Pringle, late of the Royal Engineers, has proposed a strong frame-work of fir, anchored by stout chains attached to moorings, or Mitchell's screws. This breakwater he proposes to be carried downwards, so as to be brought almost in contact with the bottom, in order to prevent the undulation from passing under the floating body. The specific gravity of fir timber would keep the frame, in smooth water, nearly perpendicular, and in a gale of wind, it would lean over; but as the sea must break upon it, even if it passed over it, the wave would be sufficiently lulled to give almost smooth water behind it. Neither of these plans, however, satisfying Mr. W. H. Smith, an engineer, he has produced one perhaps more scientifically adapted to the receiving and dispersing the waves, and less liable to strain or injury by their successive shocks, than any other. From the direction in which it floats, the force of the sea, instead of driving it below the surface in heavy gales, would rather tend to raise it upwards, the action of the waves upon it being, in fact, exactly analogous to that of the wind upon a kite. This benefit is obtained by the peculiar manner in which the breakwater is moored. Instead of being unyieldingly anchored to the bottom of the sea, and thereby exposed to the full violence of the waves, it has a play of about twenty feet, to which extent it may, for a time, be driven by the sea in bad weather, but from which it gradually returns to its original position. This effect is produced by attaching to the middle of the mooring-chains a counteracting weight, which, in calm weather, or whilst in the valley of a wave, will rest at the bottom of the sea, but which, when the violence of the waves drives the breakwater towards the shore, rises with the mooring-chains, as they are drawn towards a straight line. By the rising of this weight, the resistance offered by the breakwater increases in tenfold proportion to the impetus of the waves, and, after overpowering their force, restores the breakwater to its original position. It is thus provided, as it were, with a spring-like action, which enables it to elude the direct shocks and momentum of the sea, and to return almost immediately to its former station. And it may be here stated, that the moorings, being formed in lengths of hollow tubing, hermetically sealed, not only possess great buoyancy, but likewise effectually prevent the friction caused by links rubbing together.

Since we last touched upon naval inventions and improvements, several "good things" have been ushered in. One of these is the patent galvanized iron, which is impervious to rust, and well adapted for sheathing, fastenings, bolts, chains, and all other iron-work about ships and boats. It is alleged to be 100 per cent. stronger, and 200 per cent. cheaper, than copper; it is said to be not more subject to clog by barnacles, sea-weed, or oxidation, than any other sheathing. This, therefore, promises to be highly useful in the construction of vessels; and in order to the more perfect guiding of them when constructed, Mr. E. J. Dent, of chronometric celebrity, has taken out a patent for an azimuth and steering compass, which, by an alteration in the nature of the suspension, has removed many of the old binnacle evils. These evils may be thus enumerated:-1. The friction arising from the imperfect mode of suspension, which is well known to be that of a hollow cap in the centre of the needle, resting upon a steel point; in which case, it is obvious that a want of horizontality in the card will cause considerable friction between the convex sides of the pivots and the concave sides

of the cup; 2. A considerable error is caused by the assumption, that the magnetic axis of the needle coincides with what is called the maker's axis, which is the line determined by the marks, or Zero points, on the extremities of the needle, which error in flat needles, such as are usually applied to compass-cards, is frequently of considerable magnitude; 3. Another source of inconvenience and inaccuracy arises from the unequal amount of inertia as regards the axis, or horizontal line drawn through the centre of the card, about which line it is compelled to vibrate or deviate from its horizontal position, in consequence of the alternate pitching and rolling of the vessel. Mr. Dent's method of curing these defects is by suspending the card in a similar way to the balance of a chronometer, and with equal delicacy, both ends of the pivot acting on diamonds, and the holes jewelled, by which means the card is constrained to move very nearly in the horizontal plane, since in this respect it is entirely under the control of the gymbals. The suspension appears to have been first suggested by Mr. Fox, and carried out by Mr. Dent; and the latter also added a simple contrivance for the inversion of the card, so that either side may be placed above or below. Errors will be thus eliminated which must inevitably vitiate the results of those observations made without the inverting principle, where experiments of extreme accuracy are in hand.

Some recent though slight improvements in fitting Mr. Lang's Tube Scuttles, have contributed to the salubrity and comfort of those vessels which have adopted them. All who betook themselves to the sea before the days of bull's-eyes, will remember how greatly we suffered from want of light and air in all ships, where, to those berthed below, it was total darkness, unless lighted by candles, while the want of ventilation rendered the heavy and mephitic air most oppressive, indeed, almost to suffocation in hot climates. To remedy this serious evil, Mr. Lang contrived a tube-scuttle of a conical form, perfectly water-tight, to be drawn in or put out from the inside of the vessel when required for air, and always, under all circumstances, in the worst weather, affording light and a refreshing breeze. Among the ships which have been thus fitted, is the Thunderer, of 84 guns; this fine man-of-war, in consequence of having these scuttles, and a more complete arrangement of the orlop deck than usual, was enabled, in addition to her crew, to accommodate a regiment of soldiers without displacing a gun, and convey them and their chattels to Gibraltar; the Revenge, 74, on the contrary, to effect a similar conveyance of troops, was obliged to take out her lowerdeck guns, and leave them in England.

A patent has been taken out by Mr. Robert Foulerton, of Fludyer Street, Westminster, for a clever adaptation which he designates a Ship Manœuvrer, for turning floating bodies on their axes without the aid of rudders, sails, steam, or other means hitherto used. The power of immediately slueing a ship, at all times, so as to direct her head to any given point, has long been felt to be a great desideratum by practical seamen. This want appears to be supplied by the present invention, the principal advantages of which are, its simplicity-its general applicability-the prompt means it affords both of attack and defence-its security from cannon shot, as it may, from circumstances, be placed in any part of the ship and the facility with which it may be made to subserve any other means that are now used for steering. It consists of a screw placed in a tube in the dead wood, so placed that the axis of rotation of the fans is at right angles to the line of keel, receiving its motion from a rigger passing through a stuffing-box; and it is workable either by the capstan or a steam-engine. Mr. Foulerton, who is a seaman and has "sailed for it," considers that the following paramount objects are attained by using the Manœuvrer:

1. The head of the vessel directed to any point, when the rudder does not act, owing to the vessel having neither head or stern way. 2. The vessel brought about when the rudder fails in stays or in a heavy sea, and the danger in wearing avoided.

3. The vessel prevented from coming up in the wind or falling off, when lying to, and got out of the trough of the sea.

4. The head brought round in sudden shifts of wind, or when taken aback, and when there is no time to get a boat out, or the heavy sea does not admit of lowering one.

5. The constant bracing about in baffling winds saved by bringing the breeze on either side. 6. The head always kept to the course in a calm, so as to keep station in a fleet or forge ahead.

7. The head brought round to prevent fouling, among craft and shipping, or to swing clear when fouled, and the use of boats and warps saved on various occasions in river ways and harbours.

8. The vessel worked with safety and certainty to an anchorage, swung at anchor in calms to keep a clear hawse, and cast when getting under way.

9. The vessel can always be brought about in beating to windward, to great advantage in short tacks, without losing her head-way, and thereby save the ground that is lost, in light winds, by breaking off and gathering way to luff to her course; and in a fresh wind she will shoot to windward considerably in stays

By this sub-marine propulsion, and the power of forcing a vessel laterally, she is enabled to revolve in her own length, as if on a pivot; and that it will remain with scarcely a possibility of getting out of order, is proved by the wear of one in the Stockton, a collier, and a Woolwich lighter of 150 tons. We, ourself, examined the working model shown by Mr. Foulerton, and were quite satisfied, that a ship fitted with this neat contrivance, need not fear the attacks of gun-boats and small steamers in a calm; nor should apprehensions be entertained in future of not getting the ship's head about, or to any desired position in critical moments, when the act of doing so becomes a most delicate operation. In Mr. Foulerton's description of the Manœuvrer, we perceive that it meets the approbation of Admiral the Earl of Dundonald, Captain Sir Thomas Hastings, and various other naval officers. A few extracts from the testimonials given, may be illustrative :

Captain T. Bennet, R.N., May, 1844:

Or course the rudder of a ship can be of no sort of service to her, unless she has way through the water, and I have been many times, both in the Baltic and the Straits of Gibraltar, lying perfectly becalmed, with just sufficient lop of a sea on, to prevent the ship's boats towing her head round, while we were exposed to the attack of heavily armed gun-boats, without any means of bringing our broadside to bear upon the swarm of hornets opposed to us, except, indeed, that of a couple of sweeps, which are of little avail in a large ship. In getting under way in narrow or crowded harbours, your Manœuvrer will be of infinite service, particularly to heavy or unhandy ships. Of this I could give many proofs.

Capt. W. Hy. Smyth, R.N., July, 1844. "The various points, as to the quick action of the ship, are vitally demanded. The subject is one of the highest importance in naval matters. "I had previously seen, with great satisfaction, the working-model in operation; and although, perhaps, there may be a difference of opinion as to the fitting and working of it, especially in action, there can be no question as to the correctness of the principle."

Capt. F. W. Beechey, August, 1844.

"It appears to me to be a very useful invention, and one which has the advantage of doing no injury to the ship, if it should get out of order.

"Among the occasions on which it might be employed usefully, you have not mentioned a most obvious one, that of a vessel losing her rudder at sea. In the case you quote from James's Naval History, of the Galatea, I happened to be present on that occasion in the Astrea, and if the Galatea could have brought her broadsides to bear on her opponents, the results, as regarded her own condition, would have been very different."

Under such testimony the attention of the Admiralty has been drawn to the Manœuvrer, and the St. Lawrence, a name most unholily placed upon the sacred Shannon, has been fitted with one. On the 7th of last month, a trial of its effects took place under the inspection of the principal naval and dockyard officers at Sheerness. The frigate was towed up to Black Stakes, and the steam-vessel's rope cast off. The Manœuvrer's capstan was manned by seamen from the Ordinary, and the ship's head was cast round while on a broad sheer across a strong ebb-tide. Such evidences cannot but recal the numerous and fatal accidents which have happened in consequence of ships not answering their helms, as well in calms, missing stays, and having no room to wear. Had the crew been able to wind that hapless three-decker the St. George, all hands might have been saved; but the ship having only a temporary rudder-and that was unshipped by the stream-cable's getting under it, in an attempt to wear by letting go an anchor--all their efforts were unavailing, and 800 human beings miserably perished. In action, the failure of the performance of the rudder at a critical moment has been very disastrous, and the mauling received by the Africa, 64, from the Danish gun-boats off Amag, in October, 1808, is an instance in point.

"At 1 P. M., the little wind there had been, died away to a calm; and the Danish flotilla, rowing towards the Africa, was now seen to consist of twenty-five large gun and mortar boats, and seven armed launches, mounting between them, upon a moderate estimate, eighty heavy long guns, and manned with upwards of 1600 men.

"At 1h. 15m., P. M., the Africa shortened sail and cleared for action; and at 2h. 55m., the gun-boats advanced within gun-shot upon the ship's quarters and bows, and commenced an animated fire of round and grape. The Africa returned the fire by such of her guns as she could bring to bear; and in this way the engagement continued without intermission, until 6h. 4m. P. M., when the darkness put an end to it. During the action the Africa twice had her colours shot away; and each time the Danes advanced cheering, thinking they had gained the day. The British crew quickly rehoisted the colours, and cheering in their turn, gave the Danish crew such a salute as sent them quickly back to their secure retreat upon the motionless opponent's quarters and bows.

"The Africa had her lower masts and lower yards badly wounded, and the greater part of the standing and running rigging and sails cut to pieces. Her two cutters were entirely destroyed, and her remaining boats disabled. Her hull was struck in many places, several large shots had entered between wind and water, and her stern was much shattered. The loss on board the Africa was proportionably severe. It amounted to nine seamen and marines killed, the captain, two lieutenants of marines, the captain's two clerks, one midshipman, and forty-seven seamen and marines, wounded. Had the daylight and calm continued two hours longer, the Africa must either have sunk or surrendered."

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Our old friend and shipmate, Lieutenant G. W. Bourne--who was actually first Lieutenant of the Africa on both occasions, though, by a flaw, he was not promoted-assured us, that the battle with the gunboats was more distressing, and therefore severer, than that of Trafalgar, where, small as she was, she behaved most gallantly; and it is not a