not including the whole of it! There is a distance, nearly amounting to two miles, of unnavigable space westward of the bearing (N.b.W. W.) given as the line limiting the red light, sufficient to cause wreck and ruin. And why is that limit to be fixed to that bearing, as if on purpose to allow ships to run on shore; when for their protection the red light might have included a point and a half more to the westward, or even to N.W.N. If a danger is to be indicated by a red light (as appears to be acknowledged here) why, we should like to know, is not the whole of that danger to be included? Why are nearly two miles of it thus left as unworthy of attention? most dangerous ones too, and which may some day be fatal to mariners. But they are told by the notice to consider the bright light, when seen from the westward, as a warning light," and not as encouraging an attempt to pass between Islay and Oronsay;-to consider it as merely "to indicate their position so as to enable them to keep an offing." What a boon to the mariner to entice him with a light for the purpose of showing him his position, with which he is "to keep an offing." when to see that light in even moderately bad weather-when it is most wanted-he may be so near to it as to be unable to regain that offing! It is admitted here that no vessel is to pass between Oronsay and Islay. Then, we ask, why entice them there with a bright light? -why not, indeed, extend the red light over the whole of this objectionable and dangerous channel, as it is thus acknowledged to be, as already done over Colonsay?—or why not include the whole of Colonsay and its off-lying dangers in the red light now over only a part of Oronsay?

The whole arrangement, as at present, appears most objectionable and highly dangerous; and, loth as we are to do so, yet we contribute our assistance to apprise mariners, in compliance with the notice to which we allude, that the RHUDHA MHAIL LIGHT, at the North end of Islay Sound, when seen from the northward may be approached;—that the red light which it throws over Colonsay and Oronsay does not include half the dangers of the latter island;—and that when seen from the westward it is to "enable" vessels "to keep an offing," we may also add, if they can do so after having lost it! How they will use the light to enable them to "keep an offing" when they once find themselves between Oronsay and Islay, even at some seven or eight miles' distance, with a stiff northerly gale, we have a painful interest yet to learn. But at all events they must understand that the RHUDHA MHAIL LIGHT may be run for from the North-East, but not from the westward, although it presents the same appearance both ways; that it is calculated, even by the notice, to entice a ship for the satisfactory purpose of showing her her position!-and that although its red light indicates an unnavigable district, its bright light includes one that is both navigable and unnavigable!

That this most injudicious arrangement of the light will be allowed to remain long we cannot believe, although perhaps it may until some wreck occurs in consequence! It is very well known that lights have been placed where wrecks have happened in order to prevent them, as

they have done. In such cases first the wreck comes and then the light. But things seem in a fair way here to be reversed-for it is first the light, and then the anticipated wreck to produce the alteration, unless the committee just appointed to look into these matters save us from this disgrace.

PORTLAND BREAKWATER,-Refuge Harbour.

This important structure presents advantages to ships that must not be lost sight of on account of interested pilots. The following extract of a letter from an experienced naval officer, shows the kind of game these men are at, whose interest it is not to take ships into the harbour already formed by the breakwater.

"I went to the breakwater at Portland, and was much pleased to observe the progress that had been made in the stone-work particularly, the entire length now reaching nearly a mile and a quarter. The curve of the breakwater now forms a safe shelter for any vessels requiring it. Many vessels during the late breezy weather have come off the Roads and made a signal for a pilot when none was required: and there are but three pilots-of one family, who do not think alike, so that masters of vessels, ignorant of all the facts, are sadly distressed to know what to do."

The following extract of a letter from the engineer, Mr. Coode, throws some further information on the subject.

The Breakwater is now about a mile and a quarter from the shore. There is now sheltered anchorage during the S.E. gales to the extent of nearly 1,200 acres, with upwards of 3 fathoms in depth; of this area at least 900 acres will have upwards of 5 fathoms in depth. The holding ground is of the very best description, being all blue clay. No dues or tolls of any kind are levied on the use of the harbour. It has been stated more than once that pilots belonging to other places have dissuaded masters of vessels, who do not know the new harbour, from running for it. Masters should therefore be on their guard against any statement made by pilots from other ports. All those masters who have come in for the first time express their unqualified admiration as to capacity, perfect shelter, &c.

Thus masters of vessels will see how they have been imposed onno pilots being really required. The stone pier from the elbow lies nearly N.N.E. by compass, and all they have to do is to run round the vessel with a red light moored at the termination of the part where the work is going on, and take up their anchorage either by day or night as convenient. And they may thus lie snug at anchor instead of undergoing all the discomfort of keeping at sea in bad weather with a foul gale, or of being taken by an interested pilot where they have no wish to go.

BLASTING THE VANGUARD ROCK.

In July last a careful survey on a large scale was made of the rock and the adjoining channel. A diver was subsequently sent down on the highest part, with instructions to search for a hollow or saddle in which the charges of powder intended to be exploded could be placed. This he reported to have found on the West side of the peak, and to be about four feet in depth. His report was confirmed by the soundings.

On October 20th, at high water, Captain Jerningham of H.M.S. Cambridge, directed the placing and exploding of a breaker containing 88 lbs. of powder, on the abovenamed spot, the depth of water over the charge being 37 feet. On the following day, at low water, a cask containing 350 lbs. was exploded on the same spot, the depth of water over it being 25 feet.

The first explosion threw up a cone of water estimated at twenty feet high, and produced a smart shock on the Point, distant 800 feet. The second threw up a column of water estimated at from thirty to forty feet, and also produced a sensible shock on the Point, but of much less force than on the preceding day.

These trials were, I believe made by Captain Jerningham with a double object. First, to test the means of explosion he intended to employ for the large cyclinder; and secondly, that if these charges succeeded in removing any considerable portion of the rock, a bed would be formed in the centre for the insertion of the cylinder, the explosion of which it was then hoped would entirely shatter the remainder.

On October 22nd several lines of soundings were taken; these clearly showed that no alteration had been effected.

Two divers were also sent down at various times to examine and report on the effect produced. I regret to state their accounts were most conflicting. One, a man sent from H.M.S. Excellent, for the purpose of these experiments, stating that large masses of rock had been torn off, and that the rock altogether was much rent. The other, a diver from the Dockyard, Devonport, reporting that where the powder was actually placed, small pieces of rock had been removed, but that the mass was undisturbed.

On November 5th, at high water, a cylinder containing 21 cwt. of powder was exploded on the same place as the former charges, the depth of water over it being 38 feet. On this occasion a circular plateau of water was raised above the surface, from the centre of which rose a large cone to about the height of sixty feet.

The divers again examined the rock, and their reports were similar to those they first made, and were as conflicting as before.

A succession of easterly gales prevented a second survey being made until November 19th, when soundings were taken. These agreeing so closely with the first examination, I have not considered it necessary to pursue the investigation further; but I may

remark, they confirm the statements of the Dockyard diver, viz., that where the ends and sides of the cases containing the powder rested, pieces of rock, a few huudred weights each, were blown off; but that twenty feet from the spot, and on the highest part of the rock, not even the weed was disturbed.

Dimensions of the Vanguard Rock on its East, South, and West sides; it rises 48 feet on a base of 600 feet. On the North or inshore side it rises 10 feet on a base of 80 feet. At a depth of 24 feet, its length is 180 feet, breadth 80 feet. The highest point rising 6 feet above this, being 70 feet from the West end and 25 from the North side.

[That this great explosion has produced no effect on the Vanguard Rock may be accounted for in the circumstance of the iron cylinders forming an effectual shield for the surface against the immediate operations of the powder. The experiment does not yet appear to have had a fair trial, the effect being to be looked for from small repeated discharges of powder in a mass on the surface, secured from the water in anything that will keep it dry. We have already seen their effect on the Pot Rock at New York and the Rose Rock at Brest, in our last number, and we have just met with the following account of the same operation at the Sandwich Islands in a Honolulu paper.

Last Tuesday morning a twenty-five pound keg of powder was exploded on the rock at the West corner of the Market Wharf. The rock, which was some 13 feet under water, has been a hindrance to full ships lying there, and its removal was desirable in order to build the wharf further out, which is now being done. A tin can, containing twenty-five pounds of powder, was placed on the top of the rock, connecting with a scow by a lead pipe, in which was the fuse. This was fired, and the crowd withdrew to a convenient disease. The match was about four minutes in burning before it communicated with the powder, when a sudden jar was perceptible to those who stood on the wharf, and in a second, a dull heavy report was heard, and the water rose up over the rock to the height of some eight or ten feet, in shape like a huge mushroom. After the mud had subsided and the water became clear, a native diver was sent down and reported that there was a puka nui on the bottom. The rock was pretty nearly demolished, and the depth of water increased six feet.]

Sayings and Doings.

The intelligence comes to us from Baltimore that a Mr. Winans has constructed and launched an iron vessel which can be propelled at the rate of thirty miles an hour! She is formed of two cones, united at their base, which is the centre of the ship, and the two ends are perfect points of solid iron.

If

Her shape in short is like a cigar, but both ends pointed instead of one. she will float, and can be moved with this velocity, and be accurately steered, which seems a very doubtful matter, such vessels will entirely alter naval warfare, and render all our present outlay for men-of-war of no use. Her bow will be a punch or ram of many hundred tons, impelled at a velocity approximating to that of a cannon-ball. If she cannot be used as an implement of war, yet for transmitting mails, passengers, and objects of great value, which will bear a high freight, she will be far superior, according to Mr. Winan's statement, to all vessels previously constructed. Of the possibility even of success we give no opinion; we only mention the invention following the building of the Great Eastern, and following the successive improvements lately made in constructing paddle and screw steamers and sailing vessels, as an illustration of the fact that at present the attention of clever men is very much directed to inventions for improving navigation, facilitating communition by sea, cheapening carriage, and rendering war like all other matters of business-short and to the purpose.

A very remarkable feature of the climate of Honolulu, is the effect of the trade wind and its opposite the sea breeze. As soon as the former suspends its breath, all Honolulu, but more especially the older residents, at once begin to feel its absence, in the shape of colds, coughs, asthma, and general lassitude. But let "the trades come down," and everybody at once feels well.

A superb and valuable souvenir commemorative of the fame earned by the ship, in the shape of a memorial table, has been made of the original timbers of the brave old Victory by the joiners of Portsmouth Dockyard. No wood has been employed but that which was in the ship at the Battle of Trafalgar. The table is eighteen feet long, ten feet wide, and three feet one inch high, supported on six massive, handsomely turned legs. It is destined as a present to the United Service Museum in Great Scotland Yard. All the models of the ships engaged in the ever-memorable action are placed upon the table, which is panel-topped, and fastened by screws or screwbolts, made also of copper which was in the ship in the height of her glory. The table has been forwarded to its destination.

The Committee of the Shipwreck and Humane Society held their monthly meeting at the Underwriters' Committee Rooms, Liverpool, when Captain Schomberg, her Majesty's Emigration Officer at that port, brought under notice the exemplary and courageous conduct of Captain H. D. Johnson, late Master of the ship Eastern City, on the occasion of that vessel being destroyed by fire in August last, in lat. 31° S., long. 32° W., the particulars of which have been for some time before the public. The Committee unanimously voted Captain Johnson the Society's gold medal, the highest mark of distinction they can give for meritorious conduct. The following was the inscription on the medal :-" Presented to Captain H. D. Johnson, for his cool and intrepid conduct in saving the passengers and crew, 224 souls, of the ship Eastern City, destroyed by fire in lat 31° S., long. 32° W." The medal was presented by the Chairman, Samuel Martin, Esq., to Captain Johnson in the Underwriters' room.-[See account of this in our December number.]