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The vessel was at anchor, In this case the winds were

not at all reconcile the winds to the theory. blew on shore, and became a total wreck. evidently deranged by the high land in the vicinity; but in the southern part of the bay the action of the hurricanes which have visited those parts, was quite distinct from that of the norths. They maintain that although the hurricane wind may blow from different points, yet its vio lent force comes from the south-eastward. How are those differences to be reconciled?

SHIPWRECKS ON THE SCOTCH COAST IN 1848.

Edinburgh, April 9th, 1849. SIR. If the annexed extract from my Annual Report to the Commissioners of Northern Lighthouses, seems to possess any interest for the readers of your excellent journal, it is at your service. I would only premise that the table alluded to does not necessarily include all the shipwrecks which have occurred, but those only which are within fortyeight miles of any lighthouse, or have been reported by the lightkeepers.

To the Editor N.M.

I am, &c.,

ALAN STEVENSON, Engineer of Northern Lighthouse Board.

Extract from Engineer's Annual Report to the Commissioners of the Northern Lighthouses.

I have prepared, as last year, a table of shipwrecks, which have occurred near any of the Northern lighthouses, and have been reported by the light-keepers during the year 1848. A few additional circumstances not given in last year's table have been added; and it is my intention if the Board shall approve, to present a similar statement annually. It appears that fifty-five shipwrecks have been reported by the lightkeepers, during the year 1848; and an analysis of the facts contained in the table lead to the following conclusions:

First. Of the whole fifty-five wrecks, the following numbers have been reported from the various lighthouse stations, viz.:-from Little Ross 6, Point of Ayre 6, Girdleness 5, Lismore 5, Sumburgh head 4, Isle of May 4, Rhinns of Islay 4, Calf of Man 3, Buchanness 3, Pentland Skerries 3, Kintyre 2, Start Point 2, Cape Wrath 2, Kinnaird head 1, Mull of Galloway 1, Loch Ryan 1, Dunnet head 1, Chanonry 1, and Hoy Sound 1.

Second. The following numbers shew the proportion of wrecks in each month, viz. December 16, August 5, January 9, February 5, October 5, November 5, June 3, September 3, March 2, April 1, May 1, and July none.

Third. The total number of lives lost was forty-six; but it is impossible to state the number who escaped, as the complement of each vessel is not known.

Fourth. Of the fifty-five wrecks, seven occurred during the day time, and forty-seven by night, and there is one, the hour of which is unknown.

Fifth.-In four cases the lights were not seen; in twenty-four cases they were seen; and in twenty cases no statement could be obtained on

this head.

Sixth.-Out of the twenty-four cases in which the lights were seen, in twenty-two they were at the same time recognised; and in the remaining two cases, no exact information could be procured as to the recognition of the light.

I find it impossible to draw any general conclusion as to the proximate causes of the fifty-five shipwrecks in the table; but stress of weather, inadequate crews, and defective rigging and materials, are perhaps the most prominent.

I am endeavouring to remedy some of the defects in the present mode of obtaining information, by extending, in the new issue of Forms for Shipwreck Returns, the number of queries to be answered by the lightkeepers; and I confidently hope that the shipwreck table will, in future years, contain information of a more precise character, and thus, perhaps, tend to throw some light on this important subject.

PASSAGE INTO THE BAY OF FUNDY.

OUR Directories recommend ships bound to the bay to make the Shuttock hills upon the United States coast, and enter by the Grand Manan channel; one side of which is formed by the mainland, and its approach is facilitated by lights and soundings. Where the shores are not bold, and the lead a good guide, the dangers are pointed out by lighthouses in clear weather, and fog signals when it is thick: thus the danger from fogs in this channel is much lessened, and as the assistance of St. Andrew's pilots is generally procurable here, with this local aid detention seldom occurs, when bound to St. Andrews.

The tides in this channel are regular, and by using it you avoid, by closing with the mainland, the rapid tides setting upon Grand Manan and its ledges both ways. It is allowed to be the best channel into the bay, but is not much used by St. John ships. The reasons which they assign, are chiefly, that within the bay the channel for them is on the wrong side. They first object to running to leeward when approaching the bay with north-easterly winds, which occasionally continue a considerable time, and they hold to the weather shore, making the Nova Scotia bank of sounding a check in making Bryer Island; but this is an isolated point, being divided from the mainland by St. Mary's Bay, and the guides in approaching it not equal to those on the other side.

In the channel there is a ledge upon the Bryer Island side and the Old Proprietor, forming the long projecting point of the Grand Manan ledges, and they not being indicated by beacons or lighthouses, render this channel

dangerous; the banks are too steep to render soundings a good guide; and the marks upon Grand Manan frequently, even in fine weather, cannot be made out, and there are no guns, or gongs, when you meet with a thick fog. But, this passage with all its faults is generally used to St. John, because the Nova Scotia side of the bay is more bold and straight than the other, and the tides more regular; so that in thick weather their effects can be better calculated, whilst upon the other side the freshets, in that season, cause a superficial current, which both upsets any calculation of the tides, and renders the log useless; and, in the lower parts, the rapid tides setting upon Grand Manan, render the calm almost as dangerous as the gale in thick weather.

But, however, you may avoid tides and currents bound to St. John, there is no avoiding the dense fogs of the Bay of Fundy; and, in this respect, the position of St. Andrews gives it a great advantage. It is known that upon the American coasts it is, frequently, a thick fog over the sea, while the land is clear, particularly if the wind be not blowing directly upon the coast, and provided that soundings give sufficient warning, and the wind admits of hauling off, the land may often be approached by the lead, and your position ascertained or even your port gained.

Whilst the Bay of Fundy is full of dense fog, St. Andrew's Bay with the islands forming it, and the channels between them, may be all fine and clear. I have laid wind bound upon Bar Island reef for four days, with the winds south and south-easterly, and the edge of a dense fog in the bay, running along from Head harbour to Wolfe Islands, while we had fine, clear weather; and ships coming through the Grand Manan channel, and bound to St. Andrews, emerging from the fog, like coming through a door in a wall, and finishing their passage in similar fine clear weather; but those bound to St. John must still contend with that formidable danger to this navigation.

The freshets in the spring of the year, the nearness of the Falls to the town of St. John, throwing so large a volume of water into that harbour, and the tortuous points of the river, render the current so strong, and produce such whirling eddies, that but a small portion of the river is available for ships to anchor in; and with strong southerly winds a strong lipper comes into the harbour, and their roadstead also, is open to this wind. But whatever natural defects the harbour may have, or whatever obstructions there may be to the navigation in reaching it, the skill and energy of its inhabitants are undoubted; and all must admire the fine model of their ships, and their admirable combinations of sailing and carrying qualities. But nature has been more favorable to St. Andrews; her capacious land-locked bay guards her fine anchorages. St. Andrews is a fine harbour, but the anchorage in the stream is rather small, and some of the wharves are dry at low water, but have a fine gravel bottom.

Chameock is the best natural harbour that I have ever seen, and I think may challenge comparison with the world. It is completely landlocked, and although it has a rise and fall of 30 feet, yet it is nearly tideless. The high bar of Minister Island which connects that island to the

NO. 5.-VOL. XVIII.

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mainland only overflowing at high tide. Minister Island forms the outer boundary of the harbour, leaving the entrance rather narrow, having a spit from each point, (as there are from all points,) but quite safe. They would only require a beacon on them; the anchorage is large, and goodholding ground. I found the bottom foul within 3 fathoms at low water, but a fine line of tidal wharves might be constructed upon the sides of the creek, which brings down the water from a lake at a considerable elevation above the tide level, and which passes through the sawmill dam. I beg the worthy proprietor's pardon, I should have said that the lake was a reservoir and sluice to the first float dock in British North America. Nature has in those respects been more favorable to St. Andrew than to St. John, and now that it is to be the terminus of the great North American railway, there is a great field open for the skill and energy of her inhabitants to raise her to a flourishing condition; and it is to be hoped that the results of that great work may be good and widely spread, and facilitate both commercial and social improvements in extension.

R. LEIGHTON.

THE SAILORS' HOME OF THE PORT OF LONDON.-Wells Street. THE "Sailors' Home" was established for the purpose of improving the social habits and the moral condition of the seamen frequenting the Port of London, by affording to them, at a moderate charge, decent and comfortable accommodation during their stay in port, and removing them from many injurious associations to which they were previously exposed.

It cannot be doubted that previously to the establishment of this Institution, the social condition of seamen had been neglected. It was too much the habit to look upon them as thoughtless, careless beings, little susceptible of sober reflection or forethought.

The experience of the "Sailors' Home" has proved this notion to be unfounded. The use made of it by seamen has shown that they know how to appreciate the advantages of order, cleanliness, and comfort; and the manner in which they avail themselves of the uses of the savings' bank, under the management of the "Sailors' Home," shows that they can exercise prudence and forethought.

Encouraged by the success which has thus far attended the Institution, the Directors deemed it desirable that an appeal should be made to the public for support in building a Church specially for the use of seamen. The appeal was answered, a committee formed, and the Seaman's Church, in Dock Street, (called "St. Paul's Church for Seamen,") is the result of the energetic labours of that Committee.

The seamen's church has now a regular and attentive congregation of seamen, under the pastoral care of the Rev. C. B. Gribble, M.A., the Incumbent.

It is in connexion with this latter event, that the Directors take leave

in

to address you. There is every reason humbly to hope that the seamen who attend this Church profit by the instruction which they there receive. But there is reason, at the same time, to apprehend that in stances this instruction fails of producing a lasting effect, in consequence of what follows when the seaman resumes his duties afloat.

many

The seaman learns, both in the Church and in the religious instruction otherwise imparted to him at the "Sailors' Home, "that his first duty is to fear and put his trust in God, and to worship Him, with feelings of adoration and thankfulness, for the salvation offered to all men in the name of Jesus Christ. He is specially reminded of the particular obligations attaching, in this respect, to the observance of the Sabbath.

But it is unhappily notorious that, in many cases, the seaman makes a voyage at sea without seeing religious worship of any kind performed on board his ship. Day after day, and Sunday after Sunday, pass on board some ships without the crew being assembled in any form for Divine Service. And it is too true that, in many ships, men, who are every hour peculiarly exposed, by the nature of their calling, to the dangers of the elements, depart from port, traverse the ocean, and return again to port, without having been once assembled together by the master of the ship, to acknowledge their dependance upon the Almighty Governor of the Universe, or to pray for his continued protection.

There is great reason, therefore, to apprehend that any religious impressions which may have been produced during the seaman's stay on shore, would have but a faint hold upon his mind, when he finds religious duties wholly neglected on board ship. There is no difficulty in a shipmaster assembling his crew together at stated periods for Divine Service. The Book of Common Prayer supplies to every seaman the same "form of sound words" in which so many of his fellow christians are worshipping on shore.

The Directors of the "Sailors' Home" take the liberty respectfully to urge on ship-owners, the expediency of their making it a matter of duty that, at appointed times while at sea, (unavoidable hindrances of course excepted,) the crews of their ships be assembled together for the purpose of Divine Service. The Directors have no motive in making the suggestion but an earnest desire to promote the welfare of seamen. They trust that they shall not be considered obtrusive in doing so. They venture to assume that a ship-owner has the same right to order, as far as he can, the regulating the crew of his ship as any other employer of human labour has to concern himself with the well-being of those he employs. Particular circumstances have led the Directors of the "Sailors' Home" to observe the condition of the English seaman, and one of the results of that observation is the suggestion now respectfully offered,

Small Libraries, in a case, containing any number of interesting and useful books, may be obtained for the use of any ship or vessel, at a moderate price, from the Depository of the "Society for Promoting Christian Knowledge," No. 4, south side of the Koyal Exchange; and the "Religious Tract Society," St. Paul's Churchyard. And the Incumbent of the Seamen's Church, Dock-street, will be happy to advise any shipowner or captain of the best mode of obtaining them.

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