Sugar lead, brown, grey, or white, gross weight,............... Sulphate potash, gross weight,.. Alum, gross weight,..... Bichrome, gross weight,.. Goods paying duty by the number. Shirts of linen, hemp, French cambrics, cut or ready made, with or without embroidery, Shirts of cotton, bleached or colored,..... Nankeens, yards, 4 to 5 long, and 13 inches wide,....... Silk umbrellas, of all sizes,... Cotton or linen do. of all sizes,.. £ s. d. 0 17 0 0 10 8 0 12 91 1 12 0 ...........each 0 1 6 008 ..per piece 0 0 10 016 018 N. B.-The whole of the above-mentioned goods are subject to the following discount or allowance on the duty, viz: 20 per cent if the goods are for Messina and its districts. the districts of Messina, Catania, and Syracuse. 66 the districts of Palermo, and the city of Palermo. The duties on the former, or old tariff, varied from 50 to 175 per cent; and on some goods, to 200 per cent. BRITISH REGULATIONS FOR STEAM VESSELS. The act of last session on steam navigation was passed to regulate the construction of sea-going vessels, and for preventing the occurrence of accidents in steam navigation, and for requiring steam vessels to carry boats. It contains provisions applicable to all steam vessels. From the 1st of January, no vessel, the tonnage of which shall be one hundred tons or upwards, shall proceed to any port unless it is provided with boats; and no vessel carrying more than ten passengers, shall proceed to sea on any voyage unless, in addition to the boats, it shall also be provided with a boat fitted up as a life-boat, with all requisites for its use, together with two life-buoys, nor without a hose to extinguish fire. Twice a year, (April and October,) certificates of the good condition of steam vessels are to be sent to the Board of Trade. Accidents and damages to steamers are to be sent to the board, and inspectors may be appointed to investigate the matters. Proceedings and indictments under this act to be sanctioned by the Board of Trade. FOREIGN SEAMEN IN BRITISH SHIPS. In consequence of some misapprehension relating to the employment of foreign seamen, not registered, on board British vessels, the following notice has been issued from the home office, for the information of the shipping interest:-"In the matter of foreign merchants, the Navigation Act (3 and 4 Wm. IV. c. 54,) permits the employment of foreigners on board British vessels engaged in the foreign trade, but does not sanction their being employed in the coasting trade; and it is therein enacted, that three-fourths of the crew of a British ship must be British subjects in foreign voyages; the remaining fourth may be foreigners. The issue of register tickets under the 20th section of the Merchant Seamen's Act, (7 and 8 Vict. c. 112,) is restricted solely to subjects of her Majesty. Foreigners require no register tickets, but may be employed in the same manner as if the said act (the Merchant Seamen's,) had never been passed. Certificates of naturalization (under 7 and 8 Vict. c. 60,) may be obtained by foreign merchant seamen, providing they come within the regulation in other respects." NAUTICAL INTELLIGENCE. THE USE OF CHRONOMETERS. 66 BY CAPT. JOHN S. SLEEPER, EDITOR OF THE MERCANTILE JOURNAL." FEW instruments have ever been invented, that are more ingenious or useful than the chronometer, and the improvements introduced into its manufacture within the last quarter of a century, are such as to make it an almost perfect measurer of time. The difficulties caused by the expansion and contraction of metals in different degrees of temperature, after a long series of experiments, have been almost entirely overcome-and by means of this little instrument, the longitude of a place may be determined with the greatest ease and almost perfect accuracy. The advantages of this instrument in navigation are of course immense, and begin to be generally appreciated by the mercantile community. It must be evident that the safety of a ship, and the time occupied in a passage, must in a very considerable degree depend on the knowledge which the master may have of the position o his ship from time to time. This, it is well known, cannot be determined with a sufficient degree of accuracy by dead reckoning—and before chronometers were introduced, no other means were ordinarily used at sea for this purpose than lunar observations-the process of working which in those days was exceedingly tedious and laborious, and required much care to avoid error. The process, however, which is now used, is much more simple, and requires fewer figures than the former mode. But the great advantage which the chronometer possesses over the sextant, in determining the longitude at sea, is, that it may be used at all times when the sky is so unclouded that an altitude of the sun in the morning or the afternoon may be observed. It is not unfrequently the case that no opportunity will occur during a long voyage to Europe, of measaring the distance between the moon and the sun, or a star-while an altitude of the sun' in the forenoon or afternoon, may be obtained on almost every day during the passage. Hence a chronometer on board our European traders, is not only an article of great convenience, but should be regarded as an instrument which cannot be dispensed with. Some of our West India traders also find it of great value. With a chronometer on board, a vessel with a perishable cargo can be navigated directly towards the port to which it is bound, instead of proceeding so far to the eastward that it will require several days to run down the latitude, as is too often the case. When it is considered that a few days' difference in a passage to the West Indies will sometimes make a difference of thousands of dollars in the sale of a cargo, the great advantage of having a chronometer on board will be at once perceived. We were once informed, by an intelligent ship-master, that he was bound to a port, St. Pierre, in one of the Windward Islands, and in the latitude of 28°, was steering due south, having already arrived to the eastward of his destined port. At this time he fell in with a lumber-loaded vessel from some port in Maine, bound to the same place, which was steering S. E. by E., the captain of which was exceedingly anxious to get far enough to windward. Our friend reached Martinico in safety, after a very short passage-discharged his cargo, received another on board, and was in the act of leaving the harbor, when the vessel which he had previously spoken arrived! We conceive chronometers to be of much greater service in voyages to Europe and the West Indies, than in voyages to the East Indies,-although in the latter case it is well known that they are exceedingly useful. In East India voyages, during a very considerable portion of the passage, the sky is generally so unclouded that a sextant may be used, and the longitude ascertained with great certainty by means of lunar observations. When a sextant is not on board, or is out of order, a good quadrant will supply its place. In the year 1825, while on a voyage from this port to Eatavia, we ascertained to our great regret that our sextant, a new one, and high-priced, was a worthless instrument. There was no chronometer on board, and we at first anticipated some difficulty in ascertaining the longitude, but we soon found that by measuring distances of objects on each side of the moon, with a quadrant, and by taking the mean of the observations, in this way the longitude could be determined, as often as was necessary, with almost perfect accuracy:-this was proved in running for the Islands of Cape de Verd, the Islands of Trinidad, St. Paul, and Java Head-and so far from occupying unusual time in performing the voyage, as we apprehended might be the case, when we first discovered the worthlessness of the sextant, the whole voyage to Batavia and back to Boston, with full cargoes both ways, was performed in a space of time unprecedentedly short-being only seven months and eighteen days. The greatest objection to the use of a chronometer is, that the instrument being of delicate construction, is easily affected by injuries-and will sometimes lose its rate, and may thus deceive the navigator, and lead him into danger. This should be guarded against with the utmost care; and where a vessel is furnished with only one chronometer, it should never be implicitly relied on. Every opportunity should be seized to test its correctness-particularly by lunar observations. In European voyages, where, as we have before stated, an opportunity for taking lunar observations seldom occurs, two chronometers, or a chronometer and a well-regulated watch, will be found of incalculable value. So long as there is no essential difference in the Greenwich time indicated by these instruments, the navigator may run boldly, relying, with the aid of a good look-out, upon the correctness of his longitude-but should a variation occur, he will immediately perceive it, be upon his guard, and enabled to escape dangers which might otherwise befall him. NAUTICAL INVENTION FOR STEERING SHIPS. The North American, published at Philadelphia, furnishes the following account of an improvement in the machinery for steering vessels, of great importance to navigators: "An extremely neat model, made by E. W. Bushnell, machinist, No. 31 Dock street, Philadelphia, recently attracted much attention, from nautical men, in the rotunda of the Exchange, where it was placed for examination. It is an invention of R. C. Holmes, agent for the underwriters, at Cape May, and is pronounced by the first seamen, the greatest improvement ever accomplished in the machinery for steering vessels. The great difficulties under which the steering gear of ships labor, are completely obviated by it. The making of slack, the vibration of the tiller, and the change in the tiller rope, are entirely prevented. By the fixed position of the machinery, the ropes always lead fair through the blocks and wind regularly, thus avoiding all chafing of one part against the face of the other-all danger of accident to the steersman, in strong currents, from the slacking of the rope, is rendered impossible. So taut, and yet so simple is the machinery, that instead of the constant watching of the wheel heretofore required, and the frequently harassing labor of the helmsman, a child almost could manage it in the heaviest sea; and in a gale of wind a vessel would almost lay-to itself. The principle is two barrels or drums instead of one. As fast as the rope accumulates upon the upper one, it is carried off by the lower one. The invention is a new feature in mechanics, nothing like it having been discovered in the books at the Patent Office." LIGHT-HOUSES ON THE COAST OF SWEDEN. The Norwegian Marine Department has represented the necessity of erecting two new light-houses on the Swedish coast. Our marine department has represented that as these light-houses will be chiefly advantageous to the navigator of Norway, that kingdom should bear half the expense, (twenty-eight or thirty thousand dollars,) for erecting the lighthouses. But the king, considering that it is usual for every country to bear the expense of creating and maintaining light-houses on its own coasts, has decided that the whole expense shall be borne by Sweden. His Majesty has allotted the sum of ninety-eight thousand dollars for a marine expedition, for which the Eugenia frigate and the Nordenskold brig are ordered to be got ready for ten months. BEACONS ON THE NIDINGEN ROCKS, CATTEGAT. 91 The Swedish Royal Marine Department (Stockholm, Oct. 9, 1846,) gives notice that the rebuilding and alterations of the Seacoal Beacons, on the "Nidingen" rocks, in Cattegat, situated in lat. 57. 19. North, and lon. 30. 06. East of the Feue, or 11. 56. East of Greenwich, has now been completed, and that the two stationary lentille lights, (a feu fixe,) which have been put up in the same beacon tower, were lighted for the first time on the evening of the 1st inst., from which time the provisional lights were withdrawn. The lighting hereafter will be continued during such times of the year as prescribed in section 42 of the royal ordinance, respecting pilots and light-houses, of the 16th May, 1827. The light in the new beacon is 68 feet above the level of the sea, and ought to be seen in clear nights from ships' decks, at a distance of 34 geographical miles and over, around the whole horizon. The bearings of the beacon, which have undergone no change, are E. N. E. and W. S. W. by compass, distance about 100 feet from each other. BEACONS AT HELIGOLAND. TRINITY HOUSE, London, 11th Nov., 1846.-The beacons which have long existed upon Sandy Island, at Heligoland, having fallen into decay, and the Landesvorstechaft of that place having solicited this Board to cause them to be reinstated, and thereafter to uphold them, and the beacon upon the mainland of the Island, and this Corporation having consented so to do, and to regard the said beacons as appendages to their light-house upon that Island, notice is hereby given, that, in accordance therewith, three new beacons, each colored black, and surmounted by a triangle, have been erected upon Sandy Island aforesaid, and mariners are to observe-That the centre or highest beacon in line with that on the West side, from which it is distant 340 feet, and bears S. W. S. strikes the Steen Rock; that the centre or highest beacon in line with that on the North side, from which it is distant 420 feet, and bears N. W. N. leads into the North Channel, and being so kept, until the Light-house and Church are in line and bearing S. S. W. W., will bring vessels up to the Mooring Buoys; and that the beacon on Heligoland in line with the Old Tower, bearing - E., strikes the Steen Rock. REVOLVING LIGHT ON VAIRO ISLAND. The Danish Government has given notice, that a Revolving Light has been established on Vairo Island, in lat. 55. 2. 15. N., and lon. 11. 22. 15. E. The light is fifty-one feet above the level of the sea, and visible every quarter of a minute, at the distance of about three leagues. At the same time a small fixed light was also established on Point Helholm, the South point of the Island Agerso, about ten miles N. by W. (mag.) of Vairo, at an elevation of about twenty-five feet above the level of the sea. By day, a ball, painted red and white, to be seen over the lantern; this ball, seen in one with the Windmill, on Helholm Point, is the leading mark for entering Omo Sound from the Northward. BUOYS IN THE GULF OF SMYRNA. Of the six buoys laid down about three years ago in the Gulf of Smyrna, off the Castle, by Captain Graves, it appears only Nos. 1 and 3 now remain, as shown from a report of Captain Curry, of her Majesty's sloop Harlequin, transmitted to Lloyd's, through their agent at Smyrna. Captain Curry cautions masters of vessels standing too close into Pelicata Point. NEW LIGHT ON CAPE ST. VINCENT. The new Light on Cape St. Vincent was lighted on the 29th ult. It is a rotatory Light of the first class, showing a brilliant flame with regular eclipses every two minutes. WESTERN AUSTRALIA. The ports of Western Australia are now open to ships of all nations, free from all pilotage and harbor dues, and pilots are appointed and paid by government to take ships in and out. JOURNAL OF MINING AND MANUFACTURES. MANUFACTURING INDUSTRY OF NEW YORK. NUMBER II. CHELSEA ITS PROGRESS IN POPULATION AND INDUSTRIAL PURSUITS.-The progress of population and industrial pursuits in the city of New York appears to have a natural tendency along the borders of the Hudson. The suburb of Chelsea, in which the indications of commercial and manufacturing prosperity, a short time since, were "few and far between," has now become essentially incorporated within the city limits. This result has been attributable to various causes. The location of the Episcopal seminary gave it the first impulse, and had a tendency to concentrate in its neighborhood a respectable and enterprising population. Other causes have since contributed to a like result; among which are the extension of inland traffic along the shores of the Hudson; the establishment of numerous manufactories, and the facilities afforded for intercommunication by the several stage routes. Having occasion to visit this section of the city, a short time since, we were astonished to perceive the large amount of capital invested in manufactures, and curiosity led us to make the following enumeration of the most prominent establishments, several of which we have attempted to describe with some degree of minuteness:-1 Cotton Factory, 1 Steam Soap and Candle Factory, 2 Steam Planing Mills, 2 Steam Saw Mills, 3 Steam Plaster Mills, 1 Adamant Pearl Light Factory, 2 Potteries, 1 Wire Factory, 1 Fulling Mill. CHELSEA PEARL LIGHT WORKS.-These works were erected by Messrs. Morse & Winslow, in 1843, for the manufacture of a candle called the "Adamant Pearl Lights." They are made of lard and tallow by a nice and somewhat complicated process, and bear a strong resemblance to wax. They receive a high polish, or are grained so as to have the appearance of the best patent Sperm. They are of a very fine white, and so hard that they seldom melt at a less heat than one hundred and fifty-eight degrees of Fahrenheit, which admirably adapts them to the warmest climates. The Adamant Light emits a larger volume of light than any other; combining, with this quality, great beauty of finish and appearance. They are likewise economical, and can be afforded at a less price than Sperm. This article was first produced in France, some ten or fifteen years since, by M. Berzelius, the celebrated chemist, and are now extensively manufactured throughout Europe. When in full operation, the establishment of Messrs. Morse & Winslow employs a capital of some $30,000. It consumes upwards of 500,000 pounds of raw material, and produces from 7,000 to 8,000 boxes per annum. Number of hands 30, whose wages amount to $8,000 annually. Hours of labor, 10. Agents, Messrs. Hussey & Murray, 62 South street; Mark Spencer, 88 Front street; Henry Butler, 84 Front street, New York, and Theodore T. Johnson, 61 North Wharves, Philadelphia. A silver medal was awarded for the above article at the late fair of the American Institute. KNOX'S COTTON FACTORY.-This extensive establishment was erected in 1828, by Mr. Alexander Knox, the present proprietor, at the corner of Jane and Washington streets, for the manufacture of Elston Ginghams. Active capital invested, $75,000. It gives employment to 100 hands; 2,060 spindles; 70 looms; 2 fly frames; 1 stubbing frame; 2 drawing frames, and 8 cards; consumes 100 bales of cotton per annum; and manufactures 270,000 yards per annum, valued at $50,000. By means of an improved spindle, they are enabled to spin "hundreds," or 100 skeins to the pound. Hours of labor, 12. GREENWICH POTTERY is owned by Mr. Washington Smith, who erected it in 1833, for the manufacture of stoneware, earthenware, and portable furnaces. Capital invested, |