The following list of foundered or missing steamers alone was recently published in the columns of the Shipping Gazette, (viz.) Joseph Pease, Telford, Bevinna, Bayard, Yoxford, Roscommon, Capella, Tiara, Emblehope, Surbiton, Zanzibar and Homer. It would be interesting to look over the drawings of these vessels in order that the quantities of water held by certain culs-de-sac, might be gauged, to measure the heights of the port sills above the flat of the deck, and to calculate what amount of spare buoyancy was left at various levels. Valuable as ports unquestionably are, an undue importance is often attached to their capabilities, which may be briefly explained. A deeply laden vessel with her bulwarks full of water, when hove-to or listed over from any cause, brings the level of the sea up to, or beyond what it stands at within, thus keeping the port lids closed, or hanging in equilibrium, consequently there are occasions when they, at critical moments, do positive harm.

At some future time we may return to this important subject, and question the correctness of a formula which asserts that by increasing the beam of a long steamer to the proportions of safety, her mean speed would be diminished. In perfectly smooth water the law holds good. It is painful to note deck piled on deck, house piled on house, like unto an ancient caraval, save that while the stability of one was perfect, the other is often more than questionable, with grain cargoes during heavy weather. Legislation has effected all that the wise and good can do to save the lives of those "who make the sea their profession;" the remainder rests with the shipbuilder, the shipowner, and the great corporations who watch over both. In conclusion, we must emphatically repeat our certain conviction that no ordinary grain-laden steamer is, during the winter months on the Atlantic, safe without a spar-deck and a maintopsail.

A CONTRIBUTION FROM AN OLD FRIEND.

III.

ARLY get your boys to cultivate an orderly habit, showing them the place for everything, and insisting upon their keeping everything in its place. A little

extra pains taken at the commencement will do them good and save yourself much future annoyance. Do not keep them all the time cleaning brass work, &c., but trust them early with little bits of rigging and sail work, the spoiling of which cannot do much harm; they will all the sooner become valuable assistants to you.

See that they keep their persons, clothes, and lodgings clean. It is your duty to see that they are taught (in due time) all the details of their profession. Any disinclination to learn on their part will not release you from your moral responsibility. Be strict and firm, while trying to shield them from everything that you now can see was wrong in the treatment you received when an apprentice, and do not expect too much from "boys."

So much could be said about the way to treat men, that I had better do nothing more than reassert the value of setting them a good example. Anger blazing in your eyes will most certainly reflect itself in theirs. Let them see you extravagant, indolent, and dissatisfied, and they will readily follow your example.

Be yourself obedient, diligent, active, cheerful, and considerate, and they will approximate towards the same desirable qualities as quickly as their previous education and such short notice will allow. You will meet with many who will try your patience, men upon whom kindness seems to make no impression, but even these men may do you good, if you so will it, and assist you to keep a proper control over your temper. You will have to strive hard to avoid altering your conduct because of anything they may do or say-a very difficult task I will allow, but still a very necessary one. Do not ever be tempted to "work up" such men, neither allow one iota of the work that they should perform to devolve

upon the quiet, well-conducted men. A quiet, firm, persistent determination to do your duty must tell upon even these men, who after all are 66 somebody's bairns," and are never past reclaiming. Avoid using threats and never resort to physical force until required for self-defence, which I can pretty safely promise will never be the case if you acquire the spirit I am striving to inculcate. People are astonished at the apparently light sentences sometimes passed upon seamen for offences against discipline. They do not, perhaps, consider that the officer's conduct has sometimes led up" to the offence, and has been taken into account by the magistrate. But at sea as on shore, there are men who must be punished, and while avoiding frivolous complaints, no serious refusal or neglect of duty should be kept from the captain's knowledge. Misplaced leniency to such men is cruelty to those whom they influence by their example.

It is very important that you get your men into a way of relieving watches quickly; this can only be done by example, and it does not speak well for a chief officer's energy if the captain is worried with the conviction that he cannot depend upon having his motive power "under command" in less than fifteen or twenty minutes, which is now sometimes the case. The watch ought never to be longer than five minutes in mustering, nor take half that time to get on deck in case of emergency.

Visit the look-out frequently. Officers are liable to teach men (by their conduct) that if they are awake that is all that is required of them. It is a fatal mistake, and you cannot too frequently or urgently impress them with the importance of looking out.

I was in one of two ships that collided in an unfrequented part of the Western Ocean in 1862. We had not seen a ship for three days previously, and it was a mercy we were spared to see another, for we were fearfully crippled, and had to lash and nail a tarred sail over the hole which the other made. When she reported herself, midnight had just struck, but the watch had not been relieved, and the look-out man was on the forecastle. The officer of the watch had hove the log, and gone below to mark the slate, instead of waiting until he was relieved to do so.

On another occasion, a dark, clear, but windy night, in the

E

Chops of the Channel," oaths and curses, loud and deep, in strange voices, first reported to our captain in his cabin the vicinity of a strange ship, and the two swiftly moving masses grazed each other and separated almost before we knew our danger. At this time (7 p.m.) the officer of the watch was vigorously pacing the poop, and two men (looking out-spinning yarns) on the forecastle. Never allow any but the look-out man on the forecastle after dark.

We never value our health till we find it leaving us, and the importance of the value of time increases as we find ourselves drawing near the end of it ("what our contempt doth oft hurl from us, we wish it ours again.") Similar thoughtlessness causes us more heedlessly to risk our lives in youth than later in life, and while realising the impossibility of putting old heads on young shoulders, I should like my younger brother to dwell upon the fact, that the lives of those with them are always dependent upon their vigilance.

The safety of the ship is of paramount importance, and all that bears upon it should be thoughtfully considered and provided for, therefore the ability as well as inclination of each member of your crew should be studied, for some men are very near-sighted, and would not see a vessel twenty yards off at night. Moonlight, strange as it may appear, is a dangerous time, for a ship's sails coincide so exactly with the moonlight (at some angles), that a vessel may easily be within a quarter of a mile of you without you being the least aware of her proximity. At such times, side-lights are apt to be neglected, and it is well to "sweep the horizon" occasionally with binoculars.

Two vessels left their discharging port for a coal port to load, both being in ballast. An intimate acquaintance of my own commanded one (a brig), myself the other (a barque).

At 5 p.m. on the second day out the brig bore for me, as on the port tack. He stood in for the land, distant about eight miles. We had a brisk contrary wind, and there was not another vessel of any kind to be seen. At 6 p.m. (dark) I put my vessel on the port tack, knowing that at the same time the brig would be put on the starboard tack.

At 7 p.m. we sighted her red light on the lee bow. I knew we

could not weather her, and put my helm up in what I (then) thought ample time; but when I got her in sight on our port bow, I saw the light change from red to green. I remarked to the man at the wheel that the brig had put her helm up, and desiring him to keep ours hard up, I let go our mizen-sheet, and hailed him to keep his luff. She struck us very violently stem on amidships on the port-side, doing a very great amount of damage. In time we both got towed to our port; a committee of the club held an inquiry into the accident, and, to my utter astonishment, decided that my vessel was wrong, because both master and mate of the brig asserted that their helm had never been put up. In vain did I beg the committee to examine the ships. They said they had to decide by the evidence, and there was the word of the master and mate of the brig against my unsupported testimony. For, never dreaming that the facts would have been denied, my own crew (runners) had all been allowed to scatter. Looking back now after many long years of experience, I can see that the decision was not in accordance with the real facts of the case. (It was afterwards reversed.) But, though not legally guilty, I now feel myself morally so; for, confident in the knowledge I possessed, and my command over my ship, I held on too long-I, in fact, threatened the brig-put him in terror of his life. If the master himself had been on deck it would not have happened; but (it afterwards transpired) the mate got terrified, lost his presence of mind, and ordered the helm to be put up. Nothing could justify him in doing that. Neither am I or you justified in threatening to take a man's life—“ frightening him out of his wits."

The mate neglected his duty in not calling the captain the moment any doubt of the ship's perfect safety entered his mind. No matter how cool and capable an officer may be, he is guilty of wilful neglect of duty if he leaves the captain in ignorance of any approach of danger.

It may be out of place here to mention it, but I cannot but think and hope the time will soon arrive, when a chief officer in steamers will be released from the ever-increasing strain upon his powers of endurance, by the appointment of another responsible watch-keeping officer.