senior to himself. His care and attention to the scientific duties of his profession had procured him the charge of the chronometers on board the Indefatigable, but his survey of the harbour of Rio made at a time when the knowledge of it was rendered important by being kept from us by the Portuguese, obtained him considerable credit, and its accuracy, and the means by which he made it, (so closely were the ship's proceedings watched,) were a matter of astonishment to the jealous Portuguese government. The other surveys made on the coasts of Brazil were those of Pernambuco, now used by Her Majesty's ships; also St. Marcos Bay, Maranham, and the coast from Siara to Maran ham. These services recommended the subject of our memoir to the attention of the Admiralty, and he was named by Capt. Hurd for the command of Her Majesty surveying vessel Protector, to which he was appointed, on the 7th of March, 1818. He then commenced that series of valuable surveys which have left his name imperishably enrolled among those who stand prominently forward as the scientific ornaments of their profession. One of the first duties of the Protector was to accompany Captain Kater to the Orkneys, when he was sent by the Royal Society of London, in conjunction with M. Biot, who had been previously sent by the Royal Institute of Paris, to make observations and experiments to determine the figure of the earth. The opportunity thus afforded of making some small plans of harbours in the Orkneys, was not lost by Lieut. Hewett. From this period until the year 1830, in which interval Lieut. Hewett was made a Commander, the Protector was constantly employed in surveying the coasts of Norfolk, Lincoln, and Yorkshire, with their numerous outlying dangers, including the Humber, and the extensive and dangerous tract, called the Lynn and Boston Deeps, besides various shoals, among which were the Gabbards, the Dudgeon, and the Leman and Ower, detached at a considerable distance from the shore, in addition to those lying contiguous to it, all of which have long since been published by the Admiralty. In addition to the responsible work of surveying, it will be seen by the following letter which we happen to have at hand, that another arising out of the experience which an officer so employed would necessarily obtain, was required from Lieut. Hewett, The letter is addressed to the Secretary of the Admiralty, and will afford an idea of that zeal for the benefit of navigation which characterized the late Capt. Hewett. H.M. Surveying Vessel, Protector, SIR.-The Right Honorable the Lords Commissioners of the Admiralty having been pleased in their general orders for my guidance, while employed in the survey of the North Sea, to instruct me to the following effect, and you will particularly direct your attention to the situation of the different lighthouses along the coast, with the view of ascertaining whether they are sufficiently distinct from each other, or could be placed in any more eligible situations." obedience thereto, I beg leave respectfully to advert to the northern entrance into Yarmouth roads, commonly called the Cockle Gatway; and which, whether regarded as a difficult navigation in the night time, and the consequent great In annual loss both of lives and property in its vicinity, or as the principal entrance into the only practicable anchorage for His Majesty's fleet between the River Humber and the Downs, is peculiarly worthy of their lordships best attention. It is well known amongst those accustomed to navigate the eastern coast of England, that the Cockle Gatway is a constant barrier to vessels desirous of passing through Yarmouth Roads, should night overtake them before it is passed. Vessels from the southward have no difficulty in steering a course for, and passing over the Bar of the Stamford into Yarmouth Roads, from the assistance afforded by the Lowestoft Ness lights, and the Stamford light vessel, but after running through the Roads as far as the master's personal acquaintance may dictate, they must anchor until daylight enables them to pass further northward through the Cockle Gatway. To vessels thus bound, no further inconvenience is experienced than delay in their voyage, as Yarmouth Roads when once obtained, may (except in strong gales between east and south-east), be consi dered as affording a moderately safe anchorage. Vessels from the northward are however differently circumstanced, they pass the Flamborough Head Light, and successively the Dudgeon Light Vessel, the Cromer Light, the Hasborough Lights, and thence to abreast of the Winterton Light, and somewhere in the neighbourhood of the latter they must either anchor or lie to, as occasion may require, until daylight enables them to pass through the Cockle into Yarmouth Roads! for this Gatway cannot be taken in the night time without imminent risk, for the reasons I shall presently submit in describing it more particularly. But should these vessels be desirous of avoiding Yarmouth Roads, when abreast of the Hasborough lights, they steer for the Newarp light vessel, situated at the northern extremity of the Newarp shoal, and so pass on the exterior of the Yarmouth dangers, or what is locally termed "at the back of the sands," and by which means they are enabled to prosecute their voyage without that loss of time inseparable from the beforementioned route through Yarmouth Roads. Having thus described the usual tracks of vessels passing along this portion of the eastern coast, and under the supposition that they have favourable winds and moderate weather, I must now bring them under those circumstances that so often prove fatal to them, in the disastrous space between Winterton Ness and Caistor Point; and this has particular reference to vessels coming from the northward, among which the accidents generally occur. Such may find themselves in the exposed situation off the Winterton light in the night time, generally from one of the following causes, viz. 1st. Anchoring or lying to, with the favorable wind and moderate weather mentioned above, waiting for daylight. 2nd. Having attempted to pass out in the exterior of the Yarmouth dangers, and finding it impracticable, are obliged to return. 3rd. Foul winds. The first case needing no particular explanation, I pass on to the second. It happens that in running through the Would, (which is the space comprehended between the Hasborough sand and the Norfolk shore, but which the sand itself affords no shelter whatever to,) and with the wind between north and north-east, in getting to the southward, the wind is found to draw more round to the eastward, or upon the land. Should night be advancing, most vessels try hard to weather the Yarmouth Sands, before it closes upon them; but should the wind so veer round to the eastward, and a flood tide be unfortunately making up at the same time, the attempt is often frustrated, when no other alternative presents itself, but to tack and stand back into the Would, and wait for the daylight to take the Cockle, abiding the event of, perhaps, a long winter's night, which with the wind from this quarter, particularly after a long duration of westerly winds, frequently produces a heavy gale. With respect to the third case; viz. foul winds, preference is generally given by most vessels to beating through the Cockle Gatway, and passing out of the St. Nicholas Gatway, rather than encounter a heavy sea without the Newarp and Cross Sand, with the chances of being driven off the land, or of anchoring in deep water when the tide turns leewardly; if night overtakes them, they also must rendezvous in the exposed situation off Winterton, until daylight and a favorable tide facilitate their passage through the Cockle. The North Sea is notorious for its winter gales, and these as regards both their suddenness and shifting, are occasionally of the most extraordinary description, and generally prove the leading causes of the destruction of vessels under Winterton. I beg leave to illustrate this by a very strong case in point.-On Sunday, October 13th, 1823, I was surveying the coast bank between Hasborough and Cromer, with a south-westerly wind, and which had prevailed for several weeks before. Towards evening I beat up to Winterton with the view of taking up a position for the operations of the ensuing day, when it suddenly fell calm, and compelled me to anchor within pistol shot of the beach, to prevent going on shore, it being also quite dark. Nine merchant vessels had anchored from the same cause. Apprehensive of an easterly wind, everything was kept ready in this vessel for taking advantage of the first light air, and which was felt from the north-east, two hours after the south-westerly wind had subsided. The anchor was immediately weighed, and the vessel got on the larboard tack, which was no sooner done than from the sudden violence of the wind everything was 'let fly,'save the topsail sheets. To take the Cockle was quite impossible, although it was under the lee, and I was compelled to run over the Sea Heads, and the Newarp, and which from the precise knowledge I had of the best parts of those banks, and it being fortunately near high water at the time, was effected (under Providence,) with safety to his Majesty's vessel. Eight of the nine vessels were driven on shore, and part of the crew of one of them only were saved by Capt. Manby's apparatus; the ninth rode out till daylight, when she slipped, and ran through Yarmouth Roads. On this occasion had the means existed of running through the Cockle Gatway in the night time, not one of the vessels alluded to need have suffered, the 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 banks, in the event of striking upon either of them in attempting the Cockle under existing circumstances. The Ranger revenue cutter, was also lost, with all her crew in the same gale under Hasborough, as well as many other vessels, waiting to take the Cockle. The Protector was also reported as having swamped at her anchors, it being the opinion of the pilots and fishermen of the neighbourhood, upon finding her gone the following morning, that she could not have effected her escape from the position she was seen in under the circumstances, from which their lordships' will perceive that the pilots themselves are unable to take the Cockle in the night time. The Cockle Gatway is difficult to navigate in the night time, for the following reasons.-The Cockle and Barber banks (which are connected with each other,) form the starboard side of the channel, and both of which are steep to, having from eight to twelve fathoms alongside them, the lead therefore does not give sufficient warning of approach. There is beside a very awkward elbow projecting out from the middle of these banks, and which it would be very difficult to round, particularly with a tide running. The larboard side of the Cockle Gatway is formed by the "Sea Heads," and the "Tongue of the Scroby," which, unlike the opposite side, can be approached by the lead, but must not be traced along on account of a deep bight called the "Barley Pightle," being formed between those two banks, and at the head of which there is no practicable outlet. Many vessels are lost in this bight, the soundings in which are nearly the same as those in the fair-way of the Cockle, consequently calculated to mislead. They heedlessly run along the edge of the sea heads by the lead, under the impression that they are going into Yarmouth Roads and leaving the tongue of the Scroby on the larboard hand, instead of which they are actually in the in the Barley Pightle, and do not discover their mistake until they suddenly strike the ground. An attempt to steer a mid-channel course would be attended with danger from the uncertain effect of the stream of tide upon the ship's course, the flood setting strong upon the Scroby, and the ebb stronger and more directly upon the Barber. Having thus described the leading causes of the many dreadful shipwrecks on the Winterton shore, and adjacent banks, viz. the impracticability of taking the Cockle Gatway in the night, and the consequent necessity of hovering about Winterton until daylight, then caught with violent and sudden gales in that position, I now beg leave to submit to their lordships, the means by which such disasters may be obviated in future, with reference to that portion of their lordships instructions, quoted in the early part of this letter. About one mile and a half to the northward of Winterton lighthouse, there is a slight projection of the land, called Winterton Ness, on which are two small lighthouses nearly east and west of each other, or in a direction nearly perpendicular to the coast line. When they were erected, or for what purpose, I have never been enabled to inform myself of on the coast, nor from my many years' experience in navigating it to discover their use. When brought in one with each other, they lead to no channel, nor to clear any banks, but are lighted up as useless beacons upon the coast, and answer so far, as I can discover no other purpose, than facilitating the loss of vessels, for it is become quite a rule to run down abreast of these lanterns, in order to heave to for daylight, whereas, did they not exist, it is more than probable that vessels would heave to much more to the northward, and consequently would be so much more to windward in the event of a gale springing up. But, should it be deemed necessary to run so far as Winterton, the bearings of that light, as also of the Newarp light vessel answer equally as well to show the proximity to the Yarmouth Banks. If I may be permitted to hazard a conjecture, I should suppose the two small lighthouses to have been erected previously to any others in the neighbourhood, and that they formerly served to shew the approach to the Yarmouth sands, now rendered useless by the existence of the Winterton lighthouse and the Newarp light vessel. Their transit bearings also may have served to direct vessels partially through the Hasborough Gatway, now totally eclipsed by the admirable lights at Hasborough, and which are more appropriately placed for leading through that passage. I have learnt that they are the property of Lord Braybroke, and that his lordship receives £500 per annum for keeping them up. Were these lights extinguished in their present position, and two others exhibited in lieu thereof upon the North Danes of Yarmouth, where many appropriate sites exist; not only would the present annual destruction of lives and property in the fatal neighbourhood of Winterton be obviated, but vessels would also be able to prosecute their voyages in the night time, as well as by daylight, by passing through the roads, and over the Stamford Bar, except such as draw too much water for the latter, and they would at least obtain comparative safety. : Lighthouses built upon a very moderate scale would answer every purpose required the lights also need not be exhibited to more than four points of the compass, viz., two on either side of the fair-way line of the Cockle, nor of a brilliancy to render them visible at a greater distance than five or six miles, so that, beyond the original expense of erection, none other would be incurred, as the annual one would be covered, (if I am rightly informed) by the sum at present appropriated to the Winterton Ness lights. The number of wrecks that at low water exhibit their remains, are melancholy proofs of the necessity of the navigation of the Cockle being facilitated by the means I have now humbly submitted for their lordships consideration; and I feel assured that Lloyd's books could fully shew losses of one year only, which would cover the expenses of the necessary lighthouses. On 13th October, 1823, as referred to in the body of this letter, the property lost on that one occasion was probably many times greater than the means of prevention would have cost. Having concluded, Sir, my observations on this important point, I trust their lordships will pardon any apparent digression from the subject I have professed to address you (for their information) upon; being anxious to convey to them a just idea of the present state of this navigation, and of things connected with it, as they exist, in order to 'further their lordships benevolent designs of improving its condition, and for which purpose the vessel I have the honor to command is fitted out. I have the honor to be, Your obedient servant, WILLIAM HEWETT. The lights off Winterton, remain we believe still, and whether Lieut. Hewett was right or not in his opinion of them, we believe it will be admitted that his suggestions in lighting the Cockle Gatway were followed by the Trinity House. Most assuredly duties such as these are legitimately demanded from our surveyers, whose experience on the very places under consideration, especially enable them to form correct opinions on buoying those dangers which fall under examination, and on the most eligible positions for lighthouses to guide the seaman clear of them. But from being nearly always in immediate communication with the Admiralty, as well as holding so responsible a position as that of surveying the north sea, Captain Hewett in the course of his service was referred to to decide on the merits of various nautical inventions, among the first of which was an attempt at a Marine Artificial Horizon, by the late Capt. Phillips, the inventor of the capstan so highly prized in our men-of-war. The horizon like many others before and after it, proved a complete failure, but the experiments which Capt. Hewett made with it, were the occasion of a very serious fit of illness, produced by the effects of the great quantity of mercury, which Capt. Phillips employed. Indeed, the inventor himself suffered considerably, and the death of the master of the Protector whose constitution was already weakened by service, it has been stated, was accelerated by it. Among the instruments of this nature which successively fell under Capt. Hewett's trial, were those of Capt. Rickett's, Mr. David Rowland's, and Lieut. Becher's; all of which were reported on to the Admiralty; and we may take this opportunity of bearing testimony to the general impartiality and ability, with which those reports were drawn up. Another invention reported on by Capt. Hewett was, that of Dr. Smyth of New York, a few years ago, who affirmed with the most tenacious perseverance that he possessed a remedy for preserving the compasses of ships from that annoyance to seamen called "local attraction." It is true that a correction for the disturbing influence of the ships iron, is now found amongst the rationale of our careful seamen, to whom this is no longer a danger; but it still remains unheeded by the many, and throws its baneful effects into the balance of evils which lead them from their course. However, the doctor's recipe was declared null and void by Capt. Hewett, even before embarking, and experience proved it so, shewing that the best of all ways to cure an evil of this incurable order is, to let it alone, but after finding it out, to make due allowance for it. Perhaps, we are not far wrong in saying, that Captain Hewett rendered an essential service to the Compass Committee, whose operaENLARGED SERIES.—NO. 2.-VOL. FOR 1841. R |