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

LONDON, TUESDAY EVENING, OCTOBER. 2. 1855.

MANAGEMENT OF BOATS IN A SURF
AND BROKEN WATER.

should be given to the boat ; whilst in larger boats, and
in life-boats, which are not in the same danger of swamp-
ing, the feel
speed should invariably be given ; in-
deed we persuaded that the safety of a boat will
often depend, in a really heavy sea, on preserving her
headway, and that the wide or bluff boat, which cannot
retain its headway, is, for that reason, often more unsafe
than a narrower or sharper boat.
That a boat or any other vessel will actually float
lighter, and would therefore, be less easily submerged by
great increase of speed, has been proved by experiment,
yet without losing the advantage of the inertia derived
from the actual weight of the vessel. We may illustrate
this circumstance by the well-known effects exhibited by
throwing a stone with considerable velocity obliquely
to the surface of water, which boys denominate " duck
and drake," or by a shot fired horizontally from a gun ;
in either case a heavy body, which would imme4iately
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-
ciently 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.

(Front the Journal of the National Life boat Institution.)
The management of a boat in the dangerous circum-
stances of a heavy sea and broken water is altogether so
practical a thing that it may be thought no rules or instruc-
tions can be given which would be of much use to those
called on to put them in execution. And undoubtedly
experience alone can give that confidence and presence
of mind which, in addition to skilfulness, are often in-
dispensable 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 expe-
rience 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
practical knowledge of the particular Character of the
sea and surf in their own localities, and of their own
boats, have learned that particular management which
has appeared most suitable 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 persons for whose use our recommendations are more
especially offered.

On the second point, running before a broken sea, an
equal variety of management is observable, as practised
on the coast, yet all alike intended to meet the one great
risk of " broaching-to," which nearly all agree in consi-
dering to be the greatest danger to which a boat can be
exposed, and to be that which calls for the most skill and
management to obviate it.

When it is considered how various is the character of
broken water, according as it is on a beach, i❑ 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
h o re, the depth of the water, the relative directions
of the current or tide and the wind ; and again of the
wind and the shore, &c.; and when also the variety in
the build and size of boats in different localities is re-
membered, the conclusion will rightlybe come to, that
no one rule will be applicable to meet all cases. That the
same rule will not apply alike to the north country coble,
the Yarmouth or Deal galley, the Portland laurotte,
the ship's long-boat, and the powerful and unsubmergible
life-boat. That it will not apply alike to the irregular
sea on the edge of a shoal, as on the Herd Sand 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 yet 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, and which
should therefore be ever borne in mind.

As before observed, the greater number of skilful boat-
men on the coast are in the habit of checking a boat's
way through the water, or of backing her against a heavy
sea on its approach. 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 far as they may be able to, then watching for
the approach of the next, and repeating the same opera-
tion until they arrive at the beach, being careful, by
steering with oars at the quarter or stern, to keep the
boat, as far as possib'e, end o❑ to the direction in which
the sea is running. It must be here observed that this
management is so far varied according to the character of
the boat, that in cobles, and other square-sterned boats
which have their bows better formed for meeting a sea
than their sterns are, their position is reversed before
entering the broken water, and they are taken in stern
foremost and bow outwards, but the same principle being
acted on of rowing back to meet each heavy wave, in-
stead of running from it. In a sailing-boat this prin-
ciple can 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.
The advocates of this system of management have cer-
tainly reason on their side, in addition to experience ;
for as all acknowledge that there is greater danger in run-
ning before a broken sea than in going off against it, it
is obvious that the more the latter operation can be assi-
milated to the former the safer it must be also, which is
therefore effected by an alternate progressive and retro-
gressive movement, the latter being effected at the parti-
cular moments when the progressive motion would be
dangerous. The true theory on which this practice is
founded we will endeavour presently to explain.
Proceeding, then, to the opposite practice, of giving
a boat speed, 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 as possible, and other expedients are then resorted
to to prevent the risk of broaching-to. The most coal-
men of these is to trim the boat by the stern, by bring-
ing all moveable weights aft (this supposes her stern to
be outwards ; if she were being taken in stern foremost,
she would then be trimmed by the head). The force of
the sea or wind on either quarter has then less power to
beat it off, and cause the boat to breach to, than it would
have if the 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 beat to leeward by the sea, thus keeping her end
on to it. On the coast of Norfolk the following ingenious
plan is commonly practised. The boatmen there employ
an instrument for the above purpose called a " drogue ;"
it is a conical shaped canvas bag., of the form of a common
candle extinguisher, about two feet diameter at the base
or mouth of the bag, and six feet long, having a small
opening at the other end, or apex of the cone. When
running before a heavy sea in broken water the drogue
is thrown over from the stern, and towed by a stout
rope with the large end foremost, when it instantly fills,
and from the resistance it opposes to the water holds the
stern back, 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 steering with an oar on each quarter is another
expedient employed to prevent broaching-;o, as, when
running a boat will not answer her helm on being over-
taken by a sea.
The recommendation to watch for an opportunity and
avoid a sea, equally in running as on going off, could
only be practised at those localities where the beach is
steep. .

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 th© 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 oars.
Our subject will then chiefly be arranged in two divi-
sions, viz., the proper management on going off from the
shore against a heavy sea, and that on running before a
surf or heavy broken sea for the land.
We had at first proposed to give a complete analysis
of the coast returns above 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 of 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 questions, 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, when 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.

' the question Of management-roil going cdagairtist a
broken sea, and on returning before one, we will give the
question verbatim as it was circulated 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 had passed ?
The replies to this question were thus divided :
On going off 18 were in favour of giving all speed ; 81
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 shah presently allude.
It will be observed that the opinions are on these
points more conflicting than might hare 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 far 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 bag called a
"drogue." 5. Watch opportunity, and avoid 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.

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 to, 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 formed the opinion that this is not the case, al-
though it is quite true that at the moment of broaching-
to a boat wilt not answer her helm.
The phenomenon of broaching-to, we believe, may be
correctly accounted for as follows :—On a boat encoun-
tering a heavy broken sea or roller end on, if she be sta-
tionary or is being propelled in a contrary direction to
the wave, she will receive its blow, and it will quickly
pass by her, her own inertia preventing her being car-
ried away by it. If, however, she is being propelled in
the same direction as the waves, and running rapidly
through the water with her stern toward there, on a
wave overtaking her, its first effect is to throw her
stern up and to depre,s her bow, but so far from her
rudder being out of the water, both it and her stern are
buried in the crest of the wave ; in consequence, how-
ever, of her previous motion being in the s; me direction
as that of the wave, she now offers so slight resistance
to it that, instead of its passing her, she is hurried
along with it at a rapid rate over the ground, her
stern high up still immersed in the crest of the see,
and her bow low down at its base ; as the wave
approaches shoaler water, its inshore surface approaches
more and more nearly to a perpendicular, and the
tendency of the boat to run down this steep in-
clination, added 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, still 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, capsized quarter wise. If she have so high a
bow that it does not become altogether immersed, or if,
as in a life-boat, the end of the boat is occupied by a
water-tight air 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 broadside to the sea, when again, unless
she be 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 or
broaching to, is that of running from a sea instead of
awaiting it, and suffering it to pass by ; and the cause
of the rudder being useless 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 wave having acquired an actually progressive
motion equal to that of the boat. If on the other hand
the wave passes the boat, as its crest advances from the
stern to the forepart, the rudder and stern are thrown
out of the water ; steering oars are therefore a most
valuable auxiliary 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 in order
to arrive at the proper management and to obviate its
disastrous effects, which have been more fatal to the
lives and property of boatmen en oar coasts than those
proceeding from any other cause whatever.
After the danger of broaching-to has passed, there re-
mains the lesser danger 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 less steep, she is
steered into it in an oblique direction, the bow being
turned partially round towards that direction from which
the sea is running, which then catches the boat under
her counter, and lifts her broadside on to the beach.
If, however, the shore be very fiat, 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 an 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 she can, by skilful management, be made to avoid
it by watching a favourable opportunity, the safest plan
is to give her all the speed which can be obtained by
rowing.
For the larger descriptions of boat taken off under
Pail 110 rile can be given the amount of sail and

On the first point, the majority of places where the
seamen are ncted for skill and experience are in favour
of giving a boat all the speed possible on going off against
a broken sea. On the inorth-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 oven, 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'rele 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 giveallspeed 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
—in 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 succession 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, th&risk
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 compared 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
should be avoided until after breaking ' • but if they,can-
t not be so, that the utmost opted which oars oau effect

management must depend entirely on the character of
the boat, on her rig-, size of her sails, strength of her
gear, on her stability, and the knowledge and experience
which her crew have of her capabilities, &c.
In a life-boat, on going off to the assistance of a
wrecked vessel, if the distance from the land is not too
great, the whole service should be performed under oars
only ; and no masts, or sails, or their gear, should be
taken in the boat, as they necessarily much encumber
the rowers, and occupy the space which may be needed
for the stowage of rescued persons. If on account of
distance from the land it will be indispensable to sail
the boat to the site•of the wreck, it will still be advisable
(as being safer) to take the boat, if possible, through the
broken water under oars, and not to make sail on her
until getting beyond it ; experience must, however, on
such a point be the chief guide.
2d. On the management of a boat, when running
through broken water for the land, our unqualified opi-
nion is, that the greatest danger consists in following
the natural impulse to escape from the advancing seas
as rapidly as possible ; no boat can be propelled so fast
but that the waves will overtake her, when the results
before depicted must take place. Our recommendations
then are :-Ist. Before entering broken water, if a sail
be set, take it in, unship the mast, and lash both, with
any other spare gear, to the thwarts of the boat, to pre-
vent it falling over on the lee side, if the boat should be
struck by a sea and thrown on her beam ends. Next,
if the boat be a square-sterned one, turn her round with
her head to the sea ; then row or back her in, carefully
keeping her, both with the aid of the rudder and oars,.
end on to the sea. Watch each sea as it advances, and
check the boat's progress, by rowing or backing the
oars, until the brow of the wave has passed the centre
of the boat, then go in on the back, or rear side of it, to
the land, if it can be done, but keeping a constant look
out behind for the coming .up of the next wave, when
the came operation has to be repeated. Even with these
precautions undoubtedly the sea may be so overwhelm-
ing, or the boat so inferior, that they may fail to save
her, but'we conceive theni to be her only 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 crews of merchant vessels leaving
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 casks, 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 life-belts, 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 tho wel-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 in landing, or signify to them, if near enough
to do so, the right moment 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 maybe
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-boat that she should not founder with her
crew in if filled 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 good 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
wl.o had, whether required by law or not, supplied them
—Lb-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
had never made any serious efforts to afford them that
security which, as a man and as a Christian master, he
ought to have done.

THE IMPROVEMENTS AT SOMERSET HOUSE.—The ex-
tensive additions which have been made to the western
wing, a portion of which has latterly been appropriated
to the iacome 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 quadrangle 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
asphalts in the same way as adopted at the gateways of
the Horse Guards, Gray's-inn, and Furnival's-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. —About this

[PRICE 4D. STAMPED 'D•

THE FALL OF SEBASTOPOL.

(Prom the Correspondent of the Morning Herald.)
HIGHLANDERS' HOSPITAL TENTS,
TUESDAY, SEPT. 18.

What can I pen to interest your readers, seeing that
for these ten days I have been in bed ! But canvass
walls have ears, and a reliable rumour has reached mine
that no inconsiderable force is under orders to take the
field in a few days. The Highlanders form part of the
force, and take my word for it you will speedily hear of
glorious news. The other morning, when the Russians
bolted from the Redan, 'Robert IVlacre9dy, of Edinburgh,
" the big drummer" of the 42d, chased three Russian
bandsmen, captured and drank their raki, and also
brought off their biggest drum as a prize, which is at
this moment the regimental drum of the Royal 42d, and
played by himself.
In the rear of the Redan a train of powder was found
leading to a tower, before the door of which, and across
the train, sat a little dog, accustomed, perhaps, to greet
its master at that spot when returning from duty.
" Save the dog !" cried a Guardsman, and the train was
kicked aside by a dozen feet, and the animal taken up
and brought to the camp.
The Russians had piled arms and were at dinner whe❑
the French, about 12 o'clock on Saturday week, made
an unexpected rush upon the Malakhoff, and they actu-
ally got in with a loss of ten wounded from the first
Russian volley.

(Front the Correspondent of the Morning Post.)

CAMP BEFORE SEBASTOPOL, SEPT. 15.
The head-quarters 92d Highlanders disembarked this
morning at Balaklava, and marched to Samara, to join
the Highland Division. Nothing could be finer than
the appearance of the men, and one could only regret
that they had not before formed a portion of the Crimean
army. As the band played through the town the scene
was mast enlivening, and some remarks made ley other
soldiers very amusing—such as, " I say, Bill, they're
come just as we're thinking of going away ;" however,
if report speaks truly, there is some work at hand for
them. A large force of French and Sardinians have
marched in the direction of Mackenzie's Farm, and it is
said the Highland Division is to join it. Large fatigue
parties are busily employed repairing the \Voronzoff-road
between the camps and Sebastopol, which looks as if
we were not going to give up present occupation.

THE NAVAL BRIGADE.
Now that the " blood-stained ruins" of South Sebas-
topol have fallen into the hands of the allies there is no
longer any occupation for " Poor Jack," and we hear
that the remains of this gallant party, the life and soul
of the siege in its early days, is to be broken up, and
sent to their respective ships—Queen, London, Albion,
Rodney, Leander, Diamond, Wasp, Niger, &c.
The noble and unyielding spirit which animated and
supported this gallant band, from October, 1854, to
September, 1855, amid all the horrors of a Crimean
winter, when encamped on the heights under canvas,
while hundreds and thousands of the sister service were
swept away by the effects of climate, famine, and die-
ease, is something remarkable, and is now matter of
history. They ware ever ready to fight, forage, or
frclic, and we sincerely hope, in the winding-up of
affairs, that with whatever department it may rest, whe-
ther that of the Minister of War or the Board of Admi-
ralty, the services and merits of this heroic band, from
the highest to the lowest grade, may be met with sensi-
ble acknowledgments. We are sure the House of Com-
mons will not grudge the means to reward those who
have gone out of their way to fight their country's battles.
We do not want to see the sight over again, and we are
old enough to remember it, that at the peace of 1815 our
streets were filled with disabled seamen, singing—
" Oh, protect the hardy tar,
Be mindful of his merit,
And when again your plunged in war
He'll show his daring spirit."
We would venture to suggest to those in authority to
grant to all officers and petty officers of the brigade, eli-
gible and qualified, a step in rank. Make such of the
seamen as are fit petty officers, to the remainder give
time and gratuity—and to all and each of every grade a
medal or a bar to the Crimean Medal, with the inscrip-
tion "Naval Brigade," " Sebastopol."
In the distribution of honours we conclude the com-
manding. officer, Captain the Hon. Harry Keppel (than
whom her Majesty may have a better, but certainly not
a more devoted or dashing officer), will receive a decora-
tion similar to that of his predecessor, Sir Stephen
Lushington, and such of the captains as are not already
so will be rewarded with the third clasp of the Bath.
Lastly, we should hope that the widows and orphans
of the poor fellows who have fallen may meet with a
fair share of attention with such naval and other charities,
to which, in common^ with others, they may have a
legal claim.

COLONEL WIN.DEIABI AND THE REDAN.
It is known only to a few of the friends of this gal-
lant officer who have survived the Crimean campaign,
that when the celebrated flank movement of the army
was made on I3alaklava. Colonel Windham on that oc-
casion was the bearer of the despatch to the naval com-
mander•in-chief (Admiral Dundas) requesting the co-
operation of the fleet, and that he afterwards proceeded
with the order from Admiral Dundas to Sir Edmund
Lyons, directing him to take the Agamemnon round to
Balaklava, and was on board at the time when the gal-
lant young naval officer made his appearance with a mes-
sage to the same effect, and for which he received his
promotion. Colonel Windham was the man on that oc-
casion, as he was at the Redan, and as he has now won
for himself an imperishable fame, it is but fair the pub-
lic should know this fact, as he may proudly look for-
ward to the day when the deeds of the past may meet
with the deserved rewards which a grateful country
knows so well how to bestow upon those of her sons
who have in the hour of trial stood in "the imminent
and deadly breach."

Constantinople papers of the 20th contain long
letters from the Crimea, with details of the capture
of Sebastopol. Some of these are interesting.
" We thank God," says one of the writers,
"For having allowed us to fail in our attempt against
the Centre Bastion. Had we taken it 20,000 men
would have established themselves there, pending the
capitulation of the town or the retreat of the Russians.
Well, according to every probability, not one of them
would have escaped, and to the inevitable loss suffered
in the battle would have been added the still far
greater grief of beholding our heroic soldiers buried in
the craters of innumerable mines. . . . .

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 been the first. Since
then three orfour have found out something analogous, 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, ho 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
hie plan. In April last came, one morning, a telegraphic
despatch. calling this man to the Tuileries as fast as pos-
sible. He wont, 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 chip loads of meat, whole beasts preserved. We
should then see what your method is worth." " I quite
agree to that, but I have last 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.—Some 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 last-named boat was inflated, launched
and manned by three lusty rowers in five minutes.
Five diving apparatus bad 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 Russians were taken by surprise by our attack.
Some of the officers have told us that they no longer ex-
pected us on that day ; they thought the assault would
be given early in the morning. The enemy's troops had
just dined when ours assailed them. A sad dessert ! I
saw on the morrow in the MalakhofF, bowls, wooden
spoons, and pieces of bread strewn by the side of these
unfortunates, who had not even finished their last meal.
Each loaf was cut into little square pieces the size of dice.
I send you one as a specimen."
Another letter gives the following sketch of the
attack on the Redan

"At the moment that the French swarmed into the
Malakhoff the English planted their firat ladders on the
reverse of the ditch ; but at that same moment a mine
exploded on the right, and the alarm it caused was such
that General Windham's column remained for an instant
as if paralysed. This brave officer jumped alone into the
Redan, and remained there (s'y promena ), sabre in hand,
calling to his troops ; he was followed by his staff, then
by his soldiers, and a furious melee ensued. On the
other line of attack the regiments had passed the coun-
terscarps and the chevaux-de-frise, the ladders were
placed, and Major Welsford, of the 27th, first mounted
to the assault. But he had not raised his head above
the parapet when a Russian officer discharged a gun,
which threw the brave Major headless into the ditch.
A sergeant who followed hard upon the heels of Major
Welsford leaped upon the parapet and put his sword
(bayonet ?) to the breast of the Russian officer, who ex-
claimed in good English, 'lyield myself prisoner.' He was
seized and led away. The 30th and 41st Regiments mount-
ed. to the assault almost at the same moment, in spits
of an infernal fire ; but the struggle was out of all pro-
portion ; five explosions successively took place under
the very feet of the occupants, who were swept away
by volcanoes contrived in the ground ; in the ditch the
other regiments awaited a favourable moment. Then
from top to bottom of the Redan a terrible combat en-
sued, and lasted until the moment when, unable to hold
out any longer, the assailants were obliged to retreat
upon their places d'armes."

pakel:isy
-We extract the following from the latest General
Orders :--
Head-quarters,
shall be charged w.
Head-quarters, Sebastopol, Seoprt.ralt:o.
rations
In consequence of the
iptpgpe\avre igeeatenrtslceaefapd
pbrwyoivtPhe
siiytonhf
masters, when it is found impracticablfieateo,i pmnraoatcyure the.
proper returns, in charging against the soldiers proceed-
ing from Scutari to
thßeal
twhhei lasrtr oa 'nig
eboardment sthhiapt,
etahceh
y rejoicing
cgat o that,b e
rien.
isemthbearrkeigngi-
ship rations from
and d
embarkation at Scutari to the date of
either the corn-
amin casesr
com-
mencement tld oewiumnbhettegfhruteel
,0
tCrti itieieemrdsientaaoti,
termination
sia)wtoigifotenhf
embarkingoo trfh
otnheaciduvaaol i,
Sth Hussars, will assume corn-
de, in succession to Brigadier-
: aictntodeldoonfteotlhsteloh
Hussar
wsnoeslisdi
a,irecri..3Br; ,
Brigadier-
General Parlby, Who ha"
medical certificate. s gone on leave of absence on

the apparatus tried yesterday, was that the diver can o
his own free will come to the surface by removing a
part of the weight which keeps him under water. The
four divers descended at the same time. Ono of them
remained under water 40 minutes consecutively, and the
others a somewhat shorter period of time, picking UP
September 17.
during the immersion several p this ieces of metal which bad The service for which the naval brigade was attached
been thrown down. The apparatus for throwing the to _is army having been completed by the fall of Sebas-
grappling irons were placed at theentranco of the Cbacaps- topol the force has been ordered to rejoin the fleet. The
de-Mars. The first apparatus, that of M. Tremblay, Commander of the Forces heartily thanks the officers,
and which is very similar to that used for throw- petty officers, and seamen for the very efficient services
ing Congreve rockets, impelled the grapple to a they have rendered in the batteries, and on all occasions
distance of 300 yards ; the apparatus of M. Del- when their aid against the enemy was required ; and he
vigne, consisting of a projectile fired from a small mor- has to notice the patience and courage with which, side
tar, carried the grapple about the same distance, but by side with the soldiers of this army, they have endured
with a smaller line. The time taken to throw the grapple,, the dangers and hardships of nearly a year's duty in the
was only 12 seconds. A number of fire-engines were ) trenches. General Simpson cordially acknowledges the
also tried and worked very oatiefaFtorily, obligatios he in under to ReavAdmiai Sir Stephen

6.."—:. , ..
, ---
/1
inshington, K.C.8., who so ably commanded the brif :;.,:i' . '44
gado from its formation until hi, removal by•pr Cilic, i.''-': ~;,!::3:-.:,,C, .l'i '
~ti
to a higher rank ; and to Captain the Hon. Hsr . ,eje-k d',"';;;:::>
R.N., who succeeded him, and retained the 4tobt.maik( \ .1-:''',.\ll.,":`•\;o/
until the conclusion of this ever-memorable siege. .S . -,"' - \
Captain Crealock, 90th Regiment, is appointed to 463 ',,....;'
staff of this army, and will ac* as Deputy-Assistant Ad:fr ' ..1
jutant-General, or Deputy Assistant Quartermaster-Ge-
neral, as his services may be required, until her Majes-
ty's pleasure is known. Ho will be attached to head-
quarters.

- Leave
nt edical
Regimen

The fc

miner,
Cork, al
of the

)f absence is grated at the recommendation of
)oards to Lieut.-Colonel Maxwell, C. 8., 88th

allowing graphic letter, says the Cork EXa-
i from a private of the 88th, a native of
td the son of one of the oldest and bravest

,ninsular officers now living :

"Camp before Sebastopol, Sept. 9, 1855.
"My dearest Father,—Through the mercy of God I
have been one of the few that returned safe after the
dreadful carnage of yesterday. We marched down yes;
terday at' about seven o'clock in the morning • the French
were to storm the Malakhoff and the light 'division the
Redan. ' I think it was about eleven o'clock when the
French attacked in beautiful style. They advanced in
thousands, the tricolour waving before them—almost
without a shot the Russians fled, and the flag of France
floated proudly over the battlements of the Malakhoff.
Our fellows then advanced, the 97th, I think ; and two
others, the 19th and ours, were the supports. We saw
our fellows advance beautifully up to the Redan, and we
almost thought we would have nothing to do, but while
we saw them still struggling we got the order to advance.
We doubled up through the trenches until we got to the
advanced one, right opposite the Redan. We leaped
the parapet there, and we had a clear run of about two
hundred yards from that to where the fellows were climb-
ing up the sides of the Redan. If I were to live for a
thousanid years .1 shall never forget that run with fixed

bayonet
before v
escaped

dug all
one side
mi,tak(
of jumj
enibras'
ladders
When
my owl
the 1119
kept up
to coral

. We were decimated with grape and canister
to were half way across. I don't know how I
Then when we got up there was a deep ditch

falling
they w,
carnagl
up the J
about

iound the Redan. We crept down the ladders at
and up at the others, and here's where the grand
I was made. The first regiment that got up, instead
king over the gabions and running in through the
Ares, stopped outside, so that when we got up the
iwe were all mixed together, no one to lead us.
l looked round there were only two or three of
corps near me. When the Russians fled from
lakhoff they ran into the Redan, and there they
a most frightful fire upon us. I never expected
e down off the parapet alive. The men were

.ound me like the leaves in autumn ; and though
)nld'nt advance, they wouldn't retire, so that the
was dreadful. One officer of the Rifles rushed
mrapet in through an embrasure. There were
ix of us followed him. We bad scarcely ad-

va,nce(
shot.

parapet
I cs►nnl
box ofl
brasuri

nto the mouth of it when the Rifle officer was
Ie tried to get back, but he fell dead down the

; three more of them were knocked down also.
pt say whether they were killed or rot. I got a
la stone myself, and fell down stunned in the em-
I was pulled out by two of our own greua-
.

I came to shortly, got a rifle that was lying be-
ae, and commenced to fire away. I think by this
ie had bean nearly two or three hours exposed in
readful manner, when the Russians came in thou-
,;and rolled immense stones upon us through the
xisures. A battery in rear opened on us ; they
hand grenades at us, and the slaughter was ter-
A panic seized the men ; the word was given to
,i
, and many, very many, were killed by jumping
into the ditch on the top of their own bayonets.
f look like boasting, but I run sure you will give
7clit for not telling you a lie in a case like this.
the rush became general, one officer of the 7711
5 stood almost alone on the ground which we
ild so lone and paid for so dearly. He was
3 out, ' Shame, shame !' and I had my forage
laving on the top of my bayonet, but we might
fll have tried to stop the falls of Niagara.
Limed round and asked me my name. I told
!He said he would recommend me to my colonel.
fellow, he had scarcely spoken when a shower of
pullets fled past us, and he fell down into the ditch.
sear me time to hook it,' cried I to myself, and
gain I crossed that field unhurt, though men were
all round in sections. The Highlanders were sent
eve us during the night. The Russians evacuated
;elan, and there were continual explosions during
!gilt, but we are now in full possession of the south
hf Sebastopol. Whether they will show as good a
n the north side I cannot say. No matter what
apers say, the men did their duty. They cannot do
isibilities, sending hundreds instead of thousands to
k a place like the Redan. I can fancy the state you
all he • in. awl how eagerly you looked over the
long list of killed and wounded. I hope my name
t get down in a mistake. It was melancholy to see
egiment on parade this morning—nearly all killed
iunded. Give my love to mamma and all friends.

Under the heading of " First impressions on
reading the intelligence of the abandonment of the
south side of Sebastopol," the 1\ oraterit Bee con-
tains an interesting article, which, though not wear-
ing an official character, deserves attention. The
author first gives a resum;cs, of the progress of the
siege, and then goes on to develope the causes which
led to the fall of the place. The following is the
concluding passage :
Cronstadt has been demonstrated to be impregnable,
Sweaborg withstood successfully a long and severe bom-
bardment, and Sebastopol held out a whole year.
Neither of the two countries can say—" I have con-
quered Russia and taken her fortress," for with their
united forces combined they were but just able to take
it. Besides, the enemy bad many advantages on their
side ; for whilst Russia was attacked at her most dis-
tant frontier, and every pound of bread, every bullet,
each piece of meat and drop of brandy had to be sent by
land hundreds, and in many instances thousands, of miles,
through uninhabited steppes and difficult mountain
gorges, the enemy were enabled to land any given quan-
tity of stores on any particular point by means of their nu-
merous fleets. In the enemy's camp the intelligence of
all Europe was concentrated, whilst in Russia it has
existed scarcely fifty years. Notwithstanding all these
disadvantages 'Russia bravely withstood the attack, and
her heroes have covered themselves with glory. We have
abandoned only a heap of ruins, for Sebastopal no longer
exists. The whole affair is reduced to this, that the
enemy have gained possession of about 50 square wersts
of land where some naval establishments and part of our
fleet were stationed. But with the south side of Sebasto-
pol the enemy have not conquered Russia. This country
has withstood more dangerous shocks, and seen more
dangerous times. We have seen Russia overrun by
French, Mongolians, Swedes, and hordes of other na-
tionalities, and yet we have succeeded in repelling every
invader. The fall of Sebastopol is certainly a national
calamity ; but it is sent by God as a judgment, to punish
us for forgetting the Divine precepts in our endeavours
to attempt the introduction of what the enemy call civi-
lisation. _ _

From the above it is evident how deeply the loss
of Sebastopol must be felt in Russia ; notwithstand-
ing the attempt to represent it as a circumstance of
no importance, and which can have no possible in-
fluence on the progress of the war.