lowered into the boat his wife, who was far gone with child. Hardly, however, had she set foot into the boat when a heavy sea upset it, drowning the whole of the occupants. The now widowed Captain took charge of his deceased countryman's vessel, which was also wrecked a few days after. The Captain and some of the crew, however, saved themselves by swimming, and the first object that met the Captain's eye on land was the dead body of his wife, which had been washed to the strand. Such is the present condition of the Danube navigation, and the question naturally arises, What is to be done to remedy the evil?

There are three ways to attain the object in view :

1. To construct a canal between Rassova and Kustenjeh.

2. To establish a free port between Kustenjeh and Sulina.

3. That the mouths should be under the supervision of a European commission.

We will examine these projects in so far as they simply relate to the trade and navigation of the Danube, irrespective of the political considerations connected with them.

The canal between Rassova and Kustenjeh affords, no doubt, considerable advantages to the navigation of the Upper Danube for maritime vessels from Rassova, and should the river be made navigable as far as Braila, the advantages would even extend to the Lower Danube, by which the distance to Galatz would be considerably shortened. The conditions attached to this plan to ensure its success are,

1. That the canal, as also the distance from Rassova to Galatz, should be made navigable for maritime vessels to the depth of 12 or 14. feet.

2. That the export of corn should be allowed on the canal. 3. That the dues should not exceed those on the Danube. Without these conditions the plan may as well be given up altogether, since Russia has only to clear the bar, and abolish the dues, to dispel all notions of vessels sailing upon the canal.

The project of a free port between Kustenjeh and Sulina has the advantage of creating an universal emporium for the trade of the Lower Danube. Small coasting vessels might then convey the products of the Danubian ports and environs to the free port where the maritime vessels might freight them at a much cheaper rate.

The success of the third plan, the supervision of a commission, depends on its being charged with-1. Clearing the shallow spots of the bed and mouths of the Danube. 2. Marking the dangerous spots by buoys, and other signals. 3. Erecting and maintaining lighthouses at the requisite places. 4. Maintaining at Sulina apparatus and men for saving vessels and their crews in case of need. 5. A suf ficent number of lighters and a medical staff. 6. Fixing a tariff for the lighters at so much per ton, according to the cargo and season. 7. Establishing a pilot board for the control and examination of the Danube pilots, as also for their remuneration, according to the season. 8. Devising means to prevent the overflow of the river, by dykes, dams, &c., as also to render the mouths more healthy by draining off the

stagnant waters. 9. Erecting stores and warehouses for goods saved from wrecks.

In addition to the foregoing from the Daily News, we find the following on the

Danubian Route to Constantinople.

According to a telegraphic despatch from Galatz, says a Vienna letter, the Austrian war-steamer Castalone, which directs the labours of the vessels charged with the clearing of the Sulina mouth, had arrived there, and all the necessary preparations have been made to commence at once their labours. The commerce between Turkey and the Principalities has experienced much animation. The same has taken place between Germany and the countries of the Lower Danube. Zollverein goods are carried by rail to Vienna or Pesth, where they are embarked on the Danube. They take only ten days to go from Pesth to Giurgevo (Bucharest station) or to Galatz. On Monday next will open the weekly line of rapid steamers from Pesth to Galatz in connection with the Lloyd steamers, which go from Galatz to Constantinople. These passages are so organized that the journey from Pesth to Constantinople will be performed in eight days.

THE ATLANTIC OCEAN CONSIDERED WITH REFERENCE TO THE WANTS OF THE SEAMAN.

(Continued from p. 196.)

Navigation of the Atlantic Ocean.

It is a general rule in the navigation of the ocean when going from East to West to attain, if convenient, the zone of the trade winds; and to avoid it when going in the opposite direction. In the first case, then, it becomes desirable to reach it, and in the other to leave it, as soon as possible.

Having treated on the prevailing winds and currents of the Atlantic Ocean, we shall now allude to the routes which should be taken for crossing it.

Routes from Europe to North America.-In the routes from Europe to North America, it is generally acknowledged that the further North the port of departure is the greater are the chances of a speedy passage.

In the beginning of the year it is advisable to keep North of 46° or 47° N. lat. as far as the meridian of about 32° W., and then to haul South to the parallel of 43° N., and to keep in or near this parallel without making northing, especially in approaching the coast of North America, in order to pass well clear of Sable Island, this being so dangerous that it cannot be avoided too carefully. By following

this route the northern limit of the Gulf Stream will be avoided, and after leaving Newfoundland the arctic current will assist in the track to the S.W. for the ports of Nova Scotia and New Brunswick, or those of the North United States.

Towards the end of the year it may be better to adopt a course to the northward of that. Thus, leaving Europe, proceed to the N.W. as far as 55° latitude and 30° W. longitude. From thence cross the banks of Newfoundland on a S. W. course in 46° latitude; then pass about sixty miles South of Sable Island, and from thence make for the desired port.

In these passages it is recommended never to pass northward of Sable Island on account of the frequent fogs met with in those regions and strong S.W. currents that are found near it, the effects of which cannot be foreseen.

Routes from Europe to the Ports of the United States.-Passages from Europe to the United States are much retarded by the Gulf Stream, which should be avoided, for in case of contrary winds or ealms an easterly set would be inevitable. In order to reach these ports, then, the routes previously indicated should be followed, passing southward of Sable Island and from thence following in the southerly current which flows along the coast of the United States, in order to avoid that of the Gulf Stream. In all cases if this current is to be crossed to the westward it should be done as quickly as possible.

There is another route which, although longer as to distance, appears preferable; for if the time occupied in the passage might appear greater in consequence of the distance it is really less as to the speed with which the vessel would sail from port to port. This route is that of the trade winds. On leaving Europe, if the wind be not favourable to a direct route towards the ports of the United States it would be better to make good a course South or S. W., as the wind permits, in order to find the trade winds as quickly as possible. The best course to reach their latitude is either between the Azores and Madeira or Madeira and the Canaries. It would be better to avoid passing between these last named islands and the coast of Africa because the trade wind there loses its force and direction. But a vessel when once in the region of the trade winds may pursue the most convenient course, according to her desired port, only being cautious as to making the land, and in crossing the Gulf Stream so as to be about ten leagues or so to windward of her port.

There are, however, many circumstances under which this route can be made without the assistance of the trade winds, and they occur principally during the forty or fifty days after the two equinoxes, periods in which N.E. winds are frequently found; so that vessels sailing then may shape their course at once. Besides, if a vessel in the cross current of the Atlantic meet with contrary winds, it is better to make southing, in order to fall in with the trade, than to be striving against these winds. In the spring, summer, and autumn seasons, when the N.E. trade winds extend as far as 28° and 30° N. lat., the passage by the trade winds will be advantageous. Lastly, if the wind

admits of it when going from Europe to the United States, West is the course to adopt; if not, and if at the time of the equinoxes, adopt that which is the nearest to it. In any other case we should prefer adopting a southern course, so as to attain the region of the trade winds.

On comparing the passages of ships made during six years between Liverpool and New York, it appears that the passage is made on an average in forty days. As a specimen of quick passages we may mention the following:-the Charlotte, sailing from Bremen to New York, has made two voyages in thirty-three and twenty-eight days; the Alexander, starting from the Weser, has been twenty-seven days in reaching the same port; and the Clementina, starting from Bremen, has reached Baltimore in twenty-nine days.

Homeward Course from the United States to Europe. In the homeward course from the ports of the United States to Europe, those currents which set to the southward should be crossed as quickly as possible, so as to gain the Gulf Stream and attain a northern latitude in order to get clear of this current, because it is frequently subject to bad weather; and in the months of July, August, September, and October severe weather is experienced in it. During the other months, however, probably a good vessel might keep in it, and would thereby much shorten her passage. When on the meridian of 42° W., the course should be directed so as to pass to the northward of the Azores; and from thence, according to the winds, to follow the course most convenient for reaching the port of destination. These passages are greatly assisted by West winds, veering to S.W. and N.W. In fact, the general passage made by sailing packets from New York to Liverpool, deduced from all the voyages made by them during six years, is twenty-three days. The same passages made by steamers present the following results:

In leaving Europe for the Gulf of Mexico or for ports of the Caribbean Sea, as soon as an offing is obtained the course should be directed to the S. W., in order to reach the region of the N.E. trade winds as soon as possible. In this part of the route care must be taken not to approach too near the coast of Africa, in consequence of the current and the wind becoming more westerly. If obliged to continue as far South as the Canaries to find the trade they should be left to the eastward.

A vessel once in the region of the trade winds, bound to the Lesser Antilles, may make directly for her port, keeping as long as possible on the parallel of 19° or 20° North latitude, from the month of May till December. From December to June, on the contrary, a more southern track should be followed. But in approaching the Antilles much allowance must be made for the current as the reckoning will always place the vessel East of her true position. In such cases it will be well to add twelve miles a day to the westward course to allow for this current. If the vessel be destined for the Great Antilles or the ports of the Gulf of Mexico she will enter the Caribbean Sea between Guadaloupe and Antigua, or between Isle St. Martin and Culebra. This is invariably the entrance chosen in voyages to St. Thomas, Porto Rico, Kingston, Havana, Tampico, Vera Cruz, and New Orleans. When bound to La Guayra, Porto Bello, Carthagena, or any of the ports of Venezuela, vessels generally pass between St. Lucia and St. Vincent. Vessels bound for Guiana should keep in shore and to the South of their destined port on account of the cur

rents.

Routes from Europe to Guiana.-On leaving Europe for Guiana, the general route, from November to July, will be to cross the parallel of 10° N. lat. in the most direct line between the meridians of 48° and 50° W., in order to cross the zone of calms to the West of the most difficult part. Having reached the parallel of 10° they would keep a point or a point and a half farther South to meet the effect of the general current setting N.W., so as to attain, at about fifty leagues from land, the parallel of 3° or 3° 30′ N. latitude. A westerly course, until in about eight or ten fathoms, might be adopted for the coast. From July to November the following course might be better adopted and sometimes with advantage. Passing 150 leagues to the West of the Cape Verd Islands, steer South, so as to cross the zone of the variables, and reach the S.E. trade, which at this season is felt as far as 5° and 6° or even 7° or 8° N. lat. Having found these winds, a westerly course between the equator and 3° 30′ N. lat. would make the coast in a depth of six or eight fathoms.

Vessels from the Lesser Antilles bound to Europe generally pass between Guadaloupe and Montserrat. From thence, with East and N.E. winds, it is best to make northing in order to get clear of the trade winds as soon as possible. When the zone of the variable winds is attained, a ship would proceed as previously directed in the homeward routes from North America to Europe. Vessels from Jamaica generally pass between St. Domingo and Cuba, and thence between Inagua and Crooked Island. If we are going to the Lesser Antilles we must steer between the North Coast of St. Domingo and the S.E. shore of the Bahamas. From thence, avoiding the wind, we shall reach the Lesser Antilles sooner than by plying to windward in the Caribbean Sea. Vessels from La Guayra, Porto Bello, or Cumana for Europe leave the Caribbean Sea by the Mona Passage, formed by the Isles of St. Domingo aud Porto Rico. From thence they pro