would be well for the interests of mariners, if all commanders would follow Capt. Handley's good example; escapes as well as disasters should be made public for general information.

I am also enabled to furnish you with another case elicited by enquiries on this subject, and I have no doubt many similar occurrences could be brought to light. My worthy assistant, Mr. McKennie, was second officer of the ship Circassian, when bound from Calcutta and Madras, to Colombo and London; she sailed from Madras on the 11th October, 1826, and a few days after her departure was off the S. E. coast of Ceylon, when at noon her latitude by observation placed the Circassian sixteen miles to the southward of the Basses; the wind was variable, and her commander stood to the westward with such confidence that, when the night watch was set, he gave no particular directions to look out for rocks or shoals. Mr. McKennie took charge of the deck at midnight, when the ship was on the port tack, and soon after he went on the forecastle, and saw at one glance that rocks were close under the lee bow; he called the captain immediately, when the ship was put about, and brought the Basses to bear on her weather quarter; and thus with a commanding breeze she escaped.

The narrow escape of the Circassian under the effect of a strong current to the northward, about the middle of October, at the close of the S.W. monsoon, and near upon the commencement of the N.E. monsoon, affords another remarkable example of the uncertain set of the current, and the danger to be apprehended by an incautious approach to the Basses at all seasons. Capt. Douthwaite was completely taken by surprise, and as Mr. McKennie says, he never failed to give the Basses a very wide berth on his subsequent voyages. The foregoing statement is derived from Mr. McKennie's vivid recollection of the Circassian's very critical position, when he luckily discovered danger so close at hand; his log-book is lost, but the precise date of that ship's departure from this port is ascertained from records in my office.

Most assuredly the foregoing statement of disasters and very providental escapes, proclaim at once the expediency and utility of fixing a light on the Basses. The occurrences therein narrated shew that all the ships (except the Moira and the Circassian) were coming from the westward, consequently their course was towards the Great Basses, and on that track H.M.S. Dædalus was wrecked about 9 A.M.; and, as she probably was within a few miles of the Great Basses before day-break, a light would have warned her gallant commmander of the error in his reckoning, and as she must have been very near the rocks at day-light, a beacon or lighthouse thereon would have been easily distinguished. All these cases prove beyond the shadow of a doubt, that the display of a light on the Great Basses would have effectually guarded against wreck or accident.

From Horsburgh's description, and from my own experience, having myself passed the Basses repeatedly by day and night, it is obvious that the first indication of soundings is also an indication of a very near

approach to these dangers, and at times the breakers vary so little from the ordinary surge of the wave, that a vessel may be close upon the Little Basses before the reef is discernible, and the visible part of the Great Basses cannot be seen clearly by day, until within a few miles.* How materially every difficulty and perplexity must increase in thick, squally, and rainy weather, will be evident to every impartial person who gives this subject the least consideration. In a word, there is no locality of danger, that I am aware of, more perilous in causes and effects, than the Great and Little Basses; and there is none that admits of being more completely guarded against; and here I may observe, that those able and scientific improvements which are so prominently in operation along the sea-boards of Europe and America, evince an anxious desire on the part of those who have directed them, to promote and extend both coast and harbour works of illumination.

In pursuance of these important and invaluable designs, which, in the course of events will ensure to a large extent, the safety of navigation and commerce, the Ceylon Government are now, in a most praiseworthy manner, erecting an iron lighthouse at Point de Galle; whilst, Horsburgh's imperishable fame is at length receiving that homage due to so good and distinguished a character, by the projected lighthouse on Pedra Branca, at the eastern entrance of the Straits of Malacca, which will very appropriately bear his name, and remain a lasting memorial of his worth. These exemplary instances of due attention to the security of navigation are well worthy of our common country.

The position of the Great Basses corresponds very nearly with that of the Eddystone and Bell Rock; each of these remarkable rocks is small in circumference, and a few feet above water at low spring tides, and their respective distances from the coast is very similar. Here, Mr. Editor, we may pause, and contemplate the vast number of ships, the amount of property, and the number of lives which must have been saved from destruction by those proud monuments to the cause of humanity.† Skill and science surmounted every obstacle to the accomplishment of those great national designs, which were reared in the midst of sea and tempest, far exceeding in rage and violence all that has ever been experienced on the southern shore of Ceylon. I am, therefore, convinced that there would not be one tithe the amount of natural difficulty or impediment to contend against on the Basses, as those which were so nobly and skilfully overcome in the construction of the Eddystone and Bell Rock towers; whether the lower part of the pillar on the Basses should be built of granite, and the upper of cast iron, or whether the plan of construction should assimilate to those splendid edifices I have noticed, are questions for other persons to decide.

* Suppose a steamer going at the rate of ten knots an hour, towards the Basses, from sounding to the verge of that danger, she would make it in forty minutes.

† South Stack light in St. George's Channel, near Holyhead, 25 years before the light was put up, 36 ships and vessels got on shore; with five of them, all on board perished; in seven others part of the crew were drowned. 25 years since this light was exhibited, only three vessels ran on shore, one a sloop, but all on board perished. Surely this is a case in point.-Extracted from evidence before the House of Commons on Shipwrecks.

I cannot believe at this most enlightened period, when national improvements, and the advancement of every art and science which can tend to promote the welfare and prosperity of mankind, are in progressive operation, that any well devised project, which indisputably bears the same generous stamp of character, can be cast aside or rejected; false notions of economy sink still further into insignificance, when they are permitted to bear an imaginary comparison with the value of human life, but if property alone is admitted into the scale, it is well to bear in mind that the worth of H.M.S. Dædalus would pay for three efficient lighthouses.

Having given this subject a very attentive consideration, and adverting to the remarkable haze which is so prevalent on the coast of Ceylon, I am decidedly of opinion, that the lighthouse should be erected on the rock, and not on the main land, and a first rate light, properly elevated, would be visible beyond the Little Basses.

The ways and means may be attainable by the conjoint aid of the Colonial Government, the East India Company, and the Peninsular and Oriental Steam Navigation Company, their interests are so materially at stake, that I cannot imagine when once a conviction of the absolute necessity of the light is brought home to those influential parties, that they will hesitate about the undertaking, and assuredly Lloyd's, and all other Insurance Societies, ought to contribute their share.

I have endeavoured to prove the risk which steamers incur, but it should also be borne in mind, that all ships approaching the Bay of Bengal, and all ships bound for Bombay and Ceylon, to China, in the S. W. monsoon, haul close round the Basses, and are equally exposed to the same danger, in fact, those ships which are bound to Madras during that season, are compelled to hug the S.E. coast of Ceylon, otherwise, they might fall so much to leeward, as to lose a considerable time in beating to that port. And when we reflect on the additional number of ships from Europe, from the Cape, and from the Mauritius, bent on that same course, we must admit the necessity of a more vigilant prevention against calamitous results.

Besides those strenuous arguments which I have adduced in favour of the light in question, we should recollect that the absence of all means of obtaining the latitude, for even one day, when approaching Ceylon, and the liability of the compass and chronometer to deviation and error, may lead ships into imminent danger. Independent of such liabilities, several of the foregoing cases which I have recited clearly prove that even a departure from Dondre Head, a distance of only sixty miles from the Great Basses, and within 24 hours of reaching from the one position to the other, had not the desired effect of correcting the dead reckoning and averting those disasters which did occur. Therefore, as no reliance can be placed on the ordinary means of ascertaining the run of a ship within so short a time and space, there certainly remains no other remedy

There have been several instances of ships, when bound to Madras, getting so far to leeward, that they have in despair, bore away for Calcutta.

than that which I have so earnestly recommended. It is evident that the ships referred to were driven by a current beyond all calculation, and although those examples have produced the effects of warning the mariner, and inducing a more than ordinary good look out, yet I am so forcibly impressed with the peril which may ensue, if no other means of guidance are provided, that I say again, a light should speedily be fixed on the Great Basses, and the sooner that important object is attained the better.

On the very important subject of Colonial Lighthouses, and the modern improvements in their construction, whether on isolated rocks or on the main land, I recommend all who take an interest in such national concerns, to give their earnest attention to the observations thereon, by that zealous and talented member of the Institution of Civil Engineers, Alexander Gordon Esq, as published in the Nautical Magazine for 1846, page 170; and I may say in conclusion that, when we do know that lighthouses have been substantially built on rocks under water, we may readily believe a similar building on the Great Basses, where, except in strong breezes and a heavy sea, the rocks, as already observed, are always above water, can on that position be constructed with far more ease, and with as perfect safety and security.

To the Editor N.M.

I am, &c.,

CHRIS. BIDEN, Master Attendant.

THE BRITISH NAVY AND ITS SEAMEN.

EVERY thinking person must be impressed with the paramount importance of this subject; and the honest patriot will ever pray that by wise councils, his country may be enabled not only to hold, but uphold, with justice its exalted station among the great nations of the earth.

The state of continental Europe at this moment demands the utmost vigilance of Great Britain, and, no doubt, receives it; but if there be one point in her own relations having a bearing upon that state or condition, and which calls imperiously for the closest attention, it is that of manning her fleet.

The number of seamen drawn by ballot for home service, may voluntarily enter for a limited period, or for the entire time of war, for general service in any part of the world; by which, those who enter into the contract will secure certain advantages to themselves.

Men drawn by ballot for Home service.

Now for the working of the scheme. Let us suppose that the state requires 60,000 seamen, A. B's, and O. S. (exclusive of landsmen and boys) and that the total number liable to be drawn for home service, as registered amounts to 300,000. Draw, in the usual way 60,000.

Again, suppose it should happen that only 30,000 of the men thus drawn are at home, (in the United Kingdom); see from the returns of voluntary entry at the different rendezvous, whether the number still required is likely to be made up in that way, or not.

If likely, then there will be no necessity to draw a second time to complete the sixty-thousand needed. But, should the entry be slow, and the necessity urgent, draw on until the number wanted be obtained. Then follows the entry, voluntarily, for general service of the men drawn.

It is premised there will be Tenders at the different ports of the kingdom to receive the men who are drawn; and other vessels ready to convey them to Portsmouth, Plymouth, &c.

I shall say nothing about the indulgence granted to the men of choosing their ship, as circumstances may not always admit of it; but it is one which has a good effect.

The vacancies from death, &c., which will occur, may be expected to be filled by the men who voluntarily enlist among those who are not drawn, for we may reasonably suppose, when the advantages are made enticing, there will be a great many ready to offer their services.

The apparent partiality in taking at once those men who happen to be at home among the number drawn, cannot be avoided; it will, perhaps, correct itself by those men who are abroad, and who have been drawn, volunteering for general service on the stations where they happen to be at the time, or they may do so immediately on their return home.

Thus, after the fleet has been fully manned, those men serving in merchant vessels would be exempt from molestation, for at least five years; a point of itself so gratifying that, the whole scheme would, in all probability, please the general body of seamen; and thus, also, impressment hitherto "a terror to all Blue-jackets", would receive its "quietus"; another point that would not only give satisfaction, but delight, to a class of men invaluable to the country; and who, whatever may be their faults, will, we may ardently hope and expect, merit all that that country can do for them, by emulating in war, the noble deeds of their predecessors. But, as I remarked in the former paper, as "necessity" in such a weighty affair as the perservation of a kingdom, rises above law, the power, no matter how obtained, of impressing sea-faring men must be held as the dernier resort; and it will be the fault of the seamen themselves if NO. 2.-VOL. XVII.

K