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The ship was on a lee shore, with all the anchors and cables stowed away; and not a sail set! She was quite unmanageable, and the poor crew had the severest difficulty to furl the sails on account of its blowing so hard, a complete gale,-with extraordinary heavy rain, and exceedingly dark between the flashes of lightening. In endeavouring to make the ship veer, the jib was split, and after getting her on the other tack, the foresail was the only one that could be set; but with which alone, she could not stand to windward, sufficiently to run clear of danger. After these perilous circumstances, however, (although, with much delay and gross abuse from the commander to all under him,) the maintopsail was set double reefed, with a balanced mizen; and the ship luckily got out of danger.

The only parallel that can be imagined to this commanders conduct, in allowing a gale to come on his ship under all sails, after sufficient warning and the approach of it most evident; is, (if it could be conceived) the case of attempting to set all sail in a severe gale; the one case is as void of reason as the other, and shows the absence of every sentiment of duty and humanity in respect to the lives and property in charge. Had this commander taken in sails in tine and managed his ship as the urgency of the monent required, he might have run through the gale, on his course. Instead of that, he placed his valuable ship, with most valuable cargo, and the lives of all on board, in imminent danger. And instead of running through under a proper quantity of sail, she lay in the water, like a log, unmanageable; and as soon as she answered the helm, she ran dead on the shore, which was within six miles distance; (until the sails were secured,) to save the masts from being sprung, or, perhaps, blown overboard. "At half past 8. P. M. a severe squall from the southward with thunder and lightening and heavy rain took in small sails, lowered the topsails on the caps, and ran through under courses." This is the remark in the ship's log relative to this affair; which is as FALSE as the conduct of the commander was reckless to his trust.

Were the subordinate officers, or mates, in the Country Service on that footing of independence of their respective commanders, which would guarantee their security in a faithful and honest discharge of their important duties, the officers of this ship would have entered a protest on the log book against the Captain's improper conduct, in the instance just stated, but as long as the custom which now prevails in Calcutta continues, of commanders being privileged to select their own officers; and to discharge them at pleasure, it would be ruinous for an officer to accuse his patron; however desirous he might feel for the honest furtherance of the interests of his employers. This indulgence to commanders cannot be too much deprecated or too soon prohibited. If owners would but consider, that officers by this system are led to conceive that they are not obliged to them for employment, and the frequent circumstances, prejudicial to their interests, which are occasioned by this imprudent indulgence, and how very important it is to have every good officer's situation secured for him and rendered independent of the caprice of his commander, the practice would not exist another day. There cannot be a greater mistake imagined, than to suppose that commanders are always the best judges in the selection of officers; nor should

they, indeed, ever be at all depended upon, on this point, until they are in a better manner than at present, selected themselves. To whom, might it be supposed, would the commander that wrote the classical receipt give the preference in the event of having a vacancy for an officer in his ship?--to one of the rubbish, of course, about the punch houses in the Bow Bazar. I know several officers of the Country Service who cannot be allowed to go ashore any port for fear of getting drunk. They are restricted to a certain allowance of liquor on board, and the servants are strictly cautioned against giving them more. They are kept in their situations, (to the honor of the Country Service,) because they are considered good sailors; that is, they are acquainted with the mechanical process of working a ship, and (to use a landsman expression,) the arrangement of her machinery; which any noodle can understand; but especially, as they are noisy, quarrelso:ne, abusive, overseers of the men. A commander, who himself, might have been formerly a ship's steward, cuddy servant or carpenter, will find one of those worthies a good practical assistant.

But it appears to me that there can be nothing easier, and nothing more worthy of the consideration of ship owners, than to establish some principle, whereby the introduction of unfit, officers into the Country Service might be readily prevented. Let the Insurance Offices, for instance, insist, that every individual who may be employed as an officer should be examined (by competent persons,) as to his qualifications in seamanship; and in navigation particularly; with whatever else might appear to them requisite, such as being capable to write a letter, &c., and should that method be adopted, the owners and insurers would most certainly have the satisfaction of being assured that the honour and credit of competent officers are engaged in their interests, and eventually the com. manders themselves would be found possessing ample knowledge and abilities in their profession;-because the service will, in time, obtain or absorb its commanders from the source of able and efficient mates. So far from its being considered an unnecessary innovation, I feel confident, that to adopt the system of examining officers commencing their career in the Country Service, would be hailed as a reasonable and beneficial regulation; especially by those officers and commanders whose opinions, on such a question, might be considered to deserve respect. Competent men would view it in the light of a boon: whilst even those that could not undergo an examination would admit the propriety and justice of the

measure.

I would recommend that all officers (of whatever grade) on entering the service should be examined; and that in the event of their passing, they should be exempt from examination ever after. Present Incumbents' might remain unexamined as long as they hold their situations: but no officer should be advanced to a higher grade, of those now employed, without undergoing an examination, i. e. second mates should be examined on their preferment to the grade of chief mate or commander, and chief mates on their advancement to that of commander. Captains, who are now in command, should be exempted from any

examination whatever as long as they retain their situations; but they, and ALL should be examined, that have not already passed on being out of employment and applying for another berth.

I cannot exhibit the necessity of adopting the plan of examination in a better light than placing the Log No. 1, of a man who is not a competent sailor, in juxta-postion with the Log No. 2, which, we will suppose, to be kept by an able and efficient navigator.

I am fully persuaded, that very important benefits would insue, not only to owners and the Insurance Societies, but to officers themselves; if the examination system were adopted. The latter would have the gratification to know, that they are publicly considered competent in their profession; and they would, moreover, have that confidence in their own acts, which is peculiarly advantageous to a nautical man. Able officers would offer themselves as candidates for employment in the service; and their prospects and welfare would no longer depend upon the mere whim of a conceited, illiterate upstart, whose behaviour as too often influenced by impassioned habits.

I regret that this important subject has not been introduced to the notice of those more immediately concerned by an abler and more influential person than myself; for, although, I am sensible in a great degree, of the immense importance and value of the question, yet I am fully aware of my own inability to discuss it in such a manner as to do it that justice which it merits. It is impossible to calculate, under present circumstances, the benefits that would result to the community at large, if no officer were appointed to a situation on board ship, unless found duly qualified for the office. There is such a momentous degree of moral responsibility atttached to a nautical officer's situation, that it is scarcely practicable to exercise sufficient precaution to ensure a satisfactory knowledge of his character and abilities. And if the situation is so important, (which I believe is undeniable) what a serious omission it is that there is less enquiry about his competency for his situation, than there is about the capability of a person in any other employment whatever. It is not only the amount of property that may be entrusted to his care, management and protection, that is to be considered in the scale of moral consequences; but the lives of those in his ship, which depend on his conduct, (and this is applicable to every officer who has charge of a watch,) and whose families have their happiness and welfare at stake in the matter. Examination of nautical officers is therefore requisite. It is not only the owner and insurer that are concerned in the qualifications of officers and commanders,. but every individual that has any thing belonging to him on board, feels an interest, proportionate to its value in the conduct of her officers. Under those views it is reasonable and proper, that their professional abilities should be enquired into and ascertained for the satisfaction of all concerned.

I would recommend that the names of all officers who pass an examination should be enrolled on a list, to be kept for the purpose at the Sailors' Home;

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and that as long as employed, officers should pay small sums monthly which would be considered as due to the institution for keeping the list, and such other services as it might render. For instance, commanders should pay rs. 3, chief mates 1-8, and second mates 1 rupee, and every individual should pay a fee of 1 gold mohur for registration. And every commander in want of an officer should give the preference to, and choose from the "Home List;" as long as any on the list, were disengaged or out of berth, this should be especially enjoined on commanders. The Home in this case would be something like Trinity House in London, and having the list attached to it, (with whatever else for which it might be considered adapted, and there are many things) it would render it an object of considerable interest. Commanders and officers would then take a pleasure in contributing their dues, and the practice would be of vast benefit to this excellent institution. Let it be also remembered that there are nearly three hundred officers and commanders sailing out of Calcutta. To my Logs

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miles.

There being no variation of the compass or lee way appréciable; the courses with their corresponding distances will be as in the following:

Courses.

TRAVERSE TABLE.

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The difference of latitude 80 4 and depar ture 6 1 give the course.

N. 37 W. and distance 101 miles, (i. e. the distance in a straight line; or, in other words, the hypo. of a triangle).

Yesterday's lat. 80o 25' meridl.
Difference of lat. 80 4

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Sum of latitudes 38 10 merdl. diff. of lat. 84
Middle latitude 19° 5'

Compt. of mid. lat. 70 55

With the com plement of middle latitude 70° 55', and the departure 611 the difference of longitude will be 65 by "middle latitude sailing," Or by "mercators sailing", the course 37 and the meridional difference of latitude 84 give the difference.

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