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eir pockets, were landed, and as is usually the case with sailors, soon dispersed to the four quarters of the globe; each carrying with him the material for yarn-spinning for the balance of his life. By the 11th of April we had completed all our preparations for turning over the ship to the midshipman who was to have charge of her, and in two or three days afterward, accompanied by Mr. Kell, my first lieutenant, and several other of my officers, I embarked on board the mail-steamer for Southampton. The following is an extract from the last letter that was written to the Secretary of the Navy from on board the Sumter:— I now have the honor to report to you, that I have discharged and paid off, in full, all the crew, numbering fifty, with the exception of the ten men detailed to remain by the ship, as servants, and to form a boat's crew for the officer left in charge. I have placed Midshipman R. F. Armstrong, assisted by Acting Master's Mate I. T. Hester, in charge of the ship
pled decks were now almost deserted, only a disconsolate old sailor or two being seen moving about on them, and the little ship herself, with her black hull, and black mastheads and yards, the latter of which had been stripped of their sails, looked as if she had clad herself in mourning for our departure. A pleasant passage of a few days carried us rapidly past the coasts of Spain, Portugal, and a portion of France, into the British Channel, and on the sixth day, we found ourselves in Southampton, which I was afterward destined to revisit, under such different circumstances. On the same night I slept in that great Babel, London. I remained in this city during the month of May, enjoying in a high degree, as the reader may suppose, the relaxation and ease consequent upon so great a change in my mode of life. There were no more enemies or gales of wind to disturb my slumbers; no intrusive officers to come into my bed-room at unseasonable hours, to report sails or land discovered,
never! when I asked my sailors if they would permit the name of their ship to be tarnished by defeat. My official report of the engagement, addressed to Flag-Officer Barron, in Paris, will describe what now took place. It was written at Southampton, England, two days after the battle. Southampton, June 21, 1864. Sir:—I have the honor to inform you, that, in accordance with my intention as previously announced to you, I steamed out of the harbor of Cherbourg between nine and ten o'cSouthampton, June 21, 1864. Sir:—I have the honor to inform you, that, in accordance with my intention as previously announced to you, I steamed out of the harbor of Cherbourg between nine and ten o'clock on the morning of the 19th of June, for the purpose of engaging the enemy's steamer Kearsarge, which had been lying off, and on the port, for several days previously. After clearing the harbor, we descried the enemy, with his head off shore, at the distance of about seven miles. We were three quarters of an hour in coming up with him. I had previously pivotted my guns to starboard, and made all preparations for engaging the enemy on that side. When within about a mile and a quarter of th
by furtively and clandestinely conveying them to Southampton, within British jurisdiction. We learn from Parih a place, and landed there, or than the Mayor of Southampton was, when they were lodged in that city; or than men picked up, and the Deerhound steaming away to Southampton, some of the officers who had been saved began to dear Sir:—I received from Captain Semmes, at Southampton, where I had the pleasure to see you, yesterday, the men whom he had saved. Upon my landing in Southampton, I was received with great kindness by the Englis, and the Rev. F. W. Tremlett came post-haste to Southampton, to offer us sympathy and services. The reader wwould require my detention in the neighborhood of Southampton for a week or two, I was forced to forego the ple Wiblin, a distinguished surgeon and physician of Southampton, who attended my crew and officers whilst we remaf such of the officers and men as were with us at Southampton, and proceeded to Liverpool, where he was to pay
rs. The Solent ran down for the coast of Porto Rico, where she landed some passengers; passed thence to the north side of St. Domingo, thence into the Old Bahama Channel, and landed us at Havana, in the last days of October. Here we were compelled to wait, a few days, for a chance vessel to Matamoras, there being no regular packets. This enforced delay was tedious enough, though much alleviated by the companionship of a couple of agreeable fellow-passengers, who had embarked with me at Southampton, and who, like myself, were bound to Matamoras. One of these was Father Fischer, and the other, Mr. H. N. Caldwell, a Southern merchant. Father Fischer was a German by birth, but had emigrated in early youth to Mexico, where he had become a priest. He was a remarkable man, of commanding personal appearance, and a well-cultivated and vigorous intellect. He spoke half a dozen modern languages,— the English among the rest, with great precision and purity,— and both Caldwell and myself be
the water may be removed by pumping, the earth is excavated by digging as the work proceeds, and building up as the structure descends. In sinking wells by sections which are curbed before another section is excavated, the earth is removed from the central part and struts inserted, to hold the upper section while the other is built beneath. Iron curbs are of boiler-iron or of cast-iron segments bolted together, rings being added at the top as the structure descends. The well at Southampton, England, was some hundreds of feet in depth, and curbed in this way. It was intended to be artesian, but the water did not thus respond. b. A boarded structure to contain concrete, which hardens and acts as a pier or foundation. c. The outer casing-wheel of a turbine. It is a cylinder inserted into the floor of the forebay, inclosing the wheel which rotates within. d. A curved shrouding which confines the water against the floats or buckets of a scoop-wheel or breast-wheel (which se
thographic ink will adhere to those parts where light has acted. The gelatine print is accordingly inked with a lithographic transfer-ink, and the print thus produced is transferred to the surface of stone or zinc. But a lithographic stone does not do more than discriminate between black and white; it will not recognize half-tones. The process is therefore only suitable for the production of work either in dots or lines. For this purpose it was used by Mr. Osborne in Australia, in Southampton, England, and now very extensively in this country. See photolithography. Poitevin's process, 1855, belongs to this group, and is typical of its kind. He coated the stone with bichromated albumen, and put it through the actinic processes in situ, then inked up on the stone. Another process in the second group is Photogalvanography (which see). See also Photoglyphic engraving; Photozincograph. A third process is the Woodburn, in which a gelatine picture, having been obtained by lig
test, which removes from gas the vapors upon which its luminosity depends. See Ure, Vol. I. p. 439, American edition. Photo-mi-cog′ra-phy. At the time when photography began to attract attention, efforts were made by Donne to depict microscopic objects by the Daguerrean process, which did not, however, yield satisfactory results. The new process of photography, however, in the hands of such experimenters as Professor Gerlach of Erlangen, Albert of Munich, and Dr. R. L. Maddox of Southampton, was more successfully employed for this purpose. In America, the chief experimenters have been Professor O. N. Rood of Columbia College, Mr. Lewis N. Rutherford of New York, and Colonel J. J. Woodward of the United States Army Medical Museum. The latter has devoted much attention to the subject, and has succeeded in carrying the process to a high degree of perfection. In 1861, Professor Rood, in a paper published in Silliman's journal, described the process as then employed by him, by
(A. D. 700) that the Roman roads of England were built at various periods in the second, third, and fourth centuries; the people, criminals, and the Roman soldiery being employed thereon. The four principal ones were, — 1. Watling Street; from Kent, by way of London, to Cardigan Bay, in Wales. 2. Ikenild Street; from St. David's, Wales, by way of Birmingham, Derby, and York, to Tynemouth, England. 3. Fosse Way; from Cornwall to Lincoln. 4. Ermin Street; from St. David's to Southampton. In many places the remains are yet visible; in many others the old pavement is below the surface, having been buried by the vegetable growth of centuries, or covered by earth from other natural cause, such as land-slips and watercourses. Highways were first made public in many parts of England by the Romans. In the time of Edward I. they were ordered to be widened and cleared of trees within 200 feet of the road, for the prevention of robberies. Toll was granted on one in London
the work of the fairies, and its name Durandal (dur en diable, as hard as the devil ) is indicative of its origin, and accounts for the fact (?) that he was able to cleave the Pyrenees with it. It was also called Durandarte, Durindana, Durlindana. Curtana was another famous sword of Orlando. Its name was given to the first royal sword of England from a very early period; in the wardrobe accounts for 1483 it is so designated. Morglay (glaive de la mort) was the sword of Sir Bevis of Southampton. Tizona was the famous sword of the Cid. Andrea Ferrara, so long believed to be the name of a celebrated Italian sword-maker, must be given up Andrea is only an occasional prefix, and Ferrara is most probably a corruption of ferrarium, a weapon-smith, or cutler. The Lord Mayor of London used to bear three swords, — a common, a Sunday, and a pearl sword. These were not famous in chivalric records. Japanese officials of a certain grade wear two swords, the hilts projecting out
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