THE Return of the Registrar-general of Seamen, recently published, shows that during the past year 413,972 vessels—representing a tonnage of nearly 62 millions— entered inwards and cleared outwards from British ports. The estimated value of the goods carried on board these ships was upwards of four hundred millions sterling.

When the mind contemplates the magnitude of these facts, it is absolutely lost in realizing their full import. A feeling approaching that of awe overwhelms it while thinking of the activity, intelligence, and wealth of our countrymen, and their conconsequent responsibility in connection with the great commercial undertakings of the United Kingdom thus succinctly delineated.But our object at present, in dealing with the dry but instructive statistics detailed in the Annual Return of the Board of Trade, is not to follow out the train of thought naturally suggested by these figures.

We will at once, therefore, proceed to deal with the important facts which are brought by this accurate Register under our notice.

We accordingly find that the number of wrecks and casualties, including collisions, reported as having occurred on the coasts of the United Kingdom during 1863, is 2,001.

This number, which is in excess by 174 of the wrecks reported in 1862, is above the annual average of the ten years ending 1863.

The numbers for the last five years are as follows, viz., 1859, 1,416; 1860, 1,379; 1861, 1,494; 1862, 1,827; and 1863, 2,001: total 8,117. The fearful increase in 1863 was owing to the great number of casualties in the gales of October, November, and December of that year; and the marked increase in 1862 is owing mainly to the 542 wrecks and casualties which happened in the gales of January, October, and December.

One word as to the character of those three fearful gales in 1863. It will be remembered by many that the first of these gales occurred on the 30th October, and was in part indicated by the steady fall of the barometer from 29'84 inches on the 27th to 29-10 inches on the 29th ; and although it rose slightly to 29'32 inches on the morning of the 30th, it was but to fall with greater rapidity to 28'80 inches, by 3'30 p.m., when the unprecedented pressure of 29-J Ibs. to the square foot took place in the force of the wind.

The second storm which we have to notice occurred on the 21st November, and was foretold by a rapid decline of the barometer from 29'91 inches on the night of the 20th, to 29-70 inches by the morning of the 21st, and then to 29-44 inches by 5 p.m., accompanied as before by au extreme gust of wind of 17 J Ibs. to the square foot, the great pressures continuing only between 4 and 5 p.m.

The third, and by far the most remarkable storm, occurred on the 2nd December, and was amply presaged by the rapid fall of the barometer from 29-46 inches on the night of the 1st, to 28*84 inches on the morning of the 2nd: the wind however did not begin to blow violently till 2-30 p.m., when a sudden gust of 9 Ibs. was recorded; from 2-30 till 2-50 p.m. the pressures varied from 5 Ibs. to 9 Ibs.; it then increased greatly in force: at 2 • 50 p.m. there was a pressure of 16 Ibs., and at 2'55 p.m. one of 22J Ibs.

We may surely learn from these examples —firstly, that the chief severity of a gale may be expected at or near the time of minimum barometer reading; and, secondly, that after the minimum has passed, the worst of the gale has passed, and that the storm will moderate as the barometer readings increase.

It is an interesting fact that our fishermen are rapidly educating themselves in the use of the barometer; and many, without doubt, have been the instances where the watching of the barometer indications has saved valuable lives and much property. The NATIONAL LIFE-BOAT INSTITUTION has about 100 of these instruments at its Life-boat Stations, and the Board of Trade about the same number at other places. Aided by a diagram or chart, showing the daily variations of the barometer, a glance at it by the fisherman clearly tells what he is to expect from coming weather; and we confidently believe that if similar precautions were taken by our seamen—in addition to exercising due vigilance in the use of the lead—the prevention of a large number of shipwrecks every year would inevitably follow.

Out of the 2,001 wrecks and casualties in 1863, 882 are reported to have occurred by stress of weather, and 214 from various and unknown causes. Again, 61 were lost from defects in the ships, or in their gear or equipment, and 176 from inattention and negligence.

The 1,096 vessels lost by stress of weather and various other causes unknown we must charitably suppose were inevitable; yet we cannot help thinking that if the Storm Warning Signals on the coast had been diligently attended to, a considerable proportion of those 1,096 shipwrecks might have been avoided. But the loss of 237 ships from negligence and defects in their equipments is inexcusable, and calls loudly for investigation —if not on account of the valuable property thus lost for ever to the country, surely on that of the precious lives sacrificed on these disastrous occasions—in order that every effort might be made to prevent such an annual waste of life and property.

During the same period 5,096 lives were saved by life-boats, and the rocket apparatus, fishing-boats, and other means. In the absence of these appliances the sacrifice of human life would no doubt have been terrible to contemplate.

The number of collisions reported in 1863 is 331, against 338 in 1862; and 323 in 1861; or 317 being the annual average of the seven years ended 1863. Of these 331 collisions, 216 happened at night, and 115 in the day time, 133 were caused by " bad look-out," " neglecting to show lights," and " neglect or misapplication of the road at sea." The remainder were more or less the result of " accident," " unsound gear," or " negligence." Here again there can be no doubt that with proper precautions, and a good lookout, a very large proportion of these dreadful accidents might have been prevented.

During the past six years 399 lives have been lost from collisions in our seas a truly distressing fact—and if fishing-smacks and boats were not often at hand to render prompt and efficient services to the poor people, this large number would undoubtedly be enormously increased.

" The life and property lost by collisions at sea—ever increasing with, extending trade —are so appalling," says SIR DAVID BREWSTER, " that no expense should be spared in indicating the approach of vessels during ocean fogs, or heavy falls of snow. A small dioptric apparatus, with a Bude or a Drummond light, ought to be a part of every ship's equipment, whether of war or of commerce.

A floating reef is a more dangerous enemy than one fixed on a shore; and there is no source of protection against its shock, but the light which indicates its approach." The accompanying Wreck Chart has a melancholy interest; and many a widow and orphan can point out on it the site whereon perished all that was dear to them in this world. It will be observed that the site of each of the 2,001 shipwrecks and casualties during the past year can be distinctly traced out on this Chart.

The total number of wrecks and casualties from all causes, reported during the year 1863, is 2,001, against 1,827 reported in 1862. It is above the number reported during any one of the eight years preceding, and is 661 above the annual average of the eight years ending 1862. The tonnage of these wrecks is thus given:— Vessels under 50 Tons 51 and under 100 101 „ 300 301 „ 600 601 „ 900 901 „ 1200 1201 and upwards Vessels.

404 494 867 158 46 18 14 Total a,001 Of the total number of ships to which casualties have happened in 1863, 1,649 were British ships, 272 foreign ships, and the country and employment of 80 were unknown.

This is a lamentable disclosure. The bravery and skill of our seamen are proverbial, but, we regret to add, that their recklessness is also unrivalled; and hence, after making due allowance for the greater number of British ships, this striking contrast between the loss of British and foreign vessels on the shores of the United Kingdom is accounted for.

The greatest number of casualties happened to ships laden with coals, ores, bricks, &c., or in other words, to ships of the collier class, as will be seen from the accompanying list, viz.:— Colliers laden . • * . » . 614 Colliers light 114 Iron and Copper Ore, &c. . . 146 Stone, &c 115 Timber 101 Fishing Smacks and other laden vessels 689 Vessels in ballast (not colliers) . 174 Passengers and general cargo . 48 Total ships . . . . 2,001 The winds most fatal, during 1863, were from the N.W., W.N.W., S.W., W.S.W., and W. Daring the former year, 1862, the most fatal winds were S.S.W., S.W., W.S.W., W., and N.W.

Again, it appears that 614 casualties happened with the wind at and under force 7, or from a calm to a moderate gale, and that 1,050 happened with the wind above force 7, or from a fresh gale to a hurricane.

The number of persons who perished in 1863 from wrecks was 620, while in 1862 it was 690.

It is satisfactory to know, that notwithstanding the larger number of casualties in 1863, there is a great falling off in the number of lives lost, and that it is 161 below the annual average of the last twelve years.

The total number of lives lost from 1854 to 1863 is really frightful to contemplate.

It was 7,786; and this, let it be remembered, is not a casual loss. It is a continual, if not an ever-increasing one. The drain on our sailors and fishermen goes on year after year, notwithstanding all the benevolent and strenuous efforts made at the present day to stay the ravage. The sea is dreadfully exacting in its demands; and season after season, when the equinoctial gales blow, when the winter sets in, our shores are converted into altars, on which the Ocean, as during last winter, offered his victims by hundreds. It is unlikely that we shall ever effectually obtain the mastery over the waves; but even at this moment we are able to contend successfully with them in their blind efforts to swallow up life against our endeavours to save. During the fearful gales of October, November, and December last, nearly 500 lives were rescued by lifeboats alone; and undoubtedly a very large proportion must have perished in the absence of these noble services.

Let us recall to the reader's recollection an instance of a noble battle that was thus fought with the storm on the Girdler Sands off Margate, on the 3rd of December last.

The huge waves were lapping and curving in from the German Ocean, with the tide behind them and the wind against their crests, breaking from black water into white over a hundred concealed sands and shoals, sweeping in their fury along a hundred narrow channels, where a ship's length that side or this is destruction; and the only sign of man in the dark, dancing panorama of the hurricane is the tossing light-ship and the rolling buoy. Such a night was the 3rd December, when two large vessels lay in that miserable predicament—the Fusilier on the Girdler Sands, the Demerctro. on those known as the Shingles. The former was an emigrant ship full of men, women, and children ; the latter had a crew of 18 men and a pilot; and the best seamen on board of each must have felt, as darkness gathered over the stranded vessels, that the chances were a hundred to one against any from either reaching the shore, except as waterwashed corpses, with the marsh bird screaming above them, and the fragments of their ship drifting in with cargo, dead men, and sea-weed. Thanks to the Ramsgate lifeboat, however, and to the gallant fellows who manned her and the steam-tug Aid, every soul, consisting of 120 persons, was brought from those vessels safe and sound to Ramsgate, where they arrived at 12'15 p.m.

on the 4th December.

Can our readers comprehend such a night's performance ? We do not mean, in its results or its gallantry, but in its details.

Can they quite grasp what it is to be sixteen hours hard at work, fighting the winds and waves in a December hurricane, with a sea " on" that sweeps tons of grev water over the life-boat at every third stroke, and a wind that seems to turn the soaked clothes on the body into ice ? The life-boat men at Ramsgate, Holyhead, and many other places on the coast, during that fearful December hurricane, experienced it—and they saved altogether 246 lives that would otherwise probably have perished.

The number of lives saved during the past year was 5,096 ; and the total number of lives rescued by life-boats, the rocket and mortar apparatus, smacks, and other means, during the past eight years, is 25,254!—a number sufficient to man a considerable fleet.

The Board of Trade, the Coast-guard, and our boatmen and fishermen, continue to work cordially with the NATIONAL LIFEBOAT INSTITUTION in the great and important work of saving the lives of shipwrecked persons on our coasts, and when one remembers that by means of its lifeboats and of fishing-boats—to the crews of which it has given liberal rewards for their laudable exertions—it has contributed to the saving of nearly 14,000 persons, cold must the heart of that man be which does not feel a thrill of joy coming over it at such an announcement.

There are at present 182 life-boats on the coasts of the United Kingdom belonging to the ROYAL NATIONAL LIFE-BOAT INSTITUTION and other bodies. The mortar and rocket apparatus stations now number 239, and are under the management of the Coastguard and the Board of Trade.

During the past year, 417 lives (besides 17 vessels) were saved by the life-boats of the National Institution alone, and upwards of 300 by shore-boats and other means, for which it granted rewards. A sum of 1,297Z.

was expended by the Institution in rewards; and 13,819Z. on its various establishments round the coasts of the British Isles. Who would not wish it well in this season, when the equinoctial gales are warning us of the approach of winter ? Who would not bestow upon it some substantial token of sympathy for the great and national work in which it is engaged, if he could ? The lifeboat is one of the proudest of England's many inventions. She is but a little vessel to contend with a caldron of sea like that which was experienced at Holyhead, Bude Haven, and other points on our coasts in the memorable storms of last winter; but her rowers are stalwart, weather-beaten men, whose sacred object is to preserve human life, and who peril their own in their noble enterprise. The thing is altogether characteristic of our country,—the build of the life-boat, her hardy crew, and her system of maintenance by voluntary contribution.

Do we not all think so ? Are we not filled with a glow of national pride when we read of the courageous endeavours of our lifeboats to carry safety to sinking hearts and imperilled ships ? And if so, shall we not, all of us, according to our opportunities, entitle ourselves to cherish the satisfaction which springs from noble efforts humanely made?