NC 2,946 FROM THE OFFICIATING MASTER ATTENDANT, TO SIR: I have the honor to submit for the consideration of the Chamber of Commerce some suggestions, the result of my experience of the disasters caused to the shipping in this port by the violence of the spring tides, and the freshets of the season which has just passed away. 2d. It cannot be denied that the want of a sufficient number of moorings for ships has greatly increased the number of the accidents referred to; but if the ships had been properly prepared to encounter the risks they must incur in this river, much less damage would, I think, have been sustained than has actually been incurred. The principal defects in regard to the means of securing ships in the river which I have noticed are: First, that the anchors and cables of most of the ships are not of the weight and strength required to resist our fierce tides; secondly, that the hawse-pipes are neither sufficient in number, solidity, nor strength of fastening; thirdly, that the windlasses are also of insufficient strength, frequently breaking or capsizing. I suggest that the anchors of ships coming to this port, any time between March and November, should be one-third heavier than they now are, with chains in proportion; that instead of one hawse-pipe, there should be two on each side the stem, and of great solidity and well bolted down; and that, for better security under fours, there should be a stern pipe on each side large enough to reeve through it to a bower chain. With regard to the windlass, the officiating first assistant master attendant, whose great professional skill and experience are well known to the agents, owners, and commanders of ships resorting to this port, thus expresses himself :— "It would scarcely be possible to make a windlass strong enough to resist the wrenching strain vessels of above 500 tons are exposed to during the strong tides of the early part of the southwest monsoon, nor the violence of the freshets during the rainy season. Of this fact there cannot be any question, as the numerous instances of vessels putting back with loss of windlass sufficiently prove. This is a matter which merits the serious consideration of ship-owners sending their vessels to this port during the periods mentioned. I am disposed to think vessels above 500 tons fitted with riding bits and capstans would be much less liable to accident, and equally manageable, particularly since the increased length of vessels afford complete space on their quarter decks for a good sweep of the capstan bars. The removal, moreover, of the clumsy lumbering windlass would improve the seamen's quarters, making their accommodation somewhat more comfortable, but this is, of course, a secondary consideration." 3d. In these views of Captain Hill's I entirely concur, except that I trust the comfort of crews will not be deemed a secondary consideration. As to the mechanical improvement of the substitution of a capstan for a windlass, the superiority of the leverage of the former whenever there is room for sufficient sweep of the bars is so obvious that it is matter of surprise to me that so many large ships should still be fitted with the clumsy windlass. 4th. It appears to me that if the ship-owners were duly impressed with the importance of providing ships coming to this port with the improved means of security above recommended, they would be disposed to attend to the suggestions thus submitted to the consideration of the Chamber of Commerce, and especially if they were supported by the powerful recommendation of that influential body in whose hands I now leave the matter. I have the honor to be, sir, your most obedient servant, JAMES SUTHERLAND, Officiating Master Attendant. MASTER ATTENDANT'S OFFICE, Nov. 5, 1856. The above letter is published, by order of the committee of the Bengal Chamber of Commerce, for general information. CALCUTTA, Nov. 17, 1856. H. W. I. WOOD, Secretary. APPLICATION OF THE TARIFF OF 1857 TO GOODS IN BOND. There has been some contrariety of opinion in reference to the application of the new tariff act to merchandise which shall be in the public stores, by which is meant as well all goods in bond, on the 1st July next, without reference to the date of their importation. Some contended that the new rates applied to all such goods in store or bond on the 1st July, never mind when they were imported. Others insisted that the act limited the application of the new rates to goods imported after the passage of the act. The difference is a very material one, as there are in the several importing cities of the United States large quantities of liquors stored in bond, which, upon the latter construction, would be subject to a duty of 100 per cent instead of 30 per cent. The point in dispute has been settled by the following letter from the Treasury Department: TREASURY DEPARTMENT, March 17, 1857. SIR-I have to advise you, for your information and government, that all goods, wares, or merchandise which shall be in the public stores or bonded warehouses on the 1st day of July next, whether now in bond, or bonded at any time prior to that date, will be subject, on entry for consumption after the said 1st of July, under the provisions of the act reducing the duties on imports, &c., approved 3d inst., to no other duty than if the same had been imported after that day; but that goods, wares, or merchandise now in bond, or hereafter bonded, if entered for consumption prior to the said 1st of July, will be liable to the payment of the rates of duty imposed by the tariff act of 30th January, 1846. Your obedient servant, HOWELL COBB, Secretary of the Treasury. H. J. REDFIELD, Esq., Collector, &c., New York. NAUTICAL INTELLIGENCE. OF PILOTS FOR VESSELS VISITING PORTS OF THE OTTOMAN DOMINIONS. DEPARTMENT OF FOREIGN AFFAIRS OF THE SUBLIME PORTE. Information having been received that vessels of war and of commerce, visiting the various ports of the Ottoman dominions, often need the services of pilots, a flag has been determined upon, of which the inclosed is a drawing,* which, when exhibited by vessels of any nationality whatever visiting said ports, the officer of the port entered will take a guardian of the quarantine and proceed to the vessel, and when he shall have ascertained for what place a pilot is required, will make the same known to whomever it may be necessary, upon which a pilot wil be found immediately and sent on hire to said vessel. Notice of this regulation has been sent to all of the employees of the ports of the empire, and the same is now brought to your knowledge, so that it may be made known to the masters of the vessels of your country, and they may, when in need of pilots, act in conformance with it. The subject having been made known to the other foreign legations, it is now communicated to that of your Excellency, and occasion is taken to renew to your Excellency assurances of respect and consideration. Translated by your obedient servant, * The drawing represents a red flag, having a white square in its center, the size of the latter being about one-ninth of the whole flag. AIDS TO NAVIGATION ON THE COAST OF TEXAS. GALVESTON BAR BEACON. An iron screw pile foundation, 3 piles at the angles of a triangle, 11 feet on the sides. These piles support a skeleton pyramid surmounted by an iron ball 8 feet diameter, 30 feet above sea level; the whole painted red. Lighthouse bears (magnetic) N. 49° W.; Catholic church (magnetic) S. 65° W. The beacon stands in 10 feet water, mean tide. In running down the coast with it bearing to northward of west, will carry clear of North breaker. A buoy, painted black, has been placed inside the bar of Cylinder channel, Galveston Bay entrance, in 2 fathoms water, the light-vessel bearing from it W. by N. Coming into this channel from the outside, keep the buoy on with the light-vessel and run over on that range; pass the buoy on the starboard side and run for the light-vessel. SABINE PASS. A buoy, painted with black and white vertical stripes, has been placed outside of Sabine bar, in 10 feet water, the lighthouse bearing from it N. W. by N. To cross, stear from the buoy N. W., passing Louisiana point, 300 yards on the starboard hand. PASS CAVALLO BAR. A buoy, painted with black and white vertical stripes, has been placed outside of Pass Cavallo Bar, in 4 fathoms water. The lighthouse bears from it N. W. by W., and with the inner and outer buoys from a range. By order of Lighthouse Board, GALVESTON, TEXAS, February 18, 1857. W. H. STEVENS, Lieut. Corps Engineers. MEDITERRANEAN-SEA OF MARMORA-LIGHT ON FANAR ISLET. Official information has been received at this office that the Director of Lights for the Turkish Government has given notice, that on and after the 15th day of February, 1857, a light would be established on the Fanar or Lighthouse Islet, off the eastern point of Marmora Island, in the Sea of Marmora. The light is a fixed white light, varied every two minutes by red flashes. The illuminating apparatus is a lens, but it is not stated of what order. The light is placed at a height of 132 feet above the mean level of the sea, and should be visible from the deck of a ship in clear weather at a distance of 12 miles. The light-tower stands on the islet, off the east end of the Island of Marmora, in lat. 40° 37′ 40′′ N.. long. 27° 46' 0" East from Greenwich. [Variation of the Compass, 7° 20′ West in 1857.] By order of the Lighthouse Board, TREASURY DEPARTMENT, MICE LIGHTHOUSE BOARD, } March THORNTON A. JENKINS, Secretary. REVOLVING LIGHT ON CAPE MORETON-AUSTRALIA, EAST COAST. The colonial government of New South Wales has given notice that on or about the 1st day of March, 1857, a light would be exhibited in the light-tower recently erected on Cape Moreton, at the north end of Moreton Island, on the east coast of Australia. The light will be a white revolving light, visible once a minute all round the horizon. The illuminating apparatus is catoptric, or by reflectors, and of the first order. The bright face will last 15 seconds, and be followed by an eclipse of 45 seconds' duration. The light will be placed at a height of 385 feet above the mean level of the sea, and should be seen from the deck of a ship in ordinary weather at a distance of 26 miles. The light-tower is of white stone, 67 feet high, including the lantern. It stands on the summit of the cape, in lat. 27° 2′ 24′′ S., long. 153° 28′ 56′′ E. of Greenwich. Ships bound to Moreton Bay ought never to mistake Point Lookout, on Stradbroke Island, for Cape Moreton, if they will bear in mind that there is not a building of any description along the coast to seaward from Port Macquarie to Cape Moreton, a distance of nearly 300 miles. Variation of the compass, 9° 30′ east in 1856 ; increasing about 2' annually. By command of their lordships, HYDROGRAPHIC OFFICE, ADMIRALTY, } JOHN WASHINGTON, Hydrographer. LIGHT ON GREEN ISLE, CATALINA HARBOR-ATLANTIC OCEAN, NEWFOUNDLAND. The colonial government at Newfoundland has given notice that on and after the 1st day of March, 1857, a light would be exhibited from a lighthouse recently erected on Green Isle, on the south side of the entrance of Catalina Harbor, Trinity Bay, on the east coast of Newfoundland. The light is a fixed white light, and will be visible seaward from the deck of a ship, in a favorable state of the atmosphere, at a distance of 8 miles from E. N. E. round southerly to S. W. The lighthouse consists of a keeper's dwelling of wood, of a story and a half high, with a pitched roof, through the center of which rises a low stone tower, surmounted by a lantern, the height from the base to the top being 32 feet. About the 1st day of June next this light, which is temporary, will be replaced by a more powerful light of the same character, the illuminating apparatus being a lens of the fourth order. The light will be placed at a height of 86 feet above the level of the sea, and will be visible through the same arc of the horizon, from E. N. E. round southerly to S. W., for a distance of 15 miles. Green Isle is in lat. 48° 30′ 45′′ N., long. 53° 6' W. of Greenwich nearly. All bearings magnetic; variation, 31° 45′ W. in 1857, increasing about 5' annually. By command of their lordships, HYDROGRAPHIC OFFICE, ADMIRALTY, } JOHN WASHINGTON, Hydographer. THE BRITISH WRECK REGISTER FOR 1855. According to the Register, the total number of vessels wrecked and damaged on the coasts of the United Kingdom in that year was 1,141; the total number of lives lost was 469; and the number of lives saved from wrecked vessels, 1.388. The number of wrecks in 1852 was 1,015; in 1853, 832; and in 1854, 987. The increase of wrecks in 1855 is attributed in part to the facility with which returns are now obtained, under the "Merchant Shipping Act" of 1854. There is, however, a great decrease in the number of lives lost. While the number lost last year was only 469, it was 920 in 1852, 689 in 1853, and 1,549 in 1854. A very gratifying feature of the return is the large number of lives saved. BRITISH ROYAL LIFE-BOAT INSTITUTION. The total number of persons saved from shipwreck by the British Royal National Life-boat Institution, since its first establishment in 1824, has been 10,101. During the past year the society has voted £462 in pecuniary rewards to those who had saved, or endeavored to save, the lives of 478 persons from wrecks. We learn, further, that since the origin of the institution 79 gold medals and 577 silver medals, besides pecuniary rewards amounting to £10,121, have been voted to persons for saving lives. BUOYS IN NEW YORK BAY, ETC. A. L. CASE, Lighthouse Inspector, third district, gives notice that the spar buoys marking the channels across the bar and through the lower bay of New York, have been removed, and can and nun buoys put in their places for the summer. Nun buoys mark the "Gedney's" and main ship channels around southwest spit to the narrows; and can buoys the south channel across the bar and swash channel to main ship channel. JOURNAL OF INSURANCE. "A PRACTICAL QUESTION OF FIRE INSURANCE." FREEMAN HUNT, Esq., Editor of the Merchants' Magazine :— The Philadelphia Insurance Intelligencer, of March 16th, contains a reply* to a communication of ours in the Merchants' Magazine of March, 1857, respecting a case of fire insurance in dispute between the Delaware Mutual Safety Insurance Company and ourselves, and as to the facts and comments given in same, we have a few remarks to make, which we hope you will lay before your readers, viz. :— The amount of stock of cotton in the store at time of fire was, as stated Insured.. $10,000 00 $15,635 27 After the fire, we had the right to have the cotton that remained in same in a damaged condition, appraised by disinterested persons, appointed by the insurance company and ourselves, and the amount so appraised deducted from the stock in the warehouse would have given the loss by fire and constituted our claim. We felt a delicacy in taking that course, as our cotton factory was the only establishment in this city consuming much cotton, and the opinion then entertained that there would be more saved, induced us, after consulting with the companies, to take out the damaged cotton and have it assorted and dried, which was besides a loss of time to us in the recovery of our claim. It is fair to be presumed that the cotton in the warehouse, in its damaged condition, would not be worth as much as afterwards, when it was dried, picked, assorted, and put in bags. The cotton, after being thus assorted, was worth.. Which deducted would leave.... $6,966 82 1,388 79 $5,578 03 as the value of the cotton as found after the fire. If, therefore, appraisers had then made a correct appraisement, we would have been entitled to receive the amount insured, $10,000-as we lost besides, $58 24, taking the cotton as above at $5,578 03. A correct appraisement would not have made any change in the transaction, and the position assumed as if the expenses of cleaning, etc., had been incurred to our benefit, is a mistake--the manner in which this is pleaded is ingenious and does appear plausible, but nevertheless the assumption is wrong. The positive loss by the fire to us was $10,058 24. The expenses incurred for restoring the cotton were made good by the increased value of same, and as stated under an agreement with the agent of the company, under the belief that it would be to their interest. We were not benefited by the expenses, for, as shown above, if a correct appraisement had been made after the fire, our loss would have been the same, and the expenses incurred afterwards would not have changed the result; and as long as the general custom of the country, as well as the wording of fire insurance policies, to make good the loss and damage by fire exist, we believe that our claim is just. The expenses were not incurred without the consent of the company, but after an agreement with their agent. That a loss in Nashville, involving some $72,000, has been settled on the plan deemed correct by the Philadelphia insurance company, does not prove its correctness. The parties may not have understood the case, or wished to avoid a suit at law, which might have cost more than the difference, and kept them out of the money a long time. So it was in our case. As no legal decision on the matter in point has been produced, and a difference in the amount of loss was * Published in the Merchants' Magazine for May, 1857, vol. xxxvi, pp. 624–626. |