Co., of Morden-wharf, Greenwich. In every respect a thorough man of business, an excellent accountant, and possessing vast powers of organisation, he was soon taken into partnership in the business of wire-rope making. Under his able direction the business soon reached that high position which it had obtained at the time of its being merged with the Gutta Percha Company, in the Telegraph Construction and Maintenance Company. In the early days of sub-Atlantic telegraphy Sir Richard Glass gave most valuable support to the enter prise by numerous experiments in the manufacture of different kinds of cable. When the provisional committee decided upon the mistaken Course -for it afforded no opportunity of testing through the whole length of having the cable of 1857 manufactured in two portions, Messrs. Glass and Elliot undertook the work in London, and constructed 1,250 miles at East Greenwich, while Messrs. Newall and Co., of Liverpool, made the other half at Birkenhead. The cables of the present and of last year were made under the superintendence of Sir Richard Glass, and it is a matter of deep regret to all connected with the undertaking that the great exertions and the heavy responsibility which the work entailed have seriously undermined his health, and that in the prime of manhood, and possessed of ample fortune as the fruits of his labours, he should be unable to enjoy the position which he has so nobly and so honourably obtained. Sir Richard Glass has a beautiful estate at Ashurst.

Sir C. Canning is a near relative of Sir R. Glass, and has been associated with him throughout all his efforts for the completion of the cable. He took an active part in the expeditions of 1857 and 1858, and may perhaps be said to possess as much practical experience as any man in the world in the laying of submarine cables. His mechanical genius, his cool and collected temperament, never more conspicuous than in the presence of difficulties, and his readiness to meet with suitable appliances any emergency that might arise, have enabled him to render most valuable assistance in carrying out the great project which has resulted in so much honour to himself, to his associates and to his country. In co-operation with Mr. H. Clifford, he succeeded in bringing the paying-out machinery to that state of perfection which it exhibited in the last expedition, and without which, perhaps, all the enterprise and energy of those engaged in it would have gone for nought.

Sir J. Anderson is an officer of great nautical experience, being well acquainted with all the seas of the world. Before he was called upon to take the command of the Great Eastern, he was employed in the Cunard service, and latterly commanded the China. When the directors of the Telegraph Company sought an officer of experience in that fleet to command the Great Eastern, and mentioned to Sir William Cunard that they entertained the idea of engaging the services of Captain Anderson, Sir William at once confirmed their choice, by stating it as his opinion, that of all the officers in the fleet he was the one most competent to undertake the charge of the great ship in such an expedition as that

in which she was about to be engaged. The result has fairly shown that neither the directors nor Sir William Cunard placed too high an appreciation upon the merits of Captain Anderson.

Staff-Commander H. A. Moriarty, by whose skill in nautical astronomy and navigation the Great Eastern's services were directed to success in the right place, is rewarded by the self-approval of having well done his duty.

THE LIGHTS OF THE IRISH CHANNEL.

In my quiet retreat, I learn that the great highway of our merchant ships to the port of Liverpool is to be lit up on the Irish side by a chain of additional light-ships placed along the western edge of the Arklow and Blackwater banks, almost within hail of each other. Desirable as such a course may appear to be at first sight, there are difficulties attending it, which if not strictly guarded against, will cause serious embarrassment to the navigator in hazy weather. When the peculiar features of lights are not readily distinguished, two or three on separate masts seen in line, or on with each other, may frequently be mistaken for one. It is a question of the pilotage examiners of the Trinity House to a candidate, "How do you know the Nab Light from the Owers, when approaching them with the vessels end on?"

Now, if such distinctions are to be employed, ships, especially, during the prevalence of a dangerous south-east wind, will often see them in that particular direction, mistake their position, and possibly compromise their safety. A steamer or sailing vessel, when running, would incur even a greater risk by such an error.

It is a singular fact, that the majority of the wrecks on the Irish banks, occur to vessels running down channel with easterly winds. During the last year the African mail steamer Athenian, the West Indian steamer Barbadian, and one of the largest iron ships belonging to the port of Liverpool, with a cargo on board insured for £200,000, have run on shore with squared yards and become total wrecks. To me this indicates that other causes than the spring ebb tide are exerting their unseen influence on our outward bound merchant ships. I believe I can add two to the list; viz. 1. Steering to pass within a short distance of the Tuskar, and 2. Compass errors. To those who doubt the correctness of these surmises I would address the following question, "How is it that for more than a quarter of a century no steamer of the Cunard or Inman line has touched on these dangerous banks?" My answer is, that their compass errors are more closely watched than those errors are on board the majority of the ships of our mercantile marine; a fact which enables them to rely with more cer tainty on the course steered.

In working down channel in a sailing ship the change of deviation by heeling increases the difficulty of knowing exactly the position of an iron ship. An example will illustrate this. Suppose a vessel built with her head to the North tacks when close in with the Irish banks with the wind from S.S.W. If she be in any wise crank, the westerly deviation will probably increase 13° for every degree of list. This of course, if not correctly allowed for, will put the ship to leeward of her supposed position. The master may not be well up on the subject, and feeling anxious at making so bad a log, goes about too soon, and long before he thinks he is near danger finds the ship in the breakers.

I feel assured that the majority of vessels after passing the South Stack, close the Irish coast too much with south-east winds, invariably steering so as to sight the Tuskar. Frequently when half way down channel the wind souths, and they find themselves close hauled on the port tack. Anxious to preserve the reach as long as possible, and perchance forgetting the westerly set of the strong spring ebb tide, they stand on too far, and in the flurry of the moment, strange as it may appear, sometimes mistake the Arklow for the Tuskar Light. As instances of this are on record, they prove the necessity there really is in multiplying lights on a dangerous route, of exercising an extraordinary degree of caution in doing so. Even in times of danger, the periods of revolving lights are liable to be mistaken, from the uncertainty which must always attend the correct registration of the time of their appearance and disappearance.

Coloured lights of low power can only be used with safety under peculiar circumstances, as they are apt to be taken for ships' lights. These reasons induce me to differ in opinion from many who would light the Irish Channel like Regent Street.

On the eastern edge of the Arklow I would place two lights only, distant respectively one-third the length of the bank from each end. The Blackwater I would light in the same manner, except in thick weather, when the most powerful lights become useless. These should be sufficient to warn a ship of her approach to these dangers.

I am disposed to believe that many of the accidents which occur to shipping shortly after leaving the port of Liverpool may be attributed to the drunkenness! and want of seamanship on the part of their crews. The digraceful state in which many join their ships is a reproach to the British Empire, with all her nautical repute! Brought on board by force when leaving the dock half or wholly drunk, of what use are such men when battling down Channel an hour afterwards-perhaps against a foul wind. If the Board of Trade would turn their attention to this point, and less to the neglect of the lead, they would add greatly to the security of navigation. The punishments proposed to be awarded for this the most dangerous crime of our seamen are totally absurd, and generally impracticable. One of these is two days' half allowance of provision, which any man who has the slightest knowledge of the merchant service knows cannot be carried out. For subsequent offences of the same nature fines are permitted; but so unsatisfactory is the law on this point that it can rarely be enforced.

At all our great seaports a low class of "lawyers” are ready to take up the seaman's case. The official log and wages account are rigourously examined, to ascertain if the slightest clerical error or omission can be discovered. If such are found, the case is at once dismissed by the magistrate. If the log entry, free from all objection, confirms the charge, the shipowner or master immediately receives a letter from the lawyer, to the effect that, if the wages are not paid in twenty-four hours, he, the lawyer, will carry the case into another court! Apart from "the glorious uncertainty of the law," is the fact, that if the threat be carried out, the defendant must pay his own expenses, even if successful. This is so well known, that in petty cases shipowners prefer to pay the unjust claim rather than entail on themselves the annoyance and expense which invariably attends such transactions. Is this a state of things creditable to the mercantile marine of this country or to the government which authorizes it?

In all great foreign seaports the conduct of the so-called British seaman forms a striking contrast to those of any other nation. The steady German, the grave Spaniard, or the volatile Frenchman, rarely transgress the laws of decorum and decency; while ours, after scenes of disgraceful drunkenness and quarrelling, may often be seen lying half naked in the street, or recovering from their debauch in prison. Our consuls abroad are powerless in checking this frightful state of things, even where the native powers would allow them to do so. The use of the knife even is also now becoming so frequent, that a week seldom passes without exposing a case.

All shipmasters are grateful to the authorities of the Trinity House for the care with which they light our dangerous coast, and listen to their suggestions with pleasure and satisfaction. It will be well for the best interests of the empire when the Board of Trade follows in their wake. We can navigate with a reasonable degree of success the most dangerous sea regardless of the aid of lights with good and sober seamen. Without them, the best conducted vessel and the most discreet captain are liable to get into very serious difficulty.

MERCATOR.

sant.

MOGADOR. From the Anuario de Madrid, 1865,-Concluded. Climate. The temperature of Mogador is very moderate and pleaIn summer time the N.E. winds purify the atmosphere, and neutralize the effects of evaporation from the filth collected in the streets and the skins in the tanyards which there are within the city, and preserve it constantly in a cool and wholesome condition. Fahrenheit thermometer generally ranges from 64° to 70°. In winter the wind is variable between N.W. and S.W., which alternate with the N.E. trade wind. The N.W. winds generally bring heavy showers

although of short duration, and the N.E. winds clear the sky and lower the temperature. Towards the end of December the thermometer has settled at its mean temperature, varying only perhaps from 64° to 66°, and has never been known to fall below 58°.

is

Illnesses.—The evil which may be considered as locally permanent eyesoreness, or ophthalmia. This is specially common among the Jews, and is attributed by them to the effects of the granada, a fruit which abounds there of first-rate quality; but this idea is more likely the effect of prejudice, for there are other matters much more likely to occasion it; and these, in my opinion, are the surpassing whiteness of the sand of which the adjacent hills and sea shore are formed, and which surround the city on all sides. By this means the sun's rays are reflected in all their ardour, and another cause is the custom, not only of the natives (Moors), but the Jews, of plastering the whole of their houses, courts, habitations, &c., without excluding the soil. Perhaps also the heavy fog which falls at night, when the N.E. wind prevails, may contribute towards the evil.

Some cases of elefantiasis also are seen, but leaving all these matters for the attention of a competent person who is not to be found here, it will be sufficient for our purpose to know that there is no epidemic or contagious disorder in the city or its environs, and we will therefore limit our consideratlon to those affections which attack Europeans on their coming here.

In the course of nearly three months during which the Spanish ships staid here, ophthalmia has been the principal evil, although not of a virulent kind, and readily yielding to medical treatment. A great part of the crews were attacked by a kind of gastric fever. This had no kind of affinity to that which is common on the South coast of Africa. It was mild, and lasted only for three to five days, subsiding with an emetic or yielding to other agency, with a cathartic emetic, leaving one at the end, without the weakness and lassitude that the others do. Those attacked by this disorder which had no respect for the camara, were about one or one and a half per cent. daily.

The Winds and the best Anchorage, according as they prevail.

The N.E. breezes are cool, blowing with a uniform strength with a clear sky, in which there is not a cloud to be seen; the barometer keeps above 30 inches, and the sea which is rough breaks on the reefs at the entrance of the port with a very heavy swell. At night the wind is not so strong, and frequently becomes nearly calm, the sea also subsiding until the following day, when it gets up again with the wind. It depends much on the age of the moon whether it begins again early or not. On some days the breeze will become light and showery the barometer suddenly rising to 30'44.

In the nine months from March to December, the N.E. trades prevail, and in the remaining months the wind is variable and generally tempestuous.

East to S.E.-These winds are called the simoun by the natives.