" Losses at Sea: their Causes and Means of Prevention, embracing several other subjects of importance for the Safe Navigation of Vessels." By J. H. RIDLEY, Master in the Merchant Service. London, published for the Author, 1854. Sold by R. H. LAWRIE, 53, Fleet Street.

THE book of which the above is 'the title is the production of an experienced Master in the Merchant Service anxious to promote its welfare; having, as he states in his preface, " long observed the want of a work that treated thoroughly and practicality on the real causes of losses and accidents to vessels, the proper means of prevention, and the best expedients to adopt when casualties happen, he is induced to publish his own practical experience and observation on those matters, the results of thirty years' practice whilst trading in different parts of the world." We have carefully perused this work, and we are of opinion that the mercantile world, and the commanders and other officers of merchant vessels in particular, are much indebted to its author for the many valna~bT« suggestions and much useful information contained in it. We are not disposed to overrate the value of theoretical knowledge in so thoroughly practical a matter as seamanship; we know that it is not to be learned by book, but only by close and long continued observation, and by practical experience in executing and commanding; and that even with all those advantages and opportunities many men never become good seamen, being deficient of a certain aptitude for the sea and seamanship which appears to be intuitive.

On this point the author coincides with us, but he justly states that there are probably " few masters who would not be glad to avail themselves of the opinions of others when they happen to be placed in situations of emergency, especially if both parties agree in their ideas on the same point; that it is as good as having two chronometers on board to trust to." We entirely agree with this opinion, and we trust that this most useful book will be extensively circulated and studied by the masters and mates in our merchant service, which we are satisfied would be attended with much advantage to the great majority of them; as it would also to their owners, who we recommend to peruse it themselves, and to supply it with the charts, sailing directions, &c., as part of the furniture of their ships.

That masters and mates in the merchant service would not be ready to avail themselves of opportunities to learn the opinions of any of their most experienced brethren, in such a form, we do not believe; that very many who have not the same amount of i knowledge and experience will be much benefited by the opportunity is amply testified by the records of our merchant navy up to the present moment, with its enormous | periodical losses, very many of them arising ; from ignorance and carelessness of one kind or another; but the fact is that no books of this character, containing the registered experience of practical men, have hitherto been published that we are aware of, and we therefore hail the appearance of this one with the more pleasure, trusting that it may be considered to indicate that the officers of our merchant service are becoming thinking and writing men as well as practical men.

The subjects included in this book are as numerous as the various accidents and dangers to which ships are subject at sea, and as the expedients and precautions which can be adopted to prevent them or to counteract their effects. Our space will only allow us to select a few short passages under different headings, sufficient to show the general character of the book; we trust, however, that many into whose hands this brief notice may fall will procure and read it for themselves.

When in danger of Collision with other Vessels.—" Keep the ship under commanding sail, so that she may answer her helm as quick as possible. When once decided what course to take, act with promptitude. Keep a good hand at the helm. Never attempt .to cross a ship's hawse when it is possible to get under her stem.

After Collision.—" When separated, keep as near one another us is consistent with safety, and show a light, whether it be to procure assistance, or to show readiness to assist the other vessel if required. Great risk is sometimes incurred by leaving the ship too hastily before the extent of damage is ascertained. A bad ship is often safer than the generality of boats in a heavy sea.

There ought to be some severe punishment to meet cases where those in fault after collision, run away to avoid detection, leaving the other vessel in distress or.sinking. There can be no doubt but that many of those ships which are never again heard of are lost in this manner." Stranding.—" The principal cause is neglect of proper attention to the lead; for let the errors of reckoning or of judgment in calculating the ship's position proceed from what causes they may, attention to the soundings is the surest, if not the only way of preventing such accidents when they proceed from ignorance of the ship's true position." Anchoring.—" The greatest number of the merchant ships sailing the seas have not anchors and cables of sufficient weight and strength; and few or none of them have cables long enough to ride out a gale in a heavy sea with any degree of safety." Cargoes Shifting.—" Ships loaded with cargoes liable to shift, such as grain, seed, &c., stowed in bulk, run great danger, for they cannot be prevented from shifting in some cases, on account of the cargo shrinking so much before an opportunity may occur to get it trimmed close up to the decks again. The danger lies in shifting, and the ship in consequence getting too much list and so becoming unmanageable, when, should she make ever so little water, the risk is added to for want of bilge-pumps, which' would have saved many ships with such cargoes. No ship is safe at sea, when the cargo has shrunk 12 inches below the decks; and the first opportunity should be embraced to get it trimmed tightly up to the deck again." Pumps Chokng.—" Pumps frequently get choked through particular kinds of cargoes and ballast in ships, when the pump-wells are in bad order,' or the ceiling too open, which allows the cargo to get to the pumps; the result is that ships are frequently lost from this cause, not through the quantity of water they make, but the want of means to get it out. The pump gear should be all fitted up in the simplest but strongest manner, and so that it may be easily repaired.

It is a bad time to have to repair the boxes, &c., at night-time, in bad weather, and in a leaky ship. Copper nails should be used for the boxes, as the iron ones soon rust and corrode. They should be frequently examined, and a proper place set apart for keeping them in." Leakage.—" All ships should be fitted with bilge-pumps, particularly those that are flat in the bottom; as a great number of ships are lost, not through the quantity of water they make, but for want of the means to get it pumped out; and in cases of cargoes of grain shifting, these pumps would frequently be almost the only chance of saving the ship. I had been at sea myself about 12 years before I knew what a tight ship was, and in some cases it was either pump or sink with us." Fires.—" The tops of the»houses on deck might be constructed so as to form rafts, in cases of boats being stove, swamped, or not being sufficient in number (on these occasions).

Much could be done in this way at little or no expense for the safety of life in cases of emergency, when building new ships, instead of expending so much money and labour, as is frequently done, on fantastical decorations in parts of the ship where it is of no consequence for either the safety or comfort of passengers." Capsizing.—" The heavy part of mixed cargoes should be kept as low as possible.

There is a great deal in this, as the most dangerously-built ships could be made comparatively safe, if they always had sufficiently heavy weight in their bottoms." Deeply-laden.—" The important matter of loading vessels should not be left to the discretion of any sordid shipowner, who probably knows nothing about the sea, and who has nothing to lose if the ship is lost; but, on the contrary, might be a great gainer.

The underwriters of the ship and cargo-— the lives of the crew and the support of their families dependent on them—are frequently at the mercy of any shipowner, who however can get his ship and freight insured almost anywhere. Masters are seldom left to their own judgment in this matter, without incurring the risk of displeasing their owners on their return, and frequently have their orders beforehand for taking in so much cargo." Rigging.—" Many a new ship is sent to sea, rigged in a manner that it is almost impossible for the most skilful master and crew to work properly, if they fall in with contrary winds, bad weather, dark nights, &c., before they get time and favourable weather to get things put properly in their places." Compasses.—"Although compasses are of the greatest importance for the safety of vessels, they are generally of the most common kind in coasters and ships sailing in narrow navigation, where they ought to be of the most improved construction, as an error of one point, or less, might often prove the loss of a ship. The fact is, they are generally made to sell, and not to sail by." Soundings.—" I have not the least hesitation in saying, that hundreds of ships and lives are lost annually through neglect of this important and necessary duty." Charts and Boote.—" All charts, before being allowed to be sold, should be examined by proper parties appointed by Government. They should also be stamped, as a guarantee of their correctness. Owners and underwriters should see that the best charts and books for the voyage are on board, and should not depend on masters providing themselves. The expense is trifling for owners, but heavy for masters constantly sent on different voyages, out of the miserable pay with which some of them have to make a respectable appearance, so as not to disgrace their country in the eyes of foreign merchants. At present, many ships and valuable cargoes are entrusted to masters that have only one chart and book for the voyage, and that perhaps the most erroneous that is published." Apprentices.—" It is a mistaken notion in parents to send their sons to sea in large, ships in the India trade, or on long voyages, to learn the duties of a seaman thoroughly and quickly, so as to fit them for the command or charge in a ship. They ought to send them in coasters, or ships accustomed to trade to particular places, where they would frequently see as much practice in one day in working a ship, as they might have in months, sometimes, in long voyages.

More, probably, might be learned in a voyage round the United Kingdom, than in a voyage round the world. Those who have most opportunities of learning to manage and take care of a ship, when there are most risks, will make the most skilful masters." Iron Ships.—" Vessels should always have two or more water-tight bulkheads, close forward, to prevent loss in case of collision with ships or ice." Hocks.—" A great many of the rocks and small shoals on our coasts might be soon and easily removed, which are often at present the causes of loss and damage. Such rocks as the Wolf, and Eundlestone, &c., should have been removed long ago. Matters of this sort are of more importance to the country than the discovery of a N.W. passage, which has cost so much money and so many lives, and which, if known, no one would venture through," Conclusion.—" I hope we may long continue to deserve the name we have hitherto borne, of safe carriers on the seas; but should we begin to lose many of oar ships at times when there are no risks but what might be avoided, merchants and passengers will soon lose the confidence they have had in British vessels; and now that our carrying trade is open to the competition of all the world, we must endeavour, by using every possible means, to keep the lead, both in speed and safety" The above extracts have been taken promiscuously from various parts of the work: we have extracted them to a greater extent than we at first proposed; but perhaps we could not occupy our pages more advantageously than with so much of the practical, useful matter with which Mr. RIDLEY'S book in every part abounds.