observer, that very much of this was theoretical and Utopian. It is easy to scientific amateurs to seat themselves comfortably at the table of their study, and propound principles in mechanics, and delineate beautiful diagrams, which in theory appear to be thoroughly convincing, and yet in practice disappoint their projectors. Nay, they may even succeed in miniature modelling to comparative perfection with machines, which upon a more enlarged scale, are doomed to decisive failure. The amateur generally looks for the development of his plans to a secondary agency, and if disappointed, his friend's stupidity is the alleged scape-goat of the scheme. Candour, however, would remind him, that inventors and patentees should personally superintend the carrying out of any work which professes to be an original conception, and if attended with difficulty to share in all its hazards! Some of the very curious models and proposals for redeeming a part of the Goodwin or other shoals, or to build lighthouses thereon to facilitate navigation, might well excite in an experienced mind the following reflections. Have the projectors ever seen that terrific shoal in its robes of storm, or watched the invading tide sweeping along its extended wastes with the precipation of a milldam, and scattering abroad upon the waters, the disjointed masses of a stoutly timbered ship? I could hardly believe this possible while contemplatiug some of the models at the great Exhibition. I could fancy an elegant architectural column upon piles or cylinders, erected during the fine summer months, and doomed to destruction by unavoidable casualty before the winter was half over, and why? Experiment upon experiment has been tried. Safety beacons of small dimensions, and offering little resistance to the chafing surge, have remained for a few years, while a splendid cylindric column disappeared in a few days during the first heavy storm to which it was exposed! The much vaunted "light of all nations," sent forth an evanescent ray, and its iron carcase now, occasionally peeps through the sand which has covered it. Can all this be a matter of surprise to those who know the nature of these shoals? Fancy a case;-a large vessel tempest-driven grounds in the tidal stream of a beacon or other building, she breaks up! A section of her parted frame, a bow or quarter, lifted upon the crest of a raging sea, is hurled against the edifice, and again, and again assaults it, till parted into smaller fragments and drifted clear away upon the tide! Here is a battering ram of formidable power, and such as was never contemplated by those whose drawings look so pleasing and attractive in the study, or upon the table of a metropolitan institution. Again, amateur-engineers will have a lighthouse on the Goodwin Sands! But where? Upon what part of its extensive area? This is a momentous question, for, if placed improperly it would lure ships into danger, in lieu of guarding them against it. I have before me a proposition for enclosing an area of 600 feet diameter, by a circular breakwater of faggots. The talented projector has not explained how he will preserve a faggot circle of 1,800 feet intact, upon a site of shifting sand where the whirling eddies have a rise and fall of many feet, twice in every twenty-four hours. In the centre of this area, the sand is to be excavated to a depth of eighty feet down to the chalk substratum by means of circular cassons, and a tower of solid masonry is to be raised through that depth till its head is 140 feet above the surface, together, 220 feet from base to lanthorn. An artesian well is to pierce downwards into the fresh springs to supply a fleet with water. This bold conception was also proposed by the unfortunate projector of "the light of all nations;" but, these gentlemen have forgotten to provide-first, a safe anchorage for ships whilst watering! Such and so various are the schemes for conquering the terrors of our modern Charybdis and emanating as they do, from the noblest principle in our nature (philanthropy), they deserve our respect. But they are all very properly met, by the simple proposition, can you better the present arrangement as to lights, and beacons, and buoys, in this particular locality! Let us try the question and compare the facts, and I fear we may take shame to ourselves for the outcry we are thus continually raising in the reflection, that our ancestors navigated these waters, when there was but one light to the Goodwin in lieu of three, and that light insignificant indeed, when compared with recently improved reflectors, and also at a time when there were no beacons or monster buoys, and the whole French coast opposite was a blank after sunset. Let us then compare the probable effects of a lighthouse upon the crown or centre of the Goodwin Sand (if practicable) with its proposed altitude of 140 feet above the surface, or 130 feet as a consequence above the level of high water. I should imagine the projector has never placed the chart before him, or taken the angles and distances of this illuminated channel, "the Strait of Dover," but, that he has been entirely absorbed in the conquest of art over nature, and the sublime aspect of a royal statue peering amid the surf of Earl Goodwin's submerged domain! He has entirely lost sight of the splendid lights which are exhibited on both the Forelands, for the express purpose of guiding the mariner in safety through the deep water channels contiguous to these dangerous shoals: nor can he have compared their admirable positions, with that of any similar guide which could be erected upon a lower and consequently inferior site. I have repeatedly stood upon Calais Pier admiring the brilliant twin tower lights of the South Foreland. Now, admitting the length of the Goodwin to be ten miles, and giving a mile at each extremity as the nearest prudent approach in a strong tideway, a central lighthouse upon the sand would be six miles distant from either danger. But the South Foreland lights are only three miles and a half, from the South Sand Head, and the North Foreland light six miles and a half from the North Sand Head. Here then are splendid lights of superior altitude, always accessible and free from casualty, closer to each outlying danger than a central light upon the Sand could be placed, and entirely clear of the dimming spray which in a storm would envelope a tower, having ten feet water around its base. When crossing from Ostend in a gale, I could always see the line of the Goodwin, by the white surf careering along its whole extent, and the cloud of spray hanging above it. These Foreland lights in days of yore, were considered all sufficient when the profession of a seaman was more practical than theoretical, when the man at the helm was not blinded by the captains' round-house stuck before his nose! when a rough-tree rail was the only bulwark! and the lead was kept going in pilot's water in the hand of the hardy Seaman "By practised skill o'er bar and shelf to sound, I have an ancient chart before me, and when it was published there was not a light-vessel at all near the Goodwin Sand! The guides on shore also were fire beacons in the open grate upon the summit of low towers on the headlands, and they were considered unerring guides. But to make assurance doubly sure in later times, a light-vessel was placed near the North Sand Head, with triangular lanthorns to distinguish it, and for many years it was deemed all but impossible for the navigator to err in approaching this navigation from the German Ocean, or to run into danger, except by sheer carelessness or design (and when there has been no risk of life, design has been but too apparent in numberless instances). Such were the features of the Goodwin lights when I first knew them. During the last war it became necessary to maintain a powerful fleet in the blockade of the Scheld, and as the Downs were the rendezvous, a light-vessel was moored in the Gull stream with two horizontal lanthorns to distinguish her in order to lead the heavy ships of the line more securely up to their anchorage. I remember well the prevailing exclamation "now we are posted and railed off, we can't mistake;" and thus they remained for many years till the loss of an ill-fated East India ship the Ogle Castle, on the South Sand Head. And as I, with many others from the cliff at Ramsgate at a distance of nine miles, saw that ship go on shore in broad daylight, that casualty could not be in consequence of a paucity of lights or guides, for we could count the ships in the anchorage. No, the error in judgment on the part of those in charge was self evident. They had the ship under a great press of canvass for so heavy a gale, close-hauled, thinking to weather the shoal, and fetch into the Downs, where the fleet lay anchored at a comparatively short distance a-head of them! But they had a lee tide; the ship would not weather the breakers-struck! All her spars went instantly by the board, and in an incredibly short time, not a vestige of her was visible. The authorities feelingly alive (as experienced mariners themselves) to such severe loss of property, and melancholy sacrifice of human life, then placed a light-vessel with a single lanthorn at the South Sand Head, and these vessels are all equipped with a signal gun and rockets to give warning to vessels should they see them standing into danger, as well as to call off assistance from the shore. In addition to all these the outer line of the shoal has a cylinder beacon, and monster buoys to define exactly its limits. When we consider all this, and then take into account, the magnificent revolving light on Cape Grinez, and the flashing light at Calais, both of which we repeatedly see from Ramsgate, the rational conviction most assuredly presents itself, that the numerous losses arise more from incapacity or recklessness than from any neglect of precautionary measures in the adaptation of lights, beacons, and buoys, to the coast. Let us you for a moment contemplate;-a ship abreast of the light at Dungeness, in the fair way of her course, and bound to the Thames, has Cape Grinez blazing upon her starboard beam, and it is only five leagues distant from her till she has passed through Dover Roads, for if place the leg of your dividers upon Cape Grinez and describe an arc, you will sweep both South Foreland and South Sand Head lights, at a distance of only eighteen miles. What course we may ask, must a ship steer in ordinary weather, without having both these guides blazing upon her path! And if bound for the German Ocean, the South Foreland lights kept in one are her leading marks to clear the shoals. She must run over the South Sand Head light-vessel 'ere she approaches danger, and as she leaves the Goodwin in proper direction, Calais light is in view and at similar distance. Can any more perfect arrangement for navigating this locality be arrived at? Here are cross bearings enough and to spare in ordinary weather, and in fogs or snow-squalls, the light-vessels have gongs or bells to give warning to those, whose recklessness prompts them to keep underway when their only security is to anchor for a clear. A central lighthouse would be too distant from the outskirts of the Sand to render signals effectual; nor would its inmates be of any service as a solitary watch, while the light-vessels on the contrary must be approached, and their station passed before shallow water is at hand! Again, such a building would be inaccessible for weeks together during winter, while the light-vessels can be boarded by the daring and expert mariners who cruize in their luggers in the heaviest weather! What then can account for the continual and distressing amount of loss in this locality? There are persons who attribute it to excessive competition, and there are certainly instances, which favour that opinion. Although extra risk, and intense anxiety may obtrude itself upon the masters' minds, there is no shortening sail, or heaving-to now; but crack on, to overtake, or perchance to leave competitors astern. No easing the steam power or speed of those headlong wildly steering vessels. We saw one unfortunate pass Ramsgate in the evening which ushered in the last agonising night to every soul on board of her. The crew of a Deal lugger spoke her, as the night was closing in, and tendered her service for £5. to pilot or assist the master by her experience, till a certain distance was achieved. The reply was, "I cannot afford five, I will give you £3." This would not remunerate the lugger's crew, and they advised him not to go on while it was so thick and hazardous. He observed, "My opposition is astern of me, I must keep on." The result of this determination was, one of the most fearful wrecks on record, and this should be a warning to public companies and shipowners, as to their conduct towards the commanders of their vessels. Many a reckless, happy-go-lucky fellow, gets ill-deserved credit with them for energy, while the more prudent and skilful preserver of the lives and property entrusted to his charge, is too often taunted with apathy and indecision of character. "Better twice about, than once ashore," is the old adage. I have endeavoured to prove that our ocean path is better defined for us than it was for our forefathers, and it will be passing strange if seamanship declines, while nautical science advances. It may be that additional security begets an overweening confidence, and we trust too much to lights and too little to soundings. There is no estimate with the plan before me, which I have thus briefly described, but it is my humble opinion, that its cost is not within the reach of any moderate computation, while its utility may be questionable. I cannot close these remarks, without a few observations upon the expressed desire of some persons in authority, to relieve the shipping of all nations from the dues necessary to support the lights. Setting aside the policy of such a measure, let us examine its justice, and the question arises: Who are most benefited by these ocean guides? The nautical mariners who can acquire a local knowledge of their ocean coast-line, its harbours, havens, roadsteads, or the foreigner from a distance who is bringing his ship into strange waters? His must certainly be the greater obligation, and it is but just that he should bear a proportion of the expense. Suppose for a moment, all our lights at once extinguished! How would the northern nations suffer in the uncertainty of their more protracted reckoning. There is a ship now under my care, which has been knocking about the North Sea for six weeks, (from Norway bound to Bordeaux) and the captain became at last completely bewildered in reckoning, till boarded by a British Fisherman. I asked the captain what he would do, if we put all our lights out? He said. "They must go north about, they could not attempt the Narrow Strait." A treat certainly in the month of November. The Captain spoke truly, when he assured me, that the northern mariners never begrudge the dues for lights, beacons, or buoyage. K. BEACHAM MARTIN. [We understand that in the course of the week terminating on the 16th of December, no less than five ships of different sizes were extricated from the Goodwin, having been drifted on that Sand in light airs with fog. In such a dangerous navigation increased by a rapid tide, when fog prevents seeing a boat-hook's length from the ship, we should like to know what business has any vessel to be underway, and that too with no lead going, when she ought to be lying quietly at anchor until it clears away? What is it, however, but a part of that opposition system alluded to by Captain Martin. But now that a court of enquiry has been happily instituted by the Board of Trade into the wrecks of merchant vessels, we trust that this heedlessness and risk of life and property (the latter most likely insured) will be exposed and checked. We all know the meaning of competition, although that may cause the loss of insured property, the lives of our seamen must not be sacrificed at the shrine of Mammon. The masters of the above five vessels were equally culpable, as if they had been lost with every one on board.-ED.] IRISH LIGHTS.-South Coast. SIR.-During the last summer the two additional lights which have been established on the south coast of Ireland, are, one on Mine Head, county of Waterford, and the other on Ballycotton Island, county of Cork. |