To find the bearing and distance of Point Palmyras, Latitude of the ship.... Latitude of Point Palmyras. The meridional difference of latitude 60 and difference of longitude 36, give the course N. 31° W. or N. W. by N. & N. nearly to Point Palmyras. This course and the proper difference of latitude 56, will give the distance between the Ship and Point Palmyras 66 miles. [The above is a correct journal for 24 hours, including what is called, “working a day's work." It comprehends all that are requisite for a commander to know and no more. It can be all performed by a clever experienced person in less than two hours; and it is the kind of log that command. ers are paid for strictly observing its correctness in all its details, and not for imposing on owners and the public with such an idle production as Log No. 1,-which I consider worse than useless. It would have been an easy matter to make the three different latitutes and longitude correspond; but this can seldom be the case, nor is it, indeed, desirable, in support of the most important and necessary principle, that a commander should never rest satisfied that every thing is right. I make Point Palmyras the destination of the ship under the supposition that she is coming to Calcutta on the S. W. monsoons, it being then the Pilot station. Instead of the Sand Heads which is the "Cruising Station" in the N. E. monsoon.] The greater portion of log No. 1 was "marked" by myself as an officer of the ship in which it was kept. It is an exact copy of all that is recorded of what was done for 24 hours. I believe it is as correct, and comprehends the same particulars in every respect as the logs usually kept in country ships with this exception, that some of them insert the latitude, and sometimes the longitude daily :-but this is frequently left to the option of the party, (if he know it,) who copies the log into the book. A commander adopting the plan of No. 1, has no more to do with respect to navigation, than merely to request one of his officers, to take two or three altitudes of the sun about 9 o'clock for the chronometer, which operation may occupy about 10 minutes; and if the meridian altitude be observed, he takes a bit of chalk from the carpenter, (after looking for the declination in the almanack,) and ascertains the latitude on the mast, deck, or hencoops in about as many seconds. This constitutes the commander's day's-work; whilst he is allowed two officers to enable him to devote his whole time and attention, to his performance! Log No. 2, with regard to the courses, and distance run, (is composed of, and,) is the same as the former; but what is additionally recorded is in conformity with the plan generally recommended in treatises on navigation; I have further added the "distance per log," the depth of water in well; north (or south) of account, and "east (or west) of account; together with the indication of the barometer and thermometer, which make this method of the keeping a ship's journal almost the same as the form latterly adopted by the Honorable Company's merchant ships. I have been informed, that the Company neither insured their ships nor cargoes; but apprehensive of careless navigation and to obviate what might probably result from incorrect methods, they regulated the procedure of navigating them as far as human fore-sight could extend or penetrate, to guard against such evil consequences as might be likely to follow inattention and neglect. It was not sufficient for the Captain to know the longitude to his own satisfaction, but it was required that it should be inserted in his journal according to three different methods of ascertaining it; namely, longitude by dead reckoning or account, longitude by chronometer, and longitude by the moon. The same also with respect to the latitude; it was requisite to enter it as ascertained by dead reckoning by double altitudes, and by the meridian altitude. The gentlemen who conducted the nautical affairs of the Hon'ble Company, considered that too great attention could not be bestowed on those important points; and indeed when a commander has competent officers to superintend every other department, the least that he can attend to is to make himself well acquainted with his position. And is there not reason to suppose, if such a log as No. 2, were kept on board the unfortunate "Lady Munro," her destruction with the sacrifice of so many lives, would have been avoided. I mention the Lady Munro particularly, because I am fully of opinion that she was lost through ignorance of her position, in consequence of the incapacity of her commander to ascertain latitude and longitude. It was, I think, said in extenuation of the blame attached to the unfortunate commander of this ship, that the sun was not seen for a day or two before she was wrecked; but I would scarcely admit of such an excuse, if the sun were not seen from the day she left Madras, "till she tried the fatal experiment of running down the island" of Amsterdam. A commander ought to know every practicable way of knowing his position, if one way fails him, he ought to be able to have recourse to another, as navigation is complete, and provides for every possible emergency. The loss of the "Lady Munro" was a sad instance of neglecting the method of ascertaining a ship's position by "dead reckoning ;” which is perhaps, upon the whole, the best in low latitudes; but it requires dexterity, application and patience to produce correct results. The arabs (and many besides) depend on it solely, while the Country Service think it too troublesome; but if it be too perfect in itself, and various other methods also, sufficiently correct to enable the navigator to ascertain his position, how desirable it is that he should practise the whole as circumstances require. It is quite plain that most of the ships that have been latterly wrecked in the Indian seas, were lost in consequence of being ignorant of their respective positions; and this neglect will continue to exist as long as the parties, more particularly interested, and who have it in their power to remedy the evil, do not interfere in the plans pursued in navigation. The "Martha," a fi e Liverpool ship, was lost last year on the Paracells, or Trident Shoals in the China sea. Her commander subsequently addressed a letter to the editor of the Canton Register, (republished in the Hurkaru, 27th November last,) stating the misfortune. The letter appears a careful production, consisting of well turned sentences and finished periods; yet I am urged by various considerations to believe, that, through incompetence in navigation the ship was lost. I have known letters to be published under similar circumstances, in the name of commanders, which letters were neither penned nor composed by them; for the very good reason that they could not write. The commander of the Martha attributed the loss of his ship to unknown currents: for his chronometer, in which he states he had every confidence, (of course), gave a difference of longitude of 20 miles, from the shoal on which the ship was wrecked. (What a pity that he was not near the coast of Cochin China, so as to be able to ascer tain his longitude off Cape Pagola like the other skipper that I mentioned !) He does not, however, state, under what circumstances he placed such implicit faith in the time keeper; nor does he inform us, whether he proved its correctness during the few days he remained on the Sands near the wreck or not. It is possible that the "gallant Captain" might be a very competent commander, but I would hesitate to place "confi lence" in him as such. I would almost venture to assert, that the letter was not written by himself; from the manifest indifference with which his misfortune is communicated and I have good reason to suppose, that if he had kept a journal, like log No. 2, he would not have had his tale of sorrow to tell. Neither would the " Elizabeth," which was ran ashore below Madras, last year, nor the ship that went ashore at Ganjam previously have finished her career so unprofitably. It is melancholy to reflect, that any man in whom such momentous trust is reposed, and who is relied on for the faithful performances of such serious duties as are necessarily involved in the office of a ship's Captain, should be, (if not unfit,) careless aud negligent in the discharge of them; when at the same time, he is allowed the as-istance of competent mates, perhaps his own choice, to conduct the general routine of business, and leave him entirely disengaged to bestow his whole attention to navigate the ship. Yet she is wrecked, because he is ignorant of his position. There is every reason to believe that this was also the cause of the loss of the" Protector," for the commander would not have ventured to the ground on which he anchored, if he knew his latitude. When latitude and longitude are perfectly known, a degree of confidence and security exists, that will help to provide for nearly all emergencies. There is no doubt, that indolence is the principal cause which leads to the dreadful consequences of so many shipwrecks: for some commanders say, why should we trouble ourselves about keeping up a difficult journal; when, afterwards, there is never any notice taken of it, and consequently we do not derive any advantage, nor get as much as thanks for our attention to its correctness? Forgetting that every thing, relative to navigation especially, is entrusted to their abilities and integrity. Again, say they, who would sit down for a consi derable portion of the day to torment his brains (with a few abstruce ideas) on a difficult subject, endeavouring to arrive at results which could otherwise be easily attained, and the matter as well palmed upon employers by devoting a few minutes to it? Commanders being their own masters, and having nobody to dictate to them about latitude or longitude, lose sight of the important fact, that what they are deficient in scientific attainments, may, to a certain extent be compensated for by deligence and perseverance. And all the writers on navigation, recommend in the strongest terms, "application and practice;" for it cannot be expected that the complicated problems required to be used in the science, will be solved satisfactorily, (especially by uneducated people) without great attention and experience. There is reason to believe, that the incorrectness of the log-books of country ships is, in a great measure, owing to no reference being ever made to hem »y owners or insurers; at least very seldom. From a proper log, the ship's position can be ascertained, (by an experienced person) at any hour, whatever, during the voyage; hence irregularity in adopting or pursuing the courses, could be easily detected, on inspection of the journal. But is it not very convenient for an incompetent commander to pass with such a log as No. 1; as he may defy the world to shew, that he has not proved himself qualified for his situation; and if he should have the misfortune to lose his ship, and be questioned about his log, he would just say, that it is such a log as every other commander keeps. – The insurance must pay for the lost ship, and h may probably soon get command of another. I would respectfully urge on the consideration of owners, the necessity of examining the journals of their ships occasionally, in order to ascertain the measures adopted by commanders, to know their position at sea. And should it be observed, that they depend solely on chronometers to find the longitude, they ought to direct the special attention of their Captains, to the lunar plan of ascertaining it and make it absolutely compulsory on them to practise that method as often as possible. Most of the officers in the Country Service speak of working lunars,* and they all pretend to know something of the subject, although they seldom direct their attention towards it so as to be able to make any practical use of it. 1 dare say, this neglect of the most important part of navigation is, to a great extent, owing to the difficulty of working the problem, and consequently of obtaining satisfactory results. They also entertain very incorrect ideas respecting this method of ascertaining the longitude :-they think, that many hands are indispensably necessary to assist in taking the observations; and, indeed, they derive this notion from some of the epitomes of navigation; which recommend five persons to be engaged; whilst other treatises afford clear and ample instructions how the observations may be managed by one individual. When the commander who could not find the Mauritius was asked, if he had seen the ship that directed him to that port; he stated in answer that he was working a lunar," (mark this,) one morning when she hore in sight. There can be no doubt, that a correct journal is essentially necessary; and is in short the guiding star, to the safety of a ship and all on board; and it is with as little doubt, the province of owners to enjoin on the commanders of their ships, the necessity of bestowing every possible attention on this important part of duty. A ship navigated under the principles of log No. 2, (if strictly and regularly attended to.) would incomparably be more safe than under the careless management of log No. 1: and I think, the Insurance Societies would do well to take cognizance of this subject. It cannot be expected that all the commanders sailing out of Calcutta are equally competent in their profession: but their comparative, abilities may be easily ascertained from their journals; and if a little reduction in the rate of insurance were made for ships in which correct logs are kept, it would tend as much as any thing that I can at present consider, or think of, to induce Captains t pay better attention to their logs.-If I can produce after a voyage, a journal like No. 2, (and there is not, perhaps, one like it in Calcutta.) which proves, that I have attended to the navigating of my ship, "as in duty bound," and thereby, after my return to port, I can point out her situation on the chart at any moment, whatever, of the voyage, I think, under such circumstances, my ship would be much safer by this management, than the ship under charge of the commander who does not know his position for three-fourths of the voyage. (Aye, who entrusts the working of the chronometer,—his sole dependence to a boy.) And, who is occasionally obliged to have recourse to run into a convenient coast to obtain a knowledge of his position, (and will perhaps leave his ship there!) I say, that I consider it very hard, that the ship under my command, should pay the same rate of insurance. But if this suggestion be not followed, there are many other methods that might be adopted to induce commanders to pay better attention to their logs: such as giving small premiums or medals to the most correct and approved of those produced once a year at the different Insurance Offices. Or let there be a general competition for a premium or medal annually. Something should be done; for the logs now kept, are not only unfit for the purposes of journals, but are childish imposition and mere mockery. Another point occurs to me which might be justly considered an unpardonable inconsistency and neglect on the part of commanders, were it not hidden from general observation by its peculiarity; and, as I have remarked before, by the circumstance of some important scientific principles, especially connected with their profession being situated beyond the line of general knowledge, commanders, invariably, on coming into port, send their chronometers to a watch-maker in order to rate them, (although, when nothing else is required) for the next voyage. Now, I consider this rating to be as much the business of the navigator himself, as, that he should be able to make use of the chronometer at sea; or know how to reef top sails. In no instance, perhaps, in which commanders of ships are concerned, are grosser impositions directed towards them and carried on against them, than in |