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 CHARLES WILLIAM WASON 
 
 COLLECTION 
 
 CHINA AND THE CHINESE 
 
 THE G(PT OF 
 CHARLES WILLIAM WASON 
 CLASS OF 1876 
 1918 
 
Cornell University Library 
 VM 600.W81 
 
 An analysis of one hundred voyages to an 
 
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Cornell University 
 Library 
 
 The original of tiiis book is in 
 tine Cornell University Library. 
 
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 the United States on the use of the text. 
 
 http://www.archive.org/details/cu31924023993748 
 
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AN ANALYSIS 
 
 OF 
 
 ONE HUNDRED VOYAGES 
 
 TO AND FROM 
 
 INDIA, CHINA, &c. 
 
 PERFORMED I)Y 
 
 SHIPS IN THE HONBiiE EAST INDIA COMPANY'S SERVICE; 
 WStitlt aaemar&jS on tt)e ^brntis^S of Siteam^^otner 
 
 APPLIED 
 
 AS AN AUXILIARY AID TO SHIPPING; 
 
 AND SUGGESTIONS FOR IMPROVING THEREBY THE COMMUNICATION 
 WITH INDIA, VIA THE CAPE OF GOOD HOPE. 
 
 TO WHICH IS ADDED 
 
 AN APPENDIX, 
 
 CONTAINING 
 
 A DESCRIPTION OF MELVILLE'S PATENT PROPELLERS, 
 WITH PLANS OF THE ENGINES, MACHINERY, &c. 
 
 By henry WISE, 
 
 Late Chief Officer of the Honourable Company's Ship Edinburgh. 
 
 published for the author, 
 BY J. W. NORIE & Co., 157, LEADENHALL STREET; 
 
 and 
 W. H. ALLEN & Co., 7, LEADENHALL STREET. 
 
 1830. 
 
BNTERED AT STATIONERS' HALL. 
 
 S. M'DowAU., Printer, gs, Leadenhall Street. 
 
To JOHN MELVILLE, Esq. 
 
 Dear Sir, 
 
 Your invention for propelling ships when 
 becalmed, opens a wide field for the exercise of British enter- 
 prise, and will doubtless form a new era in the maritime annals 
 of our Country. 
 
 The experience of modern times has amply shewn, that improved 
 modes of communication, are amongst the most eflGicient means of 
 advancing the civilization and happiness of mankind. Every addi- 
 tional invention, for the furtherance of this great object, cannot 
 but be hailed with satisfaction by the Public ; and I know of none, 
 which in our day promises to confer more extensive benefits on 
 the commerce and navigation of the Country, than your plan of 
 propelling vessels, which, as being applicable to those of every 
 form or construction, and to all kinds of situations, whether on 
 seas, rivers, or canals, may be truly designated as universd. 
 
 For this attempt to illustrate the advantages of it, I rely on your 
 indulgence ; and remain. 
 
 Dear Sir, 
 
 Yours faithfully, 
 
 HENRY WISE. 
 
INDEX. 
 
 Preface vii. 
 
 Remarks on the Advantages of Steam-power as an auxiliary aid to shipping. . . xi. 
 Suggestions for improving thereby the Communication with India^ via 
 
 the Cape xix. 
 
 Analysis of 12 Voyages from England to Bombay 1 
 
 _ ~ 9 ~ ~ _ ~ Madras 13 
 
 _ 10 ~ ~ ~ ~ Bengal 22 
 
 „ „ 10 ~ _ India „ China 32 
 
 ~ ~ 2 _ _ China ~ Java Head 42 
 
 „ ~ 1 _ ~ England ~ Rio Janiero 44 
 
 ~ ~ 1 ~ ~ _ „ Ceylon 45 
 
 ~ 1 ~ - _ „ St. Helena 46 
 
 ~ ~ 1 ~ _ Bencoolen _ Penang and China 47 
 
 ~ 10 ~ _ England _ China 48 
 
 ~ » 5 „ ~ China „ England 58 
 
 „ 1 „ „ Bengal „ „ 63 
 
 „ _ 1 _ ~ Bombay _ _ 64 
 
 ~ „ 1 ~ ~ Bengal ~ _ 65 
 
 „ 2 „ ~ China - „ 66 
 
 „ 1 „ ~ Madras _ ~ 68 
 
 „ 4 ~ ~ China _ 69 
 
 „ „ l" ~ _ Bengal _ ~ 73 
 
 „ 1 _ ~ China ~ ~ 74 
 
 „ „ 1 „ _ Bengal _ ~ 75 
 
 „ 1 „ „ China „ „ 76 
 
 _ „ 2 - ~ Madras - _ 77 
 
 „ _ 22 ~ ~ China ~ _ 79 
 
 Average ~ 50 ~ in different Monsoons, to and from the principal 
 
 Ports in India 101 
 
 General Abstract of 41 "Voyages outwards 102 
 
 „ ~ 36 ~ through the various Straits, outwards 104 
 
 „„35- - ~ ~ homewards ... 105 
 
 „ ~ 43 ~ homewards ;. 106 
 
 Table of Courses and Distances through the various Straits 107 
 
 exhibiting the probable duration of future Voyages to India 108 
 
VI. INDEX. 
 
 Page. 
 
 Abstract of the Voyage <if the Hon. E. I. Co.'s Steam Ship Atalanta to Bombay 110 
 „ _ „ „ „ ~ Berenice ~ ~ 
 
 „ _ „ „ ~ - Semiramis ~ 111 
 
 „ „ „ _ Steam Ship Enterprise to Bengal ~ 
 
 Time occupied in the transmission of the overland Mails 112 
 
 APPENDIX. 
 
 References to Plans of the Machinery fitted to Melville's Patent Propellers 
 
 on board the Ship Maria 113 
 
 Description of Engines, &c. ditto, ditto 114 
 
 Remarks on the Action of the Propellers, &c 115 
 
 Pro-forma Instructions to Commanders of Ships fitted with Steam-power, as 
 
 an auxiliary aid 117 
 
 Directwns to the Binder for placing the Plates. 
 
 View of Ship "Maria" to face Title Page. 
 
 Plan shewing the actual space occupied by the Machinery fitted to Melville's 
 
 Propellers on board the Maria xxiii. 
 
 Plans of the Machinery, ditto, ditto 113 
 
 View of the Propellers when in motion 115 
 
( vii. ) 
 
 PREFACE. 
 
 The absence of any thing like practical detail in the various 
 suggestions hitherto submitted for improving the communication 
 with India, via the Cape of Good Hope, and the non-appearance of 
 any work exhibiting the vast advantages of steam-power applied as 
 an auxiliary aid to shipping, occasion this intrusion upon public 
 attention. 
 
 In order to establish the necessity of such an additional resource 
 on grounds beyond all question, it was requisite to ascertain cor- 
 rectly the actual delay experienced during distant voyages in 
 consequence of calms and light airs : this has been effected, and 
 from data that none can dispute — the log-books of ships in the 
 Honourable East India Company's Service. 
 
 Every unprejudiced mind will admit, that if vessels so well 
 navigated, manned, and stored as the Company's ships were, have 
 been subjected to such serious detention, those less efficiently 
 appointed will experience as much, if not greater, delay. 
 
 I have endeavoured to point out in what situations steam- 
 power as an occasional assistance will be most effectual ; and have 
 much pleasure in communicating the mass of useful information 
 derivable from an analysis of one hundred voyages performed by 
 
Vlll. PREFACE. 
 
 ships in the Honourable East India Company's service ; which to 
 the young Commander will I trust be of important utility. The 
 records of the first commercial navy in the world, are here brought 
 under his observation in a condensed form ; and the actual expe- 
 rience of former navigators, faithfully detailed for his guidance. 
 
 Many of my professional readers must have observed, the eager 
 anxiety evinced by Masters not conversant with East India voyages, 
 for the possession of old journals : the collection here offered, will 
 I hope satisfy this desire. A careful inspection of the different 
 routes exhibited in the annexed Tables, assisted by that invaluable 
 work, " Horsburgh's Directory," will enable the inexperienced 
 Commander, to trace in the good or indifferent passage to India, 
 the causes of success or failure : he may consequently endeavour 
 to emulate the one, and avoid the other. 
 
 The Commander proceeding to India on his Jirst voyage, will find 
 material support, and be inspired with confidence in all doubtful 
 situations, by comparing his track, with that of a ship which 
 left port about the same season of the year as his own (it being 
 correctly ascertained, that during particular months, the winds 
 and weather in certain localities are remarkably similar) : the 
 comfort, satisfaction, and success, attending an adherence to the 
 route of the more experienced, he will soon learn to estimate. 
 
 My best acknowledgments are due to the Honourable the Court 
 of Directors of the East India Company, for the use of their valu- 
 able journals, and to my friend Mr. George Coleman, for the 
 assistance he has kindly rendered me in the construction of this 
 analysis : — ^his well-known experience as a practical navigator, will 
 I hope be considered a sufficient guarantee for the accuracy of the 
 several Tables. 
 
PREFACE. IX. 
 
 To the ship-owner or merchant I need offer no apology for this 
 undertaking: — every endeavour to improve navigation, or save 
 time, they will readily appreciate, and consider the importance 
 of the object I have in view, rather than my very imperfect 
 execution of it. 
 
 H. W. 
 
 Canton Place, East India Road, 
 June, 1839. 
 
REMARKS 
 
 ADVANTAGES OF STEAM-POWER 
 
 APPLIED AS 
 
 AN AUXILIARY AID TO SHIPPING, &c. 
 
 J- O a maritime nation like Great Britain, there cannot be a 
 subject of deeper interest than the one I am about to notice : the 
 importance of it demands a consideration that my humble efforts 
 can scarcely hope to excite ; but at a period when our maritime 
 supremacy is idly questioned, and the slumbering glory of our 
 Navy almost forgotten, any attempt to call the attention of the 
 Public to an important addition to the efficiency of our shipping 
 cannot be unacceptable : — I allude to the combination of steam- 
 power with the present resources of sailing vessels ; and propose 
 the application of it, on a limited scale, as an auosiliary aid to 
 shipping during calms and light airs. 
 
 The experience of every nautical man will affiard abundant 
 evidence, that during most voyages to distant parts of the globe, 
 contrary winds are less a source of detention than vexatious 
 calms; the monotony of which may now be overcome, and the 
 state of helplessness that ships are in when becalmed, obviated. 
 
 My professional readers will at once perceive in what number- 
 less instances, this auxiliary aid may be used to advantage. Ships 
 will now be enabled, in the absence of wind, to take up a favourable 
 position in action, bring either broadside to bear, or move when 
 requisite beyond the range of any destructive battery opposed to 
 
Xll. REMARKS ON THE ADVANTAGES OF STEAM-POWER 
 
 them ; and the calm which frequently succeeds a heavy cannon- 
 ading, will neither prevent future fleets from manoeuvring, nor 
 suspend the result of a long chace.* 
 
 Every frigate we have, could at a small expence be fitted with 
 the additional assistance alluded to. The men-of-war on the African 
 station, engaged in vain endeavours to suppress the slave-trade — 
 an occupation fatal to many of our gallant fellows on that pesti- 
 lential coast — would, with steam-power applied as proposed, be able 
 to check more eifectually that brutal trafiic. At present the calms 
 
 * Mr. Cooper in his recent work, "History of the American Navy" has the 
 following observations on the probable employment of steam-vessels in future 
 Wars : — 
 
 " That the use of steam will materially modify naval warfare, is probably true { but it 
 cannot change its general character. No vessel can be built of sufficient force and size to trans- 
 port a sufficiency of fuel, provisions, munitions of war, and guns, to contend with even a heavy 
 frigate, allowing the last to bring her broadside to bear. It may be questioned if the heaviest 
 steam-vessel of war that exists could engage a modem two-decked ship even in a calm, since the 
 latter, in addition to possessing much greater powers of endurance, could probably bring the most 
 guns to bear in all possible positions. Shot-proof batteries might indeed be built, that, propelled 
 by steam, would be exceedingly formidable for harbour defence ; but it is illusory to suppose that 
 Vessels of that description can ever be made to cruise. Even in estimating the power of steam- 
 vessels in calms, as opposed to single ships of no great force, there is much exaggeration as 
 historical facts will amply prove. The wars of this country afford several instances of frigates 
 carrying eighteen pounders lying exposed to the cannonade of fifteen or twenty gun-boats for 
 two or three hours, and yet in no instance has any such vessel been either captured or destroyed. 
 It is a heavy sea-steamer that can bring six guns to bear at a time, and yet frigates have resisted 
 twenty guns, advantageously placed, for hours. It may be said that steamers would dare to approach 
 nearer than gun-boats, and that, by obtaining more favourable positions, they wiU be so much 
 the more formidable. There is but one position in which », ship can be assailed without the 
 means of resistance, and that is directly ahead, and from a situation near-by. Large ships can 
 hardly be said to be defenceless even under these circumstances; as the slightest variation in 
 their position would always admit of their bringing three or four heavy guns to bear. The 
 expedients of seamen offer a variety of means of changing the direction of a ship's head in calms, 
 even did not the sea itself peri'orm that office for them. Nothing, for instance, would be easier 
 than to rig, temporarily, wheels, to be propelled by hand out of the stem or bow ports, or even 
 on the quarter, that would bring a large ship's forward or after guns to bear, in a way to beat off 
 or destroy a steamer. 
 
 " There are certain great principles that are unchangeable, and which must prevaU under all 
 circumstances. Of this class is the well-estabUshed fact, that a ship which possesses the efficiency 
 which IS contained in the double power to annoy and to endure, must, in all ordinary circum- 
 stances, prevail over a ship that possesses but one of these advantages, and that too in a smaUer 
 degree. Steam may be, and most probably will be, made a powerful auadliary of the present 
 
APPLIED AS AN AUXILIARY AID TO SHIPPING. xiii. 
 
 which are favourable to slavers using their sweeps, and escaping 
 with their cargoes of suffering beings, prevent the vessels of our 
 squadron from approaching them, except with the ships' boats. The 
 exposure of British seamen in such a climate, is notwithstanding 
 the object, a fact that suggests the necessity of adopting every 
 means that will render this arduous service less harassing, or the 
 resources of our ships on that sickly station more complete. 
 The slightest examination will shew how vastly preferable 
 Mr. Melville's invention for propelling ships is, to the various 
 methods hitherto suggested. Perhaps a difficulty of compelling 
 the manual labour requisite for the ingenious contrivances of 
 
 taode of naval warfare, but is by no means likely to supplant it. Fleets may be accompanied by 
 steamers ; but their warfare will be conducted by the present classes of heavy ships, since it is not 
 possible to give sufficient powers of annoyance or endurance to vessels propelled by steam, to 
 enable them to lie under the batteries of the latter. Even as active cruisers, the efficiency of 
 steam-vessels is probably overrated, on account of the consumption of fuel ; though it remains to 
 be proved by experience whether their employment may not induce a change in the armaments of 
 light vessels of war. The history of the war of 1812 shews that ships have often cruised months 
 without having fallen in with convoys ; and it is certain that no steamer, in the present state of 
 science, can remain at sea thirty days, with efficiency as a steamer." 
 
 It is evident from the foregoing, that Mk. Cooper has not contemplated any 
 other application of steam-power than the usual one prevalent, viz. the paddle- 
 wheel, vchich can only be properly applied to vessels built expressly for it ; and 
 the probability of machinery being invented by vi^hich steam-power could be 
 applied to the propelling of ships of the usual construction, when there is not a 
 sufficiency of wind to enable them to move with sails, never struck his mind. 
 Now Mr. Melville's invention affords the means of doing this; and as the 
 machinery can be fitted to all existing vessels, occupies but little space, and does 
 not encumber them in any degree, besides having other advantages which render it 
 practicable to use steam-power when wind fails, or its employment becomes desirable 
 or necessary, Mr. Cooper's remarks that " no vessel can be built of sufficient 
 " force or size to transport a sufficiency of fuel, provisions, munitions of war, and 
 " guns, to contend with a heavy frigate," will no longer hold good, as the " heavy 
 frigate,'' or even the largest first-rate, may now be moved by the occasional 
 application of steam-power : we shall still therefore possess the qualities which he 
 deems essential in a ship of war, " the double power to annoy and to endure," and 
 also have the power of movement independent of wind. Mr. Melville has 
 arranged a plan by which the principal portion of his machinery for propelling 
 can be placed entirely under the water-line, and beyond reach of accident from 
 shot, leaving nothing exposed but the connecting rods to move the driving shafts, 
 and even these admit of being easily protected. His propellers will not occasion 
 the removal of a single gun on either deck. 
 
XIV. REMARKS ON THE ADVANTAGES OF STEAM-POWER 
 
 Captain Savery* and others, caused the rejection of their plans. 
 The appearance of an enemy's ship becalmed a few miles distant, 
 would, no doubt, elicit cheerful compliance; but, wanting that 
 stimulus, I question if the order " to man the propellers," would 
 be very promptly attended to. 
 
 To vessels employed on voyages of discovery, and frequenting 
 high latitudes, steam-power, as suggested, would be of great con- 
 sequence — a ship becalmed in the vicinity of an iceberg, or any 
 other object of danger, might be saved by the application of it. 
 
 Ships conveying troops will find the occasional aid of steam- 
 power very important. The overland dispatches from Bombay, 
 dated 1st of November last, referring to the preparations making at 
 
 * Harris, in his Universal Dictionary, or Lexicon Technicum, published in 
 1704, states — " And here I think it requisite to give the reader a description of 
 a very useful engine, the invention of one of our awn nation, Captain Thomas 
 Savery, a gentleman very skilful in things of this sort : it is a plan to rovir ships 
 or boats at sea or in a river, when there is a stark calm, or very little wind. 
 
 " A description of this the inventor published in the year 1698, with his 
 answers to the objections raised by Mr. Dummer and others ; and the thought is 
 so natural, and the manner of its working so plain and easy, that 'tis an amazing 
 thing to one, that there is no more use made of it. 
 
 " He fits a wheel to the drumhead of the capstan, whose teeth turn a trundle- 
 head, through which is run an iron bar that reaches clear across, and goes through 
 the sides of the ship, and on its ends without-board at a convenient distance from 
 the ship's sides are fastened two drumheads like that on the capstan, in which are 
 fitted, to take out at pleasure, six or eight paddles ; and at the outer end of the 
 paddles is fastened an iron pin with a head to it, by which means, and by the help 
 of a cord taking a half turn round about all these pins, both the paddles may be 
 swifted or strained, and strengthened together, so that they shall all work propor- 
 tionably ; and also the paddles may, with a luiF tackle, be the more handily and 
 easily lifted in and out, in order to be fitted into or taken out of the drumheads 
 of the bar. 
 
 " Now here, if the men mil hut worh! — if there be enough of them, and the 
 paddles be made proportionably large, according to the number of the men that 
 can be brought to work at the capstan, I cannot see but that the engine will give 
 the vessel fresher way than any oars can do worked by the same, or a far greater 
 number of hands, as the experiments that have been tried do abundantly shew, 
 according to the best information I can get of the matter," 
 
APPLIED AS AN AUXILIARY AID TO SHIPPING. XV. 
 
 that Presidency in the military department of the Government, 
 state, " the Coote (a sloop of war in the service of the Honourable 
 East India Company), carrying the expedition against Aden, had 
 been spoken at sea by the Berenice Steamer, and supplied with 
 provisions : — she had made only ten miles in the previous twenty- 
 four hours, and vi^as then two hundred miles from Aden ; so that 
 it was feared the troops would arrive much out of condition." 
 
 The Coote is a fast ship; but like all others, without a 
 breeze, helpless. Perhaps- 1 could hardly select a more prominent 
 fact to shew the absolute necessity of combining steam-power with 
 the present resources of our shipping, than the situation of this 
 vessel : — full of troops (destined to uphold or tarnish our country's 
 honour), short of provisions, and two hundred miles from the 
 scene of action, which, at the rate of her last day's progress, it 
 would occupy nearly three weeks to reach — a distance that with 
 the auxiliary aid alluded to, could easily be accomplished in forty^ 
 eight hours. More recent accounts inform us that these brave men 
 have stormed and captured Aden : we must not however forget, 
 that had their privations on board the Coote, been of much 
 longer continuance, the operations against Aden might have ter- 
 minated differently. 
 
 I have not quoted a tithe of the advantages to be derived from 
 such an additional resource to shipping during war. In ordinary 
 times what vast benefits this auxiliary aid will confer upon our 
 mercantile marine ! The recent loss of the ship Protector, at the 
 mouth of the River Hooghly, after performing the voyage from 
 England in safety, when one hundred and seventy persons perished, 
 affords melancholy proof, that if any thing can be done to avert or 
 lessen the frequency of such disasters, it is the duty of all to 
 consider the means. I can very easily imagine, and so will my 
 nautical readers, how this ill-fated vessel was lost. Arriving on 
 the coast during thick blowing weather, she anchors, probably 
 near the eastern or western sea-reefs, parts her cables, and is 
 driven upon one of the many sand-banks in that locality (from 
 which ships seldom or ever get off); a heavy sea running, soon 
 completes her destruction. I remember in 1818, the Honour- 
 
XVI. REMARKS ON THE ADVANTAGES OF STEAM-POWER 
 
 able Company's Ships Castle Huntly and Dunira, arrived oif the 
 Sand Heads, Bengal ; for several days yfe had strong breezes, 
 thick vreather, severe squalls, and a constant deluge of rain ; each 
 ship cruising under snug canvas during the day in search of a 
 pilot; at night firing guns every half-hour, burning blue lights, 
 and using all possible means to procure one without success. 
 The Dunira lost one or two anchors, and was riding near the 
 reefs, when the pilot-vessel, on the weather clearing up, hove in 
 sight : — both ships then proceeded up the River Hooghly. They 
 had altogether nearly one thousand souls on board, and their 
 situation, had their hemp-cables (then in use) all parted, would 
 have been most critical. — The late hurricane that occasioned 
 such deplorable loss of life and property on our own coast, is 
 another stimulant to the question, " Can ships in future be in any 
 way assisted to contend against similar difficulties ? " The Com- 
 manders and Officers of our merchant ships, comprise amongst 
 them, some of the best and bravest of Great Britain's sons : their 
 crews are the sinews of the empire, and have every title to our 
 best consideration. I do not pretend to assert, that in such a 
 gale as occasioned the vpreck of those fine ships, Pennsylvania, 
 Lockwoods, Crusader, and others near Liverpool, steam-power, 
 on the scale I am advocating, would have saved them ; but every 
 seaman will allow, that had ships when at anchor near a lee-shore, 
 more effectual means than at present, for lessening during a heavy 
 gale, the strain on the riding cable, these melancholy results would 
 occur less frequently: under such circumstances, the proposed 
 auxiliary aid would be most valuable. The ease and safety vdth 
 which steam-vessels, by such application of their engines, ride out 
 heavy gales in critical situations, prove what I advance; and 
 experience will point out many other useful adaptations of a power 
 we have only begun to use. 
 
 During the memorable hurricane in Bombay Harbour, on the 
 15th of June, 1837, a remarkable instance of the successful appli- 
 cation of steam-power occurred. The ships Edinhmgh, Adelaide, 
 John Stamp, Av/rora, Ranger, Great Harwood, Hind, Mary Dugdde, 
 Richard Walker, Rapid, Northumberland, Hastings, and Briton, 
 were all driven on shore — some were totally wrecked, and others 
 
APPLIED AS AN AUXILIARY AID TO SHIPPING. XVU. 
 
 more or less damaged ; but the Berenice steam-vessel, after being 
 run foul of by the Hugh Lindsay (both ships having parted thisir 
 moorings), got the steam up, and proceeded to Mazagon, where 
 she rode in safety. 
 
 The application of steam-power in the manner I propose, to 
 shorten the duration of distant voyages, is another important result 
 apparent to all who will take the trouble to investigate this 
 subject thoroughly. It is evident that the actual daily progress 
 effected by it during a calm will be very considerable; whereas 
 at present, without such occasional aid, a ship is often, and for a 
 length of time, almost stationary : — for instance, near the Equator, 
 and between the limits of the N. E. and S. E. Trade-winds, 
 a space of a few hundred miles only, ships are frequently detained 
 periods varying from six to twenty days. The power to pass 
 through this interval of calm with certainty in a short time, and 
 to again enter within the influence of the Trade-winds, can only 
 be properly estimated by those conversant with ships' accounts : — 
 the saving in wages, provisions, wear and tear, interest, insurance, 
 &c., consequent upon the use of such an auxiliary aid, they will 
 doubtless appreciate. 
 
 Every seaman knows how very partial the winds are in many 
 situations ; and how often he has seen from the mast-head, a ship 
 with all her sails full, whilst his own remained becalmed and 
 motionless: in these instances such an additional resource even 
 for a few miles, would be highly important. 
 
 The experience of many Commanders will remind them, how 
 frequently they have made a fine passage to some particular limit 
 in their route out or home, and there, got so delayed by a calm, as 
 to be obliged to class what they imagined would prove an extraor- 
 dinarily quick voyage, amongst those far otherwise, or such as have 
 been very often performed by others. 
 
 Calms in peculiar localities are frequently the cause of greater 
 delay than their actual duration : for example — After making a 
 splendid run from Bombay, Bengal, or Java Head, a homeward- 
 
XVlii. REMARKS ON THE ADVANTAGES OP STEAM-POWER, 
 
 bound ship gets becalmed a few leagues to the eastward of Cape 
 L'Agulhas for twenty-four hours ; after which, the wind freshens up 
 from the N. W. ; bad weather comes on and continues ; the vessel 
 that with steam-power, applied for a few hours as an auxiliary aid, 
 would have been propelled during the calm, round the Cape, and 
 enabled to steer away for St. Helena, is two or three weeks 
 detained to the"^astward of L'Agulhas ; her sails, rigging, and hull 
 injured ; crew knocked up ; and the fine passage home, which all 
 hands expected to make, lost. 
 
 The same results often occur in the northern part of the China 
 seas. A ship, late in the season, or near the Equinox, leaves 
 Singapore for China ; she gets in sight of the land, and is there 
 becalmed. Auxiliary aid from steam-power would in a few hours 
 propel her into one of the many safe harbours on that coast. A 
 gale, perhaps a Tyfoon, commences from the northward ; and after 
 being driven to leeward, sometimes to the southward of the Paracel 
 Shoals, or amongst them, the same vessel makes the coast again, 
 strained, shattered, and liable as ever, to a repetition of similar 
 disasters. 
 
 For an illustration nearer home, of the great utility such occa- 
 sional assistance would be, let us consider a ship after a tedious 
 passage from India, fall of passengers, troops, &c., short of water 
 and provisions, having been delayed by a series of easterly winds, at 
 length reaching the mouth of the British Channel, a calm ensues, 
 and the hopes of all are sanguine for a change. With the auxiliary 
 aid of steam-power, the vessel could be propelled into a western 
 port, and supplies readily obtained : wanting such assistance, the 
 returning breeze brings no comfort ; the wind freshens up again 
 steady from the eastward, and another week or fortnight's priva- 
 tion is the consequence: my own experience, and that of my 
 professional readers, will confirm the probability of such contin- 
 gencies happening. 
 
 Tedious passages through Straits similar to Malacca, Singa- 
 pore, Caspar, Banca, Sunda, &c., may now be avoided : ships in 
 the vicinity of shoals, or drifting near the land with light winds 
 
APPLIED AS AN AUXILIARY AID TO SHIPPING. xix. 
 
 and deep water, rendering the anchorage impossible, or unsafe, 
 could with the assistance alluded to, steer clear of danger. 
 
 Vessels lightly manned, having a difficulty to purchase their 
 anchor, would be greatly assisted by using such auxiliary aid: 
 — indeed, by a very simple adaptation of the machinery fitted 
 to Melville's Pbopellees, the whole heavy work of the ship — 
 weighing anchor, pumping, &c,, might be accomplished inde- 
 pendent of manual labour, should sickness, or any other casualty, 
 render a resort to such means necessary. 
 
 SUGGESTIONS FOR IMPROVING THE COMMUNICATION WITH INDIA, 
 VIA THE CAPE OF GOOD HOPE. 
 
 A careful inspection of the annexed Tables will I trust shew, 
 that a real necessity for the application of steam-power, as an 
 occasional and auxiliary aid to shipping, exists : I therefore submit, 
 and with great deference, my suggestions for improving thereby 
 our communication with India, via the Cape of Good Hope. I 
 anticipate but little opposition from practical men, in asserting, 
 that route must continue to be Great Britain's high road for 
 the conveyance of troops and merchandise; the one through 
 Egjrpt being far too precarious (not to mention the enormous 
 expence and inconvenience attending repeated transshipments and 
 land journies). With our important Indian possessions, we must 
 always have, particularly in these critical times, regular and speedy 
 communication, independent, if possible, of political changes, or 
 the caprice of Egyptian rulers. The welfare of British India is 
 identified with improved means of intercourse ; and on the ocean, 
 where no power can interrupt us, every exertion must be used to 
 secure this desirable object. 
 
 The Analysis of One Hundred Voyages to and from India, China, 
 Sip., constructed for the purpose of shewing what very considerable 
 delay ships have experienced from calms and light airs, points out 
 with accuracy the locality of the principal detention, and the ewtmt 
 of it. To ascertain correctly these important facts, I preferred 
 
XX. SUGGESTIONS FOR IMPROVING THE COMMUNICATION 
 
 consulting the Journals of so important a Public Service as that of 
 the Honourable East India Company, to the Log Books of private 
 Merchant ships : — the former afford official and satisfactory data, 
 accessible to all who may require confirmation of my statements ; 
 the latter, although they contain details better adapted to shew 
 the great advantages to be derived from the occasional use of steam- 
 power as an auxiliary aid, and exhibit frequent instances of delay 
 far more extensive than the Indiamen experienced, are less conve- 
 niently referred to, and might not be considered so satisfactory as 
 the documents which the Honourable Court of Directors have per- 
 mitted me to inspect — records of a, Service now abolished, but one 
 that Great Britain must ever hold in proud remembrance. 
 
 The principle upon which I have constructed the analysis of 
 each voyage, is as follows : the log-books of the several ships 
 have been carefully examined ; and the varieties of weather during 
 every twenty-four hours, divided into four classes, viz. 
 
 Dead Calm. Ship not having steerage-way. 
 
 Light Airs, Ship going from half-a-mile to three miles per hour. 
 
 I^air Winds. Ship going free. 
 
 J^oul Winds. Ship close-hauled. 
 
 The weekly total of these divisions in hours, is stated within their 
 respective columns ; and the general total, exhibits correctly what 
 proportion of the above vicissitudes, each ship experienced. 
 
 In estimating the actual delay sustained, I have simply added 
 together the hours of calm and light airs, discarding entirely 
 those of fair and foul winds ; avoiding in the several Tables any 
 assumed calculations of what might have been done, or how 
 frequent were the opportunities of applying steam-power, during 
 light fair winds, or the fee-propeller only, when light foul winds 
 prevailed : — these are advantages apparent to all, and their sup- 
 posed general effect upon future voyages, to India, I have noticed 
 in separate Tables. 
 
WITH INDIA, VIA THE CAPE OP GOOD HOPE. XXI. 
 
 The very large proportion of fair winds during East Indja 
 voyages, as exhibited in the Tables, must convince those con- 
 versant with this subject, that the true method of applying steam- 
 power with success to vessels engaged in that important branch of 
 our commerce, is the adoption of it on a limited scale, and as an 
 occasional or auxiliary aid, to be used during calms and light airs, 
 which it is evident are the principal causes of delay : — the constant 
 application of it is proved by the analysis of one hundred voyages to 
 be unnecessary. My nautical readers are well aware, that during 
 fair winds, a fast ship under canvas, will compete in speed with 
 most steam-vessels; whilst th^ latter derive little or no benefit 
 from their sails, which are seldom full, in consequence of the 
 rate acquired by the vessel from the engines, being greater (unless 
 blowing hard) than that at which the wind moves. Foul winds, 
 it is shewn by the Tables annexed, prevail during so short a period 
 of the voyage to or from India, as to cause a delay insufficient to 
 justify the necessity of applying steam-power on a large scale to 
 contend against them. I feel confident a minute examination 
 of this interesting subject, will prove, that what has hitherto been 
 considered the grand obstacle to the successful application of 
 steam-power on distant voyages, viz. " the enormous consumption 
 of fuel," may, with the exercise of sound judgment, be avoided. 
 
 In considering the adaptation of this auxiliary aid to vessels in 
 the India trade, I solicit the indulgence of all who are interested in 
 this important question, whilst I endeavour to shew, that much may 
 be done by the judicious use of steam-power, towards shortening 
 the duration of East India voyages, and lessening the interval that 
 at present exists (owing to the great and praiseworthy exertions of 
 Mr. Waghorn in forwarding the overland letters) between the 
 arrival of Bills, and the cargoes against which many of them are 
 drawn — a result that must be considered very desirable. 
 
 , The class of vessels at present employed in the Trade between 
 Great Britain and India, are ships averaging from 400 to 500 tons 
 register : of course in this estimate I do not include the line of 
 splendid frigate-built passenger-ships, constructed by, and belonging 
 
Xxii. SUGGESTIONS FOR IMPROVING THE COMMUNICATION 
 
 to an eminent London Firm: should the spirited owners of this 
 magnificent fleet, apply steam-power as an auxiliary aid to their 
 vessels, the communication between England and India, via the 
 Cape of Good Hope, will be at once perfect, and this grand 
 object effected by private enterprise and capital : it is scarcely pos- 
 sible to mention a more striking illustration of the vast and 
 expansive resources of this great nation, than the fact of a single 
 mercantile house, building, owning, and employing, a fleet of ships 
 superior to the whole Navy of more than one foreign Power. 
 
 Assuming however, that the bulk of the commerce between this 
 country and India, will continue to be carried on by fast-sailing 
 handy ships of about 400 or 500 tons register, it is to this class 
 of vessels I would suggest the application of the occasional assist- 
 ance proposed, to be used during calms and light airs. My not very 
 short experience at sea (seventeen years) enables me to value the 
 importance of possessing all available means to meet the emergen- 
 cies of varying weather and other circumstances when afloat ; and 
 I have a firm conviction that the time is not far distant, when it 
 will be as rare for ships to go on remote voyages without this, or a 
 similar invention, for getting through the disheartening periods of 
 calms, sometimes of long duration, as without spare sails or the other 
 equipments necessary to contend against ordinary casualties. 
 
 The Maria, of 460 tons register, Captain Black, (Messrs. 
 Gardner, Urquhart, & Co., Owners) bound to Bombay with a 
 general cargo, and drawing when loaded, 16 feet 6 inches water, 
 was the first sailing vessel fitted with steam-power as an auxiliary 
 aid. To this ship Mr. Melville's Patent Propellers, with two 
 engines of ten-horse power each, were applied.* 
 
 * From an accident to one of the engines at an early period of the voyage, 
 the Maria was very considerably delayed on her passage out. But for this mis- 
 fortune, I feel confident, from vi^hat I v^itnessed of the effective action of the 
 Propellers during the ship's progress from the Docks to the Downs, that her 
 voyage to Bombay, notwithstanding the unfavourable season of her departure 
 (December), would have been very materially shortened. 
 
o 
 
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 dooj: 
 
 
 si 
 
 Pi 
 
 IF 
 
 I 
 
 ^ 
 
 
WITH INDIA, VIA THE CAPE OF GOOD HOPE. Xxii}. 
 
 The machinery alluded to, which is more particularly described 
 ill the Appendix, propelled the ship Maria in a dead calm, about 
 three miles per hour : more power would of course effect a greater 
 propelling rate, and larger ships would require it — these are ques- 
 tions of proportion only. The great simplicity of the machinery 
 is evident to all who are conversant with such matters ; and although 
 in the Maria, engines and boilers on the locomotive principle were 
 preferred, condensing engines are equally easy of application. 
 
 The room occupied by the machinery on board the Maria, is 
 accurately defined in the engraved Plan ; but the bulkhead enclo- 
 sing it, does not actually extend quite so far out from the engine 
 as represented: the whole space is about equal to what was 
 formerly reserved for the stowage of hemp-cables when in use ; 
 and considering that a ship fitted with steam-power, as proposed, 
 requires less stowage for water and provisions, the engines, coals, 
 &c., will not cause so great a sacrifice of freight, as some may 
 suppose. 
 
 The consumption of coals on board the Maria was about two 
 hundred weight per hour, which quantity supplied both engines ; 
 and from the smallness of the boilers, the steam was got up in 
 less than an hour. In a treatise of this kind it can hardly be 
 expected I should furnish financial particulars : as estimates of the 
 expence, and probable pecuniary results, depend so entirely on the 
 class of ship to be fitted, contemplated voyage, &c., the intro- 
 duction here of such details would occasion very prolix state- 
 ments, in order to embrace the several topics connected with this 
 branch of the subject : all these are matters of detail better 
 adapted to personal discussion. 
 
 Supposing a merchant-ship of the tonnage quoted, to be fitted 
 with propellers and engines of the power alluded to, our next 
 consideration is the opportunities for applying this auxiliary aid to 
 advantage. None of these must be lost ; I would therefore sug- 
 gest, that on all occasions when from calms or light airs, a ship 
 should go less than three knots an hour through the water, the 
 
Xxiv. SUGGESTIONS FOR IMPROVING THE COMMUNICATION 
 
 Steam should be immediately got up, and the propellers ready for 
 use : there must be no waiting to see if it is going to be calm ; 
 should the breeze freshen, the fires are easily put out — and if it 
 decline, so much time is gained. 
 
 A ship bound to India, after quitting the British Channel, and 
 getting a good offing, may possibly not require the aid of steam- 
 power very frequently, until near the southern limit of the N. E. 
 Trade. This is one of the principal situations for the adoption of 
 the proposed auxiliary aid : the calms, light airs, and smooth water 
 here prevalent, all favour its successful application. By crossing the 
 Equator well to windward — say in 10° or 12° West — and steering 
 from thence a southerly course, until the S. E. Trade is entered, a 
 ship would be enabled to make a rapid passage through it, avoiding 
 the detour to the westward, and effecting, in that part of the out- 
 ward voyage, a very considerable saving of time. 
 
 From the southern limit of the S. E. Trade, until within the 
 influence of the westerly winds, much delay often occurs from 
 calms and light airs, which can now be conquered. After running 
 the easting down, ships bound to Bombay frequently experience 
 great detention between Cape Ambre and that Port, particularly 
 in the early part of the season ; here again the occasional aid 
 of steam-power will be most important, and also throughout the 
 Indian Archipelago. Indeed I shall only weary my readers, and 
 am afraid of having already done so, by illustrating further the 
 advantages of this auxiliary aid to shipping. The judicious 
 management of it will of course be an addition to the duty and 
 cares of the several Commanders, which must be cheerfully met by 
 a corresponding increase of zeal and exertion. Plain instructions 
 (Vide Appendiw) can easily be furnished for the guidance of the 
 Captains and Officers of each ship fitted with steam-power. 
 
 In conclusion, I have to observe what many of my nautical 
 readers will admit, that the facts stated in the Analysis of One 
 Hundred Voyages, performed by the finest merchant-ships in the 
 universe, amply justify' the adaptation of steam-power as an 
 
WITH INDIA, VIA THE CAPE OF GOOD HOPE. XXV. 
 
 auxiliary aid to vessels employed in the Trade to the eastward ; 
 and I confidently expect the application of it will materially 
 improve our communication with India, via the Cape of Good 
 Hope: this is an object well worthy our best exertions, and the 
 employment of those great resources which the British Nation, 
 by the blessing of Divine Providence, enjoys. 
 
ANALYSIS 
 
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 Left Dungeness for China direct. 
 
 Saw the Lights on the Caskets, South, distant 5 leagues. 
 
 Entered the N. E. Trade, in lat. 33° 30* N., & long. 1 6°44' W. 
 
 At noon, Porto Santo due South, 7 or 8 leagues. 
 
 Saw the Island of Teneriffe S. E. by S., distant 25 miles. 
 
 Lost the N. E. Trade, in lat. 3° 30' N., & long. 20° 12' W. 
 
 Crossed the Equator, in long. 21° 30* W. 
 
 Entered the S. E. Trade, in lat. 2° 10' S., & long. 23° 30' W. 
 
 Note. The Windsor was seven days between the Trades, 
 having calms, light variable airs, and smooth water, 
 accompanied with heavy rain at intervals. 
 
 Lost the S. E. Trade, in lat. 25° 10' S., & long. 30° 57' W. 
 
 Saw the Cape of Good Hope N. E-, 15 leagues. 
 
 Saw Table Mountain N. N. E., and Cape Point E.N.E., 5 leag. 
 
 Entered the S. E. Trade, in lat. 31° 4' S., & long. 90° 42' E. 
 
 Rounded Java Head, and entered the Straits of Sunda, by 
 running through Princes Channel for Anjer Roads. 
 
 Anchored in Anjer Roads ; the Cap N. by E., Crockatoa 
 
 Island N. W. by N., and Anjer Peak S. E. by S. 
 Note. Captain Haviside was employed 11 Sea Logs in 
 his passage from Anjer Roads to the China Sea through 
 Gaspar Straits, attended, as usual in this part of the 
 voyage, with light variable airs, occasional calms, and 
 
 dings from 30to35 fms. 
 ant 3 or 4 leagues, 
 ained a Pilot. When 
 N., Peak of Lintin 
 ffW. byS., offshore 
 
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 ide, in lat. 36° ll'N., & long. 16° 24'W. 
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 e, in lat. 6° 31' N., & long. 19° 54' W. 
 in long. 20° 10* W. 
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 , in lat. 17° 23' S., & long. 29° 5' W. 
 of theCape of Good Hope, inlat.36°24' S. 
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 Pulo Way, and Pulo Brasse. 
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 lin was 20 days getting through the 
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 eft Macao Roads, with a fresh N. E. Monsoon, for Gaspar 
 and Sunda Straits ; at sunset. Grand Ladrone N. N. E. 
 t noon, the body of the Middle Anambas S. W. by W. i W. 
 ost the N. E. Monsoon, inlat. 2° 0' N., & long. 107° 10' E. 
 t noon. Camel's Hump S. by E., Saddle Island E. by S. 
 
 „ the I. of St. Julian just seen from the poop E.byN. JN. 
 
 „ Wilson's Hummock N.W. J W. 
 assed Wilson's Hummock N .W. 4 N ., Entrance Point N. J W. 
 t noon, North Brother S. 82° E'., Knob Hill W. by S. ^ S. 
 nchored in Anjer Roads ; the Flagstaff S. i E. 
 t noon, Crockatoa PeakW. by N. J N., Tamarind N.W. by N. 
 t sunset, extremes of Princes Island S. S. W. to S. W. ^ W. 
 ntered the S. E. Trade, in lat. 11° 40' S., & long. 101° 37' E. 
 ost the S. E. Trade, in lat. 25° 16' S., & long. 60° 32' E. 
 aw distant land about Natal, from N. W. to West, 
 ounded ; ground 48 fathoms, stones and shells, 
 assed Table Mountain (Cape of Good Hope) N. E. J E. 
 ntered the S. E. Trade, in lat. 33° 17' S., & long. 14° 28' E. 
 nchored off St. James's Town, St. Helena; the Church S. by W. 
 eft St. Helena for England; at sunset, the Island S.E. 10 lea, 
 assed Ascension Island S. E. by S., 15 or 16 miles, 
 ost the S. E. Trade, in lat. 1° 14' S., & long. 20° 55' W. 
 rossed the Equator, in long. 21° 26' W. 
 
 foTE. The Castle ffuntly was detained seven days between 
 the Trades by calms and light airs. 
 
 ntered the N. E. Trade, in lat. 7° 0' N., & long. 24° 12' W. 
 ost the N. E. Trade, in lat. 24° 40' N., & long. 39° 25' W. 
 ounded ; ground 80 fathoms, fine sand, with small stones, 
 aw the Lizard E. N. E. ; at noon, Start Point N. W. 
 rrived off Beachy Head, and received a Pilot on board. 
 
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 n Passed Apom^e Point, seen from the deck N. W. 
 II At noon. Grand Natuna E. S. E., Saddle Island N. E. J N. 
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 10 miles. 
 OTE. Captain Hamilton, from a long continuance of faint airs, calms, 
 and slight contrary currents, was 28 Sea Logs on his passage from 
 the South Anambas to Princes Island, the distance being only 578 m. 
 For particulars of this long delay, vide " Straits," page 42. 
 May Entered the S. B. Trade, in lat. 6° 35' S., & long. 105° 15' E. 
 ir Lost the S. E. Trade, in lat. 21° 36' S., & long. 69° 53' E. 
 June. High land on the African Coast just discernible, N.W.byN. 
 II Land seen about the Middle Point of Natal, N. N. E. to N. W. 
 ■ At noon, extremes of the land from N. E. to N. W. by N. 
 1 • Table Mountain (Cape ofGood Hope) N. by E. Lion's Rump, 
 I- a with the extremes of the land, were seen, with various 
 1 1) bearings, for 3 days successively, owing to adverse winds. 
 OTE. It is very probable that the Dunira would have escaped the 
 delay she experienced between making the African Coast and rounding 
 the Cape ( a period of 22 days J, had the passage through the Straits 
 been of shorter duration. 
 
 Entered the S. E. Trade,in lat. 29°50'S., and long. 12°3'E. 
 July. Arrived at St. Helena, and anchored off St. James's Town. 
 1, Left St. Helena for England, with a fresh S. E. Trade. 
 • Passed the Island of Ascension, bearing, at noon, S. S. E. 
 , On the Equator, by observation, in longitude 21° 58' W. 
 1, Lost the S. E. Trade, in lat. 4° 20' N., & long. 23° 22' W. 
 Note. The Dunira was 10 days between the Trades, with 
 calms and light variable winds. 
 Entered theN.E. Trade, inlat. 12° 48'N., & long. 27°6'W. 
 Aug. Lost the N. E. Trade, in lat. 31° 44' N., & long. 43° 3?' W. 
 
 Passed the Islands of Corvo and Flores N. E. J E. 
 Sept. Lizard Lighthouses N. by E., and proceeded up Channel. 
 
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 Left the Sand Heads for St. Helena and England. 
 Entered the N.E. Trade, in lat. 17° 0* N., & long. 89° 33'E. 
 Crossed the Equator, in long. 88° 10' E. 
 Lost the N. E. Trade, in lat. 1° 10' N., & long. 86° 59' B. 
 Entered the S. E. Trade, in lat^ 7° 27' S., & long. 86° 4' E. 
 Lost the S. E. Trade, in lat. 22° 42' S., & long. 68° 0' E. 
 Distant land about Natal, from N. by E. to N. W. by N. 
 Table Mountain (Cape of Good Hope) just in sight from 
 
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 Entered the S.E. Trade, in lat. 27°43'S., & long. 8° 47' E. 
 Arrived at St. Hdena ; St. James's Church S. by W. 4 W. 
 Left St. Helena for England. 
 
 Passed the Island of Ascension, from W.N.W.toW.S.W. 
 Lost the S. E. Trade, in lat. 0° 54' S., & long. 20° 40' W. 
 
 » Blanshard was 9 rfoys between the Trades, 
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 Atnoon, passed the Great Anambas, N.W.byW.dist. 5 leag. 
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 Esprit N. E., 6 or 7 leagues. 
 PassedSt. Barbe : at noon, Gaspar Island S.W. 14 or 15nules. 
 Passed Entrance Point and Saddle Island: at noon, the 
 
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 Passed North Island, Nicholas Point, and Thwart the Way 
 
 Island : at noon. Rajah Bassa Peak N. by W. 
 Left Java Head for the Cape of Good Hope. 
 Entered the S. E. Trade, in lat. 10° 50' S., & long. 101° 24' E. 
 Lost the S. E. Trade, in lat. 25° 34' S., & long. 52° C E. 
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 Anchored in Table Bay (Cape of Good Hope), Green Point 
 
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 Left the Cape of Good Hope for St. Helena. 
 Entered the S. E. Trade, in lat. 29° 38' S., & long. 12° 15' E. 
 Anchored at St. Helena, Church bearing S. S. E. 
 Left St. Helena for England; at sunset, the Isl. S. E. by S. 
 Crossed the Equator, in long. 18° 47' W. 
 Lost the S. E. Trade, in lat. 1° 20' N., and long. 17° 10' W. 
 Entered the N. E. Trade, in lat. 5° 22' N., & long. 19° 50' W. 
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 Lost the N. E. Trade, inlat. 28° 48' N., &long. 43° 15' W. 
 Saw Fayal from N.E. byN.toN., dist. about 10 m. This Island 
 
 was in sight 2 days, having faint airs & smooth water. 
 Sounded ; ground 75 fathoms, coarse sand and gravel. 
 Saw the Lizard Lighthouses N. by E., distant 8 leagues. 
 The high land of Plymouth N. E. by E., distant 7 or 8 leag. 
 Arrived off Dunnose N. W., 4 leagues : received a Pilot. 
 
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 ih N. E. Monsoon, for Banca and 
 nset, Potoe Island East, 2 miles. 
 5° W. ; Pulo Aor N. 67° W. ; and 
 
 40° "W., & Domino Peak N. 82° W. 
 lands S. 83° E., & Pulo Taya W. 4 m. 
 ith Ught easterly airs; Monopin 
 
 lling, Monopin Hill remaitied in sight nearly 
 'e light airs and cal?ns, with sH^t contrary 
 12 Sea Logs clearing Sunda Strait. 
 
 nset. Princes Island S. by E., and 
 
 Island N.W. 
 
 inlat. 6° 31' S., & long. 104°38'E. 
 
 lat. 25° 8' S., & long. 54° 34' E. 
 
 •ican Coast,fromN.N.E. to N.N.W. 
 
 /s it was dead calm, and during the 
 
 the ship not making more than a 
 
 water all the time), 
 
 ' E., & the Gunner's Quoin N. 22°E. 
 
 N.E., & Table Mountain N. N.W. 
 
 , in lat. 29° 20' S., & long. 8° 57' E. 
 
 nd anchored off St. James's Town. 
 
 land. 
 
 . lat. 0° 17' S., & long. 20° 18' W. 
 
 long. 20° 36' W. 
 
 ys between the Trades ; he had bqfflingwinds 
 
 , in lat. 3° 59' N., &long. 22°47'W. 
 : lat. 25° 17' N., & long. 40°45' W. 
 W., & proceeded up Channel, 
 ight, and received a Pilot on board. 
 
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 Left Macao Roads for Banca and Sunda Straits, with a 
 steady N. E. Monsoon, the Grand Tia drone N.E.by E. | E. 
 
 Saw the high land of Cochin from the deck S. W. i W. 
 
 At daylight, Pulo Domar N.E.byE., & Pulo Aor dueWest. 
 
 PassedPuloPanjangW.byN.;atnoonPuloLinginS.W.byS. 
 
 Passed Pulo Lingin & Pulo Taya, and entered Banca Strait ; 
 MonopinHillS.S.W.,BancaIsl.fromE.N.E.toN.E.4N. 
 
 Note. Captain Blakely was 9 Sea Logs between theentrance 
 of Banca Strait and Java Head, having, as usual, alter- 
 nate calms, faint airs, and slight contrary currents f very 
 smooth water the whole time). 
 
 Left Java Head homeward, with a fresh S. E. Trade. 
 
 Lost the S. E. Trade, in lat. 21° 8' S., & long. 67° 19' E. 
 
 N.N.E.toN.byW. 
 mN.byE.toN.W. 
 eHangUpS.73°E. 
 le, the Lighthouse 
 2 miles off shore. 
 
 le Mountain S.byE. 
 & long. 7° 31' E. 
 3t. James's Valley. 
 ihS.byW.^W. 
 ., about 12 miles, 
 long. 18° 55' W. 
 
 » the Trades, with 
 t variable airs. 
 ,,&long.20°42'W. 
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 3 
 
 4 
 
 5 
 
 6 
 
 7 
 
 8 
 
 9 
 
 10 
 
 11 
 
 12 
 
 ( 102 ) 
 
 GENERAL ABSTRACT OF VOYAGES OUTWARD. 
 
 From ENGLAND to BOMBAY HARBOUR. 
 
 Year. 
 
 1791 
 1808 
 1813 
 1822 
 1824 
 1829 
 1832 
 
 1833 
 
 SHIPS' NAMES. 
 
 Days 
 between 
 
 the 
 Trades. 
 
 Taunton Castle 
 
 Winchelsea 
 
 James Sibbald 
 
 Dunira 
 
 Castle Huntly 
 
 Buckinghamshire 
 
 Duchess of Athol 
 
 Orwell 
 
 Marquis of Huntley 
 
 Herefordshire 
 
 Farquharson — 
 
 Lady Melville 
 
 12) 
 Average Hours 
 
 II Days and Hours . 
 From ENGLAND 
 
 Hours 
 
 calm and 
 
 light 
 
 Airs. 
 
 6 
 7 
 
 16 
 8 
 
 10 
 
 10 
 5 
 6 
 7 
 
 12 
 9 
 
 10 
 
 106 
 
 d. h. 
 8 20 
 
 938 
 824 
 
 1141 
 910 
 813 
 
 1311 
 642 
 666 
 
 1068 
 828 
 624 
 647 
 
 10412 
 
 868 
 
 d. h. 
 36 4 
 
 Hours 
 
 fair 
 Wind. 
 
 1389 
 1621 
 1845 
 1674 
 1037 
 1378 
 1659 
 1619 
 1455 
 1529 
 1486 
 1529 
 
 18221 
 
 1518 
 
 d. h. 
 63 6 
 
 Hours 
 foul 
 Wind. 
 
 409 
 147 
 110 
 392 
 910 
 359 
 229 
 225 
 309 
 235 
 218 
 128 
 
 3671 
 
 306 
 
 d. h. 
 12 18 
 
 Total Hours 
 
 during 
 the Voyage. 
 
 2736 
 2592 
 3096 
 2976 
 2760 
 3048 
 2520 
 2520 
 3832 
 2592 
 2328 
 2304 
 
 33304 
 
 2775 
 
 d. h. 
 115 15 
 
 Total Dist 
 per Log 
 in Miles. 
 
 12924 
 12820 
 14146 
 14045 
 12382 
 13479 
 14139 
 14017 
 13344 
 13153 
 13701 
 12942 
 
 161092 
 
 13424 
 
 TO MADRAS ROADS. 
 
 Page. 
 
 13 
 14 
 15 
 16 
 
 17 
 
 18 
 19 
 20 
 21 
 
 Year. 
 
 1817 
 1819 
 1821 
 1822 
 1824 
 
 1830 
 1833 
 
 SHIPS' NAMES. 
 
 William Pitt 
 
 Windsor 
 
 Marquis of Wellington 
 
 Asia 
 
 Asia 
 
 Rose 
 
 Castle Huntly 
 
 Buckinghamshire 
 
 Warren Hastings 
 
 Average Hours 
 
 n Days and Hours , 
 
 Days 
 between 
 
 the 
 Trades. 
 
 3 
 
 8 
 9 
 11 
 12 
 17 
 15 
 10 
 12 
 
 97 
 
 d. h. 
 10 19 
 
 Hours 
 
 calm and 
 
 light 
 
 Airs. 
 
 797 
 756 
 798 
 637 
 462 
 726 
 834 
 835 
 760 
 
 6605 
 
 734 
 
 d. h. 
 30 14 
 
 Hours 
 
 fair 
 Wind. 
 
 1600 
 1526 
 1636 
 1599 
 1595 
 1595 
 1636 
 1587 
 1516 
 
 14290 
 
 1588 
 
 Hours 
 
 foul 
 
 Wind. 
 
 219 
 166 
 182 
 332 
 243 
 223 
 218 
 218 
 244 
 
 Total Hours 
 
 during 
 the Voyage. 
 
 2045 
 
 227 
 
 d. h. 
 66 4 
 
 d. h. 
 9 12 
 
 2616 
 2448 
 2616 
 2568 
 2400 
 2544 
 2688 
 2640 
 2520 
 
 23040 
 
 2560 
 
 d. h 
 106 16 
 
 Total Dist 
 per Log 
 in Miles. 
 
 13333 
 14266 
 14267 
 14033 
 13813 
 12294 
 14435 
 13849 
 14171 
 
 124461 
 
 13629 
 
( 103 ) 
 GENERAL ABSTRACT OF VOYAGES OUTWARD. 
 
 Fhom ENGLAND to BENGAL. 
 
 Page. 
 
 Year. 
 
 SHIPS' NAMES. 
 
 Days I Hours 
 between calm and 
 
 the 
 Trades. 
 
 Ught 
 
 Airs. 
 
 Hours 
 
 fair 
 Wind. 
 
 Hours 
 foul 
 Wind. 
 
 Total Hours 
 
 during 
 the Voyage. 
 
 Total Dist. 
 per Log 
 in Miles. 
 
 22 
 23 
 24 
 25 
 26 
 27 
 28 
 29 
 30 
 31 
 
 1818 
 
 1820 
 1831 
 
 1832 
 1833 
 
 Castle Huntly ... 
 
 Dunira 
 
 Asia 
 
 Asia 
 
 Thames 
 
 Repulse 
 
 William Fairlie 
 
 Keliance 
 
 Sir David Scott 
 Vansittart 
 
 10 
 11 
 12 
 13 
 
 8 
 11 
 
 6 
 10 
 
 8 
 
 9 
 
 494 
 440 
 663 
 932 
 631 
 582 
 830 
 609 
 693 
 545 
 
 1676 
 1849 
 1600 
 1623 
 1605 
 1457 
 1466 
 1463 
 1753 
 1600 
 
 230 
 111 
 305 
 325 
 380 
 265 
 416 
 256 
 290 
 183 
 
 2400 
 2400 
 2568 
 2880 
 2616 
 2304 
 2712 
 2328 
 2736 
 2328 
 
 14914 
 14628 
 14190 
 14750 
 14327 
 13814 
 14147 
 13986 
 15345 
 13948 
 
 Average Hours 
 
 10) 
 
 98 
 
 6419 
 
 16092 
 
 2761 
 
 25272 
 
 144049 
 
 642 
 
 1609 
 
 276 
 
 2527 
 
 14405 
 
 Days and Hours 
 
 d. h. 
 9 19 
 
 d. h. 
 26 18 
 
 d. h. 
 67 1 
 
 d. h. 
 11 12 
 
 d. h. 
 105 7 
 
 From ENGLAND to CHINA.' 
 
 SHIPS' NAMES. 
 
 Days 
 between 
 
 the 
 Trades. 
 
 Hours 
 
 calm and 
 
 light 
 
 Airs. 
 
 Hours 
 
 fair 
 
 Wind. 
 
 Hours 
 
 foul 
 
 Wind. 
 
 Total Hours 
 
 during 
 the Voyage. 
 
 Total Dist. 
 per Log 
 in Miles. 
 
 48 
 49 
 50 
 51 
 52 
 53 
 54 
 55 
 56 
 57 
 
 1793 
 1821 
 
 1823 
 1831 
 
 1832 
 1833 
 
 Lord Thurlow 
 
 Windsor 
 
 Bombay 
 
 Charles Grant 
 
 Duke of York 
 
 Scaleby Castle 
 
 Earl of Balcarras. . 
 
 Prince Regent 
 
 Rose 
 
 Scaleby Castle 
 
 14 
 7 
 
 13 
 8 
 
 10 
 7 
 
 11 
 
 9 
 8 
 
 7 
 
 613 
 533 
 741 
 594 
 386 
 517 
 351 
 576 
 850 
 401 
 
 1768 
 1631 
 1405 
 1590 
 1648 
 1653 
 1495 
 1741 
 1493 
 1447 
 
 211 
 136 
 230 
 264 
 198 
 230 
 228 
 203 
 321 
 240 
 
 2592 
 2400 
 2376 
 2448 
 2232 
 2400 
 2064 
 2520 
 2664 
 2088 
 
 13950 
 14161 
 12933 
 13125 
 14220 
 14283 
 12785 
 15064 
 14036 
 12823 
 
 Average Hours 
 
 10) 
 
 94 
 
 5562 
 
 15871 
 
 2261 
 
 23784 
 
 137380 
 
 556 
 
 1587 
 
 226 
 
 2378 
 
 13738 
 
 Days and Hours 
 
 d. h. 
 9 10 
 
 d. h. 
 23 4 
 
 d. h. 
 66 3 
 
 d. h. 
 9 10 
 
 d. h. 
 99 2 
 
 • Id eat, as far as the " Steaits," outward-bound. 
 
( 104. ) 
 
 Genekal Abstract of Voyages through the various Straits 
 TO and from China. 
 
 VOYAGES OUTWARD. 
 
 Page. 
 
 Year. 
 
 Ships' Names. 
 
 Straits passed through. 
 
 Days. 
 
 1 
 
 7 
 8 
 9 
 14 
 22 
 23 
 26 
 27 
 28 
 29 
 30 
 31 
 32 
 33 
 34 
 35 
 36 
 37 
 38 
 39 
 40 
 41 
 42 
 43 
 47 
 48 
 49 
 50 
 51 
 52 
 53 
 54 
 55 
 56 
 57 
 
 1791 
 1832 
 
 1833 
 1819 
 1818 
 
 1831 
 
 1832 
 
 1833 
 1808 
 1822 
 1824 
 1829 
 1830 
 1833 
 
 1819 
 1820 
 1819 
 1793 
 1821 
 
 1823 
 1831 
 
 1832 
 1833 
 
 Taunton Castle Malacca and Singapore 
 
 Duchess of Athol . . 
 
 Orwell 
 
 Marquis of Huntly 
 
 Windsor 
 
 Castle Huntly 
 
 Dunira 
 
 Thames 
 
 Repulse 
 
 William Fairlie . . 
 
 Reliance 
 
 Sir David Scott ... 
 
 Vansittart 
 
 Winchelsea 
 
 Dunira 
 
 Castle Huntly 
 
 Buckinghamshire . ■ ■ 
 
 Castle Huntly 
 
 Farquharson 
 
 Lady Melville 
 
 Herefordshire 
 
 Warren Hastings... 
 Buckinghamshire. ■ . 
 
 Dunira 
 
 William Pitt 
 
 William Pitt 
 
 Lord Thurlow | Sunda andBanca. 
 
 Windsor 
 
 Bombay 
 
 Charles Grant 
 
 Duke of York [ Sunda and 
 
 Scaleby Castle ! « 
 
 Earl of Balcarras 
 Prince Regent ... 
 
 Rose 
 
 Scaleby Castle ... 
 
 Gaspar and Sunda 
 
 If » 
 
 Malacca and Singapore - ■ . 
 
 Sunda andBanca 
 
 Sunda and Gaspar 
 
 ft n 
 
 Malacca and Singapore ... 
 
 Malacca and Singapore .. 
 
 » II 
 Sunda and Gaspar 
 
 21 
 15 
 
 17 
 17 
 
 20 
 22 
 19 
 12 
 13 
 
 17 
 
 21 
 12 
 
 17 
 
 22 
 25 
 20 
 21 
 18 
 20 
 19 
 21 
 22 
 22 
 28 
 30 
 22 
 14 
 11 
 16 
 14 
 13 
 10 
 
 7 
 
 20 
 14 
 10 
 
( 105 ) 
 
 Gbneral Abstract of Voyages through the various Straits 
 TO AND from China. 
 
 Page. 
 
 58 
 59 
 60 
 61 
 62 
 66 
 67 
 69 
 70 
 71 
 
 72 
 
 74 
 
 76 
 
 79 
 
 80 
 
 81 
 
 82 
 
 83 
 
 84 
 
 85 
 
 86 
 
 87 
 
 88 
 
 89 
 
 90 
 
 91 
 
 92 
 
 93 
 
 94 
 
 95 
 
 96 
 
 97 
 
 98 
 
 99 
 
 100 
 
 VOYAGES HOMEWARD. 
 
 Year. 
 
 1792 
 1794 
 1805 
 1808 
 1809 
 1819 
 
 1820 
 
 1821 
 
 1822 
 1825 
 1830 
 1831 
 
 1832 
 
 1833 
 
 1834 
 
 Ships' Names. 
 
 Taunton Castle . 
 Lord Thurlow .... 
 
 Ceres 
 
 Walmer Castle.... 
 
 Winchelsea 
 
 Castle Huntly .... 
 
 Dunira 
 
 Windsor 
 
 William Pitt 
 
 Asia 
 
 Bombay 
 
 Windsor 
 
 Castle Huntly 
 
 Buckinghamshire. . 
 
 Castle Huntly 
 
 Thames 
 
 Repulse 
 
 Duke of York 
 
 Orwell 
 
 Duchess of Athol .. 
 
 Edinburgh 
 
 William Fairlie .. 
 Earl of Balcarras .. 
 
 Reliance 
 
 Sir David Scott .. 
 
 Scaleby Castle 
 
 Waterloo 
 
 Farquharson 
 
 Lady Melville 
 
 Herefordshire 
 
 Marquis Huntly ... 
 Warren Hastings... 
 
 Vansittart 
 
 Prince Regent 
 
 Buckinghamshire. . . 
 
 Straits passed through. 
 
 Banca and Sunda.. 
 
 Malacca and Singapore 
 
 Gaspar and Sunda 
 
 Banca and Sunda... 
 Gaspar and Sunda 
 
 Banca and Sunda.. 
 
 Gaspar and Sunda 
 Banca and Sunda... 
 Gaspar and Sunda 
 
 Banca and Sunda.. 
 
 Gaspar and Sunda 
 
 Days. 
 
 16 
 
 19 
 16 
 12 
 14 
 12 
 28 
 11 
 30 
 10 
 14 
 
 6 
 11 
 17 
 10 
 13 
 11 
 
 7 
 13 
 13 
 
 9 
 
 10 
 
 10 
 
 15 
 
 11 
 
 15 
 
 12 
 
 15 
 
 13 
 
 10 
 
 14 
 
 5 
 
 4 
 
 11 
 
 3 
 
( 106) 
 
 General Abstbact op Voyages from India and China 
 TOWARDS England. 
 
 Year. 
 
 SHIPS' NAMES. 
 
 Days 
 between 
 
 the 
 Trades. 
 
 Hours 
 
 calm and 
 
 , light 
 
 Ails. 
 
 Hours 
 
 fair 
 
 Wind. 
 
 Hours 
 foul 
 Wind. 
 
 Total Hours 
 
 during 
 the Voyage. 
 
 Total Dist. : 
 per Log 
 in Miles. 
 
 58 
 59 
 60 
 61 
 62 
 63 
 64 
 65 
 66 
 67 
 68 
 69 
 70 
 71 
 72 
 73 
 74 
 75 
 76 
 77 
 78 
 79 
 80 
 81 
 82 
 83 
 84 
 85 
 86 
 87 
 88 
 89 
 90 
 91 
 92 
 93 
 94 
 95 
 96 
 97 
 98 
 99 
 100 
 
 1792 
 1794 
 1805 
 1808 
 1809 
 1812 
 1813 
 1817 
 1819 
 
 1820 
 1821 
 1822 
 
 1825 
 
 1830 
 1831 
 
 1832 
 
 1833 
 
 1834 
 
 Taunton Castle 
 
 Lord Thurlow 
 
 Ceres 
 
 Walmer Castle 
 
 Winchelsea 
 
 Batavia 
 
 James Sibbald 
 
 William Pitt 
 
 Castle Huntly 
 
 Dunira 
 
 Asia 
 
 Windsor 
 
 William Pitt 
 
 Asia 
 
 Bombay 
 
 Marquis of Wellington . 
 
 Windsor 
 
 Asia 
 
 Castle Huntly 
 
 Asia 
 
 Rose 
 
 Buckinghamshire 
 
 Castle Huntly 
 
 Thames 
 
 Repulse 
 
 Duke of York 
 
 Orwell 
 
 Duchess of Athol 
 
 Edinburgh 
 
 William Fairlie 
 
 Earl of Balcarras 
 
 Reliance 
 
 Sir David Scott 
 
 Scaleby Castle 
 
 Waterloo 
 
 Farquharson 
 
 Lady MeMle 
 
 Herefordshire 
 
 Marquis Huntly 
 
 Warren Hastings 
 
 Vansittart 
 
 Prince Regent 
 
 Buckinghamshire 
 
 43) 
 Average Hours and Distance. 
 
 n Days and Hours ... 
 
 7 
 
 15 
 
 15 
 
 14 
 
 14 
 
 10 
 
 7 
 
 13 
 
 7 
 
 10 
 
 U 
 
 5 
 
 7 
 
 2 
 
 5 
 
 9 
 
 3 
 
 6 
 
 3 
 
 9 
 
 4 
 
 8 
 
 5 
 
 5 
 
 2 
 
 4 
 
 7 
 
 2 
 
 11 
 
 8 
 
 7 
 
 6 
 
 6 
 
 4 
 
 6 
 
 7 
 
 6 
 
 3 
 
 5 
 
 5 
 
 4 
 
 11 
 
 3 
 
 301 
 
 d. 
 7 
 
 835 
 
 1151 
 
 1774 
 
 1603 
 
 1714 
 
 1834 
 
 1437 
 
 1234 
 
 1073 
 
 493 
 
 1504 
 
 637 
 
 1926 
 
 705 
 
 737 
 
 984 
 
 729 
 
 1063 
 
 747 
 
 752 
 
 1295 
 
 1343 
 
 1061 
 
 625 
 
 636 
 
 566 
 
 618 
 
 470 
 
 855 
 
 758 
 
 601 
 
 493 
 
 630 
 
 616 
 
 558 
 
 714 
 
 496 
 
 498 
 
 519 
 
 639 
 
 648 
 
 517 
 
 608 
 
 38696 
 
 900 
 
 d. h. 
 37 12 
 
 1452 
 1564 
 1487 
 1630 
 1451 
 1446 
 1722 
 1505 
 1332 
 1821 
 1540 
 1804 
 1948 
 1353 
 1240 
 1522 
 1639 
 1648 
 1384 
 1589 
 1765 
 1560 
 1673 
 1512 
 1534 
 1590 
 1395 
 1461 
 1402 
 1452 
 1546 
 1577 
 1655 
 1536 
 1577 
 1449 
 1574 
 1436 
 1694 
 1687 
 1636 
 1566 
 1634 
 
 66988 
 
 1558 
 
 377 
 357 
 267 
 341 
 387 
 488 
 393 
 381 
 403 
 458 
 364 
 247 
 330 
 294 
 375 
 2dl 
 272 
 385 
 317 
 299 
 304 
 361 
 386 
 239 
 278 
 424 
 339 
 253 
 263 
 190 
 205 
 210 
 211 
 162 
 265 
 261 
 186 
 226 
 235 
 266 
 285 
 149 
 254 
 
 12938 
 
 301 
 
 d. h. 
 64 22 
 
 d. h. 
 12 13 
 
 2664 
 3072 
 3528 
 3576 
 3552 
 3768 
 3552 
 3120 
 2808 
 2772 
 3408 
 2688 
 4104 
 2352 
 2352 
 2760 
 2640 
 3096 
 2448 
 2640 
 3360 
 3264 
 3120 
 2376 
 2448 
 2580 
 2352 
 2184 
 2520 
 2400 
 2352 
 2280 
 2496 
 2304 
 2400 
 2424 
 2256 
 2160 
 2448 
 2592 
 2568 
 2232 
 2496 
 
 118412 
 
 2754 
 
 d. h. 
 114 18 
 
 13159 
 13327 
 13419 
 13115 
 13962 
 14988 
 13476 
 14016 
 12682 
 14577 
 15082 
 14188 
 16062 
 12540 
 12828 
 13022 
 14247 
 14554 
 12136 
 12988 
 14309 
 14409 
 14232 
 12815 
 13180 
 14317 
 12827 
 13120 
 11848 
 13216 
 12479 
 12594 
 12479 
 12488 
 12905 
 13472 
 11986 
 12240 
 12646 
 13896 
 13488 
 12919 
 13892 
 
 576125 
 
 13398 
 
(107) 
 Table op the several COURSES and DISTANCES quoted in 
 
 THE PRECEDING ANALYSIS. 
 
 MALACCA AND SINGAPORE STRAITS. 
 
 Names of Places. 
 
 Latitudes. 
 
 Longitudes. 
 
 Courses. 
 
 Distances. 
 
 Pulo Pera .... 
 Round Arroa . 
 Pedro Branco . 
 
 S 42 N. 
 2 49 N. 
 1 20 N. 
 
 99 IE. 
 100 40 E. 
 104 36 E. 
 
 ^S. 39 38 E. 
 t S. 63 30 E. 
 
 199. 2 miles. 
 
 173.3 miles. 
 
 Whole Distance through Malacca and Singapore Straits 
 
 373.5 miles. 
 
 SUNDA AND BANCA STRAITS. 
 
 First Point of Java 
 
 Anjer Town 
 
 Lucepara Island 
 
 Frederic Hendric Rocks 
 
 6 44 S. 
 
 6 4 S. 
 
 3 13 S. 
 
 1 56 S. 
 
 105 10 E. 
 
 105 55 E. 
 
 106 10 E. . 
 105 3E. }^-^' 
 
 }n.48 23 E. 
 
 }n. 4 59 E. 
 
 3W. 
 
 61.0 miles. 
 171.7 miles. 
 102.1 miles. 
 
 Whole Distance through Sunda and Banca Straits . 
 
 334.8 miles. 
 
 SUNDA AND GASPAR STRAITS. 
 
 First Point of Java 
 
 Anjer Town 
 
 Pulo Leat 
 
 Tumbelan Island ... 
 
 6 44 S. 
 
 6 4 S. 
 
 2 52 S. 
 
 1 N. 
 
 O I 
 
 105 10 E. 
 
 105 55 E. 
 107 3 E. . 
 
 107 35 E. f^- 
 
 }n.48 32 E. 
 
 }n.19 35 E. 
 
 8 30 E. 
 
 61.0 miles. 
 203. 6 miles. 
 234.0 miles. 
 
 Whole Distance through Sunda and Gaspar Straits 
 
 498.6 miles. 
 
 From MALACCA and SINGAPORE STRAITS to CHINA. 
 
 Pedro Branco .... 
 South Anambas . 
 6rrand Ladrone . 
 
 1 20 N. 
 
 2 18 N. 
 21 57 N. 
 
 104 26 E. 
 
 106 
 113 
 
 N.62 10 E. 
 
 12 P 
 
 44 e! ^N.30 37 E. 
 
 134 miles. 
 1258 miles. 
 
 Whole Distance from Pedro Branco to the Grrand Ladrone 
 
 1383 miles. 
 
 From SUNDA and BANCA STRAITS to CHINA. 
 
 Frederic Hendric Rocks 
 
 South Anambas 
 
 Grand Ladrone 
 
 1 56 S. 
 
 3 18 N. 
 
 31 57 N. 
 
 105 3 E. 
 
 106 12 E. 
 113 44 E. 
 
 [^N.15 12 E. 
 rN.20 27 E. 
 
 263.2 miles. 
 1258.0 miles. 
 
 Whole Distance from Frederic Hendric Rocks to the Grand Ladrone .. 
 
 1521.2 miles. 
 
 From SUNDA and GASPAR STRAITS to CHINA. 
 
 Tumbelan Island 
 South Anambas ... 
 Grand Ladrone ... 
 
 1 
 
 00 N. 
 
 107 
 
 35 E. 
 
 2 
 
 18 N. 
 
 106 
 
 12 E. 
 
 21 
 
 57 N. 
 
 113 
 
 44 E. 
 
 }n.47 
 
 20 W. 
 20 27 E. 
 
 H4 miles. 
 1258 mUes. 
 
 Whole Distance from Tumbelan Island to the Grand Ladrone 1372 miles. 
 
(108) 
 
 Probable Saving of Time to be effected during future Voyages 
 TO India by the judicious Use of Steam-power, on a limited 
 Scale, applied as an auxiliary Aid to Shipping. 
 
 Average of 
 
 the present 
 
 Interval. 
 
 Days. 
 36i 
 
 63i 
 
 m 
 
 112i 
 
 ENGLAND TO BOMBAY. 
 
 {Calms and light Airs, a similar distance performed by occasional | 
 application of steam-power in i 
 
 I Fair Winds. Steam-power not required; consequently thel 
 i average period occupied would be the same i 
 
 iFoul Winds. By using the Lee Propeller only, during light'l 
 foul winds, a ship would be kept to windward, and be as far >- 
 advanced, or in a preferable situation, in ) 
 
 Total period, supposing a ship fitted with steam-power, pursuing ■> 
 the present route to Bombay J 
 
 By the occasional aid of steam-power, a ship would be enabled to' 
 cross the Equator well to windward (probably in 12° West 
 longitude) ; thereby make a fair wind of the S. E. Trade ; 
 avoid the detour to the westward, which sailing vessels are at 
 present compelled to make ; and effect generally a more direct 
 course : advantages, it is presumed, that would shorten the 
 voyage to Bombay, by 
 
 1 Present average duration 
 of a voyage from Eng- 
 land to Bombay. 
 
 Future probable average duration^ 
 of a voyage from England to V 
 Bombay. ) 
 
 Assumed 
 
 future 
 
 Interval. 
 
 Days. 
 12J 
 
 63J 
 
 85 
 
 16 
 
 69 
 
 Average of 
 
 the present 
 
 Interval. 
 
 ENGLAND TO MADKAS. 
 
 Assumed 
 
 future 
 Interval. 
 
 Days. 
 304 
 
 66i 
 
 Calms and light Airs, a similar distance performed by occasional > 
 application of steam-power in J 
 
 {Fair Winds. Steam-power not required ; consequently the 1 
 average period occupied would be the same J 
 
 iFoiiI Winds, By using the Lee Propeller only, during light^ 
 foul winds, a ship would be kept to windward, and be as far f 
 advanced, or in a preferable situation, in J 
 
 Total period, supposing a ship fitted with steam-power, pursuing ) 
 the present route to Madras j 
 
 By the occasional aid of steam-power, a ship would be enabled to 
 cross the Equator well to windward (probably in 12° West 
 longitude) ; thereby make a fair wind of the S. E. Trade ; 
 avoid the detour to the westward, which sailing vessels are at 
 present compelled to make ; and effect generally a more direct 
 course : advantages, it is presumed, that would shorten the 
 voyage to Madras, by 
 
 Days. 
 
 m 
 
 66J 
 6| 
 
 834 
 
 154 
 
 loej 
 
 {Present average dm-ation 
 of a voyage from Eng- 
 land to Madras. 
 
 Future probable average duration^ 
 of a voyage from England to J- 
 Madras. 
 
 68 
 
(109 ) 
 
 Fbobable Saving op Time to be effected duking future Voyages 
 TO India by the judicious Use op Steam-poweHj on a limited 
 Scale, applied as an auxiliary Aid to Shipping. 
 
 Average of 
 
 the present 
 
 Interval. 
 
 ENGLAND TO BENGAL. 
 
 Assumed 
 
 future 
 Interval. 
 
 Days. 
 
 26| 
 
 67 
 Hi 
 
 J Calms and light Airs, a similar distance performed by occasional \ 
 
 l application of steam-power, in ' 
 
 ( Fair IVinds. Steam-power not required ; consequently the I 
 I average period occupied would be the same ) 
 
 SFoul Winds. By using the Lee Propeller only, during light\ 
 foul winds, a ship would be kept to windward, and be as far >■ 
 advanced, or in a preferable situation, in j 
 
 Total period, supposing a ship fitted with steam-power, pursuing \ 
 the present route to Bengal i 
 
 By the occasional aid of steam-power, a ship would be enabled to 
 cross the Equator well to windward (probably in 12° West 
 longitude) ; thereby make a fair wind of the S. E. Trade ; 
 avoid the detour to the westward, which sailing vessels are at 
 present compelled to make; and effect generally a more direct 
 course : advantages, it is presumed, that would shorten the 
 voyage to Bengal, by 
 
 Days. 
 8| 
 
 67 
 71 
 
 105i 
 
 83^ 
 
 15{ 
 
 1 Present average duration 
 of a voyage from Eng- 
 land to Bengal. 
 
 Future probable average duration') 
 of a voyage from England toV. 
 
 68 
 
 Average of 
 
 the present 
 
 Interval. 
 
 ENGLAND TO CHINA.' 
 
 Assumed 
 
 future 
 Interval. 
 
 Days. 
 23J 
 
 66 
 
 f Calms and light Airs, a similar distance performed by occasional J 
 
 ' application of steam-power, in J 
 
 ( Fair Winds. Steam-power not required ; consequently the \ 
 I average period occupied would be the same i 
 
 {Foul Winds. By using the Lee Propeller only, during light\ 
 foul winds, a ship would be kept to windward, and be as far >■ 
 advanced, or in a preferable situation, in j 
 
 Total period, supposing a ship fitted with steam-power, pwrsuing \ 
 the present route to the Straits i 
 
 By the occasional aid of steam-power, a ship would be enabled to") 
 cross the Equator well to windward (probably in 12° West I 
 longitude) ; thereby make a fair wind of the S. E. Trade ; I 
 avoid the detour to the westward, which sailing vessels are at " 
 present compelled to make; and effect generally a more direct 
 course: advantages, it is presumed, that would shorten the 
 voyage to the Straits by 
 
 Future probable average duration 
 of a voyage from England 
 the Straits. 
 
 Days. 
 
 71 
 66 
 
 6i 
 
 80 
 
 13 
 
 {Present average duration 
 of a voyage from Eng- 
 land to the Straits. 
 
 on '4 
 to I 
 
 67 
 
 * Id est, as far as the " Stbaits," outward-bound. 
 
( 110) 
 
 Honourable East India Company's Steam Ship ATALANTA, 630 Tons, 
 Captain John P. Campbell, from England towards Bombay. 
 
 Power of Engines, 210 Horse. Diameter of Cylinder, 54 Inches. — Length of Stroke, 5 Feet. 
 
 Diameter of the Wheels, 20 Feet 6 Inches. 
 
 Date. 
 
 Situation. 
 
 Tons of 
 
 Coals 
 
 expended. 
 
 Days in 
 
 actual 
 Motion. 
 
 Days in 
 
 Port, 
 
 at Anchor. 
 
 1836-7- 
 
 Decern. 29 
 
 January 6 
 
 12 
 
 16 
 
 22 
 
 February 1 
 
 5 
 
 19 
 
 28 
 
 17 
 
 26 
 
 7 
 
 10 
 14 
 
 March 
 
 April 
 
 Total 107 
 
 Left Falmouth 
 
 Anchored at Teneriffe 
 
 Left Ditto 
 
 Anchored at Bonavista 
 
 Left Ditto 
 
 Anchored at Fernando Po 
 
 Left Ditto 
 
 Anchored at the Cape of Good Hope 
 
 Left Ditto 
 
 Anchored at Mauritius 
 
 Left Ditto 
 
 Anchored at Cochin 
 
 Left Ditto 
 
 Arrived at Bombay 
 
 Coals expended from England ) 
 
 to Bombay j 
 
 Days and hours in Port. 
 
 116 
 62 
 1S2 
 210 
 217 
 180 
 52 
 
 d. 
 8 
 
 h. 
 1 
 
 3 23 
 
 11 6 
 
 14 10 
 
 16 
 
 12 
 
 3 16 
 
 d. h. 
 
 5 23 
 
 6 1 
 4 6 
 9 14 
 8 6 
 3 8 
 
 989 
 
 69 
 37 
 
 14 
 10 
 
 37 10 
 
 Total days between England and Bombay.. 
 
 107 
 
 The distance actually traversed by the Log between England and Bombay, 11,806 miles. 
 
 Honourable East India Company's Steam Ship BERENICE, 680 Tons, 
 Captain George Grant, from England towards Bombay. 
 
 Power of Engines, 230 Horse. — Diameter of Cylinder, 56 Inches. — Length qf Stroke, 5 Feet 
 6 Inches. — Diameter of the Wheels, 22^ Feet. 
 
 Date. 
 
 1837 
 
 
 March 
 
 16 
 
 
 24 
 
 
 25 
 
 
 30 
 
 April 
 
 2 
 
 
 14 
 
 
 20 
 
 May 
 
 4 
 
 
 11 
 
 
 24 
 
 
 30 
 
 June 
 
 13 
 
 Total 
 
 89 
 
 Situation. 
 
 Left Falmouth 
 
 Anchored at Teneriffe 
 
 Left Ditto 
 
 Anchored at Bonavista 
 
 Left Ditto 
 
 Anchored at Fernando Po 
 
 Left Ditto 
 
 Anchored at the Cape of Good Hope 
 
 Left Ditto 
 
 Anchored at Mauritius 
 
 Left Ditto 
 
 Arrived at Bombay 
 
 Coals expended from England ) 
 to Bombay J 
 
 Days and hours in Port 
 
 Total days between England and Bombay.. 
 
 Tons of 
 
 Coals 
 
 expended. 
 
 127 
 84 
 155 
 267 
 246 
 197 
 
 1076 
 
 Days in 
 actual 
 Motion. 
 
 d. 
 
 7 
 
 h. 
 
 74 
 4 9i 
 11 5 
 14 5 
 13 
 13 18 
 
 63 21 
 25 3 
 
 Days in 
 
 Port, 
 
 at Anchor. 
 
 d. h. 
 
 1 16i 
 
 2 144 
 
 6 19 
 
 7 19 
 6 6 
 
 25 3 
 
 The distance actually traversed by the Log between England and Bombay, 12,929 miles. 
 
(Ill ) 
 
 Honourable East India Company's Steam Ship SEMIRAMIS, 733 Tons, 
 Captain George Brucks, I. N., from England towards Bombay. 
 
 Power of Engines, 300 Horse. — Diameter of Cylinder, 63 Inches.— Length of Stroke, 6 Feet. 
 
 Weight on Safety Valve, 3 J lbs Diameter of Wheels 23 Feet 4 Inches. — Length of Float, 
 
 8 Feet 2 Inches 5 Square Boilers in one, containing altogether ^5 Tons. 
 
 Date. 
 
 Situation. 
 
 Tons of Coals 
 received 
 on board. 
 
 Days in 
 actual 
 Motion. 
 
 Days in 
 
 Port, 
 
 at Anchor. 
 
 1837-8. 
 
 Decern. 21 
 
 31 
 
 January 3 
 
 8 
 
 14 
 
 27 
 
 February 3 
 
 15 
 
 27 
 
 16 
 
 24 
 
 6 
 
 8 
 
 12 
 
 March 
 
 April 
 
 Left Falmouth 
 
 Anchored at Teneriffe 
 
 Left Ditto 
 
 Anchored at St. Vincent 
 
 Left Ditto 
 
 Anchored at St. Helena 
 
 Left Ditto 
 
 Anchored at the Cape of Good Hope 
 
 Left Ditto 
 
 Anchored at Mauritius 
 
 Left Ditto .• 
 
 Anchored at Cochin 
 
 Left Cochin Harbour 
 
 Arrived at Bombay 
 
 356 
 100 
 
 247 
 
 312 
 
 342 
 
 375 
 
 110 
 
 10 
 
 13 
 12 
 17 
 13 
 
 12 
 
 Total 112 Total Tons of Coals received- 
 
 Remaining stock on arriving at Bombay. 
 Tons of Coals, with Time expended .... 
 
 1842 
 65 
 
 74 
 38 
 
 38 
 
 1777 
 
 112 days. 
 
 The distance actually traversed by the Log between England and Bombay, 15,200 miles. 
 
 Steam Ship ENTERPRISE, Capt. Johnson, from England towards Bengal. 
 
 Date. 
 
 Situation. 
 
 Days in 
 actual Motion. 
 
 Days in Port, 
 at Anchor. 
 
 1825. 
 August 16 
 Septem. 18 
 
 21 
 October 13 
 
 21 
 Decem. 7 
 
 Total 112 
 
 Left Falmouth 
 
 Anchored at St. Thomas's 
 
 Left Ditto 
 
 Anchored at the Cape of Good Hope 
 
 Left Ditto 
 
 Arrived in Bengal 
 
 32 
 
 22 
 
 47 
 
 Days in Port 
 
 Total Days between England and Bengal... 
 
 101 
 11 
 
 11 
 
 112 
 
 The distance actually traversed by the Log between England and Bengal, 13,522 iniles. 
 
 Ship MARIA, 460 Tons, Captain James Black, 
 From England towards Bombay. 
 
 Fitted with Steam-power, for use during Calms and light Airs — Power qf Engines (2), 
 
 10 Horse each. 
 
 This Ship left the Lizard on the 19th December, 1838. An accident to one of the 
 Engines at an early period of the Voyage prevents any statement, from actual eoeperience, 
 of the time saved hy the application of Steam-power, as an auxiliary aid, being furnished 
 at present. Captain Black, in consequence of the misfortune alluded to, did not arrive at 
 Bombay until the 3d of May. 
 
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( 113 ) 
 
 APPENDIX. 
 
 REFERENCES TO VIEWS OF THE MACHINERY FITTED TO 
 
 On Board the Ship Maria, op 460 Tons, Captain James Black, 
 (Messrs, Gardner, Urquhart, Sf Co., Owners), 
 
 J. T. BEALE, engineer, EAST GREENWICH. 
 
 A. Standard, or frame. 
 
 B. Paddle-bars, at the lower extremity of which the paddles are fixed. 
 
 C. Radius, or guide-rods to paddles. 
 
 D. Paddle-cranks. 
 
 E. Cast-iron girder, fixed on the side of the ship, carrying plumber-blocks to 
 
 support the outside ends of shafts. 
 
 P. Engines ; ten-horse power each. 
 
 G. Boiler. 
 
 H. Steam-pipe, containing two sluice-valves (one near the boUer, and the other 
 near the engine) for regulating the supply of steam to the engine, and 
 a safety-valve. 
 
 I. Mortise-wheel fixed on the engine-shaft, communicating motion to the two 
 wheels K, (fixed on the paddle-shafts), and carrying the drum L. 
 
 K. Toothed-wheels, fixed on the same shafts with the cranks D, to which they 
 communicate motion. 
 
 L. Drum ; driving, by means of a strap, the intermediate shaft M, which drives 
 the blowing-machine N, by means of another strap. 
 
 M. Intermediate shaft, with drums receiving motion from the drum L, and com- 
 municating it to the blowing-machine N, by means of straps ; this 
 shaft has a crank-handle fitted to it, for driving the blowing-machine to 
 get up the steam previous to setting the engine to work, but which can 
 be removed before the engine starts. 
 
 N. Blowing-machine, for getting up and maintaining the steam. 
 
 O. Iron tank, containing a six-inch pump, drawing water from the outside of 
 the vessel, to supply the feed-pumps of the engines. 
 
 P. Air-trunk, conveying air from the blowing-machine to the furnace. 
 Q. Hand-pump, fixed and cased in against the fore-part of the windlass-bits, 
 for filling the boilers by hand, when requisite. 
 
 a. Suction-pipe for six-inch pump. 
 
 b. Waste-pipe to cistern O. 
 
 e. Suction-pipe to hand-pump, branching out from the pipe A. 
 
 d. Suction-pipe for the feed-pump of starboard engine. 
 
 e. Suction-pipe for the feed-pump of larboard engine. 
 /. Feed-pipe to boiler. 
 
 £1. Pipe from hand-pump communicating with the feed-pipe of each boiler 
 h. Exit steam-pipe from engine. 
 ». Blow-off pipe from boilers. 
 
 Q 
 
114 
 
 APPENDIX. 
 
 DESCRIPTION OF THE ENGINES, &c. FITTED TO 
 
 On Board the Ship Maria, of 460 Tosrs, Captain James BlAck, 
 (Messrs. GARDNER, URQUHART, & Co., OWNERS). 
 
 The engines fitted on board the Maria are on the horizontal construction, 
 and of the estimated power of ten horses each. The boilers are made on the 
 principle of locomotive boilers, with the fire entirely surrounded by water. In 
 order to prevent any accident from fire, they are placed upon wrought-iron plates, 
 containing water between them, and have a pipe communicating with the steam- 
 head, to prevent the water being blown out of them, should steam be formed 
 between them ; but as the blast used to urge the fire passes over them previous 
 to passing through the bars of the grate, there will always be a greater tendency 
 to condense than to evaporate. An artificial blast is produced by means of a 
 blowing-machine, which keeps up the fire, the chimney being too low to produce 
 a suflGicient draught.* The motion is communicated to the Propellers from the 
 engine by means of three wheels, the middle one being placed on the engine- 
 shaft, in order to obtain a more uniform strain on the various parts of the engine. 
 The water to supply the boilers is brought through the side of the vessel, by 
 means of a pump worked by the starboard engine, into a cistern in which it is 
 immersed, from which the feed-pumps of each engine are supplied. The principal 
 dimensions are as foUow : — 
 
 r. I. 
 
 Diameter of cylinder lOf 
 
 Length of stroke 2 
 
 Diameter of driving wheel — pitch-line 4 10 
 
 Length of paddle-cranks 3 
 
 Breadth of paddles 2 
 
 Depth of paddles 2 
 
 The boilers attached to the engines working the Propellers, being placed on 
 the upper deck of vessels using them, all increase of temperature is thereby 
 avoided, which in a tropical climate is very desirable, as the confined space below, 
 usually allotted for the engine-room on board steam.vessels generally, must be 
 detrimental to the engineers, stokers, &c. j should even an accident from fire 
 occur, the consequences would be less serious to a vessel carrying the boilers and 
 furnaces on the upper deck, where all hands could readily use their utmost 
 
 • The suction-pipes of the fans (or blowing-machines) connected with both engines, if 
 led to the lower part of the hold, would cause a thorough ventilation, productive of the greatest 
 advantage to the ship and cargo, preserving both, and contributing materially to the health of 
 the crew. 
 
APPENDIX. 115 
 
 exertions, than on board a steam-vessel fitted as at present, with the fires between 
 decks ; this arrangement also prevents the possibility of accidents occurring from 
 the ignition of coals, which are too frequently stowed close to the boilers — a con- 
 tact highly improper. 
 
 REMARKS ON THE ACTION OF THE PROPELLERS, &c. 
 
 The superior effect of these Propellers over the wheel, has been established 
 by numerous experiments. The wheel, with its heavy outbearings and paddle- 
 box, which affect injuriously the stability of the vessel, besides being a cum- 
 brous, clumsy, and unsightly appendage, can only be rendered effective as a 
 propeller at the expence of a great waste of power. Much of the effective action 
 of the wheel is oblique, whilst that of these Propellers, from the moment the 
 vessel moves, is direct throughout. When the paddle-board of the wheel first 
 strikes the water, the action is vertical, as well as horizontal, and has a tendency 
 to raise the vessel's head as well as to propel her : this partially oblique action 
 of the wheel occasioning a violent jerk when it first strikes the water, and throwing 
 a great quantity of water upwards when leaving it, produces great commotion 
 and swell ; in this manner a very considerable portion of the effective power of 
 the engine is lost. These Propellers, on the contrary, have an action producing 
 a horizontal movement throughout the whole of the stroke. The consequence of 
 this arrangement is, that there is no jerk or vibration, and no backwater; 
 indeed, it is diificult to conceive any mechanical action more smooth and equable. 
 The machinery is so arranged, that twice during the revolution the engine is 
 relieved of all resistance, when the crank is on the centre, or dead-point, over 
 which the momentum, previously acquired, carries it. The Propellers enter the 
 water with an accelerated motion, and do so, slightly inclined from the perpen- 
 dicular ; when they come to the point of their deepest immersion, both the crank 
 of the engine, as well as the Propellers themselves, are in the position of most 
 effective action. The Propellers having passed the point of greatest immersion, 
 they again become accelerated ; and so on throughout every revolution. These 
 Propellers act at every stroke on a fulcrum of dense water — that is, on water 
 which has not been previously disturbed, and their directness of action has led to 
 a great diminution in the area of the propelling surface necessary : the ship Maria, 
 of 460 Tons, of the usual construction of a trading vessel, and when drawing 
 16 feet water, is propelled by two surfaces of four square feet, eight square feet 
 only in the aggregate being immersed at one time : the Propellers make thirty- 
 nine revolutions per minute. Their extreme lightness is also a great advantage — 
 they can be worked independently of each other ; so that a ship may be rapidly 
 turned by reversing the action on one side ; and, in tacking, she may be kept from 
 making lee-way, by working the lee-propellers only. 
 
 The vibration caused by these Propellers is scarcely perceptible, whereas 
 that occasioned by the paddle-wheels, is in some steam-vessels excessive, and in 
 
116 
 
 APPENDIX. 
 
 all disagreeable. The Commander of a steam-vessel at present in active service^ 
 referring to the effect produced by violent motion upon a chronometer placed in 
 his cabiuj states — * " This cabin being over one of the main beams which sus- 
 pend the paddle-wheelSj is so aifected by the concussion caused by the wheels 
 striking the water, that until use had accustomed me to it, I could not suppose 
 it possible any one could live in it : writing there is quite out of the question ; 
 and it requires some practice even to be able to read when the vessel is going 
 fast." 
 
 Another important consideration in favour of these Propellers, is the very 
 trifling addition they are to a ship's beam, when compared to the unwieldy 
 paddle-boxes. Should a war render the increase of our naval steam-vessels 
 requisite, new docks must be constructed to admit them ; as at present there are 
 few wide enough at the entrance to receive the first class steam-ships, particularly 
 at the outports, where accidents might oblige them occasionally to resort. 
 
 For the inland steam-navigation of India, these Propellers are peculiarly 
 applicable ; they create no commotion or swell, which on the Ganges, Hooghly, 
 and other crowded rivers, would be a most serious annoyance to the natives, whose 
 fragile boats are iU adapted to encounter the effects produced by steam-vessels as 
 at present fitted : — ^the casualties on the Thames from this cause, are sufficient to 
 warrant the assertion, that the paddle-wheel in India will be objectionable. 
 
 Other advantages are, that the action of these Propellers can be readily 
 adapted to varying draughts of water ; they can be applied without difficulty to 
 all existing vessels, whatever be their form or construction, neither outward bear- 
 ings nor paddle-boxes being necessary ; and they can also be removed at pleasure, 
 if at any time this should be deemed requisite. 
 
 • See Nautical Magazine for April 1839, page 246. 
 
APPENDIX. 117 
 
 PRO-FORMA INSTRUCTIONS TO THE COMMANDER OF A SHIP FITTED 
 (LIKE THE MARIA) WITH STEAM-POWER, AS AN AUXILIARY AID, 
 
 London, — December, 18 — . 
 
 Captain . 
 
 Ship— 
 
 Sib, 
 
 The under your command, bound 
 
 to Bombay, being ready for sea, we request your attention to our instructions 
 respecting the management of the steam-power (to be used during calms and light 
 airs) with which the vessel is fitted ; and need hardly remind you that upon your 
 judgment, zeal, exertion, and prudence, the efficiency of such an auxiliary aid 
 chiefly depends: — assure your officers and men, that without the exercise of these 
 qualities, no favourable results can be expected. 
 
 Remember, dispatch is your primary object; let all others be subservient to it. 
 In order to ensure this, resolve never to lose an hour ; issue a standing order, that 
 when from light variable winds, the ship goes less than three knots, the steam is 
 to he immediately got up ; — ^if the breeze increase, the fires are easily put out ; and 
 should it decrease, so much time is gained. You must not wait to see if it is going 
 to he calm or light weather; such habitual delay would be injurious. Consider the 
 above as a general rule, and adhere to it : — frequent use of the machinery will 
 improve, rather than injure it. We annex our ideas of your outward track : they are 
 derived from Horshurgh, whom you cannot study too often, or observe too rigidly : — 
 unless circumstances require it, any deviation from his instructions, generally 
 proves detrimental. 
 
 On quitting the English Channel, shape a westerly course, in order to obtain 
 a good offing, which at this season of the year should be particularly attended to, 
 on account of strong westerly and south-westerly winds prevailing. Do not haul 
 to the southward until well clear of Cape Finisterre, or approach it nearer than 
 45 or 50 leagues : from thence steer for Madeira, pass to windward of it, and 
 then proceed southerly, as near as wind and circumstances will admit. Endeavour 
 to cross the Equator in 11° or 12° West, thereby avoiding the African coast, and 
 the strong currents near it. At the southern edge of the N. E. Trade, the wind 
 becomes light, and the water smooth : this will be one of the best situations for 
 using the Propellers. Continue from the Equator as near south as you can, until 
 
118 
 
 APPENDIX. 
 
 you enter the S. E. Trade^ which in January hangs well to the eastward^ with 
 smooth water (also favourable for steaming). Keep the sails clean full, and get 
 out of the Trade as rapidly as possible. On losing it, make all the southing you 
 can until you reach 38° or 39° S.; in which latitude strong westerly winds prevail. 
 Run down your easting on this parallel, and by so doing avoid the westerly 
 current on the outer edge of L'Agulhas Bank. Arrive at 52° or 53° East before 
 you haul to the northward. Being too early for the Mozambique Channel, proceed 
 for the middle passage. After passing Cape East, haul in for the land, and sight 
 Cape Ambre, that you may take a fresh departure : then steer North, and N. ^ E., 
 to avoid the shoals N. E. and N. W. of it ; and when well clear of the Mahd 
 Islands, steer direct N. E. for Bombay. From Cape Ambre you wiU probably have 
 much light weather, during which your steam-power will be of great service. 
 
 The preceding is our opinion of your proper route. We have no vdsh to 
 fetter you with orders on this subject, knowing your earnest desire to make a fine 
 passage : if, therefore, you can adopt a more preferable track, do so. Before con- 
 cluding this letter, we shall give a few instructions for the engineer : — ^these you 
 wiU insist upon being strictly attended to. 
 
 Promote and encourage amongst your people a knowledge of the machinery, 
 which is really very simple : this will prevent your being at a loss in case of any 
 casualty occurring to your engineer. 
 
 Take great care of the stores on board for the use of the engines : serve them 
 out when required, and note the quantity used in any given time, so as to check 
 any abuse of them ,• as the exhaustion of your oU, taUow, &c. would be occasioned 
 by profusion. Keep the machinery at all times clean, well-oiled, and ready for 
 use : let the boys assist in this work, and an officer superintend it, who must 
 always be on the alert to prevent mischief, inattention, wilful damage, &c. 
 
 In attaching or detaching the paddles (or paddle-arms), observe the greatest 
 care to prevent their loss. Let the man who does this work, always have a person 
 attending with a bucket and lanyard, in which every thing loose may be put out 
 of hand : the man himself should be slung in a bowline-knot, and your quarter- 
 boat ready in case of accidents : the ^««. paddle wdU of course invariably claim your 
 attention first. Much time and distance are saved ■ by attention to the chrono- 
 meters and good steerage : — let the officer of the watch see that the ship is always 
 kept as near her proper course as possible, and carry all the sail you can with 
 prudence. 
 
 Your log-book will require more than usual attention (as we hope it may 
 prove of use for future voyages). Insert in red ink the hours you use the propel- 
 ling power : the extent of its utility will then be more easily ascertained. This 
 and your track, you must hold at our disposal for examination on your return. 
 Make careful memoranda of any improvement that may be suggested, in the power. 
 
APPENDIX. 119 
 
 action, or fixing of the machinery on another occasion : indeed all the information 
 you can possibly collect on this subject, will be interesting. 
 
 Engineer's Instructions. — Blow out the boilers occasionally, to get rid 
 of the concentrated salt-water, which would otherwise be highly detrimental to 
 them (indeed the blow-off cock might at all times be kept gently running) : put 
 in some potatoes frequently, to prevent incrustation. Clear the boiler-tubes very 
 often, and keep the boilers clean inside : this is absolutely imperative. 
 
 When the boilers and pipes are thoroughly tight, give them several coats of 
 boiled oil and red ochre. On no account allow an accumulation of fire to take 
 place under the bars, as that would materially injure them. When using the 
 engines, always hme a prop&r supply of water in the boiler, as more accidents 
 happen from neglecting this, than from any other cause. 
 
 Keep the engines, bearings, &c. properly oiled, and at all times ready for use. 
 Use sperm-oil for all the cold bearings, and common Jish-oil for the inside of the 
 engine. If after the engine has been at work a few minutes, water should be 
 seen coming from the steam-pipe, it proves one of two things — there is either a 
 bad fire, or the steam is turned on too flush, which would, if suffered to continue, 
 be most destructive to the boilers and engines. When the engines are out of use, 
 unpack them when hot, and well oil the cylinders inside ; then repack them ready 
 for use : of course, when this is done, the steam must be quite down, or some 
 water might distil into the cylinders, and if allowed to remain there, would injure 
 them. Take care to oil the slides through the oil-feeder often ; break the coals 
 about the size of an egg, and lay them regularly on the fire. In using up the dust, 
 spread it equally when there is a good fire. As soon as the fires are out, and the 
 fireplace sufficiently cold, lay the fresh fuel ready for lighting when wanted. 
 Never start the engine too rashly with the full power of the steam all at once, as 
 by so doing, you would probably blow all the water out of the boiler. Keep 
 sober, and be carefully attentive to your duty. 
 
 Add to the preceding any orders you deem requisite. Let attention to the 
 good care of the machinery, become the men's daily routine of duty, £ind they wiU 
 soon be habituated to it. Make your number to any ship passing, and avoid the 
 delay of speaking vessels. 
 
 We are not aware of any other important topic to urge upon your attention : 
 your own good sense will supply the omissions in these instructions. 
 
 We have now only to remind you, that an officer should always attend when 
 any of the machinery is to be detached, paddles removed, or shipped ; and that by 
 availing yourself of the brass shifting cogs enabling you to get the cranks well up 
 out of the water, you may possibly never require to unship the paddle-arms. 
 Should a heavy sea render that absolutely necessary, let it be done with the 
 utmost caution. 
 
120 
 
 APPENDIX. 
 
 We have confined our remarks in this communication principally to guide you 
 in the judicious use of the steam-power, as an auxiliary aid : your general instruc- 
 tions are contained in a separate letter. 
 
 Accept our best wishes for your complete success, and believe us. 
 
 Yours faithfully, 
 
 ^Co. 
 
 Owners of Ship . 
 
 FINIS. 
 
 S. M'DowALL, Printer, 95, Leadenhall Street. 
 

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