the Sheffield Independent, which position he resigned after a year. On leaving Plymouth he was presented with a gold and diamond ring by his colleagues.

In 1879, Guy Roslyn started the Biograph and Review, a magazine entirely devoted to biography-we believe the first of its kind. In the first number of the Biograph Guy Roslyn announced that he had obtained from Mr. Gladstone answers to six questions with regard to his political career. The Times published the questions, and there was at once a theme for gossip throughout the country. That anyone should have dared to ask Mr. Gladstone six such questions and that the Prime Minister should have answered them, made some people angry and made others laugh. On the whole, it was considered very good fun, and of an interesting and important kind. When the answers appeared in the second number of the Biograph, they ran through the Press like wildfire from one end of the country to the other, the Standard appcaring with a large line on its contentsbill-" Mr. Gladstone on Himself." For a few days it was the one important theme with the newspapers. We do not know of any magazine that has received more important Press attention than the Biograph. Apart from ordinary notices in England and America, France, and Germany, and the Colonies, it has been made the subject of leading articles in the London daily papers, and by many of the leading provincial papers.

Six months after starting the Biograph, Guy Roslyn bought the famous old magazine, Colburn's New Monthly, from Dr. Ainsworth, and these two magazines he continues to conduct. Guy Roslyn is also the London correspondent of about a dozen provincial papers.

In 1874, Mr. Hatton married Eva, the daughter of the late Mr. Robert Chubb, of Plymouth, by whom he has three children, two sons and one daughter.

JOSEPH D'AGUILAR SAMUDA.

THE late or, as some prefer to call him, the past and future-Member for the Tower Hamlets, Mr. Joseph D'Aguilar Samuda, has exercised a great influence in distinct departments of work, primarily in Trade and Politics. In this brief memoir we will consider Mr. Samuda's labours in their order.

Joseph D'Aguilar Samuda is the son of the late Abraham Samuda, Esq., merchant, by Joy, daughter of the late H. D'Aguilar, Esq., of Enfield Chase, and was born in London in 1813. He early became a pupil of his brother, the late Jacob Samuda, and with whom he entered into partnership as an engineer in 1832. Jacob Samuda was unfortunately killed by the blowing out of an expansion joint (in 1844) when trying the engines of the "Gipsy Queen" steamer, one of the first vessels built by the firm of which the subject of our sketch is the popular head. The business was founded in 1832 under the style or firm of "Samuda Brothers," which name it has ever since preserved. Mr. Samuda's works comprise iron-clad steam ships for the British Navy, and most of the principal navies in the world; also mail steamers for all the leading companies, amongst which may be enumerated, (1) For the British Navy, H.M.S. "Thunderbolt" (the first armour-cased iron vessel built); H.M.S. "Prince Albert" (the first iron-clad cupola ship built); H.M. Mortar Float, No. 1 (first iron mortar vessel built); and H.M. Troop-ship, "Tamar." For the Prussian Navy Samuda has built the "Crown Prince" and the "Arminius." For the Russian, the "Strelna" (royal yacht); "Bakan Veha," and the "Artelshik"; for the Ottoman Navy, "Taliah " (Sultan's yacht); "Saide Bahree," and "Purtive Neyalah"; and for the Egyptian fleet "Mahroussé" (the Viceroy's state yacht), "Beherah," "Fayoum," "Kahireh," Surat," "Florimel," and "Gladiator." For the Spanish Navy, "Constantia," "Valiente," "Santa Filomena," and "Animosa." For the Peruvian Navy, "Independencia," "Morona," and " Pastaza." For the Peninsular and Oriental Mail Service, "Ceylon," "Massila," "Carnatic," and "Rangoon." For the Messageries Imperialés of France," Aréthuse." For the Royal Mail Steam Company," Mersey." For the General Steam Navigation Company, "Danube" and "Germania." For the Holyhead and Kingstown Mails,

"Leinster." For the Folkestone and Boulogne Service, "Victoria," "Albert Edward," "Alexandra," and "Napoleon III." For the Calais and Dover Mails, "Maid of Kent," "Scud," and "Foam." For Russian Services in the Black Sea, "Lazariff," "Korniloff," "Nachinoff," "Taurida," "Argonaut," "Mithridates," and "Jason." For the Service of the Volga and Caspian, "Caucasus," "Mercury," "Czar," "Czaritza," "Czarewitch," "Czarevena," "Mockba," "Gosooder," and "Stshastlway." For Indian Service, "Coromandel,” and "De Grey." For Brazil and South American rivers, "Estrella," "Anita,"" Isabel," "El Patrona,” and “Piratininga.” For the Austrian Lloyds Mail Service, " Verbano," " Lario," and "Benaco." The principal vessels built by Mr. Samuda since 1868 are "The Kaiser," and "Deutschland," iron-clad frigates, each 7,500 tons displacement, and 8,000 horse-power, for the German Government. The "Foo Soo," iron-clad frigate of 3,700 tons, displacement, and 3,500 horse-power for the Japanese Government. The "Bellisle” and “Orion,” iron-clad corvettes of 4,700 tons displacement, and 4,000 horse-power, built for the Ottoman Government and purchased by H.M. Admiralty. The "Independencia" of 9,000 tons displacement, and 8,000 horse power, finished for the Brazilian Government, afterwards purchased by H.M. Government, and renamed "The Neptune." Then followed the "Almirante Brown" steel armour-clad (and being the first steel vessel with steel-faced armour built). This was for the Argentine Government, being 4,200 tons displacement, and 4,600 horse-power. Mr. Samuda has also since that date built the extraordinary fast channel service vessels between Folkestone and Boulogne, namely the "Albert Victor" and the "Louise Dagmar," each 1,040 tons burthen, and 2,800 horse power, and both of which are of steel, and achieved the speed of 18 knots (= 21 statute miles) per hour, and are the fleetest channel steamers afloat. This is scarcely the occasion to go into the technicalities of the immense trade of this eminent firm, but (for those who are curious in such matters), we would refer our readers to a very interesting work by Mr. Glenny Crory (the author of "Industry in Ireland," &c. &c.), in which an exhaustive technical description is vouchsafed of this now historical industry.*

The early business career of the Samudas was principally

"East London Industries" (Longman's. 1876).

devoted to Marine Engine building, 1832-1842, but in 1843 they added shipbuilding to their profession. From 1842 until 1848 they were engaged in carrying into practice the Atmospheric Railway, as patented by the late S. Clegg and the late Jacob Samuda (previously referred to), and the subject of this memoir laid it down and worked it on the Kingstown and Dalkay, Croydon, South Devon, and Paris and St. Germain Railways. Since 1851, however, Mr. Samuda has been especially (and almost exclusively) engaged in iron and steel ship building, and in 1860 he assisted at the establishment of the Institution of Naval Architects, and was elected the original treasurer, a member of the Council, and subsequently Vice-President, which position he still retains. Mr. Samuda is also a member of the Institution of Civil Engineers, and of the Institution of Mechanical Engineers. Mr. Samuda has been engaged in iron-ship-building for nearly forty years-longer than any other iron-ship-builder in the kingdom-and he has been more extensively consulted and engaged in all the various changes that marine architecture has witnessed, both for war as well as commercial purposes, than any other man. That the chief object of his life-the development of the greatest improvements from time to time in naval architecture that could be made available-has by his scientific assistance and works been more largely brought into practical use by him than by any other of his professional contemporaries, there can be no doubt, testimonies to which are to be adduced; for Mr. Samuda has had special recognitions of the most flattering character from numerous foreign states and companies-Turkey, France, and other countries, &c.

The Parliamentary career of the subject of this memoir is no less interesting than his professional, especially when we remember that through his political honesty he probably owes the fact that he is not now a Member of the House of Commons. It was in 1865, that Mr. Samuda was first elected Member for Tavistock in the Liberal interest, and he had not been long in Parliament before he asserted his position, not only as a politician, but as an authority on all those matters with which his profession identified him. His speeches during the Sessions of 1865-7-8 on the Navy, Fortifications, Post Office Service, &c., are treasure-houses of technical and political know

*Sec 3. Hansard, v., clxxxi., clxxxii., clxxxiv., &c.

ledge, and Liberal as he was he was ever independent of Party when he tried to legislate for the safety and welfare of England. Some have been guilty of the bad taste to assert that Mr. Samuda, in his struggle to strengthen and dignify the Navy, spoke as a shipbuilder rather than as a Statesman, but this is effectually traversed in 1868, for on July 13th, in that year, we find Mr. Samuda actually moving for a reduction by £500 from the Navy Estimate of £742,500 for steam machinery. As this is one of the most interesting of his many valuable speeches during these Sessions, we set it out in extenso. It is extracted from . Hansard, v., cxciii., p. 1148:

"Mr. Samuda said he rose to draw attention to the circumstances under which the sanction of the Committee to the building of two vessels of the Audacious class, the Triumph and the Swiftsure, was asked for. Those vessels were of 3,800 tons and 800-horse power each, and of which the House had already sanctioned the building of four vessels of that class. He proposed that instead of the building of these two being proceeded with, two turretvessels should be substituted for them. A great deal of valuable information might be gained from two such vessels as he proposed, although, of course, their relative fighting powers, as compared with those and the broadside-vessels, could only be ascertained after several severe engagements had been fought. We should be in the region of experiment for many years to come; and for the Government to refuse experiment was to refuse all progress. The Admiral of the Channel Fleet had expressed his opinion of our broadside iron-clads in no measured terms. He stated that they rolled to the lower part of their ports in fine weather, and to the upper part of their ports in bad weather. Consequently, in moderately bad weather they could not fight a single gun. This arose from the fact that broadside ships were always obliged to be placed in the trough of the sea. Turret-vessels could be fought head to the wind, and rolling was thus prevented. Much had been made of alleged objections by Admirals and Captains to building turret-ships; but he must remind the Committee that the opinions quoted were not really against turret-ships. The commanders, whose opinions were asked, had a case put to them in a particular way, and they answered it as all prudent men would have done. The Admiralty said, 'We are building two turret-vessels for sea; we shall be able to try