FOR many years past we have been in the habit of making a few remarks on the Wreck Register, prepared by the Board of Trade, and presented to Parliament and we have done so principally with the view of directing attention to the loss of life from shipwreck on our coasts, and to the means employed in rescuing shipwrecked sailors.

We find, on examining this carefully-compiled register, that the number of wrecks and casualties from all causes on the coasts of the United Kingdom and in the surrounding seas reported in 1866, was 1,860.

The number reported in 1864 was 1,390, and in 1865 it was 1,656. The annual average number of casualties during the five years ending 1866 was 1,611; and during the five years ending 1865, 1,538.

The average number of shipwrecks on our coasts during the past ten years has been 1,466.

A recent statement by the Bishop of London shows that the population of the metropolis increases at the rate of 40,000 a year, and that 10,000 houses have annually to be built to accommodate this increase. A similar progression is observable in our commercial and shipping interests. Seventy millions sterling often pass in one week through the bankers' clearing house in London.

Of course this enormous transfer of money representing commercial transactions necessarily indicates the countless number of ships from all parts of the world that frequent our numerous ports, in addition to the thousands of British vessels engaged in the foreign and home-trade. Thus it is that the aggregate number of vessels entering inwards and clearing outwards from all our ports in 1866 was 403,598, the number in 1865 being 409,255. It is not surprising, therefore, that, considering the enormous number of voyages thus performed, the number of shipwrecks every year on our coast is necessarily proportionally large; although, of course, their number will depend very much on the violence of the gales of the year.

Thus in October, 1859, there was the Royal Charter gale, and a loss of 343 ships. In January, February, and November, 1861, there were north-east and southeasterly gales, which added 460 to the number of that year's casualties. In January, October, and December 1862, there were westerly gales, with upwards of 540 casualties ; and in January, March, September, October, November, and December, 1863, there were westerly gales, with 930 casualties. In November, 1864, there were 264 casualties, with the wind chiefly in the southsouth- east and south-west; but, owing to the absence of any special gales of remarkable duration and violence in 1864, the total number of casualties in that year was 274 below the number in 1863. In 1865 the gales of January, February, and March, and October, November, and December, gave 766 casualties.

During the gales of 1866, that is, when the wind was blowing at force 9 and upwards, 954 disasters occurred. The gales of that year were usually from the following quarters, viz.—January, from east-north-east, southwest and south-south-west; February, south-west, west-south-west, and southsouth- west; March, south and south-southwest; October had no serious gales; November, west-south-west, south-west, northwest, and west; and December south-west, west-south-west, and south-south-west.

The number of ships lost or damaged in the 1860 casualties reported in 1866 is 2,289, representing a registered tonnage of upwards of 427,000 tons. The number of ships in 1866 is in excess of the'number in 1865 by 277. The number of ships reported as lost or damaged is, as has been formerly stated, in excess of the number of casualties reported, because in cases of collision two or more ships are involved in one casualty. Of the 2,289 ships, 1,961 are known to have been ships belonging to Great Britain and its dependencies, with British certificates of registry, and 294 to have been foreign ships. Of the remaining 34 ships the country and employment are unknown. Of the British ships 1,409 were employed in the British coasting-trade, and 549 were employed in the (over sea) foreign and home trades; and of the foreign ships 15 were employed in the British coasting-trade.

Of the total number of casualties reported in 1866, 422 were collisions, and 1,438 were casualties other than collisions. Of these 1,438 casualties other than collisions, 562 resulted in total losses, and 876 in partial damage more or less serious. The whole number of casualties other than collisions reported in 1865 was 1,302, which is far in excess of all other previous years, excepting 1863, when the number was 1,333; but hi 1864 the number was 1,039, which was less than the number reported in any year since 1858.

The annual average for ten years, including 1866, is for total losses 463, and for partial losses 668; as against this the numbers for 1866 are, for total losses 562, and for partial losses 876.

Of the 562 total losses from causes other than collisions, we are unable to find in the Register the details of the precise cause of the same; but we observe that, in 1865, 245 of the total losses happened when the wind was at force 9 (a strong gale) or upwards, ! and are chiefly included in the returns as having been caused by stress of weather; 38 arose from defects hi the ship, or in her equipment (and of the 38 no less than 30 [appear to have foundered from unseaworthiness); 99 appear, from the reports made by the officers on the coasts, to have been caused by inattention, carelessness, or neglect; and the remainder from various other causes.

Of the 832 partial losses other than by collision, we can find no details of the cause of the same in the Register; but we notice that, in 1865, 501 happened when the wind was at force 9 (a strong gale) or upwards, and are included as having been caused by stress of weather, 137 arose from carelessness, 48 from defects in the ship or her equipments, and the remainder from various causes.

Surely a large number of these casualties are preventible ones. It is true that within late years the standard of qualification for masters and mates of our merchant-vessels has been considerably raised. We think it might with advantage be more generally extended, as of these disasters a large proportion can be clearly traced to the ignorance as well as carelessness of man rather than to the elements over which he has no control. It should, however, be remembered that good seamen cannot save a bad craft; and we certainly think that something ought to be done with the wretched rotten colliers that crawl along the coast at the mercenary instance of men who care more for money than for human life. Many of these vessels are so decayed and unseaworthy that Shipping Insurance Associations will not even admit them on their books.

There is no law in existence to prevent them from putting to sea, and so they are navigated at such cost as the Wreck Chart which accompanies this Article too plainly, indicates.

Again, let us remember that the total number of ships which, according to the facts reported to the Board of Trade, appear to have foundered or to have been otherwise totally lost on the coasts of the British isles, from unseaworthiness alone, in ten years, is 423; and the number of casualties caused through unseaworthy ships, unsound gear, &c., and resulting in partial damage, in the same time, is 586.

In 1866 there were 116 casualties to fishing-smacks alone. Excluding these 116, the number of vessels employed in the regular carrying - trade that have suffered from wreck or casualty during the year is 2,173. On this number being subdivided, we find that about half of it is represented by the unseaworthy, overladen, or ill-found vessels of the collier class chiefly employed in the coasting-trade.

Thus, then, amidst this dreadful havoc arising from rotten ships, and when the storm has shouted and raged hi the bitter night, the wild despairing cry * Of the strong swimmer In his agony " has been borne on the fierce cold wind to straining ears in the life-boat, or at the rocket-station on the shore; many a cheek has been whitened, never to bloom again ; many an eye lias faded, never mote to shine; and many a home has been made desolate for ever. Would it not be something, then, to save even one life, with all its hopes, and to keep the home of one poor woman and her children unclouded by the pangs of desolation ? There is plenty of room here for those who wish to do good, for its own sake, through the NATIONAL LIFE-BOAT INSTITUTION.

We find that the number of wrecks amongst colliers, laden, and in ballast, was 855. In addition to colliers laden and in ballast, 141 vessels were laden with metallic ores, and 154 with stone. We all know, from long experience, that the colliers of the north-east coast have an established reputation as the rottenest and worst found vessels that leave our ports. Year after year we learn that the casualties which might be expected have overtaken them; but still the mischief goes on, neither the provisions of the common law nor the special acts which relate to shipping being sufficient to control it. There is only one thing that will remedy the evil: if the men who navigate these wretched craft had received the education that brings intelligence and self-respect, and which, in some other countries, is the birthright of the poorest citizen, they would be less disposed to permit themselves to be sent to sea in what are no better than floating coffins.

In the eight years ending in 1866, casualties to comparatively new ships bear a very high proportion to the whole number of casualties. We find that 1,135 casualties happened to nearly new ships, and 1,981 to ships from three to seven years of age. Then there are casualties to 2,506 ships from 7 to 14 years old, and to 4,185 from 15 to 30 years old. Then follow 1,528 old ships from 30 to 50 years old. Having passed the service of half a century, we come to the very old ships, viz., 283 between 50 and 60 years old, 127 from 60 to 70, 61 from 70 to 80, 19 from 80 to 90, 8 from 90 to 100, and 4 101 years and upwards. The age of 3,298 is unknown. The state of rottenness and want of repair of some of the coastingships above 20 years old often call for remark.

Even at the age of 25 to 30 it occasionally happens that a ship is so rotten as to fall to pieces immediately on touching the ground, without giving the crew the slightest chance of getting oat their boats.

Of the 2,289 vessels lost or damaged in 1866, 86 were rigged as ships, 150 were steam-ships, 631 schooners, 426 brigs, 249 barques, 257 brigantines, and 167 smacks; the remainder were small vessels rigged in various ways. Of the 2,289 vessels referred to, 977 did not exceed 100 tons burden, 939 were from 100 to 300 tons, 274 were from 300 to 600 tons, and 99 only were above 600 tons burden.

As usual, the greatest number of. casualties has occurred on the east coast. The numbers are as follow :— East coast . . . 953 South coast. . .274 "West coast . • . 412 Nor the-west coast of Scotland . . . 47 Irish coast .

Isle of Man .

Lundy Island Scilly Isles .

144 18 9 3 As regards the loss of life, the returns show that the number of lives lost fom shipwreck on or near the coasts of the United Kingdom, from all causes, in 1866S is 896.

When it is remembered that the lives thus lost are taken from amongst probably half a million of persons who have visited our ports during the past year alone; the number may appear to the casual observer a comparatively small one. We are, however, of opinion that it is a very large number, and when we bear in mind the inestimable value of one life, we ate convinced that no effort should be left untried which can in any way lessen the annual loss of life from shipwreck on our coasts. And here we may remark oil the noble and great efforts that are being made to save life from shipwreck. During the last year and a half the NATIONAL LIFEBOAT INSTITUTION has, by its life-boats and other means, contributed to the saving of upwards of 1,600 lives, in addition to bringing to ports of safety 46 vessels from threatened destruction. Again, this large number of 1,600 lives is entirely independent of the lives saved during the same period by other means, including the rocket-apparatus, which is worked by that valuable class of men the Coastguard, and which is provided for by the Board of Trade out of the Mercantile Marine Fund.

It is gratifying to observe how that Department continues to work cordially with the NATIONAL LIFE-BOAT INSTITUTION in carrying out the great and important work which it has undertaken to promote, and which has proved so completely successful on our coasts; when we take into account the fact that the Society has now a noble fleet of 183 life-boats on our shores requiring a large permanent annual income to main- tain them in a state of thorough efficiency, no one can doubt that the Institution is deserving not only of the continued cooperation of the Board of Trade, but of the sympathy and support of the British public at large.

On further analysing this Wreck Register we find that the lives lost in 1866 were in 199 ships ; 147 of them were laden vessels, 40 were vessels in ballast, and in 12 cases it is not known whether the vessels were laden or light. 161 of these ships were entirely lost, and 38 sustained partial damage Of the 896 lives lost, the very great number of 324 were in vessels that foundered, 127 lives were lost on board vessels in collision, 393 in vessels stranded or cast ashore, and 52 in vessels lost or damaged from other causes.

While the greatest number of casualties happened on the east coast of England, it is clearly shown that the greatest loss of life during the seven years ending 1866 occurred in the Irish Sea. The number of lives lost in that sea during the seven years is more than double the number lost on any other part of the coasts. During the winter months hardly a week passes in which the Force of Wind.

0 1 2 3 4 5 6 7 8 9 10 11 12 Variable.

Unknown 1859 21 42 60 33 93 174 180 71 102 209 182 88 87 7 67 1,416 I860 8 23 47 14 90 151 171 90 137 193 168 101 139 5 42 1,379 1861 10 14 51 43 103 171 149 66 124 230 311 102 52 20 48 1,494 1862 23 28 56 43 110 187 195 75 170 199 218 63 69 6 46 1,488 1863 15 28 39 27 100 174 174 57 195 269 224 82 205 1 74 1,664 1864 21 19 97 36 142 220 185 35 39 221 221 30 42 9 73 1,390 1866 20 22 100 24 146 203 163 47 69 552 120 39 99 2 50 1,656 This large aggregate of 1,860 casualties, leading to the loss or damage of 2,28.9 vessels, has, as a matter of course, thrown a vast amount of labour pn the Wrec]t life-boats of the NATIONAL LIFE-BOAT Isr- STITUTION stationed on the Irish coast are not called out to render assistance to ships in distress on the JBlackwater and other dangerous sandbanks on that coast.

The most fatal winds during were as follows: — N.

the year , 37; N.N.E., 38; N.E., 97; E.N.E., 92; E., 69 41; S.E., 90; S.S.E., 69; ; E.S.E., S., 129; S.S.W., 157 ; S.W., 206 ; W.S.W., 174 ; W., 105; W.N.W., and NiN.W., 45.

101; N.W.. 115; It is thus shown that westerly far more fatal than easterly gales, gales are the most fatal being from south-west. Seven hundred and sixty-four casualties happened when the wind was at force 6 or under, that is to say, when it did not exceed a strong breeze, in which the ship could carry single reefs and top-gallant sails: 170 happened with the wind at forces 7 and 8, or a to fresh gale, when a ship, if moderate properly manned and navigated, can keep the sea with safety : and 926 happened with the wind at force 9 and upwards, that is to say, from a strong gale to a hurricane.

The numbers for the last eight years are shown in the following short table : — • 1866 17 29 ,73 23 171 232 219 84 86 586 129 21 119 2 69 1,860 Total.

135 205 523 243 955 1,512 1,436 525 922 2,459 1,573 526 812 52 469 12,347 Force of Wind.

Calm.

Light air. Just sufficient to give steerage way.

Light breeze Gentle breeze Moderate breeze Fresh breeze Strong breeze Moderate gale Freeh gale Strong gale Whole gale. In With which a ship with all sail set and clean full.

would go in smooth wate.

In which she could just carry in chase full and by 1 to 2 knots 3 to 4 knots 5 to 6 knots Royals, &c.

Single reefs & TTG. sails.

Dble reefe & jib.&c.

Triple reefs, &C.

•_ dosereefe courses.

which she could just bear close reefed main-topsail and reefed foresail.

Storm. Under storm staysail.

Hurricane. Bare poles.

Variable.

Unknown.

Department of the Board of Trade, which is most efficiently administered. Their officers at the outports, and the officers of the Coastguard service, have and men also dig- charged their duties in this important work in the most exemplary and zealous manner.

We should also state that the Statistical Committee of Lloyd's have issued a tabulated analysis of the wrecks and casualties -reported in "Lloyd's List" for the year 1866. This is the first publication of the kind, and is intended to be repeated annually.

It cannot fail to aid materially in concentrating public attention on Wreck disasters, and in leading to a thorough comprehension of their causes and their remedies.

The aggregate loss of life is enormous, and so is the aggregate destruction of property.

The former is a species of woe inflicted on humanity; the latter is practically a tax upon commerce. While the art of saving life on the coasts is understood (thanks to the progress of science and to the stout hearts of our coast population), the art of preserving property is as yet but imperfectly known amongst us, and still more imperfectly practised.

On reviewing this dismal record we are bound to take courage from the many gratifying facts it reveals in regard to saving fife which, after all, is our principal object in commenting on this doleful Register.

Noble work has been done, and is doing, for that purpose, which has not only elicited the admiration of the British public, but also that of many foreign nations. This fact was strikingly illustrated last July by the International Jury of the Paris Universal Exhibition awarding to the NATIONAL LIFE-BOAT INSTITUTION one out of their nineteen great gold medals in acknowledgment of the important services it had rendered to shipwrecked sailors of all nations—thousands of whom it had rescued from a premature grave, and many homes from the desolation of widowhood and orphanage.