siderable influence over commanders who have earned for themselves the epithet of "severe." Discipline on board a vessel is undoubtedly essential to the preservation of order, and the captain who, by laxity and carelessness, should tempt his crew to commit disturbances, would be just as culpable as the commander, who, by opposite conduct, produced the same result; but power, sees no bounds to its exercise, and loves to display authority on every petty occasion; those who, by acts of insult, oppression, and ill usage, outrage the feelings of their officers and crew, and who, weakening by those means the obedience of those beneath them, contribute to the creation of serious riots and mutinies, which often endanger the safety of all concerned.

The committee have not alluded to the unhappy condition of passengers when placed in a vessel of this description; for, fortunately, few ships carrying passengers are ever thus commanded. Still, when it does so happen, it will be acknowledged that their situation must be miserable in the extreme.

To point out the remedy for the evils existing would be supererogatory; the committee merely desire to represent these evils, which must be felt by you in a far greater degree than by the merchants in this country.

With respect to officers they would beg to state, that several cases have recently come to their knowledge, where, in consequence of the death of the commander of the vessel, the charge of navigating has devolved upon the chief mate, who has been found utterly incapable of undertaking such charge. In few of these, fortunately, was any considerable injury sustained; but it is hardly necessary to point out the serious risk to which life and property are always exposed under such circumstances; and they would hope that some measure will be taken to insure for the future the shipment on board vessels of at least one officer competent to navigate and take charge of the ship in the event of any accident to the commander.

The committee have deemed it their duty to bring the subject prominently to your notice, in the strong hope that it will obtain the serious consideration of all interested in the commercial prosperity and honour of our common country, for they cannot but feel that from the increase of the evils adverted to, property is exposed to increased dangers, and the character of our seamen and countrymen to the unfavourable comments of foreigners. I have the honour to be, &c.,

T. J. A. SCOTT,

Acting Secretary.

CAPTAIN FITZROY'S BILL.

In the leading points of Capt. FitzRoy's Bill, probably most of your readers, Mr. Editor, will concur; indeed, I should hardly think that many voices would be found objecting to the necessity which exists for some such measure, to insure due qualification of masters and mates in the Merchant Service.

ENLARGED SERIES.-NO. 4.-VOL. FOR 1843.

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To some of the details, however, I think, there are objections:— First, with respect to the "fees," to be paid previous to examination. These appear to me to be too heavy ;-they number six,-we will take them seriatim, and place against each sum what I believe to be a more reasonable charge::

It does appear to me, obviously, upon exercising the feeling of consideration with reference to the state of life, and that of the pockets of the interested parties, a hard case to compel a man to undergo a strict examination, for which he must qualify himself at, to him, a considerable expense, and make him otherwise pay heavily for it.* I do not, Sir, mean to tax the framers of this bill with a want of consideration; but this, I will say, that men in affluent circumstances assuredly are not the best judges, giving them credit for every desire to do justice, of a tax upon the needy, or he whose savings come in slowly, and are moderate in amount. Let it be remembered that, many masters and mates have families, some, large ones, to support upon very slender

means.

If the feeling of benevolence were consulted, it would dictate that the imposition altogether was improper. A much more equitable mode of proceeding would be to put the burthen on the shipowner, or merchant, who, all perhaps, will admit, is far more capable of sustaining it; and the more especially so, as the effect of the measure will be to his advantage, or, at all events, ought to be.

Perhaps that may be objected to (I mean the advantage) as there are Insurance Offices, which, as a matter of course, neutralize his anxiety on the score of the safety of his vessels! Well, let him at least bear half the charge, which, if granted, would bring the sums nearer to my mark.

But, I do not see any reason why the insurers should not be made to share in the expense; for, if by the measure they sustain fewer losses, they will be reaping positive benefit without having assisted in its consummation. "Oh!" it may be exclaimed, "the risk being lessened (would they let this secret transpire?) the charges for underwriting would necessarily fall." That rests to be proved; but admitting it, the fraternity can very well afford to pay; and, I think, in equity, should be made to assist in the expense of an operation that is to be beneficial to its interests.

The Abbe Raynal has expressed the following remark in speaking of the planters of St. Domingo;-" It is hard to conceive how the Treasury should have thought of taxing an object that is already chargeable to the owner." The observation has reference to a different circumstance to that of which we are contemplating; but it is not the less applicable to the ship-master and mate's case, on that account. And I have little doubt, but that such an impost as contemplated in the bill, will very generally be considered as unreasonable, and may bear the complexion of an oppressive act, when such was unthought of by the framers of the measure.

Secondly. The compound "By-laws," has a disagreeable sound in the ears of an Englishman. The purpose is sound, and the Privy Council, wise, no doubt; and, therefore, we can only hope that, whatever measures may be deemed necessary, from time to time, would be enforced. "In terrorem laws are worse than useless; they bring authority into contempt.

Thirdly. I should have thought it would have been unnecessary to deform the bill with an allusion to "informers." He must be an ingenious fellow, a regular "sea-lawyer" indeed, who succeeds in acting upon false certificates, or, those which may be borrowed, if proper caution be observed at the different boards.

Fourthly. The licence to those who are to levy distress, seems distressingly severe. It gives too great a power to a mere "executive.” We all know that even restricted power is often abused. Is it "constitutionally?" as the phrase is. And why, pray, should not an aggrieved party not gain summary redress? Why send him to the Quarter Sessions at a considerable expense? What is the meaning of getting the case summarily entertained at the Quarter Sessions? That court may be held eight or ten weeks after the grievance has occurred. Why not let a sitting magistrate settle the affair off hand? That would but be "even handed justice."

An "Interpretation clause" is a novelty. Surely the Lawyers had no hand in that! Indeed it seems to be, not altogether unnecessary, as a new grammatical feature that would make Lindley Murray stare, were he on earth, is to be exhibited-or, rather to be conceived.

It would be convenient if all the sentences were numbered.

I heartily wish the Bill success, and have great pleasure in complimenting Captain FitzRoy on its appearance.

A SEAMAN.

MASTERS AND MATES OF MERCHANT SHIPS.

(From the Shipping Gazette.)

SIR. If you think the following, which are merely extracts of remarks made in my journal at sea in 1840, are of any service, now that the subject they refer to has become a topic of general discussion, you are at liberty to give them insertion.

I am inclined to believe, from experience, that three-fourths of the accidents that happen at sea are caused by neglect. Our maritime laws are of little use; they are very defective, and in many points not at all appropriate to the real wants of the service.

Our seamen, after a long servitude, are more ignorant of their duty than a lad would be after two years' practice under able officers who are, unfortunately, now-a-days, scarce; too many of the latter are more in need of being taught themselves, and, of course, unfit to teach others.

Ignorance, assurance, pride, are chiefly the qualifications to be met

with on the quarter-deck of a merchant ship: Can such men instruct an apprentice the duty of an able seaman or that of a faithful servant? This is the question. Let those who answer No!

"Blame the sleeping authors of our laws,

That thus neglect their guardian sailors cause."

Should the legislature ever enact a law to examine mates and masters it will be a boon to humanity.

Many of our wretched seamen are led like sheep to the slaughter, being placed (very often) under the guidance of the most abandoned and ignorant men. The seamen's loss is deplored as an unavoidable misfortune, whereas eight times out of ten their destruction might be traced to the positive neglect or insufficiency of those in command.

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I am much surprised that our underwriters, who are the pecuniary sufferers in the main, do not, in a body, endeavour to obtain such a desirable end. If once an impartial examination took place, and none but qualified men held such responsible situations, shipwrecks and other disasters would be fewer, and young, clever, friendless sailors would meet with encouragement; for, once possessed of a certificate of ability, it would be to them a letter of introduction and recommendation. have often smiled at the idea of our government not allowing a vessel to carry above a certain number of passengers without a surgeon to take care of their health, and at the same time with perfect nonchalance suffering a vessel, doctor, passengers, and all to be sent adrift under the conduct of an individual who cannot guide himself, and whose shouldbe assistants are as often incapable of rendering any support, by reason of their ignorance and other deficiencies, To this must be attributed that want of tact, energy, and vigilance which is noticed in two-thirds of the sailors of the day. We seldom fall in with that honest, hardy, obedient, thorough-bred, jack-of-all-trades seaman we were wont to meet with, and the reason is, that most of our young seamen are placed for instruction under men uninstructed themselves-'tis the blind leading the blind.

As to the examination of masters and mates, I believe it would be of paramount importance to hint, previous to such examination, at those requisites which should be expected; not that I deem it necessary in the least to supply question and answer; quite the contrary, that would but furnish a passing-made-easy sort of affair, that would do all damage and no good.

To begin with the chief mate. He is expected on joining his ship coming from dry dock to superintend her outfit, and to do this with any degree of credit, he must know how to rig the sheers for taking in her lower masts and bowsprit; how to cut the rigging without waste, and how to fit it with propriety and dispatch; then begin his common duties. He should know how to measure, take in, and stow different kinds of cargo, that the owners may not incur loss; how to dunnage the vessel, and how to dispose of heavy and light goods so as to prevent the labouring of the vessel; how hatches, boats, spars, &c., should be secured previous to leaving port, that the vessel may be prepared to encounter rough weather without causing confusion. He should know

how to set and carry canvas, and when to take it in. He should also be familiar with the proper way of repairing sails, and of making new ones, if necessary. Upon the serviceable state of the sails all frequently depends; and I would by no means neglect inquiry upon so important a point of the chief mate's duty. There is not one mate in fifty able to cut out a sail, and very few belonging to ships in the foreign trade who could put a patch on with tolerable neatness. I have known ships which have been months idle in a foreign harbour, to quit it without attempting to repair canvas which was lying split below, when they came to anchor. A good mate should know how to unbend and send down sails in a gale of wind, and how to send up and bend others, without hazarding their loss, or placing the men in unnecessary danger.

The chief mate should know how to act with promptitude and effect, in the event of a man falling overboard, when the ship is going fast through the water under a press of canvas. How to wear a ship when she will not stay in little sea-room. How to mark the several lines, and to regulate the length of the knots on the log to the log glasses. How to send a lower yard up or down, blowing hard; to rig a jury mast, and make and fit a temporary rudder. How often pumps should be tried with a perishable cargo, especially on leaving port. Having a constant leak, how best to keep the pumps going without discouraging the men. How to manage a ship at single anchor, and keep her from fouling it. How to moor a vessel with expedition in a crowded anchorage, and how to unmoor and take her to sea again. What should be done when on discharging a cargo it is discovered that by leakage or other cause damage has taken place.

A chief mate should be able to explain, without hesitation, any question put to him on chart sailing, and about tides, soundings, head-lands, and lights. He should be acquainted with every method and appliance for finding the latitude and longitude, so as to take advantage of making observation of any celestial object which may happily be available in case of need. All these things, besides the common board-a-ship routine duty, a chief mate should understand.

Óf the master, it should be further ascertained if he was fully aware of all the responsibilities which would devolve upon him in the prosecution of a voyage. I would have him explain how he would conduct his outfit, how supply spars, sails, rope, stores, water, provisions, &c., for the voyage, according to its contemplated duration. What documents are to be inspected before bills of lading are signed for cargo received. What memorandums should be appended to these bills generally, in order to exonerate the master, who is in most cases a stranger to the quality and value of the goods shipped. What are the chief requisites in a charter-party which should be examined before signature, to protect the interests of the ship.

The above knowledge is indispensible to those masters who have the power and liberty of doing the best for their owners. The mere ship driver only can do without. What document does a master require at the port of sailing to avoid difficulty at the port of destination. What the quickest and safest way to save your spars and sails in a sudden squall, having sea-room. Arrived at the port of delivery, what is to be