IN accordance with our annual custom, we are called on to chronicle the fearful and, in the present instance, unprecedented effects, both on life and property, of the terrific storms of the preceding twelve months in the seas and on the shores of the United Kingdom.

Truly these statistics, which have been so clearly tabulated by the Board of Trade, and presented to Parliament, are of a dry and uninviting character; but we. deem them, nevertheless, of the utmost national importance, for they tell, with unmistakable accuracy, that 3,977 shipwrecked persons were placed, last year, in imminent danger on our coasts, of whom 1,645 unfortunately met with a watery grave; and that the value of the property destroyed was upwards of a million and a half sterling.

The lives thus sacrificed and property destroyed on the coasts of the British Isles represent a state of things which, within one short year, is without a parallel in our maritime annals ; and which loudly invokes the help of every Christian philanthropist to aid in the mitigation of similar sad results in future years.

To realize, however, the desolating scene, at one view, it is indispensable to place before one the accompanying Wreck Chart, which represents all round so many small shot, hollow shots, red-hot shots, and crosses.

It will be observed that in some spots, such as the whole of the east coast, where 621 wrecks took place last year, near projecting headlands, and the sites of lighthouses, the cannonade seems to have been the most furious, just as though they were salient angles of some bastion made special marks of by marine artillery,—and on investigation such turns out to be the fact. But the artillery in this case is the wild force of storms, and the expended shot represent noble ships hurled against the solid bastion of our cliffs, or the more treacherous earthworks of sandbanks and quicksands. To survey the map, it would seem as though all the ships of the world had been attracted to our shores as by some magnetic mountain, and then shattered helplessly upon them.

When we remember, however, that England is the centre of the commercial world— that hither are attracted the mercantile navies of all nations, as well as of our own— that last year alone the number of vessels which entered inwards and cleared outwards (including their repeated voyages), from the different ports of Great Britain, was 300,680, representing a tonnage of 31,712,500, and probably having more than a million of people on board—that it is not an unfrequent occurrence to see 400 or 500 vessels at one time coming down the east coast, and equally as many at the mouth of the Thames and Mersey—we say that when one considers all this enormous shipping and number of men which crowd, day after day, our narrow channels, skirted as they are by dangerous rocks, headlands, and sandbanks, it is not a matter of surprise that so many lamentable catastrophes should occur, year after year, amongst them.

However, last year was one of the most disastrous on record to ships on our coasts, as many as 1,416 wrecks having occurred with the loss, as we said before, of 1,645 poor creatures.

We shall now proceed to analyze the causes of these shipwrecks, taking for our guide the Board of Trade Wreck Register.

This states that the increase of these disasters is mainly to be traced to the very heavy storms of October 25 and 26; and of October 31, and November 1 and 2 last. In the former gale there were 133 total wrecks and 90 casualties resulting in serious damage, and 798 lives were lost.

This number, however, includes the loss of 446 lives in the Royal Charter, which will always be remembered as one of the most melancholy shipwrecks that ever occurred on British shores.

During the gale of November 1 and 2 there were 27 total wrecks, and 27 casualties resulting in partial damage, and there was a loss of 51 lives. Besides these, 424 lives were lost at one time in the Pomona, on the 28th of April, and 56 in the Bkroie Castle on or about the 20th of December.

Although the work of destruction, asthus officially recorded, is fearful to contemplate, yet it must be remembered that had it not been for the services of the lifeboats on our coasts, and of the rocket and mortar apparatus of the BOARD OF TRADE, and other means, it would have been much more disastrous in its consequences. It is somewhat singular that whilst the number of casualties to British ships trading to, from, or between places in the United Kingdom has greatly increased, viz., from 927 in 1858 to 1,187 in 1859, the casualties to foreign ships similarly employed have decreased from 209 to 188. It surely cannot be creditable to British seamen that foreigners should beat them iu safely navigating ships in British waters.

Again, it appears that in 1 voyage out of every 175 voyages made by British ships employed in the oversea trade, a casualty has happened; whilst in only 1 voyage out of 335 has a casualty happened to a foreign ship similarly employed. We fear this unfavourable contrast would be still more strikingly illustrated if the per centages of casualties, compared with voyages made by vessels in ballast in our coasting-trade were given; but, unfortunately, the Register is silent on that important point, as no record is kept of coasting-voyages made by British ships in ballast. Some of the most distressing and fatal wrecks are often occurring amongst our coasters in ballast.

In the classification of the casualties according to the cargoes of the ships, it appears that the ships which have suffered most are as follows, viz., laden colliers, 506 in 1859 against 377 in 1858; light colliers, 71 against 41 ; ore ships, 130 against 101; and ships with passengers and a general cargo, 42 against 14.

It will be observed that our ill-built colliers continue to maintain their fatal preeminence for their frequency of wrecks on the east coast. When overtaken by a storm off Flamborough Head, no shelter is afforded them until they reach Yarmouth Roads, where, alas I too frequently the bodies of their unhappy crews are found floating on the outlying sandbanks. No facts can speak louder than this simple record of the absolute necessity that exists, that measures should be taken, as early as practicable, to improve our natural harbours of refuge on the east coast, and elsewhere.

The services of life-boats are most frequently called into use on the east coast of the United Kingdom. Who that has seen the Lowestoft, Pakefield, Southwold, and other boats belonging to the NATIONAL LIFE-BOAT INSTITUTION put off during the past few months, in the very fury of the storm, has watched their successful fight with the elements, and has seen the same boats return, laden with human life, that has not felt a deep emotion, such as one cannot but experience when witnessing some heroic and self-denying act.' The whole of the wrecks are divided clearly into classes, according to their rig and tonnage; and it appears from the Register that those which have suffered most are as follows, viz., schooners, 491; brigs, 292 ; sloops, 127 ; and barques, 123; that the number of casualties to vessels between 100 and 300 tons is 493 ; between 50 and 100 tons, 455; and below 50 tons, 306; whilst the number to vessels from 300 tons to 1,200 tons and upwards is only 160.

It was amongst these numerous wrecks, which occurred often during fearful storms, that the life-boat was busily engaged. It is a long list of noble services, and a few of them will be enough to show what strong claims the NATIONAL LIFE-BOAT INSTITUTION has on the public sympathy and support.

Here is April 15, Goodwin Sands— terrible name of ill omen to sailors—wind W.N.W., sloop Liberal, of Wisbeach, 1 man saved by the Walmer life-boat. September 17 and 18, Misner Haven, wind N. and W., strong gale, brig Lucinde, of Memel, 11 men saved by the Southwold life-boat.

February 28, Jack's Hole Bank — brig Louise, of Genoa, ship assisted by the crew of the Padstow life-boat. March 8, Doom Bar Sands—a hideously-suggestive designation —brig Gonsalve, of Nantes, 7 men saved by the Padstow life-boat. November 1, Holm Sands, wind S., heavy gale, steamer Shamrock, of Dublin, 14 men saved by the Lowestoft life-boat. November 2, Whitburn, blowing a hurricane, schooner Anton,* of Denmark, 6 men saved by the Whitburn life-boat. November 26, Redcar, wind S.E., heavy gale, brig Fortuna, of Mcmel, 11 men saved by the Redcar life-boat. December 30, Barmouth, wind from the S.W., blowing a gale, ship Britannia, of Bath, United States, 14 men saved by the Barmouth life-boat. December 21, Lytham, weather stormy, the brigantine Hannah Jane, of London, 7 men saved by the Lytham life-boat. And so the record goes on through a long list, enumerating services of the most humane and sterling character, in words and figures, as simple as an ordinary entry in a merchant's ledger.

Old age tells on ships as it does on human beings; and the ship that was once able to weather the fierce gale, bends under the influence of advancing years and rotten timbers. The Register states that the greatest number of casualties have happened to ships between 14 and 20 years old, next between 20 and 30, and then to comparatively new ships, or ships between 3 and 7 years of age. It also appears that 64 were upwards of 50 years old, 3 of this number being between 80 and 90, 1 between 90 and 100, and 1 above 100 years old.

A comparison of the wrecks that have occurred during the past two years, on the coasts and in the seas of the British Isles, gives the following result:— On the east coast are 621, against 514 in 1858; on the south coast 136 against 89 ; and on the west coast 466 against 304.

On the Isle of Man, 6 wrecks took place in 1858; but in 1859, they had increased to 28. This is a point where the Commissioners on Harbours strongly recommended the erection of a Harbour of Refuge. The Castletown life-boat, belonging to the NATIONAL LIFE-BOAT INSTITUTION, has several times been instrumental, during the past year, in saving life from wrecks off that island.

The wind, which has been most disastrous to shipping during 1859, was the S.W. wind; this was also the case during 1858. The casualties during the S.W.

wind were, in 1858, 110, and in 1859, 166. Next comes the W.S.W., which shows 104 casualties in 1859 against 65 in . 1858. Then follow the S.S.W., the N.E., the W., and the W.N.W., which show a marked prevalence as compared with the previous year.

From the force of the wind when each casualty happened, it appears that a marked increase has taken place in those which happened during force 11 (or "storm"), viz., 88 against 57 in 1858, and at force 12 (or "hurricane"), 87 against 11.

Knowledge and ignorance hold also an unequal strife in these alarming records; for it shows that the number of ships to which casualties happened, commanded by masters possessing certificates of competency was 217, against 344 commanded by masters holding certificates of service only; and 597 commanded by masters not required by law to have certificates. It is only reasonable, to expect that every one who professes to navigate a vessel should give some proof of his ability to perform so important a work.

It is computed that the loss of property caused by wrecks and casualties on the coasts of the United Kingdom during the year 1859, was in cargoes about 893,000?., and in ships, of 870,OOOZ., being a total loss of nearly two millions. Although covered mostly by insurance, this is none the less so much wealth lost to the nation at large ! An analysis of the 1,416 wrecks gives the following result:— In 1859 the wrecks and standings involving total loss amounted to 527 against 354 in 1858, and those involving partial loss to 540 against 515 in 1858. The total number of strandings, &c. being 1,067 against 869 in 1858. The total number of collisions being 349 against 301 in 1858.

116 of these happened in the daytime, between 6 A.M. and 6 P.M., against 76 in the daytime in 1858; and that 233 happened in the night, between 6 P.M. and 6 A.M., against 225 in the night in 1858; also, that only 89 happened between April and September inclusive, and that 260 collisions happened between October and March inclusive.

It appears that, exclusive df passengers, there were 10,538 on board these 1,416 wrecks; and of these persons, 3,977 were actually imperilled, and 2,332 have been saved from a water}7 grave by life-boats, the rocket and mortar apparatus, ship's own boats, and other craft; the remainder, 1,645, having unhappily been drowned. This is the largest number on record that have perished from wrecks in one year on the coasts of the British Isles. It should, however, be remembered that 926 of the unfortunate creatures, who were thus sacrificed, belonged to the Royal Charter, the emigrant ship Pomona, and the Blende Castle.

Sir DAVID BREWSTER, in a recent publication, alluding to the operations of the NATIONAL LIFE-BOAT INSTITUTION, thus speaks in eloquent terms of the " fate of those who in mid-ocean are overtaken by the thunderbolt or the tornado, or who, within sight of their native shore, are dashed upon the wild shelves by which it is surrounded. The merchant returning to his home—the traveller to his country—the emigrant to his friends—the soldier to his family—and the mariner to his haven—all instinct with life and hope, become the sudden victims of those disasters at sea which science alone can counteract or alleviate. Escaping from the fatal cyclones of the tropical seas, and unscathed by the lightning-bolt that has rushed through its masts into the deep, the joyous vessel approaches its destination at midnight, anticipating the greetings of a happy morning. A cloud-spot in the azure vault reveals an element of danger. The stars disappear in the rising haze; the beaconlights shine feebly or falsely; the gentle breeze freshens into a gale, and amid the discord of rending canvas, creaking timbers, clanking chains, and raging waves, the startled passenger rushes from his couch to witness his ship in the arms of breakers—to welcome the life-boat that has-been sent to save him, or to bid God-speed to the rope of mercy that is to connect him with the shore. In contrasting the fate of the thousands who are annually lost at sea with the more numerous victims of war, our Christian sympathies are very unequally divided. To each of us, of whatever caste, death is the greatest of physical evils — the severest punishment which society awards to crime; but in its relation to the future it wears very different aspects. Even in the battle-field the prayer for mercy may be breathed and answered; but on board the ship in flames, or the plunging life-boat, or the sinking raft, the interests of the future are merged in the exigencies of the present, and in the last struggle for life, the cry of help from man is louder and more earnest than that of mercy from heaven. Hence it is that the victims of sudden death by shipwreck have ever excited the warmest sympathies of the Christian philanthropist, and that it has always been regarded as one of the most urgent of social and religious duties to provide for the safety of the sea-faring traveller —to protect his ship from the electric fire of the tropics—to light up our headlands for his safe return, and to place a life-boat for his use at every point of danger." Few men have done more for lighting up " our headlands," than Sir DAVID BREWSTER.

His method for building large polyzonal lenses, and his apparatus for increasing the intensity and the size of the refracted beams, will probably be more appreciated in afterages than they are at the present time; but his name can never be dissociated from the invention of the polyzonal lenses, as Lord BROUGHAM truly remarked about twelve months ago at Aberdeen. .

It happens that more lives have been saved by ordinary boats than by the life-boats on our coasts; fishing-smacks and other craft being much oftener at hand when disasters happen; nor, indeed, are the services of lifeboats generally called into requisition, when it is safe for other kinds of vessels to approach a wreck. To despairing mariners in their shattered hulk, however, grinding upon some rocky barrier, or sinking into some treacherous quicksand, these boats are life-boats indeed. For instance, on the 30th of January last, the ship Ann Mitchell, of Glasgow, was wrecked on Arklow Banks.

Several fishing-smacks attempted in vain to approach her. The steamer Ruin/, bound for Bristol, laid-to for five hours, with the laudable view of succouring the crew; but the sea was so very heavy that neither smacks nor steamer could even come within hail of the wreck. The Arklow life-boat, belonging to the National Institution, made her appearance. She nobly ran through the heavy breakers, and succeeded in taking off the whole nine men from the wreck.

While we might thus amplify the services of the life-boats of the Institution, we must not omit to do full justice to the Marine Department of the BOARD OF TRADE in the same cause of humanity. From the Mercantile Marine Fund they have expended, in support of life-boats, the rocket and mortar apparatus, and rewards for saving life, nearly 4,60(H. during the past year.

There are altogether 158 life-boats on the coasts of the United Kingdom—about 100 of these are under the management of the NATIONAL LIFE-BOAT INSTITUTION, and are manned and inspected in conformity with its regulations. They were manned last year, on occasions of service and of quarterly exercise, by about 5,000 persons. With the exception of three individuals who perished from the extreme coldness of the weather and the water, by the upsetting of a life-boat, not a single accident happened either to the boats or their brave crews.

Surely the claim of such a Society for public support will be acknowledged when it is stated that, during its thirty-six years of existence, it has expended on life-boat establishments nearly 40,000?., and has voted 82 gold, and 658 silver medals for distinguished services, besides pecuniary grants, amounting to almost 14.000Z.; while during the same period it has granted rewards for preserving, by its life-boats and other means, no less than 11,601 of our fellowcreatures from a watery grave.