about to commence and during their continuance, numbers of albatross, petrels,
and other oceanic birds, are seen flying about, although in moderate
weather few are perceived, for at this time they rest on the surface of the sea
to fish, which they cannot do in a storm.”
Nothing was observed of a remarkable character in a meteorological point
of view. The temperature of the air and water gave similar indications to
those in corresponding northern latitudes. The barometer gave due notice
of all the various changes of weather, and proved of great utility. There is
a peculiarity in the action of this instrument in the neighborhood of the Cape,
and in that part of the route across the Indian Ocean as far as the Equator,
of which Horsburgh thus remarks: “ In the vicinity of the Cape Bank, and
in most parts of the southern hemisphere, the mercury rises with northerly
and falls with southerly winds; these latter proceeding from a warmer atmosphere,
are much rarefied, consequently the mercury falls in the barometer,
whereas northerly winds coming from the frozen regions near the pole are
more dense, and cause the mercury to rise. This ought to be kept in remembrance,
for, when the wind is from southeast,” continues Horsburgh, “ I have
several times observed the mercury to fall considerably before it changed to
the north, and expected'a gale, but the fall resulted only from the warmer
air coming in contact with and repelling the former.
In the course of the passage, the Mississippi spoke her Britannic Majes-
ty’s steamer Styx, thirteen days from Simon’s Bay, bound to Mauritius.
She was under sail, her engine having been disconnected, and the wheels,
with all their buckets, allowed to revolve by the movement of the vessel
through the water. She made tolerable way, but drifted much to leeward.
The English war steamers frequently, by a simple arrangement, disconnect
their engines for the purpose of saving fuel. This process of connecting and
disconnecting is accomplished in a few minutes. In American naval steamers
it is almost impossible to disconnect the engines, and the only practicable
mode of using the sails exclusively is by the removal of the immersed floats.
This requires moderate weather for its accomplishment, and the time necessary
for doing it is about two hours, and double that time is required for the
readjustment of tlie floats or buckets. ^
I t must be acknowledged with mortification, that our navy is m many
respects very backward in availing itself of some of those improvements in
steam vessels, which have been already adopted by other natiogs, and even
by private enterprise. Since the construction of the Mississippi and the
Missouri, the two first ocean war steamers introduced into our naval service,
and for a time esteemed the finest in the world, there has been less progress
in the building of such vessels than our position as a nation would seem to
demand. Most of the maritime powers of Europe, and many companies, and
even private individuals, have put afloat such vessels, as it must be acknowledged
but few of our steamers could fairly compete with m excellence of
construction and equipment. The San Jacinto, Saranac, Fulton, and the
Princeton, may be pointed to in illustration of these remarks.
A t half-past nine o’clock, on the morning of the 18th of February, the
Mauritius was first seen from the deck, bearing N.N.E., and at noon, the
Mississippi was nearly abreast of Cape Bravant, having passed in sight of
Grand Port, the scene of the memorable action in August, 1810, between
an English squadron, under the command of Captains Pyne and Willoughby,
and a French force, under Commodore Duperie. In this engagement, the
English were worsted, having lost nearly all their vessels. The battle was
fought within the coral shoals which form the harbor of Grand Port, the
batteries on the shore taking part in the action, which was prolonged several
days.E
arly in the evening, the pilot having boarded the Mississippi near the
mouth of the harbor, anchored and secured the steamer for the night at the
outer, which are.termed the Admiral’s moorings.. Next morning, the pilot
returned to the ship, bringing with him several launches, manned by natives
of MalabaT, who, with the assistance of the crew of the Mississippi, completed
her moorings, which was a process requiring much time and labor. All vessels
entering the harbor of Port Louis are secured by frigates’ chains,
attached to mooring anchors, and brought on board, one at each bow and
one at each quarter. This operation is entirely under the direction of the
pilots, who, with their launches, warps, and numerous hands, are constantly
occupied in mooring and unmooring the various vessels as they enter or leave
the harbor. Vessels are moored head and stem, with their bows to the
southeast, the direction from which the hurricanes usually come. As these
generally blow directly out of the harbor, they are accompanied with very
little sea; but such is often the violence of the wind, that the strong moorings
give way, and the most destructive results ensue, the vessels being
dashed against each other, and the shores strewn with wrecks. I t is rarely
that these gales blow into the harbor, but when they do, a tremendous sea is
thrown into the little port, and the strongest moored and best found vessels
can hardly escape disaster.
Every possible precaution has been taken by the government to provide
against the destructive effects of these furious storms, and the authorities
are vigorously seconded in their efforts by the intelligence and indefatigable
attention of Lieutenant Edward Kelly, of the royal navy, the harbor master,
who is ever on the alert to meet the wants of vessels, giving warning of the
appearance of an approaching gale, and suggesting such measures as may the
x better guard them against accident. Such was the favorable impression
made upon the Commodore by the perfect state of the port regulations, that
he was induced to address a note to Lieutenant Kelly, expressing his satisfaction,
and thanking him for the facilities which had been rendered to the
Mississippi.