The Sun.
London, England, 1854-03-16 00:00:00

THE SUN, LONDON, THURSDAY EVENING-, MARCH 16, 1854.

SHARE MARKETS.

NAVIGATION OF THE -NORTH SEAS.

(THIS DAY.)

The following particulars relative to the Baltic navi-
gation will not be uninteresting at a time when our
men-of-war are proceeding to the spot :
The Kattegat may be considered as consisting of
two different channels, one to the eastward and one to
tha westward of the range of island and sandbanks
which divide the Kattegat longitudinally from north to
south, and are named accordingly the East and the
West Channels. Each of these channels has a sufficient
depth of water for ships of any burden, but until of late
the western channel has only been used by ships bound
to the Belts or to the harbours in Jutland, the great ma-
jority of vessels always passing through the eastern
channel. Although the navigation of the eastern chan-
nel has of late been rendered much more safe, owing to
the light-vessels at Trindelen and Knoben (the eastern
end of the Anholt reef), by which these two dangers
are changed into directing points, still it would be ad-
visable under certain circumstances to take the western
channel. The current in this channel usually runs with
greater strength than in the eastern channel, and as it
sets to the northward for three-quarters of the year, it
is obviously the most advantageous one for ships bound
to the northward.

BRITISH RAILWAYS.

Being caught on a lee shore on this part of the Swedish
coast no refuge is to be found, in case of its being impos-
sible to weather the land, than the fiord of Konsbacka,
behind Nidingen or Hallands Waders, the channel hav-
ing too great a depth of water to bring up. With west-
erly gales ships ought rather to take the Skagen pretty
close, and then beat up in smooth water, until they can
fetch the Hirtsholm light, where a pilot may be had for
the La3SO or western channel, and from whence, hugging
the windward shore if required, a fair course may be
shaped for the Sound. This track has the further ad-
vantage that with a westerly wind there is compara-
tively smooth water all along the coast of Jutland ; so
that vessels provided with good anchors and chains may
safely ride out a gale there, the holding ground every-
where consisting of sand with clay underneath, and in a
moderate depth of from five to nine fathoms water. In-
deed, the whole western side of the Kattegat may be
considered as a capacious roadstead, in which, from the
shoal water and extensive flats in the bay of Aalborg,
no high sea can arise, even with easterly winds, although
short rippling waves may occur when the current sets
strongly to the northward. In the long channel between
LmsO and Jutland, fromlthe North Milner to Sild
the island and surrounding banks afford shelter from
easterly winds, and it is only northerly and southerly
winds that can produce any sea in this channel.
Anchorage for the fleet may be found in the neigh-
bourhood of Vinga, a rock near the entrance to Gothe-
borg and at Rik; Fiord.
Vinga Sound, between Buskar and Biitto, has good
holding-ground, in 15 or 16 fathoms water ; as a stop-
ping place, this roadstead is very commodious, partly for
vessels outward bound„ with N.W. or W. winds, and
partly for those going to Gotheborg and meeting con-
trary winds in the narrows between the rocks. A heavy
sea, however, sets in there with a S.W. gale. But in
the fiord of RifO, four miles to the eastward of Buskar,
in the inlet to Gotheborg, ships may ride sheltered in
all winds, and this roadstead is spacious enough for
the largest fleet, in 8 fathoms water, and in good hold-
ing-ground.
The depth decreases farther in, towards the fortress
of Elfsborg, to 4 fathoms, but ships of any size will
find sufficient water, until abreast of the newly-esta-
blishel navy-yard. two miles from Gotheborg, where
they may run aground in the mud, if they are to
unload. Further up there is a bank named Spanbanken
lying across the inlet, and carrying only 14 feet water,
and with this draught ships may proceed to the old
navy-yard. Vessels drawing less than 14 feet may
go up alongside the quays of Gotheborg; and those
drawing less than 8 feet may proceed into the canals cut
through the town, as also farther up the Gotha Elf. If
not
.too large to be admitted into the locks, they may
even proceed, past Trollettan, through the lakes and
canals of Sweden, and so into the Baltic. These locks
are spacious enough to admit vessels 120 feet long, 24
feet wide, 10 feet deep, and the least depth of water in
the river and canals is 9 feet.

The city of Gotheborg, owing to this communication
with the interior, is a considerable mercantile place,
where ships may find every kind of assistance.
In the S.W. corner of Kiel Bay, the fiord of that
name stretching to the westward forms a harbour nearly
without a parallel. In coming from the northward, the
most conspicuous object will be the high land of Nienhof,
but when coming from the eastward, the yet higher land
at Hohwacht, and in either case, on a nearer approach,
the wood, the point, and the lighthouse of,Bulk will ap-
pear as the fiord opens.
The flat of the Stoller Ground may be crossed on its
eastern side by the lead, as well as the Colberger Flat,
which gradually shoals until abreast of the village of
Stein, where it is too steep to be safely approached by
soundings. Between these two banks there is a wide
open passage with a depth of 9 to 10 fathoms, and sleek
bottom.

The Fixed light of Bulk stands on a tower of 33
feet in height, and 55 feet above the sea, and
serves to lead into the mouth of the fiord at night.
To the eastward of the light, the shallow is gra-
dual, and therefore it ought to be a general rule,
in making this fiord at night, to keep on the
western, or the Bulk side, for the bank between Stein
and Labo is steep-to, with a white sandy bottom. In
daylight you may stand in by keeping Biel church
steeple in one with the eastern edge of Dusternbrook
Wood, which is some distance to the N.E. of the town
of Kiel ; and by keeping the steeple in one with the
tower in Friedrichsort you will pass along the edge of
the western shallow in 31 fathoms. Ships of the line
ought not to bring the steeple inside of the south angle
of the ramparts of Friedrichsort before Nienhof is run
behind the low point of Bulk, when you may stand
nearer the western shore.

The peculiarities of the navigation in the neighbour-
hood of Kronstat are as follows :

The channel to Kronstat, leads at two miles south of
Tolboukin Lighthouse E,S.E. to Kron Castle, leaving
on the port hand a red flag. marking a shoal in 13 or 14
feet water, 1 mile S. by E. from the lighthouse ; and
on the starboard a light vessel, from which are shown
three lights, placed triangularly, viz., one at the mast-
head, and one at each yard arm, and lies at the northern
extremity of the London Shoals, 2 miles S.S.W., from
the Tolboukin Light, and 24 miles from the south
coast, i. e., the mainland. There are flags on either
side of the channel all the way up to the anchorage in
Kronstat, Great Road ; and in mid-channel the depth is
6to 5 fathoms. At the Risbank Battery, abreast of,
and to the southward of the anchorage in the Great Road
three lights placed horizontally are suspended from a
yard 47 feet above the sea, and which are visible at
the distance of 6 miles. The island of Kronstat must
not be approached within a mile, or into a less depth
than 4 fathoms, until past the red flag, 6 or 7 cables'
length west of Peter I. Fort. After that there is a clear
channel all the way up to the Little Road. At the
N.W. corner of Kron Castle there are flags on a small
reef, to which, in passing, you must give rather a wide
berth, leaving it to the starboard. The channel has a
depth of 22 to 27 feet all the way up the Man-of- war
Harbour. __ _ _ _

There is a lighthouse, 28 feet in height, on the S.E.
angle of Man-of-war Harbour, from which, at an eleva-
tion of 38 feet above the sea, a fixed light is exhibited,
visible at the distance of 6 miles. A bell is sounded
during foggy weather.
The following lights are also places between the
entrance of the .Kronstat Channel and St. Petersburg.
1. At Oranienbaum, on the western pier, a fixed light,
placed on a staff 45 feet above the sea, visible 6 miles,
and serves as a mark into the canal.

2. At Peterhof, on the extremity of the pier, two fixed
lights on two pillars, 34 feet above the sea, visible ti
miles, which shows the roadstead and leads into the
entrance of the Galley Canal.

3. From the Yelaiuin Light Vessel, at the entrance
of the North Channel to St. Petersburgh, 175 fathoms
outside its mouth, a lantern is shown from the gaff and
16 feet above the sea, visible 5 miles.
4. From the Neve Light Vessel, at the entrance of
the Ship Channel to St. Petersburgh, 150 fathoms from
its mouth, a lantern is carried at the masthead, 57 feet
above the sea, visible 6 miles.

labours in sending to sea, in so short a space of time, the
most perfect fleet of ships that ever sailed from our ports.
In regard to the efficiency of the crews I had not an op-
portunity of judging. In getting under way they displayed
great activity, and I was certainly surprised at the rapi-
dity with which the topsails and courses were unfurled
and spread. That they sailed in the best of spirits and
were most enthusiastic in the cause there could hardly be
a doubt. I saw nothing to make me feel that the courage
of John Bull was not as great as it had ever been, or that
the British Lion had in any way degenerated, as some
people would have us to suppose. I did not like, how-
ever, to hear that in every ship there were men ranked as
able seamen on different scales of pay ; that the Coast-
guardmen received somewhat more than 41. per month ;
that the dockyard men and riggers had 31. 102. or 31.155. ;
and that the finest seamen from the Lisbon squadron
had only 2/. 9s. per month. If such be the case, it
must lead to dissatisfaction. Men rated alike should be
paid alike. Jack, at 2/. 9s. per month, and an able sea-
man in every sense of the word, will not rest content
when he comes to know that his messmate, perhaps not
so good a man, has nearly double wages, simply because
lie happened to be a guardman on shore or a rigger in
the yard. It is our duty to see that there is no cause
for discontent on board ; for, with a dissatisfied crew,
our finest ships may become an easy prey to the enemy.
I was also informed that there were very few officers
on board who understood anything about the navigation
of the Baltic. If it is so, let us despatch at once in a
steamer after the fleet, for distribution among the ships,
some 20 or 30 north country skippers. Abundance of
volunteers can be found, who have traded all their lives
in these seas ; who know every inch of the ground, and
every bay and headland along the coast. The Admiralty
may rate them as they please, either as pilots or as as-
sistant-masters, and the expense is not worthy of a mo-
ment's thought when the intricacy and shallowness of
the navigation is considered, and the size and value of
our fleet, with the objects it has in view.
Though our fleet is exceedingly powerful, yet in num-
ber it is very far short of the Russian squadrons which
await its arrival. It is said that Sir Charles told some
one on the night of the Reform dinner that in 3 weeks
from that date he " would either be in St. Petersburg or
in Heaven." I cannot vouch for the truth of that say-
ing, and I do not for one moment question the courage
of its alleged author, or, if he said it, that he was sin-
cere. Nor do I doubt his qualifications for the very
important office he now holds ; but, as I fear he may be
too brave, I do trust he will not make the attempt till
he is joined by the French and the second division of
the English fleets ; for I should like when he goes to a
happier land, to hear that he has taken with him his
Imperial Majesty Nicholas, Emperor of All the Russias.
The civilsed world would be well quit of him, and it
would tend to alleviate our sorrow at the exit of our
brave Charley.

I also hope that his zeal and great bravery may not
prompt him to carry his magnificent screw ships into
close quarters with the sailing ships of Russia—for then
the quantity of metal and numbers would decide the
struggle—but that, on the contrary, he will be always
sufficiently cool to remember that a screw ship, by
manoeuvring, may destroy four sailing vessels of equal
size, whereas, if boarded by two, she would have little
chance. I likewise trust that he will confine himself to
a blockade, or prevent the junction of the Russian fleets
till he is reinforced, and not declare war with a broad-
side when he " gets into the Baltic," even though the
First Lord of the Admiralty (who, by the way, did not
display his usual great discretion that evening) " gave
him leave so to do."

One word more, and lam done. All men of business
must have admired the unwearied exertions of Lord
Aberdeen to maintain peace. They were in vain. Now
that we have been taxed for war, now that our armies
have embarked and our fleets departed, very few will
rest content with a peace the groundwork of which is to
be the simple evacuation of the Principalities. That
might have done once ;—it will not do now.