (morning and afternoon sights to correspond), in lat. 49° 26' S., long. 177° 5' E., I shaped a course to pass to the southward of the Antipodes Island, allowing the position assigned, and calculated the difference at noon between our latitude and longitude and that of the island. The result proved by bearing and distance 84° S., 105 miles E. Consequently we did not expect to approach the island till 11h. p.m. However, at 6h. 30m. p.m. the look-out forward reported icebergs ahead. I directly made use of a powerful telescope, and distinctly observed the sea breaking high about four miles on the starboard bow, bearing E.S.E., the weather misty, with a fresh westerly breeze. We shortened sail and altered our course to N.E., and followed along until we discovered the icebergs proved to be insula firma-the Antipodes! But instead of one, as described, we numbered four detached islands, with clear channels between, as far as we could judge by their appearance through our telescopes. At 7h. 10m. p.m. the ship was abreast, and the islands in one, bearing South 1 mile distant. Bore away and stood East, having run since noon of the 9th February 63 miles, course E. S. by compass, variation 16° E. Therefore, according to our calculations, the islands are placed 42 miles too far to the eastward. From the uniform rate and correctness of our chronometers, I am strongly of opinion that we made no mistake.

These islands do not appear to be noticed by navigators, although much in the way of the homeward-bound. They lie nearly North

and South, and extend over a space of about 4 miles. The highest part of these islands is about 600 feet above the sea; and from the reason of their being immediately in the track of ships steering for the Horn, deserve further attention, and a more correct position assigned to them.

I am, &c.

W. P. STEVENSON, Commanding ship Maidstone.

178° 40′ E.

To the Editor of the Shipping Gazette.
Long. by my chronometers, mean of three

Horsburgh

Raper

Norie

179 30

179 42

179 40

SWATOW,-China Sea.

Owing to the great increase of shipping in the port of Swatow, and looking back on the late accidents which have happened in the vicinity, we think that a few hints, accompanied by sailing directions, might be of some use to shipmasters visiting that port.

Vessels bound to Swatow from the northward in the N.E. monsoon, should, on making the Cape of Good Hope, steer for it until Bill Islet becomes visible from the deck: steer then for Bill Islet passing it to the N.E. about one mile, then steer for Sugar Loaf Island until you bring Bill Islet on with the Cape, that being the old leading mark by which vessels of a heavy draught of water have successfully entered the port. Keep this bearing until the centre of Sugar Loaf bears S.W. a N.W. course will then take you clear, passing the lighthouse on Double Island about two cables' length; a mid-channel course (passing the remaining part of the first tier of fishing stakes on the North shore on the starboard hand) will take you to the anchorage of Swatow.

Vessels running down with night coming on will find a safe anchorage by bringing Clipper Point of Namoa to bear N. W. two miles.

In moderate weather, vessels waiting for tide or other unavoidable causes, might anchor with Bill Islet bearing West distant two miles.

The tides in crossing the straits of Namos set N.E. and S.W. Vessels in light winds should guard against being set into the straits. The flood tide off Bill Islet sets nearly N.W. and S.E., and through Sugar Loaf and Double Island Channels East and West, which should be allowed for in a light breeze when opening these passages.

The wreck of the Margaret West, if any portion still remains, lies about half way between the lighthouse and the eastern extremity of Sugar Loaf, by following the former directions you will pass about two cables to the N.E. of same.

The gale of 21st of September has not in any way altered the

channel. The Joachim Bank is gradually extending to the S.E. With Double Island bearing North by West, and Bill Islet South, there are only 2 fathoms.

The tides inside Double Island are very irregular, chiefly from local causes; but in ordinary weather it is high water full and change at three p.m., rise and fall of spring tides from 8 to 9 feet. Any vessel from 13 to 14 feet draught of water, with a fair wind, could, in fine weather with no ground swell on, enter the port at any time of tide with perfect safety.-Overland Register.

CHARGER SHOAL.

Captain Luther Heard, of the ship Charger, of Boston, while on the passage from Calcutta to Boston, is stated to have discovered a shoal, of which he makes the following report; but we should like to have seen some of the sand which might have been brought up by the lead.

January 31st, 1859, at 4h. 20m. p.m., fine clear weather, ship going at the rate of ten knots per hour, saw discoloured water under the bow. Immediately ordered the man at the wheel to luff. Called out to my chief and second officers, who were both forward at the time, to look at the shoal, then about one-third of a mile to leeward, which they saw immediately, and went upon the forecastle to see if there was any more shoal water, but reported all clear.

The above shoal appeared to be of clear sand, stretching N.W.b.W. and S.E.b.E. about half a mile, and one-third of a mile wide; and, as near as I could judge by the appearance of the bottom, there were 10 to 12 feet water on it. It lies directly in the track of vessels passing the Cape homeward-bound, in lat. 34° 56′ S., long. 17° 40′ E., and I consider it a very dangerous shoal. There is no doubt about it,—it is there. I had a good view of it myself, also my officers. Had I not luffed two or three points immediately on discovering it, I must have gone on the southern edge of it.-New York Herald.

CHARTS, &c., Published by the Hydrographic Office, Admiralty, in May, 1859, and Sold by the Agent, J. D. Potter, 31, Poultry, and 11, King Street, Tower Hill.

West Coast of North America, Fraser River, from Langley to Yale, Captain Richards, R.N., 1859, (1s. 6d.)

China Sea, sheet 3, Can-Ranh Bay to Hongkong, various, 1859, (3s.) China Sea, sheet 4, Mindoro Strait to Hongkong, various authorities, 1859, (3s.)

Australia Directory, noted in the May number, should be 5s., instead of 3s. 6d.

East India, Australian, and New Zealand Lights, corrected by Commander Dunsterville, R.N., to June, 1859, (6d.)

Admiralty, 21st May, 1859.

New Books.

THE LAW OF CONTRABAND OF WAR, with a Selection of Cases, &c., &c.-By F. T. Pratt, D.C.L., Advocate of Doctor's Commons. Benning, Fleet Street.

At a late moment we have received this valuable work, which gathers importance every day from the state of the times.

On the article of coal, which has occasioned so much solicitude of late as to have been the subject of a correspondence with the Government, there will be found the case of the Young Andrew, given by Dr. Pratt as the only one on the subject of coal that was brought before the Admiralty Court unreported at the time. And reference to the same subject will be found in extracts from former treaties with Denmark, and also France, by which it was stipulated that the article of coal should not be considered as contraband.

The work is one to be consulted on these subjects at the present time, and will be found most useful, the reference being much facilitated with a good index. It is one to be commended to the attention of our readers.

THE LATE LIEUTENANT HARRY RAPER AND CAPTAin K. B.

MARTIN.

Our friends have been dropping around us to their last restingplaces. Raper and Martin are gone,-the former earlier and the latter after surpassing the period assigned to the lot of man in this life,leaving two gaps honourably and creditably filled to be made good in society.

Lieutenant Harry Raper died recently at Torquay, well known by naval officers not only for his attainments in science as the author of the Practice of Navigation, but no less esteemed as the kind and considerate, steady and manly friend of those who enjoyed that friendship.

Mr. K. B. Martin, well known to many as the excellent HarbourMaster of Ramsgate, died there on the 20th of March; no less esteemed as an excellent officer in his station, a zealous friend, and a worthy representative of one of the old school of British seamen.

This journal can boast the contributions of both, full of desire for the honour and welfare of British seamen, and the memory of both claims our deep and heartfelt sorrow.

THE

NAUTICAL MAGAZINE

AND

Naval Chronicle.

JULY, 1859.

THE STRAIT OF GIBRALTAR.-Winds and Weather.

The limits of the strait may be considered to include the European coast from Cape Trafalgar to Europa Point, and the African coast from Cape Spartel to Point Almina of Ceuta. The prevailing winds in the strait are either from the eastward or westward, and at each end of it are influenced by the trend of the coast on both sides. Thus, when the wind is from the eastward it varies to N.E. and S.E., and when from the westward it varies to N.W. and S.W.

It appears from observations made at Gibraltar that from the year 1810 the climate of that place has undergone a change, from the prevalence of westerly winds over those of easterly.

The following table is the result of observations made at Gibraltar and Cadiz during the six years from 1850 to 1855, and will show the number of days of easterly and westerly winds of each month of the year, these being the average of six years.

From the table it is evident that easterly winds at Gibraltar prevailed during the months of July, August, September, December, and March; while at Cadiz easterly winds prevailed only in December. It also appears that at Gibraltar and Cadiz, only a short distance apart, very different winds were blowing at the same time. Vessels are wrong, therefore, when bound to the West coast of Africa with westerly winds, to come to Gibraltar for an easterly wind to enable them to communicate with places on that coast. It would appear also that Cadiz, or even Tangier, would be better places for judging the weather of these parts than Gibraltar.

NO. 7.-VOL. XXVIII.

2 x