to lighting the Cockle Gat at the northern entrance into Yarmouth Roads; knowing this is a subject in which you take a deep interest, and deeming it my duty, as having charge of the survey of the North Sea, and to be in obedience to the general tenor of my instructions, to lay before you my ideas on this point, I do not hesitate to do so, although I am well aware that many others of far more experience than myself have well considered the question; still as it is one of essential importance to the vast body of shipping which trade along the eastern coast of England, it appears to me that every one should help forward the cause to the utmost of his ability.

I take it for granted that, with all unprejudiced and disinterested persons, there can be but one opinion as to the utility of lighting the Cockle Gatway :this gatway is the only entrance into Yarmouth Roads from the northward, a track followed daily by thousands of our merchant ships, it forms also the chief entrance into the only practicable anchorage for her Majesty's North Sea fleet, in case of war, between the river Humber and the Downs. Immediately in its vicinity, forming the channel, are the dangerous sand banks named the Cockle and Barber to the west, and the Sea Heads and Scroby to the east, beyond these to the northward is that disastrous space between Hasbro' and Winterton called the Would, a tract about ten miles long, bounded by Hasbro' Sand to the east; and this, as is well known to every sailor who navigates the North Sea, is the most fatal spot along the east coast of England, and the number of wrecks, and the annual destruction of life and property which take place here are notorious.

A reference to Lloyd's register would fully bear me out in this assertion, but I may just remind you of the gale of the 13th of October, 1823, when the Ranger" Revenue cutter and eight merchant vessels were driven on shore at this spot, and all perished save one; while her Majesty's surveying vessel. "Protector" only escaped, under Providence, owing to the skill and presence of mind of Captain Hewett who seeing no alternative boldly ran his vessel over the Sea Heads and Newarp Sands right out to sea:-and here I beg to refer to that lamented Officer's letter to the Admiralty, of the 16th of January 1826,* describing his escape and urging in unanswerable terms the necessity of lighting the Cockle Gatway. On that occasion had the means existed of running through the Cockle in the night time not one of the vessels alluded to need have suffered, the wind being perfectly fair; as it was they preferred. the chance of saving their lives on the beach to the certainty of losing them on the detached sand banks in attempting a difficult passage without a light to guide them.

It can hardly be necessary to adduce other accounts of losses, but I happen to have before me a list of eighteen vessels wrecked near this spot in the two years 1840 and 41, several of the crews of which were drowned; of these, at one time in September 1841 four vessels were lying wrecked upon the Scroby, one of the very sands in question, having attempted the passage by night and been deceived by the soundings which led them in a deep water inlet between the sands called the " Barley Pightle"; this could not have happened had there been a light. Only one other instance will I mention, namely, that of September 1838, when out of hundreds of vessels, which for want of a light were obliged to anchor in the Would, in one night 170 lost their anchors and cables, every one of which, had the means existed, would have thankfully sought shelter in Yarmouth Roads.

Of the necessity of a light then I apprehend there can be but one opinion, and a light vessel seems to me to be far preferable to any lights on shore; nor, do I consider the difficulty of placing one so great as it may seem at first sight; with due deference to those more conversant with these affairs, I should say, that a light vessel moored about one-third of a mile from the eastern sands half way between the white buoy of the Scroby, and the red beacon buoy of the

See our volume for 1841, p. 107.

Sea Heads, in 8 fathoms water, would be sufficient; the light should be single, kept low, of a dark red colour, and shaded to the eastward so as only to show from N.N E. by compass round Westerly to S.W.b.S. then vessels running up would keep it on a South bearing till close up to it, when a S. W. course or a N.E. bearing would carry them safely into the Roads.*

The only objections I have heard urged against this proposal are

1st, the difficulty in getting a vessel to ride in the broken water near the sand.

2ndly, the fear of confusion from the number of lights in this vicinity.

3rdly, the greater danger to shipping lying in Yarmouth Roads by night in case of a free passage through.

Lastly the difficulty of defraying the expence of such a light without taxing the trade with increased light dues.

To which I answer that there probably may be some difficulty in getting the vessel to ride, but at one-third of a mile distant from the sand with extra moorings, and all the precautions which the experience of the Trinity masters would suggest, this difficulty will, I feel confident, be overcome; at any rate the experiment is worth trying for one year.

Secondy.-the only light for which the Cockle can by any possibility be mistaken is the Newarp, (for the St. Nicholas and Stanford lights in coming from. the northward are out of the question,) now the Newarp light vessel bears three lights in a triangle, it is distant seven miles from the spot where it is proposed to place the Cockle light, and a bearing of either the Hasbro' or Winterton lights, would prove at once which of the two it was; it is to be remembered also that the Cockle is to be a single dark red light, only visible from four to five miles, and to be shaded to the eastward; it may be said how shade the light of a vessel that swings, this too is far from impossible, the watch on deck has merely to turn the shade according to the vessel's head by the compass, which will probably only vary at each change of the tide, or twice during the night; the light also if thought requisite for distinction-sake might be made revolving.

The third objection that Yarmouth Roads will be unsafe riding, seems quite untenable, the width of the roadstead is more than a mile and a half, vessels lying in the Roads anchor always close to the town of Yarmouth, whereas those running through would naturally hug the sands and steer for the St. Nicholas and Stanford light; many vessels, too, that now are obliged to bring up in the Roads would take advantage of the light and pass on, and thus Yarmouth Roads would be kept clear of the enormous mass of vessels, at times exceeding 2000, that in a long series of northerly winds crowd the place to the great detriment and risk of all; besides, is not the Swin, a much narrower channel, well lighted? and do not vessels anchor there for the tide both above and below the Swin middle light, while hundreds of others, and especially steamers, pass up and down, as it may be, without any other precaution than a good look out; and yet how rarely do we hear of an accident there, where the channel is not onethird of the width usually to be found in Yarmouth Roads.

Lastly the increased light dues which it would be requisite to levy; admitting for a moment the necessity of such light dues (which I doubt) and making every allowance for the depressed state of the Shipping interest in the North, let us see what such dues would amount to. The first cost and complete equipment of the light vessel would not exceed £3000+ the annual expense of men,

A secondary object in thus placing the light would be that, in the event of a scant wind at west or W.S W. the same south course would carry a vessel up in smooth water clear through the passage between the Scroby and the Sea Heads, and lead direct to the South cross sand buoy, but the passage is not recommended, except in case of emergency.

+ Or, less if built of iron, which I strongly advocate, her draught of water then need not exceed 7 feet, and in case of breaking adrift she would pass unharmed over most of the shoals in this vicinity.

provisions, oil, wear and tear, £900, say £1000; now the number of loaded vessels that pass along this coast cannot be less on an average than a thousand a month (I believe it far exceeds that number) of these one hundred are large steamers, and the burthen of the whole may be fairly taken at 17,000 tons; now at a farthing per ton this would amount to £2125 per annum; so that half a farthing per ton on freighted vessels would cover the whole annual expence, and leave a large surplus for contingencies; whereas the loss of property on the single night of the 13th of October, independently of one hundred men's lives, far exceeded twenty thousand pounds.

It appears then that the present annual loss of life and property at this spot, imperatively calls for some remedy; that there is no insuperable obstacle to placing a light vessel in the Cockle-Gat; that there is no fear of its being mistaken for any other light; and that the cost of keeping up such a light would not exceed half a farthing per ton upon the trade; why then may we ask is it delayed? the towns of Yarmouth, of Lowestoft, of Ipswich, and Harwich, are all unanimous for its adoption, every officer serving in the Revenue cruisers on this station with whom I have conversed, every pilot, every seafaring man at all conversant with the subject, is in favour of it; we have the testimony of Captain Hewett, more than twenty years a surveyor on this coast, to the necessity of it; the Trinity Board, by their recent circular are evidently in favour of the measure, and see the value of such a light, for the accommodation of steamers, and the hourly increasing trade along this coast; then why is it delayed? there must be some cause which does not appear, I cannot bring myself to believe that opposition to such a measure can arise from the Ship owners of Shields and Sunderland, because a trifling extra expense, at the utmost half a farthing per ton, will be entailed on their vessels, common humanity, nay common justice to the poor sailor, who daily risks his life for our benefits and our comforts, forbids that such a plea should be listened to for a moment, but should such an objection exist and be considered reasonable, I humbly trust, nay, I implore that her Majesty's Government viewing this as a national benefit will earnestly press upon the consideration of the Trinity Board, the necessity of immediately taking measures for lighting this Gatway, and thus confer one of the greatest boons yet bestowed on the Shipping interest of the East Coast of England.

To Capt. Beaufort R.N., Hydrographer.

I am, &c.,

JOHN WASHINGTON, Captain, RN.

THE ROYAL YACHT.-Pembroke: The following ceremony which took place Dec. 5th, may not be uninteresting to you and your readers generally. It has already been stated in the public papers that a steamyacht was to be built in Pembroke dock-yard for Her Majesty. The building was commenced, and her keel laid on the blocks the 9th of November, and moulds have been preparing to the form of this splendid vessel; the saw-mills are in full operation, and a great number of sawyers have also been busily employed in cutting oak and larch plank, of which she is to be built in three thicknesses, without timbers. This novel mode of building will ensure lightness combined with strength; and her engines being equal to 430 horse-power, it is considered she will possess great speed; her length to be 200 feet, and breadth 33 feet. A sufficient quantity of materials having been provided, upwards of 150 men have begun with the planking, and her stern frame being ready, the ceremony of raising it into its place was performed in a very interesting and imposing manner. A brass plate had been engraved with the following inscription:-"This Royal Yacht, built for Her

Majesty Queen Victoria, at Pembroke Dock-yard. The Keel laid down Nov. 9, 1842, the First Anniversary of the Birth-day of His Royal Highness Albert, Prince of Wales. The launching of the Yacht to take place in March, 1843. Superintendent, Captain Sir Watkin Owen Pell; Master Shipwright, William Edye, Esq.:" and a copper box prepared to contain it, with the gold and silver coins of the realm. They were placed in the box, and the top of it closed and soldered; so that it is completely water-tight. This box was sunk into a groove cut in the fore part of the principal stern-post; it was then very securely fastened with copper nails. This part of the ceremony was performed by Lady Evelyn, who drove the nails with much ease and precision. All being ready, the word was given to "set taut the purchase;" the massy weight rose majestically, and in one minute the frame was erect and in its place, the Royal Standard flying on the top of it; the Dock-yard band playing God Save the Queen. Hearty cheers were then given with three-times-three for Queen Victoria, and the workmen regaled with strong porter, two barrels having been placed one on either side of the keel. The whole of the arrangements were admirably performed, and there is no doubt but every part of this splendid vessel will be equally so. She is to be ready for launching in the almost incredible time of three months.-N. & M. Gazette.

THE LIVERPOOL ASSOCIATION OF SHIPMASTERS.-In a few of our recent numbers, we have inserted some important communications, forwarded to us by the Secretary of the Shipmasters' Association, at Liverpool, being the contributions to an open book for the purpose, kept in the room of the Society by its members for each other's information. It is clear that, such a method of communicating information to each other by shipmasters, respecting different parts of the world, is most excellent; and when further diffused, both at home and abroad, through the pages of this work, it becomes still more useful. It was with much satisfaction that, we gave room for these communications; feeling as we did, that, we were working with them, not only for their benefit, but for that of the community at large. It appears, by recent proceedings, however, that, the Association from some cause unprovided against, has been only saved from dissolution by an enlightened body of these gentlemen, who have passed resolutions, which will result in a reorganization, and no doubt a healthy progress of the establishment.

Every friend to society must rejoice in this; as every one must see that, the position of the master of a British merchant ship is (and ought to be maintained as) equally respectable as that of the captain of a man-of-war; and being so, it is just as desirable that, they should have their clubs and reading rooms as naval officers. Indeed we congratulate the Association on the step just taken, as it evinces a determination on the part of the shipmasters themselves to preserve their station: and we are quite sure that it will eventually be followed and work well. It is within our compass to recollect the shipmaster in the sta tion we have mentioned. Well do we remember him appearing on the quarter-deck of his Commodore, from his own ship under convoy, as ENLARGED SERIES.-NO. 2.-VOL. FOR 1843.

much a gentleman as any other officer on that quarter-deck. And why should it be otherwise?

But we look on all such measures as those of the Association, as putting the shipmasters on their trial, whether they will, or will not resume their proper station; and those of Liverpool have not only responded in the affirmative, but have proved their desire by their decision on Capt. FitzRoy's proposed bill, to preserve that esprit de corps which formerly belonged to them,-in fact, by respecting themselves to make themselves respected. We sincerely rejoice at it and tell them in all sincerity that," KNOWLEDGE IS POWER."

NAUTICAL NOTICES.

ROLLERS WEST OF THE EIGHT STONES.

We have received the following from the Secretary of the Shipmasters' Association at Liverpool, and have referred to it in a former page :

The following communication seems interesting, being so much in accordance with what Captain Midgley noticed on 29th of Dec. 1840 (precisely one year prior to Mr. Tomkins' date) and only 1° 44' further north, and 1o 54' east, than the situation of Midgley's Rollers, as given in the Nautical Magazine for this month, page 26.

"On 29th of December 1840, in lat. 34° 44′ N. and long. 17° 30′ W. with a light breeze from the eastward experienced a very unaccountable but heavy swell from the north-east. It commenced about 3h. P.M. and at 8h. had reached its height, breaking at times over the vessel in an alarming manner. We had not much wind for two days previous, nor had we a strong breeze afterwards till over the line.

"It resembled as much the boiling of a cauldron as any thing I could imagine, but was very unlike a sea or swell occasioned by wind. At midnight it had gradually subsided. All this time we had been rolling gunwales under on each side."

Jan. 1842.

"E. G. TOMKINS, "Master of the barque Lady Mary.”

CYRUS SHOAL, Straits of Macassar.

Barque Cyrus, June 9th, 1842. SIR.-Allow me to request you will make known to the public, through the agency of your useful and valuable periodical, 'the Nautical Magazine, the existence of a dangerous and extensive shoal in the Straits of Macassar; and which I first discovered in April, 1835. and at the time wrote an account of it to Lloyd's agent at St. Helena, but which shoal not having yet appeared in any of the charts of those Straits, I fear very few still know of its existence. ing my journal by me of that voyage, I take the liberty of sending you the abstract from that day.

Hav

"April 9th. 1835, At four P.M. Cape Termoel E.b.N. the South Watcher N.N.E. E., the officer at the mast-head reported extensive and heavy breakers ahead of the ship. Steering then due north we immediately hauled off and brought the reef and South Watcher in one, bearing N.E. N. from the ship reef bears by compass S.W. S. from the South Watcher, and west from Cape Termoel. The weather was very squally at the time which prevented me from exploring it with my boats. It appeared to be about two miles in length