een decks about ten in the evening; but timely assistance being
rendered, we were saved for the second time. We had scarcely escaped
when some of us became again delirious. An officer of infantry wished
to throw himself into the sea, to look for his pocket book, and would
have done it had he not been prevented. Others were seized in a manner
not less frenzied.

The commander and officers of the brig watched over us, and kindly
anticipated our wants. They snatched us from death, by saving us from
our raft; their unremitting care revived within us the spark of life.
The surgeon of the ship, M. Renaud, distinguished himself for his
indefatigable zeal. He was obliged to spend the whole of the day in
dressing our wounds; and during the two days we were in the brig, he
bestowed on us all the aid of his art, with an attention and
gentleness which merit our eternal gratitude.

In truth, it was time we should find an end of our sufferings; they
had lasted thirteen days, in the most cruel manner. The strongest
among us might have lived forty-eight hours or so, longer. M. Correard
felt that he must die in the course of the day; he had, however a
presentiment we would be saved. He said, that a series of events so
unheard of would not be buried in oblivion; that Providence would at
least preserve some of us to tell to the world the melancholy story of
our misfortunes.

Such is the faithful history of those who were left upon the memorable
raft. Of one hundred and fifty, fifteen only were saved. Five of that
number never recovered from their fatigue, and died at St. Louis.
Those who yet live are covered with scars; and the cruel sufferings to
which they have been exposed, have materially shaken their
constitutions.

THE LOSS OF THE ROYAL GEORGE.

On the 29th of August, 1782, it was found necessary that the Royal
George, a line-of-battle ship of 108 guns, which had lately arrived at
Spithead from a cruise, should, previously to her going again to sea,
undergo the operation which seamen technically call a Parliament heel.
In such cases the ship is inclined in a certain degree on one side,
while the defects below the water-mark on the other side are examined
and repaired. This mode of proceeding is, we believe at the present
day, very commonly adopted where the defects to be repaired are not
extensive, or where (as was the case with the Royal George) it is
desirable to avoid the delay of going into dock. The operation is