of this number, about one-half are found living on the coast, the other half belong to extinct species.

The existence of this bed of gravel with its fossils may hereafter serve to throw some light on the question of the presence of so many northern forms of shells on the Turbot Bank. As yet there is no evidence to forbid the conclusion that all such forms may be found alive in the sea not far distant. A large proportion of those known to be living is found scattered very sparingly ; whilst others, whose existence in the living state admits of no doubt, have not yet been discovered in their haunts. Many species may be living close at hand in situations where the rocky nature of the ground, and the strength of the currents preclude the possibility of the dredge ever reaching them.

One interesting fact may be noticed connected with the distribution of animal life ;-that there are several species, viz. three Neæras, two Astartes, and some others, existing in the Clyde, immediately opposite the deep-sea region north of the Maidens, where none of these species have been discovered; whilst in the latter locality, Argiope, Terebratula capsula, and Pholadidea, with perhaps others, are found living and not known to exist in the former locality. The region of the Clyde and that of the Maidens, though separated by a narrow sea, exhibit well-marked and distinctive peculiarities in their respective Faunas.

The Committee consider that their labours, under the liberal assistance of the British Association, have now come to a close, but much yet remains to be done to complete the List; still they hope that individuals may be found willing to continue the investigations, so as to carry out the wish expressed by Dr. Perceval Wright in his Report for 1858, that the results of the labours of the several dredging Committees may in a short time be united to form a complete Irish Marine Fauna.

Continuation of Report of the Progress of Steam Navigation at Hull. By JAMES OLDHAM, Esq., Hull, M.I.C.E.

In continuation of my Report on the Progress of Steam Navigation as connected with the Port of Hull, I have to observe that, during the last two years, no very great change has taken place in the number of steamers, although I shall have to state some interesting facts occurring during that time. For generations past, Hull has been noted for its Greenland and Davis Straits Fishery, and for many years this constituted the chief feature of the port; and at one time upwards of sixty large ships were sent out with crews varying from thirty to forty men each, and representing a capital of all that concerned the trade of about £700,000 sterling. In 1818 Hull sent out to the fishery sixty-three ships which brought home 5817 tons of oil, and in 1820 sixty ships were sent out and returned with 7782 tons of oil, exclusive of whalebone. In this year (1820) the total number of ships at the fisheries from England and Scotland amounted to 156, and the entire weight of oil obtained was 18,725 tons, and of whalebone 902 tons.

Owing, however, to the introduction of coal-gas for the lighting of streets and buildings, and large importations of oils for manufacturing purposes from the Mediterranean and other places, together with the scarcity and difficulty of taking the whales, fish-oil became in a great measure superseded, and consequently the fishery nearly abandoned, and an enormous amount of property, once of so much value, almost entirely lost. Within the last two or

three years, steam has been put into successful requisition to aid the dauntless and hardy mariner in the pursuit of this hazardous calling, and now we have several screw steam-ships employed; and although some of them are fitted with comparatively small power, they have proved to be possessed of great advantage in the service, and in some instances satisfactorily to the

owners.

We have had two descriptions of steam-vessels employed in the fishery:— the first, the old wooden sailing ships which had been engaged in the service for some years, but which were afterwards fitted with screw machinery and auxiliary steam power; the second, iron-built ordinary screw steam-vessels, but which proved, I believe, almost a total failure; the material of which they were built, and the want of strength for such a purpose, proving them altogether unfit to contend with the severity of the climate and rough encounters with the burgs and fields of ice, some becoming total wrecks, while others returned bruised and rent, and with difficulty were kept from sinking. A question here arises, how far iron ships are calculated to bear the severe frosts of high latitudes? and whether wooden-built vessels, with all their defects, are not the best adapted for encountering such a climate? The screw steamship which was first sent from Hull or any other place to the fishery as an experiment, was the 'Diana,' timber-built, 355 tons and 40 horse-power, high pressure, the property of Messrs. Brown, Atkinson and Co., of Hull.

This vessel had been some time engaged in the fishery as a sailing ship; but her spirited owners, thinking an important advantage could be gained, determined upon the adoption of steam power, and at once had the 'Diana' fitted for the spring of 1857, by Messrs. C. and W. Earle, who put in the engines and made the screw to lift out in case of need.

·

The experiment fully answering their expectations, Messrs. Brown, Atkinson and Co. bought the Chase,' a fine American-built ship of immense strength, and of 558 tons. She was fitted by Messrs. Martin, Samuelson and Co., with condensing engines of 80 horse-power, and despatched to the fishery in the early part of 1858, and with good results.

By the application of steam, ships in this service can now make a voyage, first to Greenland, and afterwards to the Davis Straits.

In the commencement of this year several ordinary iron screw steamers were despatched to Greenland, viz. the Corkscrew,' 'Gertrude,'' Einmeline,' and Labuan;' the latter only of this class, which is the property of Messrs. Bailey and Leetham, had any success, but in consequence of her great strength and peculiar form, succeeded in a tolerable way; the others were much damaged, and, as I have already remarked, returned in bad condition. The 'Labuan' is 584 tons burthen, and 80 horse-power.

The next point of interest connected with the steam-ships of the Port of Hull refers to alterations made in some of the vessels. The 'Emerald Isle,' a paddle timber-built ship of 1835, the property of Messrs. Gee and Co., originally 135 long, was lengthened 35 feet, with a gain of 14 inches draught of water, and an increased capacity for 100 tons dead weight. The 'Sultana,' iron screw steam-ship of 1855, the property of the same house, originally 150 feet, was lengthened 30 feet, with a gain of 10 inches draught of water, and an increased capacity of about 100 tons. It is interesting to observe that in both cases we have no diminution of speed through the water, and that both vessels are improved as sea-boats. Daily experience teaches the advantage gained, in almost every point of view, by ships of great comparative length.

The iron steam-ship 'Lion' of Hull, formerly a paddle-boat 249 feet long, but now converted into a screw steamer by her owners, Messrs. Brown

low, Lumsden and Co., under the direction of Mr. Anderson their engineer, exhibits the great advantage gained by the alteration. Her register tonnage is 690, and the total tonnage 1014. She was formerly fitted with steeple engines of 350 horse-power, and had four boilers, two before and two abaft the engines; but these were substituted by direct action engines of 150 horse-power, and two of her old boilers replaced, and by this alteration a clear length of hold in midships of 23 feet is gained. She required before the conversion 650 tons of coals for a Petersburg voyage, and consumed 30 to 40 cwt. per hour, but now 350 tons for the voyage, and a consumption of 20 cwt. per hour. By the change of machinery about 130 tons of dead weight is removed from the ship, and she is now able to carry 400 tons more cargo. Her speed is also improved considerably; for before the alteration, when drawing on an average about 14 feet, the rate was 6 knots; but since the change, when drawing even more water, they can steam 8 knots. Thus throughout a saving almost in all the departments of the ship, and other advantages have been effected in this important change.

During the last two years many fine steam-ships have been built in Hull, and others are in process of building for English and foreign service, by Messrs. Brownlow, Lumsden and Co., Messrs. C. and W. Earle, and Messrs. Martin, Samuelson and Co.

The last-named firm are making rapid progress in the building of two large iron paddle steam-ships, for the Atlantic Royal Mail Steam Navigation Company, of the following dimensions, power, &c. :

These ships are to have three decks, and to be fitted fore and aft for passengers. Speed through the water 20 miles per hour. They will be of immense strength, and their build and form such as to ensure their becoming fine sea-boats.

Since the Meeting of the British Association at Dublin, considerable advance has been made in London and other ports in the application of superheated steam, and I believe with great success and satisfaction in the results.

Hull, however, is acting on the motto Festina lente, and before taking a decided step in this important discovery, is anxious to see and adopt the best mode of the application of the principle, being assured that, in every onward movement, it is better to "make no more haste than good speed." Some attention has been paid to the consumption of smoke in the furnaces of our steam

vessels, and with a considerable amount of success. I may here mention the mode of Mr. Ralph Peacock, of New Holland, Hull, for which he has taken out a patent; it consists, as shown by the plan (No. 1), of a double furnacedoor, the chamber or space between the inner and outer surfaces being 5 to 6 inches in width. The inner plate is perforated very full of small holes ; and in the outer plate a revolving ventilator is inserted, which is on the principle of that invented by Dr. Hale, to supply close places with fresh air. The apparatus is in use on board the Helen Macgregor,' one of Messrs. Gee and Company's large sea-going steam-ships, and has given very general satisfaction; for by the report of the Chief Engineer, Mr. M'Andrew, a saving of fuel is effected, and the steam better sustained. Another great advantage, as reported by the Master, Captain Knowles, derived from this invention, is that in running before the wind, they are never now annoyed and endangered by a dense cloud of smoke in the direction of the ship's course, which, particularly at night time, creates so much risk of collision. This apparatus is also in use on board several other steamers, viz. the Yarborough and Grimsby,' belonging to the Anglo-French Company, the Alert' of Hull, and also a number of river steam-boats.

I have great pleasure also in noticing an improvement introduced on board the 'Queen of Scotland,' another ship belonging to Messrs. Gee and Co., for the same object, by the Chief Engineer, Mr. Smith, and having furnaces of ample capacity, answering the purpose in a most satisfactory manner. Mr. Smith's mode consists simply in keeping a few inches of the front ends of the bars quite clear and clean from side to side of each furnace; thus admitting at the right place a sufficient amount of air. The report of the Master, Captain Foster, is very satisfactory. I have witnessed also the effect of this mode in the furnaces of stationary boilers with perfect results.

I have now to refer to the application of Silver's Marine Governor (see Plan No. 2), as applied by Mr. John Hamilton of Glasgow. Several of these ingenious and efficient instruments are now in use on board steam-ships in the Port of Hull, giving the highest satisfaction. They are so sensitive in their action, that the slightest pitching motion is at once indicated, and the steam admitted or excluded as the case may be. By the use of this governor, the full power of the engines is in immediate and constant requisition, producing the effect of saving of time, saving of fuel, and preventing of accidents by what is termed racing, and otherwise. The ordinary mode in the absence of the governor, is for the engineer, in stormy weather and heavy seas, continually to stand at the throttle valves, or to save himself this trouble, to throttle the engines, and thereby, when the full power of the engines is most required, it is frequently reduced to one-half or less, and consequently there is occasioned a loss of time on the voyage, and a risk of falling on to a lee shore. The following is a brief statement of the tonnage, &c. of steam-vessels belonging to, or trading from, the Port of Hull at the present time :1st. Sea-going steamers belonging to the Port, 22,290 tons register; horsepower, 5824.

2nd. River steamers belonging to the Port, 1050 tons register; horsepower, 450.

3rd. Sea-going steamers trading to Hull, but belonging to other ports; and although many changes have taken place remaining much the same; as shown in my last Report, viz. about 21,200 tons register; horse-power, 5300.

4th. River steamers trading to Hull, but belonging to other places, 2450 tons register; horse-power, 1200.

The number and tonnage of sea-going steam-vessels belonging to Hull have increased since my last Report. The river steamers belonging to the Port re

main nearly the same; this is also the case with sea-going and river boats belonging to other places, but trading to Hull.

Silver's Patent Marine and Stationary Engine Governors. Constructed by John Hamilton, Engineer, Glasgow.

The Engraving represents the Momentum Wheel Governor or "Nautical Regulator," as it is usually placed in the Engine-room of a Steam-Ship. It consists of a momentum wheel, A, fixed on the boss of a pinion, B, which works loosely on the spindle, C, and gears into the two-toothed sectors, D D. These two sectors being supported on a crosshead, E, made fast to and carried with the spindle, C, work in opposite directions on the pinion, B; and, as they are linked by the rods, F F, to the sliding collar, G, which receives and works the forked lever, H, communicate motion to the throttle valve. M M are vanes, and N is a spiral spring, both of which are adjustable.

The action of the above Instrument is as follows:-When the spindle of the Governor or "Nautical Regulator" is turned by the engine to which it is attached, the two-toothed sectors, which are carried on the fixed crosshead, being geared into the pinion on the momentum wheel, have the tendency to turn round on this pinion; but as they are linked to the sliding collar, they necessarily pull inwards this collar, and so compress the spiral spring; and this spring, reacting on the collar, and consequently on the toothed sectors, serves to turn round the momentum wheel, while the vanes on the momentum wheel balance the action of this spring by the resistance the atmosphere offers to their progress through it. As the leverage action of the toothed sectors upon the momentum wheel pinion increases, as the spring becomes distended, and vice versa, it will be seen that the reaction of the spring in propelling the momentum wheel will at all times be uniform, and as much only is required as will carry round the momentum wheel with its vanes at its proper speed, and overcome the friction of working the throttle valve, and throttle valve connexions. When the momentum wheel is in motion, it will rotate with the engine to which it is attached, at a velocity proportioned to that at which it is fixed by the connecting gear; and while the engine from the usual causes may attempt to vary this velocity, it cannot affect the momentum wheel, but leaves it free to act upon the sliding collar, and consequently upon the throttle valve-at one time closing the throttle valve by its action in resisting any increase of velocity, and at another time opening the throttle valve by its action in resisting any decrease of velocity on the part of the engine. It will now be evident that the power of such a Governor or Regulator must be very great indeed, having for its agent a momentum wheel which may be increased to any dimensions; and from the powerful resisting tendency of such wheel, it necessarily follows that its sensitiveness of action must also be very great, and in exact proportion to the tendency of the engine to vary its speed; and the engine itself being the direct prime mover of the throttle valve, it also follows that the inert power of the momentum wheel increases its resistance exactly in proportion to the rapidity with which the engine varies its speed. Hence a momentum wheel of 2 feet 8 inches diameter, and 2 inches periphery, running at a speed of 180 revolutions per minute, is found to be sufficient to work with promptness and ease the largest throttle valve, and to equal the power of several men. Unlike the ordinary forms of Governors, it is entirely unaffected by changes of position, and therefore perfectly adapted for Marine and Portable, as well as Stationary Steam-Engines.