yards are parrelled around their respective masts. As a support to the lower mast heads there are two iron shrouds, one on each side, which lead outside of the top rims down abaft the futtock rigging, and set up to the iron bands around the masts. All her blocks have iron straps, covered with the wood of the shells, so that the hooks and beckets are the only parts of the straps which are visible, and the only parts which can chafe the rigging.

By again referring to the dimensions of the yards, it will be seen, that the head yards are of the same dimensions as those on the mainmast, commencing with lower maintopsail yard. That is, the lower maintopsail yard is the same size as the fore yard, and so on upwards, and the cross jack yard the same size as the lower foretopsail yard, and upwards in the same proportion. The yards and sails on the mizen mast, also fit on the main and fore, in higher positions than they occupy on the mizen.

In reference to this arrangement of the yards, to use the language of Mr. Forbes, the inventor of the new rig, "it will be readily perceived that by having a spare yard and sail on the mainmast, all the way up to and including the moonsail, she has a spare sail for all other places on the foremast and mizenmast, and, in case of necessity, the square sails on the last may be dispensed with, and used on other masts." Speaking of the advantages of the rig, Mr. Forbes says—

"One of the great advantages which I anticipate from this rig is, that the ship may be kept more steadily on her course than with the old rig, where it is very often necessary to luff and bear away a little to enable the men to reef or take in sail, or to prevent the large surfaces from being rent to ribbons; indeed, no one who has crossed the Atlantic to the westward in the winter months, can fail to be struck with the advantages in this respect as well as in the wear and tear. Some good seamen make it a general rule never to deviate from their course to make or to take in sail; they brace the yards 'by,' or put on extra force, and tear out the leeches; the ship's head way is lessened in either process, and some of the most dangerous seas ever shipped are the result of deadening the ship's headway too much in scudding before fresh gales while

clewing down and bracing 'by,' to reef; in the present rig the ship may be kept under better command, until the time of close reefing arrives. In bending and unbending sails at sea, much labour and much time is saved; for, the sails being in small pieces, any one of them may be bent without materially stopping the ship's way; so, in case of the loss of a topmast, a new one may be got up in any ordinary bad weather, the doublings of the masts being so long, and in case of its being too rough to attempt it, the ship is still tolerably manageable, having double-reefed topsails to set. With this rig a ship may carry sail on a lee shore, or running for the land, or in squally weather, to great advantage. It not unfrequently happens that a ship is near the land with a quickly increasing gale, when to clew down her whole, or her single-reefed topsails, to reef them would render her situation in a great degree perilous, and the seaman is often obliged to carry or drag his sails and spars, when to carry is safety, and to drag them is almost certain destruction.

"In case of carrying away a lower yard, which, in the ordinary rig would subject the ship to great inconvenience, you have only to settle down all to the point where the lower topsail is, on the cap,' or to the lift band, and you may then work your ship tolerably well by boarding the topsail sheets as courses until the damage can be repaired. I beg you will understand me as recommending my rig particularly for the Atlantic trade, though I think its advantages are great for any trade; I would recommend it for ships whether they have auxiliary steam power or not. It is true, that to a ship having this additional aid it is more valuable than to another-for the obvious reason that all the top hamper may be quickly got down in order to combat against ordinary head winds and tolerably smooth seas, still leaving the ship (when topmasts are housed,) in a state to fill away under sails, equal to double reefed topsails and courses, jib and spanker; or in case of the ship becoming a little crank, by using up fuel, she may house her topgallant, or rather her royal masts in fresh breezes, without lowering the yard next below. The ease, too, with which reefs may be taken in and their efficiency when done is a great improve

eight against moderate head winds, all sails being furled, and all the masts and yards aloft. During the passage no opportunity offered to try the steam against strong breezes; it is not expected, however, that the small power of a 91 feet propeller can do much against very strong breezes when not aided by the canvass. The propeller can be usefully appropriated, however, in sailing very close hauled (say 5 points) and making as much progress under such circumstances as the fastest sailing vessel makes within 7 points of the wind.

The Massachusetts is intended as the pioneer of a regular line of steam-packet ships between Liverpool and New York. To quote Mr. Forbes again, however; "let it be distinctly understood that we do not call her a steamer, or expect her to make steamboat speed, except under canvass; her steam power is strictly auxiliary to her canvass, and is intended, as a general rule, to be used only in calms or against moderate head winds; occasionally when near the land and in tolerably smooth water it may be very valuable in getting speedily into port, even against fresh breezes, by housing her topmasts and putting her head to wind, or while beating under canvass; it will also be of service in getting in and out of port, in keeping off a lee shore, and in making the ship comparatively safe when at anchor in any exposed situation."

She is expected to make five complete voyages per annum, making her passages in an average of 18 days, summer and winter. Captain A. H. White, an experienced and energetic sailor, commands her. She proceeds on the 18th instant, for New York, whence she will sail on the 20th November for Liverpool.

No one can view this ship, even casually, without being impressed with the vast amount of thought and labour which must have been applied to produce such an harmonious whole. Whatever may be her success, Mr. R. B. Forbes, her designer, is entitled to great praise for his ingenuity and industry. She is an original, yet complete in every detail, and beautiful as a whole.

some time ago, in an editorial note in your journal, (vol. xlii., p. 406), a welldeserved compliment paid to Commander Hoseason for his exertions in awakening the Admiralty to a due sense of the advantages of working steam expansively, and in spreading a knowledge of them amongst his professional brethren. It

must be confessed, however, that there is still a lamentable degree of ignorance prevailing among Royal Navy men on the subject. Talk to any one of them about it, and the chances are ten to one he will observe, Oh, I know all about it; it's the throttling of the valve, you mean—very clever invention that!" Which is just as much to the purpose, as if a man were to tell you that the best way to expand your chest, is to pull your stock or cravat, tighter. It would contribute, I think, materially to the diffusion of juster notions were you to publish the pith and substance of those letters in which Mr. Hoseason first drew the attention of our naval authorities to the subject, copies of which I now send you. They were printed afterwards, but for private distribution only, and there are yet many who have never seen or heard of them. The first is dated 22nd March, 1841, and addressed to Sir Wm. Parker, then one of the Lords of the Admiralty ; the second is dated 15th Sept. 1841, and was written to another distinguished officer (though not in office) Admiral Sir Graham Hammond. These letters present a lively picture of the course of inquiry and reflection by which a person of strong and intelligent mind-himself originally as innocent as his fellows of knowing what using steam expansively meant-—arrived at distinct and clear views both of the theory and practice of the affair; and they will not perhaps be read with the less pleasure by naval men that they are written by one of themselves, and much after a manner of which they are themselves the especial patrons-that is to say, in a style called by the learned, the diffuse, but by plain speaking Jack, the longyarn. I remain, sir, your constant reader,

Plymouth, 11th Sept., 1845.

BINNACLE.

[We feel much obliged to our correspondent "Binnacle" for enabling us to lay some extracts from the clever letters referred to before our readers. We

must say, however, that we do not recognize the diffuseness at which he hints; everything appears to us very much to the point.-ED. M. M.]

From letter by Mr. Hoseason to Admiral Sir William Parker.

"It is now some years since, when dining at your table on board the Asia, in the Tagus, that I listened to a conversation addressed to you by Capt. Robt. Oliver, who had that afternoon arrived (if my memory serves me right) in the Phoenix. In speaking of the qualities of his vessel, be remarked, as a singular fact, that with half the consumption of coal, he could obtain better than two-thirds of the velocity; for instance he said, 'Sir William, with all my fires lighted, I can only generate steam sufficient to give a velocity of nine knots; but with half that consumption of fuel, can generate steam that will give seven.' This was a fact which I took upon trust, as coming from such a quarter, though I could not sufficiently account for it. Subsequently, however, on joining the Excellent, in the course of my reading I met with a paragraph in Arnott's Physics,' or 'Lardner's Lectures on Steam,' which fully explained the matter; the paragraph ran in substance to this effect, that as the resistance of bodies passing through fluids, was as the square of their velocities, it would be highly desirable for naval officers to be acquainted with such fact, as they would then know when to economize their fuel; for a speed of seven miles an hour, would oftentimes be sufficient for the exigencies of the service, and that that velocity could be obtained by the reduction of the fuel of one half.' You will perceive, Sir, how clearly this agrees with Captain Oliver's fact; for the square of 7 is 49; but the square of 9 is 81, which is nearly double.

"This subject, which I hope I have now sufficiently explained, involves in itself, I cannot help conceiving, a paradox, 'for it is both known and not known;' known to some individuals who may have brought it occasionally into play, but not known sufficiently for the service to derive any benefit from it. What, then, I propose is this,that whenever a steamer is despatched on any service, the Admiral shall inform the Commander what speed will answer all purposes of the service. Of course the speed of steamers will vary as to their properties in construction; but it will not be difficult for the Captains to obtain the relative velocities of the vessels under their command. I need not enter into any computations to prove the immense saving that will certainly follow the enforcing a strict

attention to this subject; admitting what I have said to be correct.

"A strong case* in support of my argument has lately occurred; and it is this case which has induced me to bring the subject under your notice for consideration. The Stromboli received orders from Sir John Ommanney to sail for Acre, and take on board some officers and men that had been left there. She was then to proceed to Beirout; and after having supplied the Hecate with what coals she could spare, was to go direct to Malta with her passengers. By some accident, she did not reserve for her own use sufficient coal; and consequently, when a hundred miles to the westward of Candia, meeting with a strong westerly wind, she bore up for this port, but I presume they discovered the mistake they had made shortly after their departure from Beirout; and had they but husbanded their fuel as above mentioned, I have not a doubt on my mind, they would have steamed to Malta with ease. The loss of time is not the only thing to be considered, for she deprived this port of coals that could ill be spared. I shall not burthen you with a repetition of arguments, which seem to me to carry conviction on the very face of them; but I wish to remind you, Sir, I am not reasoning up to a fact, but back to one. 'Having drawn up this statement, I submitted it for the consideration of Captain Warden of the Medea, and asked him if he considered my reasoning conclusive. He replied, he would furnish me with rather a strong fact in the support of my semi-theory; it was this, that, not wishing to make Malta too early, he directed them to shut off half the steam; but yet the vessel suffered a very trifling diminution of speed.'t beg also to point out that the saving of the

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"In the body of this letter I have asserted the Stromboli did not adopt what I recommend; but I do not give it as an unquestionable fact. My reason for believing so is that I have never heard of its being systematically practised; if she has brought it into play she may be an exception to prove my rule; however, an inspection of her logs will show. The Vesuvius could not fetch Malta, gave her mails to a French steamer, and was herself towed in two days after by the Great Liverpool. I wish I had the particulars of her case.

"I trust in charity to me that nothing I have brought forward to substantiate my position will be allowed to militate against any individual."

"I have stated she shut off half the steam, as that is the only proper way for it to be expressed. Half speed is a misnomer, and from this misnomer much error may be deduced, a double velocity requires four times the power. For example, the square of the 5 is 25, but the square of 10 is 100; he, then, that would diminish the velocity by one half, must shut off three-fourths of the steam, or never cause it to be generated, which comes to the same thing. When you read in the papers that two vessels came in collision going half-speed, you read what is incorrect."

boilers would also be of vital importance, as the fires could be used alternately."

From letter by Mr. Hoseason to Admiral Sir Graham Hammond, dated H.M.S. "Cambridge," Beirout, September 15, 1841.

"When the fleet were ordered out to leave Marmorice and rendezvous at Malta, Sir John Ommanney dispatched us to Suda (in Candia) with certain orders, and we were afterwards to proceed to Malta, with as little delay as possible; on arriving at Suda we found lying there the Hydra steam vessel. Captain Murray was on shore; consequently the First Lieutenant came on board to wait on Captain Barnard; this Lieutenant in the course of conversation with Captain Parker, our commander, stated, that the Commander-in-Chief had desired them to husband their fuel by every means in their power; this was taken as a hint that he did not relish the idea of towing us out, as the wind was then dead in. As soon as he was gone, I remarked to Captain Parkin that, however peremptory these orders might be, they would not be complied with; as I was confident the Hydra would steam to Malta with full power, whatever might be the state of the weather. My assertion was justified by the fact that they arrived at Malta before we obtained pratique, having performed the distance in two days and four hours, at an average velocity of ten knots an hour; and as my informant (the first Lieutenant) stated they having enjoyed most beautiful weather, there not being a breath in the heavens to cause even a ripple on the water.

Now by my

plan she would have done the distance in 65 instead of 52 hours, expending 32 in lieu of 52 tons of coals, working two boilers for 65 hours, instead of four boilers for 52 hours, which is the proportion of 130 to 208: the mischief done to the engine by a higher velocity I cannot estimate, but some idea may be formed from the increased consumption of oil and grease, as well as another reason I will presently assign. The value of coals at this period to Government was 21. 15s. per ton.

Captain Parkin dining in company with Captain Murray, after we obtained pratique, mentioned to him my proposition, and asked if he would try it on his passage to the West Indies; Captain Murray replied 'No, I shall steam with full power till I get into the trades, and then sail.' Being informed of this, I expressed my regret to Captain Murray, that he, an old shipmate and friend of mine in the Excellent, should reject at once my theory without giving it a trial; as he was not tied to time, and consequently would never have a more favourable opportunity. Captain Murray then said What

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is your theory? I don't understand you.' 'Indeed!' I rejoined, so you do not understand me. Do you then reject propositions on the instant without understanding them ?'' Upon this I explained what I have stated above; and was told by Captain Murray, that I was opposed to the axiom, • the greater the velocity, the greater the saving of fuel,' and that the latter truth had long received ample demonstration. This, though it did not serve to convince me, clearly proved that I was opposed by no mean authority, and naturally created in me great anxiety to discover who the authority was, and on what facts the reasoning was based.

"Breakfasting with Captain Austin of the Cyclops, a few days subsequent to the above conversation, and reading to him my letter to Sir William, he rose to show me in Tredgold's voluminous work the action of some part of the engine; chance directed my eyes to a paragraph which distinctly denied the law of the squares as applicable to steamers.

"Not liking to borrow so valuable a work for the time requisite to make myself acquainted with his reasons for arriving at this conclusion; I put my hand on all the works on steam that I could with decency press into my service, taking it for granted one or the other would throw some light on the subject; and in Lardner's edition 6, page 313, I found what I so anxiously sought; the quotation I shall give verbatim, as it is too important to curtail, and I trust I shall be able to show that

'Such reasoning falls like an inverted cone, Wanting its proper base to stand upon.' "In considering the general economy of fuel, it may be right to state, that the result of experience obtained in the steam navigation of our channels, and particularly in the case of the Post-office Packets on the Liverpool station, has clearly established the fact, that, by increasing the ratio of the power to the tonnage, an actual saving of fuel in a given distance is effected, while at the same time the speed of the vessel is increased. In the case of the Post-office steamers, called the Dolphin and Thetis (Liverpool station) the power has been successively increased, and the speed considerably augmented, but the consumption of fuel per mile has been diminished. This at first view seems inconsistent with the known theory of the resistance of solids moving through fluids; since this resistance increases in the same proportion as the square of the speed. But this physical principle is founded on the supposition that the immersed part of the floating body remains the same. Now I have myself proved by experiments on canals, that when the speed of the boat is increased beyond a certain limit, its draught of water is rapidly diminished; and in the case of a large steam