interest thereon, from judicial demands of the Home Mutual Insurance Company, on the following grounds set forth in the petition of plaintiffs: That the said Company in November, 1852, issued in favor of the petitioners an open policy of insurance, whereby, in consideration of such sums of money as should thereafter be endorsed on said policy, the Company agreed to insure plaintiffs against loss or damage by fire to the amount of such sums of money as should thereafter be endorsed on said policy, such merchandise, &c., being stock in trade, hazardous, not hazardous, and extra hazardous, contained in such places as plaintiffs should thereafter report to said Company, and which said Company should endorse on said policy, and no risk should be binding on the Company until so endorsed and approved. In pursuance of said agreement, the plaintiffs had stored in the Alabama Cotton Press, covered by this open policy, 1078 bales of cotton. On the 2d of March, 1853, the Alabama Press was consumed by fire; 1040 bales of said cotton were totally lost. The plaintiff's averred that they had complied with all the requirements of the policy, paid the premium, &c. They then amicably requested of the Company the payment of $57,134 13, the value of the cotton destroyed; but defendants declined to pay the same, except the sum of $33,700 33, part thereof which plaintiffs received on account, and institute this suit to recover the balance.

This case was once before tried; but the jury failed to agree, and accordingly it was again tried on Friday last. The defendants, in their filed answer, merely denied all indebtedness. On the trial, it was shown that the plaintiffs had 1078 bales of cotton insured in the Home Mutual Office, covered by the open policy as alleged in the petition, and that the amount set forth in the petition, and for which payment was claimed, had been destroyed. The defendants admitted that the plaintiffs had 389 bales stored in the press, 296 in the street on the banquettes, and 355 in an adjacent lot, called the " Ice-House lot." It was to recover the insurance on this last 355 bales that suit was brought. The defendants held that the policy had nothing to do with cotton stored on the lots adjacent to the press. The plaintiffs brought forward evidence to show that the " Ice House lot" was considered and recognized as a portion of the Alabama Press, that it had long been the custom of that press to store cotton in that lot, and even in lots and squares much further from the building, whenever the press was full; and that such is the custom at all cotton presses. That the underwriters were well aware of this fact. That when factors take cotton to a press, they receive a receipt for the amount from the proprietor of the press, and upon this receipt being produced at the insurance office the cotton is insured; and the insurance company is then responsible for it until removed to another press, when they must be notified of the fact. The plaintiffs had been insured on the receipt of the proprietor of the press, and they were never notified that their cotton had been removed to other press, therefore, they held that the Home Mutual Insurance Company was responsible for the full amount of the cotton destroyed, as well for that on the adjacent lot, as for that which was in the building and on the streets and banquettes.

any

The case was ably argued by Messrs. Hunt, Semmes and Edwards, counsel for the plaintiffs, and Messrs. Wolfe and Singleton for the defendants, and submitted to the jury, who, after a short absence, brought in a verdict for the plaintiffs, as prayed for in the petition.

FIRE INSURANCE FOR FIREMEN.

We find the following suggestions in the Insurance Reporter. In Boston, firemen are paid for their services; but the plan proposed seems to us a good one, and at least worthy of consideration :

It cannot be denied that the firemen constantly peril their health, and often their lives in the service of the city. For this service they should receive a fair compensation. Most of the firemen are men in moderate circumstances, to whom seventy five dollars a year would be no inconsiderable item. But many object to being paid for services which heretofore, (this is the only reason that can be given,) they have rendered free.

Now, to obviate in some measure this difficulty, and at the same time to compensate the firemen for services, we propose

1st. A reorganization of the Fire Department, retaining all those of good character now in the department, appointing none others but men of like character; the whole being under the control of a Board of Directors.

2d. Let the city government, instead of paying th firemen $75 each per year agree to pay that sum for them on a

LIFE POLICY INSURANCE. This sum to be paid annually, so long as they faithfully perform official duty. The fireman to forfeit his claim upon conviction of any misdemeanor which would render him liable to expulsion from the department.

This $75 would secure four or five thousand dollars to the family or relatives of every fireman in the event of his death, which might occur either by accident, exposure, or in the ordinary course of nature.

This $4,000 or $5,000 Policy would become more and more valuable every year, so that the firemen would have constantly increasing motives for faithfulness and good behavior.

This would be much better than the plan of giving each fireman $75 in cash per year, as it would insure some conpensation to the family in case of his death.

Firemen are so constantly exposed to danger from falling walls and timbers, and a thousand other like casualties, that it seems proper that some provision of this kind should be made.

What a blessing it would have been to the families of all those firemen who perished at the Jennings' fire, could each have received five thousand dollars!

If it be objected that there is no precedent for the plan suggested, we answer that New York is the very city to establish a precedent. Is the plan suggeste a good one? That is the question.

NAUTICAL INTELLIGENCE.

NOTICES TO MARINERS.

The Notices to Mariners which we publish below have been received from the Department of State since the public ion of the Merchants' Magazine for August, 1854.

HARBOR LIGHTS T PORT SAN LUCAR, SOUTH WEST COAST OF SPAIN.

HYDROGRAPHIC OFFICE, June 12, 1854. Official information has been received that the Spanish Government, on the 21st of January, established the following lights at the port of San Lucar-de-Barrameda. 1. A fixed light on Malandar Point, on the north shore of the port, at an elevation of 36 feet above the sea, and visible at the distance of six miles.

2. A fixed light in a high building at the northern end of the village of Bonanza, in the interior of the port on its eastern shore, at an elevation of 53 feet above the sea, and visible at the distance of eight miles.

3. A red light in an elevated position to the southward of the Castle of Espiritu Santo, the point of which forms the southern limit of the port.

In order to enter this port, the wind being free, a vessel having passed to the westward of the Salmedina shoal, should steer N. EE. for 24 miles, when she will be in about 54 fathoms water, sand, and will have the two lights above mentioned of Malander and Bonanza nearly in one, the bearings of these lights should be taken correctly, and the course altered for them to east. Having run 1 miles on this course, the red light on the southern shore will be seen bearing S. E. E. and when so far advanced as to bring it to bear S. S. W., the vessel will be in the narrowest part of the channel, (which is not two cables across,) and this red light will be eclipsed; on which taking place, an E. S. E. E. course is immediately to be steered, until Malander light bears N. W. N. and Bonanza light E N. E., when she will be in 6 to 8 fathoms water, on sand. She may then steer N. E. E. for Bonanza road, and when that light bears S. E. E. anchor in 4 to 6 fathoms water, on a sandy bottom.

The many rocks and shoals, both inside and outside of this port, render it difficult and dangerous to enter with a beating wind without a pilot; and no vessel should attempt it at night, but keep the sea until daylight, or anchor to the N. N. E. of Chipiona, if the weather should permit.

It is high water, full and change, at Chipiona, at 1h. 34m., and at Bonanza at 2h Om., and the greatest spring tide range is 12 feet.

The above bearings are magnetic.

FIXED LIGHT IN TRALEE BAY, SOUTHWEST COAST OF IRELAND.

HYDROGRAPH C OFFICE, May 31, 1854.

Notice has been given by the Corporation fo preserving and improving the port of Dublin, that on the 1st of July next a Fixed L ht will be established on the western Samphire Island, w ich lies on the north s de of the channel into Tralee harbor.

This Fixed Light will appear red when seen from seaward, or between the bearings of S. W. to E. S. E.; but when seen from the southward, or between the bearings of E. S. E. to W. N. W. W. it will be bright.

The light stands 56 feet above the level of high water, on a circular tower of bluish stone, and in clear weather may be seen 9 miles.

Towards the harbor, the Light will be seen as far as the northern limits of the anchorage within Great Samphire Island, and if kept open to seaward, will lead clear of the Mucklaghmore Rock.

The above bearings are magnetic, and the variation is 29° 15' W.

FALSE BAY, BEACON BUOY ON THE WHITTLE ROCK, CAPE OF GOOD hope.

HYDROGRAPHIC OFFICE, May 29, 1854. Mariners are hereby informed, that on the 31st of March last, a beacon buoy was placed at the distance of 40 fathoms E. by N. of the shoalest part (11 feet) of the Whittle Rock in False Bay.

This buoy is made of iron, painted red, carries a staff 13 feet long, with a basket, which is visible to the distance of two miles, and is moored in 10 fathoms water, with the following marks, viz. :

The upper or black beacon, in Buffals Bay, a little open to the southward of the white beacon, bearing about W. 4 S.; and

The white-washed mark, seen over Red ill, a little open to th northward of the lower beacon, bearing about N. W. § N.

There are several rocky heads, carrying from 4 to 6 fathoms within the circuit of 40 fathoms from the Whittle Rock.

LIGHTHOUSE AT CEDAR KEYS, FLORIDA.

A FIXED LIGHT WITH FLASHES.

This house is placed on the eastern end of the mound on the Sea horse Key, harbor on Cedar Keys, Florida. It is a plain structure of brick, one story in height, surmounted by a watch-room and lantern, both painted white. The illuminating apparatus is one of the Fresnal Fourth Order Fixed, with flashes every minute, and illum inating the entire horizon.

The focal plane is 75 feet above the sea level-the light, therefore, will be clearly visible from a position 15 feet above the water, in good weather, at the distance of 14 nautical or 16 statute miles. The principal object of this light (though seen in all directions) is as a guide to the main entrance of the harbor of Cedar Keys from the southward. A dangerous reef extends in a southwesterly direction from Seahorse Key for twelve miles, but by keeping within the bearings of N. and N. N. W. (magnetic) the harbor can be safely entered to within one mile of the light. The approximate latitude and longitude, are-lat. 29° 5' 30 N. long. 82° 57′ 30′′ W.

The light will be exhibited, for the first time, on the night of August 1, 1854, and will be continued to be shown every night thereafter from sunset to sunrise, until further notice. By order of the Lighthouse Board,

GEO. G. MEAD, Lieut. Topographical Engineers.

RULES TO PREVENT COLLISION OF SHIPS AT SEA.

The following remarks are extracted from the manuscript of Capt. Wm. Toms, who is engaged in the preparation of a work on the practice of navigation at sea. These rules are the result of more than twenty-five years' experience in practical navigation. Some time will elapse before the publication of Capt. Toms' work, and that gentleman is desirous that his brother seamen should enjoy the benefit of his experience. It affords us great pleasure to lay them before the marine readers of the Merchants' Magazine:

Two ships approaching each other on opposite tacks, close hauled, and it is doubtful which will weather the other, the one on the starboard tack must keep her reach, while the other on the port tack must give way; but if, through ignorance or stupidity, the one on the port tack does not bear up, and a collision is unavoidable, then both vessels should put their helms a-lee, by which means they will be thrown in the stays, and should a collision take place, the shock will be very much lessened.

Two ships meeting each other right ahead, and steering opposite courses, both having the wind free, the rule is, for each to port their helms, by which means they will pass each other on the port side. But if one of them should be close hauled, then it is the duty of the other, which is going free, to pass to leeward of her.

But this rule should not be too hastily adopted in the night time, because if a vessel or her light is suddenly seen on the starboard bow, were each to port their helms, a collision would take place. This rule, therefore, is only applicable when vessels meet each other right ahead, or a little on the port bow. Steam vessels, which are always supposed to be under the command of their helms, are deemed to be vessels going free. The commanders of these vessels say that if sailing vessels would keep their proper course on the approach of a steamer towards them, the officer in charge of the deck would then see exactly the state of the case, and steer so as to clear the sailing vessel, and thereby prevent a collision; and that it frequently happens that those on board the sailing vessels become alarmed and keep changing their course without any fixed principle, thereby mutually deceiving each other as to their intentions.

Ships meeting each other on a dark, stormy night, or in foggy weather, the utmost presence of mind on the part of the officer of the watch is necessary to prevent collision. Many melancholy instances are of frequent occurrence, of collisions which take place under the above circumstances. On a vessel or her light being seen in this case, the first thing that should be done is to ascertain in which direction the other vessel is steering. This can be done even in the darkest night by simply taking the bearing of her light when first seen, and again in a few minutes afterwards. Then the difference of bearing will point out at once the direction in which she is steering. Then, but not before, (as is too often the case) the course may be changed to go clear of her. But if the light does not seem to change in the bearing, the vessel must either be coming directly before you, or your vessel is coming up with her. In the former case, when seen right ahead or a little on the port bow, the rule is to port the helm, but when very near on the starboard bow, to starboard the helm; and were each vessel to obey this general rule, a collision would be impossible.

Ships running in the night time should always, as a standing rule, pass astern of those they may meet ahead, close hauled.

The cause of most of the collisions which take place is by altering the ship's course previous to ascertaining the direction in which the other vessel is steering, and thereby causing the very thing they are desirous to avoid.

The proper way for each vessel to do a'ter their respective lights have been seen by each other, is to continue their course, and to calm but vigilantly watch the dif ference in the bearing of the lights, and which will at once show the direction in which the other is steering. Then the course may be changed if necessary, to prevent collision.

And in all cases when practicable-that is, when the movements of one vessel can be seen by the other-the intention of the one should be made manifest to the other, by a broad sheer in the direction in which she means to pass. This will save a great deal of anxiety of mind on the subject when the vessels are approaching each

other.

IMPROVEMENT IN SHORTENING SAIL.

Capt. L. McKay, the well known Boston ship-builder, has taken up the subject of shortening a ship's sails, and it is anticipated will soon be able to make some important change in the whole management of the rigging of ships. He says that laborsaving appliances may be adopted, which will not merely lessen the pulling and hauling, but will accomplish more rapidly and with greater certainty the operation of making and shortening sail. He thinks he has discovered a process by which the three topmnasts of a ship of 1.000 tons can be reefed by a crew of twenty men, in ten minutes, and the same reefs shaken out and the sails set again, in less time, without sending a man above the rail. He thinks a ship fitted with sails after this plan, can be cared for and sailed with one-third less seamen than under the present regime; yet so great a reduction in the crew would be undesirable, for various reasons, one of which is, that in heavy weather, the furling of a ship's courses frequently requires the presence of an entire crew, and even then is accomplished only by severe labor. But in any event, 25 per cent of the item of victualing and manning would be saved, and the ship sailed with less risk and ntore comfort to the crew under this deduction.

NAVIGATION OF LISBON.

It is impossible to conceive an easier navigation than that to Lisbon. When once across the Bay of Biscay and round Cape Finisterre you make direct for the Berlings, and other high rocks more to seaward, called the Estellas and Farilhoes de Velha. There is plenty of spare room for any vessel to pass inside the Berlings, thus saving some distance; and from Cape Corvoeire the coast tends inwards to the inouth of the Tagus, presenting a succession of scenery so novel and attractive as at once to satisfy the spectator that the poetry of Byron and the poetic prose of Beckford have failed to exaggerate its beauties.-Hadfield's Brazil, River Plate, and Falkland Islands.

STATISTICS OF POPULATION, &c.

RESULTS OF THE CENSUS OF GREAT BRITAIN.

NUMBER III.

FAMILIES AND HOUSES.

The term "family" may be defined in various ways. It consists of a head and of dependent members living together in the same dwelling. But the head of a family may be either a husband and wife, a widower, a widow, a bachelor, or a spinster; and the members may be children, relatives, visitors, and servants.

In the Act for taking the Census of 1851, the term "occupier" was substituted for the word “family," as being less open to misconstruction. Occupiers," therefore, represent the "families" of previous censuses. By this substitution, bachelors and spinsters were not likely to escape enumeration as families, which was probably not unfrequently the case in former censuses.

It is so natural that a family should live in a separate house, that the term house is often used for family. This isolation of families in separate houses is carried to a greater extent in England than elsewhere. A German naturalist, Dr. Carus, physician to the King of Hanover, in a description of the English people in 1844, has the following remarks on English dwellings:

"I cannot take leave of the subject without a remark on English dwelling-houses, which stand in close connection with that long-cherished principle of separation and retirement lying at the very foundation of the national character. It appears to me to be this principle which has given to the people that fixity of national character and strict adherence to the historical usages of their country by which they are so much distinguished; up to the present moment, the Englishman still perseveres in striving after a certain individuality and personal independence-a certain separation of himself from others, which constitutes the foundation of his freedom. It is this that gives the Englishman that proud feeling of personal independence which is stereotyped in the phrase 'Every man's house is his castle."