The Sun.
London, England, 1855-10-02 00:00:00

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VANAGEMENT OF BOATS IN A SURF
AND BROKEN WATER.

(From the Journal of the Arationnl Lifeboat Institution.)
Tim management of a boat in the dangerous circum-
stances of a heavy sea and broken water is altogether so
piactieal a thing that it may bethought no rules or instruc-
tioLs can be given which would be of much use
.to those
called on to put them in execution. Arid undoubtedly
experience alone can give that confidence and presence
of :mind which, in addition to skilfulness, are often in-
dispel:: able to safety in such c:rcumstances. • Never-
theless, as all our coast boatmen are not equally skil-
ful, and as the majority of other sailors have no expo;
riet.co in the managing of boats in a heavy surf, we
propose to offer some recommendations, not the result
of our own experience alone, but of that collected from
various parts of our coasts. In offering our opinion
on so important a matter as the proper management
of a boat in a surf, on ,which life or death will often
depend, we desire to do so with all deference to those
who have already experience,for a guide, who having a
knowledge .of the .particular haracter of the
sea and surf in, their own loc,alities, and of their own
boats, have learned that particular management which
has appeared most suitabe to them. They will be able
to compare our suggestions with their experience, and
will then be guided by
.their own judgment in a matter
wherein their own safety is concerned ; but they are not
the persotis for whose use our recommendations are more
esireially offered.
. . . _

'Whenit i c considered how various is the character of
broken virat3.-.r,• according as it is on a beach, in a tide-
way, in the bar of a river, or the edge of a shoal, how it
will vary according to the steepness or flatness of the
-hare, the depth of the water, the relative directions
of the current or tide and the wind ; and again of the
wind wid the shore, 4c.; and whoa also the variety in
the build awl size of . boats in dlaront localities is re-
rugMberec.l, the conclusion will rigbti be come to, that
no 6-77,‘ rule will lie-afifilicable to meet all cAt,eg. -That the
same .r•a!e -.4 ill not applyalike to the north conntrycoble,
the Yeeneuth or • Deal gallcy, the Portland laurctte,
tine ship's long-boat, and-the powerful and unsulimerOble
That it will not apply alike to the irregular
sea on the edge of a shoal, as on the Herd Saud off the •
Tyne, to the long and steady rollers advancing majesti-
cally in parallel lines on the open beach on exposed parts
of the coast, or to the short and dangerous sea occa-
sioned by the of tides, called a race, as that off Port-
land. There will be special local peculiarities to be con-
sulted at• every locality which will call for some devia-
tion in detail from any general rule, yet on the other
hand. there are undoubtedly some leading principles
Which are more or less applicable to all, mid which
should therefore bs ever borne in mind. . -

With a view to ascertain as far as practicable the re-
sults of local experience, and as to how far any general
rule might apply, the committee of the National Life-
boat Institution some time since caused a series of ques-
tions on the "management of boats in a surf and broken
water" to be printed, and, through the assistance of the
officers of coast-guard, circulated round the coast. To
these questions replies were received from 128 different
places on the coasts of the United Kingdom, and they
contain a large amount of valuable information.
In our observations on the subject we propose to state
the substance of the information thus obtained on the
different points of management, and to add our own
comments upon them.
We will premise that our remarks chiefly refer to open
boats only, which are managed either by oars alone, or
indifferently with sails and ears.
Our subject will then chiefly be arranged in two divi:
sions, viz., the proper management on goiugoff from the
shoie against a heavy sea, and that on running before a
surf or heavy broken sea for the land.
We bad at first proposed to give a complete analysis
of the coast returns aboie alluded to, but we found that
the replies from 128 places to 28 distinct questions would
not only have made our remarks of too complicated and
lengthened a character, but that to have arranged and
compared the whole f these 3,584 replies, one with
another, individually, would have occupied more time
than we bad at command to devote to it ; our remarks
are therefore necesssarily of a more general character,
drawn from the comparison we have ourselves made be-
tween the several returns from the different localities.

Whilst or. some question", in the local information
above referred to, a curious contrast of opinion on the
same points may sometimes be 'observed, even at places
contiguous to each other, yet on one point, viz., as to
the relative amount of danger on going off against a
head sea, and on running before it, the opinion is almost
unanimous, that the greater danger exists when running
before or away from a sea ; also, that this greater danger
arises from the liability of boats to broach to or turn
round broadside to the sea, irhen in the majority of
cases, if the sea be heavy, they are upset. Another
point on which nearly all agree is, that open boats under
sail before entering the broken . water, on running for
the land, should take in their sails and go through under
oars.

On the question of management, on going off against a
broken sea, and on returning before one, we will give the
question verbatim as it was pirculated on the coast. It
was as follows : In rowing to windward, whether in an
open boat or a life-boat, would you give a boat all pos-
sible speed against a heavy broken sea on its approach ;
and when running before one, would you do the same
away from it ; or, in either Case, would you check the
boat's way until it bad passed ?
The repliei to this question were thtis divided :
On going off IS were in favour of giving all speed ; Sl
in favour of checking speed.
On running before a sea, 27 in favour of giving all
speed ; 71 in favour of checking speed.
Other replies were indirect, or suggested other expe-
dients to which we shall presently allude.
It will bo observed that the opinions are on these
points more conflicting than might have been antici-
pated ; as, however, there can be but one right way to
manage boats placed in similar circumstances, it follows
that either the boatmen at some parts of the coasts are
unacquainted with the proper management, or that there
are local circumstances which makes it vary at different
places; probably both of these causes must be referred
to in order to account for the disparity above dis-
played.

On the first point, that of going off through broken
water, the replies are of four kinds :-1. Give all speed
possible. 2. Check speed. 3. Keep steerage-way on
the boat (which may be considered equivalent to giving
all speed possible against a head broken sea). 4. Avoid
the sea by watching for a smooth.
On the second point, that of running for the shore be-
fore a heavy broken sea, the replies are :-1. Check
speed as much as possible. 2. Give all speed possible.
3. Bring all weights aft and keep the boat well down
by the stern. 4. Tow astern a pig of ballast or other
weight, or a hollow conical canvas hag called a
"drogue." 5. Watch opportunity, and avbid the sea.
6. Keep steerage-way on the boat. 7. If under sail,
run in under small head sail only. 8. In sail, and take
the boat in under oars. 9. Steer with an oar on each
quarter. 10. Turn the bow round to the sea, and back
in stern foremost.

On the first point, the majority of places where the
seamen are noted for skill and experience are in favour
of giving a boat all the speed possible on going off again at
a broken sea. On the Cnorth-eastern coast of England,
in Northumberland, Durham, and Yorkshire, and again
on the coasts of Norfolk and Suffolk, it appears to be
the almost universal custom to do so. As, again, on the
second point, it is their custom to check a boat's way
when running, and even, at some places, to row back
against each heavy sea until it has passed, then to fol-
low it in, repeating the operation on each heavy sea
overtaking the boat.
A singular exception to the above'rule is Deal, where
the boatmen are notoriously courageous and experienced,
and where their custom appears, by the replies received,
to be exactly the reverse of the above, giving all speed
on running before a sea, and checking speed on going
off against it. It appears, however, in reply to another
question, that several boats have been lost at Deal by
broaching-to and upsetting when running before a sea.
On the first point, going off against a sea, the custom
may be resolved into two kinds—to giveall speed through
a broken sea, and to check speed on the immediate ap-
proach of a heavy wave. As above stated, the giving
steerage-way is equivalent to all speed, as against a gale
and head-sea no boat can do more than keep steerage.
way on her, whilst the majority of boats could not be
rowed ahead with sufficient speed to answer their helms
consequence of which fact life-boats generally are
steered by oars at the stern or quarter instead of with
a rudder. Again, the' rule to avoid a sea if possible is
only applicable to places where, from the steepness of
the shore, the sea does not break until close to it, when
boats, by the right opportunity being watched for, may
often avoid the worst of the sea ; where, however, the
shore is flat, and the sea breaks at a quarter of a mile
or more from the beach, a boat must of necessity en-
counter a succes=ion of seas before she is clear of the
broken water on going off, and after she has entered it
on running for the land.

The danger on going off is of two kinds. let, thnrisk
of being overwhelmed by the sea breaking over the
bow of the boat and filling her. 2dly, of being driven
back by the sea and turned end over end, or driven down
stern foremost, or turned round broadside to the sea and
capsized by the same or the following wave before she
can be got head to the sea again. The first danger will
be more or less imminent in proportion to the size of
the boat and the height of her bow as oompared with the
magnitude of the waves. If the boat be small, with a
low bow, it would be folly to row her right into the
crest of a heavy roller at the moment of its curling over,
as it would then fall into and fill the boat. The prefer-
able management would be, if possible, so to place her
as that each sea should break a little ahead of her—yet
this would often be very difficult to effect, The second
danger will be the more imminent the less way there is
on the boat, and the fuller and bluffer her bow ; it would
probably also be greater in a light than in a heavy boat,
the cause being that the boat not having sufficient speed
or inertia to carry her up the ascent of the approaching
wave, and over its crest, she is carried back by it, and
may then, if a short boat, be turned instantly end over
end—if a long one, be driven down stern foremost, or
turned broadside to the sea, and capsized by the same
or the next wave. On this point our opinion as to the
management is, that in a small boat, if possible, the seas
I should be avoided until after breaking ' but if they can-
? not be so, that the utmost aped which care can effect

should be given to the boat ; whilst in larger boat 3, and
in life-boats, whjw,h are not in the same danger of swamp-
ing..-the ti.tmost'soeed should invariably- be given ; in-
deed- we feel. persuaded that. the. eafety of a, boat will
often.depend,: in a ,r?ally heavy ser„ on preserving' her
headway, and that the wide cr bluff boat, which cannot
retain its headway, is,
.forthat reason, often more unsafe
than a narrower or sharper boat.
That 'a boat or any other vessel will actuially float
lighter, and would therefore be less easily submerged by
great increase of speed, has been proved:by eaveriinent,
yet without losing the advantage of the inertia derived
from the actual weight of' the vessel. We may, illustrate
this'oircumstance by the well-known effects exthibited by
throwing a stone with considerable velocity ,obliquely
to the surface of water, Which hoys denominate "duck
and drake," or by a shot fired horizontally from a gun ;
in either case a heavy body, which would- imme,liately
sink if dropped perpendicularly, into the water, not only
refuses to be submerged, but actually leaps repeatedly
above the surface altogether, until its velocity is suffi-
cdently diminished, when it sinks. So if a boat could
be propelled..with sufficient velocity, it would skim the.
surface only, and would refuse to sink.

On the second point, runnin-bi;;e a brokeni sea, an
equal variety of management is observable, as, practised
on the coast, yet all alike intended to meet thelooe great
risk of "Oro:wiling-to," which nearly all agree in consi-
derin
-!: to be the greatest danger to which a boat can be
expol3el, and to be that which calls for the most skill and
managetxtent to obviate it.

AsTirefere obierved, the greater number of skilful boat-
men en the coast are in the habit of checking a boat's
way through the water, or of backing her against a heavy
sea on iteapproach. Their practice is to stop the boat's
way by backing their oars until the crest of the wave
has struck the boat's stern and passed her midship part,
then to give way again, running in on the back of that
wave. as Tar as • they may be able to, then watehiug for_
the appreoach of the next, and repea,logthe same opere.
4021. .14114 they arrive ,st. the beach Bing nnreftl42g,
steering with oere at theTecierter or 'stein, to keep toe
boat, an far as possible, en.] on to the direction in which
the sea la running. It must Ice here observed that this
managed tent is so far varied according to the character of
the heat, that in cobles, and other square-stereed boats
which have their bows better termed for meeting a sea
than tl esir sterns are, their position is reversed before
enterin g the broken water, and they are taken in stern
fore no et and bow outwards, but the same principle being
acted .DU of rowing hack to meet each heavy wave, in-
stead c4f running frog it. In a sailing-boat this prin-
ciple c:ais only be so far acted on as to diminish the
boat's speed through the water by taking her in under
a very reduced amount of sail, which is commonly
done, and by towing weights or instruments made for
the purpose.
Tine :silvocates of this system of management have cer-
tainly r eason on their side, in addition to experience ;
fir as a ll acknowledge that there is greater danger in run-
ning be fore a broken sea than in going off against it, it
is obvio us that the more the latter operation can be assi-
milated to the former the safer it must be also, which is
thereto: re effected by an alternate progressive and retro-
gressiv e movement, the latter being effected at the parti-
cular e moments when the progressive motion would be
danger•.Dus. , The true theory on which this practice is
founded ice will endeavour presently to explain.
Proctleding, then, to the opposite practice, of giving
a boat s peed, in fact running away from the sea, which
constitutes the other important distinction in practice.
The principle then acted on is to escape from the danger
as fast • es possible, and other expedients are then resorted
to to p revent the risk of broaching-to. The most com-
mon of these is to trim the boat by the stern, by bring-
ing all.onnveable weights aft (this supposes ber stern to
be out w aids ; if she were being taken in stern foremoSt,
she won Id then be trimmed by the head). The force of
the sea o r wind on either quarter has then less power to
beat it o Ef, and cause the boat to broach to, than it would
have if tl is stern were light. Another expedient is to
tow a pig: of ballast, or a basket, or other instrument,
which by' its weight or hold on the water has the effect
of a drag; on the rear end of the boat, and prevents its
being be at; to leeward by the sea, thus keeping ber end
on to it. On the coast of Norfolk the following ingenious
plan is ,sommonly practised. The boatmen there employ
an instr /uncut for the above purposecalltel a " drogue ;"
it is a cc olical shaped canvas bag, of the form of a common
candle e xtinguisher, about two feet diameter at the base
or moot le of the bag, and six feet long, having a small
opening tat the other end, or apex of the cone. When
running before a heavy sea in broken water the drogue
is throw n over from the 'stern, and towed by a stout
rope wit ;h the large end foremost, when it instantly Bells,
and fror n the resistance it opposes to the water holds the
stern b. tck, and prevents the boat's broaching to : as
soon as the danger is past, the large tow rope is
let go, and the drogue then towed with the smaller
end foremost by a small line attached to that end ; it
then immediately collapses, • is emptied of water, and
offers but :little resistance.

The stew ring with an oar on each quarter is another
expedient e iuployed to prevent broaching-to, as, when
running a I ,oat will not answer her helm on being over.
taken by a sea.

The moo: onitindation to watch for an opportunity and
avoid a sea, equally in ruining as on going off, could
only be pra etised at those localities where the beach is
steep.

In reply to the question as to whether any particular
kinds of boats are more liable than others to broach-to,
the answers given are so conflicting and contradictory as
to afford no information on the point.
In reply to another question, as to the cause of a boat's
broaching t o, the almost invariable answer is, " because
the stern is thrown out of the water, and the rudder
therefore ceases to act." From our own observation we
have forme d the opinion that ibis is not the case, al-
though it is quite true that at the moment of broaching.
to a boat wi. tl not answer her helm.
The phew )menon of broaching-to, we believe, may be
correctly acs counted for as follows :—On a boat encoun-
tering a he 4 .vy broken sea or roller end on, if she be sta-
tionary or is being propelled in a contrary direction to
the wave, a he will receive its blow, and it will quickly
pass by hes e her own inertia preventing her being car-
ried away h y it. If, however, she is being propelled in
the same direction as the waves, and running rapidly
through the: water with her stern toward them, on a
wave ovortak'aig her, its first effect is to throw her
stern up nd to depress her bow, but, so far from her
rudder bi ling out of the water, both it and her stern are
buried in the crest of the wave ; in consequence, how-
ever, of h er previous motion being in the a me direction
as that m E the wave, she now offers so slight resistance
to it the it, instead of its passing, her, she is hurried
along with,. it at a rapid rate over the ground, her
stern highs up still immersed in the crest of the sea,
and her 'i3E.W low down at its base ; as the wave
approaches; shoaler water, its inshore surface approaches
more and a nore nearly to a perpendicular, and the
tendency of the boat to run down this steep in-
clination, ado led to the momentum she has already from
her previous motion, causes her to run her bow under
water, when her buoyancy at the end being destroyed,
her stern, se ill light, is pressed onward by the summit
of the wave, and the undercurrent from the last receding
wave at the same time acting on her bow, she is in-
stantly, if a short boat, turned " end over end," or if, a
long one, cap sized qnarterwise. If she have so high a
bow that it d oes not become altogether immersed, or
as in a life-bee at, the end of the boat is occupied by a
water-tight ai r case, to the height of the gunwale, so as
to prevent the ) admission of the water over the bow, the
effect then is that the boat is instantaneously turned
round broads ide to the sea, when again, unless she he a
life-boat of a superior description, she is almost certain
to be upset. In the circumstances thus described, the
sole cause of a boat's running herself under water cr
broaching to, is that of running from a. sea instead of
awaiting it, End suffering it to pass by ; and the cause
of the rudder being melees to keep the boat end on to
the wave is not that it is thrown out of the water
(although at other times it doubtless is so), for it is ac-
tually buried in it, as is also the stern of the boat up to
her gunwale, but it is because it is stationary in it, the
crest of the weave having acquired an actually progressive
motion equal to that of the boat. If on the other hand
the wave pass es the boat, as its crest advances from the
stern to the fi irepart, the rudder and stern are thrown
out of the w ater ; steering oars are therefore a most
valuable anxiliary aid when running before a sea ; but
we would recommend the use of a rudder as well.
We have been rather prolix in our account of the phe-
nomenon of. broaching-to, because it is a very interesting
one, which it is important should be understood is order
to arrive at the proper management and to obviate its
disastrous effects, which have been more fatal to the
lives and p roperty of boatmen on oar coasts than those
proceedleva from any other cause whatever.
After the danger of broaching-to has Passed, there re-
mains the isseer'clanger of broaching ; and yet some skill
is here also required to prevent a boat capsizing or
swamping in. the surf. The general custom appears to
be that where the beach is more or lees steep, she a;
steered into it in an oblique direction, the bow being
turned partia fly round towards that direction from which
the sea is running, which then catches the boat under
her counter, and lifts her brea 'side on to the beach.
If, however, the shore be very flat, she is steered per-
pendicularly to the beach.
We have now only to offer our own opinion and re-
commendations on the subject, for the use of those who
have not already experience and skill for their guides,
and for the consideration of those who have. Amongst
the former, we would especially address ourselves to the
crews of merchant vessels who, having to desert their
ships from any cause, and take to their boats, may at-
tempt to land on the open coast, since no winter passes
by without some of their number losing their lives in
such attempts.
Ist. On going off from the shore against a heavy
broken sea, whether from the beach or au open coast, or
over the bar of a river, and whether the beach be steep
or flat, it may be presumed that, whatever be the
urgency of the case, no boat which is not of sufficient
size and power, in proportion to the nature of the sea,
to offer some chance of safety and success, will be taken
off. In any such boat, however, our opinion is, that
unless from the steepness of the beach and nature of the
sea sic can, by skilful manfteetneet, be made to avoid
it by watching a favourable opportunity, the ea:est plan
is to give her all the speed which can be obtained by
rowing.
For the larger descriptions of boat taken off under
Pail no rule can be given ; the Aniouzit of oil and

management must depend entirely on' the .charaetor. of
the boat, oa her rig, size of her eails, 'Ftrekth oftier
gear, on her-stability; and the kisoivlei7ge
'which her crew have of her capabilities, &,,c.
In a life-boat,' on going • off to the :uefiißtance of :a
wrecked vessel, if the distance from the land is not too
great, the whole service should be performed urider oars
only ; and no lutists, or sails, or their gear,'shonld bo
taken in the boat, as they necessarily much erieuintser
the rowers, and occupythe space which may be needed
for the stowage of rescued persons. If- on account of
distance from the land it will b 4 indiepensable sail
the boat to this site of the Wreck, it grill still be advisablejl
(as being safer) to take the boat, if possible, through the
broken water underi"oniv, and not to make sail on her
until getting beyond it ; experience must, however, on
such a point be the chief guide.
2d. Ott the management of ' a boat„-whea running
through broken water for the. land, our unqualified opi-
nion is, that the greatest danger consists in following
the natural iinpurse,to escape from the advancing seas
as-rapidly ae possible; no bbat it :1 be propelled se fast
but that the waves will overtake. her, 'When the reetl4is
before depicted must take plaee„ Our recommendations
then are :-Ist. Before :entering broken water, if a sail
be set, take it in, unship the mast,.and lash botb, with
any other spare gear, to the thwarts of the boat, to pre-
vent it falling over on the lee side, if the beat should, he
struck by a sea and, thrown on her beam ends. Next,
if the boat be a equire-sterned-one, turn her rennd with-
her head to the sea; then row or bank her in, carefully.
keeping her, both with the aid of the rudder and bars,
end on to the sea. Watch.each sea: as it advances, and
check the ,boat's progress, by rowing or backing the
oars, `the brow of the wave has passed the centre
of the bent, then go it on the back, or rear side of it, to
the land, if it can be done,
.but keeping a constant look
"ut behind for the cotsieg up of the next .weve, when
the came operatien has..tiahe xepeated. Even .with these
precatitione undeuhtedlv the sea may be so overWhelin-
iii"ro4lo44.,4p,..infeiiAr.,..ethat.,:they may f: it to save:
er, hut Cieer, ceneelie`thestrtO'Wher oi'il•re means of secu-
rity. On arrival at the-beach she should then. if it be
fiat, be taken end on quite to the shore ; if it be steep
she should be sheered obliquely to it, turning her to-
wards that'side from which the sea is running, if it is
not doing so at right angles to the.beach.
As regards the crown of merchant vessels_ Ireezin,g-
their ships and attempting to land in their own boats,
we recommend that they should not take to a boat as
long as there might be any chanCe of safety in their
ships, especially in the night time • that if not fitted up
as a life-boat they should secure, if there should be time
to do so, some small empty ca,ks, tightly corked, under
the thwarts, and in the head and stern-sheets of the
boat ; that if the vessel should be provided with any life
buoys or life7belts, the former should be taken in the
boat; and the latter be worn by themselves ; that they
should provide her with any long small line that might
be available for effecting a communication either with
the shore or with another vessel, if any should be at
hand. Other obvious things, such as a bucket, baler,
or hand-pump, -spare thoWel-pinS, rudder and tiller, &c.,
we need scarcely name. That on leaving their vessel
they should, if practicable, make for the nearest har-
bour or other sheltered place in preference to attempting
a landing on the open coast, even if the weather should.be
fine, or the wind off the land, as there often is a. surf on
the beach in such situations that would be dangerous to
ordinary ships' boats even in calm and fine weather ;
lastly, that if there' should be a surf along the shore,
they should, before entering it, endeavour to attract the
attention., of persons on the shore, who might come to
their aid inianding, or signify to them, if near enough
to do so, the right mosient when, and the safest place
where, to beach their boat.
We cannot conclude this humble effort to render a
service to the boatmen and other seamen whe may be
exposed to risk on our own coasts, or elsewhere, without
addressing a few words to shipowners in .case it should
come to their notice.

We think that they would be rendering an important
service, nay, 'would be only. fulfilling an important duty,
by endeavouring to.afford their servants, the crews of
their vessels, every reasonable protection to their lives in
case of shipwreck, or the necessity for taking to their
boats. It would not put any owner to a very great ex-
pense to fit up one boat in his vessel as a life-boat, or so
far as a life-beat that she should not founder with her
crew in iffilled by a sea. It would put him to no great
trouble or expense, when supplying her with a new boat,
to ascertain whether it might not be constructed of a
form better calculated to afford security on any emer-
gency to his crew. It would not put him to a very
great expense to furnish a life•buoy to his vessel, and as
many gond life-belts as the number of his crew. These
trifling things supplied to all vessels, as they ought to
be, would be the means of saving many a poor fellow's
life ; the supplying them would not only be a duty to
humanity, but an act of policy, as we may surely pre-
sume that it would also afford a balm to the conscience,
and a solacing reflection to the old age of the shipowner
who had, whether required by law or not, supplied them
balm and a reflection which could never for a mo-
ment be realised by him who, on looking back over his
past career, could number his lost crews by dozens, yet
bad never made any serious efforts to afford them that
security which, as a man and as a Christian master, be
ought to have done.

THE IMPROVE LENTS AT SOMERSET HOUSE.—The ex-
tensive additions which have been made to the western
wing, a portion of which has laVerly been appropriated
to the income tax and other offices, renders many alte-
rations necessary in various parts of the old building.
Since the removal of the hoarding in Wellington-street
South, before the new wing, the really beautiful avenue
leading into the quadrar:gle is seen to advantage, as well
as the splendid carving of stone work, consisting of
most chaste and appropriate decorations. In order to
make the whole complete the principal entrance from
the Strand has been closed for some time for the purpose
of having the roadway laid with the Seyssel Company's
asphalto in the same way as adopted at the gateways of
the Horse Guards, Gray's-inn, and Fornivars-inn.
Dwarf granite posts have also been placed at the side of
the carriage way of the principal entrance to protect the
base of the archway from injury. In order to obviate
the inconvenience which might otherwise arise to busi-
ness from closing the principal entrance, the various ve-
hicles are, by order of the authorities, permitted to pass
through the King's College gateway to the quadrangle.
The back part of the range of houses between Waterloo-
bridge and the new avenue in Wellington-street are be-
ing rapidly demolished by a large number of workmen,
for the purpose of constructing a front to accord with
the recent erections.

ANECDOTE OF THE FRENCH EMPEROR.—AbOUL this

time last year a man named Louberts, ex-chef of a princi-
pal restaurant in the Palais Royal, discovered a means of
preserving meat, so as to give it fresh at the end of any
number of years. I believe him to have beenthe first. Since
then three orfour have found out somethinganalogo us, and
are putting it largely in practice. This man left his place,
and applied to some capitalists to help him in forming a
company for the working of his discovery. Their proposals
were so selfish, and offered him (the discoverer) so little
advantage, that he gave the whole thing up, having
only obtained, through some private protection, to be al-
lowed to furnish some preserved articles for the Baltic
fleet. As a last chance, however, he wrote to the Em-
peror, recounting the whole. No answer came, and, at
the end of four or five months, he left Paris.for his na-
tive village, in Berry, despairing of ever succeeding with
his plan. In April last came, one morning, a telegraphic
despatch. calling this man to the Tuileries as fast as pos-
sible. He went, and was next morning in Napoleon's
cabinet. "I have inquired into the whole," said the
Emperor; "your meats sent to the Baltic succeeded com-
pletely; but that is a partial essay. The really important
thing would be to bear upon the prices of meat at home.
You ought to go to South America, and from thence send
home ship loads of meat, whole beasts preserved. We
should then see what your method is worth." " I quite
agree to that, but I have not a penny to do it with," was
the reply. The Emperor took some notes out of a drawer.
" There," said he, "are 50,000 f. (2,0001.); go. and if your
plan succeeds Iwill take care of your future fortunes." The
man sailed for America; he is now at BuenosAyres, and a
person of my acquaintance has read a letter from him
dated thence, and expressing the best possible hopes of
his enterprise.—Manchester Guardian.
INTERESTING EXPERIMENTS.—SOMC very interesting
experiments took place yesterday on and near the Seine
with different diving apparatus, life-boats, fire-engines,
grappling-irons for saving lives from shipwrecks, &c.
The following is an account of the proceedings :—" At
noon precisely, Prince Napoleon arrived at the place
appointed for the experiments, accompanied by a num-
ber of the members of the International Jury, officers of
the navy and artillery, and several of the high function-
aries from the departments of War and Marine. The ex,
periments commenced with the life-boats. A boat invented
by M. Berthon, which cannot be upset, another in wire-
woven canvas, and a third in caoutchouc were tried with
perfect success. The lastenamed boat was inflated, launched
and manned by three lusty rowera in five minutes.
Five diving apparatus had been inscribed for exhi-
bition, but only four, two French and two English,
were tried. All these apparatus are constructed in nearly
the same manner, being composed of a waterproof dress,
terminated at the upper part by a cuirass in metal, to
which, when on the body of the diver, is screwed a
helmet of the same metal, having affixed to it the tube
for giving air, the supply of which is kept up by means
of an air-pump, and a cock for letting off the breath of
the diver. One of the principal improvements made in
the apparatus tried yesterday, was that the diver can of
Lis own free will come to the surface by rernoving
part of the weight which keeps him under water. The
four divers descended at the same time. One of them
remained under water 40 minutes consecutively, and the
others a somewhat shorter period of time, picking up
during the immersion several pieces of metal which had
been thrown down. The aaratus for throwing the
grappling irons were placed at pp
the entrance of the Champs-
de-Mars. The first apparatus, that of M. Tremblay,
and which is very similar to that used for throw-
ing Congreve rockets, impelled the grapple to a
distance of 300 yards ; the apparatus of M. Del-
vigue, consisting of a projectile fired from a small mor-
tar, carried the grapple about the same distance, but
with a smaller line. The time taken to throw the grapple
was only 12 seconds. A number of fire-engines were
also tried and worked very satisfactorily,