Will any man have the temerity to deny that other merchants and ship owners would not derive the same benefit, by adopting the same wise measure?—There can be no doubt of it. Yet, strange to say, it is not generally attended to, notwithstanding so many losses from ignorance and inexperience.

What infatuation can have possessed the great commercial body of the nation, to have overlooked this radical defect, in the conduct of their marine for so long a time? Are not the crews of our West Indiamen, South Seamen, &c., &c., worthy of the same care and attention, for the preservation of their lives, as those of the royal navy and East India ships? And, are not the ships and cargoes of sufficient consequence to their owners, to cause them to employ all due precaution for their safety? If so, why are so many valuable lives, and so much treasure, suffered to be under the charge of men, whose competence to the task is, to say the least of it, very questionable? when it may be so readily reduced to a certainty, by a general resolution of the British merchants, to adopt a plan, similar to that of the East India Company, obliging every commander, and two officers of each ship (with three in larger ones) to undergo an examination, and to produce a certificate of their abilities, as a sine qua non, before they are permitted to undertake the office for which they are candidates.

The examiner should be appointed by a committee of merchants, and no certificate should be admitted, unless from such accredited examiner; and who, perhaps, it would be expedient should be sworn to act without partiality or prejudice.

Were the plan now recommended, to be universally adopted among the ship-owners of this great commercial country, it is hardly necessary to say how much benefit must accrue from it, how many valuable lives would be preserved, and how much property would be saved to the merchant, ship-owner, and underwriter.

It is well known to all persons connected with shipping, that there is not, in this country, any established court for the examination of captains and officers in the merchant service, whereby the competency of either may be proved, to the satisfaction of those most interestedthe merchant and underwriter. And it becomes the more surprising, that throughout England, the greatest maritime nation in the world, such a wise and judicious measure should be treated with indifference and scorn, when all other nations have adopted the regulation from very remote periods; and, notwithstanding the necessity of some system of examination for the protection of lives and property, has been clearly proved, there is no prospect or probability of its ever taking place, if left to the tender mercy of ship builders and underwriters. Hence, it must eminate from kinder beings, or be insisted on as a government measure.

By a system of examination being adopted, it is not meant to imply, or assert, that merchants and ship owners would be exempt from losses

that are incident to maritime adventure, nor would it prevent disputes, but its adoption would materially lessen the number of both.

A LONDON TRADER.

[Our correspondent forwards us, two cases of recent occurrence, in support of his arguments, one of which we quote here, and the other, that of the Tiger, as it appeared in the Times, stating that the mate, after the captain died, got out of his latitude, &c. the particulars of which will be found in p. 67 of our last number, and to which we may merely add here, that the distance from Astova, where she was wrecked, to Juan de Nova, where she was supposed to be, is about 200 miles.-ED. N.M.]

Thames Police.-Seaman's Wages.-Important to Mariners.-Mr. William Ware, the master and part owner of the brig Frances, of Scarborough, was summoned before Mr. Ballantine and Mr. Greenwood, to show cause why he refused to pay a balance of wages due to William Stevenson, for his services as mate on board. The claim was 51l. 9s. 2d.

The claim was resisted by the captain, on the ground that the complainant was not competent to perform the duties of mate, for which he had signed articles, at four guineas a month, and that he was compelled to engage another mate at Trieste, and pay him that amount of wages, which he now sought to deduct from the balance claimed by Stevenson, still paying him able seaman's wages only for the homeward voyage.

The mate said he told the captain, when he signed articles, he was not a navigator, but Mr. Ware shipped him as chief mate, because he was recommended by the last captain of the vessel. He did duty home as a carpenter and seaman.

Captain Ware said the articles were read over to Stevenson before he signed, and this note copied from schedule B, in the act of parliament, also: "And if any seaman shall enter himself as qualified for a duty to which he shall prove to be not competent,* he will be subject to a reduction of wages hereby agreed-for, in proportion to his incompetency."

Stevenson. The last captain knew I was no scholar.

Captain Ware said, when he shipped the complainant he believed him to be a competent man. On the way to the Mediterranean, from Newcastle, the vessel was wind-bound, and he was obliged to put into Falmouth one night, at a late hour, and a few minutes after, the complainant came to him and said he could not take the latitude, and was not a good navigator. He sailed a few hours afterwards, and discovered, during the voyage, that he was quite incompetent.

Mr. Ballantine.-Why did you not ship another mate at Plymouth, instead of taking this man?

• This, in some cases, would be a difficult matter to prove, and still more so the degree of incompetency but a system of examination and certificate, would effectually prevent all litigation on the subject.

ENLARGED SERIES.-NO. 3.-VOL. FOR 1838.

Y

Captain Ware.-I was unable to do so, for I had to sail next morning. The man is a good coasting sailor enough, but he cannot prick the course of the ship, take an observation, or perform other duties required of a mate, nor has he the talent or inclination to learn.

Stevenson admitted his defects, as mentioned by the captain.

Mr. Ballantine.-You shipped as mate; that supposes an expert seaman who can navigate the vessel, take an observation, and all that ; you are not entitled to what you ask.

Stevenson said twelve guineas was a large deduction.

Captain Ware said that was what he had paid to a skilful mate, whom he shipped at Trieste. He brought home nineteen passengers, and he could not, without being reckless of their safety, and disregarding the interests of his owners and the underwriters, have brought home the vessel without a competent mate; for, if any accident had happened to him, the vessel, in the hands of such a man as Stevenson, would have been in danger.

Mr. Ballantine said he was anxious that seamen should get their wages, but he could not say the complainant was worth four guineas a month. Captain Ware's offer was a very fair one. Stevenson ought not, in common honesty, to have gone out as mate of the ship, for if the captain had died he could not have taken the command. He felt bound to dismiss the case, and the captain would, no doubt, pay what he had offered-able seaman's wages only.-Morning Herald, 21st October, 1837.

P. S. The following letter, addressed to the Editor of the Shipping Gazette, bears directly on the present subject, and demands particular attention:

:

Sunderland, Feb. 7, 1837. Sunderland Marine Board.-Sir,-The appalling facts respecting the loss of life and property by shipwreck, detailed last year before a committee of parliament, produced a thrill of horror throughout the nation. It was proved that the cause of the evil was the ignorance, incompetence, and misconduct of persons entrusted with the command of vessels. To remedy this, the formation of Local Marine Boards, for examining the qualification of such persons, was recommended. In conformity with this, a board was established in Sunderland. The friends of humanity hoped that it would accomplish the end for which it was instituted. But to do so, it is manifest that the members composing it should be men of the highest talent and strictest impartiality. That the utility of the Sunderland board is already more than doubted, that a growing contempt for its decisions is felt, is a fact which is notorious. Of the cause of it, you will have little doubt, when you read the following account (which is but a sample) of the examination of a young man belonging to the Neptune, of this port. It might be necessary to state, that this young man had received an excellent education, was of

good moral character, and, as a seaman, was spoken highly of by all with whom he had sailed. But had he been the reverse of all this; had he been ignorant, immoral, and unqualified, he was surely entitled to be treated courteously. You will not, I am sure, deem this language too strong when you read the following insulting questions put to the candidate on his entering the court.

Examined by the chairman; 1st question.-Do you know where the main braces lead? 2nd-Do you know the marks of the lead line? 3rd.-Can you rig and unrig a ship? These questions were answered in the most respectful manner. The candidate was then catechised respecting the course to Yarmouth roads, and behind the sands, and answered promptly all but the following question. How does the buoy at Cross bear by Yarmouth church? (there are two buoys, he did not specify which.) This the young man confessed himself unable to answer without the assistance of a chart, for which he asked. It was refused, and he was dismissed by the chairman in the following laconic manner:-" Thou must go a little longer to sea, my man." Now, Mr. Editor, had the question put been one which it was essential to know, there would have been no cause of complaint; but I have asked a number of nautical men the same question, and have not found one able to answer it without the assistance of a chart. Why? Simply because it was not necessary to be known. The bearings could not be used at night, and are not necessary by day. Other causes have tended to bring the board into disrepute. They receive fees, but no account is rendered of their amount; they are an irresponsible body. A teacher of navigation is a member, and he enjoys the great privilege of examining his own pupils. This, besides being a gross injustice to other teachers, will soon degenerate into a job. In short, the whole constition must be altered. The members ought to be annually elected by the Shipowner's Society, and fixed salaries paid, or an account of the fees rendered. None but nautical men should be appointed, and those not superannuated. I am, Mr. Editor, yours respectfully, AN OWNER.

STEAM BOAT ACCIDENTS.

MR. EDITOR,―The lamentable loss of life occasioned by the late shipwreck of the steam vessel Killarney, now that the inquest has terminated, may probably be adverted to with more propriety than when a verdict of the jury was pending. And while it may be considered impolitic to interfere with the enterprising spirit of steam navigation companies, or that of individuals which these companies may see fit to place in command of the steamers belonging to them, the loss of the Killarney, and others, seems to demand that some means should be established as a protection to inexperienced

voyagers, who, probably anxious to pursue their voyage, and placing full confidence in those who are in command of a vessel, embark at a period when the weather is unpropitious for putting to sea. To guard against such cases, competent individuals should be appointed at each of the ports, where steam-boats are employed as passage vessels to convey passengers across our channels, who should be authorized to hoist a foul weather flag, if, in their opinion, it was dangerous to put to sea. This would at least afford information to passengers; and, if after this notice, they persisted in proceeding, a national duty would. have been performed, and the sufferers, in the event of being wrecked, would have only themselves to blame, while the commanders of vessels would at the same time be relieved from much responsibility, as it would not then be left, as it is now, to their decision, whether they would be justified in not putting to sea, and they would be free from that censure of their employers, which is now too frequently incurred, and the fear of which induces them to hazard a passage.

Again, as much danger is to be apprehended from the extensive fires necessary to be kept up in order to propel the vessel, particularly in heavy seas no steam ship should be furnished with a certificate of sea worthiness, unless the space in and about the fire places were fire proof and closed from every other part of the vessel. A code of steam boat signals* should immediately be established to be used both during fogs, and by night; and not only, no steam vessel be cleared at the Custom House without being provided with them, but also an individual appointed expressly in each vessel, to attend to them.

These regulations, and others, to proportion the quantity of live stock each vessel should be permitted to carry, according to her tonnage, or capacity, would be the means of reducing the risk and danger of steam navigation, which has now become such a powerful agency of conveyance and communication between the various sea ports of this country.

A LOOKER ON.

INSTRUCTIONS FOR PRESERVING SPECIMENS OF PLANTS.

THE following valuable instructions for preserving the specimens of plants were supplied to the French ships Astrolabe and Zelee.

The vegetation of most of those countries at which the ships l'Astrolabe and La Zelee will touch, is absolutely unknown to botanists. We cannot, therefore, point out towards what classes of vegetables the attention of the medical officers who have been charged with the collection of objects of natural history, should be most particularly

*Means are now amply afforded for obtaining such signals.