BY RICHARD LEWIS, ESQ., BARRISTER-AT-LAW.

IT is with deep regret we record the death of REAR-ADMIRAL WASHINGTON, Hydrographer of the Admiralty. He died at Havre, on the 16th September last, after a painful illness of several months' duration, brought on by excessive mental labour.

About the beginning of last summer his medical advisers strongly recommended a complete cessation of his duties, and he accordingly went to Normandy, where he frequently spent his vacation. This, however, afforded him no relief. His bodily frame continued to give way under the pressure of a complaint which, with but slight external symptoms, had been from the beginning of the present year undermining his constitution.

The ADMIRAL was in his sixty-fourth year when he died, having been born on the first day of the present century.

He entered the Navy on'May 15th, 1812, as a first-class Volunteer on board the Junon, 46 guns, CAPTAIN JAMES SANDERS, fitting for the North American station, where he took part in many operations in the River Chesapeake.

He assisted in making prizes of several of the enemy's vessels, and contributed to the complete discomfiture of fifteen gun-boats, that had been despatched for the express purpose of capturing the Junon, after an action of three hours, fought on June 20, 1813. Removing as midshipman in the following October to the Sybille, he sailed in that ship in 1814, under CAPTAIN FORREST, with the Princess Caroline, CAPTAIN DOWNMAN, for the latitude of Greenland, in fruitless pursuit of the American COMMODORE ROGERS. In November of the same year, having returned to England, he entered the Royal Naval College at Portsmouth, and this unquestionably was the turning point in •• his career. Naturally of studious habits, he turned to the greatest advantage the opportunity afforded him of improving his education; and the mental training he thus received enabled him in subsequent years to improve the talents he possessed, not in the accumulation of wealth, but in advancing the interests of his profession, and in helping forward the cause of humanity. On leaving the Royal Naval College, he was received .in May, 1816, on board the Forth, CAPTAIN SIR THOMAS * Reprinted, with the kind permission of the Publishers, from the United Service Magazine for December, 1863.

Louis, under whom he was again employed for upwards of three years on the Coast of North America. He then in succession joined the Vengeur and the Superbe, both on the South American Station, where he remained until after his promotion to the rank of Lieutenant, which took place on the 1st January, 1821. He was subsequently employed on particular sew ice, and in Avtgvist, 1830, was appointed to' the Royal George, 120, as flag-lieutenant to ADMIRAL SIR JOHN POER BERESFORD, Bart., Commanderin- Chief at the Nore—continuing to serve under that officer in the Ocean, until advanced to the rank of Commander in 1833.

To the active service, consequent upon his various appointments, he had united the practice of maritime surveying, and the combined pursuits of a Scientific Hydrographer and Geographer. In 1835 he succeeded CAPTAIN MACONOCHIE as Secretary of the Royal Geographical Society of London, but resigned that office in 1841, on being appointed to continue the survey of the North Sea, which had for some time been in progress.

During this undertaking, in which he was continually engaged until the close of 1844, he was necessarily occupied in correcting the existing Chart?, as the positions of the shoals and the directions of the navigable channels had in many cases become changed. This service was strikingly useful, and led in a great degree to his subsequent appointment as a Royal Commissioner on certain important questions respecting the construction of Harbours of Refuge on exposed coasts of the country.

In 1842 he was promoted to the rank of Post-Captain, in compliment to the KING OF PRUSSIA. This survey was CAPTAIN WASHINGTON'S last service afloat. In 1845, he was appointed a Member of a Royal Commission for inquiring into the state of the Rivers, Shores, and Harbours of the United Kingdom, the duties of which office brought him into contact with a large number of our seamen and fishermen, in whose temporal and spiritual welfare he took unceasing interest from this period until the day of his death.

He was subsequently engaged in an inquiry into the condition of our large fisheries on the North-east Coast of Scotland. His able Report, and the clear plans of the different classes of fishing-boats which accompanied it, prepared expressly by Mr.

JAMES PEAKE, Master-Shipwright of Her Majesty's Dockyard, Devonport, deservedly attracted considerable attention.

" When we remember," said the late ADMIRAL, "that the fishing-boats of the United Kingdom number probably 36,000, manned by 150,000 men and boys, it will be admitted that this class of men deserves some consideration, and that, as far as may be, their small harbours should be deepened to enable them to obtain shelter in time of need, and at all states of the tide." In 1858 CAPTAINT WASHINGTON again became a Member of the Royal Commission to inquire into the proper sites for Harbours of Refuge along the coasts of the United Kingdom. We are informed that the remarkable extent of his local knowledge of the districts visited by this Commission, and his active and painstaking habits, were of great value to the Commission; indeed, that it was looked upon by the subject of our memoir as one of the crowning efforts of his labours in the cause of humanity, and on behalf of his humbler professional brethren.

In the year 1862 CAPTAIN WASHINGTON was promoted to the rank of Rear-Admiral.

As we feel that a brief account of this valuable public servant would be incomplete without a sketch of his labours in advancing the Life-boat cause, we trust it may not be thought inappropriate to relate briefly the manner in which the present organization of the Life-boat system was materially promoted by the late ADMIRAL WASHINGTON.

In 1849 an awful accident occurred at the mouth of the Tyne. A Shields Lifeboat, manned by 24 pilots, had gone off to the rescue of a shipwrecked crew. The boat was upset, and twenty of the gallant fellows unhappily perished on the occasion.

This dreadful calamity excited his greatest sympathy, and induced him to put forth his best energies to prevent the recurrence of similar disasters. He then fortunately made the acquaintance of a nobleman of kindred feelings—we allude to ADMIRAL ALGERNON DUKE OF NORTHUMBERLAND, K.G.—who possesses what may be termed an'hereditary sympathy for the Life-boat work. His Grace gave him carte blanche in regard to any expenses that might be incurred in procuring, by public competition, a better class of Life-boat.

Accordingly we find that, in 1850, CAPTAIN WASHINGTON drew up the following Hand-bill, which was extensively circulated on the coasts of the United Kingdom, and in many foreign countries :— " To Boat-builders, SHIPWRIGHTS, &c.

" Great loss of life having occurred from time to time on the Coast of Northumberland and elsewhere, by the upsetting of Life-boats, and especially in the case of the Shields Life-boat in December last (1849), whereby 20 pilots were drowned, notice is hereby given that, with a view to the improvement of boats to be employed for such purposes, His GRACE THE DUKE OF NORTHUMBERLAND offers the sum of One Hundred Guineas for the best model of a Life-boat which may be sent to the Surveyors' Department, Admiralty, Somerset House, London, by the 1st day of Feb., 1851.

"CAPTAIN SIR BALDWIN W. WALKER, K.C.B., Surveyor of the Navy, has consented to act as a final referee in adjudging the reward.

" And His GRACE offers the further sum of One Hundred Guineas for building a Life-boat according to the model which may be approved of.

" It is considered that the chief objections to the present Life-boats generally speaking, are: " 1. That they do not right themselves in the event of being upset.

"2. That they are too heavy to be readily launched, or transported along the coast in case of need.

" 3. That they do not free themselves of water fast enough.

" 4. That they are very expensive.

" It is recommended that the models be made on the scale of one inch to a foot, and that they be accompanied by plans, specifications, and estimates.

The models will not be detained beyond the 1st of April, in case the respective builders should wish to send them to the Great Exhibition of 1851.

(Signed) " JOHN 'WASHINGTON, Captain K.N." The result of this Notice was, that 280 models and plans were sent to Somerset House for competition. CAPTAIN WASHINGTON, Mr. JAMES PEAKE, and Mr.

JOSEPH PROWSE, Draughtsman, of Her Majesty's Dockyard, Woolwich, devoted themselves unceasingly for six months to' the examination of the models and plans.

On examining the papers, it was found that there was a want of exact information on many points, and accordingly a Circular, naming the several particulars required, was sent to each contributor. The answers to these Circulars, with the original descriptions, specifications, and plans of the several models, make five folio manuscript volumes, containing much useful information on the subject of Life-boats, and form a valuable record and work for reference.

A general review of the models soon pointed out that they might be advantageously grouped according to their characteristic features: thus there were several models in the shape of pontoons; catamarans, or rafts, formed a second group; a third group may be described as having for its type a troop boat or steamer's paddlebox boat; a fourth as partaking chiefly of the north country coble; and lastly, a group composed of the ordinary boat in every-day use, slightly modified according to the nature of the coast they were intended for.

After examining the models separately, so as to ascertain their form for pulling or sailing, their dimensions, capacity for holding water, area of delivering valves, weight, nature and amount of extra buoyancy, and trying experiments in the Thames, on their relative stability, power of self-righting, and readiness in freeing themselves, having also prepared a description of several, and added a few remarks, each model was brought forward in turn before the General Committee, the description and remarks read over, discussed, corrected, and agreed upon.

The difficulty then arose, where so many boats were nearly alike, of deciding on the relative merits of each. In order to insure that no good quality should be overlooked, and to obviate the possibility of bias, the Committee agreed upon those points which they considered the essential qualities of a Life-boat and their order of precedence. A certain numerical value was then given to each of these qualities according to its importance, so that the whole total number should amount to one hundred marks. It may be interesting to state the qualities referred to, and the degree of importance attached to them by the Committee. They are as follows:— Qualities as a rowing-boat in all weathers . . . . . 2 0 Qualities as a sailing-boat . . 18 Qualities as a sea-boat; as stability, safety, buoyancy forward for launching through a surf, &c. . 10 Small internal capacity for water up to the level of the thwarts . . 9 Means of freeing boat of water readily 8 Extra buoyancy; its nature, amount, distribution, and mode of application . . . . . . 7 Power of self-righting . . . 6 Suitableness for beaching . . 4 Boom for, and power of carrying passengers . . . . . 3 Moderate weight for transport along shore . . . . . . 3 Protection from injury to the bottom 3 Ballast, as iron 1—water 2—cork 3 . 3 Access to stem or stern . . . 3 Timber heads for securing warps to . 2 Fenders, life-lines, &c. . . . 1 100 It will be seen by the above Table that the Committee considered it an essential requisite in a Life-boat that she should be a good rowing-boat, able to put off from the beach in any weather in which a boat can live at sea, as without the power of doing this other good qualities would be of no avail. To this then was awarded the highest number. As on the coasts of Norfolk and Suffolk where the wrecks generally occur on outlying sands, nearly all the Lifeboats go off under sail, and as it was evident some of the best models were prepared with this view, it was considered that these also were entitled to be placed on a par with, boats built chiefly for pulling; but as rowing is the general rule around the coast, and sailing the exception, a slight difference was made in favour of the former.

This preliminary Table arranged, all difficulties vanished. Each model was again brought forward in its turn, each of its qualities was named and examined in order, the number, or proportion of the whole number according to its merits, was proposed, agreed upon, and set down in a column. After some days, when many models had been examined, these numbers were added up, and the relative order of merit in the several boats established. The six boats that stood first on the list were then, for the third time, brought forward and placed together side by side, their several points again examined, and the models carefully compared with each other; the result was a confirmation of the values already adjudged. The model by Mr.

JAMES BEECHING, of Great Yarmouth, obtained 84 marks; and that being the highest number, the premium offered by the DUKE OF NORTHUMBERLAND for the best model of a Life-boat was accordingly presented to Mr. BEECH ING.

During this period of investigation the DUKE OF NORTHUMBERLAND himself was not idle. He saw the absolute necessity of giving practical effect to the important labours of his Life-boat Committee.

He believed that this could only be efficiently accomplished by offering the result of the labours of his Committee to the NATIONAL LIFE-BOAT INSTITUTION. We remember very well the great anxiety of His Grace at the time, and the many interviews he had on the subject in the beginning of 1850 with the late Mr. THOMAS WILSON, the respected Chairman of the Institution.

In the beginning of the ensuing year, His Grace consented to become the President of the NATIONAL LIFE-BOAT INSTITUTION, in the welfare of which he has ever since taken the liveliest interest.

The Committee, however, were cot satisfied with Mr. BEECHING'S Boat, and the Admiralty were asked by His Grace to allow a Life-boat, from Mr. PEAKE'S design, to be built in Woolwich Dockyard, which request was readily complied with.

After a long series of trials, and after un- devgoing many alterations, this boat was completed and presented to His Grace, who had three others built similar to it at his own expense, and one on BEECHING'S design, with boat-houses and transporting-carriages complete, for the use of the fishing stations and shipwrecked crews on the coast of Northumberland.

After these boats had been tested on the coast in high surfs, the NATIONAL LIFE-BOAT INSTITUTION proceeded to build others on the same plan, although cautiously at first, which plan with but slight modification and some improvement in form, it has continued to adopt up to the present time. It now possesses more than one hundred of these self-righting boats, and a large number of them have also been built by the Messrs. FORRESTT for many of the European Governments, and for some of our Colonies. The renovated fleet of Life-boats of the NATIONAL LIFE-BOAT INSTITUTION, towards the formation of which ADMIRAL WASHINGTON had so materially contributed, save from sudden death every year between 300 and 400 shipwrecked persons on our coasts.

The result of the labours of the Northumberland Committee was embodied in an elaborate Report prepared by the late Admiral, which will long remain a monument of his ability and assiduity in the cause of humanity.

This Report, which is accompanied by a plate of the Prize Life-boat and of several of the principal boats brought under the Committee's notice, was published at the sole expense of the DUKE OF NORTHUMBERLAND.

Copies of it were presented by His Grace to all the competitors for his prize, to the principal authorities in the United Kingdom, and to the Maritime Governments throughout the world.

Together with this Report was published the first Wreck Chart of the British Isles.

Its unique appearance excited great attention ; and to ADMIRAL WASHINGTON is unquestionably due the credit of the compilation and publication, under the authority of Government, of a Wreck Register and Chart of the United Kingdom. Wreck Registers and Charts have ever since been published, and are now issued annually under the authority of the Board of Trade. It is hardly possible to calculate the benefit the cause of preservation of life from shipwreck has derived from the publication of these national documents. The result however is now dearly seen by the importance the public attach to the philanthropic labours of the NATIONAL LIFE-BOAT INSTITUTION, which has become one of the most valuable benevolent institutions in England.

We have thus given a brief sketch of the important nature of the disinterested labours in which ADMIRAL WASHINGTON took an active part for so many years.

At the next meeting of the Institution, after his decease, its Committee passed the following resolution of condolence to his widow:— " The Committee of the ROYAL NATIONAL LIFE-BOAT INSTITUTION desire to record their sincere regret at the loss sustained by the lamented demise of their distinguished colleague, REAR-ADMIRAL JOHN WASHINGTON, F.R.S., Hydrographer of the Admiralty, who, during a long series of years, rendered such important services to the Life-boat cause.

"The Committee also entertain a high sense of the late Admiral's unceasing devotion to the interests of the ROYAL NATIONAL LIFE-BOAT INSTITUTION, which, in conjunction with ADMIRAL ALGERNON DUKE OF NORTHUMBERLAND, K.G., he so materially assisted to resuscitate in 1851." In 1853 ADMIRAL (then Captain) WASHINGTON visited some of the Russian fortresses in the Baltic. In the following year the war broke out, and the results of his acute observations during that tour proved of the greatest value. He was thus enabled to give most important information regarding the character of those fortresses, which could not possibly be obtained from any other recent and reliable source. His experience was afterwards turned to good account by the assistance he continued to render, during the whole period the war lasted, to the Admiralty.

In the year 1855, ADMIRAL WASHINGTON was appointed by Sift JAMES GRAHAM, Bart., M.P., then first Lord of the Admiralty, to the responsible office of Hydrographer of the Admiralty on the retirement and special recommendation of the late ADMIRAL SIR FRANCIS BEAUFORT, F.K.S., -to whom he was much attached. With reference to this appointment, SIR JAMES stated, in the House of Commons, at the close of the Russian war in 1856, that during'his long official life no appointment made by him bad afforded him more satisfaction than that of ADMIRAL WASHINGTON. To the responsible duties of that office he devoted himself with such assiduity, that his valuable life was unquestionably brought to a premature end by over-mental exertion in connection with it.

" When first appointed to the surveying service," writes a gentleman who had served under ADMIRAL WASHINGTON in that department, " no officer could have carried on the duties with more zeal, activity, and intelligence.

His zeal and abilities were conspicuously shown forth by the mass of information he published to the world during the few years he was at the head of the Hydrographic Office, in Charts, Sailing-directions, Tide-tables, &c. Indeed, he had not held that appointment above three or four years before he had arranged for publication the results of numerous nautical surveys and other useful professional information which had accumulated in the office. His quickness and clearness of judgment in revising charts and other office works were conspicuous to every one, and the amount of work he undertook and accomplished showed his great application and abilities." Thus he continued to discharge, without intermission, the onerous duties of his office.

Returning in the evening to his own home, these duties were occasionally pursued until the early hours of the morning. He was thoroughly devoted to his profession, and especially to all matters connected with hydrographic science; and no labour, no trial, was too great for him, so long as his public duties were satisfactorily discharged.

One of the last public labours of the late Admiral was to act as a Juror at the International Exhibition of 1862. He was unanimously elected Chairman of the section which embraced those objects he had so long studied. He, like every one else, was, however, much disappointed at the decision of the Exhibition Commissioners not to give the NATIONAL LIFE-BOAT INSTITUTION space, either in the building or in its annexe's, to a fully equipped Life-boat on her transportingcarriage; so that a fac-simile of a British Life-boat on her station in readiness for service might be seen by foreigners of every nation.

In 1833 ADMIRAL WASHINGTON married ELEONORA, youngest daughter of the REY.

H. ASKEW, Rector of Graystock, in Cumberland, by whom he had three sons and one daughter. He was an affectionate husband and a tender father. His long illness he bore with much Christian fortitude. Uncomplainingly he suffered during the five months of his severe illness, not a murmur ever escaping his lips.

His funeral took place at the Protestant cemetery of St. Marie, Havre, on. the 19th September, with every demonstration of respect on the part of the foreign authorities of the town. ADMIRAL WASHINGTON'S character was much valued in France, and in consequence immediately his decease became known, the heads of departments at Havre—civil, naval, and military— expressed their desire to attend the funeral.

Officers and men of the imperial yacht Prince Jerome, to the number of forty, formed part of the cortege. The English ships in the harbour hoisted their colours half-mast high, and the captains of two large steamers volunteering their attendance, and six of their seamen were gratefully accepted by the family as bearers. The French authorities all attended in full uniform, and the inhabitants of Havre, thronging the streets, silently and reverently testified their respect and regret. The naval Aide-de- Camp to the English Embassy in Paris and another English naval officer, were also present. The unexpected sympathy shown by the French in thus honouring the ADMIRAL'S memory was gratefully felt and acknowledged as a consolation by his afflicted family; and the Lords Commissioners of the Admiralty afterwards expressed officially, to the authorities of Havre, their deep sense of the honours so gracefully bestowed.

Thus closed the life of one of the most valuable officers in Her Majesty's Service.

That his years should have been cut short in the midst of an active professional life must be to ADMIRAL WASHINGTON'S friends an occasion of regret; but they may, however, feel grateful that so much had been accomplished by him.

The deceased was a fluent and industrious writer, and was the author of various pamphlets and reports; but he took especial pains in the careful preparation of the Report of the Northumberland Life-boat Committee, and in the Lecture he delivered in 1852 before the Society of Arts on the progress of Naval Architecture, and on Life-boats as illustrated by the models of boats and shipping collected together in the Great Exhibition of the previous year.

He -was a Fellow of the Royal, Astronomical, and Geographical Societies, an Associate of the Institution of Engineers, as also a corresponding Member of several foreign Geographical Societies.