perfectly free for examination at all times; this, combined with the strict specification of all the parts that constitute the ship, it may be presumed, would go far to do away even with the possibility of corruption in this system of "surveillance."

As regards the ships at present in existence, let it be enacted, that after certain ages, to be settled according to their state, they shall all be doubled, and secured with riders inside, much the same as the new ships. This system of doubling, and tying together the present loose frame, may be considered to produce such effectual strength and safety, that the measure altogether would produce, as if by magic, an instantaneous change in the character of British shipping.

Under the guarantee of these arrangements, no book of reference would be required; the qualities of a British merchant-ship would be as much a matter of course as those of her men-of-war.

As an auxiliary to this board, but quite separate and independent of it, should be appointed by Lloyd's coffee-house two surveyors of their own, both sailors, (the insurance companies have I believe something of this kind,) whose sole business it should be to investigate all losses and averages that take place; never to be legally recoverable without their certificate, which they should not give if any information is withheld; they should have access to all papers and letters they might require, to fairly sift and investigate every claim made upon underwriters.

It is clear that the honourable and lucrative employments which would be created by the formation of such a board as I have suggested, should not be made objects of Government patronage; it would perhaps be difficult to suggest a better method than placing the whole in some degree in connection with Lloyd's; every appointment in it being made by a general ballot of its subscribers, the public insurance companies having also a voice therein.

It is saying a great deal to assert, that, under such regulations as above suggested, all fraud in losses and averages would disappear; but it would I think be difficult to deny, that something very near this desirable state of things would be the consequence. It is hardly necessary to say, that the "Marine Board" would have schedules made out, for a ship's equipment in her principal stores, and that especially a scale would be established for the anchors and cables, both as to number, size, and weight. And if, to all this, some regulations were devised to ensure more care in the selection of commanders and officers to merchant-ships, and a better means of enforcing good order in their crews, a regeneration would take place in this great and truly national branch of trade, that in its effect would be astonishing, and decrease the losses beyond what it is possible to form an estimate of-losses would almost disappear! It would reduce the premium of insurance to such a degree, that the saving in this head alone, on valuable

goods, would often amount to more than the freight; thus securing the best means of augmenting the carrying trade, by making it the interest of merchants of all countries to ship by English vessels. With some regulations like these, a British ship would visit all parts of the world with as well-acknowledged a guarantee of her superiority, as a British man-of-war does. Nobody in fact in any part of the globe, would embark either person or property under any other flag but that of Great Britain, when such conveyance was to be had. It may surprise many to be told, that this opinion of our ships is by no means general at present; American and French ships, that navigate distant voyages, are decidedly superior to British, generally, and so considered.) The character of a British ship should be the first in the world, not only in reality, but so acknowledged every where; and this will never be effected, but by some such decisive measure as this proposed. The interest, perhaps ultimately the very existence of the country, demands it; and it were well not to delay such a measure, which would have the effect instantaneously of placing the merchant shipping of the country upon such a stable foundation, as would enable them to defy competition for ages to come.

Let not the ignorant and selfish bullying of interested people, interfere with sound views of legislation in this matter; it is one of immense importance, and will not, whatever such people may say, in their dread of a superintendence being established over their proceedings, operate against ship-owners ultimately, (nor indeed at all,) if they are honestly disposed; on the contrary, it will most materially improve all such pursuits undertaken upon sound principles, and fairly intended, by preventing the (at present) overwhelming competition of those of a contrary character; it is from those only engaged in such operations as wont bear investigation, that the great cry will be made: heed them not, put them down, and let the interest of the public be the only consideration; it will have the effect of taking away taxes of a million a year, that press upon every one, and it will be attended with advantages in a political point of view incalculable!

It will be a proud day when a system is established of such excellence, that neither underwriter, merchant, nor passenger, in any part of the world, need any reference to register book, or any inquiry whatever, before he undertakes risk, or shipment, or passage, by a British ship! Suffice that she bears the flag of that great and truly nautical country, to assure every one of her excellence the utter absence of the possibility of other than the utmost known perfection being found in her; and that almost the absence of fraud even is guaranteed by the country to which she belongs. That such a day may be near at hand, I am sure you, Mr. Editor, join with me in heartily wishing; and in the hopes that this letter may help to forward such event, I will conclude with only adding

this observation, that it is confidently hoped the liberties which have been taken, when speaking of the "Register Book of Shipping," may be taken in good part by the very respectable gentlemen whose names are connected with its management; for many of whom the writer has the most unfeigned regard and respect: their book, however, is of a public nature, and which they must expect therefore to be criticised; if good, it will not suffer from such ordeal. With many thanks, Mr. Editor, for your patience, and space, I subscribe myself,

February, 1836.

Your obliged and humble servant,
MERCATOR.

REMARKS ON THE NAVIGATION OF THE RIVER DERWENT,

Van Diemen Land.

In addition to the information given in the Australian Directory* for vessels bound to Hobart Town, we quote the following extracts from the remarks of Captain C. H. Freemantle, late of H. M. ship Challenger :

Proceeding for the Derwent River from the southward, with the wind from the westward, you should endeavour to get the weather shore or board, in order to make sure of fetching in, the winds being variable about the river's entrance. The shore may be approached close to, between Cape Frederick-Henry and the river. We sailed along it, keeping it distant from one mile and a quarter to one mile and a half, having no soundings with the hand-lead.

After passing the entrance, and having brought the D'Entrecasteaux's Channel open, if wishing a pilot, you may heave to, and if there are any at the pilot-station, which is on the western side of the channel, one will come off immediately; if not, take care to give both shores a good berth in working, until you get as high as Crawfish Point, off which there is a spit extending a quarter of a mile. When above this, you may stand within a moderate distance of the shore, on both sides; and when abreast the fort, which is situated on the south side of the anchorage, the harbourmaster will come on board, and moor your ship.

Ships in general moor with half a cable each way open hawse to the south-west, owing to the severe squalls which blow from that quarter. The bottom is stiff mud, and the depths off Hobart Town are from thirteen to seven fathoms and a half. Running up, the depths in the fairway are from thirteen to seventeen, and twenty-two fathoms.

Working up, tack sooner standing towards the south-west shore, than you do standing towards the north-east: the north-east shore is steep to; the south-west shoals rather quick in Blackman's Bay, from thirteen to seven and a half fathoms.

* Alluded to in a former page of this number.

After leaving the Derwent, and bound to the northward, you should endeavour to get an offing of forty or fifty miles, that advantage may be taken of any breezes which may blow, taking care always to be on that tack on which most northing can be made, as the currents generally set with the wind; the stronger the wind, the stronger the current. We were becalmed three days within forty-five miles of Cape Pillar, with it bearing north-west, with thick hazy weather, and rain at times, barom. 29.50, ther. 54°, the current setting to the southward twelve miles in twenty-four hours. On the 8th got a light wind from S.S.W. which continued between S. W. and S. E. until the 11th; it then shifted to the north, and commenced with light breezes, ending with a fresh gale, barometer falling gradually from 29.83 to 29.15. The wind continued from the northward until 1 P.M. on the 12th, when it shifted in a heavy squall from N.W. to S.W.; ship under maintopsail and foresail. The current during this breeze set to the southward one mile and a quarter per hour. From this until the 14th, the weather was fine; winds variable between the N. E. and N.W. points.

At 7 P.M. on the 14th, observed Port Jackson lighthouse N.W. by W. ten or eleven leagues. Saw lightning in the S.E., and in about ten minutes the ship was taken aback with a heavy squall from that quarter, there being no other warning than the lightning. It continued to blow with great violence from S. S. E. to S.W. for three hours. It then moderated, and became steady in the S.W.

From the information I received from several people acquainted with this coast, these squalls are prevalent; and on seeing lightning on the lee horizon, is a sure indication of having one from that quarter.

THE APPROACHING ECLIPSE OF THE SUN.

ALL the particulars of the great Solar Eclipse which will take place on the 15th of May, are detailed in the Nautical Almanac. Two designs are there given: the one representing the manner in which it will pass over the earth's surface, the other (which is the more immediately interesting to ourselves, and which we are enabled to present to our readers by the friendly attention of the Superintendant, Lieut. W. S. Stratford, R.N.) points out the phenomena which will be observable in our own country. As the moon's apparent diameter will be to that of the sun only as 74 to 79, total darkness will not be produced in any place, but the eclipse will be annular. If a line be drawn across Scotland from the middle of the isle of Mull to Abroath, the moon to all the places upon it will appear just to touch the lower part of the sun's disc, as in