Merchants' Magazine and Commercial Review

Permit me to suggest, that a light steam-engine can be carried in the life-preserver, to be used, if occasion require; the force to be communicated to the water by Smith's screwauger propellers, as they are called in England.

I now (as I before have done) enter the lists with Mr. Smith, and contest with him the honor of the screw-auger invention, in application to navigation, so far as theory is concerned.

In September, 1836, I filed a caveat in the patent office at Washington, describing the screw-auger application of the force to the water, as better than that of the paddle-wheel, for sea-going vessels.

In the spring, or summer of 1837, I published my views in a Cincinnati newspaper, and advertised for pecuniary aid to make an experiment, offering to the capitalist one half of the profits arising from the invention. But I met with poor success,-cold silence! I can, with a clear conscience, say that I did not filch the invention from Mr. Smith, or any other person; and I wish it distinctly understood that I do not charge him with having borrowed the invention from me. For I am well aware that it is quite possible, in the nature of things, that the same invention should have been original and simultaneous with him and myself, without a loan or borrow in the case either side. But I have a desire that Mr. Smith should furnish the world with a certified copy of the first document, embracing the screw-auger propellers, filed by him in the patent office of his country. Should this article reach him, I indulge the hope that he will comply with my request.

Before I close this article, I wish to clear up one objection to my life-preserving boat, which may, and probably will, suggest itself to the reader's mind. It is a well known fact, that a vessel sinking at sea will take down with it, by its suck or vortex, small boats; but I apprehend that my life-preserving boat covers too much surface, and will be too buoyant, to follow the sinking vessel very far, if at all.

There is now one other remark which I would make my life-preserver can be com. pletely ventilated by the air-pump.

Let us now suppose a vessel plying between the ports of New York and Liverpool, having the above security for life and valuable baggage. Do you not suppose that the high estimate which we make of life would prompt such as have occasion to cross the Atlantic, to prefer a passage in her to another vessel ?

Clinton, Kentucky, 1841.

Yours, very respectfully,

STEPHEN RAY.

COQUET LIGHT AND BUOYS FOR THAT ROADSTEAD, NORTHUM. BERLAND.

TRINITY HOUSE, LONDON, September 3, 1841. Notice is hereby given that in fulfilment of the intention expressed in an advertisement from this house, dated 10th ultimo, a bright fixed light of great power will be exhibited for the first time on the evening of Friday, the 1st of October next, and which will be visible seaward from N. by E. E. to S. by W. W. by compass. A light of inferior power will also be shown landward in all other directions. The buoys for the anchor. age within the island, referred to in the same advertisement, have now been placed in the undermentioned situations, and with the following marks and bearings, viz.: A Red Beacon Buoy, marked "N. E. Coquet," in 5 fathoms water: The south end of Morwick trees in line with the House on Amble Point, bearing

A slate roofed House at Bondicar in line with Hauxley Point,
Coquet Light House,

W. by N.

S. W. S.

S. S. W. W.

A Red and White Buoy, painted in circles, marked "N. W. Coquet," in 2 fathoms: The southernmost of two clumps of Trees on the south land, its ap

parent width on Bondicar Point, bearing

The west end of a long Wood in line with the east end of the Sand
Hills next west of Alemouth,

S. W. by W.

N. by W. W.

North-east Coquet Buoy,

Coquet Light House,

A Red Buoy, marked "S. W. Coquet," in 3 fathoms :

The east end of Shillbottle Trees, in line with the tower of Wark-
worth Castle, bearing

A cluster of Trees inland, apparently midway between two houses at
Bondicar, one having a red tiled, and the other a slated roof,
Hauxley Point Buoy,

E. N. E.
S. E.

N. W. W

S. W.
S.E.

A Black Buoy, marked "Sand Spit," in 9 feet, upon the extremity of a Reef running from the main land towards the Island:

The west end of Warkworth Castle in line with Amble Point,
Bondicar Point in line with the southernmost of two clumps of trees

to the southward,

Hauxley Point Buoy,

N. W.

A Black Beacon Buoy, marked "Hauxley Point," in 54 fathoms, on the extremity of this dangerous reef:

A Farm House, having a lofty chimney on its west end, in line with the House on Amble Point,

N. N. W. W.

Earsdon Windmill in line with a slate roofed House at Bondicar,
Coquet Light House,

A Black and White Chequered Buoy, marked "Pan Bush," in 2 fathoms, on the S. E. part of the shoal so called:

The south part of Morwick Trees in line with the north end of Glos

ter Hill,

A red tiled House within the Sand Hills, its apparent width open north

of Radcliffe Colliery chimney, bearing

Coquet Light House,

North-east Coquet Buoy,

W. N.

S. W. S.

Mariners are to observe that the safest approach to this anchorage is north of the Isl. and, between the N. E. Coquet and Pan Bush Buoys, there being but 8 feet-water in the south entrance, viz.: between the S. W. Coquet and the Sand Spit Buoys. N. B.-The above bearings are magnetic; and the depths of water those of low water spring tides.

By order.

J. HERBERT, Secretary

COMPARATIVE NAVAL FORCE OF ENGLAND, FRANCE AND AMERICA. The following table, says the London Times, of the comparative force of England, France, and America, is not very accurate with regard to France, but may be relied on for the strength of America:

Hence the mercantile interests of the United States have far less protection in proportion to their extent than those of any other maritime country. Not only is the American navy deficient in numerous and well appointed vessels, but the very materials of a navy are wanting. The arsenals are most inadequately stored; the modern improvements in naval architecture have not been introduced into the dockyards, for no ships of the line have been constructed since the war. Only three steamers have been built for the navy. Of the sixty-eight vessels mentioned in the foregoing table, thirty-six only (including, as it would seem, the revenue cutters) are in commission. Of eleven ships of the line, only one is in commission, and that is not in the American seas. The navy list contains seventeen frigates, of which five are in commission; and twenty-one sloops, of which fourteen are in commission. Such is the total deficiency of a home squadron, that the only vessel of war, above the size of a revenue cutter, which has been seen for many years in any of the great harbors, is the schooner Experiment,-a wretched craft, which could only cruise along the coast in summer weather; and sometime ago, a report having reached Philadelphia, that the 'packet ship Susquehannah had been captured by pirates off the capes of Delaware, the only ship which could be sent out to her relief was a revenue cutter carrying four guns.

COMMERCIAL STATISTICS.

COMMERCE AND NAVIGATION OF THE UNITED STATES, FOR 1840.* The annual report from the secretary of the treasury, with the annual statement of the commerce and navigation of the United States for the year ending 30th of September, 1840, was not published until towards the close of September, 1841. This delay was occasioned by the late date at which some of the returns of imports and exports for the fourth quarter of the last statistical year were received at the treasury department, thus rendering it impossible to complete the commercial statements in season to be reported to congress before adjournment. The document occupies 320 pages octavo, embracing 17 general, summary, and condensed statements, viz:—

1. A general statement of the quantity and value of merchandise imported. 2.-A summary statement of the same. 3.-A general statement of the quantity and value of foreign merchandise exported. 4.-A summary statement of the same. 5.-A general statement of the quantity and value of domestic produce exported. 6.-A summary statement of the same. 7.-A general statement of the quantity of American and foreign tonnage entered into the United States. 8.-A general statement of the quantity of American and foreign tonnage cleared from the United States. 9.-A statement exhib. iting the aggregate number of each description of foreign vessels, with their tonnage and seamen, that entered into and cleared from the United States. 10. A statistical view of the commerce and navigation of the United States. 11.-A statement of the number and tonnage of vessels which entered each district from foreign countries. 12.-A statement of the number and tonnage of vessels which cleared from each district for foreign countries. 13.-A statement of the commerce and navigation of each state and territory. 14.-Abstract of the tonnage of the several districts of the United States. Connected with No. 14 is a general statement, (marked A or 15) exhibiting a comparison of the tonnage of the United States, from the 30th of September, 1839, to the 30th of September, 1840. 16.-Exhibits the number and class of vessels built, and the tonnage thereof, in each state and territory of the United States. 17.-Exhibits a comparative view of the aggregate amount of registered and enrolled tonnage of the United States, from 1815, inclusive.

The tables which follow are derived from this document, and embrace a summary and condensed view of the whole subject. It will be seen from the statements thus presented that the imports during the year have amounted to $107,141,519; of which there was imported in American vessels $92,802,352, and in foreign vessels $14,339,167. The exports during the year have amounted to $132,085,946; of which $113,895,634 were of domestic, and $18,190,312 of foreign articles. Of domestic articles, $92,030,898 were exported in American vessels, and $21,864,736 in foreign vessels. Of the foreign articles, $13,591,359 were exported in American vessels, and $4,598,953 in foreign vessels. 1,576,946 tons of American shipping entered, and 1,647,009 tons cleared from, the ports of the United States; 712,363 tons of foreign shipping entered, and 706,486 tons cleared, during the same period.

The registered tonnage is stated at 899,76439; the enrolled and licensed tonnage at 1,176,694; and fishing vessels at 104,304; making a total of 2,180,7641.

Of registered and enrolled tonnage, amounting, as before stated, to 2,076,4597— there were employed in the whale fishery 136,926 tons.

The total tonnage of shipping built in the United States during the year, was-regis tered, 56,121; enrolled, 62,187; making 118,309 tons.

The commercial year of 1840 commences on the 1st day of October, 1839, and ends on the 30th day of September, 1840.

VALUE OF MERCHANDISE IMPORTED FROM FOREIGN COUNTRIES INTO THE U. S., IN 1840. A Table showing the value of merchandise imported from each country; distinguishing between that im ported in foreign or American vessels, and that admitted free or paying ad valorem or specific duties. VALUE (IN DOLLARS) IMPORTED FROM EACH COUNTRY.