The Sun.
London, England, 1862-09-26 00:00:00

THE SUN, LONDON, FRIDAY EVENING; SEPTEMBER 2G, 1902.

plumped against the 1-inch iron sides of these ill
built craft, but did no manner of damage. The Ad-
miralty, quite content with having so far ascer-
tained the value of iron, took no further notice of
the matter, and would have taken none to this day
had not Napoleon proceeded to utilize the discovery
by constructing an iron navy. Since then we have
made a small iron squadron, two of which, the
Warrior and Black Prince, are really magnificent
frigates; the others are mere compromises, built as
rams, but left without speed; intended for frigates,
but almost as unmanageable in a sea-way as the old
helpless batteries, very properly called "floating,"
for they could neither steam, steer, nor sail. Well,
the Warrior build, with its 43 inches of iron and
18 inches of teak backing, has been tried and re-
mained for a long time, not only practically but li-
terally invulnerable against all the salvoes of our
heaviest ordnance, and it was not till a special an-
tagonist, the 150 .pounder smooth•bore muzzle-
loader of Sir William Armstrong, was brought
against it that it at last succumbed. But the vic-
tory was not left entirely with the artillery on this
occasion, for the gun itself was destroyed by the
heavy charges of powder used to enable it to destroy
the target. Since then the Horsfall 300-pounder
smooth-bore has sent its shot as easily through a
similar target as if it was so much canvass. The
Whitworth 12. pounder has sent shells through iron
which until now no sh ells have ever affected, and the
70-pounder shells through 4in. of iron and 4in. of
oak ; and, to clown all, yesterday it sent shells even
through the Warrior target itself, This result is
most important, and, properly viewed, should be
most gratifying to the country, to whose naval su-
periority nothing could be more disastrous if
it were true that vessels could be so plated as to be
utterly invulnerable to shot and shell of every kind.
Fortunately for ourselves, we seem now to be on the
right track and in a fair way of getting guns which
will penetrate any thickness of armour that can be
got to float. Thus, for the last three months or
more the experiments at Shoeburyness have vir-
tually changed their whole character. They have
ceased to be experiments on the resistance of iron
plates, and have really, though not nominally, be-
come efforts to discover what gun or what combi-
nations of the best points of the best guns will
pierce them.
But the new frigates of the Minotaur class build-
ing at London and Birkenhead are not to be par-
tially coated like the Warrior, but completely cased
from stein to stern with armour of 51 inches thick
instead of 41. It is yet to be seen how they will
bear this enormous mass of metal, and the result of,
the experiment in a sea-way is looked forward to
with no little anxiety and even apprehension. The
Warrior, it is said, is in a sea-way a rolling ship in
the fullest and most' unmanageable sense of the
term, and against a head wind plunges heavily. It
is, therefore, only reasonable to conclude that the
new ships, which carry heavier armour and more of
it, are, to say the least, not likely to be more handy
under similar conditions. The limit, therefore, to
which we can safely go with the thickness of ar-
mour for sea-going frigates has been reached, yet
the Whitworth gun is not unlikely to turn out
an overmatch for all.

As a general principle these ships, however, are
invulnerable against the guns of other navies. The
rifled canon rage of the French has no more effect
upon them than our own Armstrong, while the
cumbersome American Dahlgren gun only throws
spherical shell, which are useless against iron sides.
But we know from yesterday's experience that a gun
can be made to pierce any iron ship, and the question
now is, which is the best for this purpose? The Arm-
strong is out of the question. The enormous range,
great accuracy, and terribly destructive effects of its
shell must, till a better gun in these respects is in-
vented, always make this weapon one of the main
defences of our fleets and forts, and above all our
best gun for land service. But against iron ships it
is simply useless. Its low velocity is against it ;
the conical form of the shot hitherto used, which
always shatters when it strikes the target, is still
more against it. What is wanted is a wrought-iron
gun—a muzzle-loader of course—capable of thr, wing
a shot to smash any armour plates, or else such a
flat-headed shell as Mr. Whitworth uses, which can
penetrate the plate and burst inside it. For the
first purpose a wrought-iron muzzle-loading gun
could, we think, easily be made capable of throwing
100 lb. shot, yet weighing 25cwt. less than the pre-
sent naval 68-pounder. Such a gun would be both
lighter and stronger than any east ordnance, an d
from their calibre and the heavy charges that

might be safely used with them, would at short
ranges be tolerably destructive to any iron frigate.
For the second purpose only Whitworth's flat-
fronted shells appear as yet to have any chance.

THE WRECK STATIS7ICS AND CHART
FOR 1861.

Shakespeare compares England to a fortress, and
the Channel to a moat, but if he saw the leviathan
steamers now coming up that Channel, he would be
the first to acknowledge that the comparison did
not hold good in the present day. We do not now
look upon the sea as itself giving us a defence ; it
is only our chief medium of defence. But it is
now, as in the days of Drake, our great commercial
highway and source of our strength, girding us, if
it does not guard us, and bearing into our havens
all the products of the known globe. All who
leave us or approach us must do so by this great
highway, which carries on its bosom in the course
of one year alone, to and from our own ports no
less than 267,770 ships, including repeated voyages,
and which ships have probably been manned by
1,600,000 souls.

Such is the field of operations over which these dry
statistics of the Board bf Trade carry us. As usual,
they have been most ably drawn up and collated in
every possible form. Yet on nearly every page of
this register these startling facts, in admonitory
terms, face us, that 1,494 shipwrecks occurred on
British shores last year, from which 884 people are
known to have perished.
The number of wrecks last year has unfortunately
exceeded the number during any of the preceding
nine years, and it is 260 in excess of the annual
average of the last six years.

It is a lamentable fact that shipwrecks on our
coasts have been of late years on the increase. Thus
during the last seven years we find the following
account :—ln 1855,1,141 ; 1856, 1,153 ; 1857, 1,143;
1858, 1,170 ; 1859, 1,416 ; 1860, 1,379 ; 1861, 1,494.
The wreck chart, which accompanica the register,
clearly shows the spot where each casualty occurred,
and the number of lives lost by it.
We are told that this great increase of disasters
in 1861 was owing to the fearful gales of January,
February, and November of that year, when 842
wrecks took place, principally among our rotten
collier class of vessels. Gales, even of a moderate
character, are always destructive to these ships ; or,
in other wiids, they are doomed to certain destruc-
tion under circumstances in which a ship if sea-
worthy, and properly manned and found, ought to
be able to keep the sea. The best harbours of re-
fuge in the world would not, therefore, prevent a
tithe of these disasters, which unfortunately too
often occur where neither the lifeboat nor the rocket
apparatus is available to succour their unfortunate
crews.

We regret to find that the number of collisions is
also on the increase. No calamity is more fearful
than that of a collision at sea during a dark stormy
night. Its destructive effects are instantaneous,
and frequently a large number of persons go down
with either ship. The collisions in British waters
were in 1859, 349 ; in 1860, 298 ; and in 1861, 323.
But what is very remarkable in regard to these
fearful collisions is the fact that, during the past
six years,e at
7wseockoollri,sio3n7sB hfarvoemtabkaedn. ploloakce
oiunt,cl2e64ar
and fine
from neglect of rule of road at sea, and 61 from ac-
tual want of seamanship. The gross total of colli-
sions during the past six years having been 1864.
A natural sequence of the increase of vessels
wrecked is the increase of precious lives lost. The
number of persons who thus Jost their lives in 1861
was, as previously stated, 884, while in 1860 it was
only 536.
This, let it be remembered, is not a casual loss ;
it is a continual if not an ever-increasing one. The
drain on our sailors and fishermen goes on year after
Lyear, notwithstanding all the benevolent and stre-

mous efforts made at the present day to stay the
ravage. The sea is dreadfully exacting in its de-
mands, and season after season, when the equinoc-
tial gales blow, when the winter sets in, or when
the summer, as our last one did, yields to the tem-
porary but powerful influence of storms, our shores
are converted into altars on which the ocean offers
its victims. It is unlikely that we shall ever effec-
tually obtain the mastery over the waves ; but, even
at this moment, we are able to contend successfully
with them in their blind efforts to swallow up life
against our endeavours to save. If, for instance, dur-
ing 1861, 884 people lost their lives on our coasts by
shipwreck, yet no less than 4,624 were directly
saved from such a fate. The whole number makes
up a considerable fleet of seamen—men for whom,
perhaps, in moments of national emergency we
would give any money ; and many of these were
preserved under the most perilous circumstances by
the craft of the National Lifeboat Institution.
The total number of casualties in two years is
2,873, out of which 1,660, or about 7-12ths of the
whole, happened to ships of the collier class—a fear-
ful disproportion, and calling loudly for a thorough
and searching investigation.
The following table distinguishes clearly the de-
scription and tonnage of the ships lost during the
pest year :

_
Vessels.
Vessels under 50 tons .. .. .. 228

51 and under 100 „ .. .. .. 434

101 „ „ 300 „ 639
301 „ „ 600 „ 135
601 „ „ 900 „ 31
901 „ „ 1200 „ 18
1200 „ upwards • • .. . . 5
Unknown . . . • . • . • • 4

Total ..

.. 1494

Let us briefly analyse the causes of this great
destruction of property. -W e find ten wrecks took
place in a perfectly still sea, 14 in light airs,
M in light breezes, 43 in gentlebreezes, 103 in mode-
rate breezes, 171 in fresh breezes, 149 in strong
breezes, 66 in moderate gales, 124 in fresh gales,
230 in strong gales, 311 in whole gales, 102 in
storms, 52 in hurricanes, and 68 in unknown and
variable weather. Total wrecks, 1,494. Of these
619 took place amongst the ships in the home and
coasting trade, commanded by men not required by
law to have certificates of competency. Two hun-
dred and sixty-six wrecks only occurred amongst
vessels in the home trade, commanded by masters
holding certificates of service; so that the rivalry
between ignorance and knowledge is an unequal
one, as it ever has been, and ever will be.
The estimated loss on these 1,494 wrecks is up-
wards of one million sterling. But who can esti-
mate the loss of the valuable lives who also thus
perished with the ships. Many a widow in our
seaport towns and fishing villages will tell us how
severely they have felt their bereavement.
• The accompanying roll of the loss of life on Bri-
tish shores during the past 12 years will be perused
with melancholy interest. The districts are thus
classified:—

Lives lost.
Farn Islands to Flamborough Head 670
Flamborough to the North Foreland
North Foreland to St. Catherine's Point -
St. Catherine's Point to Star Point
Star Point to the Land's End 460
Land's End to Hartland Point, including Scilly 353
Hartland Point to St. David's Head 473
St. David's Head and Carnsore Point to Lam-

bey Island and Skerries, Anglesey 969
Skerries and Lambay to Fair Head and Mull of
Cantyre
Cape Wrath to Buchan Ness 257
Buchan Ness to Farn Islands
All other parts of the coast

Total lives lost 7645
It is thus seen that the most serious wrecks, as
was urged in parliament last session, do not happen
on the north-east coast of England, but in those
seas and channels mostly frequented by large
foreign going ships. This is a matter deserving
earnest public attention. Some hundred thousands
of pounds, judiciously laid out in improving our
great natural harbours of refuge, would, we think,
be attended with the greatest possible benefit.
Again, this fearful list tells us in legible terms
that man cannot avert the storm, nor prevent the
occurrence of wreck and violent death at sea. The
proudest vessels that he builds of wood and iron are
but larger straws before the winds of heaven. A
breath can dash them on the shores, and they perish
in their pride, and our vanity is humbled. We may
never hope to rise superior to every storm or cause
of wreck. It is our duty, however, to strive for
safety, to continue to wrestle hard with danger, to
confine disaster and death within the narrowest
limits which human efforts can impose upon them.

How happily, then, the efforts of the National
Lifeboat Institution, the Board of Trade, and
kindred bodies on the coast have been blessed dur-
ing the past six years. During that period alone
16,119 persons have been saved from shipwrecks by
means of the life boats, the life-preserving appara-
tus, shore boats, and other appliances, as the
annexed list shows:—

Lives Saved.
1856
1857
1858., .. 1,555
1859..
1860
1861 4,624

16,119

He must be less than man who can read unmoved
and without a glow of admiration the account of
such services, and of those given in that institution's
report. Take the rescue of the crew of the brig
Sisters, of Whitby, on the 26th of February last.
It will serve as a suitable illustration of the dangers
that have to be encountered by the skill, courage,
and endurance that are needed of the brave fellows
who man the society's life-saving fleet.
The Sisters was laden with coals, and had been
driven on shore on the South Barber Sand, off
Caistor. Her signals of distress having been seen
from the beach, the Caistor boatmen proceeded to
launch the lifeboat there through a tremendous
surf, the wind blowing a heavy gale from the east
at the time, and the night being intensely dark.
Under these difficult circumbtances, although more
than 100 persons were engaged in helping to launch
the boat, an hour elapsed before she could be got
off the beach and warped to the hauling off anchor
laid down outside the surf. Sail being then made
on her, she worked to windward to the scene of the
wreck, where the anchor being let go, she was veered
down, but owing to the darkness and the fearful sea
breaking over the vessel, it then took an hour to get
the crew of nine men into the boat, and that at
very great risk, as the lifeboat was often lifted by
the sea high above the vessel's sides, and several
times dashed violently against her and on the
sand, thereby incurring considerable damage, also
losing 100 fathoms of her rope gear, which had to
be cut away on hauling off from the wreck. It I
was indeed life for life, but humanity prevailed
in the courageous encounter, and the wrecked
crew were ultimately got safely in, and landed
through a heavy surf. Forty-five pounds were
paid by the institution for this service—viz., £4O
to the 20 men forming the lifeboat's crew, and £5
to the parties assisting to launch the lifeboat.
Englishmen in every part of the world may
surely pause with pride over such chronicles of life-
boat services on our coast, as also over the reports
of the cheerful liberality with which the National
Lifeboat Institution is supported to enable it to con-
tinue and extend with unabated vigour its merciful
operations.

We may recapitulate some of these beneficent
gifts, End allude briefly to the society's operations.
Lord Chief Justice Erle, and the corporation of
London, and trio members of the Royal Thames and
Victoria Yacht Clubs contributed liberally for the
safety of the seamen. A citizen of Newcastle-on-
Tyne,to whom a legacy of £l9 had been left, passed
it over, not to his own banker, but to that of the
" N. L.," residing in Manchester, sent
£250 to defray the cost of the Kirkcudbright life-
boat and a stranger, who would not give his name,
left Et the institution a banknote for £2OO. Mrs.
E. Elope, carrying out the dying wishes
of ler husband, the Reverend F. W. Hope,
gave £340 to buy a new lifeboat for Ap-
pledcre, Devon. The ladies of Newbiggin realised
for the funds:X3l6 16s. by a bazaar; Mrs. Hartley
and Miss Bertie Cator, promoting lifeboat funds,
were enabled to rain 600
guineas; Mimi Burdett

Coutts, in her exhaustless beneficence, gave the cost
of the Plymouth and Silloth lifeboats.; Mr. G. J.
Fenwick, of Seaton Burn, contributed £250 to pro-
vide the Tynemouth lifeboat; Miss Brightwell,
honouring her father, pays the cost of the Blakeney
boat, and calls it after his name; and certain
travellers in the smoking saloon of the North Kent
Railway, bethinking them of the claims of the
National Lifeboat Institution, extemporised
subscription ,to increase its resources. Even
from Abo, in Finland, £5O is sent to the institution
in admiration of its services to the shipwrecked
crews of all nations.

We have a list before us of the names of upwards'
of 100 wrecks, from which, within the space of two
years and a half, 726 lives were saved by the life
boats of the society. It is on this list, this trophy
of success, that the committee of this institution
found their latest appeal. During that period its
establishments on the coasts of the United King-
dom have cost £27,260. They have voted £2,458
es rewards to the crews of their life boats, and £572
to those who, by shore boats and other means, saved
562 shipwrecked persons, in addition to the above
726 ; making a total of 1,288 persons saved from a
watery grave during the last two years and a half.
Since its formation the institution has been instru-
mental, by its life boats and other means, in saving
12,680 lives; and having now 123 life boats under
its management it requires a large annual income
to meet the demands upon its priceless services.

RUMOURED MINISTERIAL MODIFICA-
, 7IONS IN PRUSSIA.

With the official confirmation of those rumours
of ministerial modifications which, for the last two
or three days, have been rife in Berlin all hope of a
cordial reconciliation between King William and his
people must be abandoned, The retirement of Herr
Von der Heydt is indeed calculated at the first as-
pect to produce quite a contrary impression. He has
been the head and soul of the Ministry which has
attempted to enforce the army re-organisation
against the will of the nation. But it is evident
from the fact that he retires alone, and leaves in
office the Minister of War, that there is no inten-
tion on the part of the King to abandon his darling
project_ It is certain, too, that Von der Heydt
would not have had the slightest scruple in throw-
ing the whole scheme overboard, if he could only
have obtained the authorisation to do so. He has
never identified himself with the scheme; on the
contrary, he has allowed it to be pretty clearly seen
that he bears it no good will, and his bitterest op-
' ponents do not doubt that he would have been glad
to meet the Chamber after the late vote and an-
nounce that the Government bowed to its decision.
He has not retired from any scruples of this kind;
and the fact that Von Roon, the Minister most iden-
tified with the reorganisation, remains in office,
proves that he has not been got rid of by the King
from a desire to have at the head of his Ministry a
statesman who commanded the esteem of the coun-
try, and whose announcement of a desire on the
part of the Government to comply with the wishes
of the nation would have been received with en-
thusiasm, On the contrary, there is good reason to
believe that Von der Heydt, who is an exceed-
ingly astute man, has retired because be was un-
willing to go on with the re-organisation against
the will of the nation. It is said that he has de-
clared that he will not, as Finance Minister, vio-
late the law, and apply to the purposes of the army
re-organisation the money which the Lower House
has refused to vote. In this case it may be said
of him that nothing has better become his official
career than the manner of its close, and he will wipe
away by his retirement sonic at least of the odium
which he has accumulated during his Vicar-of-Bray
official career. We do not attach too much import-
ance to these rumours, to which, however, the
strange conduct of the Ministry, in at first declar-
ing its readiness to meet the wishes of the house,
and then retracting its promise, lends considerable
corroboration ; and we content ourselves with point-
ing out that, whether they are true or not, the fall
of Von der Heydt, under the circumstances, is no
triumph to the constitutional cause in Prussia.
The retirement of Count Bernatorif, and his re-
placement by Count Von Bismark-Schonhausen, is,
on the other hand, a positive and most serious loss
to the cause of liberty in Prussia. Count Bern-
storff was the most popular member of the Ministry.
His foreign policy was in harmony with public
opinion, and his great ability and experience
enabled him to pursue it with success. No one
identified him with the unpopular and reactionary
purposes ascribed to the Ministry, and the vigour
with which he has conducted his own particular
business has given that Ministry all the little credit
it possessed. Long ambassador in England, he was
known to be strongly in favour of the friendly re-
lations with England which the Prussian nation
desires to see established, whilst at the same time
he was no partisan of exclusive friendships, and no
hatcher of Holy or other alliances. But it is not
so much in his retirement as in the appointment
of his successor that the mischief dwells. Count
Von Bismark-Schonhausen is an able man, who,
like Count Bernstorff, has filled for many
years important diplomatic posts. But, unlike
Count Bernstorff, he is afflicted with a violent
Anglophobia, and is a vehement partisan of a close
alliance with France and Russia. His external
policy gives the key to his internal political views ;
and as he is not only Minister for Foreign Affairs,
but chief of the Cabinet, we may assume that the
attempt is to be made to divert the attention of
the Prussian people from its internal affairs by
foreign disputes, and to secure the maintenance of
the army in its present illegal position by the deve-
lopment of all the standing quarrels of the country
into such a condition as to afford an excuse for
asserting war to be always imminent. Count Von
Bismark-Shonhausen pretends that it is the interest
of Prussia to ally herself with France and Russia in
order to humiliate Austria, and profit by her weak-
ness, and probably he believes that the time is pro-
pitious` for the attempt, and that such is the jealousy
of Austria in Prussia that such a policy would now
prove successful. _ _ _

If we assume that his anticipations are justified,
we can only say so much the worse for Prussia. If
to gratify an ()Id jealousy and to gain some petty
advantage her people are content to sacrifice not
only what the defective constitution they now pos-
sess has given them, but to abandon all hope of that
sober and sure constitutional progress upon the
track of which they now seem to have got, to link
themselves with two despotic powers, .each anxious
to despoil them, and estrange themselves from the
Liberal opinion of Germany and England, and in-
deed of Europe, then Prussia finally abandons that
claim to a preponderance in Germany, and a posi-
tion in Europe, which the intelligence and energy
of ber people have justified her in asserting. But,
happily, there is no chance, of the Prussian people
being caught in this trap. They feel that the ques-
tion of their own freedom is the momentous one,
and that to it all others must be subordinated, and
they certainly will not neglect that question for an
alliance with France and Russia. They distrust,
they dislike both, and if they do not like England
much they feel that an alliance with her is their
true policy. The Prussian Liberals feel that Eng-
land may help them, and, for all the absurdities
which English leading journals, as much when
friends as foes, often talk about them, will at last
understand them. The appointment of Count Von
Bismark-Schenhausen to the Premiership will be re-
ceived as an evil augury in Prussia. It will be regarded
as an indication that the King persists in the policy
which is fast rendering him danerously unpopular,
and means to plunge the country into all sorts of
difficulties with its neighbours in order, under cover
of the necessities which will then arise, to carry out
that policy. It will be regarded as an attempt to
carry Prussia back to that despotic camp where for
so many years she played so poor and humiliating
a part. And being so regarded, it will meet with
the most strenuous opposition. The present Hcuse
of Deputies, or the new one—for a dissolution will
have no other effect than to displace the more mo-
derate men in favour of advanced politicians—will
strenuously insist on its constitutional rights and
vehemently oppose any attempt of the Government
to pursue an anti-Prussian and illiberal policy. The
new Minister will find that he has inherited all Von
der lloydt'e unpopularith And 1 to deal with a

more exacting and a more determined Parliament.
The obstinacy of the King, and the selfish
promptings of his private advisers, ministers with-
out the name, will shear the Prussian Crown of
many privileges and powers which the people
would be content enough to leave it. What they
ask now is little enough, and its frank concession
would win the Sovereign to ther cordial loyalty. A
few months of Count Von Bismark-Sohonhausen's
rule and their demands will be greater, whilst the
concessions which will then be inevitable will be
coldly received.—Morning Post.