^'ik^<;^i;'5^'>";'-'n:;;^:M'r,^''v;; m^ iiiii filiWillillllHillilli; EXPLANATIONS AND SATLTNCt DIRECTIONS TO ACCOMI'ANV TlIM WIND AND CURRENT CHARTS, AT' I' ROVED r.Y COMMODOIIE CHAllLES MORRIS, CHIEF OP THE BUREAU OF OEDNANCE AND II if D R O G R A I'll Y ; / . AND PUBLISHED BY AUTHORITY OF HON. J. C. DOBBIN, SECRETARY OF THE NAVY. BY M. F. MAURY, LL.I)., LIEUT. U. S.N., 'I SUPERINTENDENT OF THE NATIONAL OR SER V A TO R Y . SIXTH EDITION— ENLARGED AND IMPROVED. PHILADELPHIA: E. C. AND J. BIDDLE, No. G So. FIFTH STREET, l8r,4. "tvS THE AVIND AND CURRENT CHARTS. The great demand for these Charts among seamen, and the interest whieh they have cxeited among philosophers, make it proper tliat I sliould give a more detailed account than I have yet given as to the origin and progress of the work, the objects it has in view, and the prospects of success. This seems to be the more proper, because I hope, by giving such an account, to impress seafaring men and others, who have it in their power to facilitate the work, with the importance of the undertaking. And to show the importance of the imdertaking, it may be as well to quote what one of the most profound of philosophers has said with regard to the subject-matter in hand : — " In the present condition of the surface of our planet," says Baron Humboldt, the most celebrated traveller of the age, "the area of the solid is to that of the fluid parts as 1 to 21 (according to Rigaud, as 100 to 270). The islands form scarcely n'^ of the continental masses, which are so unequally divided that they consist of three times more land in the northern than in the southern hemisphere ; the latter being, therefore, pre-eminently oceanic. From 40° south latitude, to the antarctic pole, the Earth is almost entirely covered with water. The fluid element predominates in like manner between the eastern shores of the old, and the western shores of the new continent, being only interspersed with some few insular groups. The learned hydrographer, Fleurieu, has very justly named this vast oceanic basin which, under the tropics, extends over 14:5° of longitude, the Great Ocean, in contradistinction to all other seas. The southern and western hemispheres (reckoning the latter from the meridian of Teneriffe) are, therefore, more rich in water than any other region of the whole earth. "These are the main points involved in the consideration of the relative quantity of land and sen, a relation which exercises so important an influence on the distribution of temperature, the variation in atmospheric pressure, the direction of the winds, and the quantity of moisture contained in the air, Avith which the development of vegetation is so essentially connected. When we consider that nearly three- fourths of the upper surface of our planet are covered with water, we shall be less surprised at the imperfect condition of meteorology before the beginning of the present century ; since it is only during the subsequent period that numerous accurate observations on the temperature of the sea at different latitudes, and at different seasons, have been made and numerically compared together." — Humholdt^s Cosmos. " I beg yoi; to express to Lieut. Maury, the author of the beautiful Charts of the Winds and Currents, i:ircparcd with so much care and profound learning, my hearty gratitude and esteem. It is a great 4 THE WIND AND CURRENT CHARTS. undertaking, equally im|)ortaiit to the practical navigator and for the advance of meteorology in general. It lias been viewed in this light in Germany by all persons who have a taste for physical geography. In an analogous way, anything of isothermal countries (countries of equal annual temperature) has for the first time become really fruitful, since Dove has taught us the isotherms of the several months chiefly on the land ; since two-thirds of the atmosphere rest upon the sea, Maury's work is so much the more welcome and valualjlc, because it includes at the same time the oceanic currents, the course of the winds, and the temperature. How remarkable are the relations of temperatures, in Sheet Uo. 2, South Atlantic, east and west of longitude -iO; liow much would this department of meteorology gain if it were filled up according to Maury's proposition in Commodore Lewis "Warrington's Log-Book. The shortening of the voyage from the United States to the equator, is a beautiful result of this undertaking. The bountiful manner in which these Charts are distributed raises our expectations still higher." — Baron Yon Humholdt to Dr. Fl'df/el, U. S. Consul, Lcfpsic. It is not for the benefit of navigation alone that seamen are invited to make observations and collect materials for the Wind and Current Charts; other great interests besides those of commerce have their orif^in in the ocean or the air; and, wathout doubt, these interests are to be benefited by a better know- ledge than we now have of the laws which govern the circulation of the atmosphere, and regulate the movements of the aqueous portions of our planet. The agricultural capacities of any place are as dependent upon the hygrometrical as upon the therinometrical condition of the atmosphere. This is obvious, and of easy illustration : — Each kind of plant requires for its most perfect development a certain degree of moisture, and the winds which liring it that moisture can only get it from the sea ov other evaporating surfaces. It is often argued because wine and olives, or other staples, are produced upon a given parallel of latitude that therefore they should be produced upon the same parallel wherever the proper soil is to be found. Whereas, the consideration as to the route which the winds from the ocean have to pursue in order to reach the situation of the supposed parallel, has much to do with the case. Viro-inia and California are between the same parallels, yet how difi'erent their agricultural resources, the character and the flavor of their fruits ; all owing, not so much to difference of soil as to the ^vay the winds blow, the quantity of moisture they bring with them, the ];)roportion of clouds and sunshine allotted to each place. The system of researches embraced by the Wind and Current Charts, therefore, it would appear, concern the philosopher and the husbandman, as well as the mariner, the merchant, and the statesman. A wider field, or one more rich with promise, has never engaged the attention of the philosopher. Thou"-h much trodden and often frequented, it has never been explored, if we take exploration to mean the collecting and grouping all those phenomena which mariners observe in relation to the ocean and the air above it, with the view of tracing, in the true spirit of inductive philosophy, fact into effect, and effect up to cause. TIIK FIKLU OK KKSKAKCIl. O The mariner, therefore, shonlil bear it always in mind wlicu lie is makin,L,' and reeonling ont upon the wide ocean an oliservation in connection with these Cliarts, that upon the lidelity with which that observation and the record of it arc made, depends the ability here to read aright the workings of those physical agents that arc employed in the grand scheme of creation, to produce those results which are the subject of observation with liiin. The wind and rain; the vapor and the cloud; the tide, the current, the saltness and dci)tli, and tern- l)eraturc and color of the sea; the shade of the sky ; the temperature of the air; the tint and shape (jf the clouds ; the height of the tree on the shore, the size of the leaves, the brilliancy of the flowers ;— each ami all may be regarded as the exponent of certain physical combinations, and, therefore, as the cxin-cssion in which Nature chooses to announce her own meaning; or if we please, as the language in wdiich she writes down the operation of her own laws. To iinderstand that language, and to interpret aright those laws, is the object of the undertaking which those who co-operate with me have in hand. No fact gathered in such a field as this, therefore, can come amiss to those who tread the walks of inductive jihilosophy ; for in the handbook of Nature, every such fact is a syllable ; and it is by patientl^^ collecting fact after fact, and by joining together syllable after syllable, that we may finally seek to read aright from the great volume which the mariner at sea and the philosopher on the mountain see spread out before them. Dr. Buist, a learned and eminent savont of India, has drawn a beautiful picture of the field in which navigators are so earnestly invited to labor and lend their help. In the report cm the afiairs of the " Bombay Geographical Society," presented by the Secretary at the annual meeting, in May, ISoO, the Doctor remarks : " The Assistant Secretary of your Society,* Mr. ]\[ac- farlane, has made considerable progress in the construction of Wind and Current Charts, founded on the information supplied by ships' logs, and on the principle of Lieutenant ]\[aury. It is more than probable that, besides the currents occasioned by the trade-winds, monsoons, and set of the tides, we have a group of movements intermingled with those dependent mainly on evaporation. When it is remembered that on the western shore of the Arabian Sea, including in this the Red Sea and Persian Gulf, from the line north- ward, we have an expanse of coast of not less than 6,000 miles, and a stretch of country of jn'obably not less than 100 miles inland from this, where the average fall of rain does not amount to four inches annu- all}', where not one-half of this ever reaches the sea, and where, to the best of our knowledge, the evaporation over the ocean averages at least a tpiarter of an inch daily, all the year round, or close on eight feet annually, some idea of the enormous abstraction of water in the shape of vapor may be formed. On the assumption that this extends no further, on an average, than 50 miles out to sea, we shall have no less than 39 cubic miles of water raised annually in vapor from the northern and northwestern side of the basin, which must be supplied from the open ocean on the south or the rain on the east. The fall of rains on the western side of the ridge of the mountain chain, froni Capo Comorin to Cutch, averages pretty nearly 180 inches annually, and of this, at least 160 is carried off to the sea ; that on the Concan to 70 * ]'tdc Transactions Dombay Gcograijhicul Society, Vol. IS.. I80O, p. 80, el acq. b THE WIND AND CURRENT CHARTS. inches, of which ju-obably 30 tlow oft' to the oceau ; or betwixt the two, over an area of twenty miles from the sea-shore to the gliauts, and about 1,200 miles from the north to the south, or an area of 24,000 square miles in all, we shall probably have an average discharge of nine feet, or close on forty cubic miles of water — an amount sufficient, were it not diffused, to raise the sea on our shores three feet high, over an area of 72,000 S(]uarc miles. "The w^aters of the oceau cover nearly three-fourths of the surface of the globe ; and of the thirty- eight millions of miles of dry land in existence, twenty-eight millions belong to the northern hemisphere. The mean depth of the ocean is somewhere about ibur miles— the greatest depth the sounding-line has ever reached is five and a quarter miles.* The mean elevation of the land, again, is about one thousand feet — the highest point known to us, is nearly as much above the level of the sea, as the great depth that lias been measured, is below it. The atmosphere, again, surrounds the earth like a vast envelop ; its depth, by reason of the tenuity attained by it, as the superincumbent pressure is withdrawn, is unknown to us — but is guessed at somewhere betwixt fifty and five hundred miles. Its weight, and its constituent elements, have been determined with the utmost accuracy. The weight of the mass is equal to that of a solid globe of lead sixty miles in diameter. Its principal elements are oxygen and nitrogen gases, with a vast quantity of water suspended in them in the shape of vapor, and commingled with these a quantity of carbon in the shape of fixed air, equal to restore from its mass many fold the coal that now exists in the world. In common with all substances, the ocean and the air are increased in bulk, and consequently diminished in weight, by heat ; like all fluids, they are mobile, tending to extend themselves equally in all directions, and to fill up depressions in whatever vacant space will admit them ; hence, in these respects, the resemblance betwixt their movements. Water is not compressible or elastic, and it may be solidified into ice or vaporized into steam ; the air is elastic — it may be condensed to any extent hj pressure, or expanded to an indefinite degree of tenuity by pressure being removed from it — it is not liable to undergo any change in its constitution beyond these, by any of the ordinary influences by which it is aifected. These facts are few and simple enough — let us see what results arise from them. As the constant expo- sure of the equatorial regions of the Earth to the Sun must necessarily here engender a vast amount of heat — and as his absence from the polar regions must in like manner promote an infinite accumulation of cold — to fit the entire Earth for a habitation to similar races of beings, a constant interchange and communion, betwixt the heat of the one and the cold of the other, must be carried on. The ease and simplicity wth which this is effected, sur^^asses all description. The air, heated near the equator by the overpowering influences of the Sun, is expanded and lightened ; it ascends into upper space, leavino^ a partial vacuum at the surface to be supplied from the regions adjoining. Two currents from the poles towards the equator are thus established at the surface, while the sublimated air, diffusing itself by its mobility, flows in the upper regions of space from the equator towards the poles. Two vast whirlpools are * Lieutenant Wiilsh, U. S. N., while co-opo;;ating, in the U. S. scliooucr Tunoy, witli mc, iu these researches, reports a sounding in the North Atlantic of CJ miles (5,700 fathoms), without bottom,— M. TFIK FIKLn OV KESEARCU. 7 thus established, coustantly carrying away the heat from tlie torrid towards the icy regions, and these becoming cold by contact with the ice, carry back their gelid freight to refresh the torrid zone. Did the Earth, as was long believed, stand still while the Sun circled around it, we should have had two sets of meridional currents blowing at the surfoce of the Earth, directly from north and south, towards the equator, in the ui^per regions flowing back again to the place whence they came. On the other hand, were the heating and cooling influences just referred to to cease, and the Earth to fail in impressing its own motion on the atmosphere, we should have a furious hurricane rushing round the globe, at the rate of 1,000 miles an hour, — tornadoes of ten times the speed of the most violent now known to us, sweeping everj'thing before them. A combination of the two influences, modified by the friction of the Earth, which tends to draw the air after it, gives us the trade-winds, which sweep rouiid the equatorial region of the globe unceasingly, at the speed of from ten to twenty miles an hour, the aerial current, quitting the polar regions with the comparatively tardy speed, from east to west, imposed on it by the velocity due to the 70th parallel, is left behind the globe, and deflected into an oblique current, as it advances south- ward, till, meeting the current from the opposite pole near the equator, the two combine and form the vast stream known as the trades — separated in two, where the air ascends by the belt of variable winds and rains. Impressed with the motion of the air, constantly sweeping its surface in one direction, and obeying the same laws of motion, the great sea itself would be excited into currents similar to those of the air, were it not walled in by continents, and subjected to other control. As it is, there are constant cur- rents flowing from the torrid towards the frigid zone, to supply the vast mass of vapor there drained ofl'; while other whirljjools and currents, such as the gigantic Gulf Stream, come to perform their part in the same stupendous drama. The current just named, sweeps from the Cape of Good Hope, across the South Atlantic, to the Gulf of Mexico, and by the Straits of the Bahamas. Here it turns to the eastward again, travelling along the coast of America at the rate of from forty to a hundred miles a day. It now stands once more across the Atlantic, and divides itself into two branches; one finds its way into the northern sea, warming the adjoining waters as it advances, and turning back, most likely to form a second great whirlpool, rejoining the original stream near Newfoundland. The main branch seeks the northern shores of Europe, and, sweeping along the coast of Spain and Portugal, travels southward by the Azores to rejoin the main whirlpool. The waters of this vast ocean river are, to the north of the tropic, greatly warmer than those around; the climate of every countr}' it approaches is improved by it, and the Laplander is enabled by its means to live and cultivate his barley, in a latitude which, everywhere else throughout the world, is condemned to perpetual sterility. Bnt there are other laws which the great sea obeys, which peculiarly adapt it as the vehicle of interchange of heat and cold betwixt those regions where either exists in excess. Water which contracts regularly from the boiling point downwards, at a temperature of iO°, has reached its maximum of density, and thence begins to grow lighter and expand. But for this most beneficent provision, the vast recesses of the Northern Ocean would be continually occupied with a fluid at the freezing point, which the least access of cold would convert into one solid mass of ice. The non-conducting power of water, which at present acts so valuable a part in the general 8 THE WIND ANP CURRENT CHARTS. economy, so far from Ijeing a blessing would bo a curse. No warmth could ever penetrate to thaw the foundations of the frozen mass — no water find its way to float it from its foundations ; so that, like the everlasting hills themselves, rooted immovable in its place, every year adding to its mass, the solid structure would continually advance to the southward, hermetically sealing the polar ocean, thus con- demned to utter desolation, and encroaching on the North Sea itself Under existing circumstances, so soon as water is cooled dovm to 40°, it sinks to the bottom, and, still eight degrees warmer than ice, it attacks the basis and saps the foundations of the icebergs — themselves gigantic glaciers, which have fallen from the mountains into the sea, or which have grown to their present size in the shelter of bays and estuaries, and by accumulations from above. Once forced from their anchorage, the first storm that arises drifts them to sea, where the beautiful law which renders ice lighter than the warmest water enables it to float — and drifts southward a vast magazine of cold to cool the tepid water which bears it along — the evaporation at the equator causing a deficit, the melting and accumulation of the ice in the frigid zone giving rise to an excess of accumulation, -which tends, along with the action of the air and other causes, to institute and maintain the transporting current. These stupendous masses, wliieh have been seen at sea in the form of church spires, and gothic towers, and minarets, rising to the height of from 300 to 600 feet, and extending over an area of not less than six square miles, the masses above water being only one-tenth of the Avhole, are often to be found within the trojiics. A striking fact dependent on this general law, has just been brought to light; there is a line extending from pole to pole, at or under the surface of the ocean, where an invariable temperature of 39.5 is maintained. The depth of this varies with the latitude; at the equator it is 7,200 feet — at latitude 56° it ascends to the surface, the temperature of the sea being here uniform throughout. North and south of this the cold water is uppermost, and at latitude 70° the line of uniform temperature descends to 4,500. But these, though amongst the most regular and magnifi- cent, are but a small number of the contrivances by which the vast and beneficent ends of nature are brought about. Ascent from the surface of the Earth, produces the same change in point of climate, as an approach to the poles ; even under the torrid zone, mountains reach the line of perpetual congelatioa at nearly a third less altitude than the extreme elevation which they sometimes attain. At the poles snow is perpetual at the ground, and at the difierent intervening latitudes, reaches some intermediate point of congelation, betwixt one and 20,000 feet. In America, from the line south to the tropics, as also, as there is now every reason to believe, in Africa, within similar latitudes, vast ridges of mountains, covered with perpetual snow, run northward and southward in the line of the meridian right across the path of the trade-winds. A similar ridge, though of less magnificent dimensions, traverses tire peninsula of Hin- doostan, increasing in altitude as it approaches the line — attaining an elevation of 8,500 feet at Dodabetta, and above 6,000 in Ceylon. The Alps in Europe, and the gigantic chain of the Himalayas in Asia, both far south in the temperate zone, stretch from east to west, and intercept the aerial current from the north. Others of lesser note, in the equatorial or meridional, or some intermediate direction, cross the paths of the atmospherical currents in every direction, imparting to them fresh supplies of cold, as they themselves obtain from tliom warmth in exchange; in strictness, the two operations are the same. Mag- TIIK FIEtJ) OF RESEAKCII. 9 iiificcnt aud stupendous as are the effects and results of the water and of air acting independently, on each other, in equalizing the temperature of the globe, they are still more so when combined. One cubic inch of water, when invested with a sufficiency of heat, will form one cubic foot of steam — the water before its evaporation, and the vapor which it forms, being exactly of the same temperature ; though in reality, in the process of conversion, 1,700 degrees of heat have been absorbed or carried away from the vicinage, and rendered latent or imperceptible; this heat is returned in a sensible and perceptible form the moment the vapor is converted once more into water. The general fact is the same in the case of vapor cai'ried off by dry air, at any temperature that may be imagined, for down for below the freezing point, evapo- ration proceeds uninterruptedly, or raised into steam by artificial means. The air, heated and dried as it sweeps over the arid surface of the soil, drinks up by day myriads of tons of moisture from the sea — as much indeed as would, were no moisture restored to it, depress its whole surface at the rate of four feet annually over the surface of the globe. The quantity of heat thus converted from a sensible or percept- ible, to an insensible or latent state, is almost incredible. The action equally goes on, and with the like results, over the surface of the earth, as over that of the sea, where there is moisture to be withdrawn. But night, and the seasons of the year, come around, and the surplus temperature thus withdrawn and stored away, at the time it might have proved superfluous or inconvenient, is reserved, and rendered back so soon as it is required ; and the cold of night, and the rigor of winter, are modified by the heat given out at the point of condensation, by dew, rain, hail, and snow. "There are, however, cases in which, were the process of evaporation to go on without iuturrui)tion and without limit, that order and regularity might be disturbed which it is the great object of the Creator apparently for an indefinite time to maintain, aud in the arrangements for equalizing temperature the equilibrium of saltness be distm-bed in certain portions of the sea, and that of moisture under ground in the warmer regions of the earth. To prevent this, checks and counterpoises interpose just as their services come to be required. It could scarcely be imagined that, in such of our inland seas as were connected by a narrow strait with the ocean, and were thus cut off from free access to its waters, the supply of fresh water which pours into them from the rivers around would exactly supply the amount carried away by evaporation. Salt never rises in steam, and it is the pure element alone that is drawn off. "We have m such cases as the Black and Baltic Seas au excess of supply over what is required, the surplus in the latter case flowing off through the Dardanelles, in the former through the Great and Little Belts. The vapor withdrawn from the Mediterranean exceeds by about a thii'd the whole amount of fresh water poured into it ; the difiei'ence is made up by a current through the Straits of Gibraltar in the latter ; and a similar arrangement, modified by circumstances, must exist in all cases where circumstances are similar — the supply of water rushing through the strait from the open ocean being in exact proportion to the difference betwixt that provided from rain or by rivers, and that required by the afflux of vapor ; seas wholly isolated, such as the Caspian and the Dead Sea, attain in course of time a state of perfect equili- brium — thcii' surface becoming lowered in level and diminished in area, till it becomes exactly of the proper size to yield in vapor the whole waters poured in. The Dead Sea, before attaining this condition o 10 THE WIND AND CURRENT CUARTS. of repose, Las sunk tliirtccu ImiKlrod feet Lelow the Meditcrraueaii, the Caspian ahowt one-fourth of this. Lakes originally salt, and which to all appearance are no more than fragments severed from the sea by the earthquake or volcano, and which have no river or rain supplies whatever, in process of time dry up and become a mass of rock salt in their former basin. Such is the formation iu progress in the lake near Tadjurra, nearly five hundred feet below the level of the sea, its waters having been thus much depressed by evaporation, having now almost altogether vanished, one mass of salt remaining in their room. As it is clear in a case such as that of the Mediterranean, that where salt water to a large extent was poured iu and fresh water only was drawn off, a constant concentration of brine must occur, the proposition was laid down by the most distinguished of our geologists, and long held unrpiestionable, that huge accumulations of salt, in masses larger than all that Cheshire contains, were being formed in its depths. The doctrine, eminently improbable in itself, is now met by the discovery of an outward under-current, in all likelihood of brine. It is matter of easy demonstration that, without some such arrangement as this, the Red Sea must long ere now have been converted into one mass of salt, its upper waters at all events being known . in reality to differ at present but little in saltness from those of the Southern Ocean. The Red Sea forms an excellent illustration of all kindred cases. Here we have salt water flowing in perpetually through the Straits of Babelmandeb, to furnish the supplies for a mass of vapor calculated, were the strait shut up, to lower the whole surface of the sea eight feet annually — and even with the open strait, to add to its con- tents a proportionate quantity of salt. But an under-current of brine, which, from its gravity, seeks the bottom, flows out again to mingle with the waters of the great Arabian Sea, where, swept along by currents, and raised to the surface by tides and shoals, it is mingled by the waves through the other waters, which yearly receive the enormous monsoon torrents, the Concan and the Ghaut's supply, become diluted to the proper strength of sea water, and rendered uniform in their constitution, by the agitation of the storms which then prevail. Flowing back again from the coasts of India, where they are now in excess, to those of Africa, where they suffer from perpetual drainage, the same round of operations go on continually ; and the sea, with all its estuaries and its inlets, retains the same limit, and nearly the same constitution, for unnumbered ages. A like check prevents on shore the extreme heating and desiccation from which the ground would otherwise suffer. The Earth is a bad conductor of heat ; the rays of the Sun which enter its surface, and raise the temperature to 100 or 150°, scarcely penetrate a foot into the ground; a few feet down, the warmth of the ground is nearly the same night and day. The moisture which is there preserved free from the influence of currents of air, is never raised into vapor; so soon as the upper stratum of earth becomes thoroughly dried, capillary action, by means of which all excess of water was withdrawn, ceases ; and even under the heats of the tropics, the soil two feet down will be found on the approach of the rains sufBciently moist for the nourishment of plants. The splendid flowers and vigorous foliage which burst forth in May, when the parched soil would lead us to look for nothing but sterility, need in no Avay sur- prise us; fountains of water, boundless in extent and limited in depth by the thickness of the soil which contains tliem, have been set aside and sealed up for their use, beyond the reach of those thirsty winds or burning rays which are suffered only to carry otf the water which is superfluous, and would be pernicious, TITK FIEr.T) OF RESEARrH. 11 removing it to other lauds, wlierc its agency is required, or treasuring it up in the erystal vault of the firmament, as the material of clouds and dew — and the source, when the fitting season comes round again, of those deluges of rain which provide for the wants of the year. "Such arc some of the examples which may be supplied of general laws operating over nearly the whole surface of the terraqueous globe. Amongst the local provisions ancillary to these, are the monsoons of India and the land and sea-breezes prevalent throughout the tropical coasts. "When a promontoiy sucli as that of India intrudes into the region of the trade-winds, the continuous Avestern current is interrupted, and in its room appear alternating currents from the northeast and southwest, which change their direction as the Sun passes the latitude of the place. On the Malabar coast, as the Sun approaches from the south- Avard, clouds and variable winds attend him, and his transit northward is in a week or ten days followed by that furious burst of thunder and tempest which heralds the rainy season. His southward transit is less distinctly marked; it is the sign of approaching fair weather, and is also attended by thunder and storm. The alternating land and sea-breezes are occasioned by the alternate heating and cooling of the soil, the temperature of the sea remaining nearly uniform. At present, when most powerfully felt, the earth by noon will often be fuund to have attained a temperature of 120°, while the sea rarely rises above 80°.* The air, heated and expanded, of course ascends, and draws i'rom tlio sea a fresh supply to fill its 7-oom; the current thus generated constitutes the breeze. During the night the earth often sinks to a temperature of 50° or G0°, cooling the conterminous air, and condensing in the form of dew, the moisture floating around. The sea is now from 15° to 20° warmer than the earth — the greatest difference between the two existing at sunrise; and in then rushes the air, and draws otY a current from the shore. " We have not noticed the tides, which, obedient to the Sun and Moon, daily convey two vast masses of water round the globe, and which twice a month, rising to an unusual height, visit elevations which otherwise are dry. During one-half of the year the highest tides visit us by day, the other half by night, and at Bombay, at Springs, the depths of the two differ by two or three feet from each other. The tides simply rise and fall, in the open ocean, to an elevation of two or three feet in all ; along our shores, and up gulfs and estuaries, they sweep with the violence of a torrent, having a general range of ten or twelve feet — sometimes, as at Fundy in America, at Brest and Milford Haven in Europe, to a height of froua forty to sixty feet. They sweep our shores from filth and purify our rivers and inlets, affording to the residents of our islands and continents the benefits of a bi-diurnal ablution, and giving a health and fresh- ness and purity Avherever they appear. Obediout to the iulluence of bodies many millions of miles re- moved from them, their subjection is not the less complete; the vast volume of water capable of crushing by its weight the most stupendous barriers that can be opposed to it, and bearing on its bosom the navies of the world, impetuously rushing against our shores, gently stops at a given line, and flows back again to its place when the word goes forth: 'Thus far shalt thou go, and no farther;' and that which no human power or contrivance could have repelled, returns at its appointed time so regularly and surely, that the * The tempcratuve of certain parts of the Indian Ocean— the liottest sea in the world — is "JO". — M. 12 THE WIND AND CURRENT CHARTS. hour of its approaeb, ami measure of its mass, may be predicted with unerring certainty centuries before- hand. The luirricanes which whirl with such fearful violence over the surface, raising the waters of the sea to enormous elevations, and submerging coasts and islands, attended as they are by the fearful attri- butes of thunder and deluges of rain — seem requisite to deflagrate the noxious gases which have accumu- lated — to commingle in one healthful mass the polluted elements of the air, and restore it fitted for the ends designed for it. It is with tlie ordinary, not with the exceptionable, operations we have at present to deal, and the laws which rule the hurricane form themselves the subject of a treatise. " We have hitherto dealt with the sea and air — the one the medium through which the commerce of all nations is transported, the other the means by which it is moved along — as themselves the great vehicles of moisture, heat, and cold, throughout the regions of tlie world — the means of securing the interchange of these inestimable commodities, so that excess may be removed to where deficiency exists, deficiency substituted for excess, to the unbounded advantage of all. We have selected this group of illustrations for our views, because they are the most obvious, the most simple, and the most intelligible and beautiful that couLl be chosen. Short as our space is, and largely as it has already been trenched upon, we must not confine ourselves to these. " We have already said that the atmosphere forms a spherical shell, surrounding the Earth to a depth which is unknown to us, by reason of its growing tenuity, as it is released from the pressure of its own superincumbent mass. Its upper surface cannot be nearer to us than fifty, and can scarcely be more remote than five hundred miles. It surrounds us on all sides, yet we see it not ; it presses on us with a load of fifteen pounds on every square inch of surface of our bodies, or from seventy to one hundred tons on us in all, yet we do not so much as feel its weight. Softer than the finest down — more impalpable than the finest gossamer — it leaves the cobweb undisturbed, and scarcely stirs the lightest flower that feeds on the dew it supplies; yet it bears the fleets of nations on its wings around the world, and crushes the most refractory substances with its weight. When in motion, its force is sufficient to level the most stately forests, and stable buildings, with the earth— to raise the waters of the ocean into ridges like mountains, and dash the strongest ships to pieces like toys. It warms and cools by turns the Earth and the living creatures that inhabit it. It draws up vapors from the sea and land, retains them dissolved in itself, or suspended in cisterns of clouds, and throws them down again as rain or dew, when they are required. It bends the rays of the sun from their path, to give us the twilight of evening and of dawn — it disperses and refracts their various tints to beautify the approach and the retreat of the orb of day. But for the atmosphere, sunshine wouhl burst on us and fail us at once — and at once remove us from midnight darkness to the blaze of noon. We should have no twilight to soften and beautify the landscape — no clouds to shade us from the scorching heat, but the bald Earth, as it revolved on its axis, would turn its tanned and weakened front to the full and unmitigated rays of the lord of day. It affords the gas which vivifies and warms our frames, and receives into itself that which has been polluted by use, and is thrown off as noxious. It feeds the flame of life exactly as it does that of the fire— it is in both cases con- sumed, and affords the food of consumption — in Ijoth cases it becomes combined with charcoal, which THE FIELD OF REPEATICTI. 13 requires it for combustion, and is removed by it -when this is over. 'It is only the girdbng encircling air,' says a -writer in the North British lievieiv, ' that flows above and around all that makes the whole world kin. The carbonic acid with which to-day our breathing fills the air, to-morrow seeks, its way round the world. The date-trees that grow round the falls of the Nile will drink it in by their leaves; the cedars of Lebanon will take of it to add to their stature; the cocoanuts of Tahiti will grow rapidly upon it; and the palms and bananas of Japan will change it into flowers. The oxygen we are breathing was distilled for us some short time ago by the magnolias of the Susquehanna, and the great trees that skirt the Orinoco and the Amazon — the giant rhododendrons of the Ilimalayas contributed to it, and the roses and myrtles of Cashmere, the Cinnamon-tree of Ceylon, and the forest older than the flood, buried deep in the heart of Africa, far behind the mountains of the Moon. The rain we see descending was thawed for us out of the icebergs which have watched the Polar Star for ages, and the lotus lilies have soaked up from the Nile, and exhaled as vapor, snows that rested on the summits of the Alps.' 'The atmosphere,' says Maun, 'which forms the outer surface of the habitable world, is a vast reservoir, into which the supply of food designed for living creatures is thrown — -or, in one word, it is itself the food in its simple form of all living creatures. The animal grinds down the fibre and the tissue of the plant, or the nutritious store that has been laid up within its cells, and converts these into the substance of which its own organs are com- posed. The plant acquires the organs and nutritious store thus ylekled up as food to the animal, from the invulnerable air suri'ounding it.' But animals are furnished with the means of locomotion and of seizure ■ — they can approach their food, and lay hold of and swallow it; plants must await till their food comes to them. No solid particles find access to their frames; the restless ambient air, which rushes ])ast them loaded with the carbon, the hydrogen, the oxygen, the water — everything they need in the shape of sup- plies, is constantly at hand to minister to their wants, not only to afibrd them food in due season, but in the shape and fiishion in which alone it can avail them." Surely a more tempting field for philosophical research, for useful and honorable labor, or a field more abounding with the elements of useful and practical results, never engaged the attention of man. By studying the winds at sea we might expect to find them blowing more conformably there than on the land to the general laws which govern the circidatiou of the atmosphere. And in endeavoring to learn these laws, we may look for the rule at sea ; for the exceptions on the land. It might therefore be expected that any undertaking to group the observations of mariners upon the winds in all parts of the ocean and at all seasons of the year would be regarded, as the illustrious Humboldt says this is, and as the learned Dr. Buist shows it is, with no little interest by philosoj^hers and philanthropists, by good and wise men in all conditions of life, and in all parts of the world. In the progress of this undertaking, many new facts of interest to science have been brought to light, or their existence suggested. Our knowledge of the laws which govern the circulation of the atmosphere, which control the currents of the sea, which regulate climates, and by which heat and moisture, clouds and sunshine, are distributed over the surface of the Earth, has been considerably enlarged even by the results so far obtained. 14 THE WIND AND CURRENT CHARTS. Navigation has already reaped a rieli reward from this undertaking, and commerce is profiting by it. In consequence of the increase of knowledge which it has given to the practical navigator, with regard to the prevailing winds and currents of the sea, the average sadiug passage between distant parts of the earth has been materially shortened. Practically, for commercial purposes, these investigations have lifted up, as it were, the markets of the southern hemisphere, and placed them nearer to our doors by several — and in some cases, by many — days sail than they were before ; for the time which it required a ship to carry a cargo from one hemisphere to another, has been shortened more than two weeks at some seasons of the year ; and it is not going too far to say that the voyage hence to California has in consequence of these researches been shortened to a more remarkable extent. The average passage out, by vessels not having the results of these researches to guide them, is upwards of 180 days ; but vessels with these Cliarts on board have made it in 107, in 97, in 96, in 91, and even in 90 days; and their masters, after making allowance for the imj>roved models of their ships, ascribe this great success to the information which they derived from these Charts as to the winds and currents by the way. The merchants and shipmasters of India, perceiving the great benefits Avliich American commerce and American merchants, shipmasters and owners, were deriving from this system of investigations as developed in part only for the Atlantic Ocean, have promptly stepped forward, raised a subscription for the purpose, and directed a set of Wind and Current Charts upon the plan of these, to be undertaken for the Indian Ocean; and the Geographical Society of Bombay, composed of men eminent for their virtue and learning, has given the undertaking its countenance. After having spent much time and labor upon this undertaking, and after having made considerable progress with it, it came to the knowledge of the Society that I was very much in want of materials for "Wind and Cnri-cnt Charts" for the Indian Ocean. Therefore the Geographical Society of Bombay, with a spirit of liberality and a degree of friendly consideration for which I am profoundly thankful, resolved to place at my disposal all the work wliich has been accomplished under the auspices (if the Society. This work consists of track Charts of the Indian Ocean extending from the Cape of Good Hojie to 170° E. They are on the scale of the Wind and Current Cliarts. These MS. Charts are six in number; they have the shoredine sketched in, and the tracks of one hundred vessels — in all colors — projected upon them. The notes and explanations necessaiy to enable mc to incorporate these charts with my own, however, have not yet arrived. The following extract is from the letter of Dr. Bulst, a member of the Society, and one of the most devoted friends of science to be found in any quarter of the globe. A UXIVEKSAL SYSTKM OF OliSEUVATIONS. 15 "Bombay, iNw-emJer 17, 1851. "Lieut. Maury, Xalional Ohservaton/, Wa.'iliiiKjton. "My- dkak Sir: You will receive along with this, or shortly afterwards, a tin case, throu^'-h Smith, Klder, & Co., eoutaiuing the skeleton eharts comnieuced by the Geograpliical Socii'ty, to whicli I have repeatedly alluded, and with which I am now authorized to present you. We shall endeavor to do our best to provide 3-ou with all the information we can collect, to enable \-ou to extend your researches to the India seas ; only you must remember that while you belong to the fastest we live in the slowest country in the world, and the time we take to C(Midact a prelinunary oflTicial correspondence suffices you for the com- mencement and completion of your work. I work here not only single-handed, but with a world of obstacles actually thrown in my way, with the labor of a daily jxiper on my shoulders, a school of industry to attend to, and generally a severe attack of sickness three or four times a year; so if I get on slowly it is not because of my doing little, but because of my profession, by which I have exhausted four-fifths of my time and strength. **»-»-»*-!(•*** * * « •» * "Though I have published very little on meteorology, for want of time to put the stock of informa- tion I have collected in order, I have beside me an enormous mass of facts. Three years since, I began to jierceive that Ave had certain classes of storms that occurred periodically, not only all over India, but all over the region to which my information extended, and that these were synchronous, or nearly so ; I then began a series of maps illustrative of the matter. I have sent you specimens, but for this we were too scantily provided with information. Instrumental observations are too much insisted on; when excellence is not attainable they are better dispensed with ; the remarks of an observant man, recorded at the time, with due advertence to day and hour, are invaluable. Surely these might be had in abundance for the future, if not for the past. This you will observe, is intimately connected and in perfect consonance with your theories of the electric or magnetic origin of all meteorological phenomena. " Through this means alone can the occurrence of storms simultaneously round the one lialf of the world be accounted for. Have you any good sets of hourly barometric observations from your southern States? If you will turn to the Lomhn Philosophical Transactions of 1850, you will see a paper by Colonel Sykes, on the ol)scrvations made in India, which will show you the interest attaching to barome- trical tides, within and beyond the tropics, and we ai% most anxious to discover the law they obey till they become merged, and to a great measure lost in, vast casual fluctuations." * * « In the mean time Kupffer, the laborious meteorologist of Russia, had suggested the idea of a confer- ence between the meteorologists of Russia and those of the United States, with a view to a more general co-operation and concert of action between them ; while this subject was under advisement, a proposition was made by the British Government that that of the United States should co-operate with it in its plans for making meteorological observations at certain foreign stations, and according to instructions that had been prepared by Capt. Henry James, R. E., by direction of Major-General Sir John Burgoyne, Inspector- General of Fortifications. Ilere was an opportunity unexpectedly offering itself for establishing concert of 16 THE WIND AND CURRENT CHARTS. action among meteorologists on shore, and co-operation among navigators at sea everywhere, in collecting data and materials for the advancement of science and the benefit of navigation. I could not suffer such an opportunity to pass ; and therefore, in reply to the British proposition, suggested that the sea should be included as well as the land ; that the plan should be uniform and universal ; and that in order to make it so, and to secure its success, I ventured to propose a general conference, to consist among others of meteorologists from the shore and of navigators from the sea, who should take the subject up and discuss the plans, draw up the forms, fix the standards, and prescribe the instruments to be used, the instructions to be followed ; in short, a conference that shall take cognizance of everything, whether it have regard to the instruments and their errors, the subjects to be observed, the methods, forms, &c., of reduction. This is an interesting subject; the move is an important one. The Academy of Sciences at Paris, the British Meteorological Society in London, the Eoyal Sardinian Society, the Koyal Society of Copenhagen, with other societies and governments, have already expressed their readiness to participate in the proceed- ings of this conference. Tiiis proposition is one which, if it be met in the right spii-it and be carried out with diligence, promises much good. I therefore quote in this place the correspondence in relation to it, especially with the view of bringing the subject to the notice of navigators, and of soliciting for it in advance their hearty good-will and cheerful co-operation. Correspomhnce in Relation to a Universal System of Meteorological Ohservations, for the Sea as xvell as for the Land. British Legation, Washington^ Nov. 13, 1851. Sir : I have been instructed by Her Majesty's Government to present to the United States Govern- ment the printed volume whicli I have the honor to inclose herewith, which has been drawn up by Major- General Sir John Burgoyne, Inspector-General of Fortifications, for the purpose of enabling the officers of the Eoyal Engineers at foreign stations to take meteorological observations upon a uniform plan ; and T am directed to say, that her Majesty's Government would be glad to obtain such co-operation in regard to the objects to which those instructions relate, as the proper department of the United States Government may be willing to aflbrd. I avail myself of this opportunity to renew to you, Sir, the assurances of my highest consideration. (Signed) JOHN F. CRAMPTON. The Honorable Daniel Webster, &c., &c., &c. Department of State, Washington, Nov. 1-4, 1851. Sir: I have the honor to transmit to you, herewith, the copy of a note just received from Her Britannic Majesty's Charge d'Afifaires in this city, together with the printed volume which accompanied it, relative to the co-oporation of the Government of the United States with that of Her Britannic Majesty, A UNIVERSAL SYSTEM OF OBSERVATIONS. 17 in carrying out a plan wlueh it lias adoptcil, for the taking of uniform meteorological observations at foreign stations, and to invite 3'our attention to the subject. I am, Sir, very resj^ectfully, Your obedient servant, DANIEL WEBSTER. Hon. William A. Gkaiiam, Secretary of the Navy. Bureau of Ordnance and Hydrography, Nov. If, 1851. Sir: With this you will receive a communication from the Charge d'Affaires of Great Britain to the Secretary of State of the United States, covering a printed pamphlet in relation to meteorological observa- tions, and proposing a co-operation by the officers of our Government in making similar observations. After perusing them, you will please state whether such co-operation could be made at the Naval Observatory without interference with other duties, or making any material changes in any arrangements which may now be in use there, for similar purposes. You will also give your views whether any useful co-operation, direct or indirect, could be furnished by our vessels at sea, with the instruments usually furnished to them, or at any of our Navy Yards, either with their present instruments or by the aid of others to be furnished for that purpose ; and if so, at what yards such observations would be most desirable, having regard to the observations of this kind which are known to be made at different j^laces in con- nection with the Smithsonian Institution, and public observatories. Return all the inclosures after perusal. Respectfully, your obedient servant, C. MORRIS, C/iiif of Bureau. I>ieut. M. F. Maury, Suj)l\lt. etc. cCr., Washington. National Observatory, Washintjton, Nov. 21, 1851. Sir: I have the honor to acknowledge the receipt of yours of the 19th inst., inclosing a communica- tion from the Charg^ d'Afiaires of Great Britain to the Secretary of State of the United States, with certain other papers and documents, relative to a proposition by the British Government, to the effect that the Government of the United States will cause its officers who are engaged in making meteorological observations, to co-operate with the Royal Engineers engaged upon like duties on foreign stations, ac- cording to the plan set forth in the "Instructions for taking Meteorological Observations at the principal Foreign Stations, of the Royal Engineers," drawn up by Major-General Sir John Burgoyne, Inspector- General of Fortifications. 3 IS THE WIND AND CUKKENT CIIAUTS. I am directed by you to state, " whether such co-operation could be made at the Naval Observatory without interference with other duties, or making any material changes in any arrangements which may now be in use there for similar purposes ; " also, to give my " views whether any useful co-operation, direct or indirect, could be furnished by our vessels at sea, with the instruments usually furnished to them ; or at any of our Navy Yards, either with their present instruments, or by the aid of others to be furnished for that purpose; and if so, at what yards such observations would be most desirable, having regard to the observations of this kind which are known to be made at different places, in connection with the Smith- sonian Institution and public observatories." In reply, it gives me pleasure to state that the desired co-operation can be made at this Observatory, and at the naval stations generally, without interference with other duties, and with very slight changes in fixtures and arrangements now in use for like purposes. This is an important sul)ject. Many of the great interests of state, and the well-being of the human family, are to be advanced by increase of knowledge touching the dynamical laws of the atmosphere, and the distribution through it, over the surface of our planet, of electricity, heat, and moisture. For the fruits of his labor the husbandman is dependent upon atmospherical conditions; and commerce is controlled by the course of the winds. The subject, therefore, is one of high scientific interest, and of great national, industrial, and practical import. The step proposed by the British Government is in the right direction ; wherefore, to make myself the more clearly understood, I may be excused for referring to the meteorological system of the United States, and for offering a few suggestions amendatory of the British proposition. The Government of the United States has its own system of meteorological observations ; .one for the sea, another for the land. Some of the States, as New York and Massachusetts, have, on their own account, established their system of meteorological observations also. Also, some of the institutions of the country, as the " Smithsonian," and many of our fellow-citizens are likewise actively engaged in meteorological researches. The meteorological observatories that are under the control of the different States, of the institutions, and of the private citizens of the United States, amount to several hundred. These extend from the shores of the Atlantic to those of the Pacific, and from the farthest northern boundary to the extreme southern limits of the United States. Over these widely scattered observatories, and over this large corps of observers, their time for ob- servation, their mode and means of observing, and their methods of recording the results of their labors, the Government of the United States has no control whatever ; nor can it exercise any, except such as may flow from i^recept and example. Nevertheless, these observatories, both national, state, and private, for the most part, act in concert. They mostly employ the same insti-uments, refer to the same standards ; many of them observe at the same hours, use the same methods, and record by the same forms, most of which differ more or less from those A UNIVERSAL SYSTEM OF OBSERVATIONS. 1!' recommended by Major-General Sir Jobn Burgoyne for tUe nineteen "foreign stations of the Royal Engineers." I do not mean to draw comparisons, or to imjily tliat, of the American and English systems, one is better than the other ; far from it. Each is good ; and if either be adopted, and made common to the two countries, the science of meteorology would be vastly benefited and advanced thereby. If the Government of the United States, therefore, without proposing amendments to the English system, were to direct its officers, who are engaged in meteorological observations, to adopt tlie plan, modes, and methods of that system, it would create confusion among our observatories, and be as likely to retard as to advance the progress of meteorological research in tlie United States. For this reason I beg leave to suggest a meteorological conference. By authority of the Government, I have been permitted to invite the co-operation of American ship- masters in making daily, in all parts of the ocean, as they pursue their voyages to and fro, a series of meteorological observations. By an act of Congress, authority has been given for all the vessels of the Navy to do the same. The object of this co-operation is not only to improve, for the benefit of commerce and navigation, our knowledge with regard to the winds and currents of the sea, but to investigate the laws of atmospherical and oceanic circulation, and to advance the science of meteorology generally. Under this invitation, more than a thousand American merchant vessels are engaged in making and recording their observations according to a prescribed form. At the end of the voyage their journals are regularly returned to this office. They constitute the materials from which the " Wind and Current Charts" are constructed. These Charts, on account of the meteorological information they afford, have led to the developments of new and shorter routes across the seas, and to several other results of interest and value. I beg leave to send a set of them, the explanations which accompany them, &c., for the inspection of Iler Majesty's officers. About five-sevenths of our planet is covered with water. It will be perceived, therefore, that in studying the course of the "wind in his circuits," and investi- gating the laws which govern the general circulation of the atmosphere, we must look to the sea for the rule — to the land for the exceptions. Therefore, no general system of meteorological observations can be considered complete unless it embrace the sea as well as the land. The value of the researches conducted at this office with regard to the meteorology of the sea, would be greatly enhanced by co-operation from the observatories on the land. Observers, with the requisite instruments for this purpose, are already at the principal stations. It is as convenient for them to observe in, as without, concert ; for to observe in concert, and accordmg to a uniform plan, would be attended neither by an increase of time, labor, nor expense ; but, on the contrary, be a saving of all. Hence, another reason for suggesting a conference upon the subject of a uniform system of meteorologi- cal observations on board British and American ships, as well as at British and American posts, stations. 20 THE WIND AND CURRENT CHARTS. and observatories. On board of every properly appointed ship of botli nations, all, or nearly all, the observations whicli would probably be recommended for this universal system are already made. It is the custom to keep a log-book on boaixl of every ship, and to enter in that log-book remarks and observa- tions upon the winds, the weather, and the sea; and all that is requisite to impart a new and a greater value to these observations is, that they should be made all at the same time, recorded in a stated journal — the "abstract log" kept for the purpose — and then be made available by being returned to the office appointed to receive them. The atmosphere envelops the Earth, and all nations are equally interested in the investigations of those laws by which it is governed. There is Russia, upon whose territories the Sun, except in the long night of the Polar winter, never sets — perhaps she, of all nations, has gone to the greatest expense in establishing meteorological observatories on the land, in collecting and publishing results, &c. From what has already passed between Kupffer, the Russian meteorologist (also in charge of the mines), and myself upon the subject, I am induced to believe that he is already authorized, by the proper authorities in that countr}', to confer with the proper authorities in this, as to the establishment of a uniform system of meteorological observations on the land, for the two countries. The achievements of France and Germany, in the paths of science, and the monuments they have erected in its name, do not admit us to doubt but that they too would readily and most heartily second any move which has for its object the great good of establishing, among civilized nations throughout the world, a uniform and universal system of meteorological observations. There are other nations in Europe not a whit behind Germany and France in their devotion to science, their love of the useful. For these reasons, I therefore respectfully suggest that, as an amendment to the British proposition, a more general system be proposed. That England, France, Russia, and other nations be invited to co-operate with their ships, by causing them to kcei> an abstract log, according to a form to be agreed upon, and that authority be given to coiafer with the most distinguished navigators and meteorologists, both at home and abroad, for the purpose of devising, adopting, and establishing a universal system of meteor- ological observations for the sea as well as for the land. Respectfully, &c., (Signed) M. F. MAURY, Lieut. U. S. N. Com. Chas. Morris, Chief of Bureau v a commnnieation of December 0, 1831, from the Navy I)e})artriieiit, 1 was instructed to confer with Her IJritanuic Majesty's officers and others, with regard to the establishment of a universal system of meteorological observations. I was directed also to report progress from time to time to the Navy Department. This I now have the honor to do. That no time might be lost with regard to a measure that gives promise of such universal benefits, I immediately published a pamphlet in explanation of the proposition, and of the steps which had been taken with regard to it. A copy of this pamphlet, entitled " On the Establishment of a Universal System of Meteorological Observations by Sea and Land," I have the honor herewith to forward. Steps were taken to bring the subject to the notice of the various governments with which the United States were in friendly and diplomatic intercourse. To this end. Ministers and Diplomatic Agents were addressed, requesting them to bring the subject to the notice of the proper functionaries abroad, and to convey an invitation for co-operation. Tlie main object of this plan of meteorological observations, so far as the aim wliich the United States had especially in view is concerned, was to bring the sea regularly within the domain of active and systematic meteorological research, and make it a field in wliich maritime nations miglit all act together and in concert for the common good of mankind. This proposition was offered as an amendment to one from Great Britain, inviting the co-operation of the United States in an arrangement "for the purpose of enabling the oflicers of the Royal Engineers at foreign stations to take meteorological observations upon a uniform jilan." At the time that this amendment was offered, it was not known here that the Government of Great Britain had invited the co-operation of other governments generally in the plan which she had jaroposed for the " nineteen stations" of her Royal Engineers. Moreover, as the proposition to establish a uniform plan of making and recording meteorological observations on shore, seems to meet with more or less opposition among meteorologists, I would recommend that the United States should afford, as for as practicable, the co-operation asked for by Great Britain in the first place; abandon, for tlie ju-esent, at least, that part of the "universal system" METEOROLOGICAL OHSEKVATIONS AT SEA. 37 wliicli relates to tbe land, and direct our efforts mainly to the sea, wlicre there is such a rich harvest to be gathered for commerce and navigation, as well as liir the increase of knowledge, the advancement of science, and the benefit of man. I am farther induced to make this recommendation in consequence of the evident reluctance witli which Russia, Austria, Bavaria, Belgium, and other jwwers, seem to regard any change in their system of meteorological observations on shore, and under which some of their savans, as Dove, Kriel, Lamout, Quetelet, ct aL, have obtained a world-wide reputation. ... ,■ On the land, the field is already well tilled with lal)orers; it has been occupied for a long time, and each countiy seems to have adopted a system of its own, according to which its laborers have been accustomed to work, and to which its meteorologists are more or less partial. Any proposition having in view, for these S3'stems, a change so radical as to bring tliom to uniformity, and reduce them to one for all the world, would, I have reason to believe, be regarded with more or less jealousy by many; and thougli there be not a few societies and individuals of great eminence and worth, such as the Academy of Sciences of France, the Meteorological Society of Great Britain, and the Royal Danish Society of Sciences, that have manifested a readiness to entertain propositions to such an effect ; yet meteorology is a science, wliich depends so much for progress ujioii harmony, co-operation, and mutual accord of observers, that I have deemed it expedient not to press observers on the land for any co-operation with observers at sea, except such as tliey will willingly give in their own way, and according to their own plan. Independent of these considerations, there is another, which should be paramount in inducing us not to press the proposition for a universal system of Meteorological Observations on the land, and a general co-operation of meteorologists therein : — The British Government, which had taken the lead in that feature of the plan, upon the receipt of the American proposition to include the sea also, and make the plan universal, referred the subject to the President and Council of the Royal Society for a i-eport. That Society, at its sitting of the 29th of April last, adopted a rejiort upon the sidiject Avhich had been brought before it by command of the Earl of ]\Ialmesbury, in which, "with reference to the proposal for the establishment of a universal plan, in respect to instnurients and modes of observations" on the hind, the opinion is expressed, that no "practical advantage is likely to be obtained by pressing such a proposition, in the present state of meteorological science." Bowing to the authority and weight of this opinion — respect for the source \\'hence it emanates, and a ]iroper regard for the circumstances under which it was called forth, seem to render any farther action, witli regard to the land feature of the plan, highly inexpedient, not to say indelicate, and therefore improper, on our part. Not so, however, with regard to the sea ; that meets with decided favor and earnest support. In the report already alluded to, the President and Council of the Royal Society hold the following language with reference to the suggestions made by the scientific men of the United States: "The propo- OO TRK WINTt AND CUUREXT CIIAKT.-l. sition of Lieut. Maury, to give a greater extension and a more systematic direction to tbe meteorological observations to be made at sea, appears to be deserving of tlie most serious attention of the Board of Admiralty. In order to luiderstand tlie importance of this proposition, it will be pi'opur to refer to the system of observations which has been adopted of late years in the Navy and Merchant service of the United States, and to some few of the results to which it has already led. Instructions are given to naval captains and masters of ships, to note in their logs the points of the compass from which tlie wind blows, at least once in every eight hours ; to record the temperature of the air, and of the water at the surface, and when practicable, at considerable depths of the sea; to notice all remarkable phenomena which may serve to characterize particular regions of the ocean, more especially the direction, the velocity, the depth, and the limits of the currents. Special instructions also are given to whalers to note down the regions where whales are found, and tlie limits of the range of tlicir difterent species. A scheme for taking these observations regularly and systematically was submitted by Lieut. Maury to the Cliief of the Bureau of Ordnance and Hydrography, in 1842, and instantly adopted. Detailed instructions were given to every American shipmaster, upon his clearing from the Customdiouse, accomivinied by a recpaest that they would transmit to the proper office, after their return from their voyage, copies of their logs, as ftir at least as they related to these observations, with a view to their being examined, discussed, and embodied in Charts of the Winds and Currents, and in the compilation of Sailing Directions to every port of the globe. For some years the instructions thus furnished received very little attention, and very few observations were made or connnunicated ; the puljlication, however, in 1848, of some charts, founded upon the discus- sion of the scanty materials wliich had come to hand, or which could be collected from other sources, and which indicated much shorter routes than had hitherto been followed to Eio, and other parts of South America, was suliicient to satisfy some of the more intelligent shipmasters of the object and real importance of the scheme, and in less than two years from that time it had received tlie cordial co-operation of the masters of nearly every ship that sailed. At the present time, there are nearly 1,000 masters of ships who are engaged in making these observations; they receive ireely in return the Charts of the Winds and Currents, and the Sailing Directions which are formed upon them, corrected up to the latest period. " Short as is tlie time that this system has been in operation, the results to which it has led have proved of very great importance to the interests of navigation and commerce. The routes to many of the most frequented ports in difterent parts of the globe have been materially shortened ; tiiat to San Francisco, in California, by nearly one-third. A system of southwardly monsoons in the ecpiatorial regions of the Atlan- tic and on the west coast of America has been discovered; a vibratory motion of the trade-wind zones, and with their belts of calms and their limits for every month of the year has been determined ; the course, bifur- cations, limits, and other ]ilienomena of the great Gulf Stream have been more accurately defined, and the existence of almost equally remarkable systems of currents in the Indian Ocean, on the coast of China, and on the North-western coast of America and elsewhere has been ascertained. There are, in fact, very few departments of the science of meteorology and hydrography which have not received very valuable additions ; whilst the most accurate determination of tljc parts of the Pacific Ocean (which are very limited METEOROLOGICAL OBSEKVATIONS AT SEA. 39 in extent) where the sperm-whale is found, as well as the limits of the range of those of other species, lias contributed ygtj materially to the success of the American Avhale fishery, one of the most extensive and productive of all the fields of enterprise and industr3^ "The success of this system of co-operative observations has already led to the establishment of societies at Bombay and Calcutta, for obtaining, by similar means, a better knowledge of the winds, currents, and the course of the streams of the Indian seas. " But it is to the Government of this country that the demand for co-opieratiou, and for the interehan"'c of observations, is most earnestly addressed by the Government of the United States ; and the I'resident and Council of the Eoyal Society express their hope that it will not be addressed in vain. " We possess in our ships of war, in our j^aeket service, and in our vast commercial navy, better means of making such observations, and a greater interest in the results to which they lead, than any other nation; for this purpose, every ship which is under the control of the Adniii'alt}- should be furnished with instruments properly constructed and compared, and with proper instructions for using them. Similar instructions for making and recording observations, as far as their means will allow, should be given to every ship that sails, with a request that they will transmit the results of them to the Hydrographer's Oflfice of the Admiralty, where an adequate staff of officers or others should be provided for their prompt examination, and the publication of the improved Charts and Sailing Directions, to which they would lead ; above all, it seems desirable to establish a prompt communication with the Hydrographer's OflBce of the United States, so that the united labors of the two greatest naval and commercial nations of the world may be combined, with the least practicable delay, in promoting the interests of navigation. " The President and Council refer to the documents which have been sul)mitted to them, and more especially to the ' Explanations and Sailing Directions to accompany Wind and Current Charts,' prepared by Lieutenant Maury, for a more detailed account of this system of co-operative observations, and of the grounds upon which they have ventured to make the preceding recommendations." Moreover, at the last meeting of the British Association, held a few weeks ago, its President, in his address remarked: "The activitj' which has prevailed so greatly of late, in the collection of meteorological data, has been almost exclusively confined to that portion of the surface of the globe which is occupied by land, although the portion covered by the ocean is not only much greater in extent, but is also better suited for the solution of several meteorological problems. "Many striking examples might be adduced to show that it is systematic direction, and not individual zeal, in naval men, which has been wanting; a7id it has been, therefore, with great satisfaction, that meteorologists have learned that a proposition has been mack, from the United States Government, conjointly, and in co-operation, for a system of meteorological observations to be viade at sea, in all ships belonging to the naval service of the two countries, and sufiiciently simple to be participated in by the merchant service also. "In a partial trial which has already been made in the United States, it has been found to produce results which, exclusive of their scientific bearing, are of great importance to the interests of navigation and 40 THE WIND AND CURKENT CHARTS. commerce in materialhj shortening jMssagcs, by the knowledge of prevailing winds and cnrrents, at pai'ticular seasons." " The practical advantage arising from the co-ordination of the observations in the Ilydrographic Office of the United States, and the circulation of the Charts of the Winds and Currents, and the Sailing Directions formed on them, have been such, and so appreciated, that there are now, as is stated, more than 1,000 American ships engaged in malcing them. The request for British co-operation in an undertaking so honorable to the country in which it originated, was referred in the Spring of this year by the Earl of Malmesbury to the President and Council of the Royal Society for a report. * * * * * Doubtless, we can now estimate only a small part of the advantages which terrestrial physics, as Avell as hydrography and navigation would derive from the concurrent exertions of the two great maritime nations, in the way which has been pointed out." Such are the reasons and the circumstances which induce me to recommend an abandonment, for the present, of the land portion, and to urge farther action with regard to that which includes the sea. This meets the ajiproval of all who have expressed opinions with regard to it; many, great, and obvious are the advantages which it promises to navigation and commerce, and all that seems wanting now to get it fairly under way is the adoption of the necessary preliminary arrangements. These relate chiefly to the subjects of observations, the instruments to be used, and the modes and methods of making the observations and of treating them. The abstract logs, as the forms used by the American shipmasters for making and recording observations at sea, for this office, are called, were intended principall}'' for the commercial marine; and therefore they only embrace such objects, and require only such instruments as the masters of American merchant vessels generally are accustomed to use and to make. These observations have lieen carried far enough to show the great need there is for nicer instruments, for more accurate observations, and for including among the objects to be observed, certain things which are generally passed over unobserved by navigators. As it is desired, therefore, that the navies of all maritime nations should co-operate and make these observations in such a manner, and with such means and implements, that the system may be uniform, and the observations made on board one public ship be readily referred to and compared with the observations made on board all other public ships, in whatever part of the world; and moreover, as it is desirable to enlist the voluntary co-oi?eration of the commercial, as well as the military marine of all nations, in this system of research, it becomes not only proper, but politic, that the forms of the abstract logs to be used, the description of the instruments to be employed, the things to be observed, with the manipulation of the instruments, and the methods and modes of observation, should be the joint work of the principal parties concerned. Wherefore, in discussing the requisite forms and instructions fir this purpose, I should be glad to have the assistance in counsel and- advice of the most eminent navigators. For these rea.soiis, I request that the Board of Admiralty, and the Ministers of Marine of France, METEOROLOGICAL OHSEKVATIONS AT SEA. 41 Eussia, Holland, Denniai-k, Sweden, and Prussia, be invited, cacli, to ajipoint fur this purpose an offieer, to meet nie at sucli time and plaee as shall be agreed upon. Respectfully, &c., l\. V. MAURY, Litui. u. s. y^">''j. lion. John P. Kennedy, Secrctarij of the .^'uri/, WunliiiKjlon. Invitations Avore thereupon issued by Mr. Everett, the Secretary of State; and accordingly a, maritime conference, for the purpose of devising a uniform plan of observations at sea, met in Pi-lisscIs, Tuesday the 23d of August, 1853. It consisted of representatives from Portugal, France, England and Belgium, Denmark, Sweden and Norway, and from Russia, Holland, and the United States. My letter of appointment, which bears date, U. S. Navy Department, 8th July, 1853, under the signa- ture of the Hon. J. C. Dobbin, Secretary of the Navy, says : — " By your letter, addressed to this Department under date of the 18th ultimo, I am infonned that the Emperor of Russia, and the kings of Sweden, Norway, Holland, and Denmark, have each signified their acceptance of the invitation to appoint an officer to confer as to the details of a uniform system of observa- tions at sea, or that they manifested a disposition to accede to the proposition, so soon as the time and place for the conference should be named. "The Department having approved of your suggestion as to the place and time of meeting, viz: Brussels, and Tuesday the 23d of August next, you are hereby appointed, on the part of the Navy De- partment of the United States, to meet the representatives of other navies in conference upon the subject of a uniform system of observations on board of vessels of war at sea ; and, for this pui-pose, you will proceed to Brussels, where you will endeavor to arrive by the day named for the meeting." The Belgian Government, acting up to the enlightened views for which it is deservedh' celebrated, admitted this conference to its capital with marks of the most friendly consideration. A place of meeting in the Hotel of the Minister of the Interior was kindly ofiered, and every facility for conducting deliberations and for publishing accounts of proceedings was afforded by command of his Majesty, the King of the Belgians. It will be observed from my letter of instructions, quoted above, that the object of this conference was to devise "a uniform system of observations on board VESSELS OF war at sea;"' that it did not refer to the land, nor was it intended to prcscrlle a form for merchantmen, though it luid for its object their co- operation. I had, after arriving at Brussels, reason to regret that the proposition to include the land also, and make the plan universal, had been withdrawn, or rather, temporarily abandoned. In my letter of November 6, 1852, to the Secretary of the Navy (p. 36), I had, in deference to the views expressed by the President and Council of the Royal Society of London, in their report of May, 6 42, THE WIND AND CURRENT CHARTS. 1852 (p. 83), to Mr. Addington, recommended (p. -iO), " an abandonment, for the present, of tlie land portion" of the plan. But when I arrived at Brussels, and came to compare notes, I found reason to believe that the Presi- dent and Council of the Eoyal Society, in their report to the British Government, were mistaken in their opinion as to the light in wliich some of the most distinguished European meteorologists at least would regard the proposition for the establishment of a universal system of meteorological observations. M. Quctelet exceedingly regretted that he had been quoted on that occasion, as one opposed to such a system. On the contrary, he thought that much good would come of a system of observations Avhich should secure the co-operation of meteorologists both by sea and land. So far from being opposed to it,, he avowed himself as an ardent friend of the measure, and thought if the land feature had not been temporarily abandoned that it would have met Avith decided success. He was of ojiinion, moreover, that Dov^ also, and Kriel too, would both favor so grand and beneficent a proposition as was that to bring both the laud and the sea I'cgularly within the domains of systematic nieteoi'ological research. I had the pleasure to receive, also, while at Brussels, a letter from the eminent Russian meteorologist, Kupffer, expressing the 0|iinion that his Government stood ready to co-operate, throughout her extensive system of meteorological observatories, with the plan proposed by the conference for the sea, should the conference think jiroper to invite such a co-operation. This communication was received with much satisfaction by the Conference. But the co-operation was, not invited, simply because the members thought they had no authority to include the land, and that, to invite co-operation there, would, be travelling out of the record. I also received, while in Brussels, official information that the Government of Her Majesty, the Queen of Portugal, had appointed Doctor Guilherme J. A. D. Pegado, Professor of Physics in the Polytechnic School of Portugal, to confer with me ujion the subject of "a iiniversal system of meteorological. observations."* Captain James, R.E., one of the British representatives at the Brussels Conference, informed me that Spain had actually sent to England for tlie standard instruments, &c., requisite for such a system of observations. She exjiressed herself in favor of it. Also M. Ballot, the enterprising meteorologist of Holland, declared himself, both by letter and after- wards in person, when I had the pleasure of making his acquaintance in Amsterdam, earnestly in favor of such a system. The Meteorological Society of Great Britain has, through its officers, also declared, in favor of the proposition. The French Academy of Sciences entertained in tlie most favorable manner the proposition, as it. * Extract frmn Dr. Pegadn's letter, rcccivcil nt r.riissel.8: " Le Gouvernement Je S. M. la Ueinc du Portugal, a bien touIu me fairc la grace dc me charger de I'honorable mission de recevoir vos ordres en tout ce qui concerne le haut sujet du systfeme universel dcs observations m^tdorologiques, et son application ,aux — Wind and Current CTarts— svijet, auquel vous avez, Monsieur, je le dis avec le plus grand plaisir, unc si grande part de gluire.'' UNIVERSAL SYSTEM OF METEOROLOGICAL OBSERVATIONS BY SEA ANJ) LAND. 43 originally came from this ofTicc, in 1851, viz: to iucluilc tlie sea, and make the plan universal. In proof of tbis, I quote two letters from M. Jomard, tlie distinguished French savant, to Itobert Walsh, my esteemed friend and fellow-citizen: — Paris, Fehmary 1, 1852. Esteemed and Scientific Friend : I have read with lively interest the project of having meteoro- logical observations made simultaneously, and in a uniform plan, by all enlightened nations. Far from having objections to put forth, I have only praises to offer for the advances which your compatriots have made towards uniting in one combination the partial results, which, scattered about, and from want of a cordial and common understanding, would never bear much fruit. The reason is evident ; it is, that meteorological phenomena commonly embrace large extents of country, covering the territories of several nations. The adoption of such a plan has, moreover, the great advantage of drawing closer the bonds of union among the peoples. In fine, it would be opening the way to the establishment of a periodical scientific congress, which I have long desired, in order to regulate the scientific inrpiiries wliieli interest all civilized people. You are perhaps au'arc of what I have written on the uniformity to be introduced in the units of measure, in nomenclature, in the expression of altitudes, &c. No one, therefore, can rejoice more than I at seeing the commencement of operations of a system of meteorological labors. But as I have expressed the wish that Baron Yon Humboldt were put at the head of the reform, he it is again to whom we must look to take in hand the meteorological work. And there is another reason yet more urgent ; the Baron Humboldt is the very man who has caused, by the weight of his name, the establishment of magnetic observatories in twenty different regions among all kinds of people; his enterprise has- continued for twenty or thirty years ; I had myself the pleasure of seeing one established at Cairo ; at the other cxtreuiitv of Africa there is another of these stations ; there is even one in Australia. It is, then, under his patronage you should place the matter which now occupies your scientific compatriots and the learned of England. His name, and that of M. Arago, will cause success to the proposed institution. It is sufiTicient to say that my name ought not to ajijjear in the confidential letter of M. Maury, to whom I am for the rest well known. You can say to him that no one appreciates more than I do the merits of his Charts of ^Ylmh and Currents, and the immense service he renders to navigation and the conamercc of all people — what do I say? — to humanity and to civilization. In the magnetic stations of Baron Humboldt, they make all the meteorological observations. They note at all times the pressure of the atmosphere; the temperature and hj'grometrical state of the air; the quantity of rain; the force, intensity', and direction of the wind; the declination and intensity of the magnetic needle. All this is well known in England. They are also there occupied with electrical phenomena, which play so great a part in the constitution of the atmosphere. It is by the combined study of all these elements that we are to discover laws, if this be possible. An engineer of roads and bridges, M. Morin, has established for this object an extensive correspondence these twenty-five or thirty years, and has published successively this meteorological correspondence. 44 TIIK WIND AND CURRENT CHARTS. I see by tbe letters of MM. Webster and Graham tliat they do not say a word of the European conference, an idea suggested in the report of M. Maury; but this should not hinder our progress. It is not probable that your Government will disavow a thought as ivise as nsefiil. I hope, Monsieur and friend, that all the above may meet with your approval, and that you will not blame me for answering so much at length, and not limiting myself to a "cast mine eye over the inclosed letter." Thousand thanks for your indefatigable and effectual kindness. JOMARD. Mnuday JtJreninij, FvJiruar)/ 9, 1852. Monsieur and Friend: I hasten to inform you that the Academy of Sciences, in its session of to-day, and upon motion of M. Arago, has apjjointed a committee to make a report upon the project of establishing a uniform method of meteorological observations vjmn both land and sea, embracing the question of an interna- tional conference, so admirably suggested by your scientific compatriot M. Maury. M. Arago has entered into the interesting details, and rendered a deserved tribute to the American observers. (To Mr. Walsh.) JOMARD. "My friend Mr. ^Faury," says Walsh, in his superserijition to the note, "will see by the above that the affair is launched. I put his letter to me into the hands of Arago, after having submitted it to M. Jomard." That great and wise man cherished, until his death, the project for a universal system of observations. The Avish was dear to his heart. Indeed, but a few weeks before his death, he is said to have intimated disappointment and regret that the Brussels Conference was not upon a more comj^rehensive plan. The members of the Maritime Conference, at Brussels, without exception, each expressed himself in fixvor of a system of meteorological observations more comprehensive than that which they were devising for the sea. They saw the necessity and admitted the importance of a i)lan which, including both sea and land, should become universal. They seemed one and all to be of opinion that it would not be diflicult to devise a plan which would secure the co-operation of meteorologists on shore and afloat, and thus cause to be occupied the whole field of meteorology, with a corps of observers acting in concert and working together, for the promotion of science and the good of tlio world. In virtue of the authority given to me by the Secretary of the Navy, in his letter of December 6, 18.")1 (p. 22), I hastened, iji December of that year, to address notes to the proper functionaries of or in Great Britain, France, Prussia, Russia, Spain, Denmark, the Pontifical States, Turkey, Belgium, Austria, The Netherlands, Sweden and Norway, Two Sicilies, and Parma, Portugal, Sardinia, Guatemala, Brazil, Argentine Republic, Chili, Mexico, Nicaragua, Venezuela, Peru, New Granada, Bavaria, Sandwich Islands, China, Ecuador, and the East Indies, requesting that some one should be appointed by the Government of UNIVERSAL SYSTEM OF METEOROLOGICAL OBSERVATIONS BY SEA AND LAND. 45 each of the above-named countries, with wliom I might correspond and confer touching a universal system of meteorological observations. The East Indian Company rejjlied to the effect that its co-operation had already been pledged to the British Government, in the plan proposed by Captain James to the Inspector-General of Fortifications. But Piddington, of Calcutta, is in fovor of the more comprehensive system. So too is Buist, of ]^ond)ay. And as farther evidence as to tlic interest Avhicli meteorologists and navigators in that important part of the world feel with regard to this subject, I may mention the fact that, at the Mauritius, a meteorological society has been organized under the most favorable auspices, and that it has set most enthusiastically and actively to work, with the avowed intention of co-operating with us here, in the system whicli relates to the sea. Meldrum is zealoiisly lending his valuable assistance to this plan, and he has, in the ]iersons of two gallant young officers, noble seconds, wlio are pledged to devote their energies, wliicli are most promising, to the cause. The mercliants and others, of Bombay, also, backed by the Geograjihical Society of that plai;e, have raised monev, and liave now in process of coiistruction, a set of charts for tlie Indian Ocean, a la "The Wind and Current Charts" of this Ofiice. But for the casualty of disease by the way, India would liavc lieen represented in tlie Maritime Con- ference of Brussels, thus assuring us of the interest she feels in the matter. Dr. Buist attended the last meeting of the British Association, at Hull. Iia a letter, which I had the pleasure to receive from him, dated October 3, 1853, he says: — * ■" * '■■ " I pointed out to the good folks at Hull, that we liad estimated in India that charts such as yours, for tlie Eastern sea.s, would save us from a quarter to half a million annually, and tliat the entire charge proposed to be imposed on the Treasury of Ihigland, would probably be covered by the saving effected to conmierce in a single week or da}'.'' * * * * * * * * Tliis is but one-half of the system; it relates only to the sea. Include the land, and you gre.atly in- crease the value of the results. No reply, as might have been expected, came either from the Sultan of Turkey or the Emperor of China, with regard to this national invitation. But the American Board of Foreign Missions stand ready, I feel assured, with its able, faithful, and diligent corps of missionaries, uot only in Turkey and China, but in all other heathen or pagan lands, to lend us a most powerful co-operation. So too, I suppose, would the mis- sionaries from all the States of Christendom be found willing and ready co-operators in an enterprise which, like their own sacred calling, has so many benign influences to recommend it to the friendly notice of good and wise men. The Holy See, with that enlightened regard for the advancement of science which marks his reign, at once accepted the invitation, and appointed my excellent friend Secchi, the distinguished Director of the Observatory at Kome, to confer with me upon the subject. Secchi is decidedly in fevor of the most comprehensive system of meteorological research. lie takes the same view that other friends of the measure take with regard to the advantages to be derived from a general congress of metc^ornlogists. 46 THE WIND AND CURRENT CHARTS. Enlist His Holiness in this cause, and we Lave one of the most powerful — if not the most powerful — meteorological allies that the world affords. Eoman Catholic missionaries, Roman Catholic colleges, institutions of learning, charity, and religion, dot the islands of the sea, and embellish the savage face of the earth. The intimation of a wish, the hold- ing up of an example from Eome, would convert all these institutions and stations into so many centres of observation, and these people into a most able corps of observers, a most efficient body of co-operators. Sardinia, in response to the invitation, aj^pointed the Royal Academy of Sciences at Turin, and Pro- fessor Bancalari, of the University at Genoa, to confer farther as to the matter. Brazil named the Director of the Observatory of Rio de Janeiro, and Dr. A ]\ranoel de Mello. Chili appointed the President of the University of Santiago. Peru was willing to join in, and New Gra- nada actually sent Senor Justo Aroscmcna to Washington, to confer with me the more fully upon this in- teresting subject. Indeed, the two Americas, both North and South, may be set down as decidedly in favor of the uni- versal system. As I write, I receive communications from the Chilian Minister and the Dutch Consul-General, informing me what Chili and Holland have done, and are disposed to do, towards carrj^ing out the measures in hand. Extract of a Letter from Senor Carvallo, Envoy Extraordinary and Minister Plenipoterdiary of Chili, dr. to Lieut. Maury. "Chilian Legation, Wasliinrjton, Kovemher 12, 1853. " I have been especially requested by Mr. Vidal, the Secretary of War and Navy in Chili, to return you his sincere tlianks for the valuable jiresent that you addressed through me to his Department, of a set of trade-wind charts, whieli he did not receive but a few months since, in consequence of the long delay in Peru of the vessel that conveyed it. "Mr. Vidal, or any other Secretary who may succeed hirn, will be always ready to second your wishes in relation to the observations you have suggested to our Navy, or in any other way that might promote the advancement of the important sciences to which you have devoted so successfully your talents and efforts." Letter from J. C. Zimmerman., Esq., Consul-General of the Netherlands, to Lieut. Maury. "New York, Novemler 17, 1853. "I have been requested by Ilis Excellency, the Minister of Marine at the Hague, in a letter dated 31st October, to communicate to you, that, conjointly with 11. E., the Minister of the Interior, they have in con- templation to establish a Meteorological Institute, and that they indulge in the expectation that it will soon go into operation. " In consequence thereof, the College Zeemans hoop of Amsterdam, and the Society for the Promotion of Navigation at Rotterdam, liave been invited to urge the owners or agents of Netherland vessels to send JIETEOROI-OCaCAL OBSERVATIONS AT SEA. 47 the journals (log-books) of tlieir vessels to the Department of tlie Interior, where Lieut. M. 11. Janseii, of n. M. Navy, will be directed l)y me to extract therefrom wliulever may appear to be useful for the service of meteorolog3^" Also the Baron Von Grabow, of the Prussian Legation, has called to explain wliy Prussia was not represented at the Brussels Conference. It was owing to the circumstance that notice of the Conference was not, through some miscarriage, received in time. lie, however, w\as authorized t(_) pledge the co-opera- tion of Prussia in giving eftect to the recommendation of that body, and asked to be supplied with the Charts, Sailing Directions, and other necessary documents. The missionaries would bring in Africa with the East, and many a savage isle of the sea. The only unfavorable — if that can be called unfavorable — reply received, to these first invitations, was from Lament, of Bavaria. That no injustice may be done him, I quote his letter, and I think that the friends of the move will see with me no determined hostility, or even any very decided opposition there to the plan. lie thinks his own plan and his own forms are very good, and there is none to dispute that they are so. lie Avould be pleased to see all other meteorologists adopting them, and so far as that would make the plau universal, he is certainly in favor of the universal system. The objections wdiieh he raises are founded chiefly upon the difSculties which, in his opinion, we should find in getting a universal system of meteorological observations under way. But he did not know the extent to which these apprehended diffi- culties seem to have disappeared. Munich, February 8, 1852.. Dear Sir: I have just I'eceived your communication of Dccendjer 29, 1851, and will answer it imme- diately. In the first place, I have to inform you that the documents relative to a universal svstem of meteorological observations had been communicated to our Government about three months ago, by the British Minister residing at Munich. The course followed by our Government in all similar matters was followed on this occasion alsii, and the documents were sent to the Academy. As I have the superintend- ence of the meteorological observations made in Bavaria, and am the only member of the Academy who is directly concerned in this matter, I had to report on the subject. Now my opinion concerning this " universal system of meteorological observations," as far as regards Bavaria, is : — 1. That a change in our system of observations, the addition of new instruments, &c. is in no way necessary ; since the observations, carried on in the present form, will answer the different purposes to be attained by the " universal system." 2. That although the number of stations in Bavaria is, in proportion to the extent of the country, greater than in most other countries, yet it seems expedient to extend the system as much as possible, and especially to have observations made at certain railway and telegraph stations, particularly as such ob- servations may be made without inconvenience or additional expense. 3. That it is necessary to publish the whole of our observations at the end of each yeai', and that a sufficient fund must be provided for this purpose. 48 THE WIXD AND CURRENT CHARTS. This in general is the substance of my report, which has been laid before the Government by the Academy. I have communicated the contents of yonr letter, and the " currespondenee" inclosed in it to the Academy, stating it at the same time as my opinion that, since the subject has already been fully discussed, it does not seem expedient to take any further steps till the resolution of Government with regard to the former report is known. For tliis reason, I am also persuaded that a direct application to the Bavarian Government on your part would, at present, be of no avail ; if, however, you have any communication to make, the only proper way will be to have it sent, by tlie Secretary of Foreign Affairs, to some one of the American Consuls in Bavai'ia, who will deliver it to our Foreign Minister. Believe me, dear sir, yours vety sincerely, LAM(3NT. P. S. After having linished my letter, it occurred to me that it might be expedient to add a few words with regard to the arrangement and superintendence of meteorological stations. The first, and most extensive plan, was formed by the " Societas Palatina," in 1780 {vide Introduction to the first vol. of the Ephemerides Societalis PalaUna), but it never could be i)nt fully into execution, owing to the reluctance, both of meteorologists, properly so called, and amateur meteorologists, to place themselves under the com- mand, either of an individual, or of a society. In Germany and in France, numerous plans have been brought out since 1780, all to very little purpose. About twelve years ago, I myself entered upon the same cai'eer, and the result, upon the whole, was equally unsatisfactory. I am fully persuaded that it is impos- sible to form anything like a " well-disciplined corps" of observers except in Russia. My own plan now is to give only very few and very general directions, and then, by private correspondence, and by visiting personally the different stations, to attain uniformity as far as possible; in this manner I am getting on very well. What the effect of a " conference" would be, may be seen by the " Magnetic Conference" at Cam- bridge (England) in 1845 ; when the members of the conference returned home, every one followed his own plan, and did what he pleased. I hope to send you in some months a " Report" on the state of our Observatory (containing at the same time a full detail of our system of observations), where you will find a number of facts relating to meteorological affairs. The observations made at the Meteorological Observa- tory of Hohenpersenberg, from 1792 till 1850, are just published; you shall receive a copy by Mr. Fliigel, together with a memoir that I have lately published, containing a description of the new instruments em- ployed at the Munich Observatory. L. The course which the Governments of Great Britain, France, Russia, Holland, and the United States, Belgium, Denmark, Sweden, Portugal, Norway, and Prussia, adopted with regard to the Maritime Con- ference at Brussels, affords grounds for the belief that these powers, at least, would favor any reasonable plan by which a universal system of meteorological observations may be brought about. Suffice it to say, that no system can become universal unless it be backed by the influence and the power of such governments. METKOKOLOGICAL OIJSEKVATJONS AT SEA. 49 Since tlic above was written, I liave had the lionor to receive the following note, whicli encourages the belief that the good offices and friendly co-o[)eration of Spain will not be wanting. Spanish Legatiox, WAsniNGTON. Sir : In compliance with instructions from Ilis Excellency Don Angel Calderou de la Barca, Iler Majesty's Urst Secretary of State, under date of the 11th ultimo, I have the honor to communicate to you, in the Queen's Eoj'al name. Her Majesty's thanks for the invitation to detail an officer of Iler Xavy, to be present at the scientific conference recently held at Brussels ; and at the same time to cxpi'ess the desire which Her Majesty feels to be informed of the result of the deliberations of that body, in which, owing to accidental circumstances, the Spanish Marine was not represented. I am, sir, with high respect, your obedient servant, • JOSE Ma. MAGALLON. The Brussels Conference did not pretend to prescribe any series of observations for merchantmen. They arc the amateur meteorologists of the sea ; their assistance is valuable, and their hearty co-operation greatly to be desired. But inasmuch as the power to comjiel merchant captains to keep an abstract log, according to the form prescribed, and with proper instruments, is not the same in all countries; and inasmuch as the relations between the merchant captain and his government are both special and peculiar according to the flag under which he sails, it was deemed wisest and best to leave it to each government to select the columns from the abstract log proposed, which its merchantmen should be required to fill. Not so with the men-of-war. Here the government has but to command, and it is done. So, too, with the meteorologists on the land. The great body of them also is made up of amateurs. But governments have their military posts, their light-houses, hospitals, institutions of learning, observa- tories, and other public establishments answering to men-of-war, where meteorological observations have already been instituted, or where they may be instituted almost without cost. Meteorological observations, whether made by sea or land, unless they be discussed, properly co-ordi- uated, and published, are possessed of very little value to the world. . Now, in most governments, there is provision already made for discussing and publishing such observations as are made at the government establishments, and it is to governments that we must look chiefly for preliminary discussions and early publications. The most liberal and enlightened offer on the part of the Secretary of the Navy, to furnish with a set of "Wind and Current Charts, every merchant captain, whatever be his flag, who will assist in collecting materials for them, secures the co-operation of this most able and efficient class of observers in carrying out the system of observations at sea, as recommended by the Brussels Conference. A similar offer on the part of each government to its own amateur meteorologists, with regard to the observations on the laud, would not fail to secure for the proposed universal system the hearty co-opera- tion of this class also. 7 50 THE WIND AND CURKENT CHARTS. Meteorological obsei'vations wliich, after being made, remain in pigeon-lioles without lieing publislied, bad almost as well, all will admit, so far as the world is concerned, not bave been made. And meteorolo- gical observations, though never so well made at an isolated station, and though they be ably discussed and duly published, yet even they are possessed of comparatively little value, unless they be compared and grouped with others made under like circumstances in other parts of the world. "When this is done, then their true value begins to appear. The whole earth is surrounded with meteorological agencies, which have a direct bearing upon its pro- ductions, its climates, and the well-being of all its inhabitants. All of its people are equally interested in the interjn-etation of the laws which govern those subtile agencies, and therefore it is meet and proper that all nations should unite in one general effort rightly to read them. So far as the sea is concerned, this has been done. A joint national and individual co-operation has been established, and, in consequence of its establishment, legislatures have not been called on for additional and heavy appropriations, or for any grievous or new imposition of taxes ; neither have citizens or subjects been subjected to any new system of taxation to carry on a Avork whicli all are willing to support. Now, so far as the land is concerned, each government may obtain the ready and willing co-operation of its own citizens or subjects who arc engaged observing as amateur meteorologists, and that too at a cost still more trifling than that by which the ocean has been brought regularly \\athin the domains of meteor- ological investigation. Every State in Christendom already has one or more meteorological observatories, from which published observations are issued to the world at occasional or stated intervals. Now, should a universal system be adopted by these States, every government may procure amateur co-operation within its own borders to any extent, and at no greater cost than that of a printed copy of its observations to each one of its own citizens, who would provide himself, at his own expense, with the requisite instruments, and who would make the observations according to the prescribed form, and return them to the proper office for discussion and publication. This is what the United States have done with regard to the observations at sea — two-thirds of the whole meteorological field of the earth. — -There, the merchantmen are tlie amateurs ; and by offering them, for their co-operation, a copy of the nautical works which their observations help to make, the ocean has become literally dotted with floating observatories, already fitted with instruments, and furnished with observers at private charge. So, too, au}^ required number of free volunteer co-laborers on the land, m.ay be enlisted in this general field of research, merely by the ofier, on the part of their government, to give them a copy of the published works which their observations may help to make. These amateurs would not. in many cases probably be able to furnish their observatories with complete sets of self-registering instruments ; but as to the ordinary instruments there can be no doubt, and would be no difficulty. METEOROLOGICAL OiiSEUVATIONS AT SEA. 51 Who shall take up this subject and become its champion? My field is the sea; and though many of the observations that arc made there suggest, in urgent terms, the importance which corresponding observations oii shore, and concert among observers on the land, ■would be to us in our system of research, yet I am not clear as to the propriety of my taking any very active initiatory part with reference to the assembling of a general meteorological congress, for the purpose of devising a system of observations which, embracing both sea and land, shall be universal. I hope the matter will be taken up by abler and stronger hands by far than mine. Eeturning from this review as to a general conference among meteorologists, to the proceedings of the Brussels Conference, wdth regard to the form of an abstract log for merchantmen, it was understood that the powei's of the Conference did not extend beyond men-of war, and that the officers of the various navies therein represented were better judges than the Conference could be, as to what observations, and what part of the man-of war log, the merchantmen of his country could or would undertake. These principles and data were, however, laid down as indispensable, viz : 1. Every log of every co-operating merchantman, whatever be his flag, must give at the least the longitude and latitude of tlic ship daily ; the height of the barometer, and the readings of both the air and the water thermometer, at least once a day; the direction and force of the wind three times a day, first, middle, and latter part; the varia- tion of the compass occasionally; and the set of the current whenever encountered. 2. That these observa- tions, to be worth having, must be accurately made, and that as every thermometer and every barometer has its sources of error, consequently every shipmaster, who undertakes hereafter to co-operate witli us, and keep an abstract log, should have his barometer and thermometer accurately compared with standard instruments, the errors of which have been accurately determined. These errors the master should enter in the log ; the instruments should be numbered, and he should so keep the log as to show what instrument is in use. For instance, a master goes to sea with thermo- meters Nos. -1:719, 1, 12, &c., their errors having been ascertained and entered on the blank page for the purpose in the abstract log. He first uses No. 12. Let it be so stated in the column of Kci narks, when the first observation is recorded, thus: thermometer No. 12. During the voyage, No. 12 gets broken, or for some reason is laid aside, and another, say 4719, is brought into use. So state, when the first observa- tion with it is recorded, and quote in the column of Eemarks the errors both of Nos. 12 and 4719. Now, with such a statement of errors given in the log, for each of these instruments, according to its number, the observations may be properly corrected when they come up here for discussion. It is as rare to find a barometer or a thermometer that has no error, as it is to find a chronometer without error. A good thermometer, the error of which the maker should guarantee not to exceed in any part of the scale 1°, wdl cost in the United States not less than §2, perhaps $2 50. The errors of thermometers sometimes are owing to inequalities in the bore of the tube, sometimes to errors of division on the scale, &c. Therefore, in comparing thermometers with a standard, they should be compared at least for every degree between melting ice and blood heat. The hours at which observations are most important are denoted by large figures; and the columns 52 THE WIND AND CURRENT CHARTS. wliich it is most important for merchantmen to fill up are marked in the Brussels form, given in the abstract log ; (a) for those which are indispensable ; (/') for the next most imjDortant ; (c) for the next, and so on. We are now about to turn over a new leaf in navigation, on which we may conlidcutly expect to see recorded much information that will tend to lessen the dangers of the sea, and to shorten the passage of vessels trading upon it. We arc about to open in the volume of Nature, a new chapter, under the head of Marine Meteoro- logy. In it are written the laws that govern those agents which " the winds and the sea obey." In the true interpretation of these laws, and the correct reading of this chapter, the planter as well as the merchant, the husbandman as well as the mariner, and States as well as individuals, are concerned. They have a deep interest in these laws. For with the hygrometrical conditions of the atmosphere, the well- being of plants and animals is involved. The health of the invalid is often dependent upon a dry or a damp atmosphere, a cold blast or a warm wind. The atmosphere pumps up our rivers from the sea, and ti'ansports them through the clouds to their sources among the hills ; and upon the regularity with which this machine, whose motions, parts, and offices we now wish to study, lets down that moisture, and the seasonable supply of rain which it furnishes to each region of country, to every planter, and upon all cultivated fields, depend the fruitfulness of this country, the sterility of that. The principal maritime nations, therefore, have done well by agreeing to unite upon one plan of observation, and to co-operate with their ships upon the high seas with the view of finding out all that patient research, systematic, laborious investigation may reveal to its concerning the winds and the waves. Accordingly, every one who uses the sea is commanded or invited to make certain observations; or in other words, to propound certain queries to Nature, and to give us a faithful statement of the replies she may make. Now, unless we have accurate instruments, instruments that will themselves tell the truth, it is evident that we cannot get at the real meaning of the answers that Nature may give us. An incorrect observation is not only useless of itself, but when it passes undetected among others that are correct, it becomes worse than useless ; nay, it is mischievous there, for it vitiates results that are accurate, places before us wrong premises, and thus renders the good of no value. With this explanation to that gallant corps of American shipmasters who are co-operating with me, the results of whose labors are seen in the works of this office, I appeal to their sjDirit and their pride, and leave it for each one to decide what additional instruments he will take with him to sea ; Avhat columns of the new log he will undertake to fill, and at what other than the usual hours he will observe. I leave this to their intelligence and their judgment, in the full confidence that, when the next mari- time conference meets to compare notes, and discuss new points, he who has the honor to represent our country there, will not be ashamed to lay the contributions of the American merchant marine before the meeting, or to see them compared with the most choice of tlie best from other flags. METEOROLOGICAL OBSERVATIONS AT SEA. 53 Autl that each one may liavc it in his power to contribute according to his inclination and abiiity, I give, in a subsequent part of this work, the form of the man-of-war log; and luider it, on the same page, the form of the abstract log, for the merchant service. I call this the log for the merchant service, because the observations called for in it are a miniinton. Every merchant captain who wishes to co-operate with us, must furnish at least what the blanks of that form call for, in order that he may be entitled to the Charts, and these Sailing Directions. There are many clever men in the merchant service who have been co-operating with me from the beginning ; and there are many more who are ready, willing, and competent to give all the information that the most complete man-of-war abstract calls for. To all such, I shall be most happy to furnish man-of-war blanks. Abstracts according to this form are wanted for all parts of the ocean, and for every sea, and particu- larly for the China Seas, the Indian and Pacific Oceans. There is a promise of much activity among friends in the East Indies, and of many valuable materials thence for the construction of charts. In 1851, a meteorological society was established at the Mauritius, under the especial patronage of the enlightened Governor, Mr. Higginson, and with the indefatigable Meldrum for secretary. This Society is rendering most important services to the cause ; it is avowedly co-operating with us, and it makes it a regular part of its duties to collect the abstract logs of vessels arriving at that important meteorological station. Since 1839, Piddiugton has been at work in Calcutta, almost solitary and alone, till now. He has, however, collected a vast amount of information concerning storms, from which his cyclonology has sprung. At Madras, there is a well-founded meteorological observatory under the charge of Major Jacob, an officer of distinguished merit and high attainments. Sir Henry Pottinger, and Dr. Ford, the meteorologist, are also in India. Their previous history is a guarantee of sympathy and support from them, in any undertaking that has for its object the advancement of science and the good of mankind. :Mr. Fergusson, an officer of the Indian N"avy, in charge of the Bombay Observatory, is at present engaged in collecting materials for, and in the construction of, a set of Avind and current charts for the Indian Ocean. And I had the pleasure, on my return from Europe, to find on my table a package containing a num- ber of abstract logs relating to the ocean ; and for which, I suppose, I am indebted to the kindness of Buist, Meldrum, or Fergusson. This most acceptable contribution, however, only serves to whet the appetite for more ; for materials sufficient to justify an attempt to investigate the winds and currents of that ocean are still wanting. A rich harvest is to be gathered there. MARITIME COHERENCE HELD AT BRUSSELS, FOR DEVISING A UNIFORM SYSTEM OF METEOROLOGICAL OBSERVATIONS AT SEA. AUGUST AND SEPTEMBER, 1853. THE GOVERNMENTS REPRESENTED AT THE CONFERENCE, AND THE NAMES OF THE OFFICERS WHO ATTENDED. Belgium — by A. Quetelet, directcur de rObservatoire royal, secretaire perpetuel de rAcademie royale des sciences, des lettres, et des beaux-arts do Belgique;— and Victor Lahure, caiDitaiuc de vaisseau, directeur general do la marine; Denmark — by P. Rothe, Captain-Lieutenant Royal Navy, Director of the Depot of Marine Charts ; France — by A. Delamarciie, Ingt'nieur hydrographe de la marine imperiale ; Great Britain — by F. W. Beechey, Captain Royal Navy, F.R.S., etc., Member of the Naval Department of the Board of Trade ;— and Henry James, Captain Royal Engineers, F.R.S., M.R.I.A., F.G.S., etc ; Netherlands — by M. 11. Jansen, Lieutenant Royal Navy ; Norway — by Nils Iiilen, Lieutenant Royal Navy ; Portugal — by J. de Mattos Corrija, Captain-Lieutenant Royal Navy ; Russia — by Alexis Gorkovenko, Captain -Lieutenant Imperial Navy ; Sweden — by Carl Anton Pettersson, first Lieutenant Royal Navy ; United States — by M. F. Maury, LL.D., Lieutenant United States Navy. REPORT OP THP] CONFERENCE HELD AT BRUSSELS. At the Invitation of the Oovernment of the United States of America, for the Pur2wse of concerlinj a Syste^natical and Uniform Plan of Meteorological Observations at Sea. In pursuance of instructions issued by the governments respectively named in the margin, the officers whose names are hereunto annexed assembled at Brussels, for the purpose of holding a Conference on the subject of establishing a uniform system of meteorological observation at sea, and of concurring in a general plan of observation oh tlio winds and currents of the ocean ; with a view to the improvement of navigation, and to the acquirement of a more correct knowledge of tlie laws which govern those elements. MARITIME CONFEKKNCE AT J3KUSSELS. 55 'I'hc meeting was convened at the instigation of the American Government, consequent upon a propo- sition which it had made to the British Government, in reply to a desire which had l:)een conveyed to the United States, that it would join in a uniform system of meteorological observation on land, after a plan which had been prepared by Captain James, of the Royal Engineers, and submitted to the Government by Sir J. Burgoyne, Inspector-General of Fortifications. The papers connected with this correspondence were presented to the House of Lords on 21st Feb- ruary last,* and have been further explained in the minutes of the Conference. And it is here merely necessary to observe that, some difficulties having presented themselves to the immediate execution of the plan proposed by the British Government, the United States availed themselves of the opportunity aflbrded by this correspondence, of bringing under the notice of the British Government a plan, which had been submitted by Lieutenant Maury, of the United States Navy, for a more widely extended field of research than that which had been proposed ; a plan which, while it would forward the object entertained by Great Britain, would at the same time materially contribute to the improvement of navigation and to the benefit of commerce. An improvement of the ordinary sea route between distant countries had long engaged the attention of commercial men, and both individuals and nations had profited by the advances which this science had made through a more correct knowledge of the prevailing winds and currents of the ocean. But expe- rience had shown that this science, if it did not now stand fast, was at least greatly impeded by the want of a more extended co-operation in the acquirement of those facts which were necessary to lead to a more correct knowledge of the laws which govern the circulation of the atmosphere, and control the currents of the ocean ; and that the subject could not receive amjDle justice, nor even such a measure of it as was com- mensurate with the importance of its results, until all nations should concur in one general effort for its perfection. But could that happy event be brought about — could the observations be as extensive as desired, and receive that full discussion to which they were entitled — the navigator would learn with certainty how to count upon the winds and currents in his track, and to turn to the best advantage the experience of his predecessors. Meteorological observations to a certain extent had long been made at sea, and Lieutenant Maury had turned to useful account such as had from time to time fallen into his hands ;t but these observations, although many of them good in themselves, were but isolated facts, which were deprived of much of their value from the absence of observations with which they could be compared; and above all, from the want of a constant and uniform system of record, and from the rudeness of the instruments with which they had been made. The moment then appeared to him to have arrived, when nations might be induced to co-operate in a general system of meteorological research. To use his own words, he was of opinion that "the navies of all maritime nations should co-operate, and make these observations in such a manner and with such means * See Parliamentary Papers, No. 115. t Sec Sailing Directions, by JIaury. 66 THE WIND AND CURRENT CHARTS. and implements, tliat tlie system might be nniform, and tlie observations made on board one public sLip be readily referred to and compared with the observations made on board all other public ships, in whatever part of the world. And, moreover, as it is desirable to enlist the voluntary co-operation of the commercial marine, as well as that of the military of all nations, in this system of research, it becomes not only pro- per, but politic, that the forms of the abstract log to be used, the description of the instruments to be employed, the things to be observed, with the manipulation of the instruments, and the methods and modes of observation should be the joint work of the principal parties concerned." These sentiments being concurred in by the Government of the United States, the correspondence between the governments was continued, and finally each nation was invited to send an oCGicer to hold a conference at Brussels, on a given day. And that the system of proposed observation and of combined action might become immediately available, and be extended to its widest possible field of ojjeratiou, it was determined to adapt the standard of the observations to be made to the capabilities of the instruments now in general use in the respective naval services, but with the precaution of having all these instruments brought under the surveillance of parties duly appointed to examine them and determine their errors ; as this alone would render the observations comparable with each other through the medium of their respective standards. The Conference opened its proceedings at Brussels, on the 2od August, 1853, at the residence of M. Piercot, the Minister of the Interior, to whom the thanks of the Conference are especially due. M. Quetelet was unanimously elected President. Before entering u^jon any discussion, it was the desire of all the members of the Conference that it should be clearly understood that, in taking part in the proceedings of the meeting, they did not in any degree consider themselves as committing their respective governments to any particular course of action, having no authority whatever to pledge their country in any way to these proceedings. The objects of the meeting having been explained by Lieutenant Maury, of which the substance has been already given,* the Conference expressed its thanks to that ofQcer, for tlie enlightened zeal and earnestness he had displayed in the important and useful work which forms the subject of the delibera- tions of tlie Conference. In concerting a plan of uniform observation, in which all nations might be engaged, the most obvious difliculty which arose, was from the variety of scales in use in different countries. It is much to be desired that this inconvenience should be removed; but it was a subject upon which the Conference, after mature deliberation, determined not to recommend any modification, but to leave to each nation to continue its scales and standards as heretofore ; cxccjit with regard to the thermometers, which it was agreed should, in addition to the scale in use in any particular service, have that of the centigrade placed upon it, in order to accustom observers in all services to its use, with a view to its final and general adoption. • See tlie Minutes of the Proceedings of the Conference. MAKITIME CUNFKHENOE AT UKUStJELS. 57 The advaiitngeri of concert of action between tlie meteorologist on laud and tlic na\Mgator at sea, were so obvious, that, looking forward to tlie establishment of a universal system of meteorological observation ujion both elements, it was thought tliat tlie consideration of scales would witli greater propriety be left i'or that or some such occasion. As to the instruments to be recommended, the Conference determined to add as few as possible to such as were in common use in vessels of war ; but regarding accuracy of observation as of paramount importance, the Conference felt it to be a matter of duty, to recommend the adoption of accnmte instru- ments, of barometers and thermometers especially that have been carei'ully compared with recognized standards, and have had their errors accurately determined ; and that such instruments only should be used on board every man-of-war co-operating in this system, as well as on board any merchant-man, as far as it may be practicable. Tlie imperfection of instruments in use at sea is notorious. The barometer having hitherto been used principally as a monitor to the mariner, to warn him by its fluctuations of the changes in prospect, its ab- solute indication of pressure has been but little regarded ; and makers seldom if ever determine tlie real errors of these instruments, or, if known, still more rarely ever furnish the corrections witli tlie instruments themselves. That an instrument so rude and so abundant in error, as is the marine barometer generally in use, should in this age of invention and improvement be found on board any ship, will doubtless be regarded hereafter with surprise ; and it will be wondered how an instrument so important to meteorology and so useful to navigation, should be permitted to remain so defective that meteorologists, in their investigations concerning the laws of atmospheric pressure, are compelled, in great measure, to omit all reference to the observations which have been taken with them at sea. The fixct will, it is believed, afford a com- mentary upon the marine barometers now in use, which no reasoning or exjilanation can render more striking. It was the opinion of the Conference that it would not be impossible, considering the spirit of inven- tion and imjDrovement that is now abroad in the world, to contrive a marine barometer which might be sold at a moderate price, that would fulfil all the conditions necessary to make it a good and reliable instrument; and a resolution was passed to that effect, in order to call the attention of the public to the importance of an invention, which would furnish the navigator with a marine barometer, that at all times, and in all weathers at sea, would afford the means of absolute and accurate determinations. The Conference was also of opinion that an anemometer, or an instrument that would enable the navigator to measure the force, A^elocity, and direction of the wind at sea, was another desideratum. The Conference was of opinion that the mercurial barometer was the most proper instrument to be used at sea for meteorological purposes, and that the aneroid should not be substituted for it. 58 THE WIND AND CURRENT CHARTS. With regard to thermometers, the Conference does not hesitate to say that observations made with those I instruments, the errors of which are not known, are of little value; and it is therefore recommended, as a matter well worth the attention of co-operators in this system of research, whether some plan may not be adopted in diflerent countries, for supplying navigators, as well in merchant-men as in men-of-war, with thermometers, the errors of which have been accurately determined. For the purposes of meteorology, various adaptations of the thermometer have been recommended, such as those which refer to hygrometry and solar radiation ; and accordingly a space will be found in the columns for temperature by thermometers, with dry, wet, and colored bulbs. With these exceptions, the only instrument, in addition to those generally used at sea, for which the Conference has thought proper to recommend a column, is that for specific gravity ; the cost of this instrument is too insignificant to be mentioned. The reasons for recommending the use at sea of the wet, the white and black bulb thermometers are obvious ; but Avith regard to the thermometer with a bulb the color of sea-water, and the introduction on board ship of a regular series of observations upon the specific gravity of sea-water, it may be proper to remark that, as the whole system of ocean currents and of the circulation of sea-water depends in some degree upon the relative specific gravities of the water in various parts of the ocean, it was judged desirable to introduce columns for this element, and to recommend that observations should be carefully made with regard to it, both at and below the surface. "With respect to the thermometer having a bulb of the color of sea-water, it is unnecessary to say more in favor of its use on board ship, than that the object is to ascertain, whether or not such observations wdl throw any light upon the psychrometry of the sea, or upon any of the various interesting phenomena con- nected with the radiation from the surface of the ocean. In bringing to a conclusion the remarks upon instruments, the Conference considered it desirable, in order the better to establish uniformity, and to secure comparability among the observations, to suggest, as a measure conducive thereto, that a set of the standard instruments used by each of the co-operating governments, together with the instructions which might be given by such government for their use, should be interchanged. The object of the Conference being to secure as far as possible uniformity of record, and such a disposi- tion of the observations that they would admit of ready comparison, the annexed form of register was con- certed and agreed upon. The first columns of this form will receive the data which the Government of the United States requires merchant vessels to supply in order to entitle them to the privileges of co-operators in this system of research, and may therefore be considered as the minimum of what is expected of them. This condition, it may be as well to state here, requires that at least the position of the vessel and the set of the current, the height of the barometer, the temperature of the air and water should each be determined once a day, the force and direction of the wind three times a day, and the observed variation of the needle occasionally. MARITIME CONFERENCE AT BRUSSELS. 59 Every abstract log kept by a merchant vessel should contain at least what is here recommended. Any- thing more would enhance its value, and make it more acceptable. The remaining columns are intended principally for men-of-war to fill ujj, in adiUlion to tliose above mentioned ; but it is believed that there are many officers in the mercantile navy also who are competent to this undertaking, and who will, it is hoped, be found willing to distinguish themselves in this joint action for the mutual benefit of the services. In the compilation of this form, the Conference has had carefully in view the customs of the service, and the additional amount of attention which these duties will require; and it is believed that the labor necessary for the purpose, at least to the extent specified in the instructions for filling up the columns, is onl}' such as can be well performed under ordinary circumstances, and it has considered it a miniiaum, and looks with confidence to occasional enlarged contributions from zealous and intelligent laborers in the great cause of science. The directions for filling ujj the columns and for making certain observations, it will be seen by the ^Minutes, were limited to such only as seemed necessary to the Conference to insure uniformity of observa- tion. This subject received the benefit of much discussion before the meeting, and it was considered most advisable to confine the matter to hints; which, it is hoped, will be found sufficient, when embodied in the instructions which each nation will probably issue with the forms, to insure that most desirable end, uni- formity. The Conference, having brought to a close its labors with respect to the facts to be collected, and the means to be employed for that purpose, has now only to express a hope that whatever observations may be made will be turned to useful account when received, and not be suffered to lie dormant for the want of a department to discuss them; and that, should any government, from its limited means, or from the paucit}- of the observations transmitted, not feel itself justified in ]>roviding for their separate discussion, it is hoped that it will transfer the documents or copies of thena to some neighboring power, which may be more abundantly provided, and willing to receive them. It is with pleasure that the Conference has learned that the Government of Sweden and Norway has notified its intention of co-operating in the work, and that the king has commanded the logs kept b}- his Swedish subjects to be transmitted to the Eoyal Academj' of Science at Stockholm; and also that, in the Netherlands, Belgium, and Portugal, measures have been taken to establish a department for the same pur- pose, and that the Admiralty of Great Britain has expressed its intention of giving instructions for meteoro- logical observations to be made throughout the Roj-al Navy, The Conference has avoided the expression of any opinion as to the places or countries in which it would be desirable to establish offices for the discussion of the logs; but it is confidently hoped that, what- ever may be done in this respect, there will always bo a full and free interchange of materials, and a fre- quent and friendly intercourse between the departments ; for it is evident that much of the success of tho 60 THE WIND AND CURRENT CHARTS. plan proposed will depend ujjon tliis interchange, and npon tlie frankness of the officers who, in the several countries, may conduct these establishments. Lastly, the Confercuce feels that it would but inadequately discharge its duties, did it close this report without endeavoring to procure for these observations a consideration which would secure them from damage or loss in time of war, and invites that inviolate protection which science claims at the hands of every enlightened nation ; and that, as vessels on discovery or scientific research are, by consent, suffered to pass unmolested in time of war, we may claim for these documents a like exemption ; and hope that observers, amidst the excitement of war, and perhaps enemies in other respects, may in this continue their friendly assistance, and pursue their occupation, until at length every part of the ocean shall be brought within the domain of i>hilosophic research, and a system of investigation shall be spread as a net over its surface, and it become rich in its benefit to commerce, navigation, and science, and productive of good to mankind. The members of the Conference are unwilling to separate without calling the attention of their re- spective governments to the important and valualjle assistance which it has received from the Belgian Government. That the Conference has been enabled to draw its labors to so speedy and satisfactory a close, is in a great measure owing to the facilities and conveniences for meeting and deliberating, which have been aflbrded by His Majesty's Government. Signed at Brussels, this 8th day of September, 1853. Belgium — MM. Quetelet, President; Lahure. Denmark — P. Rothe. France— Delamarche. Great Britain — F. "W. Beechey, II. James. Netherlands — Janscn. Norway — Ihlen. Portugal — De Mattos Correa. Russia — Gorkovenko. Sweden — Pettersson. United States — Maury. MINUTES OF THE SITTINGS. Minutes of the First Meeting held at the Residence of the Minister of the Interior, on the 23d of August, 1853. The j)roceedings of the meeting commenced at half-past eleven in the morning. Present: MM. Delamarche, llydrographical Engineer of the Imperial French Navy; De Mattos Correa, J., Captain- Lieutenant of the Eoyal Portuguese Navy; Gorkovenko, Captain -Lieutenant of the Imperial Russian Navy ; Ihlen, Lieutenant of the Royal Norwegian Navy ; Jansen, Lieutenant (of first class) of the Royal Dutch Navy; Lahure, Captain and Director-General of the Belgian Navy; Maury, Lieutenant of the Navy of the United States and Director of the Observatory at Washington; Pettersson (C. A.), Lieutenant of the Royal Swedish Navy: Quetelet, Director of the Observatory at Brussels. The attention of the meeting was first directed to the choice of a president. Lieutenant Maury was requested to direct the proceedings, but he declined the honor; and, at his suggestion, in which other members of tlie meeting concurred, Mr. Quetelet took the chair. MARITIME CONFEREXCK AT HliUSSELS. 61 The President submitted to the meeting the propriety of publishing the discussions of the Conference; expressing, as his own opinion, tliat publicity was one of the best methods of insuring the success of their undertaking; remarking, at the same time, that, independently of the information which would be conveyed to the public through the medium of the press, the minutes of each sitting and the scientific report of the Conference would thus be preserved. Lieutenants Jansen and Maury seconded this motion. Captaiii-Lieutenant Gorkovenko also expressed himself in favor of publicity. He announced to the meeting that he had just been informed that Captain Beechey, appointed by the English Government to take part in the proceedings of the Conference, would arrive at Brussels in the course of the evening. The President next called on Tiieutenant Maury to explain to the meeting the object of his mission. Mr. Maury spoke as follows :— "Gentlemen: The proposal which induced the American Government to invite the present meeting, originated with the English Government, and arose from the communication of a project prepared by Captain Henry James, of the corps of Eoyal Engineers, by order of General Sir John Burgoyne, Inspector- General of Fortifications, in which the United States Government was invited to co-operate. "Nineteen stations had been formed by the English authorities upon a uniform system, and the direction of the observations confided to the immediate supervision of the officers in command of the respective stations. "In the United States, meteorological observations had been made since the year 1816. "The American Government sympathized with the proposal of the English Government, but said: Include the sea, and make the plan universal, and we will go for it. I was then directed to place myself in communication with the ship-owners and commanders of the navy and mercantile marine, in furtherance of the plan. "It is from the information extracted from more than a thousand logs that I have been able to prepare the Charts which have been published iip to this time, showing the sailing-routes and the direction of the winds and currents. " With a view, however, of extending still farther these nautical observations, the Government of the United States decided ujion bringing the subject under the consideration of every maritime nation, A\ith the hope of inducing all to adopt a uniform model of log-book. " In order to place the captains navigating under a foreign flag in a position to co-operate in this undertaking, Mr. Dobbin, Secretary of the Marine Department at "Washington, has instructed me to make known that the mercantile marine of all friendly powers may, with respect to the Charts of the Winds and Currents, be placed on the same footing as those of the American Marine; that is to say, that every captain, without distinction of flag, who will engage to keep his log during the voyage upon a plan laid down, and afterwards communicate the same to the American Government, shall receive, gratis, the Sailing Directions and the Charts published. 62 THE WIND AND CURRENT CHARTS. " It lias consequently been suggested to the captains, that they should provide themselves with, at least, one good chronometer, one good sextant, two good compasses, one marine barometer, and three thermometers for air and water. I make use of the expression at least, because the above is the smallest number of instruments with which a captain can fulfil the engagements he contracts upon receiving the Charts. " Foreign flags will thus enjoy the advantage of profiting at once by all the information collected up to this time. " You will not fail to observe, gentlemen, that the observations made on board of merchant vessels, with instruments frequently inexact, are not to be relied upon in the same degree as those made where the instruments are more numerous and more delicate, and the observers more in the habit of observing. " The former, however, from the fact of their being more numerous, give an average result, Avhich may be consulted with advantage; but the observations made on board the ships of the Navy, although fewer in number, are evidently superior in point of precision. "The object of our meeting, then, gentlemen, is to agree upon a uniform mode of making nautical and meteorological observations on board vessels of war. I am already indebted to the kindness of one of the members present, Lieutenant Jansen, of the Dutch Navy, for the extract of a log kept on board a Dutch ship of war, and which may be quoted as an example of what may be expected from skilful and carefully con- ducted observations. In order to regulate the distribution of the Charts, which the American Government offers gratuitously to captains, it would in my opinion be desirable that, in each country, a person should be appointed by the government, to collect and classify the abstracts of the logs, of which I have spoken, through whom also the Charts should be supplied to the i^arties desirous of obtaining them." The President : — "Gextlemen: I think I shall bo anticipating the wishes of the members of this meeting, by propos- ing to them to pass, in the first place, a vote of thanks to Mr. Maury, and to record our gratitude for the enlightened zeal and earnestness he has displayed in the important and useful work which forms the subject of our deliberations." All the members in turn intimated their entire concurrence in the ju'oposal made by the President, to exjircss to Mr. Mauiy their admiration and their gratitude for the eminent services which he has already rendered, and is still endeavoring to render to the science of navigation. Thanks arc, therefore, unanimously voted to Mr. Maury. Mr. Maury : — " Gentlemen : I am extremely grateful for the sympathy you have expressed, and the praise you have been jileased to bestow on my humble efforts. On my part, I beg to thank you for the kind assistance MAIUTIME CONFERENCE AT BRUSSELS. 63 that you liave aifordctl me. Allow me to add, that we are taking part in a proceeding to which we should vainly seek for a parallel in history. Heretofore, when naval officers of dift'erent nations met in such numbers, it was to deliberate, at the cannon's mouth, upon the most efficacious means of destroying the human species. To-day, on the contrary, we see assembled the delegates of almost every maritime nation, for the noble purpose of serving humanity, by seeking to render navigation more and more secure. 1 think, gentlemen, we may congratulate ourselves with pride upon the opening of this new era." Upon the motion of the President, the meeting proceeded to nominate a sub-committee, instructed to prepare, for the next sitting, a model of a log to be kept on board ships of war. The members appointed to form this sub-committee, are MM. Maury, Jauscn, and Gorkoveuko. President :^ " Gentlemen : Some members of the meeting have expressed a desire for some further explanation. There appears to exist two opinions as to the plan to be pursued : some members being of opinion that the subject should be considered with reference to the navy only; others, that the mercantile marine should be comi^reliended in the scheme." Mr. Maury declared that he had no instructions to discuss the question as regards the mercantile marine. He observed that the Government of the United States did not take upon itself to prescribe the use of this or that instrument on board merchant vessels, any more than it would think of interfering with the interior economy of private establishments. It simply wished to confine itself to laying down the plan of a log-book, to be adopted by those who may desire to participate in the advantages to be derived from the possession of the Charts. Nevertheless, he would gratefully receive any observations which the mercantile marine of other countries might be able to furnish on any subject which concerns navigation. The President concurred in the views taken by Mr. Maury, for the reason that in Belgium, and in most other States, the government has no direct action ujjon the mercantile marine, and can only influence it by persuasion. He then proposed to the meeting to appoint a member to draw up the scientific report of the Commission. Mr. Maury informed the meeting that Mr. "W^ells, an officer of the American Navy now residing in Brussels, would willingly perform the duties of Secretary to the Conference. He described Mr. Wells as a distinguished officer, jjerfeetly acquainted with the subject under discussion, and possessing a knowledge of the French language. Mr. Maury would undertake, providing it were the wish of the meeting, to introduce Mr. "Wells at the next sitting. This proposal was readily accepted, and Mr. Maury was requested to make known to Mr. Wells, that the Conference accepted, with gratitude, his obliging offer, and to convey to him the thanks of the meeting for the same. Qi TUE WIND AND CUKRENT CIIAKTS. The meeting separated at one o'clock, and tlic next sitting was fixed for Tliursday, tlie 25th, at eleven o'clock A.M.. QUETELET. MiNUTKS OF TUE MEETING OF THE 25TII OF AUGUST, 1853. The proceedings commenced at half-past eleven. Present: MM. Captain Beechey, R. N.; Dclamarche; Do Mattos Correa ; Gorkovenko ; Ihlen ; Captain James, II. E. ; Jansen ; Lahurc ; Maury ; Pettersson ; Quetelet, President. The minutes of the proceedings of the jirevious day were read. MM. Jansen and Quetelet made some remarks upon the wording of the " Minutes," which v/ere con-ected accordingly, and immediately approved. The President informed Captain Beechey and Captain James that, at the previous sitting, the assembly had passed a vote of thanks to Mr. Maury, for the enlightened zeal and earnestness he had displayed in the important and useful work which forms the subject of the deliberations of the Conference. Captain Beechey and Captain James entirely concurred in that vote. Mr. "Wells having consented to act as Secretary, was introduced by Lieutenant Maury, and entered upon his duties. The President, in the name of the assembly, thanked Mr. Wells for his kindness. Captain Beechey took this opportunity to observe to the meeting, as had been done by the other mem- bers at the previous sitting, that, by taking part in its deliberations, he did not consider that he was in any way binding his government. In the order of the day, the first subject standing for discussion was the plan of the journal prepared by the sub-committee, composed of MM. Maury, Gorkovenko, and Jansen. Mr. Jansen gave a rapid sketch of the plan of the journal prepared by the sub-committee. The meet- ing decided that it should first discuss the utility of each column, and postpone the discussion of the other questions. Lieutenant Maury having stated that his instructions from his Government were to propose a form of meteorological register for the use of vessels of war only, Captain Beechey stated that he had understood Mr. Maury to say, at the meeting of the ship-owners in London and Liverpool, that his object was to en- deavor to induce the merchant service to engage in this undertaking as well as the Royal Navy; and that this idea was, he thought, confirmed by the ofl'er that had been made of a set of Charts to the masters of such merchant vessels as would fill up certain columns of the register. And that he. Captain Beechey, certainly left England under the impression that the merchant service was to be included; and, therefore, he considered it would be proper so to frame the form of register, that it could be used by the officers of cither service, and to leave to each person to fill up as many of the columns as their time and ability might enable them to do. The meeting referred to the resolution it had already taken, to confine themselves exclusively to the ships of war. JIAKITIME COXi'KRENCE AT IJKL'SSELS. 65 Discussimi vpon the Columns of the Plan of the i)roposed Journal. Column 1. — Date. After a short debate, uiion whether tlic day comiuenced at noon or at midnight, it was decided that this question should be referred to a comniittec, who, at the same time, wouhl bo intrusted with the examiuation of several other questions. — The column was adopted. Column 2. — The Hour. Adopted. Column 3. — The Latitude. Captain Beechey proposed that there should be two columns for this purpose ; one for the latitude observed, and one for the dead reckoning. This proposal was adopted, and a column added under No. 3'. Column 4. — The Longitude. Same proposal from Captain Beechey, and the same decision. A column was added under No. 4'. Column 5. — Currents. After a short discussion, two columns were judged necessary for this object; one for the direction of the current, the other for the velocity. A column was added under No. 5'. Column 6. — MAGNETIC Variation observed. Adopted. Column 7. — Magnetic Variation employed or used. After rather a long discussion, in which MM. Beechey, Delamarche, Jansen, Ihlen, and Corrca took part, this column was suppressed, on the ground that it might cause errors. Column 8. — Form and Direction of Clouds. Mr. Delamarche was of opinion that this question was purely scientific, and that the column might be dispensed with. Several members of the meeting differing from this view, Mr. Delamarche adopted the ojainion of the majority, for the reason that the direction of the upper currents might lead to a knowledge of the lower currents. — The column was adopted. Column 9. — Part of the Sky not obscured. Captain Beechey proposed that they should use the expression part of the sky covered; this question was referred to the sub-committee. The expression serenity of sky being the contrary to amount of clouds, a choice is to be made between these two. The column was adopted. Column 10. — Qu.usttity of Rain. Mr. Delamarche proposed that all observations upon rain be inserted in the column of Remarks, as it is very difficult on board ship to ascertain correctly the quantity of rain that falls ; this opinion was shared by other members, but Captain Beechey thought a column should be devoted to rain, and that the words hours of might be substituted for the words quantity of. The column was adopted. Columns 11 and 12. — Winds (direction and force). Captain Corrca proposed an addition of two columns; one for the true direction of the wind, the other for the apparent direction, and presented to the members a small work he had written on this subject. The proposition of Captain Correa was rejected, and the two columns of the plan were adopted. Cohtmn 13. — Barometer. Captain Beechey proposed that a column should be added for the ther- mometer attached to the barometer. 9 66 THE WIND AND CURRENT CHARTS. Mr. Delamarclie required, besides, a third column for the barometer reduced to the temperature of zero. The first proposition was adopted unanimously, that of Mr. Delamarche was opposed liy several mem- bers. Nevertheless, upon the request of Mr. Delamarche, the meeting decided that a third column shall be inserted in the plan if there is sufficient space. Column 13 was adopted, and h new column was added, under No. 13', for the thermometer attached to the barometer. Column 14. — Thermometer for the Air. On the proposition of Captain Bcechey, the term of tlicrmometer loith the dry hdb was substituted. The column was unanimously adopted. Column 15. — Thermometer with the Wet Bulb. Mr. Delamarche opposed the introduction of this column, as he believed it to be impossible to obtain satisfactory results with this instrument on board of ships. The column was put to the vote, and adopted by nine votes against two, those of MM. Dela- marche and Gorkovenko. • ■ Columns 16, 17, and 18. — Temperature of Water, at the Surface and at certain Depths, Spe- cific Gravity of the Water. Captain Beechey requested that these three columns might be replaced by four others, comprising; 1. The temperature of water; 2. Its density at the surface; 3. The temperature, and 4. The density at certain depths. Mr. Delamarche was of opinion that the determination of the gravity of the water at certain depths is extremely difficult, and it is an experiment that should only be made on board of ships engaged in scientific pursuits. He was apprehensive that the Conference would outstep its object (navigation), and assume too scientific a character. W The column was put to the vote, and was adopted by ten voices against that of Mr. Delamarche. The plan of Captain Beechey was substituted for that of the original. Column 19. — Remarks. Adopted. Captain James requested that a transposition might be made in the columns ; this proposition was agreed to. In consequence, the order of the columns was changed and the following adopted : — 1. Date. 2. Hour. 3. Latitude observed. 3'. " dead reckoning. 4. Longitude observed. 4'. " dead reckoning. 5. Direction of currents. 5'. Velocity of do. 6. Magnetic variation observed. 7. Direction of winds. 7'. Force do. MAIUTUrE CONFERKNCE AT BRUSSELS. 07 8. Forms and direction of clouds. ' 9. Amount of clouds. 10. Hours of raiu. 11. Barometer. 11'. Thermometer attached. 12. Thermometer, dry bulb. 12'. Thermometer, wet bulb. 13. Water at surface (temperature). 13'. " " (specific gravity). 14. Water at depths (temperature). 14'. " " (specific gravity). 15. Remarks. The meeting resolved that the plan thus decided upon should be copied, and a copy given to every member, for the purpose of his becoming more fully ac(juainted with it, and of making any observations that the examination of it may suggest. Mr. Ililen desired that it be understood that if the Conference should, upon further discussion, find certain columns to be useless, they would be suppressed. The President thought it prudent to proceed in this manner; and that, notwithstanding their having been adopted, certain columns might be removed, if their inutility was well established. He wished to know in what manner the abstract logs Avere to be published. The Committee do not consider that it has powers to decide on the form of publication for the logs ; nevertheless, it is decided that Lieutenant Maury should be requested to state his opinion as to the best plan to be adopted. The meeting adjourned at five o'clock, until eleven the next day. QUETELET. Minutes of the MsETiNa of the 26tii of August, 1853. Proceedings commenced at half-past eleven. Present : MM. Beechey ; Delamarche ; Dc Mattos Correa ; Gorkovenko ; Ihlen ; James ; Jansen ; Maury ; Lahure ; Pettersson ; Quetelet, President. The minutes of the preceding sitting were read and adopted with some slight corrections. The first question in the order of the day was the further discussion of the proposed form of log, prepared at the last meeting. As this form is to be again submitted to the examination of a sub-committee, the discussion was adjourned to the next sitting. Next in the order of the day was the statement to be niade by Mr. Mauiy as to the jneans which he considers the most efficacious for circulating and rendering available the observations which may be col- lected. Mr. Maury commenced by recapitulating all that had V)cen done by the Government of the United States. 68 THE WIND AND CURRENT CHARTS. He afterwards expressed his opinion that it would be desiralslc for the different governments to establish, under the direction of a competent professional person, a central office, in which the whole of the information collected should be concentrated. In Holland, a measure of this kind had been already taken, a central office having been created under the direction of Lieutenant Jansen. And here Lieut. Maury expressed his great satisfaction at the choice of that officer. With respect to the communication and publication of the information acquired, he tliought that it would be advisable to leave to each government to adopt the best system it can devise. The greatest reliance might in his opinion be placed upon the friendly relations existing between the various govern- ments, upon the efforts which all nations are making to enlarge the domain of scientific knowledge, and the general interest which the undertaking must create. The meeting returned thanks to Lieixt. Maury for his explanations. The third question for discussion in the order of the day was, whether a uniform system of making observations should be adopted, so as to allow of their being compared. The President submitted to the Committee the question, whether it would recommend the use of uniform instruments and measures, or whether each one should be allowed to make his own observations with the in.struments which he has been accustomed to. Mr. Gorkovenko was of opinion that for the present it would be impossible to arrive at uniformity in instruments and measures. He thought they should be content if the results obtained with different in- struments were so arranged as to admit of comparison. Mr. Jansen considered that the obtaining of uniformity would bo one of the greatest steps in advance that could possibly be made, and that the Conference should make every eftbrt to bring it about, if not at present, at any rate at some future time. Captain Beechey was of oitinion that it was objectionable at present to recommend the general adoption of any specific instrument, as different countries had different scales and different standards, and that it would interfere too altruptly with long-established usages and long-established records, witli which the observations now to be collected would require a reduction, before they could be compared. He also deprecated the specification of the name of any particular maker in preference to that of others. lie thought it would be better for the present that each nation should continue its own instruments, and that it should be left to those persons who made use of the observations to make the necessary reductions from one scale to the other, when required. Mr. Delamarche moved that it be inserted in the report, that this meeting considers the universal adoption of a uniform thermometer as highly desirable, but that he is quite aware that it would be ex- tremely difficult to arrive at such a result. Should, however, the thing appear possible, the instrument to which attention should be directed, as constituting an improvement for the future, is the centigrade ther- mometer ; and that, in order to facilitate the reading of the documents furnished by different countries, and to introduce amongst them the 'use of this instrument, the meeting recommends the making of thermo- meters with two scales, one being that most in use in any particular country, the other the centigrade. MARITIME CONFERENGK AT BRUSSELS. 69 Lieut. Maury was apprehensive that, in recommending a measure of this nature, the meeting would influence the opinion which might be formed by the members of a general congress, which would probably be assembled after the present one, and in which every scientific and meteorological (question relating to observations to be taken on the land would be discussed. Mr. Delamarche insisted upon the present Conference recording its opinion upon this question, wiliiout regard to anything that might be decided by a congress, the existence of which was quite hypothetical. Lieut. Janscn was of opinion that the question should be divided into two propositions. First, sliall this Conference recommend the use of thermometers with double scales ? Secondly, shall it recommend that both scales shall be inserted in the log ? This motion was carried. ■ The first question was put to the vote and unanimously adopted. The second was rejected. Mr. Delamarche jDroposed to add, that the Conference does not recommend the use of two scales in the barometer, on account of the difficulty of their construction. Mr. Maury observed that the barometer is one of the most im23erfect instruments made use of in navigation. He commented upon the different barometers in use, and expatiated at considerable length on the defects of each. He requested that mention might be made in the report, that a chea[i barometer, which would indicate in a satisfactory manner the pressure of the atmosphere, at a time when a vessel was subject to the greatest vibration, would be a highly valuable addition to the science of navigation. After a somewhat lengthened discussion, this proposal was unanimously adopted. Mr. Delamarche observing, however, that, in his opinion, there existed at present in France barometers sufficiently accurate. Lieutenant Janscn proposed that mention should be made in the report that the " aneroid barometer" possesses qualities useful at sea, but that nevertheless the prefei'ence is always given to the mercurial barometer, inasumeh as it gives absolute results, whereas tlie aneroid barometer gives only relative ones. Captain Beechey was of the same opinion. "^ The proposal was adopted. The meeting proceeded to choose the two sub-committees appointed to examine the tabular form of the log, and to draw up the instructions. The first committee, composed of MM. Beechey, Gorkovenko, Ihleu, Jansen, Lahure, and Maury, was appointed to examine all questions concerning latitude and longitude, currents, the magnetic variation, the temperature of the water, soundings, and the miscellaneous remarks to be made. A second committee, composed of MM. Delamarche, James, De Mattos Correa, I'ettersson, and Quetelet, was chosen to inquire into all that concerns the winds, the clouds, the serenity of the sky, the rain, the thermometer, and the barometer. The first committee to meet at the Hotel de Belle-Vue, at the apartments of Mr. Maury ; the second at the Observatory. The meeting adjourned at 4 o'clock until Monday at 11. QUETELET. io ' the wind and current charts. Minutes of the Meeting of the 29th of August, 1853. The proceedings commenced at 11.30, A. M. Present : MM. Beecliey; DelamarcLe; De Mattos Correa; Gorkovenko ; Iblen ; James ; Jansen ; Laliure ; Maury ; Pettersson ; Quetelct, President. The minutes of the last meeting were read and adopted with some modifications. Mr. Maury explained to the meeting that there had been a misunderstanding as to the offer made by Mr. "Wells. In proposing to introduce him, he did not intend the meeting to understand that 3fr. Welk ivould draw vp the scientific report of the Conference, but simply that he would perform the duties of secretary, and thereby simplify the taking of the minutes, etc. The scientific report should, in his (Mr. Maury's) opinion, be confided to a member of the Conference. To abridge, as far as possible, discussions upon the wording of the minutes, it is understood that, for the future, the part of this document, which concerns each member, shall be submitted to him before the sitting. The question as to the language in which the report of the Conference should be made, was next discussed. Mr. Delamarche projjosed that two reports should be drawn up, at the same time, one in English and the other in French, both of which should be signed as originals by the members of the Conference. This proposition was adopted. The choice of the reporter was next discussed. Mr. Maury was appointed. Captain Beechey renewed his observations upon the resolution taken by the Conference to occupy itself exclusively with the plau of a log-book for the military navy. Mr. Maury thought that it would be possible to satisfy all parties by a compromise, which should consist in adopting the tabular form of log proposed by the Government of the United States for the use of the mercantile marine, and to state in the report that the keeping of this log would be the minimum amount of observations expected from those to whom the Charts were delivered ; but that all additional information which could be furnished would be gratefully received by each government. He added that it might be left to the judgment of the officers appointed to examine the logs, to siiggest any farther subjects upon ^\■llicll information could be obtained from the mercantile marine of his country. Captain Beechey was of oj^inion that the form to be drawn up should be of such a nature that it could be used both by the Eoyal Navy and by the officers of the better-founded ships of the merchant service ; and that it would be better so to arrange the form, that that part which was exclusively nautical, and was to be used by those vessels who might wish to become entitled to the Charts, should be distinct from the part Avhich was purely appropriated to science, etc. He deprecated entering into minute and detailed instructions for making these observations; for, if these instructions were to be given in as complete a manner as he considered would be necessary, it would occupy a very long time ; and if not, he was unwilling to give any instructions which might be con- sidered meagre and imperfect. As to the hours of meteorological observation, also, he considered they MAKITIME CONFERENCE AT BKUSSEL3. 71 hud been already named, in the article upon meteorology in the Admiralty Manual; and to adopt other hours, because they might be convenient hours of observation in other respects, would subject our determinations perhaps to the criticism of men learned in meteorological science ; but he should be perfectly satisfied to leave the hours of meteorological observation for Mr. Quetelet's determination. Mr. Jansen thought that, in making a certain number of meteorological observations, nautical men ■would be rendering an important service to that science ; and that, in consideration of such service, it would be unfair to reproach them with not having chosen tlie particular hours that meteorologists might prefer ; whereas, in neglecting meteorological observations altogether, they would be open to the reproach of not having done for the science all that laid in their power. Mr. Delamarche was of opinion that certain meteorological observations were indispensable, but that too much should not be required. - ■ - The President wished that, if meteorological observations be made at sea, those observations should be completed so as to conduct to the determination of the diurnal variations, or at least to the annual variations of the temperature, the pressure and the humidity of the air. Mr. Maury was of opinion that the meeting was losing sight of the original question, which was that of adopting a conform system of meteorological observations. He reminded them that the proposal made b}' the British Government to that of the United States related to a system of meteorological observations on shore ; and that the reply of the Government of the United States, giving a greater extension to this proposal, related to a general system of meteorological observations both at sea and on land. The proposition for the land observations was virtually withdrawn; but the proposition relating to the sea was continued; and it was upon the terms employed by the invitation for meteorological observations, that the proposal was accepted, and with these views this Conference was convoked. Consequently, it would be impossible to lose sight of the meteorological part of the question. The draft of the instructions prepared by the sub-committee was read, and the discussion thereon commenced. ... First column.— J) KT'S.. Mr. Beechey jiroposed to indicate the months by Eoman figures, I. to XII., beginning with the month of January. Mr. Gorkovenko remarked that Russia did not reckon dates according to the Gregorian calendar ; nevertheless, as the object of the meeting was to arrive as nearly as possible at uniformity, he thought there would be no difficulty in adopting this calendar for meteorological observations. Mr. Beechey's proposal was adopted. The Committee proposed to insert in the instructions the following observation : — " The time given in the abstract log should be civil time, but if not, mention the time which is given. Instead of ^vriting the names of the months at length, denote them by Roman figures. Thus, for January I., for December XII." This proposal was adopted. 73 THE WIND AND CUKBENT CHAKTS. Second column. — HoURS. The Committee proposed, as tlie time for making observations, four in the morning, noon, and eight in the evening. Mr. Beechey proposed to retain for the nautical part four in the morning, noon, and eight in the even- ing ; and to adopt, for the meteorological part, the hours of three and nine in the morning, and three and nine in the evening. Mr. Jansen projiosed to retain the hours of four in the morning, noon, and eight in the evening for all the table; and to add, for the meteorological part, two supplementary hours, viz : nine in the morning, and three in the afternoon. Mr. Delamarche was of opinion that one table only was necessary, and that the observations should be made by watches ; but should two tables be adopted, and the time of observation not regulated by watches, he should then vote for the proposal of Mr. Beechey. The President remarked that, in order to have an idea of the diurnal variation, observations should be made at least every three hours. A discussion then took place on the jiroposal of MM. Jansen and Maury, namely, whether the hours of four in the morning, noon, and eight in the evening, should be retained, and the two complementary hours of nine in the morning and three in the afternoon be added. Mr. Mauiy oflered some remarks upon the advantage to be derived from the division of the day into three parts. The meeting adjourned at -if P. M. until to-morrow at 11 A. M. QUETELET. Minutes of the Meeting of the 30th of August, 1853. The proceedings commenced at eleven A. M. Present : MM. Beechey ; Delamarche ; De Mattos Cor- r^a ; Gorkovenko ; Ihlen ; James ; Jansen ; Lahure ; Maury ; Pettersson ; Quetelet, President. The minutes of the last meeting were read, some corrections were made, and the minutes approved. Order of the day : Continuation of the discussion of the draft of the instructions prepared by the sub- committees. A long debate took place upon the nature and the extent of the instructions to be given, at the con- clusion of which the meeting resumed the discussion of the instructions. The Committee proposed the following : — " The Maritime Conference recommends the adoption of the hours inserted in the second column namely : four in the morning, noon, and eight in the evening, for making the observations to be recorded in the seven first columns." This wording was adopted. Columns 3, 3' 4, 4'. — LATITUDE AND Longitude. JIAKITIME CO^■FEKE^■CE AT BKUSf^ELS. 73 The Committee proposed tlie folLiwing wording: — "The latitude and longitude should be observed frequently at sea, especially at tlie lioiirs indicatt'd in tlic second column, and the result recorded in the log at the hour nearest to those at wliich tlie observations are made, so as to determine as exactly as possible the position of the ship at those times. It will lie more especially necessary to make these observations, when the ship is about to enter or cross any of tiie great currents or streams of the ocean (see Curreuls).^^ If the longitude be determined by lunar distances, note it iu the column witli its [)ropcr sign. Od. ; if by chronometer, employ one of the following signs O or *. Position by dead reckoning should be deduced from the position by the last observations. Column 5, 5'. — CURRENTS. The Committee proposed the following wording: — "On ordinary occasions the current is to be determined at noon on eacli day, by the difference between the position of the ship as found by observation and by dead reckoning, and the direction and rate given for the 2-1 hours ; but where the ship is expected to pass through any of the great currents of the ocean, or when any change is anticipated, the position of the ship is to be frccp.ieutly determined by observations, and the current computed for the intervals." The meeting adjourned at 4h. 30m. until the following day at 11 A. M. QUETELET. Minutes of the Meeting of the 31st of August, 1853. The proceedings commenced at half-past eleven. Present : MM. Beechey ; Delamarche ; De Mattos Corrca ; Gorkovenko ; Ihlen ; James ; Jansen ; Lahure ; Maury ; Pettersson ; Quetelet, President. Order of the day : Continuation of the discussion upon the headings of the colunuis of the table. Column 6. — Magnetic Variation observed. § 1. "Enter with tlie proper sign the variation ascertained, whether by azimuth or by amiilitude." Adopted. § 2. " The variation entered should be what it would have been, if, at the time the observation was made, the ship had been iu such a position that the local deviation Avould have been 0. In other words, the variation entered should always be corrected for local deviation." This section was put to the vote, and adopted by ten votes against one, viz : that of Mr. Beechey, who wished to have placed upon the minutes the following proposition, which he was desirous of substituting for that adopted by the meeting: — " The variation should be given as it is observed, without any correction for local attraction of the ship ; and the direction of the ship's head at the time of observation should be also given as a necessary element towards obtaining the correct variation ; and that it should not be left to the master of a merchant ship to encumber the result with a quantity which he cannot in all probability know, and which, by the method proposed, there is no means of separating." 10 74 THE WIXD AND CUREENT CnARTS. § 3. "The variatiou sboukLbe entered in degrees and minutes." — Adopted. § 4. " When the variation is observed by the moon or a star, make after it the sign of C or *." § 5. " It is desirable that every ship co-operating in this system of observations, should have a standard compass on board, by which all the observations for variations should be made, and to which a fixed place should be assigned. The standard compass used in the British Navy is recommended as the best instrument of the kind known. The Committee consider it superfluous to give here a detailed descrip- tion of this instrument, or of the mode of using it, all of which is fully treated in the instructions issued by the English Admiralty, to Avhich the observer is referred." This section was divided into two parts. The first, which recommends that there be a standard compass was put to the vote ; it was adopted. The second part was negatived by 5 votes against 3 ; two members abstained. Voted for : MM. Ihlen, Pettersson, Maury. Voted against : MM. Beechey, Delamarche, Lahure, Gorkovenko, Jansen. Abstained : MM. De Mattos Correa, James. § 0. " On board of vessels not having the advantage of a standard compass, and which are conse- quently compelled to make use of the common azimuth compass, it is recommended that choice be made of the place in the ship the least liable to be aflected by local deviation, to fasten in the deck a copper tack, to mark the place of each of the three legs of the compass-stand, and to invariably place the compass in the position assigned to it." Several members requested that the section might be suppressed. It was decided to divide the meeting upon the question whether the section should be retained with modifications. MM. Delamarche, Beechey, Gorkovenko, Lahure, voted for the entire suppression. MM. De Mattos Correa, Ihlen, Pettersson, Maury, Jansen, and Quetelet voted for retaining the section with modifications. Mr. James abstained. Mr. Beechey proposed the following amendment : — " In the selection of a spot for the standard compass, or of any compass intended to be used in making observations on the variation, care should be taken to select a positioii for the compass, when it is to be used for observation, in tliat part of the ship, or as near as possible, which is most free from the effects of local deviation, and that it always stand in the same place." Mr. Beechey's amendment was adopted. § 7. " When no observation has been obtained, the variation which has been used, is to be inserted in the variation-column, with an asterisk, the quantity having been corrected for the local attraction of the vessel." Adopted. Column 7. — Direction ok the Wind. The direction of the wind is the magnetic direction, with dae allowance for appearances caused by the MAUTTIMK CONFERENCE AT nRUSSELS. 7') motion of tlic vessel. It is the direction of the wind wliich has prevailed for the last 8 hours. It should be expressed to the nearest point of the compass. Adopted. Column 7. — Force of the Wind. The force of the wind should be expressed in figures. The nomenclature of Admiral Beaufort was adopted. In case of a squall, after the figure indicating the force of the prevailing wind, that of the squall to bo entered in a parenthesis. Adopted. Column 8. — FoRM and Direction of the Clouds. "Howard's nomenclature for the form of the clouds was adopted." "When, at the same time, there are two currents, an upper and a lower current, they are to be entered one above the other, separated by a line." Adopted. Column 9. — Serenity of the Sky. A discussion took place upon the term to be employed to express in English the equivalent of the French, amount of clouds^ expressing the opposite of the tei'm sirmite du del. The heading, proportion of sky clear, was adopted. " The proportion of slii/ clear to be expressed by figures from to 10, the figures indicating the extent of sky clear." Adopted. Column 10. — HOURS of Eain. It was decided that in this column should be comprehended fog, rain, snow, and hail ; consequently, the following wording was proposed. " The hours of fog, rain, snow, and hail, are to be indicated by a letter for each of these elements, viz : A fog, B rain, C snow, and D hail." Adopted. Column 11. — Barometer. " It will be necessary to place at the commencement of the log-book the corrections of the barometer, or the date for making these corrections, specifying the place where the comparison has been made." Adopted. Column 12. — Thermometer. A transposition of columns was acknowledged to be useful, and was adopted. Same indications as those used for the thermometer. " If it rains at the time of observing the psychrometer, the letter B to be placed by the side of observation." Adopted. The discussion upon the Hours commenced. 76 THE WIND AXD CURRENT CHARTS. The President expressed the opndon that, in order to ascertain at sea the diurnal variation of the meteorological instruments, it would l)e convenient to adopt the project of bidiourly observations, proposed by the Royal Society of London, or at least the project of tridiourly observations, suggested by Captain Beechey. The first project, more rigorous, would have the advantage to come in the plan of the observa- tions already adopted on land, and to be more convenient for the division of time in the service at sea. After a discussion on the matter, the following instruction was adopted. Column 2. — " In this column shall be placed the following hours, viz : 4 A. M., noon, and 8 P. M., when all the observations shall be made and written upon the lines on which those numbers stand, for the columns 3, 8', 4, 4,' 5, 6, 7, 8, 9, 10, 11, 11', 12, 12', and 13.— The observations of the 13', 14, and 14' columns should be made at least once a day. The observations for the columns 7, 7', 11, 11', 12, every two hours, if practicable ; and if not, then at 9 A. M. and 3 P. M. " But with reference to the columns 3', 4', and (>, it will be sufficient that the entries in these columns be made at noon on each day, except on such occasions as it may be desirable to detect the limits of any of the great currents of the ocean, or of the trade or other periodical wind, when a more frequent entry should be made, and the ship's place determined, at least at each of the hours specified in Column 2." Mr. Gorkovenko. " Being joerfectly convinced for myself of the great importance, both to science and navigation, of frequent observations, such as are comprised in the columns of our table, being made at sea, I ask permission to put a question with a view of eliciting the opinion of the Committee, viz : To what extent can the Navy comjiily with these requirements; and are they of opinion that the officers on board, having other duties to attend to, will be able to devote sufficient time to making the entire range of observations with the precision required ? For it is to the Navy we must look more for correct than for num .^rous observations." Mr. Maury. "I believe it is not only possible but very practicable and very easy. I think these observations may be made with jierfect convenience, and with great benefit to science and navigation, by all ships of war that arc provided with the instruments necessary for safe and projier navigation, more particularly as the whole of these observations arc not to be made in person by the officer of the watch. As a general rule, he will appoint one of his subordinates whom he may consider qualified for that purpose. In the United States Navy, these observations are obtained without difficulty." Captain James observed that in the trigonometrical survey of Great Britain, non-commissioned officers and privates of the royal sappers and miners were employed in making the observations necessary in determining the latitude and longitude of the trigonometrical stations, and the distances between them ; that they used for these purposes the most expensive and delicate instruments, and that the officers super- intending the oiieration of the survey had as much confidence in the observations made by them, as they had m the observations taken by the officers themselves; and consequently, he was of opinion that the meteorological observations which were considered necessary by the Conference, might, under tlie super- intendence of the officers of the ship, be confided to steady persons acting under their orders. The meeting adjourned at '. P. M., until 11 A. M., on the following day. QUETELET. MAJUTIMIO COXFEREXCI'. AT liUU.'^SKI.S. 77 Minutes of the Meeting of the 1st of September, 1853. The proccodiiigs commenced at eleven o'clock A. M. Present: MM. Bccchey ; Delarnarelie; Do Mattos Correa; Gorkovenko ; Ihlen; James; Jansen ; Lalinrc, Maury; Pettcrsson ; Quctelct, President. The minutes of the last meeting -vverc read and approved. Order of the day: Continuation of the discussion of the instructions to be given -svith the table. Column 13. — Temper-vture of the Water at the Surface. "Haul u]) the water in a clean wooden bucket, place it in the shade, and, after the thermometer has remained in the bucket for two or three minutes, the thermometer should be read, the b\ill) remaining im- 7 TO mersed until the observation is completed." Mr. Delamarche proposed to replace the paragraph by the following wording: — ■ "Let the method recommended for obtaining the temperature of the water at the surface of the sea, be inserted at the commencement of the log-book." This proposal was rejected. The President having been obliged to absent himself, the chair was taken by Mr. Jansen. After a slight discussion, the question whether iustructions should be given for the loth column was put to the vote. It was decided in the affirmative. Voted for: MM. Gorkovenko, Ihlen, Pettcrsson, Maury, Jansen. Voted against : MM. Beechey, Delamarche, De ilattos Correa, Lahure. Abstained : Mr. James. Mr. Maury proposed, in order to conciliate the various opinions, to commence the instructions with the words : — "There is a convenient method which consists in hauling the water, etc." The section, thus amended, was put to the vote and adopted. Voted for : MM. Ihlen, Pettcrsson, Gorkovenko, Maury, Jansen. Voted against : MM. Beechey, De Mattos Correa, Delamarche, Lahure. Abstained: Mr. James. "Besides the stated periods, occasional observations, made in the same manner, should te entered under the head of Eemarks, whenever, for any reasons, such as changes in the color of the water, vicinitv of ice, shoals, etc., approaches to the Gulf Stream, the mouth of large rivers, or other currents, the temperature of the water be tried." Adopted. Mr. Delamarche: "The proposal of Mr. Maury is good; it is evident; and every one must be aware, that, in order to read off the degree of the thermometer which is to indicate the temperature of the sea-water, the instrument must be immersed in that water for some minutes. I think, however, if we prescribe the pre- cautions to be taken, the question ought to be seriously studied by us, and the results carefully noted, for there rnay be very important precautions to be observed wliich we might omit. Considering, therefore, that we do not devote the time or take the necessary trouble to perform this duty properly, I must abstain from 78 TIIK WIND AND CURRKNT CHARTS. taking any part in issuing instructions wbicli appear to be incomplete anil not so carefully examined as they niiglit be; therefore, if the proposed instructions should be adopted, I would reserve to myself the right of expressing my opinion upon them in order to cover my responsibility." § 3. "The temperature of the water should also be tried during thunderstorms, and the heavy display of electrical phenomena." Adopted. § 4. " The water for surface temperature should be drawn from the quarter boats, in order to get it as fixr from the ship's side as possible." Adopted. Column 1-i.— Temperaturk OF THE Water at certain Depths. § 1. "The temperature below the surface of the water to l>c tried, may bo taken from any depth that may to the observer seem good, stating in the column the temperature as a fraction, with the depth as the denominator: thus, \l% fathoms." Adopted. § 2. "A hollow cylinder of wood, eighteen inches long, about 6 inches in diameter, with a valve near each end opening upwards, will be found, when attached to the deep-sea lead, convenient for bringing up the water from moderate depths." The paragraph was put to the vote and adopted. Voted for : MM. Ihlen, Pettersson, Gorkovenko, Maury, .Jansen. Against: MM. Beechey, De Mattos Correa, Delamarche, Lahure. Abstained: MM. James, Quetelet. § 3. "It is desirable frequently to try the temperature of the Avater at the depths of the ship's cock below the surface ; before catching the water in the bucket, let it run freely for ten minutes, then put the backet under, and, when full, let the thermometer stand before reading, as in the case of the surface water." The paragraph was adopted by the majority of the meeting. § 4. "It is desirable, whenever the temperature of the water let in to the ship is tried, that the .speed of the ship at the time be noted." This paragraph was likewise adopted by the majority. §5. "Though it is important to have tJiesc observations as to temperature made in all parts of the ocean, yet there are parts in which the difference of temperature between the water at and below the sur- face possesses a peculiar interest; these parts are in tlie trade-wind regions generally, in the Indian Ocean, Indian Archipelago, and off the Capo of Good Hope, especially in and near Lagulla's current, near the mouth of large rivers, aud in the arctic and antarctic regions." Adopted. § 6. " The specific gravity, whether of water at or below the surface, should be given without any MARITIME CONFERE>'CE AT BKUSSELS. 79 correction, except such as the iustrument used may involve; the object of these; two cohimus being to ascertain the specific gravity of sea-water as it actually exists, the temperature of the water at the moment of making the observation should be noted." Adopted. § 7. "A variety of instruments will probably be used for the purpose of filling this column; it is therefore deemed advisable to have the description of the use of the specific gravity-instrument at the office, from which each Navy may be supplied." Adopted. § 8. " It may be permitted, however, to express the hope that whatever be the instrument used, a uniform scale will be adopted for all ; that is, that the specific gravity of pure distilled water will be adopted as the unity, and that the specific gravity of sea-water will be expressed in decimals." Adopted. Mr. Delamarehe requested that a note should be made that in his opinion the Conference should be silent as to the manner of making the observations. lie thought that it ought to be left to the scientific societies of each nation to discuss and determine the best mode of observation. It is certainly desirable that complete directions as to a uniform mode of making observations should be adopted, Init the present and progressive state of science makes it difficult to adhere to a decision which may be opposed to improvement. Mr. Delamarehe, as regards his own qualifications, dared not meddle with any but the nautical points, because these questions had already been submitted by Mr. Maury to the Academy of Sciences of France. Mr. De Mattos Correa declared that he did not vote against the method of observations, but against the principle of giving explanations or instructions as to the mode of observing. ^ Mr. Jansen explained that he voted in fiivor, with a view of insuring as far as possible uniformity; which uniformity will never be attained, if instruments which every one can procure, and the most simple methods are not recommended. The meeting adjourned at 4h. 30m. P.M. until 11 A. M. on the following day. . ' QUETELET. Minutes of the Meeting of the 2d of September, 1853. The proceedings commenced at 11 A. M. Present: MM. Beechey; Delamarehe; De Mattos Correa; Gorkovenko ; Ihlen ; Jansen ; Lahure ; Maury ; Pettersson ; Quetelet, President. Order of the day : Continuation of the discussions upon the instructions. "It will be desirable to know whether the vessel on board of which the observations were made was a steamship, if it was steaming or sailing." Adopted. 80 THE WIND AND CURRENT CHARTS. Mr. Maury, with a view of conciliating opinions, proposed that the following section, proposed before by Captain Beechey, be added : — " Enter, uncorrected for local attraction, the variation observed, with the time of observation and the direction of the ship's head." This proposition was adopted. "Frequent mention is made by navigators of tide-rips at sea, particularly within the tropics; a close attention to these jihenomena is recommended; noting, whenever they are seen, the age of the moon. Enter also sea-weed, drift-wood, and the lilce." Adopted. " It is desirable that navigators compare the phenomena connected with storms, thunder, lightning, etc., in other parts of the world, -with the same phenomena in the vicinity of the Gulf Stream." Adopted. " When in those regions where ice is liable to be met with, a frequent resort to the water-thermo- meter is recommended; because in such regions fogs are prevalent, and ol'ten conceal the approaching dano-er. The distance of ice, within several miles, will generally be indicated by the water-thermometer, especially when vessels are to ^vindward of the bergs." Adopted. " When in the presence of ice, note the direction in which the ice has been drifted, and describe its appearance." Adopted. " Mention the time when the dew commences to fall, and, in cases of extraordinary deposits, note the temperature of the air as closely to the surface of the sea as can be done, taking the temperature at the masthead at the same time." Adopted. "When considerable diffei'cnces are found between the temperature at and below the surface, observe also the wet and dry bulb, and enter their readings among the Remarks." Adopted. " It is desirable that vessels co-operating in this system of observations should, in addition to the thermometer with which ships usually are supplied, have a white and bhick bulb, and also a bulb of marine blue that is as nearly the color of sea- water as may be." Adopted. " These three thermometers should be exposed to the sun in clear weather for a few minutes, and observed at 9 A. M., noon, and 3 P. M., and occasionally at night when the dew is heavy, and their readings should be entered in the column of Remarks." Adopted. " It is desirable tliat the bulbs of the colored thermometers bo painted with water-color." •' Mr. Delamarche observed that should the bulbs be painted, it would be impossible to compare them. MARITIME CONFERENCE AT BRUSSELS. 81 Tlic President was of opinion that sometimes tbc water-colors should be washed, in order to compare the bulbs. The section Avas put to the vote and adopted. Voted for : MM. James, Ihlen, Pettersson, Manry, Janscn, Quetelet. Against : MM. Delamarclie, Lahure. Abstained : MM. Beechey, Gorkovenko, De Mattos Correa. Psy chronometer. Mr. Maury proposed the following :■ — ■ " The wet bulb should be observed, after having been wetted with fresh water of the temperature of the air, and after the instrument has been held in the shade in the open air for some minutes." This proposal was put to the vote and adopted. Voted for : MM. James, Ihlen, Pettersson, Gorkovenko, Maury, Jansen. Against : MM. De Mattos Correa, Delamarche, Lahure. Abstained : M. Quetelet. Mr. James jDroposed the following paragi-aph : — ■ " When at anchor, it is desirable that hourly observations with the meteorological instruments should occasionally be taken, and especially at the equinoxes and solstices." Adopted. "In the case of storms, tornadoes, and whirlwinds, it is desirable to have a full description of the phenomena, and all the circumstances connected with them: such as the appearance of the sky and clouds; the state of the barometer before, during, and after the event ; the electrical displays connected with it ; the quantity and time of rain or hail, etc. The barometer should be noted frequently, and the time mentioned at which every variation in it, that amounts to one tenth of an inch, takes place." Adopted. "Also, it will be interesting for the navigator to avail himself of every favorable opportunity for determining the height and velocity of waves and the distance between them. He should note in this column the results, and describe the method used." Adopted. " When land birds and insects arc met with at sea, the fact should be noted, and mention made of all the circimistances which are calculated to throw light upon their migration." Adopted. " Showers of dust and red fogs are sometimes met with at sea ; in such cases, a descrijDtion of the weather and of the appearance of the sky, as well as specimens of the dust, would be desirable." Adopted. " Note the direction of the mnds which bring the rain, as well as the changes of the wind during and after the rain. By the term rain^ hail and snow are understood to be included. With regard to hail, 11 82 THE WIND AND CURRENT CHARTS. describe tlie stones and any peculiarity connected with the snow-flakes, being careful to note all tlie displays of electrical phenomenon connected with the hail-storms." "It would be interesting to know the temperature of the rain, and to have estimates of the quantity of dew." Adopted. Soundintjs. " Deep-sea soundings should be made on all favorable occasions ; for making these soundings com- parable, the uniformity in the size of line used and the weight of the sinker is a desideratum. The time occupied for every 100 fathoms in going out should be observed, for the discussion afterwards of the soundings. When the sinker is recovered, the specimen of the bottom ought to be carefully labelled and preserved." Adopted. " When in harbor, tidal observations should not be neglected ; the times of high and low water, with the direction and force of the current at various stages, both on the flood and the ebb, should be noted. Likewise thunder and lightning, the time of their duration, intensity, etc. When marked changes in the color of the water are observed, try the temperature of the water, get a cast of the deep-sea lead if practicable." Adopted. " In the Pacific Ocean, particularly, patches of pink or white-colored water are frequently met with ; descriptions of them, with specimens of the water carefully preserved in phials with ground-glass stojipers, are desirable." Adopted. " Waterspouts : a detailed description ; containing the duration, the circumstances of their formation, gyration, motion, form, breaking up, etc." " Shooting-stars : the number of them observed during a certain time ; the point of the heaven (the star or constellation) from wliich they are emanating and towards which they are converging, in particular about the 10th of August and middle of November. "Aurora Borealis: duration or time for beginning and ending ; its extension, form, tract of the heaven, intensity of light, color, rays, its motions and changes, etc. Note anything that is particular about rain- bows and halos and meteors of every description, describing their place by reference to stars or the horizon." At the commencement of the log-book should be entered : 1. The name of the ship, the nature of materials of which it is built, cargo, captain's name, class of ship, names of ports put into during the period the log has been kept. 2. Tables showing amount of local deviations observed before departure ; stating whether cargo on board or not at time of observation being made ; the methods employed to ascertain the local deviation to be minutely described. 3. Admiral Beaufort's nomenclature for the winds. 4. Howard's nomenclature for the form of clouds. IIAKITIME CONFERENCE AT BRUSSELS. 80 5. The corrections, or the rules for correcting all the instruments employed, more particularly the barometer and thermometer, Avith the places where the instruments have been compared witli the standard. 6. Description of instruments, and methods employed in making observations. 7. Note down the meridian from which the longitude is reckoned. A sub-committee, composed of MM. Delamarche, James, and Jansen, was trusted with revising the form of abstract logs and instructions. Meeting adjourned at half-past 4: P. M., until to-morrow at 11 A. M. QUETELET. Minutes of the Meeting of the 3d of September, 1853. Proceedings commenced at eleven o'clock A. M. Present : MM. Beechey ; De Mattos Correa ; Gorko- venko ; Ihlen ; Lahure ; Maury ; Pettersson ; Quetelet, President. MM. Delamarche, James, and Jansen, composing the committee appointed to revise the tabular form of log, are absent from the meeting. Minutes of last sitting were read and approved. Mr. Maury read to the meeting the report be had drawn up at the request of the President. Captain Beechey propo-sed a vote of thanks to Mr. Maury for his kindness in undertaking to draw up the report, and for the assiduity and ability with which he has performed his task. Thanks were voted to Mr. Maury unanimously. Mr. Maury : " I accept the vote of thanks with gratitude, and I am profoundly sensible of the honor conferred. " I avail myself of the present opportunity to make an atonement for a seeming neglect in not stating before, in terms as distinctly as I should have stated, the cordial sympathy which I have received from British subjects with regard to this undertaking of mine. That sympathy has been manifested by distin- guished ofiicers of Her Majesty's Navy, by citizens of England, and by the subjects of Great Britain in various parts of the world ; and particularly at Bombay, and iu Mauritius. " When the first Charts were published, the merchants of Bombay immediately started a subscri]>tion for the purpose of publishing a similar set of Charts of tlie Indian Ocean. " This noble enterprise was confided to the Geographical Society of Bombay, whose activity and zeal in the cause of science are deserving of great praise. After considerable progress had been made, the gentle- man in charge of the work died, and the undertaking fell through; but the Society, with a liberality the most praiseworthy, placed at the disposal of the Government of the United States, all the materials collected, and the work it had done, which was most gladly accepted; and I, when iu Loudon, met them on their "way to the United States. " Also, there was a response from the Island of Mauritius, which, iu a meteorological point of view, occupies a most important position. Many ships annually touch there with log-books containing most 84 THE WIND AND CURRENT CHARTS. valuable materials. The Meteorological Society proposed to collect from these materials, and make them available for our purpose in Washington. " With a view of having abstracts made of the logs, I was authorized by the proper authorities to place to the credit of the Secretary of that Society, Mr. Meldrum, the sum of 1,500 dollars, to pay for the expense of making the abstracts. This, with true English pride, which all can appreciate, and in becoming terms, was declined. But the Society did not rest there ; at its last annual meeting, it set on foot measures in furtherance of this general system of meteorological research, from which I expect much valuable fruit. "Two gentlemen then pledged themselves to the Society, to devote their time to the collection of meteorological data ; and, from the enthusiasm which ]irevailed on the occasion, we, who expect much from that part of the world, will, I am sure, not be disappointed. "I am very much obliged to Captain Beechey for his mention of my labors, and the kind terms in which it was conveyed ; and I thank him, also, for affording me this opportunity of expressing my obliga- tions to his countrymen, for the kind sympathy I have received at their hands." The meeting decided that the discussion of the report should be adjourned until Monday, in order that each member sliould have time to read it, and present his observations thereon. The meeting next examined the documents which form the record of its proceedings. The meeting adjourned at half-past four, until Monday, at 11 A. M. QUETELET. Minutes of the Meeting of the 4th of September, 1853. Proceedings commenced at 11 A. M. Present: MM. Beechey; De Mattos Corrca; Gorkovenko; Ihlen; Lahure ; Maury ; Pettersson ; Quetelet, President. MM. Delamarche, James, and Jansen, forming part of the sub-committee appointed to revise the table and the instructions, were absent. The minutes of the last meeting were read and approved. The President read a letter from Mr. Kupfifer, Director of the Central Physical Observatory of the Russian Empire, adressed to Mr. Maury, upon the subject of connecting the meteorological observations made at sea with those made on land. Mr. Kuffper is of opinion that the Russian Government would be disposed to encourage the undertaking. It was decided that this letter should be mentioned in the minutes, and the President be requested to write to Mr. Kupffer, to the effect that the Conference was of opinion that it could not, without overstep- ping its functions, make a direct application to any government, but it would learn with the greatest satisfaction that those countries, in which meteorological observations are regularly made, had adopted a system by which the globe would be submitted to one uniform method of observation. f' The meeting next proceeded to revise the minutes of several sittings. At one o'clock, MM. Delamarche, James, and Jansen, joined the meeting. MARITIME CONFERENCE AT BRUSSELS. 85 Mr. Jansen, in the name of the sub-commlttcc, read the report u])on the revision of the journal or log and the instnielions. A discussion took place upon the title that should be given to the journal. Tlie term ^' Ahsli-ad Lmf was adopted. Captain Beechey disapproved of the arrangement of the form. Ho thought there was much space ■wasted in the first nine columns vvliich was much required in the remark column ; and that the barometer and thermometer columns would be better placed if they followed the wind column, an arrangement which would keep together in one parcel what the merchant vessels would be required to fill up so as to entitle them to become co-operators. The first nine columns would at the most require only 3 lines for the entries to be made in them ; whereas, by the present arrangement, there was space left for 14 lines. He jiroposed to transpose the barometer and thermometer columns in such a manner, that the columns which the merchant vessels were required to fill up, to entitle them to participate in tlie offer made b}^ the American Government, might be kept in one parcel. Mr. Maury seconded Mr. Beechey's proposal, which, after a short discussion, was put to the vote and rejected. The table and instructions, as proposed by the sub-committee, were adopted. The meeting adjourned at 5 P. M., until the next day at 11 A. M. QUETELET. Minutes of the Meeting of the Gtii of September, 1853. Proceedings commenced at llh. 15m. A. M. Present: MM. Dclamarche; De Mattos Correa; Gorko- venko; Ihlen; James; Jansen; Lahure; Maury; Pettersson; Quetelet, President. Captain Beechey absent; being occupied with the report. The minutes of the last meeting were read and approved. Tlie President rose to order : — " It has been proposed to make some alteration in the wording of the minutes which have been approved. I wish the meeting to decide whether, contrary to the genci-al practice, these changes can be allowed." The meeting decided unanimously that no change could be permitted in the minutes which had been approved. The attention of the Conference was next directed to the various questions which relate to the wording or drawing up of the minutes of the report. The sub-committee who revised the table, the instructions, and the explanatory notes, proposed to adil at the end of the remarks the following paragraph : — " Iji addition to the observations mentioned in the abstract log, it is desirable tliat each captain should write at tlie end any general remai'ks which his personal experience may suggest, more especially if he has frequently made the same voyage." 86 TIIK WIXD AND CURRENT CUARTS. Mr. Maury requested tliat this addition might be admitted only npon the condition of its being unanimously approved. The proposition was put to the vote and adopted by every member present. The meeting adjourned, at 1 o'clock, until the following day at 11 A. M. QUETELET. Minutes of the Meeting of the 7th of September, 1853. Proceedings commenced at llh. -lom. A. M. Present: MM. Beechey; Delamarche; De Mattos Correa; Gorkovenko ; Ihlen ; James ; Janscn ; Lahure ; Maury ; Pettersson ; Quetelet, President. The minutes of last meeting were read and approved. Captain Beechey read the amendments made by him in the report, with the concurrence of Mr. Maury. The report with the proposed modifications was put to the vote, and adopted unanimously. Mr. Maury: "I propose a vote expressing the thanks of the Conference to Captain Beeche^^, for the ability and zeal he has displayed in the amendments to the report ; which set forth, in so clear a light, the objects of the Conference, and the benefits to be derived by commerce and navigation from the adoption of the plan of observations recommended." Thanks were voted unanimously to Captain Beechey. Captain Beechey thanked the Conference for the kind expression of their sentiments, which he felt to be undeserved. He begged to say that, throughout the meetings, he had but one object in view ; that of giving his best assistance towards the objects for which the Conference had been assembled. Mr. Maury : " Being on the eve of closing our labors, I think we should do well to take a retro- spective glance, and call to mind some of tlic circumstances which have enabled us to accomplish the object of our mission so quickly, so harmoniously, and satisfactorily. "This result is mainly owing to the zeal, intelligence, and imjiartiality with which our deliberations have been directed by the eminent man whom Ave elected to preside over them. "It is not only with reference to the plan we have just carried into execution, but to the future also that we should congratulate ourselves upon having for a President this distinguished savant, whose numerous and iiseful works have placed him amongst the scientific celebrities of our time, and whose reputation is world-wide. " His cordial co-operation iu our work may be considered as the connecting link of the chain which will one day unite the ocean and the laud, and from this time forth we may entertain the hope of shortly seeing adopted a general system of observations embracing the two elements. " I propose, therefore, that the meeting should vote its thanks to the President for the skill, zeal, and impartiality with which he has presided over our discussions." Mr. Maury's proposal was warmly received by every member, and thanks to the President voted by acclamation. MAKITIME CONFERENCE AT BRUSSELS. 87 The i'rcsideut : — "Gentlemen: I cannot find words to express my gratitude for tins new mark of your kindness. I may venture to hope that I have not been altogether unworthy of the distinguished lionor conferred upon me in being called to preside over a meeting composed of such eminent men, and whose labors afford such future promise of benefit to science. "The kind sentiments to which Mr. Maury has given utterance, and in which you have so warmly joined, are certainly amongst the most flattering testimonials I have received throughout my scientific career, and as such they will always be dear to me." Mr. Jansen proposed a vote of thanks 'from the meeting to Mr. Lahure, for the spontaneous manner in which he had taken charge of the various details connected with the labors of the Conference, and the zeal and activity he had displayed in arranging them. Voted unanimously. Captain Lahure returned thanks for that vote. The meeting, upon the motion of the President, then returned thanks to Mr. Ch. Do Groote, for his having attended the Conference as shortdiand writer, and having prepared the minutes of the proceedings. Captain Beechey : " I beg to propose that Mr. Quetelct be authorized on the part of the Conference to return its best thanks to M. le Ministre dc I'lnterieur for his great kindness in appropriating to the use of the Conference one of the rooms at his own residence, for the purpose of holding its meetings, and for the polite personal attention the members have received from him." This proposition was unanimously adopted. Mr. Delamarche : " I propose the meeting should request the President to kindly undertake to deposit in the archives of the Eoyal Belgian Academy of Sciences, Belles-Lettres, and Fine Arts, the original reports." Adopted unanimously. The meeting adjourned to Thursday) 8th of September, at 3 P. M. QUETELET. Minutes of the Meeting of 8th of September, 1853. Proceedings commenced at 8h. 30m. P. M. Present: MM. Beechey ; Delamarche; De Mattos Corrga; Gorkovenko; Ihlen; James; Jansen; Lahure; Maury; Pettersson; Quetelet, President ; Kothe, Captain- Lieutenant of the Danish Navy, and Director of the Naval Depot of Charts. The minutes of the last meeting were read and approved. The President informed the meeting that Mr. Rothe, who arrived in the course of the morning, had made himself acquainted with the forms and instructions already adopted. The Presideat then, in the name of the Conference, expressed to M. Rothe the satisfaction it felt at the participation of the Danish Government. 88 EXPLANATOKY NOTES FOR KEEPING THE ABSTRACT LOG. Tlie original reports in English and in Frcncli having been read and signed by all the members of the QUETELET. meeting, the President declared the Conference closed. EXPLANATORY NOTES FOR KEEPING THE ABSTRACT LOG. The name of the last place from which the vessel sailed, and the place to which she is going, should be stated in the abstract. 1st Column. — The Time inserted in the abstract log should be civil time, but if astronomical [or sea] time is inserted, it should be so stated at the commencement of the log. The months should be indicated by the Eoman letters from I. to XII. January being I. [December XII.]* 2cl Column. — HoURS; this column contains all the hours at the even numbers, and in addition 9 A. M. and 3 P. M. The hours 4 A. M. and 9 A. M., noon, 3 P. M. and 8 P. M. are printed in larger type, to indicate that it is at these hours that observations are especially required, as will be farther explained. / The latitude and longitude should be observed M Column. — Latitude observed. | frequently at sea, and more especially about 4 A. M., noon, and 8 P. M., and the result referred by the log to the hour nearest to which the observations were made, in order that the ship's position may be as accurately determined as possible at those times. Aith CuZ»?«H.— Latitude by Dead Eeckoning. \ This should be particularly attended to, when the shi}) is expected to cross or enter upon any of the great streams and currents of the ocean, the trade or periodical winds. The position by dead reckon- ing should be deduced from the last observation for latitude and longitude. If the longitude is deter- mined by lunar distances, note it in the column with its proper sign 0n felt] ; besides the (Liily entry at noon, the rate and direction of currents should be noted at shorter intervals, wlien the sliij) is in the vicinity of the great oceanic currents, or when it is supposed that the currents may sensibly vary iu the 24 hours. 9th Column. — The observed VariatioX should be entered in degrees and rniuutes ; and when the variation is determined by observation of the moon or a star, the sign (L or * should be ])laced after the entry, thus: 23° 16MV. C. The variation should be corrected for local attraction ; in other words, the variation entered should be what the variation would have been, had the ship been heading at the time of observation upon the course, in which the local variation would be O. It is desirable that every vessel should be provided with a standard com2)ass, with which all the observations for variation should be made. The position of the standard compass, or of the one used, should be that at which the local attraction is the least, and the compass should always be placed in the same place. When the variation has not been observed, the variation used should be corrected for local attraction, and noted. The direction and force of the wind should be regularly entered at i A. M., noon, and 8 P. M. The force and direction entered should be that which has been most prevalent during the eight preceding hours. The direction should be by compass, and expressed in points. The force of the wind should be indicated by the figures given in the first page ; (if there are squalls, their force should be given in a parenthesis ( ), opposite the hour at which it takes place. 12th and loth Columns. — The BAROMETER and its Thermometer should be observed, if possible, at all the hours given in column 2, and at least at i and 9 A. ISL, noon, 3 and 8 P. M. [The thermometer attached to the barometer — and if none be attached, one should be tied to the lower end — should be care- fully noted whenever the barometer is observed, for we depend upon it for an important connection for the Bar.] I'lth and 15th Columns. — The Dry and Wet Bulb Thermometers should be observed at the same hours as the barometer. If it rains at the time when the observation with the wet bulb is taken, put the letter B after the temperature. Before reading the wet bulb thermometer, the bulb [or rather, a thin old linen rag should be tied tightly about the bulli, and then the bulb] should be moistened with fresh water, and allowed to remain a few minutes iu the open air, in the shade, and where strong currents of wind from the sails cannot afitect it. All the thermometers ought to have two scales, one that of the country to which the ship belongs, the other the centigrade. IQth Column. — The Form and Direction of the Clouds should he noted at least at 4 A. M., noon, 12 10th Column — Direction 11th Column — FoRGE of the Wind. 90 THE WIND AXD CURRENT CUAKTS. and 8 P. M., and as tliey appear at the time of observation. Tlie form of tlie clonds slionld be indicated by the letters given at page 06. AVhen the clouds are observed to be going in different directions at the same time, the direction of the upper ones should be stated above that of the lower, and separated by a bar, thus : '^'^^. [Plate XVI. shows the form of Clouds.] nth Column. — TiiE PROPORTION OF THE Sky Clear should be indicated by figures from to 10. Thus 8 indicates that ^% of the sky is clear. ISih Column. — FoG, Rain, Snow, and Hail. The number of hours of fog, rain, snow, and hail, iu the eight lareceding hours, should be noted at 4 A. M., noon, and 8 P. M. The letter A, indicates fog; C, snow ; B, rain ; D, hail. One or two bars placed under the hours indicate degree [intensity, or quantity] ; thus 3 B, is 3 hours of light rain; 3 P>, rain; 3 B, heavy rain. The direction and force of the wind, etc., before, during, and after the rain, should be stated iu the column of Remarks. Wth Column. — TiiE State of the Sea during the eight preceding hours should be stated at -i A. M., noon, and 8 P. M., by means of the signs given on the second page. [These signs were omitted to be inserted in the original.] 20lh Column. — Temperature of tue Water at the Surface. Por the hours at which the observa- tions should be taken, see directions for the Ixirometer and thermometer. The water should be taken up in a wooden bucket, as far as possible from the ship's side, and placed in the shade on deck ; the thermo- meter should then be placed in the water, and left there for two or three minutes, [five,] and read afterwards, whilst the bulb is in the water. In addition to the ordinary observations, the temperature of the water should be tnken when any particular circumstances may seem to make it desirable, as when there are changes in the color of the water, [or when the vessel is] in the ueigliborhood of ice, shoals, the gulf or other streams, and at the mouths of great rivers. The temperature of the water should also be taken during thunderstorms, and when any electrical phenomena are observed. 21si Column. — The Specific Gravity of the Water at the Surface or at different Depths, should be noted at least once a day ; when the water is taken from a certain depth, the depth should be entered under the specific gravity, and under a line ( jlH ). The specific gravity is stated without any other correction than that which the instrument employed may require. The temperature of the water should be placed in the 20th and 22d columns. It is desirable that a uniform scale should be adopted in the instruments used in ascertaining the specific gravity ; that the specific gravity of distilled water should be the unit, and that of the sea-water expressed in decimals. [The hydrometer of commerce, that is, the one of glass, and in the shape of a thermometer with a huge bulb slightly loaded, used for proving spirits, is the one recommended for the American service.] 22c? Column. — The Temperature of the Water at different Depths, should be taken at least once KXl'I.ANATOHY NoTKS FOR KKKPIXG AliS'l'HACT I.OU. 01 a day, according ns circuinstunce.s may be moi'c or less favorable; tlio temperature sliould be entered above the specific gravity and separated IVom it by a bur (^~) ; the unit of measure in depths is [fathoms of six feet each, English]. In taking water from niddcratc depths, it may be hauled up in a cylindrical box, 18 inches long and 6 inches in diameter, having two valves in the ends opening upwards. This box may be either of wood or iron, and attached to the deep-sea lead. [.Self-registering metallic thermometers are better.] It is desirable, frequently, to try the temperature of the water at the depth of the ship's cock below the surface ; the cock should bo left open for 8 or 10 minutes before the bucket is filled, and the thermome- ter should be left two or three minutes [five] in the water, as before described, before reading it, and it may be well to note the rate of the ship at the time the cock was open. The temperature of the water at the surface should be observed, whenever the temperature at different depths is taken. When there is a great difference between the temperature of the water at the surface, and at some depth, observe the indications of the wet and dry bulb thermometers, and note them in the column of Eemarks. Although these observations are of importance in every [)art of the globe, still, there arc certain regions where the differences between the temperature at the surface and the temperature at certain depths have a particular interest. We may mention the regions of the trade-winds, the Indian Ocean, the Cape of Good Ilope, and especially in the Lagullas current, and near the mouths of great rivers. Column of Eemakks. — The column of remarks will contain everything which the captain may cou- isider useful. We direct attention to the following points : — 1st. If the vessel is a steamer, state whether she was steaming or tnider sail at the time the observa- tions are made. Tempests^ tornadoes, whirlwinds, typhoons, or hurricanes, etc. — Every circumstance connected with these should be stated in great detail, the different changes of the wind, the appearance of the sky and the clouds, of the sea and electrical phenomena, rain, hail, etc. The height of the barometer sliould be frequently noted, at least as often as there is a change of a tenth of an inch, ami the time when the remarks are made [(". e. when the phenomena are seen, or when the observations are made], should be stated. When ivaterspouts are observed, the time of their duration, their successive appearances, their forma- tion, gyratory movement, translation, and breaking np, should bo described. Note the circumstances attending storms, the thunder, lightning, etc., and when phenomena of this nature arc observed by navigators, they should be guided in their observations by a reference to analogous phenomena, which they may have observed in other regions, more especially upon the edge ot the Gulf Stream. It is desirable to have the teynjKrature of the rain compared with the temperature of tlie air. When it hails, describe the hailstones, and the electrical phenomena. Note the quantity of dew, the time when it commences to fall, and, in eases of extraordinary deposits, note the temperature of the air as close to the surfiice of the sea as possible, and at the same time at the masthead. 92 THE WIND AND CUKRENT CHAXiTS. When red forjs or slioxvers cf dust are met with, describe the weather and the appearance of the sky, and obtain, if possible, specimens of the dust. Observe the height of the ivaves, the distance between them, and their rate of progress. Note tlie tide-rips seen, particuhirly in the tropics, and the ago of the moon at the time. When the surface of the sea is covered v;iih pinl: or u-Jiite jxitcltes of water, as is often the case in the Pacific Ocean, describe them, and preserve specimens of the water in phials with ground-glass stoppers ; if practicable, get a cast of the deep-sea lead, and take the temperature of the water at the surface, and at some depth. When deep-sea soundings are taken, state the time the lead takes to descend each 100 fathoms, and carefully preserve whatever the lead brings up from the bottom. [Deep-sea soundings should always be made from a boat.] It is much to be desired, for the sake of comparison, that the same sized line and the same shaped lead, of equal weight, should be used. [For description of those used in the U. S. Navy, see Gth ed. Maury's Sailing Directions^] lu places whore ice may be met with, observe the temperature of the water frequently; these observa- tions are most valuable when tliere are fogs which may prevent the ice from being seen, as they may indicate its presence even at the distance of 2 or 3 miles, especially when the ice is to leeward. Note the appearance of the ice, and the direction in which it has been drifted. In addition to the thermometers usually supplied to ships, it is desirable that they should be furnished with others tvith. while, black, and blue bulbs, colored with water colors. These three thermometers should be exposed simultaneously to the sun in fine weather for some minutes at 9 A. M., noon, and 3 P. M., and occasionally at night [to the open sky] in time of dew ; their indications should be entered in the column of Kemarks. Note the shooting stars ; their point of departure and the point to which they appear to converge, the constellations which they traverse, their numbers in a given time. They should be especially observed about the 10th of August and the middle of November. The Aurora borecdis, the time of its appearance and disappearance, extent, form, position, intensity of light, color, its motions, and changes should be described. Halos, rainbows, meteors, etc. should also be noted. Carefully note the appearance of birds, insects, Jlsh, sea-iveed, drift wood, and mention any circumstances which may throw light upon their appearance. When at anchor, tidal observations should not be neglected, and the times of high and low water, if possible, should be observed; state the time also of change of tide, the rate and direction of the current at various stages, both on the flow and ebb, and everything relative to this important question. Hourly meteorological observations, especially at the times of the equinoxes and solstices, Avould be very valuable. In addition to the observations mentioned in the abstract log, it is desii'able that each captain should write at the end any general remarks which liis personal experience may suggest [as to the route pursued, currents, winds, &c., encountered hv tlio w;iy], more especinllv il' he lias freqnontlv made tlie same voyage. ABSTRACT LOG. 93 ABSTRACT LOG. (2). (3). (5). Local Deviation: — Before sailing. SHIP S BEAD. north, N.N.E, N.E. . E.N.E. east. E.S.E. S.E. S.S.E. DEr.UEES i . „ DEGREES ' SHIP S HEAD. OP DEVIATION. I OF DEVIATION. SOUTH. S.S.W. . S.W. . . W.S.W. . WEST. . ■n'.N.w. N.W. . , N.N.W. When arrived. ship's head. ' ■ SHIP'S HEAD, OF DEVIATION NORTH N.N.E. . N.E. . . E.N.E. EAST. E.S.E. S.E. . S.S.E. SOUTH. S.S.W. . S.W. . , W.S.W. . WEST. . W.N.W. N.W. . , N.N.W. DEGREES OF DEVIATION. (1). Enter the class of the vessel, her name, country, and the name of the captain. (2). If the vessel is of iron or wood, and mention the quantity of iron, if any, in the cargo. (3). Enter the names of the places at which the vessel has called during her voyage. (4). Name the meridian from which the longitude is calculated. (5). Give the table of local deviation at the commencement and at the end of the voyage; and state in the log the manner in which it was determined, and if the vessel was loaded with any iron when the observation was made, or whether any iron as cargo was taken on board after the observation was made. If practicable, the operation should be repeated during the voyage. 9i THE WIND AND CURRENT CHARTS. ABSTRACT LOG CAPTAIN LATITDDE BY lONQITDDE BY CURRE.NT3. WINDS. BAROMETER. DATE. HOUR. MAGNETIC VARIATION 1 Observation. D. K. Observation. D. K. Direction. Rate. OBSERVEU. Direction. Rate. Height. Thcr. attached. I. 31. 2 4 6 8 9 10 Noon. 12 2 3 4 6 8 10 12 ir. 1. 2 (1) (2) (3) (i) (») (fi) (') («) (9) (10) (11) (12) (13) [a] [b] [a] [c] [a] [c] [a] [a] [a] [a] [a] [a] [a] ABSTRACT LOG FOR THE OATE. HOUR. LATITUDE. LONGITUDE. CURRENTS. BAROMETER. THERMOM. FORMS AND DIRECTION OF CLOUDS. PROr. OF SKY CLEAR. HOURS OF FOG A. KAIN B. SNOW C HAIL D. MAGNETIC Direction. Rate. Height. Tlier. attach VI. Air. Water. VARIATION OBSERVED. I. 31. Noon. II. I. Noon. 2 Noon. 3 4 9 12 3 8 4 9 12 3 8 4 9 12 3 8 4 • ABSTRACT LOG. 95 FROM TO 185 THERMOMETER. HOURS OF WATER. FORMS ANIJ DIRECTION OF FOG A. BAIN n. STATE (IF STATE OF THE REMARKS. Dry bulb. Wet bulb. OF CLOUDS. CLEAR. SNOW c. HAIL 11. TIIK SEA. Temp. at suriace. Specific gravity. Temp, at lU'ptli. WEATIIKR. This form is in- tended more especial- ly for men-of-war. (li) (15) (1(3) (17) (18) (10) (20) (21) (22) (23) (24) [a] Lb] [a] [a] [a] [c] [a] [b] [b] [C] [a] MERCHANT SERVICE. WINDS. RATE. 1 REMARKS. This form contains the minimum of what must be furnished by American mer- chantmen, in order to entitle them to a copy of Charts and Sailing Directions. It is hoped, however, that many of them at least will be willing to do more, and to fill up the man-of-war log. Forms of this will be given to all who will ask for them. (L.itter part. ) (First part.) (Mid.llepart. ) (Latter part. ) 96 THE WIND AND CUKRENT CHARTS. Describe on a blank page, in the beginning of yoiir Abstract, the instruments you Lave on board, tlie manner of using them, and of malcing the observations. Barometer (corrections to) Index error. Capacity. Capillarity. Mean height above the sea. Compared hj Mr. ivith the standard at 185 Thermometers (correction to). [Number your thermometers, and state the corrections that are to be applied to the various readings of each, to make them correct.] Force of the Wind indicated by numbers (sailing by the wind). 0. Calm. 1. Ship has steerage. 2. Clean full 1 to 2 knots. 3. Clean full 3 to -i knots. 4. Clean full 5 to 6 knots. 5. With royals. 6. Top gallants over single reefs. 7. Double-reefed topsails. 8. Triple-reefed topsails. 9. Close-reefed topsails and courses. 10. Close-reefed main tojDsail and reefed foresail. 11. Stay sails. Forms of Clouds are: cirrus ((7/.); cumulus (C(^); stratus (■ I then brought the subject to the notice of the men of science of the country, with the view of ])ro- curing their countenance to the work ; and, in papers read on the " Currents of the Sea" before the National Institute, and the Association of American Geologists and Naturalists, now tlie American Assoeia- tiou, I explained the meagre state of our information with regard to the currents of the sea, urged the value of what was locked up in the old sea-chests of mariners, and pressed the im}>ortance to science, commerce, and navigation, of the information Avliich navigators might give were they enlisted in a connnon plan of observation concerning the phenomena of the ocean. These institutions expressed an interest in the matter, and resolved to second my efforts by appointing a committee to press the subject upon the attention of the Government. The Hon. Jno. Y. Mascni, then Secretary of the Navy, heartily seconded the plan, and did, as his successors have done, much towards its advancement and progress. In the mean time I obtained the assistance of Lieut. Wm. B. Whiting, United States Navy, a most accomplished draftsman and hydrographer. He was ordered to report for duty at this office in 1845. The labor was commenced anew ; more log-books had been procured from our men-of-war. It was now seen that we should obtain more and better materials than we had before; all the former work was therefore rubbed oiit, and Ave began anew. But our men-of-war seldom went to England or the north of Europe, therefore nothing was to be done ill that quarter. The direction in wdiich they most cruLsed was south of the parallel of 40° north. The beginning of 1848 found three sheets— those wdiich correspond to Nos. 1, 2, and 3 of the present Track Charts, series A, North Atlantic — engraved and published. They contained only the tracks of men-of-war; but though there were fcAv of these, I was satisfied that the work, so far, enabled me to point out a shorter and a quicker, and a better route to Eio than the one usually pursued. This was a discovery, as far as the great body of navigators was concerned ; and as such I announced it. The barque TV". H. D. C. Wright, Jackson, of Baltimore, was the first to try this new route. She crossed the line in longitude 31° west, the 24th day out (it has since been done in 18 days, the usual time before Avas 41 days), and made the trip to Eio and back in 75 days. A remarkably quick voyage it Avas, and a complete demonstration of the problem that I had so long endeavored to prove. Navigators noAv appeared for the lirst time to comprehend clearly a\ hat it Avas I Avanted them to do ; they appreciated the importance of the undertaking, and came forward readily with oilers of hcartv, zealous, and gratuitous co-operation. In a short time a large fleet, Avithout the promise or hope of rcAvard, Avas found zealously co-operating Avith me, each one eno-ao-ed in collectin"-, accordins- to the same plan, materials for the AA'ork. It was uoav the rolling snoAvball : ship after ship joined the fleet of observers; so that more than a thousaml navigators 108 THE WIND AND CURRENT CHARTS. are now busied niglit and day in all parts of tlic world, in making observations and gratuitously collecting materials of great value to science, commerce, and navigation ; never before has there been snch a corps of observers scattered over the world, yet laboring together and acting in concert, with regard to any system or subject of philosojjhical research. This fact speaks volumes in favor of the intelligence and public spirit of American navigators, and as a sailor I mention it with proud satisfaction. Being now fairly under weigh, with new and more abundant materials, and having the assistance of such a large, able, and zealous corps of observers in collecting more, it was again found necessary to rub out and begin afresh with the Charts. The third trial was more successful. It has })laced us where we are. As, therefore, these Charts, so far, are the results of the joint labors of American navy officers and ship masters, and as each one who has contributed to them may be supposed to feel more or less interest in the progress of the work as well as in the results obtained, it is proper that for the satisfaction of those con- cerned if for no other purpose, I should give an account somewhat in detail of the manner in which the worlv has been conducted, and of the results, step by step, as they have been obtained and announced to the public. The manner in which the investigations for each set of Charts have been conducted, is fully explained in another part of this paper; and this will be readily understood by a reference to the plates and diagrams which accompany this volume. The results, so far as they have appeared satisfactory and conclusive to my own mind, have, for the most part, already been made public : sometimes as official reports ; sometimes in the shape of letters ; sometimes in public lectures, or in scientific papers ; and sometimes directly to mariners, as a notice in the newspapers. ' ■ ' I shall therefore recapitulate, as I go along, the substance of these announcements, occasionally present- ing the results first announced, not as they have since been modified, but as they appeared at the time ; so that those who have helped to raise the structure to its present proportions, may have an o})portunity of contemplating the scaflblding also. They will thus be enabled to retrace the work, and to follow it in its progress, step by step, realizing as they advance how it is that our views enlarge, and the horizon expands, as we ascend from one fact to another, and rise higher and higher as fact is traced to efiect, and effect back to cause. The first log-books that were used in the construction of these Charts, not being kept with the view of ever being so used, gave the winds generally, and especially when sailing free, as from the quadrant instead of from the point of the compass. Thus, vessels on the homeward track from Eio, after meeting the N. E. trades, generally recorded the winds as "Northward and Eastward." This induced me to suppose that the winds were from the N. E. point of the compass, rather than from any other of the N. E. quadnutt, and to infer, after the brushes by INFLUENCE OF TUE GULF STREAM OX THE TKADE OF CHARLESTON. 109 wliicli the course ami direction of winds arc represented on the "Track" Charts were drawn, that those winds were for the most part fair winds for going to the equator also. So understanding the entries in the log, I saw that it was practicable for a vessel under canvas to sail on a great circle from New York to Cape St. Eoque in Brazil. I therefore recommended a more direct route than had hitherto been pursued ; and it is this route, Avhich, with the additioiial information and the modifications and exceptions which subsequent researches have enabled us to make with regard to it, has proved so short and successful. Seeing this defect in the old log-books, a form was prepared expressly for those navigators who were volunteering to co-operate with me. In this form, they are requested ]:)articularly always to note the point of the compass from which the wind comes; and when it is variable, to note and enter, at the time, the point of the compass from which it may have most prevailed, during each of the ''three parts" into which mariners are accustomed to divide the 24 hours. When a navigator fails to do this, he returns to me a useless log. These three parts are usually called "first," "middle," aud "latter part;" each being of 8 liours; the first extending from noou to S, the middle from 8 P. M. to 4 A. M., aud the latter from -i A. M. to miuii. INFLUENCE OF THE GULF STREAM ON THE TRADE OP CHARLESTON.* Before the Gulf Stream was known to practical navigators, the course of trade between England and America was such as to make Charleston the half-way house between the mother country and the New England States, including Pennsylvania aud New York among the latter. At that time, the usual route of vessels bound to America, was to run down on the other side of the Atlantic towards the Cape de Yerdes, and until they got the N. E. trades, and with them steer for America. This was the route taken by Columbus ; this route brought them upon the coast of the Southern States, where their first landfoll was generally made. Then steering to the northward, they drifted along with the Gulf Stream until they made the Capes of the Delaware, or other headlands to the north. If now, as it often happened in the winter season, they were driven off the coast by snow-storms and westerly gales— instead of running off into the Gulf Stream, as vessels now do, to thaw themselves, they stood back to Charleston, or the "West Indies, where they would spend the winter, aud wait until the spring before making another attempt to enter the northern ports. It should be borne in mind that vessels then were not the sea-boats or the sailers they now are. I have in my collection the log-book of a West India trader in 1740. ller average rate of sailing per log, was about two miles the hour. This log was copied in the 3d edition of this work. It is instructive. At that time, the instruments of navigation were rude ; chronometers were unknown, and lunars were impracticable ; and it was no uncommon thing for vessels in those days, when crossing the Atlantic, to be * Sec Proceedings of the .\mcrican Association, at Charleston, in 1850 — for a papier "On the Influence arising from a DiscoTcry of the Gulf Stream on the Commerce of Charleston." 110 THE WIND AND CUKKENT CHARTS. out of their reckoning 5°, G°, and even 10°. And when it was announced that a vessel might know, by consulting the water thermometer, when she crossed the eastern edge of the Gulf Stream, and again when she crossed the western edge, navigators likened the discovery to the drawing of blue and red streaks in the water, by which, when the mariner crossed them, he might know his longitude. The merchants of Providence, R. I., Dr. Franklin being in London, sent a petition to the Lords of the Treasury, asking that the Falmouth packets might run to Providence instead of to Boston. They main- tained that though Boston and Falmouth were between Providence and London, yet that practically the two former were farther apart than the two latter; for it was shown in the memorial, that the average pas- sage of the London traders to Providence, was fourteen daj's less than the average by the packet line from Falmouth to Boston. Dr. Franklin, on being questioned as to this fact, consulted Captain Folger, an old New England Captain who had been a whaler, and who informed the Doctor that the London traders to Providence were commanded for the most part by New England fishermen, who knew how to avoid the Gulf Stream, while the Falmouth packets were commanded by Englishmen, who knew nothing about it. These two drew a chart, which was published at the Tower, and the limits of the Gulf Stream, as laid down there by that Yankee whaler, have been preserved upon our charts till within a few years. It is yet within the recollection of most navigators, how the traders from the New England States to the West Indies used to find their way out, "by running down the latitude," as it was called; the practice was to steer south until the latitude of their port was reached, and then to steer due west until they made the land. Their track was, therefore, on the two legs, instead of along the hypothenuse of a triangle. The cause of this practice was in the practical difSculty of finding longitude at sea ; for the general use of chronometers, on board ships, is an innovation which the masters of that kind of craft had not learned, 20 years ago, to tolerate. Well might thermometrical navigators, therefore, when the chart appeared from the Tower, giving the lono-itudc of the inner and outer edge of the Gulf Stream, liken those two lines to blue and red streaks painted on the ocean to show mariners their longitude. At the time that Dr. Franklin made it known how navigators, simply by dipping a thermometer in the water, might know when they entered and when they cleared the Gulf Stream, Charleston had more commerce than New York, and all the New England States put together. This discovery* changed the route across the Atlantic, shortened the passage from sixty to thirty days coming this way, and, consequently, changed the course of trade also. Instead of calling by Charleston as they came from England, vessels, after this, went direct to the port of their destination ; instead of running down to Charleston to avoid a New England snow-storm, they stood off for a few hours, until they reached the tepid waters of the Gulf Stream, in the genial warmth of * Though it wns Dr. Franklin and Captain Folger who first tnrncl the Gulf Stream tu nautical account, Ihc discovery that there was a Gulf Stream, cannot be said to belong to either of them, for its existence was known to Anghiera, and to Sir Humphrey Gilbert, iu the sixteenth century. IXKLUEXCE OF THE GULF STREAM ON THE TRADE OF CIlAltl.ESTOX. Ill wliicli tlic crew rocovered tlieir frosted energies, and, as soon as the gale abated, tliey were ready for another attemjit to make their haven. In this way stations were shifted; the northern ports became the lialf-way house, and Charleston an outside station. This revolution in the course of trade commenced about 1795. It worked .slowl}' at first, but in 1816-17, it received a fresh impulse from Jeremiah Thompson, Isaac Wright, and others, who conceived the idea of establishing a line of packets between New York and Liverpool. This was at a period when the scales of commercial ascendency were vibrating between New York, Boston, Philadelphia, and other places. The packet ships of the staid Xew York (Juaker turned the balance. Though only of 300 or 400 tons burden, and sailing but once a month, they had their I'cgular day of departure, and the merchants of Charleston, Philadelphia, etc., found it convenient to avail themselves of this regular and stated channel, for commuuicating with their agents in England, ordering goods, etc. Those packets went on increasing in numbers and size until now, at the present day, we have them measuring 2,000 tons, sailing every day, and running between Xew York and every fifth-rate seaport town in the United States, and to many foreign ports. Thus an impulse was given to the prosperity of Xew York ; one enterprise begat another, until that city became the gi'eat commercial emporium and centre of exchange of the New AVorld. All these results are traceable to the use of the water thermometer at sea. Other causes, doubtless, have operated to take away from Cliarleston her relative commercial im^Dort- ance — but the primary cause was that discovery which removed Charleston from the way-side of commerce with Europe, and which placed her on the outskirts of the great commercial thorouglifares, and away fi'oni the commanding position which she had before occupied. In consequence of the improvements since made in navigation, .ship-building, etc., a ship can now go from Xew York to England, and back, in less time than, when Charleston was the half-way house, she could get to Charleston from London. I therefore submit, whether this fact be not safficient to turn the scales of commerce; and I claim the result as one that is due to the influence of the Gulf Stream upon the course of trade, and the use of the water thermometer l:)y mariners is the key to it all. I have now in the process of construction at the Xational Observatory, a series of charts relating to the thermal state of the ocean, that, when completed, will give us more information with regard to the temperature of that sea, than wo, now possess with regard to the temperature of any district on shore for one-tenth part of the extent. I have quoted in the third edition of this work, l)ut think it unnecessary to rejicat it here, " llic first Log- hooh of the C'elia, on the Yoijuge from Jaiimlea to Bristol, in Great Britain, 1748." From it the mariner, the merchant, and the statesman, the political economist and tlie philosopher, may all draw instruction. If this log-book be a fair sample of the log-books of that day, and there is no reason to suppose it otherwise, the wonder is, not that the philoso})her, in arranging the dilYerent avocations of mankind, should 112 THE WIND AND CURRENT CHARTS. have been doubtful whether to class the mariner at sea witli the living or the dead ; but that men should have been found rash enough to become mariners at all, or mercliants bold enough to make ventures abroad. This voyage was performed witliout any other means of finding the way across the Atlantic, than such as are afforded by the log and line. It was performed under circumstances which forcibly remind one of the buccaneers, the sea robbers, the obstructions to commerce, and dangers to navigation, with which the ocean swarmed in those days. Ships had then to sail in company, and beg convoy for protection. Tlie speed of the fastest in the fleet was regulated by the dullest sailer of them all ; and under such a state of things, naval architecture must needs be in a rude state. The enterprising merchant had no inducement to incur the expense of building a fast-sailing ship, because her speed would be practically regulated by the snail's pace of the dullest ship, and the most indolent master in the convoy. The Celia, we may infer from the air of exultation with which, when going -i knots, the entry is made in the log, " ahead of all the fleet," was at least a fair sailer for her day ; and the most that tliey got out of the Celia, that voyage, was five knots. Tlie better to appreciate the advantages which we of the present day enjoy, in consequence of so many of the obstructions and trammels which fettered commerce having been stricken off from its various de- partments, and in consequence of tlie advances which have been made since that day towards free trade, we have but to suppose a decree ordaining that our ships, sailors, imj)lcments, means, circumstances, and con- ditions of navigation and commerce, should suddenly be reversed, and become such as they were in 1740. The ruin that would follow, would not only swamp merchants, but it would sit heavily upon governments and nations. CURRENTS OF THE SEA. In studying the system of oceanic circulation, I have found it necessary to set out with the very ob- vious and simple principle, viz : that, from whatever part of the ocean a current is found to run, to the same part a current of equal volume is obliged to return. Upon this principle is based the whole system of currents and counter-currents of the air as well as of the water.* It is not necessary to associate with oceanic currents the idea that they must of necessity, as on land, run from a higher to a lower level. So far from this being the case, some currents of the sea actually run up-hill, while others run on a level. The Gulf Stream is of the first class. In a paper read before the National Institute in 18-44, I showed why the bottom of the Gulf Stream ought, theoretically, to be an inclined plane, running xipwards. If the Gulf Stream be 200 fathoms deep in the Florida Pass,f and but 100 fathoms off Ilatteras, it is evident that * Vide paper "On the Currents of the Atlantic Ocean," ProcecJings of the American Association, Cliarleston, March, 1850. f Soundings made hy order of Commodore Warrington, on board the U. S. ship Albany, Commander Charles T. Tlatt, U. S. N., a few weeks since, show it to be at least 000 fathoms deep in the Florida Pass. CURRKNTS OF THE SEA. 118 the bottom -wonkl be uplifted 100 futlioras witbiu that distance; and, therefore, while the bottom of the Gulf Stream runs ui3-hill, the top preserves the water-level, or nearly so ; for its banks are of sea-water, and being in the ocean, are themselves on a water-level. The currents which run from the Atlantic into the Mediterranean, and from the Indian Ocean into the Eed Sea, are the reverse of this. Here the bottom of the current is probably a water-level, and the top an inclined plane, running doicn-hiU. Take tlie Red Sea cui-rent as an illustration. Tliat sea lies for the most part within a rainless and riverless district. It may be compared to a long and narrow trough. Being in a rainless district, the evaporation from it is immense ; none of the water thus taken up is returned to it either by rivers or by the rains. It is about 1,000 miles long; it lies nearly north and south, and extends from latitude 12° or 13° to the parallel of 30° North. I am not able to state the daily rate of evaporation there ;* but it may be safely assumed — and for the illustration I will assume it — at the rate of two-tenths (0. 2 in.) of an inch a day. Now, if we suppose the current which runs into that sea to average from mouth to licad 20 miles a day — and this is conjecture merely, but for the purpose of illustration also — it Avould take the water fifty days to reach the head of it. If it lose two-tenths of an inch from its surface, by evaporation, it would appear that, by the time it reached the Isthmus of Sue25, it would have lost ten inches from its surface. Thus, the waters of the Red Sea ought to be lower at the Isthmus of Suez than tliey are at the Straits of Babelmandeb. They ought to be lower from two causes, viz : evaporation and temperature — for the temperature of that sea is necessarily lower at Suez, in latitude 30°, than it is at Babelmandeb, in lati- tude 13°. To make this quite clear ; suppose the channel of the Red Sea to have no water in it, and a wave ten feet high to enter the Straits of Babelmandeb, and to flow up its channel at the rate of twenty miles a day. * I Icani from Johnstou's beautiful Pliysical Atlas, that " from May to Octol>er, in the upper part of this sea, the water is two feet lower than iu the other months ;" and this he accounts for, by the wind which is said to prevail from the northward there, during this season of the year. This is the hot season ; it is the season when evaporation is going on most rapidly; and when we consider how dry, and how hot the winds are which blow upon this sea at this season of the year, we may suppose the daily evaporation to be immense ; no less, cer- tainly, than half an inch, and probably twice that amount. We know that the waste from canals by evaporation, in the summer time, is an element which the engineei;,- when taking the capacity of his feeders into calculation, has to consider. With him, it is an im- portant element ; how much more so must the waste by evaporation from this sea be, when we consider the physical conditions under which it is placed; its feeder, the Arabian Sea, is a thousand miles from its head-its shores are burning sands-the evaporation is ceaseless; and none of the vapors, which the scorching winds that blow over it carry away, are returned to it again in the shape of rains. The Red Sea vapors are carried off and precipitated elsewhere. The depression in the level of its head waters in the summer time, therefore, it appears to me, is owing quite as much to the effect of evaporation as to the effect of the wind in blowing the waters back from it into the ocean. Analysis wiU probably show the surface water at the head, and the deep sea-water at the mouth to be Salter, and therefore heavier, than are the surface waiters at the mouth of the Red Sea. Philosophers will acknowledge, in grateful terms, the services of any traveller by the overland route to India, who will collect speci- mens of these waters, and afford chemists an opportunity of testing them. 15 114 THE WIND AND CUltRENT CHARTS. for fifty days, losing daily, by evaporation, two-tentLs of an inch ; it is easy to perceive that, at the end of the fiftieth day, this wave "vvould not be so high, by ten inches, as it was the first day it commenced to flow. The top of that sea, therefore, may be regarded as an inclined plane, made so by evaporation. But the salt water, which has lost so much of its freshness by evaporation, becomes salter, and, there- fore, heavier. The lighter water at the straits cannot balance the heavier water at the isthmus, and the colder and salter, and therefore the heavier water must either run oiit as an iinder-current, or it must deposit its surplus salt in the shape of crj'stals, and thus gradually make the bottom of the Red Sea a salt bed ; or it must abstract all the salt from the ocean — and we know that neither the one process nor the other is going on. Hence, we infer that there is from the Red Sea an under or outer current, as from the Mediterranean through the Straits of Gibraltar. Analysis would probably show the surface waters at the head, to be salter than those near the mouth of the Red Sea, and it is hoped that some of my fellow- laborers in the Red Sea trade, will collect specimens of its waters, and afford us an opportunity of testing them. And, to show why there should be an outer and under current from each of these two seas, let us sup- pose the case of a long trough, opening into a vat of oil, with a partition to keep the oil from running into the trough. Now, suppose the trough to be filled up with wine, on one side of the partition, to the level of the oil on the other. The oil is introduced to I'epresent the lighter water, as it enters either of these seas from the ocean ; and the wine, the same water after it has lost some of its freshness by evaporation, and, therefore, has become Salter and heavier. Now, suppose the partition to be raised, what would take i)lace? Why, the oil would run in as an upper current, overflowing the wine, and the wine would run out as an under current. The rivers which discharge in the Mediterranean are not sufficient to supply the waste of evaporation — and it is by a process similar to this, that the salt which is carried in from the ocean is returned to it again ; were it not so, the bed of that sea would be a mass of solid salt. The equilibrium of the seas is preserved, beyond a doubt, by a system of compensation as exquisitely adjusted as are those by which the "music of the spheres" is maintained. I have also, on a former occasion, pointed out the fact that, inasmuch as the Gulf Stream is a bed of warm water, lying between banks of cold water — that as warm water is lighter than cold — therefore, the surface of the Gulf Stream ought, theoretically, to be in the shape of a double inclined plane, like the roof of a house, down which we may expect to find a shallow surface or roof-current, running from the middle towards either edge of the stream. The fact that this roof-current does exist, has been fully established : A person who has been engaged on the Coast Survey with observations on the Gulf Stream, informed me that, when he tried the current in a boat, he found it sometimes east and sometimes west, but scarcely ever in the true direction ; whereas the vessel, which drew more water, showed it to be constantly in a northeasterly direction. My object at present is, not to account for the currents of the Atlantic, but merely to mention the fact, to call attention to it ; that, though there be well-known currents which bring immense volumes of water CURRENTS OF THE SKA. 115 into the Atlantic, we know of none wliich cany it out again, and whicli, according to the principle uith which I set out, ought to be found running back from that ocean. The La Plata and the Amazon, the Mississippi and St. Lawrence, with ma,uy other rivers, and several large oceanic currents, run into this very small ocean, and it is not probable that all these waters are taken up from it again by evaporation; "yet the sea is not fidl." Where does the surplus go? The ice-bearing current, from Davis's Straits, which is counter to the Gulf Stream, moves an immense volume of water down towards the equator. The ice-bearing current whicli runs from the Antarctic regions, and passes near Cape Horn into the Atlantic, and the LaguUas current, whicli sweeps into it around the Cape of Good Hope, both move im- mense volumes of water also, and bear it along also towards the equatorial regions of the Atlantic. This water must get out again, or the Atlantic would be constantly rising. A part of the Gulf Stream runs around North Cape into the Arctic Ocean. The thermal charts of the Atlantic Ocean now in process of construction, prove this, as do also the admirable charts of Prof. Dove, of Berlin. This current around North Cape probabl}' performs the circuit of the Arctic Ocean, and returns to the Atlantic with increased volume. There are the rivers of Northern Europe, and all the great rivers of Asia and America, that empty into the Frozen Ocean; also the current from the Pacific Ocean, through Behrlng's Straits. All these sources of supiply serve, in my opinion, to swell the current down from Baffin's Bay through Davis's Straits into the Atlantic. How does all this water escape from this ocean again, is the question ? That there is an open water communication, sometimes at least, from Behring's Straits to Baffin's Bay, has been all but proved by the results of investigations undertaken about two years ago, at the National Observatory, with regard to the habits, migrations, etc., of the whale. These researches were commenced at this office by Lieutenant Herndon, and they were conducted in such a manner as to show, by a glance at the chart, in what parts of the ocean, and in what months of the year, whales had and had not been seen. These investigations soon led to the discoveiy, that to the right whale, the equator is as a wall of fire — that that animal is never found near it, seldom or never within a thousand miles of it, on either side. This fact induced me to inquire of the whalemen, wliether the right whale of the northern and the right whale of tlie southern hemispheres was the same animal. The answer was " No." The right whale of the latter region, as described by these men, is a small pale animal, the largest scarcely yielding more than fifty barrels of oil. Whereas, that of tlie northern region is a large dark animal, yielding frequently to the single fish upwards of two hundi-ed barrels. About this time the whale-ship Superior returned from a voyage through Behring's Straits, where she also found the right whale of the North Pacific. This fact induced the further inquiry, as to whether the right whale of Behring's Straits, and the right whale of Davis's Straits were the same animal. For since the fact had been established that the right 116 THE WIND AND CURRENT CHARTS. whale of the North Pacific could not cross the equator, and, therefore, could not get into the North Atlantic by either of the Capes, a reply in the affirmative to this inquiry would be another link in the chain of cir- cumstantial evidence, going to prove the existence of a so-called northwest passage. The answer from the whalemen in this instance, was in effect : " We have not had an opportunity of comparing the two animals, except after long intervals; but, so far as we can judge, they are the same fish." So far as other facts go, it would appear probable that there is, at times, at least an open water communica- tion between the two straits ; for the instincts of the whale, one might suppose, would prevent him from sounding under icebergs, neither could he pass under barriers of great depth or breadth. Seeing that water runs through Behring's Straits from the Pacific, as well as around the Capes, into the Atlantic, where, there- fore, is the escape-current from the Atlantic? The trade-winds, I am prepared to show, are the great evaporating winds. They are the winds, Avhich, returning from the polar regions, deprived of all the moisture which the hyperborean dew-point can com- press from them, first come in contact with the surface of the earth (and consequently with an evaporating surface), where they are first felt as trades, and where, therefore, they are dry winds. Now, could the vapor taken up by these winds so increase the saltness of this sea in the trade-wind region, as to make the water there, though warmer, yet specifically heavier than that below, and also than that within the regions of the variable winds, and of " constant precipitation ?" If so, might we not have the anomaly of a warm under current in the South Atlantic Ocean ? for that almost seems to be the only place of escape for a counter current from the Atlantic* * Note. Mail Steamer Georgia, Off Havana, March 31, 1852. Dear Sir: On the 26tli of March we crossed the (Gulf) Stream, and when in lat, 34° 55' N. and long. 74° 08' W., at 11 A. M. with a moderate S. W. breeze blowing, temperature of air in the shade 69°.5, I put the thermometer in a bucket of surface water ; after 2 minutes' immersion, it stood at 74°.5. I then proceeded to the main decli, to wash a deck pump, which receives its water OJ feet below the surface. Here I pumped 8 buckets of water, and in the 9th placed the thermometer, which, after 2 minutes' immersion, stood steady at 79°. I went then to the hold, and opened a cock 16J feet below the surface, and allowed it to run a full clear stream into the hold for 15 minutes. This I did that the cock aud pipe might take the temperature of the water, and thus prevent the heat of the ship from affecting the water whose temperature I desired to take. After it had run 15 minutes, I drew a wooden bucket full, in which I placed the thermometer as before. After two minutes' entire immersion, it stood at 8G°.5, thus showing clearly and conclusively a difference between the surface water and that at the depth of 16J feet, of 12°. These results I can assure you are exact, as the observations were several times repeated without difference, and I am confident that the water whose temperature I tested was in no degree affected by the heat of the vessel, I so carefully guarded against it. This is the only time that I have been in the strength of the Gulf Stream ; but yesterday, the 30th, in l.at. 24° 10', long. 80° 11' (which you will perceive by the chart, and which the observation itself proves, does not place us entirely within the influence of the Stream, but very near its edge), I took another set of temperatures. The thermometer stood in the shade at 79°, surface water was 78°, and water from the depth of ICJ feet stood, after a fair and deliberate trial, at 79°.5. The water from the GJ feet pump I did not try, as there was so much sea on, that there could be no certainty whether it came from the surface or 12 feet below. I have had no further opportunities for observations of this character than these, but I hope that these, scanty as they are, may be gratifying to you. Very truly yours, (Signed) A. C. JACKSON, U. S. N. Acting master Cat. Com. M. F. XIaurv, Superintindenl of the Observatonj. GENERAL CIRCULATION OF THE ATMOSPHERE. 117 Lieut. Walsb, of the schooner Taney, and Lieut. S. P. Lee, of the brig Dolphin, who were sent out by the Government, to make certain observations in connection witli these researches concernino- the winds and currents of the ocean, were at my request instructed, among other things, to examine for such a current. But neither of these ofiicers had an opportunity of making the examination. It is hoped that a suitable op2)ortunity will soon occur, and that advantage will be taken of it. ON THE GENERAL CIRCULATION OF THE ATMOSPHERE.* Several j'ears ago, I commenced to gather froni old sea journals, such information as they might be found to contain, relative to the winds and currents of the sea, and to embody the information so obtained on a series of charts, in such a manner as to show, by pictures, the prevailing direction of the "winds and currents for every month, and in every part of the ocean. Indeed, the plan of the undertaking was to address the eye, to collect the experience of every navigator, and to present the combined results of the whole in such a manner that each one might, with a glance, have the benefit of the experience of all who had preceded him in any of the frequented parts of the ocean. This enterprise has been seconded both by the Government and individuals. American shipmasters generally have come into it with great zeal. They make the observations required on every voyage, and send them to me at "Washington. There are some thousand or more ships voluntarily co-operating with me ; and, as it might be supposed, from such a number of active and intelligent observers, we are collecting materials of great value. During the course of these investigations, many interesting facts have been developed, amoimting, in some cases, to actual discoveries of great interest — such as a new route, which shortens the sailing distance to the equator some fifteen or twenty per cent., and, of course, proportionately to all ports beyond; the existence in the North Atlantic of a regular monsoon — and in the North Pacific, near the west course, of a perpetual southwest trade-wind near the equator — a unique jihenomenon ; also the existence, near the same place, of a system of monsoons. My present purpose, however, is not to speak of these discoveries, but rather to treat of the insight which these investigations, undertaken on such a large scale, afford as to the general system of atmo- sjiherical circulation over the earth. They teach us to regard the atmosphere as a vast machine, that is apparently tasked to its utmost; but as one that is always in order and never breaks down. It is a sewer into which, with every breath, we cast vast quantities of dead animal matter. It is a laboratory, into which, when the light and heat enter, they act upon this dead matter, decompose it, and resolve it into gaseous substances, to be, by the action again of certain imponderable agents, condensed into plants and trees. * See paper read before the American .\ssociation for the advauccment of science, Cliarleston, S. C, March, 1850. 118 THE WIND AND CURRENT CHARTS. If it were not for this condensation, the air would become tainted ; it would send its impurities back into the lungs ; and, continually receiving back more dead matter in return, it would finally become unfit for the respiration of certain animals, and man would perish from the face of the earth. We hunger : we take as food that which has been gathered from the vegetable kingdom, into the stomach ; there, we elaborate it into flesh and blood. After it has coursed through the system, and per- formed its office, it is again cast forth into the atmosphere, to be reconverted into more vegetables, to serve as food for other animals. Doubtless the animal and vegetable kingdoms are in exact counterpoise ; th« one destroying, the other rearranging and rendering fit for use again, this same dead matter. In Infinite "Wisdom, the two kingdoms are so balanced that there is not an insect too much on one side, nor a green leaf too little on the other. The atmosphere aftbrds that compensation by which the proper proportions of each are maintained. These are only some of the operations that arc carried on daily and hourly through the machinery of the atmosphere which wc are breathing. IIow important and profitable, therefore, does the study of its laws become ! It is an engine which pumps our rivers np from the sea, and carries them through the clouds to their sources in the mountains. Air and water are the great agents of the sun in distributing his heat over the surface of the globe, cooling this climate and tempering that ; and in this light, I propose to consider the winds and to allude to the currents of the sea. Though the wiuds blow here from the four quarters, and sometimes with such violence as to fill the mind with emotions of terror, yet such winds, in comparison with the general system of atmospheric cir- culation, are but eddies to the main current. They have no more effect in deranging or disturbing that system of circulation, than the shower which they bring with them has in disturbing the course of the Gulf Stream, and other great currents of the sea. From the parallel of about 30° north and south, nearly to the equator, we have two zones of perpetual winds, viz : the zone of northeast trades on this .side, and of southeast on that. They blow per^jetually, and are as steady and as constant as the currents of the Mississippi Eiver — always moving in the same direction. As these two currents of air are constantly flowing from the poles towards the equator, we are safe in assuming that the air which they keep in motion must return by some channel to the place near the poles, whence it came in order to supply the trades. If this were not so, these Avinds would soon exhaust the polar regions of atmosphere, and pile it up about the equatoi', and then cease to blow for the want of air to make more wind of. This return current, therefore, must be in the upper regions of tlie atmosphere, at least until it passes over those parallels between which the trade-winds are .always blowing on the surface. The return current must also move in the direction opposite to the direction of that wind which it is intended to supply. These direct and counter currents are also made to move in a sort of spiral or loxodromic curve, turning to the GENERAL CIRCULATION OF THE AT.MO.SI'IJKIiE. 119 west as they go from tlie poles to the equator, and in the opposite dircctiini as tlicy move from the equator I towards the poles. This turning is caused b}' the rotation of the Earth on its axis. The earth, we know, moves from west to east. Now, if we imagine a particle of atmosphere at the north pole, where it is at rest, to be put in motion in a straight line towards the equator, we can easily see how this particle of air, coming from the pole, where it did not partake of the diurnal motion of the earth, would, in consequence of its vis inertia, find, as it travels south, the earth slipping under it, as it were, and thus it would appear to be coming from the northeast, and going towards the southwest ; in other words, it would be a N. E. wind. On the other hand, we can perceive how a like particle of atmosphere that starts from the equator, to take the place of the other at the pole, would, as it travels north, in consequence of its vis inertia, be going towards the east faster than the earth. It would, therefore, appear to be blowing from the southwest, and going towards the northeast, and exactly in the opposite direction to the other. Writing south for north, the same takes place between the south pole and the equator. Now this is the process which is actually going on in Nature ; and if we take the motions of these two particles as the type of the motion of all, we shall have an illustration of the great currents in the air, the equator being near one of the nodes, and there being two systems of currents — an upper and an under — between it and each pole. Let us return now to our northern particle, and follow it in a round from the north pole to the equator and back again ; supposing it, for the present, to tui-n back towards the pole after reaching the equator. Setting off from the polar regions, this particle of air, for some reason which does not appear to have been satisfactorily explained by philosophers, travels in the upper regions of the atmosphere, imtil it gets near the parallel of 30°. Here it meets, also in the clouds, the hypothetical particle that is going from the equator to take its place toward the pole. About this parallel of 30°, then, these two particles meet, press against each other with the whole amount of their motive power, produce a calm and an accumulation of atmosphere sufficient to balance the pressure from the two winds north and south. From under this bank of calms, two sui-facc currents of wind are ejected ; one towards the equator, as tlie northeast trades — the other towards the pole, as the southwest passage winds — supposing that we are now considering what takes place in the northern hemisphere only. These winds come out at the lower surfoce of the calm region, and consequently the place of the air borne away in this manner must be supplied, we may infer, by downward currents from the superincum- bent air of the calm resrion. Like the case of a vessel of water which has two streams from opposite directions running in at the top, and two of equal capacity discharging in opposite directions at the bottom — the motion of the water in the vessel would be downward ; so is the motion of the air in this calm zone. The barometer, in this calm region, is said, by Humboldt and others, to stand higher than it does 120 THE WIND AND CURKENT CHARTS. either to the north or to the south of it ; and this is another proof as to the banking np here of tlie atmo- sjDhere, and pressure from its downward motion. Following our imaginary particle of air from the north across this calm belt, we now feel it moving on the surface of the earth as the northeast trade-wind ; and as such it continues till it arrives near the equator, where it meets a like hypothetical particle, which has blown as the southeast trade-wind. Here, at this equatorial place of meeting, there is another conflict of winds, and another calm region, for a northeast and southeast wind cannot blow at the same time in the same place. The two particles have been put in motion by the same power ; they meet with equal force ; and, therefore, at their place of meet- ing, are stopped in their course. Here, therefore, there is also a calm belt. Warmed by the heat of the sun, and pressed on each side by the whole force of the northeast and southeast trades, these two hypothetical particles, taken as the type of the whole, ascend. This ojjeration is the reverse of that which took place at the other meeting near the parallel of 30°. This imaginary particle now returns to the upper regions of the atmosphere again, and travels there until it meets, near the calm belt of Cancer, its fellow particle from the north, where it ascends as before, and continues to flow towards the pole as a surface wind from southwest. Entering the polar regions obliquely, it is pressed upon by similar currents coming from every meri- dian ; here, our imaginar}^ particle approaches the higher parallels more and more obliquely, until it, with all the rest, is whirled about the pole in a continued circular gale ; finally reaching the vortex, it is carried upwards to the regions of atmosphere above, whence it commences again its circuit to the south as an upper current. Now the course we have imagined an atom of air to take is this (Plate II.) : an ascent at P, at the north pole ; an efflux thence as an upper current, until it meets G (also an upper current), over the calms of Cancer. Here there is supposed to be a descent, as shown by the arrows along the wavy lines which envelop the circle. This upper current from the pole now becomes the N. E. trade-wind B, on the surface ; it rises up at the equator, and returns thence — we will suppose for the present only — back, towards the north pole, as G, until it reaches the calms of Cancer, where it descends, and is felt on the surface as H, the S. W. passage wind ; and so the circuit is completed for the northern hemisphere. The Bible frequently makes allusions to the laws of nature, their operation and effects. But such allusions are often so wrapped in the folds of the peculiar and graceful drapery with which its language is occasionally clothed, that the meaning, though peeping out from its thin covering all the while, yet lies, in some sense, concealed, until the lights and revelations of science are thrown upon it; then it bursts out and strikes us with the more force and beauty. As our knowledge of Nature and her laws has increased, so has our understanding of many passages in the Bible been improved. The Bible called the Earth " the round world ;" yet for ages it was a most damnable heresy for Christian men to say, the world is round ; and, finally, sailors circumnavigated the globe, jiroved the Bible to be right, and saved Christian men of science from the stake. GKXEKAL ClHCULATiON OF 'HIE ATiiOririlEKK. 121 "Canst tliiju tell tlic sweet influences of tlic Pleiades?" Astronomers of tlie present day, if tliey have not answered this (question, have thrown so niiu-h light upon it as to show that, if ever it be answered Ijy man, he must cousidt the science of astronomy. It has been recently all but proved, that the Earth and Sun, with their splendid retinue of cornets, satellites, and planets, are all in motion around some point or centre of attraction inconceivably remote, and that that point is in the direction of the star Alcyon, one of the Pleiades! Who but the astronomei-, then, could tell their "sweet influences?" And as for the general system of atmospherical circulation, which I have Ix'cn so long endeavoring to describe, the Bible tells it all in a single sentence: "The wind goeth towarils the south, and turneth about unto the north ; it whirletli about continually, and the wind rcturueth again according to his circuits." Eec. i. G. ' A like operation takes place in the southern hemisphere. We now see the general course of the "wind in his circuits," as we see the general course of the water in a river. There bo many abrading surfaces, irregularities, etc., which produce a thousand eddies to the main stream ; yet, nevertheless, the general direction of the whole is not disturbed nor affected by those counter currents; so with the atmosphere and the variable winds which we find here in this latitude. We see, also, tliat there must be about the habital)le parts of the earth at h;a! the mountains through the air. "Note the place whence the rivers come, thither they return again." Behold now the waters of the Amazon, of the Mississip))!, the St. Lawrence, and all the great rivers of America, Eurojie, and Asia, lifted up by the atmosphere, and flowing in invisible .streams back through the air, to their sources among the hills; and that through ehanucls so regular, certain, and well dcilncd, that the quantity thus conveyed one year with the other is nearly the same: for. that is the quantity which we see running down to the ocean through these rivers; and the quantity discharged annually by each river is, as far as we can judge, nearly constant. We now begin to see what a powerful machine is the atmosjihere ; and though it is apparently so capricious and wayward in its movements, here is evidence of order and arrangement which we must admit, and proof which we cannot den}-, that it performs this mighty office with regularity and certainty, and is therefore as obedient to law as is the steam-engine to the will of its builder. It too is an engine. The South Seas themselves, in all their vast extent, are the b<.>iler fur it, and the northern hemisphere is its condenser. The proportion between the land and the water in the northern hemisphere, is very different from the proportion between them in the southern. In the northern hemisphere, the land and water are nearly equally divided. In the southern, there is several times more water than land. All the great rivers in the world are in the northern hemisphere, where there is less ocean to supply them. Whence then are their sources replenished ? Those of the Amazon are supplied with rains from the erpiatorial ealins and trade-winds of the Atlantic. That river runs east, its branches come from the north and south ; it is always the rainy season on one side or the other of it ; eonsequcntl}', it is a river without periodic stages of a very marked character. It is always near its high-water mark. For one half of the year its northern tribu- taries are flooded, and its southern for the other half. It discharges under the line, and as its tributaries come from both hemispheres, it cannot be said to belong exclusively to either. It is supplied with water from the Atlantic Ocean. Taking the Amazon, therefore, out of the count, the Eio dc la Plata is the only great river of the southern hemisphere. There is no large river in New Holland. The South Sea Islands give rise to none, nor is there one worth naming in South Africa that we know of. The great rivers of North America and North Africa, and all the rivers of Europe and Asia, lie 124 THE WIND AND CURRENT CHARTS. wholly within the northern hemisphere. IIow is it, then, considering that the evaporating surface lies mainly in the southera hemisphere — how is it, I say, that we should have the evaporation to take place in one hemisphere and the condensation in the other ? The total amount of rain which falls in the northern hemisphere is much greater, meteorologists tell its, than that which falls in tlie southern. The annual amount of rain in the north temperate zone is half as much again as that of the south temperate. How is it, then, that this vapor gets from the southern into the northern hemisjihere, and comes with such regularity, that our rivers never go dry, and our springs fail not? It is because of the beautiful operations and the exquisite conrpcnsalion of this grand machine — the atmosphere. It is exquisitely and wonderfully counterpoisefD AND CURRENT CHARTS. the surface winds, in consequence of tlicir a]iproaching the poles. For as they near the poles, the parallels become smaller and smaller, and the surface current must either extend much higher up, and blow with greater rapidity, as it approaches the poles, or else a part of it must be sloughed off above, and so turned back before reaching the poles. The latter is probably the case. If this plate and description fairly represent the course of the winds, Ave shall see that the S. E. trade- winds would enter the northern hemisphere, and bear into it all their moisture, except that which is precipitated in the region of equatorial calms. The South Sea, then, if this reasoning be good, supplies mainly the water for this engine, while the northern hemisphere condenses it; we should, therefore, have more rain in the northern hemisphere. The rivers tell us that we have — at least on land : the great watercourses of the globe, and half the fresh water in the world, are found on our side of the equator. This fact, alone, is strongly corroborative of this hypothesis. The rain gauge' tells us also the same story. The yearly average of rain in the north temperate zone is, according to Johnston, 37 inches. He gives but 26 in the south temijcrate. Moisture is never extracted from the air by subjecting it from a low to a higher temperature, but the reverse. Thus, all that air which comes loaded Avith moisture from the other hemisphere, and is borne into this, with the S. E. trade-winds, travels in the upper regions of the atmosphere until it reaches the calms of Cancer — here it becomes the surface wind that prevails from the southward and westward. As it goes north it grows cooler, and the process of condensation commences.* "We may now liken it to the wet sponge, and the decrease of temperature to the hand that squeezes that sponge. Finally reaching the cold latitudes, all tlie moisture that a dew-point of zero, and even far below, can extract, is rung from it; and this air then commences "to return according to his circuits"' as dry atmosphere. And here we can quote Solomon again: "The north wind driveth away rain." This is a meteorological fact of high authority and great importance in the study of the circulation of the atmosphere. This air that is returning from the north in the general channels of circulation, does not ordinarily come in contact with the surface of the water, but remains in the U2)per regions, isolated from all sources of vapor, except the upper clouds, until it descends in the calms of Cancer, and commences to blow the trades, as at B, (Plate II.) Here it is as the dry sponge, taking np and evaporating fresh water from the sea with great avidit}'. This supposition is strengthened by the circumstance that the saltest part of the ocean is near the calm belts of Cancer and Capricorn. By the time these winds reach the equatorial calms, they are saturated with moisture; thus loaded, they return to refresh the earth witli rain, to cover the hills with snow, and to supply the fountains of our great rivers with water. * The peculiiiv clouds of the trade-wintls are formed between the two currents of air. They are probably formed of vapor con- densed from the upper current, and evaporated as it descends, by tlio lower and dry current from the poles. It is the same phenomenon up there, which is so often observed here below ; when a cool and dry current of air meets a warm and wet one, au evolution of vapor or foK ensues. GEXEKAL CIKCULATION OF TllK ATMOSl'IIEKE. 127 By reasoning in this manner, \xe are led to the conclusion that our rivers are supphed witli their waters principally from the trade-wind regions — the northern rivers from the southern trades, and tiie southern rivers from the northern trade- winds. Taking for our guide such faint glinunerings of light as we can catch from natuiv, and supposing these views to be correct, then the saltest portion of the sea sliould be iu the trade-wind regions, where the water for all the rivers is evaporated — and there the saltest portions are found. Dr. Euschenberger, of the Navy, on his late vo3'age to India, was kind enough to conduct a series of observations on the specific gravity of sea-water. ' , . . In about the parallel of 17° N. and S. towards the ]iolar borders of the trade-wind regions — ho fiuiud the heaviest water. Though so warm, the water here was heavier tiiau the cold water to the south of the Cape of Good Hope. ■ • - . . . In summing up the evidence in favor of this view of the general system of atmospherical circulation, it remains to be shown how it is, if the view be correct, there should be smaller rivers, or less ruins in the southern hemisphere. The ^v•inds that are to blow as the X. E. trade-winds, returning from the polar regions where the moist- ure has been compressed out of them, remain, as we have seen, dry winds until they cross the calm zone of Cancer, and are felt on the surface as the N. E. trades. About two-thirds of them only can there blow over the ocean ; the rest blow over the land, over Asia, Africa, and North America, where there is but com- paratively a small portion of evaporating surface exj^osed to their action. . The zone of the N. E. trades extends, on an average, from about 29° north to 7° north. Now, if we examine the globe, to see how much of this zcme is land, and how much water, we shall find, commencing with CluTia and coming over Asia, the broad part of Africa, and so on, across the continent of America to the Pacific, land enough to fill up, as nearly as may be, just one-third of it. This land, if thrown into one body between these parallels, would make a belt equal to 120° of longitude. v Upon this supposition, then, two-thirds only of the N. E. trade-winds are fully charged with moisture, and only two-thirds of the amount of rain that falls in the northern hemisphere falls in the southern. This estimate as to the quantity of rain in the two hemispheres, is one which is not capable of verifica- tion by any more than the rudest approximations ; for the greater extent of S. E. trades on one side, and of high mountains on the other, must each of necessity, and independent of other agents, have its effects. These calm and trade-wind regions or belts move up and down the earth, annually, in latitude nearly a thousand miles. In July and August, the zone of equatorial calms is found between 7° N. and 12° N. ; sometimes higher; in March and April, between latitude 5° S. and 2° N. "With this fact, these points of view, and the Trade-wind Chart before us, it is easy to perceive why it is that we have a rainy season in Oregon, a rainy and dry season in California, another at Panama, two at Bogota, none in Peru, and one in Chili. In Oregon it rains every month, but more in the winter months. The winter there is the summer of the southern hemisphere, when this steam-engine is working with 128 THE WIND AND CURRENT CHARTS. the greatest pressure. The vapor that is taken up by the S. E. trades, is borne along over the region of N. E. trades to latitude '65° or .40° N., where it descends and appears on the surface with the S. W. winds of those latitudes. Driving upon the highlands of the continent, this vapor is condensed and precipitated, during this part of the year, almost in constant showers. In the winter, the calm belt of Cancer approaches the e(piator. I'his whole system of zones, viz: trades, calms and westerly winds, follow the Sun ; and they of our hemisphere are nearer the equator in the winter and spring months than at any other season. The S. W. winds, backing down at this season to the south, reach as far down as the lower part of California. In winter and spring, the land in California is cooler than the sea air, and is quite cold enough to extract moisture from it. But in sunimer and autumn the land is the warmer, and cannot condense the vapors of water held l)y the air. So the same cause which made it rain in Oregon, now makes it rain in California. As the Sun returns to the north, he brings the calm belt of Cancer, and the N. E. trades along with him ; and now, at places where, six months before, the S. W. winds were the prevailing winds, the N. E. trades are found to blow. This is the case in the latitude of California. The prevailing winds, then, instead of going from a warmer to a cooler climate, as before, are going the opposite way. Consequently, they cannot, if they have the moisture in them to make rains of, precipitate it under such circumstances. Panama is in the region of equatorial calms. This belt of calms, as may be seen by the Charts, travels during the year, back and forth, over about 17° of latitude, coming farther north in the summer, where it tarries for several months, and then returns so as to reach its extreme southern latitude some time in March or April. Where these calms are, it is always raining, and the chart shows that they hang over the latitude of Panama, from June to November; consequently, from June to November is the rainy season at Panama. The rest of the year, that place is in the region of the N. E. trades, wdiich, before they arrive there, have to cross the mountains of the isthmus, on the cool tops of which they deposit their moisture, and leave Panama rainless and pleasant, until the Sun returns north with the belt of equatorial calms after him. They then push the belt of N. E. trades flirther to the north, occupy a part of the winter zone, and I'cfresh that part of the earth with summer rains. This belt of calms moves over more than double of its breadth, and the entire motion from south to north is accomplished generally in two months. May and June. Take the parallel of 4° N. as an illustration ; during these two months, the entire belt of calms crosses this parallel, and then leaves it in the region of the S. E. trades. During these two months, it w\as pouring down rain on that parallel. After the calm belt passes it the rains cease, and the people in that latitude have no more wet weather till the fall, when the belt of calms recrosses this parallel on its way to the south. By examining the "Trade-wind Chart," it may be seen what the latitudes are that have two rainy' seasons, and that Bogota is within the bi-rainy latitudes. The coast of Peru is within the region of perpetual S. E. trade-winds. Though the Peruvian shores arc on the verge of the great South Sea boiler, yet it never rains there. The reason is plain, and the Charts make it obvious. GENERAL ClIiCULATIOX OF THE ATMOSl'llKRE. 129 The S. E. trade-winds in tlie Atlantic Ocean Urst strike the water on the coast of Africa. Ti-avelling to the N. W., they blow obliquely across the ocean until they reach the coast of Brazil. By this time, they are heavily ladened with vapor, which they continue to bear along across the continent, depositing it as they go, and supplying with it the sources of the Rio de la Plata and the southern tributai'ics of the Amazon. Finally, they reach the snow-capped Andes, and here is wrung from them the least particle of moisture that that very low temperature can extract. Eeacliing the summit of the range, they now tumble down as cool and dry winds on the slopes beyond. Meeting with no evaporating surface, and ^\■ith no temperature colder than that to which they were sub- jected on the mountain-tops, they reach the ocean before they become charged with fresh vapor, and before, therefore, they have any which the Peru^^an climate can extract. Thus, we see how the top of the Andes becomes the reservoir from which are supplied the rivers of Chili and Peru. We see, moreover, that the Andes and all other mountains which run north and sonth have a dry and a rainy side, antl that the prevailing winds of the latitude determine which is the rainy and which the dry side. Thus, let us take the southern coast of Chili for illustration. In our summer time, when the sun comes north, and drags after him his belts of perpetual winds and calms, that part of the coast is left within the regions of the N. W. winds — the winds that are counter to the S. E. trades — wliieh, cooled by the winter temperature of the highlands of Chili, deposit their moisture copiously. During the rest of the year, the most of Chili is in the regions of the S. E. trades, and the same causes which operate in California to prevent rain there, operate in Chili ; only the dry season in one place is the rainy season of the other. , Hence, we see that the weather side of all such mountains as the Andes is the wet side, and tlie lee side the dry. We shall now be enabled to determine, if the views which I have been endeavoring to present be correct, what parts of the earth are subject to the greatest fall of rain. They should be on the slopes of those mountains which the trade-winds first strike after having blown across the greatest tract of ocean. The more abrupt the elevation as the land rises from the ocean, the greater the amount of jirecipitation. If, therefore, we commence at the parallel of about 30° jSl. in the Pacific, where the X. E. trade-winds first strike that ocean, and trace them through their circuits till they first strike high mountains, we ought to find such a place of heavy rains. Commencing at this parallel of 30°, therefore, in the Korth Pacific, and tracing thence the course of the X. E. trade-winds, we shall find that they blow thence, and reach the region of equatorial calms near the Caroline Islands. Here they rise up ; but instead of pursuing the sanre course in the upper stratum of winds through the southern hemisphere, they, in consequence of the rotation of the earth, are made to take a S. E. course. They keep in this upper stratum until they reach the calms of Capricorn, between the parallels of 30° and -40°; after which they become the prevailing K W. winds of the southern hemisphere, which correspond to the S. W. of the northern. Continuing on to the S. E. they are uo^v• the surface winds; they are going from warmer to cooler latitudes; they become as the wet sponge, and are abruptly . 17 1 130 THE WIND AND CURRENT CHARTS. intercepted by tlie Ancles of Patagonia, whose cold summit compresses them, and with its low dew-point squeezes the water out of them. Captain King found the astonishing fall of water here of nearly 13 feet (151 inches) in 41 days ; and Mr. Darwin reports that the sea-water along this part of the South American coast is sometimes quite fresh. "We ought to expect a corresponding rainy region to be found to the north of Oregon ; but there the mountains are not so high, the obstruction to the S. W. winds is not so abrupt, the highlands are farther from the coast, and the air which these -winds carry in their circulation to that part of the coast, though it be as heavily charged with moisture as at Patagonia, has a greater extent of country over which to deposit its rain, and consequently the fall to the square inch will not be as great.* In like manner, we should be enabled to say in what part of the world the most equitable climates are to be found. They are to be found in the equatorial calms, where the N. E. and S. E. trades meet fresh from the ocean, and keep the temperature uniform under a canopy of perpetual clouds. The mean annual fall of rain on the entire surface of the earth is estimated at about 5 feet. To evaporate water enough annually from the ocean to cover the earth, on the average, 5 feet deep with rain; to ti'ansport it from one zone to another; and to precipitate it in the right places, at suitable times, and in the proportions due, is the of&ce of the grand atmospherical machine. This water is evapo- rated principally from the torrid zone. Supposing it all to come thence, we shall have, encircling the earth, a belt of ocean 3,000 miles in breadtli, from which this atmosphere evaporates a layer of water annually 16 feet in depth. And to hoist up as high as the clouds, and lower down again, all the water in a lake 16 feet deep, and 3,000 miles broad, and 24,000 long, is the yearly business of this invisible machinery. What a powerful engine is the atmosphere If We see light beginning to break upon us — for we now begin to perceive why it is that the propor- tions between the land and water were made as we find them in nature. If there had been more water and less land, we should have had more rain, and ■vice versa; and then climates would have been diffei'ent from what they now are, and the inhabitants, neither animal nor vegetable, would have been as they are. * 1 have since, tliruugh the khulness of A. Holbrook, Esq. U. S. Attorney for Oregon, received the Oregon Speclator of February 13, 1851, containing the Rev. G. II. Atkinson's Meteorological Table, kept in Oregon City, during the month of January, 1851. The quantity of rain and snow for that month is 13.153 inches, or about one-tliird the average (juantity that falls here during the year. f Since this paper was read, the Transactums of the Bombay Geographical Society, from May, 1849, to .\ugust, 1850, vol. ix., has been published. From it. 1 derived valuable information in relation to this as well as many other subjects. In his Annual Report to the Society, Dr. Buist, the Secretary, states, on the authority of Jlr. Laidly, the evaporation at Calcutta to be "about 15 feet annually; that between the Cape and Calcutta averages in October and November nearly ij inch daily; — betwixt 10° and 20° in the B.ay of Bengal, it was found to exceed an inch daily — supposing this to be double the average throughout the year, we should," continues the Doctor, "have 18 feet of evaporation annually," p. c. v. If, in considering the direct observations upon the daily rate of evaporation in India, it be remembered that the seasons there are divided into wet and dry; that in the dry season evaporation in the Indian Ocean, because of its high temperature — an! also of the high temperature and dry state of the wind — probably goes on more rapidly there than anywhere else in the world — if, moreover, we remem- ber that the regular trade-wind regions proper, are for the most part rainless regions at sea ; that evaporation is going on from them all the year round; we shall have reason fo consider the estimate of 10 feet annually for the trade-wind surface of the ocean not too high. What a powerful engine, therefore, may not the atmosphere bo considered! GENKUAL CIRCULATION OF THE ATMOSPHERE. 131 And as tliey are, that wise Being, wlio, in his kind Providence, so watches over and regards the things of this world that he takes knoAvlcdgc of the sparrow's fall, and numbers the very hairs of our head, doubtless designed them to be. In some parts of tlie earth, the precipitation is greater than the evaporation ; tints, the timount of water borne down by every river that runs into the sea, may be considered as the excess of the precipitation over the evaporation that takes place in the valley drained by that river. In other parts of the earth, the evaporation and precipitation are exactly equal, as in those inland basins such as that in which the city of Mexico, Lake Titicaca, the Caspian Sea, etc. etc., are situated ; which basins have no ocean draina^-e. If more rain fell in the valley of the Caspian than is evaporated from it, that sea would Jinally get full and overflow the whole of that great basin. If less fell than is evaporated from it again, then that sea, in the course of time, would dry up, and plants and animals Avould all jDcrish there for the want of water. In the sheets of water which we find distributed over that and every other inhabitable inland basin, we see reservoirs or evaporating surfaces just sufficient for the supply of that degree of moisture which is best adapted to the well-being of the plants and animals that people such basins. In other parts of the earth still, we find places, as the Desert of Sahara, in which neither evaporation nor precipitation takes place, and in which we find neither plant nor animal. In contemplating the system of terrestrial adaptations, these researches have tauglit me to regard the great deserts of the earth, as the astronomer does the counterpoises to his telescope — though they be more dead Aveights, they are, nevertheless, necessary to make the balance complete, the adjustments of tliis ma- chine perfect. These counterpoises give ease to the motions, stability to the performance, and accuracy to the workings of the instrument. They are compensations. Whenever I turn to contemplate the works of nature, I am struck with the admirable system of com- pensation, with the beauty and nicety with which every department is poised by the others ; things and principles are meted out in directions the most opposite, but in proportions so exactly balanced and nicely adjusted, that results the most harmonious are produced. It is by the action of opposite and compensating forces that the Earth is kept in its orbit, and the stars are held suspended in the azure vaults of heaven; and these forces are so exquisitely adjusted, that, at the end of a thousand years, the Earth, the Sun, and Moon, and every star is found to return to its proper place at the proper moment. Nay, philosophers tell us, when the little snow-drop, which in our garden walks we may now see raising its beautiful head to remind us that spring is at hand, was created, that the whole mass of the Earth from pole to pole, and from circumference to centre, must have been taken into account and weighed, in order that the proper degree of strength might be given to the fibres even of this little plant. Botanists tell us that the constitution of this plant is such as to require that, at a certain stage of its growth, the stalk should bend, and the flower should bow its head, that an operation may take place, which is necessary, in order that the herb should produce seed after its kind ; and that, after this, its vege- 132 TnE WIND AND CURKENT CHARTS. table health requires that it should lift its head agaiu and staud erect. Now, if the mass of the earth had beau greater or less, the force' of gravity would have been different ; in that case, the strength of fibre in the snow-drop, as it is, would have been too much or too little ; the plant could not bow or raise its head at the right time ; fecundation could not take place, and its family would have become extinct with the first individual that was planted, because its " seed" would not have been " in itself," and therefore it could not reproduce itself. Now, if we see such perfect adaptation, such exquisite adjustment, in the case of one of the smallest flowers of the field, how much more may we not expect " compensation" in the atmosphere, upon the right adjustment and due performance of which depends not only the life of that plant, but the well-being of every individual that is found in the entire vegetable and animal kingdoms of the world. When the east winds blow for a little while, they bring us air saturated with moisture from the Gulf Stream, and we complain of the sultry, oppressive, heavy atmosphere; the invalid grows worse, and the well man feels ill, because when he takes this atmosphere into his lungs, it is already so charged with moisture, that it cannot take iq) and carry ofl' that which encumbers his lungs, and which nature has caused to be deposited there, that this atmosphere may take up and carry off. At other times the air is dry and hot ; he feels that it is conveying off matter from the lun^gs too fast, ho realizes the idea that it is consum- ing him, and he calls it parching. Therefore, in considering the general laws of atmospherical circulation, in order to get at the clue to them, I have felt m3rself constrained to set out with the assumption that, if the atmosphere had had a greater or less capacity for moisture, oi' if the proportion of land and water had been different — if the earth, air, and water had not been in exact counterpoise — the whole arrangement of the animal and vegetable kingdoms would have varied from its present state. But God chose to make those kingdoms what they are ; for this purpose it was necessary, in his judgment, to establish the proportions between the land and water, and the desert, just as they are, and to make the capacity of the air to circulate heat and moisture just what it is, and to have it to do all its work in obedience to law, and in subservience to order. If the proportions of each were not adjusted according to the reciprocal capacities of all to perform the functions required by each, why should we be told that he " measured the waters in the hollow of his hand, and comprehended the dust in a measure, and weighed the mountains in scales, and the hills in a balance ?" Why did he span the heavens, but that he might mete out the atmosiihere in exact proportion to all the rest, and impart to it those lorojierties and powers which it was necessary for it to have, in order that it might perform all those offices and duties for which he designed it ? I have not the time, and if I had the time, I have not the heart so to abuse the patience of those who read, as I should do, by attempting to discuss, at this time, the currents of the ocean, and to tell of the beautiful discoveries to which our system of investigations has led us with regard to those great agents in the terrestrial economy. Harmonious in their action, the air and sea are obedient to law and subject to order in all their movements; when we consult -them in the performance of their offices, they teach us lessons concerning the wonders of the deep, the mysteries of the sky ; the greatness, and the wisdom, and goodness of the KED FOGS AND SEA DUST. 133 Creator. Tlie investigations into the broad-spreading circle of phenomena connected witli the winds of heaven and the waves of the sea, are second to none for the good wliich they do, and the profit which they give. The astronomer sees the hand of God in the sky ; bnt the riglit-niin(h.'d mariner, wlio looks aloft as he ponders over these things, hears his voice in every wave of the sea that "claps its hands," and feels his presence in every breeze that blows. RED FOGS AND SEA DUST. Every seaman has seen or heard of the "sirocco dust" of the Mediterranean, and of the "African dust," or " red fogs," of the Capo do Verdes and the adjoining ocean. This dust is described by Ehrenberg and others, as of a brick-red or cinnamon color, and it sometimes comes down in such quantities as to cover the sails and rigging, though the vessel may be hundreds of miles from the land. This dust had generally been supposed to come, as its name imports, from Africa. Now, the patient mariner, who has had the heart to follow me around with " the wind in his circuits," will perceive that proof is yet wanting to establish it as a fact, that the N. E. and S. E. trades, after meeting and rising up in the equatorial calms, do cross over and take the tracks represented by C and G — Plate IL Statements, and reasons, and arguments enough have already been made and adduced, to make it highly probable, according to human reasoning, that such is the case; and though the theoretical deduc- tions showing such to be the case be never so good, jDositive proof that they are true cannot fail to be received with delight and satisfaction. Were it possible to take a portion of this air, as it travels down the S. E. trades, representing the general course of atmospherical circulation, and to put a tally on this portion of air, by which we could always recognize it again, then we might hope actually to prove, by evidence the most positive, the channels through which the air of the trade-winds, after ascending at the equator, returns whence it came. But the air is invisible ; and it is not easily perceived how either marks or tallies may be put upon it, that it may be traced in its paths through the clouds. The skeptic, therefore, who is hard of belief that the general circulation is such as Plate II. represents it to be, might consider himself safe in his unbelief, were he to declare his willingness to give it up the moment any one should put tallies on the wings of the wind, which would enable him to recognize that air again, and those tallies, when found at other parts of the Earth's surface. As difficult as this seems to be, it has actually been done. Ehrenljcrg, with his microscope, has esta- blished almost beyond a doubt, that the air wdiich the S. E. trade-winds bring to the equator, does rise up and pass over into the northern hemisphere. The Sirocco, or African dust, which he has been observing so closely, has turned out to be tallies put upon the wind in another hemisphere ; and this beautiful instrument of his enables us to detect the marks 13i THE WINU AND CURRENT CUARTS. on these little tallies as plainly as though those marks had been written upon labels of wood ami tied to the wings of the wind. This dust, when subjected to microscopic examination, is found to consist of infusoria and organisms, whose habitat is not Africa, but South America, and in the S. E. trade-wind region of South America. Prof. Ehrenberg has examined specimens of sea dust from the Cape de Verdes and the regions thereabout, from Malta, Genoa, Lyons, and the Tyrol ; and he has found such a similarity among them, as would not have been more striking, had these specimens been all taken from the same pile. South American forms he recognizes in all of them; indeed, they are the prevailing forms in every specimen he has examined. It may, I think, be now regarded as an established fact, that there is a perpetual upper current of air from South America to North Africa ; and that the volume of air in these upper currents, which flows to the northward, is nearly equal to the volume which flows to the southward with the N". E. trade-winds, there can be no doubt. The "rain-dust" has been observed most frequently to fall in spring and autumn; that is, the fall has occurred after the equinoxes, but at intervals from them varying from 30 to 60 days — more or less. To account for this sort of periodical occurrence of the falls of this dust, Ehrenberg thinks it " necessary to suppose a dust-cloud to he held constantly swimming in the atmosphere hij cmdinuous currents of air, and lijiiKj in the region of the trade-ivinds, hut suffering jxirtial and periodical deviations." Now, any one who will take the trouble to consult the " Trade-wind Charts" of the Atlantic Ocean, will see that, at the time of the vernal equinox, the equatorial calms are " raging" between the parallels of 4° N. and 5° S., and that consequently the jDlaces between tliese parallels are then in their rainy season. The "rain dust," therefore, it may be inferred, could not well be taken up between these two parallels at such a season. The earth is then flooded with rain, and there prevails a great calm ; and as the air is saturated Avith moisture, and consequently as there is no — little or no — evaporation going on at such a time and place, it is difticult to imagine how any of the microscopic organisms of a locality so situated should be taken up in the atmosphere. But if the examination of these Charts be carried a little farther, it will be perceived that, at the time of the vernal equinox, the valley of the lower Orouoco is then in its dry season — everything is parched up with the drought ; the pools are dry, and the marshes and plains arid wastes. All vegetation has ceased, the great serpents and reptiles have buried themselves for hibernation ;■•■' the hum of insect life is hushed; and the stillness of death reigns through the valley. Under these circumstances, tlic light breeze, raising dust from lakes that are dried up, and lifting motes from savannahs that are parched up, will bear them away like clouds in the air. This is the period of the year when the surface of the earth in this region, strewed with impalpable and feather-light remains of animal and vegetable organisms, is swept over by whirlwinds, gales, and * ]lumboklt. RED FOGS AND SEA DUST. 135 'tornadoes of terrific force; tLis is the period for the general atmospheric disturbances which have made characteristic the equinoxes. Do not these conditions appear sufficient to afford the " rain-dust" for the spring showers ? At this period of the autumnal equinox, another portion of the Amazonian basin is parched with drought, and liable to winds that fill the air with dust, and with the remains of dead animal and vegetable matter; these impalpable organisms, which each rainy season calls into being, to perish the succeeding season of drought, are perhaps distended and made even lighter b}' the gases of decomposition which has been going on in the period of drought. May not, therefore, the whirlwinds which accompany the vernal equinox sweep over the lifeless plains of the lower Oronoco, take up the " rain-dust" which descends in the northern hemisphere iu April and Mav ; and may it not be the atmospherical disturbances which accompany the autumnal equinox, that take up the microscopic organisms from the upper Oronoco and the great Amazonian basin for the showers of October? If there be reason iu this question, and plausibility iu the answer it suggests, an affirmative reply would authorize us to infer that the "fatherland" of the "rain-dust" is one place for the spring and another for the autumn ; and therefore it might be expected that the microscope would detect certain infusoria that are peculiar each to its own dust and locality. These are the periods and these the conditions most favorable for raising the "sea-dust ;" and may Ave not therefore refer to these conditions, and suggest that in them is to be found reason for the greater liability of the "rain-dust" to foil in April and May, October and November, than at other times? If one season of the year be most favorable to the taking up of the infusoria, another season may be most favorable for letting them down again. The Charts indicate tlie former; the niicroscope shows the latter to be the case. And may we not, therefore, regard the interval between the time most favorable for the ascent, and the time in which the descent is mo.st likely to occur, as a sort of general indication as to the length of the time required for the transportation ; and therefore as to the rate of motion of the atmosphere in its general channels of circulation? These suggestions as to the taking up the dust in the valley of Oronoco, derive weight from the observations of the closest of observers : — The Baron von Humboldt, in his Asjxcts of Xalure, thus contrasts the w'et and the dry seasons there : — "When under the vei-tical rays of the never-clouded sun, the carbonized turfy covering falls into dust, the indurated soil cracks asunder as if from the shock of an earthquake. If at such times two opposing currents of air, whose conflict produces a rotary motion, come in contact with the soil, the plain assumes a strange and singular aspect. Like conical-shaped clouds, the points of which descend to the earth, the sand rises through the rarefied air on the electrically-charged centre of the whirling current, resembling the loud waterspout, dreaded by the cxjiericnced mariner. The lowering sky sheds a dim, almost straw 136 THE WIND AND CURRENT CHARTS. colored ligljt, on the desolate plain. The horizon draws suddenly nearer, the steppe seems to contract, and with it the heart of the wanderer. The hot, dusty particles which lill the air increase its suffocating heat, and the east wind blowing over the long-heated soil brings with it no refreshment, but rather a still more burning glow. The pools which the yellow, fading branches of the fan-palm had protected from evaporation, now gradually disappear. As in the icy north the animals become torpid with cold, so here, under the influence of the parching di'ought, the crocodile and the boa become motionless and flxll asleep, deeply buried in the dry mud. « * * * -x- * -» * * " * * * The distant palm-bush, apparently raised by the influence of the contact of unequally heated and therefore unequally dense strata of air, hovers above the ground, from which it is separated by a narrow intervening margin. Half concealed by the dense clouds of dust, restless with the pain of thirst and hunger, the horses and cattle roam around, the cattle lowing dismally, and the horses stretching out their long necks and snuffing the wind, if haply a moister current may betray the neighborhood of a not wholly dried-up pool. * * * * * * * * * * the exception, we shall have ,<;>4>=s'. Therefore s' is the quantity which must return in the upper regions of the atmosphere from the Arctic regions to the calm zone of Cancer ; and if we take 6" as the quantity whicli comes from the equator in the upper regions of the atmosphere to this same zone of calms, we shall have the momentum of &" equal to the momentum of i' as intimated by nature, in the fact that she has established, near each tropic, a zone, or belt of calms. The Cancer zone of calms in the Atlantic Ocean is known to American seamen as the " Horse Lati- tudes," from the circumstance that the vessels formerly engaged in carrying horses from New England to the West Indies, found it so difficult to cross this zone. They would often be detained in the calms for many days ; during which time, the large cargo of horses w'ould exhaust the stock of waiter, become frantic with thirst, and, to save a part, the rest would have to be thrown overboard. Ilence the name of " Horse Lati- tudes" to the calms near the tropics of Cancer, and which I ha\'e called by the name of that sign. This is tlie place where the upjier currents of air represented by s' and b" meet ; they balance each other, produce a calm, and descend to rcapjiear as surface winds, one blowing to the north, and the other to the south from this calm-belt. Now .s' could not bring the vapors here Avhich form the rains that are precipitated between this calm belt and the polar regions, because s' has already performed the circuit as a surface wind between this zone and those regions; because in that circuit, it had been subjected to a temperature far below zero, and had. given out all the moisture that a dew-point so very low could extract from it; and as it had returned in the upper regions of the atmosphere, where it encountered no tluid surface to replenish it with moisture, it had no vapor on its arri\'al from tlic north at the calms of Cancer, to make rains of, excejit such as it may have evaporated from the clouds, formed in the upper regions of the surface wind. Hence, if s' returned to the north as a surface Avind after descending in the calm zone of Cancer, it would first have to remain a long time in contact with the sea, in order to be siipplied with vapor enough to (ill the great rivers, and supply the rains for the whole earth between us and the north pole. In this case, we should have an evaporating region on the north as well as on the south side of this zone of Cancer; but the Charts- show no such region; I speak exclusively of the ocean. Therefore, I think I perceive plausibility in the inference that s' does not come out on the north side CIRCULATION OF THE ATMOSPHERE. 141 of this calm zone of Cancer, but on the soutla side ; that tlicnee it takes the circuit of the N. K. trade-wiiuls, in which it is replenished with vapor. Now, if it ho admitted that such is tlio general course of .s', it nnist of necessity be admitted that a" probabl}' reappears on the north side of this zone, as the prevailing surface wind, which precipitates, on its way to the Arctic regions, the residuum of the vapor which it has taken up in the trade-wind region and brought from the equatorial calms. Moreover, if these premises be admitted thus far, and if it be true that 6" liavc the vapor, which, by condensation, is to water with showers the extra-tropical regions of the uortliern hemisphere, uatujv, we niav be sure, has provided a guide for conducting b" across this belt of calms, and for sending it on in the right way. Here it is, at this crossing of the winds, that I thought I first saw the foot-prints of au agent whose character I could not comprehend. It was this guide to s' and b". Heat and cold, the early and the latter rain arc not distributed over the earth by chance ; they are dis- pensed, no doubt, according to design, and in obedience to laws that are as certain and as sure in their ope- rations as the seasons in their rounds. If there were really, in the calms of Cancer, a general mingling of the atmosphere which comes from the north, with that which comes from the south — of the moist and the dry air as it descends here to the surface of the earth — if it depended upon chance, Avhether the dry air should come out on this side, or on that of their calm belt; or whether the moist air should return Avhencc it came or not; if such were the case in nature, we perceive that, so far from any regularity as to seasons, we should have, or might have, years of droughts the most excessive, and tlicn again seasons of rains the most destructive; but so far from this, we find for each place a mean annual proportion of both, and that, too, so regulated withal, that year after year the quantity' is preserved with remarkable regularity. Therefore, seeing reasons Avhy s' and h" should cross each other in the calms of Cancer, and seeiu"- no reasons why they should not, I was led to the inference that here probably is a node in the circulation of the atmosphere, where the wind from the north meets the wind from the south ; and that each, after a pause, continues on its course, and returns again to complete his circuit. The fact, it appeared to me, was prob- able, but the cause a mystery ; for did this crossing of currents not take place, here would be a barrier in the atmosphere ; and we, the inhabitants of the extra-tropical regions of tlie north, would have always to breathe an atmosphere, which circulates, not over all parts of the earth, and in both hemispheres, but only in the north, between the calms of Cancer and the pole. Having thus shown that there is no reason for supposing that the upper currents of air, when they meet over the calms of Cancer and Capricorn, are turned back to the equator ; but having shown that there is reason for supposing that the air of each current, after descending, continues on in tlie direction towards which it was travelling before it descended ; we may go farther, and by a similar train of circumstantial evidence, afforded by the Charts, and other sources of information, show that the air kept in motion on the surface by the two systems of trade-winds, when it arrives at the belt of equatorial calms, and ha^-in"- ascended, continues on thence, each current towards the jiolc which it was approaching while on the surface. 142 THE WIND AND CURRENT CUARTS. There is no reason for supposing that the atmosphere does not pass freely from one hemisphere to another ; on the contrary, many reasons for supposing that it does, present themselves. If it did not — the proportion of land and water, and consequently of plants and warm-blooded animals, beino- so different in the two hemispheres — we might imagine that the constituents of the atmosphere in them, would, in the course of ages, probably, become different; and that, consequently in such a case, man could not safely pass from one hemisphere to the other. I considered the manifold beauties in the whole system of terrestrial adaptations; T reflected what a perfect and wonderful machine is this atmosphere; how exquisitely balanced, and beautifully compensated it is in all its parts. Wc all know that it is perfect ; that in the performance of its manifold oflBces it is never once left to the guidance of chance — no, not for a moment. Therefore, I was led to ask myself why the air of the N. E. trades, when arrived at the zone of equatorial calms, should, after ascending, rather return to the north than to the south. Where and what is the principle upon which its course is decided? Ilere ao-ain, I found circumstances which induced me to suppose it probable, that neither turned back to the north, nor mingled with the air which came from the regions of the S. E. trades, ascended, and then flowed indiscriminately to the north or the south. But I saw reasons for supposing that what came to the equatorial calms as the N. E. trade-winds, con- tinued to the south as an upper current ; and that what had come to the same zone as S. E. trade-winds, ascended and continued over into the northern hemisphere as an upper current, bound for the calm zone of Cancer. And these are the principal reasons upon which this supposition was based : — At the seasons of the year when the sun is evaporating most rapidly in the southern hemisphere, the most rain is falling in the northern. Therefore, I supposed that much of the vapor which is taken up there is precipitated here. The evaporating surfixce in the southern hemisphere is greater, much greater, than that in the northern; still, all the great rivers are in the northern hemisphere; the Amazon being regarded as com- mon to both. And this, as far as it goes, is corroborative of the above. Independently of other sources of information, the Charts taught me to believe that the mean tempera- ture of the tropical regions was higher in the northern than in the southern hemisphere; for they show tliat tlie difference is such as to draw the equatorial edge of the S. E. trades far over on this side of the equator, and to give them force enough to keep the N. E. trade-winds out of the southern hemisphere almost entirely. Consequently, as before stated, the S. E. trade-winds being in contact with a more extended evaporat- inn- surface, and continuing in contact with it for a longer time, or through a greater distance, they would probably arrive at the trade-wind place of meeting, more heavily laden with moisture than the others. Taking the laws and rates of evaporation into consideration, I could find no part of the ocean of the northern hemisphere from which, according to the indications of the Charts, the sources of the Mississippi, the St. Lawrence, and the other great rivers of our hemisphere could be supplied. CIKCUIiATION OF THE ATMOSI'IIKKK. 143 It appeared to me, therefore, tliat the extra-tropical regions of tlio nortliern hemisphere stood in the rekition of a condenser to a grand steam machine, the hoiler of which was in the region of the S. ]•]. trade- winds ; and that the trade-winds of this hemisphere performed the hke office for tlic regions beyond Capricorn. The cahn zone of Capricorn is the duplicate of that of Cancer, and the winds flow from it as they do from that; both north and south: with this difierence, that on the polar side of the Capricorn belt, they prevail from the N. W. instead of the S. W. ; and on the equatorial side from the S. E. instead of N. E. Now, if it were so, that the vapor of the N. E. trade-winds were condensed in the extra-tropical regions of the southern hemisphere, the following path, on account of the effect of diurnal rotation of the earth upon the course of the winds, would represent the mean circuit of a portion of the atmosphere moving according to tlie general system of its circulation over the Pacific Ocean, viz: coming down from the north as au upper current, and appearing on the surface of the earth in about longitude 130° W., and near the tropic of Cancer, it would here commence to blow the X. E. trade-winds of that region. Its coirrse would be towards the equator, somewhat iu the direction of tlie King's Mill group of islands. Meeting no land iu this long oblique track over the tepid waters of a tropical sea, it would, somewhere to the east of these islands, arrive at the belt of equatorial calms, which always divides the N. E. from the S. E. trade-winds. Here, depositing a portion of its vapor as it ascends, it would with the residuuni take, on account of diurnal rotation, a course in the upper region of the atmosphere to the S. E. as far as the calms of Ca])ri- corn. Ilcre it descends and continues on towards the coast of South America, in the same direction, appearing now as the prevailing N. W. wind of the extra-tropical regions of the southern hemisphere. Travelling on the surface from warmer to colder regions, it must, in this part of its circuit, precipitate more than it evaporates. Now it is a coincidence, at least^ that this is the route b}' which, on account of the laud in the northern hemisphere, the N. E. trade-winds have the fiiii'est sweep over that ocean. That this is the route by which they are longest in contact with an evaporating surface ; the route by which all circumstances are most favorable to complete saturation ; and this is the route by which they can pass over into the southern hemisphere, most heavily laden with vapors for the extra-tropical regions of that half of the globe ; and this is the supposed route which the N. E. trade-winds of the Pacific take to reach the equator, and to pass from it. Accordingly, if this process of reasoning be good, that portion of South America between the calms of Capricorn and Cape Horn, upon the mountain ranges of which this part of the atmosj^here, whose circuit I am considering as a type, first impinges, ought to be a region of copious precipitation. I accordingly turned to the hyetography of Berghaus and Johnson, and find it stated, on the authority of Captain King, that upwards of 12* feet of rain fell there in 41 days. * 153 inches. 144 THE WIND AND CURRENT CHARTS. Passing the snow-clad summits of the Andes, this same wind tumbles down upon the eastern slopes of the range, and then traverses the almost rainless and barren regions of Patagonia and South Buenos A3'res. These conditions, the direction of the prevailing winds, and the amount of precipitation, wei'e regarded as evidence afibrded by nature, if not in favor, certainly not against the conjecture that such had been the voyage of this vapor through the air. At any rate, here was proof of the immense quantity of vapor which these winds of the extra-tropical regions carry along with them towards the poles ; and I could imagine no other place than that suggested, whence these winds could get so much vapor. I am not uuaware of the theory, or of the weight attached to it, which requires preci])itation to take place in the upper regions of the atmosphere on account of the cold there, irrespective of proximity to mountain tops and snow-clad hills. But the facts and conditions developed by these Charts are in many respects irreconcilable with that theory. With a new system of facts before me, I have, independent of all preconceived notions and opinions, set about to seek among them for explanations and reconciliations. Arrived at this stage in the process of deduction and finding conformity, the next step was to trace back the vapor that supplies the sources of the Mississippi Eiver and its tributaries with rain, to its place in the ocean Avhence it came (for that the vapor of water is distributed over the earth by the winds, and uot by permeation, my researches abundantly prove). It rains more in the valley drained by that river than is evaporated from it again. The difference for a year is the volume of water annually discharged by that river into the sea. At the time and place that the vapor which supplies this immense volume of water was lifted by the atmosphere up from the sea, it was reasoned that the thermometer stood higher than it did at the time and place where it was condensed and fell down as rain in the Mississippi Valley. I looked to the south for the springs in the sea which supply the fountains of this river with rain. But I could not find spare evaporating surface enough for it in the first place; and if the vapor, I could not find the winds which would convey it to the right jjlace. The prevailing winds in the Caribbean Sea, and southern parts of the Gulf of Mexico, are the N. E. trade-winds. They have their offices to perform in the river basins of ti'opical America; and the rains which they may discharge into the Mississippi Valley now and then ure exceptions, not the rule. The winds from the north cannot bring vapors from the great lakes to make rains for the Mississippi, for two reasons; first, the basin of the great lakes receives from the atmosphere more water in the shape of rain than they give back in the shape of vapor. The St. Lawrence Eiver carries off the excess. 2. The mean climate of the lake is colder than that of the Mississippi Valley; and, therefore, as a general rule, the temperature of the Mississippi Valley is unfavorable for condensing vapor from that quarter. It cannot come from the Atlantic, because the greater part of the Mississippi Valley is to the wind- ward of the Atlantic Ocean. The winds that blow across it go to Europe with their vapors ; and in the CIRCULATION OF THE ATMOSPHERE. 145 Pacific, from llic parallels of Califoruia down to the eijuator, the directiou of the wind at the surface is from, not toward, the basin of the Mississippi. Therefore, it seemed to be established, with some degree of probabilitj — or, if that expression be too strong — with something like apparent plausibility, that the rain winds of the Mississippi Yaller, as the general rule, do not get their vapors from the North Atlantic Ocean, nor from the Gulf of Mexico, nor from the great lakes, nor from that part of the Pacific Ocean over which the N. E. trade-winds prevail. The same process of reasoning wdiich induced me to look to the trade-wind region of the northern hemisphere for the sources of the Patagonian rains, induced me to look to the trade-wind regions of the South Pacific Ocean for the vapor springs of the Mississippi. I tlierefore last summer addressed a circular letter to the farmers and planters of the Mississippi Valley, requesting to be informed as to the direction of the rain winds of each locality ; and with the vicAV of acquiring some idea as to the general hygrometric condition of the atmosphere, I asked also to be informed as to the kind and quality of fruits, and the like. To this, I have received the following replies : — From J. J/. Janncy, Warren Chimti/, Ohio. Lat. 39° 30' N. ; Long. 84° W. Winds from the southwest, with but few exceptions, bring rain ; this is the result of eleven and a ludf years' observation. Farm situated between the Miami Rivers. There are no mountains nearer than the Cumberland and Alleghany ; the one lying in a southeast direction, and the other east of this locality. The nearest point to these elevations is perhaps not short of 2"25 or 250 miles. Lake Erie, situated about 100 miles north- sast of us, is the nearest sheet of water. The fruits are apples, pears, cherries, strawberries, raspberries, currants, gooseberries, qTiiuces, and peaches. Grapes also thrive well. The products of the soil are maize, wheat, oats, flax, rj-e, and potatoes. I may observe that the cold south winds often prevail through the winter ; and during the spring oooJ, rather piercing northwest winds frequently assail us; during the prevalence of -which drought is almost sure to exist. Snow-storms generally come from the southwest, but occasionally we have a heavy storm of this kind from the East. To me it is obvious that the winds that bring us rain sweep through the great Mississippi and Ohio valleys in their course northeast. [That is, they are southwest winds.] From Wm. J. Payne, near JRushviUe, RusJi County, Indiana. Lat. 39° 30' K ; Long. 85° 30' W. The w'inds are various ; the west wind sometimes brings most rain during some years, but the south- west winds are more prevalent, and bring rain the greatest number of years. Fruits are peaches, apples, pears, and cherries. Productions — Corn, wheat, oats, rye, &c. 19 146 THE WIND AND CURRENT CHARTS. From Louis Ifoore, CarrolUon, Mississippi. Lat. 33° 30' K; Long. 90° W. On an average, the winds that bring us rain are the southwest. Farm situated in a hilly district, some 150 miles from the sea-coast. The most common fruits are apples, peaches, &c., and melons iu abundance. Agricultural staples are cotton, corn, oats, potatoes, &c. • ■ ■ From Turner Yajiglam, La Guardo, Tennessee. Lat. SG° 30' N. ; Long. 86° 30' W. Winds S. by W. bring the most rain, and W. N. W.' the most storms; the latter, however, are unfrequent here, and very partial, owing perhaps to remoteness from the sea. Whenever the lightning appears to linger in the north at eventide, rain almost invariably follows speedily ; not so in the south. Farm situated twenty-five miles above Nashville ; surface undulating, abounding in limestone. Hemp and corn do well ; tobacco, also ; wheat and cotton inferior ; grapes tolerable. From Thomas Mcaux, Amelia Coimti/, Yir(jinia. Lat. 37° 20' N.; Long. 78° W. Point of observation about thirty miles W. S. W. from Eichraond. Prevalent wind in spring, summer, and autumn from S. W., rain falling in showers during these seasons. Gusts and tornadoes, with black clouds, come from N. W. in late summer ; protracted rains in spring and foil come from N. E. ' i , Prevalent winds in winter E. to W. northwardly. Kains and snows in winter from N. E. Lowest observed temperature 6° Fahrenheit, at sunrise, Jan. '29, 18-14 ; highest, 97°, noon, in shade, 20 July, 184-i. These observations made for twenty years. From Willis Faiccett, St. Charles, Missouri. Lat. 39° K; Long. 90° 30' W. Wind from any point of the eastern half of the horizon will bring rain generally, after blowing twelve hours. It frequently happens that we have winds iu a dry time to blow much longer, even several days, from that direction, without rain ; but on the wind's shifting to the opposite side, we are sure of rain. I think our rains during summer come most frequently from the S. E. Wind from the S. W. is generally accompanied by good dry weather. AVest and N. W. are dry. I have noticed that thunder and lightning in the north is almost invariably followed here by storms of rain and hard winds within twelve or twenty- four hours. My farm is on an alluvial prairie plain (probably formed by the washings of the Missouri and Missis- sippi), six miles below St. Charles. The apple is our main dependence. Peaches also flourish finely ; as do plums, cherries (except the CIRCULATION- OK THE ATMOSI'HERK. 147 black), strawberries, gooseberries, wild and cultivated. Wheat and corn are tlie principal productions. Timothy hay will soon be exported from our ncighborliood to a considerable extent. I cultivate wheat and corn almost exclusively. These answers, as far as they go, show that the S. W. winds — the winds suggested by the Charts — are, except in Western Missouri, the rainy winds. These winds, lilcc those between the same parallels upon the ocean, are going from a higher to a coolei- temperature ; and these Avinds in the Mississippi Yallej', not being in contact with the ocean, or with any other evaporating surface to supply them with moisture, must bring with them from some sea or another, the moisture which they deposit. Therefore, though it may be urged, inasmuch as the winds which brought the Patagonia rains came direct from tlic sea, tliat they therefore took up tlieir vapors as they came along ; yet it could not be so urged in this case ; and if these winds could pass with their vapors from the equatorial calms through the upper regions of the atmosphere to the calms of Cancer, and then as surface winds into the ilississippi Valley, it was not perceived why the Patagonian rain winds should not bring their moisture by a similar route. These last are from the N. W., from warmer to colder latitudes ; therefore, being once charged with vapors, they must precipitate as they go, and take up less moisture than they deposit. This was circumstantial evidence. No foct had yet been elicited to prove that the course of atmo- spherical circulation suggested bj' mj^ investigations is the actual course in nature. It is a case in which I could 3'et hope for nothing more direct than such conclusions as might legitimately flow from circum- stantial evidence. My friend Lieut. De Haven was about to sail in command of the American Expedition in search of Sir John Franklin. Infusoria are sometimes found in sea-dust, rain-drops, hail-stones or snow-flakes ; and if by any chance it should so turn out that the locus of any of the microscopic infusoria which might be found descending with the precipitation of the Arctic regions should be ideutifietl as belonging to the regions of the S. E, trade-winds, we should thus add somewhat to the strength of the very slender clue by which we were seeking to enter into the chambers of the wind, and to " tell whence it cometh, and whither it goeth." It is not for man to follow the " wind in his circuits ;" and all that could be hoped was, after a close examination of all the facts and circumstances which these Charts have placed within my reach, to point out that course wdiich seemed to be most in accordance with them; and then, having established a proba- bility or even a possibility as to the true course of atmospheric circulation, to make it known and leave it for future investigations to confirm or set aside. It was at this stage of the matter* that my friend Baron von Gerolt, the Prussian Minister, had the kindness to place in my hand Ehrenberg's work, " Passat-Staub und Blut-Regen." Here I found the clue which I hoped, almost again.st hope, De Haven would place in my hands. * Sec my letter to him, in another part of this work ; also, paper read by me before the American Association, at its meeting in Charleston, March, 1850. 118 TIIK WIXI) AXP CtTJiKEXT CHARTS. Tliat celebrated microscoiDist reports that he found South American infusoria in the blood-rains, and sea-dust of the Cape Verde Islands — Lyons, Genoa, and other places. Thus confirming, as far as such evidence can, the indications of the " Wind and Current Charts," and increasing the probability that the general coiirse of atmospherical circulation is in conformity with the suggestions of the Charts as I had interpreted them, viz : that the trade-winds of the southern hemisphere, after arriving at the belt of equatorial calms, ascend and continue in their course towards the calms of Cancer as an upper current from the S. W., and that, after passing this zone of calms, they are felt on the surface as the prevailing S. W. winds of the extra-tropical parts of our hemisijhere ; and that for the most part they bring their moisture with them from the trade-wind regions of the opposite hemisphere. Continuing on towards the north pole from the S. "\Y. they enter the Arctic regions on a spiral curve, continually lessening the gyrations until, whirling al)Out in a direction cnnirari/ to the hands of a 'wateli, this air ascends and commences its return as an upper current towards the calms of Cancer. It returns to this zone from the opposite direction, N. E., by which it approached the pole. The atmosphere in tliis part of the circuit is moving in the direction called .s' in a previous part of this paper. Arrived at the calms of Cancer, s' meets h" in the upper regions of the atmosphere. They both descend — and the fact that the barometer stands higher here* than npon any other jiarallel, shows that here there is an increased atmospheric pressure, caused in part by accumulation produced by the opposing forces of s' and h" ; and in part by the downward currents. Having descended, s' is forced out on the equatorial side of the zone, and appears on the surface as A — the N. E. trade-winds — and so continues until it reaches the belt of equatorial calms. Here then is precipitation, an ascent of atmosphere, and a fall of the barometer ; a now becomes 6 or an upper current flowing in a S. E. direction — i. e. from N. W. towards the zone of the calms of Capricorn. Here it is met by the upper current from the Antarctic regions, descends with a rise in the barometer again, and appears on the polar side of this zone of calms, as a' — the prevailing N. W. surface Avinds in the extra-tropical regions of the southern hemisphere. a' now approaches the Antarctic regions in a s/jfraZ, gyrating ivith the hands of a watch and contracting its convolutions as it dra^^•s nearer and nearer the pole, where theoretically there is another atmospherical node in which a' ascends with a low barometer, and commences its return towards the equator as «' in the upper regions of the atmosphere. The same cause — diurnal rotation — which made tlie a' on the surfiice to approach from the N. W., now operates to make it return as b' in the direction "\vhenee it came. Arriving in the upper regions at the calm zone of Capricorn, 5 meets b' ; the two descend, and &' con- tinues to flow towards the equator as a', the S. E. trade-wind. Arrived at the zone of equatorial calms, it ascends, and continues thence in the upper regions of the Humboldt. CIRC'UriATIOX OF THE ATMOSl'HKKK. 149 atmosphere as s", uutil it reaches the cahn zone of Cancer. Here it descends, and continues on as the S. W. passage winds of the northern hemisphere, whose circuit has been already described. Thus, at the risk of repetition and of being thought tedious, I have described tlic ]irogress which investigations connected with the Wind and Current Charts had enabled me to make in the theory of at- mospherical circulation; and I have presented thattheory as far as it had been developed in in3^own mind, when I received the London, Edinburgh, and Dublin Philosophical Magazine and Journal of Scicncf, No. 1, vol. i. -itli series, containing a synopsis of Dr. Faraday's Exjierimcnfcd Researches in Eleclricilg, 2-lth, 25th, 26th, and 27th series; and also the letter of Prof. Yon Feilitzsch on the ''Physical Distinction of Mag- netic and Diamagnetic Bodies." This account, though meagre, is the first account that I have seen of the Doctor's discoveries relative to the magnetism of the atmosphere. A new era in our knowledge of the laws, and the agents concerned in the general sA'stem of atmo- spherical circulation, will probably be dated from these discoveries. With the accounts of them before me, I feel somewhat in the condition of the tempest-tossed mariner who has been bufleting with the waves in storm, clouds, and darkness, until he feels himself almost bewil- dered and lost in the mist that surrounds him ; when suddenly a light appears, and, like the grateful mariner, I wished, before taking a fresh departure, to bring up my reckoning, and to ascertain how far I was out, in order to show how great was the service rendered by the sympathizing hand which put forth that light. Dr. Faraday has shown that, as the temperature of oxygen is raised, its paramagnetic force diminishes, being resumed as the temperature falls again. "These properties it carries into the atmosphere, so that the latter is, in reality, a magnetic medium, ever varying, from the influence of natural circumstances, in its magnetic power. If a mass of air be cooled, it becomes more paramagnetic ; if heated, it becomes less paramagnetic (or diamagnetic), as com- pared with the air in a mean or normal condition."* Xow, is it not more than probable that here we have, in the magnetism of the atmosphere, that agent which guides the air from the south through the calms of Capricorn, of the equator, and of Cancer, and conducts it into the north; that agent A\-hich causes the atmosphere, with its vapors and infusoria, to flow above the clouds from one hemisphere into the other, and whose foot-prints had become so jialpable ? With the lights which these discoveries cast, we see why that air, which has completed its circuit to the whirlf about the Antarctic I'egions, should then, accordiug to the laws of magnetism, be repelled from the south, and attracted by the opposite pole towards the north. And when the S. E. and the X. E. trade-winds meet in the equatorial calms of the Pacific, would not these magnetic forces be sufiicient to determine the cour.se of each current; bringing the former, with its vapors of the southern hemisphere, over into this, by the cour.scs already suggested ? This force and the heat of the sun, would propel it to the north. The diurnal rotation of the earth * Phil. Mag. .Tiiil Journal of Science, 4tli series, \o. 1, .T:inu.nr_v, 1851, pnge ' f ■' It whirleth .nl^out continiinlly." — Tiihle, 150 THE WIND AND CURRENT CHARTS. propels it to the east; consequently, its course, first through the upper regions of the atmosphere, and then on the surfoce of the earth, after being conducted by this newly discovered agent across the calms of Cancer, would he from the southward and westward to the .nortliward and eastward. These are the winds which, on their way to the north, from the South Pacific, would pass over the Mississippi Valley, and they appear to be the rain winds there. Whence then, if not from the trade-wind regions of the South Pacific, can the vapors for those rains come ? Accordino- to this conjecture, and not taking into account any exceptions produced by the land and other circiimstances upon the general circulation of the atmosphere over tlie ocean, the S. E. trade-winds which reach the shores of Brazil near the parallel of Rio, and which blow thence for the most part over the land, should be the winds which, in the general course of circulation, would be carried towards northern Africa, S[iain, and the South of Europe. They might carry with them the infusoria of Ehrenberg, but, according to his theory, they would be wanting in moisture. Now, those portions of the Old World are for the most part dry countries, receiving but a small amount of precipitation. Hence the general rule : those countries to the north of the calms of Cancer, which have large bodies of land situated to the southward and westward of them, in the S. E. trade-wind region of the earth, should have a scanty supply of rain, and vice versa. Now, the extra-tropical part of New Holland comprises a portion of land thus situated in the southern hemisphere. Tropical India is to the northward and westward of it; and tropical India is in the N. E. trade- wind region, and should give extra-tropical New Holland a slender supply of rain. But what modifications the monsoons of the Indian Ocean may make to this rule, or wliat effect they may have upon the rains in New Holland, my investigations in that part of the ocean have not been carried far enough for a decision. Takino- up the theory of Ampere wdth regard to the magnetic polarity induced by an electrical current, accordino- as it passes through wire coiled ivitli or coiled against the sun, and expanding it in conformity with the discoveries of Earaday, we perceive a series of facts and principles which, being applied to the circulation of the atmosphere, make the conclusions to which the Charts have led me, touching the continual "whirl" of the wind in the Arctic regions against, and in the Antarctic with the hands of a tvatch, very signi- ficant — much more so than I had supposed them to be. In this view of the subject, we see light springing up from various sources, by which the shadows of approaching confirmation are clearly perceived. One such source of light comes from the observations of Quetelet, at Brussels, which show that the great electrical reservoir of the atmosphere is in the upper regions of the air. It is filled with positive electricity, which increases as the temperature diminishes. We have another from the University of Greifswald, in Prussia. Likening the atmosphere with its magnetic spirals of oxygen to the coils of a wire, and the poles of the earth to the ends of the helix used by Professor Von Eeilitzsch, we might almost fancy that he was experi- menting expressly with the view of tin-owing light upon tlic general course of atmospherical circulation. " If," says he, in his letter to Dr. Faraday, " we observe two such neighboring particles near the external south pole, then will the more near repel a south pole with the intensity s; the more distant will turn to a CIRCULATION OF THE ATMOSPHERE. 151 lortli pole Avith tlio intensity n', but in sueb a manner tbat n'<^s. But outwardly, these two cxeited niag- letisms act with the difference of their power s — n' ; but this is in one case south ixilai; conse(pieutly of the same kind as the exciting south pole. The contrary will take place near the north pole, so that the dism- jaged mcujnetlsm distributed over the bar, becomes south 2iolar on that lialf ichieh is turned to the suulli 2>ob; but icrrth polar on the other half that is turned to the north pole. A substance where this takes place is diauia ■ ,■,,:■ Returning once more to a consideration of the geological agency of the winds in accoimting for the depression of the Dead Sea, we now sec the f:xct most strikingly brought out before us, that if the Straits of Gibraltar were to be barred up, so that no water could pass through them, we should have a great depression of water level in the Mediterranean. Tliree times as much water is evajiorated from that sea as is returned to it through the rivers. A portion of Avater evaporated from it is probably rained down and returned to it through the rivers; but — supposing it to be barred up — as the demand upon it for vapor ■ would exceed the supply by rains and rivers, it would commence to dry up. As it sinks down, the area exposed for evaporation would decrease, and the supplies to the rivers would diminish, until finally there would be established between the evaporation and precipitation an equilibrium, as in the Dead and Caspian Seas ; but, for aught we know, the water level of the Mediterranean might, before this equilibrium were attained, have reached a stage far below that of the Dead Sea level. The Lake Tadjura is now in the act of attaining such an equilibrium — there r connected with it the remains of a channel by which the water ran into the sea; but the surface of th lake is now 500 feet, below the sea level, and it is salting up. If not in the Dead Sea, do we not, in the valley of this lake, find outcropping some reason for the question : What have the winds had to do with the phenomena before us ? The winds, in this sense, are geological agents of great power. It is not impossible but that they may afford us the means of comparing, directly, geological events which had taken place in one hemisphere, with geological events in another: e. g. the tops of the Andes Avere once at the bottom of the sea. Which is the oldest formation, that of the Dead Sea, or the Andes? If the former be the older, then the climate' of the Dead Sea must have been hygrometrically very different from what it now is. In regarding the winds as geological agents, we can no longer consider them as the type of instability. We rather behold them now in the light of ancient and faithful chroniclers, which, upon being rightly consulted, will reveal to us trutlis which nature has written u}ion their wings in characters as legible and enduring as she has ever engraved the history of geological events upon the tablet of the rock. The waters of Lake Titicaca, which receives the drainage of the great inland basin of the Andes, are only brackish, not salt. Ilence, we may infer that this lake has not been standing long enough to become brine, like the watei's of the Dead Sea ; consequently, it belongs to a more recent period. On the other ox THK SALTXESS OF THE SEA. 177 hand, it will also be iuterestiiig to bear tbat my I'rieud, L'aj)tuiu Lynch, inloi-ms me that, in his exploration of the Dead Sea, he saw Avhat he took to be the dry bed of a river that once flowed fi-oin it. And thus we have two more links, stout and strong, to add to the circumstantial evidence going to sustain the testimony of this strange and fickle witness which I have called up from the sea to testify in this presence concerning the works of nature, and to tell us which be the older — the Andes, watching the stars with their hoary heads ; or tlie Dead Sea, sleeping upon its ancient beds of crystal salt. OX THE SALTNESS OF THE SEA. In order to comprehend aright the currents of the sea, and to study with advantage the system of oceanic circulation, it is necessary to understand the effects produced by the salts of the sea upon the equilibrium of its waters ; for wherever equilibrium be destroyed, whether in the air or water, it is restored by motion; and motion among fluid particles gives rise to currents, which, in turn, constitute circulation. The question is often asked, "Why is the sea salt?" I think it can be shown that the circulation of the ocean depends, in a great measure, upon the salts of sea-water. As a general rule, the sea is nearly of a uniform degree of saltness, and the constituents of sea-water are as constant iu their properties and as uniform in their proportions as are the eomponeuts (>[ the atmosphere. We sometimes come across arms of tlie sea, or places in the ocean, where we find the water more salt or less salt than sea-water is generally ; but tliis circumstance is due to local causes of easy explanation. For instance: When we come to an arm of the sea, as the Eed Sea, upon which it never rains, and from which the atmosphere is continually abstracting, by evaporation, fresh water from the salt, we may naturally expect to find a greater proportion of salt in the sea-water that remains than we do near the mouth of some great river, as the Amazon ; or in the regions of constant precipitation, or other parts, where it rains more than it evaporates ; and thougli therefore we do not find sea-water from all parts of the ocean actually of the same degree of saltness, yet we do find, as in the case of the Ked Sea, sea-water that is continually giving off to evaporation fresh water in large quantities; nevertheless, for such water, there is a degree and a very moderate degree of saltness Avhicli is a maximum ; and we moreover find that though the constituents of sea-water, like those of the atmosphere, are not for every place invariably the same as to their proportions, yet they are the same or nearl^^ the same as to their character. When, therefore, we take into consideration the foct that, as a general rule, sea-water is, with the exception above stated, everywhere and always the same, we find grounds on which to base the conjecture that the ocean has its system of circulation which is probabl}^ as complete and not less wonderful than is the circulation of blood through our system. In order to investigate the currents of the sea, and to catch a glimpse of the laws by which the circu- lation of its waters is governed, hypothesis, in the present meagre state of absolute knowledge with regard to the subject, seems to be as necessary to progress as is a corner-stone to a building. To make progress 23 178 TUE WIND AXD CUKKENT CUAKTri. with such investigations, we want something to biiild Tipon. In the absence of facts, we are sometimes permitted to suj^pose them ; only, in making the selection of the various hj^potheses which are suggested, we are bound to jDrefer that one to which the greatest number of phenomena will be reconciled. When we have found, tried, and offered such an one, we are entitled to claim for it a respectful consideration at least, until we discover it leading ns into some palpable absurdity ; or until some other hypothesis be suggested which will account equally Avell, but for a greater number of phenomena. Then, as honest searchers after truth, we should be ready to give up the formei', adopt the latter, and to try it until some other better than either of the two be offered. With this undei'standing, I venture to offer an hypothesis wif-h regard to the agency of the salts or solid matter of the sea in imparting dynamical force to the waters of the ocean in their system of circu- lation, and to suggest that one of the purposes which in the grand design it was probably intended to accomjilish by having the sea salt, and not fresh, was to impart to its waters the forces and the jiowers necessary to make their circulation complete. In the first place, we do but conjecture when we say that there is a set of currents in the sea, and a system of circulation in the sea, by whicli its waters are conveyed from place to place, with regularity, certainty, and order. But this conjecture appears to be founded on reason; for if we take a sample of water which shall fiiirly represent, in the proportion of its constituents, the average Avater of the Pacific Ocean, and analyze it — and if we do the same by a similar sample from the Atlantic, we shall find the analysis of the one to resemble that of the other as closely as though the two samples had been taken from the same bottle after having been well shaken. How then shall we account for this, unless upon the supposition that sea-water from one part of the world is in the process of time brought into contact and mixed up with sea- water from all other parts of the world? Agents, thei'efore, it would seem, are at work, Avhich shake up the waters of the sea as though they were in a bottle, and which, in the course of time, mingle those that are in one part of the ocean with those that are in another, as thoroughly and completely as it is possible for man to do by shaking them in a vessel of his own construction. This fact as to uniformity of components, appears to call for the hypothesis that sea-water, which to- day is in any part of the ocean, will, in the process of time, be found in another part the most remote. It must, therefore, be cai'ried about by currents ; and as those currents have their offices to perform in the terrestrial economy, they probably do not flow b)^ chance, but in obedience to physical laws ; they no doubt, therefore, maintain the order and preserve the harmony which characterize every department of God's handiwork, upon the threshold of which man has yet been permitted to stand, to observe, or to compre- hend. And thus, by a process of reasoning which is perfectly philosophical, we are led still farther to con- jecture that there arc regular and certain, if not appointed channels, thi'ongh which the water travels fronr one part of the ocean to another, and that those channels belong to an arrangement which may make, and, for aught we know to the contrary, which does make the system of oceanic circulation as complete, as perfect, and as harmonious as is that of the atmosphere or the blood. Every drop of water in the sea is as ox TIIK SALTN'ESS OV TIIK SKA. 179 obedient to law and order, as are tlie incinbers of tlie heavenly host in the remotest region of si)acc. For, when the morning stars sang together, "the waves also lilted up their voiee"' in the Alniiglity authcni ; and doubtless, tlierelbre, the harmony in the depths of the ocean is in tune with that which comes from the spheres above. We cannot doubt it. For, were it not so, were there no channels of circulation from one ocean to another; and if, according! v, the waters of the Atlantic were confined to the Atlantic, or if the waters of the arms and seas of the Atlantic were confined to these arms and seas, and had no channels of circulation by which they could pass out into the ocean, and traverse diftcrent latitudes and climates, then the waters of these arms and seas wouhl, as to their constituents, become, in the process of time, very differ- ent from the sea-waters in other parts of the world. For instance, take the Eed Sea and the ilediterranean by way of illustration ; upon the Eed Sea there is no precipitation. It is in a rainless region; not a river runs down it; not a brook empties into it ; there- fore, there is no process by which the salts and washings of the earth which are taken up and held in solu- tion by rain or river water, can be brought down into the Bed Sea. The air takes up from it in the process of evaporation fresh water, leaving behind all the solid matter which the sea there holds in solution. On the other hand, numerous rivers discharge into the Mediterranean ; some of which are filtered through soils, and among minerals which yield one kind of salts or soluble matter; another river runs through a limestone or volcanic region of country, and brings down in solution solid matter; it maybe common salt, sulphate or carbonate of lime, nuxgnesia, soda, potash, or iron ; either or all may be in its waters. Still, the constituents of sea-water from the Mediterranean, and of sea- water from the Eed Sea, are quite the same. But the waters of the Dead Sea have no connection with those of the ocean : they are cut ofl'from its channels of circulation ; and are therefore quite different, as to their components, from any arm, frith, or gulf of the broad ocean.* How, therefore, shall we account for this sameness of compound, but upon the supposition of a general system of circulation in the ocean, by which, in the process of time, water from one part is conveyed to another part the most remote, and by which a general interchange and commingling of the waters take place ? In like manner, the constituents of the atmosphere, whether it be analyzed at the equator or the poles, are the same. By cutting ofi" and shutting up from the general channels of circulation any portion of sea- * "Xhc solid constituents of sea-water amount to about .3.] per cent, of its -weight, or nearly half an ounce to the pound. Its salt- ness may be considered as a necessary result of the present order of things. Rivers which are constantly flowing into the ocean, contain salts, varying in amount from 10 to 50 and even 100 grains per gallon. They are chiefly common salt, sulpliatc and carbonate of lime, magnesia, soda, potash, and iron; and these are found to constitute the distinguishing characteristics of sea-water. The water which evaporates from the sea is nearly pure, containing but very minute traces of salts. Falling as rain upon the land, it washes the soil, percolates through the roclcy layers, and becomes charged with saline substances which are borne seaward by the returning currents. The ocean, therefore, is the great depository of everything that water cau dissolve and carry down from the surface of the continents ; and, as there is no channel for their escape, they of coui-se consequently accumulate." — [reomans's Chemislnj.) "The case of the sea," says Fowner, '-is but a magnified representation of what occurs in every lake into which rivers flow, but from which there is no outlet except by evaporation. Sueli a lake is invariably a salt lake. It is impossible that it can be otherwise ; and it is rurinus to observe that this condition disappears wlien an artificial outlet is pi'oduced for the- waters.' 180 THE WIND AXU CURRENT CHARTS. water, as in the Dead Sea, or of atmospheric air, as in mines or wells, Ave can easily fill either with gases or other matter that shall very much affect its character and alter the proportion of its constituents. The principal agents that are supjaosed to be concerned in giving circulation to the atmosphere, and in preserving the ratio among its components, are light, heat, electricity, and perhaps magnetism ; bat as far as the motive power is concerned, or that agency hj which the atmosphere that may now be within the tropics, is wafted to the poles, heat and electricity are supposed to be the chief among them. But with regard to the sea, it is not known what office is performed by electricity and magnetism, in giving dynamical force to the system of oceanic circulation. The chief motive power from which marine currents dei-ive their velocity, has been ascribed to heat ; liut a close study of the agents concerned, has suggested that an important — nay, a powerful and active agency in the system of oceanic circulation is de- rived, through the instrumentality of the winds, of marine plants and animals, from the salts of the sea- water. They give the ocean great dynanucal force. Let us, for the sake of illustration and explanation, suppose the sea in all its parts — in its depths, and at the surface, at the equator, and about the ]ioles — to be of one uniform temperature, and to be all of fresh water. In this case, there would be nothing of heat to disturb its equili1)rium, and there would be no motive power to beget currents, or to set the water in motion l)y reason of the difference of specific gravity clue to water at diiYerent densities and temperatures. As yet, we have not taken into account, in this supposition, the effects of the winds and of evaporation in begetting currents. Let lis, therefore, take them into account; and first the winds. The winds by their force create partial surface currents, and agitate the waters to a certain depth, and thus would give rise to a feeble and partial aqueous circulation in the supposed sea of fresh water with a supposed uniform temperature. This, then, is one of the sources whence power is given to the system of oceanic circulation; but, though a feeble one, it is one which exists in reality-, and, therefore, need not be regarded as hypothetical. Let us next call in evaporation and precipitation, that we may examine the effects of another and a more powerful agent. Suppose the evaporation to commence from this imaginary freshwater ocean, and to go on as it does from the seas as they are. In those regions, as in the trade-wind regions, where evapo- ration is in excess of precipitation, the general level of this supposed sea would be altered, and, imme- diately, as much water as is carried off' Ijy evaporation would commence to flow in from north and south towards the trade-wind or evaporating region, to restore the level. On the other hand, the winds have taken this vapor, borne it off" to the extra-tropical regions and pre- cipitated it, we will suppose, where pi-ecipitation is in excess of evaporation. Uere is another alteration of sea level by elevation instead of by depression; and hence we have the motive power for a surface current from each pole towards the equator, the object of which is only to supply the demand for evaporation in the trade-wind regions — demand fn- evaporation being taken here to mean the difference between evapora- tion and precipitation, or the quantity of water that is taken up into the air, and carried off' in the form of vapor, to other parts as before, from the trade-wind reoion. ON THE SAI,TMESS OF THE SEA. 181 So fur, we only derive from evaporation and precipitation over the supposed freshwater sea, a sliglit surface current towards the equator, and, of course, we have the forces for but a jiartial oceanic circulation. The motive power of such a current woukl be gravitation, acting upon an incbned plane. So far in the progress of illustration we have apparent counteraction ; for we have, on one hand, the sea level lowered in the equatorial regions bj evaporation, and raised by the expansive force of heat on the other ; we have also the seadevel of the polar regions raised on one hand by precipitation, and lowered on the other by the contraction due the diminution of temperature there. But this counteraction is only ap- parent ; for the increase of temperature about the equatorial, and the decrease of it about the polar regions, can onl}' produce a certain elfect, which, like the effect of the centri])etal force upon the figure of the earth, ia elevating the seadevel at the equator, becomes nearly a constant, and which, like every other constant in nature, is compensated; Avhereas, the process of evaporation and precipitation lieing continued, the differ- ence of level created by these in different parts of the ocean, is accumulative and not constant. It there- fore remains for currents to restore. We have now traced from their princi])les of action the effect of two agents, which, in a sea of fresh water, would teud to create currents, and to beget a system of aqueous circulation ; but a set of currents and a system of circulation, which, it is readily perceived, would bo quite different from those which we find in the salt sea. One of these agents would be employed in restoring, by means of one or more polar currents, the water that is taken from one part of the ocean by evaporation, and deposited in another by precipitation. The other agent would be employed in restoring, by the forces due difference of specific gravity, the equilibrium, which has been disturbed by heating, and of course expanding, the waters of the torrid zone on one hand, and by cooling, and consequently comracting, those of the frigid zone on the other. This agency Avould, if it were not modified by others, iind e.\])ression in a system of currents and counter currents, or rather in a set of surface currents of warm and light water, from the ecpurtor towards the poles, and in another set of undercurrents of cooler, dense, and heavy water, from the poles towards the equator. Such, keeping out of view the influence of the winds, which we may suppose would be the same whether the sea were salt or fresh, would be the system of oceanic circulation were the sea all of fresh water. i3ut fresh water, in cooling, begins to expand near the temperature of 40°, and expands more and more till it reaches the freezing point, and ceases to be fluid. This law of expansion by cooliug, would impart a pectdiar feature to the system of oceanic circulation were the waters all fresh. Water at the tem- perature of 40° would be at its maximum of density. Raise or lower the temperature from that, and the water would expand ; of course, then, it would grow lighter, and ascend to the surface. Therefore, when the warm waters of the torrid zone, by flowing north, and cooling down to 40°, for instance, should meet tlie cold current coming from the polar basin with a temperature of o4°, the current from the equator being of denser water, would sink, and the current from the frigid zone would then appear as a surfixce current until the temperature should rise to 40°, for example. Ilere the current from the equator would be 50°, we may suppose, anr this basin, we must include not only the preciiutation Avhich takes place over the basin ON TIIK HALTNESS OK TIIK SEA. 183 itself, but also the amount of frcsli watei" discharged into it hj the rivei'-s of the great hydrographical basins of Arctic Europe, Asia, and America. This fresh ■water, being emptied into \\[c J'olar Sea, and agitated by the winds, becomes mixed with I lie salt ; but as the agitation of the sea by the winds extends to no gi-eat deiith, it is only the upper layer I of salt water, and that to a moderate depth, which becomes mixed with the fresh. The specilic gravity of this up])er hiyer, therefore, is diminished just as much as the s[)ccific gravity of the sea-water in the evajio- II rating regions was increased. And thus we have a surface current of saltish water from the poles towards the equator, and an undercurrent of water, Salter and heavier, from the equator towards the poles. This « undercurrent supplies in a great measure the salt wdiich the ujiper curi-ent, freighted with fresh water fi-oni I' the clouds and rivers, carries back. Thus it is to the salts of the sea, that we owe that feature in the system of oceanic circulation which ! causes an undercurrent to flow from the Mediterranean into the Atlantic, and another from the Eed Sea into the Indian Ocean. And it is evident, since neither of these seas is salting up — that just as much, or nearly just as much salt as the undercurrent brings out, just so much must the u^jper currents carry in. We now begin to perceive what a powerful impulse is derived from the salts of the sea, in giving effective and active circulation to its waters. Hence, we infer that the currents of the sea, by reason of its saltness, attain their maximum of volume and velocity. Hence, too, we infer that the transportation of warm water from the ecpiator towards the frozen regions of the poles, and of cold water from the frigid towards the torrid zone, is facilitated ; and consequently here, in the saltness of the sea, have we not an agent by which climates are mitigated — by which they are softened and rendered much more salubrious than it would be possible for them to be, were the waters of the ocean deprived of this property of saltness ? If these inferences as to the influence of the salts upon the currents of the sea be correct, the same cause which jiroduces an undercurrent from the Mediterranean, and an undercurrent from the Eed Sea into the ocean, should produce an undercurrent from the ocean into the north polar basin — it being sup- posed merely, for the present, that there is a surface current through Davis's Straits, always setting out of the Polar Sea. In each case, the hypothesis with regard to the part performed by the salt, in giving vigor to the system of oceanic circulation, requires that, counter to the surface current of water with less salt, there should be an undercurrent of water with luore salt in it. That such is the case with regard both to the Mediterranean and the Red Sea, has been amply shown in other parts of this work, and abundantly proved by other observers. That there is a constant current setting out of the Arctic Ocean through Davis's and other straits there- about, which connects it with the Atlantic Ocean, is generall}' admitted. Lieut. De Haven, U. S. X., when in command of the American expedition in seai'ch of Sir John Franklin, was frozen uj) with his vessels in the main cliannel of "Wellington Straits ; and during the nine months that he was so frozen, his vessels, holding their place in the ice, were drifted with it bodily for more than a thousand miles towards the south. 184 THE WIND AND CUKKENT CHAKTS. The ice in wliicli tliey were bound was of sea- water, and the currents by which they were drifted were of sea- water — only, it may be supposed, the latter were not quite so salt as the sea-water generally is. Then, since there is salt always flowing out of the north polar basin, there must be salt always flowing into it; else, it would either become fresh or the whole Atlantic Ocean would be finally silted up with salt. It might be supposed, were there no evidence to the contrary, that this salt was supplied to the polar seas from the Atlantic around North Cape, and from the Pacific through Behring's Straits, and through no other channels. But fortunately Arctic voyagers, who have cruised in the direction of Davis's Straits, have afforded us proof positive as to the fact of this other source for supplying the polar seas with salt. They tell iis of an undercurrent setting from the Atlantic towards the polar basin. They describe huge icebergs with tops reacliing high up in the air, and of course the bases of which extend far down into the depths of the ocean, ripping and tearing their way, with terrific force and awful violence, through the surface ice or against a surface current. Passed Midshipman S. P. Griffin, who commanded the brig Eescue, in the American searching expedition after Sir John Franklin, informs me that on one occasion the two vessels were endeavoring to warp up to the northward in or near Wellington Channel, against a strong surface current, which of course was setting to the south ; and that while so engaged an iceberg, with its top many feet above the water, came " drifting up," from the south, and passed by them " like a shot," although they were stemming a surfiice current against both the berg and themselves. Such was the force and velocity of the under- current, that it carried the berg to the northward faster than the crew could warp the vessel against a surface but counter current. Capt. Duncan, Master of the English whale ship Dundee, says, at page 76 of liis interesting little narrative : — • . • ■ '■^ Bee. 18 (1826). — It was awful to behold the immense icebergs working away to the northeast from us, and not one drop of water to be seen ; they were working themselves right through the middle of the ice." , And again at page 92, &c. : — ■ ''Ftb. 23.— Latitude 68° 37' N. ; longitude about (33° W. "The dreadful apprehensions that assailed us yesterday, by the near approach of the iceberg, were this day most awfully verified. About 3 P. M., the iceberg came in contact with our floe, and in less than one minute it broke the ice ; we were frozen in quite close to the shore ; the floe was shivered to pieces for several miles, causing an explosion like an earthquake, or one hundred pieces of heavy ordnance fired at the same moment. The iceberg, with awful but majestic grandeur (in height and dimensions resembling a vast mountain), came almost up to our stern, and every one expected it would have run over the ship. * * "The iceberg, as has been before observed, came up very near to the stern of our ship; the intermediate space between the berg and the vessel was filled with masses of heavy ice, which, though they had been previously broken by the immense weight of the berg, were again formed into a compact body by its press- ON THE SALTXICSS OF THE SEA. 185 ure. Tlic berg was drifting at tlic rate of abuut ft)ur knots, and by its force on the mass of ice, was pushing the ship before her, as it appeared, to inevitable destruction." "Feb. 2-i. — The iceberg still in sight, but driving away fast to the N. E." ''Feb. 25. — The iceberg that so lately threatened our destruction, had driven completely out of sight to the N. E. from us." — Arctic Regions ; Vo>/age (o Davis's Sirail, by Dorea Duncan, Master of the Ship Dundee, 1S26, 1827. Now then whence, unless from the diiierence of specific gravity due sea-water of diflerent degrees of saltness, can we derive a locomotive power with force sufficient to give such tremendous masses of ice such a velocity? What is the temperature of this undercurrent? Be that what it may, it is prol)ably above the freezing point of sea-water. Suppose it to be at o^°. Break through the ice in the northern seas, and the temperature of the water is always 28°. At least, Lieut. De Haven so found it in his long imprisonment, and it may be supposed that as it was with him, so it generally is. Assuming, then, the water of the surface current which runs out with the ice to be all at 28°, we observe that it is not unreasonable to suppose that the water of the undercurrent, inasmuch as it comes from the south, and therefore from •warmer latitudes, is probably not so cold ; and if it be not so cold, its temperature before it comes out again must be reduced to 28°, or whatever be the average temperature of the outer but surface current. Moreover, if it be true, as some philosophers have suggested, that there is in the depths of the ocean a line from the equator to the poles, along which the water is of the same temperature all the way, then the question may be asked : Should we not have in the depths of the ocean, a sort of isothermal floor, as it were, on the upper side of which all the changes of the temperature are due to agents acting from above, and on the lower side of which the changes, if any, are due to agents acting from below ? This lender polar current water then, as it rises to the top, and is brought to the surfiice by the agitation of the sea in the Arctic regions, gives out its surplus heat and warms the atmosphere there till the temperature of this warm undercurrent water is lowered to the requisite degree for going out on the surface. Hence the water-sky of those regions. - And the heat that it loses in falling from its normal temperature, be that what it mav, till it reaches the temperature of 28°, is so much caloric set free in the polar regions, to temper the air and mitigate the climate there. Now is not this one of those modifications of climate, which may be iairly traced back to the effect of the saltness of the sea in giving energy to its circulation? iloreover, if there be a deep sea in the polar basin, which serves as a receptacle for the waters brought into it by this undercurrent, which, because it comes from towards the equatorial regions, comes from a milder climate, and is, therefore, warmer, we can easily imagine why there might be an open sea in the polar regions — why Lieut. De Haven, in his instructions, was directed to look for it; and why both he and Captain Penny, of one of the English searching vessels, found it there. And in accounting for this polynia, we see that its existence is not only consistent with the hypothesis with which we set out touching a perfect system of oceanic circulation, but that it may be ascribed, in a 24 186 THE WIND AND CURRENT CHARTS. great degree at least, if not wholly, to the effect produced by the salts of the sea upon the mobility and circulation of its waters. Here then, is an office which the sea performs in the economy of the universe by virtue of its sah- ness, and which it could not perform were its waters altogether fresh. And thus philosophers have a clue placed in their hands Avhich will probably guide them to one of the many hidden reasons that are embraced in the true answer to the question, "Why is the sea salt?" But we find in sea-water other matter besides common salt. Lime is dissolved by the rains and the rivers, and emptied in vast quantities into the ocean. Out of it, coral islands and coral reefs of great extent — marl beds, shell banks, and infusorial deposits of large dimensions, have been constructed by the inhabitants of the deep. These creatures are endowed with the power of secreting, apparently for their own purposes, only solid matter, which the waters of the sea hold in solution. But this power was given to them that they also might fulfil the part assigned them in the economy of the universe. For to them, probably, has been allotted the important office of assisting in giving circulation to the ocean, and of helping to regulate the climates of the earth. , . ,/, ,, , , ;, , ;,, , ,.; ,...,,. ',,, >_ i,, •, The better to comprehend how such creatures may influence currents and climates, let us suppose the ocean to be perfectly at rest — that throughout, it is in a state of complete equilibrium — that, with the excejition of those tenants of the deep which have the power of extracting from it the solid matter held in solution, there is no agent in nature capable of distributing that equilibrium — and that all these fish, &c., have suspended their secretions in order that this state of a perfect aqueous equilibrium and repose throughout the sea, might be attained. In this state of things — the watei's of the sea being in perfect equilibrium — a single mollusk or coralline, we will suppose, commences his secretions, and abstracts from the sea-water solid matter for his shell. In that act, this animal has destroyed the equilibrium of the whole ocean ; for the specific gravity of that portion of water from which this solid matter has been abstracted is altered. Having lost a portion of its solid contents, it has become specifically lighter than it was before; it must, therefore, give place to the pressure which the heavier water exerts to push it aside and occupy its place, and it must consequently travel about and mingle with the waters of the other parts of the ocean until its proportion of solid matter is returned to it, and until it attains the exact degree of specific gravity due sea-water generally. How much solid matter does the whole host of marine plants and animals abstract from sea-water daily ? Is it a thousand pounds, or a thousand millions of tons ? No one can say. Biit, whatever be its weight, it is so much of the power of gravity applied to the dynamical forces of the ocean. And this power is derived from the salts of the sea, through the agency of sea-sheUs and other marine animals, that of themselves scarcely possess the power of locomotion. Yet they have power to pvit the whole sea iu motion, from the equator to the poles, from the surface to the bottom. Those powerful and strange equatorial currents, which navigators tell us they encounter in the Pacific Ocean — to what are they due ? Coming from sources unknown, they are lost in the midst of the ocean. ! ON THE SALTNESS OF THE SEA. 187 They appear to origiuatc iu the open sea, and in the open sea to terminate. How far ma}- they be due to the derangement of ecpiilibriuni arising from the change of specific gravity caused by the secretions of the myriads of marine animals that ai'e continually at work in those jiarts of the ocean? These ab.stract froni sea-water solid matter enough to build continents of. Thus, when we consider the salts of the sea in one point of view, we see the winds and the marine animals operating uj^on the waters, and in certain parts of the ocean deriving from the solid contents of the same, those very principles of antagonistic forces which hold the earth in its orbit, and preserve tlie harmonies of the universe. The sea-breeze and the sea-shell, in performing their appointed offices, act in such a way as to give rise to a reciprocating motion in the waters; thus they impart to the ocean dynamical forces for its circulation. ' ' The sea-breeze plays upon the surface ; it converts only fresh water into vapor, and leaves the solid matter behind. The surface water thus becomes specifically heavier, and sinks. On the other hand, the little marine architect below, as he works upon his coral edifice at the bottom, abstracts from the water there a portion of its solid contents ; it, therefore, becomes specifically lighter, and up it goes, ascending to the top with increased velocity, to take the place of the descending column, which, by the action of the winds, has been sent down loaded with fresh food and materials for the busy little mason in the depths below. Seeing then that the inhabitants of the sea with their powers of secretion are competent to exercise at least some degree of influence in disturbing equilibrium— are not these creatures entitled to be regarded as agents which have their offices to perform in the system of oceanic circulation ? It is immaterial how great or how small that influence may be supposed to be ; for, be it great or small, we may rest assured it is not a chance influence, but it is an influence exercised — if exercised at all — by design, and according to the commandment of him whose " voice the winds and the sea obey." Thus God speaks through sea-shells to the ocean. ' ■ ' • ■ • It may, therefore, be supposed that the arrangements in the economy of nature are such as to require that the various kinds of marine animals, whose secretions are calculated to alter the specific gravity of sea-water, to destroy its equilibrium, to beget currents in the ocean, and to control its circulation, should be distributed according to order. Upon this supposition — the like of which nature warrants throughout her whole domain — we may conceive how the marine animals of which we have been speaking, assist also to regulate climates and to adjust the temperature of certain latitudes. For instance, let us suppose the waters in a certain part of the torrid zone to be 70°, but by reason of the fresh water which has been taken from them in a state of vapor, and consequently by reason of the proportionate increase of salts, these waters are heavier than waters that may be cooler but not so salt. This being the case, the tendency would be for this warm but salt and heavy water to flow off as an undercurrent towards the polar or some other regions of lighter water. Such an undercurrent, by reason of the limited conducting powers of water for heat, would preserve 188 THE WIND AND CURRENT CHARTS. its liigh temperature for a length of time, and for great distances — cooling, of course, somewhat by the way. This undercurrent may be freighted with heat to temper some hyperborean region, or to soften some extra-tropical climate ; for we know that such is among the effects of marine currents. At starting, it I might have been, if you please, so loaded with solid matter that, though its temperature were 70°, yet, by reason of the quantity of such matter held in solution, its specific gravity might have been greater than that of extra-tropical sea- water generally at 28°. • • ■ Notwithstanding this, it may be brought into contact, by the way, with those kinds and quantities of marine organisms that sliall abstract solid matter enougli to reduce its specific gravity, and instead of leaving it greater than common sea-water at 28°, to make it less than common sea-water at 40° ; conse- quently, in such a case this warm sea-water, when it comes to the cold latitudes, would be brought to the surface through the instrumentality of shell-fish and various other tribes that dwell far down in the depths of the ocean. Thus, we perceive that these creatures, though they are regarded as being so low in the scale of creation, may, nevertheless, be regarded as agents of much importance in the terrestrial economy ; for we perceive that they are capable of spreading over certain parts of the ocean those benign mantles of warmth which temper the winds, and modify, more or less, all the marine climates of the earth. The makers of nice astronomical instruments, when they have put the diflferent parts of their machinery together, and set it to worlc, iiud, as in the chronometer, for instance, that it is subject in its performance to many irregularities and imperfections. That in one state of things, there is expansion, and in another state contraction among cogs, springs, and wheels with an increase or diminution of rate. This defect, the makers have sought to overcome ; and with a beautiful disjjlay of ingenuity, they have attached to the works of the instrument a contrivance which has had the effect of correcting these irregu- larities, by coimteracting the tendency of the instrument to change its performance with the changing influences of temperature. This contrivance is called a compcnsnlion ; and a chronometer that is well regulated, and properly compensated, will perform its office with certainty, and preserve its rate under all the vicissitudes of heat and cold to which it may be exposed. So, too, in the clock-work of the ocean and the machinery of the universe ; order and regularity are maintained by a system of compensations. A celestial body as it revolves around its sun, flies off under the influence of centrifugal force ; but immediately the forces of compensation begin to act ; the planet is brought back to its elliptical path, and held in the orbit for which its mass, its motions, and its distance were adjusted. Its compensation is perfect. So, too, with the salts and the shells of the sea in the machinery of the ocean ; from them are derived principles of compensation the most perfect ; through their agency the undue effects of heat and cold, of storm and rain in disturbing the equilibi-ium, and ]iroducing tliereby currents in the sea, are compensated, regulated, and controlled. The dews, the rains, and tlie rivers are continually dissolving certain minerals of the earth, and carry- . ON TUE SALTXESS OF THE SEA. 189 ing tliera oft' to the sea. This is an accumulating process; and if it were not compensated, the sea would finally become as the Dead Sea is, saturated with salt, and, therefore, unsuitable for the habitation of many fish of the sea. The sea-shells and marine insects afford the required compensation. As the salts are emptied into the sea, these creatures secrete them again and }iile them up in solid masses, to serve as the bases of islands and continents, to be in the process of ages upheaved into dry land, and then again dissolved by the dews and rains, and washed by the rivers away into the sea. Darwin, many years ago,* during one of those moments of inspiration which enabled him to fore- shadow the steamboat and the locomotive, told philosophers whence came the salts of the sea. In every department of nature there is to be found this self-adjusting principle — this beautiful and exquisite system of compensation, by which the operations of the grand machinery of the universe are maintained in the most perfect order. Thus, we behold sea-shells and animalcuh^ in a new light. May we not now cease to regard them as beings which have little or nothing to do in maintaining the harmonies of creation ? On the contrary, do we not see in them the principles of the most admirable compensation in the system of oceanic circulation ? We may even regard them as regulators, to some extent, of climates in parts of the earth for removed from their presence. There is something suggestive, both of the grand and beautiful, in the idea that, while the insects of the sea are building up their coral islands in the perpetual summer of the tropics, they are * Gnomes ! You then taught transuding dews to pass, Through time-fall'n woods, and root-inwovc morass Age after age ; and with filtration fine Dispart from earths and sulphurs and saline. Hence with diflnsive salt old ocean steeps His emerald shallows, and his sapphire deeps. Oft in wide lakes, around their warmer brim, In hollow pyramida the crystals swim ; Or, fused by earth-born fires in cubic blocks, Shoot their white forms, and harden into rocks. Thus caverned round in Cracow's mighty mines, With crystal walls, a gorgeous city shines ; Scooped in the briny rock, long straits extend Their hoary course, and glittering domes ascend ; Down the bright steeps, emerging into day, Impetuous fountains burst their headlong way, O'er milk-white Tales in ivory channels spread, And wandering, seek their subterraneous bed, Formed in pellucid salt with chisel nice, The pale lamp glimmering through the sculptured ice ; With wide reverted eyes fair Lotta stands, And spreads to heaven, in vain, her glassy hands ; Cold dews condense upon her pearly breast. And the big tear rolls lucid down her vest. 190 THE WIND AND CURRENT CHARTS. also engaged in dispensing wai-mtli to distant parts of the earth, and in mitigating the severe cold of the polar winter. . ' Surely an hypothesis which, being followed out, suggests so much design, such perfect order and arrrangement, and so many beauties for contemplation and admiration as does this, which, for the want of a better, I have ventured to offer with regard to the solid matter of the sea-water, its salts and its shells ; surely such an hypothesis, though it be not based entirely on the results of actual observation, canuot be regarded as wholly vain, or as altogether profitless. . - . , THE OPEN SEA IN THE ARCTIC OCEAN. As a supplement to this chapter, I may be excused for introducing Lieut. De Haven's Eeport after his return from the Arctic Ocean in search of Sir John Franklin and his companions. The instructions under which he went, and the source whence those instructions were in a measure drawn, make us acquainted with a few facts that throw some light upon the circulation of the ocean, so far as the salts of the sea are concerned iu imparting dynamical forces to it. His instructions, based entirely upon theory and the convictions of the mind in the correctness of its reasoning and powers of* deduction, pointed him to an open sea, in the midst of the ice, and he found it there. . . In the instructions which issued from the ISTavy Department for his guidance during that expedition, , stress was laid upon an open sea to the northward and westward of Wellington Channel. "There are other facts," he was told in these instructions, "elicited by Lieut. Maury in the course of" his investigations touching the winds and currents of the ocean, which go also to confirm the opinion that, beyond the icy -barrier which is generally met in the Arctic Ocean, there is a pwlynia or sea free from ice." ' Moreover, Lieut. De Haven was reminded in these instructions that it was needless to repeat to him i the reasons for asserting so confidently the existence of this open sea ; because, said his instructions, " you i have assisted in those investigations at the National Observatory, and are doubtless aware of the circum- stances which authorize this conclusion." These circumstances are detailed in tlie following lettei^, which was then on the files of the Department,, and which had been A\Titten soon after the American whalers had been first invited to seek information i concerning the missing expedition. Lieutenant Maury to Commodore Warrington. National Observatory, Washington, July 16, 1849. Sir: I have had under consideration the subject-matter of Walter E. Jones's letter to the President of the United States, and in compliance with your request, beg leave to state in reply thereto : — That the best information with regard to Behring's Straits, and the sea into which they lead, is to be ! THE OPEN SEA LN TUE AKCTIC OCEAN. 191 found ill tlie English and Kussian Charts of the Arctic Seas; though Captain Roys, who, in the whale ship Superior, cruised there in the summer of last year, reports that these charts contain many errors. Captain Roys could not determine the amount of these errors; he merely ascertained tluit there were errors in the best and latest Russian charts. It cannot be expected that vessels like Mr. Jones's, whose more immediate object is the pursuit of iish, will — as daring and adventurous as our whalemen are known to be — attempt to penetrate into the Frozen Ocean farther than the open sea will admit, or their game may entice them. The limits of the region of packed ice are variable. In 1827, the southern edge of the packed ice was found to commence about latitude 70° N., longitude 169° W., and to extend thence, in a N. E. by E. course, at least as far as longitude 1(30° W. Sir John Franklin and his companions, to whom Mr. Jones wishes to carry relief, are in the unknown parts of the sea ; and, therefore, the information to be furnished, with regard to a well-conducted search for him, must consist necessarily and chiefly of deductions and generalizations derived from the best received theories and opinions with regard to the climatology of those regions. In the first place, it seems to be an admitted fact that there is a current setting north, through Behring's Straits into the Frozen Ocean. Captain Roys found it setting at the rate of from 70 to 100 inUes a day. This is probably a constant current, though it may be supposed it runs fastest in summer. The wMter which it bears along is, of course, supplied from the China Seas ; coming from the equatorial regions, it is, therefore, warmer water than that of the Arctic Ocean, into which it flows. The physical forces that operate upon this current to give it motion, require that it should pursue, after entering the straits, a northeasterly course; so Captain Roys found it. The edge of the packed ice there (already alluded to) seems also to confirm the opinion that such is the course of this current. If so, the water thermometer will tell, and !Mr. Jones's shijjs will be assured of the fact, by the existence of a polynia stretching up in that direction. How far such an iceless sea will be found to extend to the eastward, should its existence be established, observations can alone determine. But, as a guide, I beg to send the accompanying chart, on wdiich Passed Midshipman Gibbon has, at my request, projected the isothermal curves of 5° and 10°, from JoJuisori's Physical Atlas. These curves are, according to Sir David Brewster, probably lemniscates; and as it is conjectured that there are two poles of maximum cold, viz : one in latitude 80° N. and longitude 100° W., and the other in latitude 80° N. and longitude 9.3° E., the mean temperature of the former, which is the American pole, is, according to Sir David Brewster, 3J° below zero of Fahrenheit, while that of the other, or Siberian pole, is 1° above zero of the same scale. The line of packed ice is probably a curve, depending for its form partly upon isothermal lines, and partly upon the eddies caused by the meeting of the various currents in the Arctic Ocean. Supposing two such poles to exist in nature, the isothermal lines about them would be re-entering curves, the exact form of which, however, cannot be determined without the aid of further observations. J92 THE WIND AND CUKliENT CHAKTS. I But, according to this theory, the mean temperature of the north pole itself will differ not much from the mean temperature of latitude 70° N. In entering into Behring's Straits, and following up the coast of West Georgia, the whalers may make the icy barrier perhaps about 160° W., between latitude 70° and 72° K In this position they will find themselves in a straight line, not more than a thousand miles from Wellington Straits on the Atlantic shores of America, and not much more than half that distance from Bank's Land. To the N. E. of this laud are the Parry Islands ; to the north of those the sea is by some thought to be again polynial, or free from ice. In the Arctic Ocean, the prevailing winds are from the westward; so that a vessel imder canvas, entering it through Behring's Straits, would have probably a better chance of making her way through, than one which enters on this side and to leeward, and which, therefore, would have occasionally to turn to windward, and, for much of her time, to contend against adverse currents.* To a vessel entering Behring's Straits, the current would also be favorable, for there musl be currents in that sea to supply those which come down from Baffin's Bay into the Atlantic. These currents would materially assist the navigator in his progress eastward through the Arctic Seas, but they Avould retard him, to the same extent, in his progress west through the same seas. You are aware that there is a current from Baffin's Bay, through Davis's Straits; this is a powerful current, and it moves an immense volume of water. A current as powerful must run into that bay from some other quarter. Laden with icebergs, this Baffin's Bay current meets the Gulf Stream near the Grand Banks, where it is bifurcated. One fork continues as an undercurrent towards the Caribbean Sea, and the other, pursuing its course to the south, is felt as an inshore current along the coast of the United States as far down as Florida. There is no counter-current to this,t running back from the Atlantic through Davis's Straits. Wrangle's polynia, to the north of Siberia, if it exist, probably owes its freedom from ice to the warm waters of the Gulf Stream, which run between Spitzbergen and the North Cape into the Arctic Ocean. That such is the course of the Gulf Stream is clearly indicated by a thermal chart which is now in process of construction at this office, by Lieutenant Guantt. This chart shows that the waters of the Atlantic, in latitude 68° N. above Ireland, are some degrees warmer than they are near the shore off Cape Hatteras, in latitude 36° N. The difference in temperature for the spring is 8° or 10° of Fahrenheit. * II. B. M. ship Investigator, Commander McClure — I hope to have tlio pleasure soon of calling him captain — has demonstrated the correctness of this opinion. He entered Behring's Straits in the summer of 1850, and intelligence has just been received from him (October, 18.53), via Baffin's B.ny and Davis's Straits, by which we learn that he was almost within striking distance of Wellington Channel. His dispatches bear date April 10, 1853. He was then in the Bay of Mercy, whence he had communicated with the officers of H. B. M. ship Herald, that entered the Frozen Ocean from the east. f Counter-current to this; unless it be an undercurrent, as has since been proved. — M. THE Ol'EN SEA l.N THE AKCTIC UCEAX. 193 Seeing, therefore, that the waters from the Gulf of I\rexico run into the Arctic Ocean to the north of Europe; that the waters of the larger rivers both of Europe, Asia, and America — such as the Dwina, the Petchora, the Obi, the Yenesei and Lena, the Mackenzie's River, the rivers of Back, the Copper Mine, and others — emptj^ into the same ocean; that waters from the Pacific flow into it through Behring's Straits; that there is uo reflux from it through any of these channels, but that there is a powerful ice- bearing current running from it through Da\is's Straits; seeing all this, we are led reasonably to infer, not only that there is a sea not frozen, somewhere between Behring's Straits and BaflBn's Bay, but that the course of the current in that sea is such as has already been indicated, viz: from west to east. The fact that these currents, which run into the Arctic Ocean and out of Baffin's Bay, do exist, and that they are perpetual, leads us also to infer that a portion of the water of the Arctic Ocean is always in motion; that the currents Avithiu that sea are as constant as those which run into it, ami out again from it; and that, therefore, a portion of that sea is always in a fluid state. Without meaning, however, to commit myself as to the perpetual existence of Wrangle's open sea, I think there is reasonable ground for supposing that, after entering Behring's Straits, and passing the first icy barrier, an open sea may still be found to the north of that barrier. It will be for the masters of whale ships themselves, to judge as to the expediency of passing this bar- rier when they come to it, provided they find an opening. If they do find an opening, and venture through it, they will probably be rewarded for their intrepidity by the discovery of whales in great numbers. The kind of whales (Eight) found there delight in cold water ; their halitat is never in warm. The discovery has been made here, by the investigations which Lieut. Herndon is conducting with regard to the habits of the Right whale, that this fish never crosses the equator ; — that the Right whale of the southern hemisphere is quite a difl'erent animal from the Right whale of the northern hemisphere. The latter is of a darker complexion and much larger. Now if the species of whales that are found in Behring's Straits be found also off' the shores of Greenland — and the whalemen will probably be able to say (and they have since informed me that they are identical, Jan. 1850); we shall have another link in the chain of circumstantial evidence going to prove that there is, at times, at least, an open water communica- tion between the Straits of Behriug and Davis. But if ^[r. Jones and his associates mean to be in good earnest in their humane efforts, and were to send their ships into Behring's Straits for the sole object of finding Sir John Franklin, or a passage through into the Atlantic, they will probably accomplish one or both. I have great faith in American enterprise and energy ; with proper means that sea may be traversed, and the fate of that expedition may be determined ; at least there is reasonable grounds for the opinion that an expedition properly fitted, and skilfully conducted, would be crowned with success, and would cover itself and its projectors with much honor. Such an expedition should consist of at least three vessels — viz : one sailer and two steamers, all pre- pared especially for that service. - ■ The sail ship should be large enough to hold the provisions for the expedition for two or three years, 25 19-i THE WIND AND CURRENT CHARTS. and coals also for the steamers during their few wechs of active work in the summer. A store-ship should accom])any them to Behring's Straits, and there filling them iip, leave them for the season and return. Their course would then be to proceed on until tlieir progress should be interrupted by the ice. Here they would select some safe place of anchorage or I'endezvous for the ship ; thus moored, she would serve as a place of refuge, and at the same time as a provision wagon. From her, the steamers would fit out an expedition of a few weeks at a time, and until they should succeed in finding an opening through it. Should they succeed in finding such an opening, they would probably have a clean sea thence until they should reach the icy barrier on this side ; success in finding a channel- way through this barrier would bring them out into the Atlantic Ocean. The steamers, of course, should be projierly constructed, and provided with ice-breakers or saws, by which they could, in case of emergency, cut their way out through the ice, as well as a way for their provi- sion ship. The steamers for such service need not be large. Mr. Jones does not propose sending an expedition exclusively in search of Sir John Franklin; therefore those remarks do not ap})ly to his case. But Mr. Jones, and his associates, are evidently gentlemen of humane disposition and noble impulses ; therefore, I have ventured to make these suggestions, feeling assured that they would be received as they are meant, and only for what they are worth. The Iluntsville, and the Alice,* of course, will not fail to be provided with faithful interpreters, and through them they will be sure to make diligent inquiries among the natives for intelligence of Sir John and his expedition. The Indians should be induced by presents, or the promise of rewards, to examine the coast line, and to inquire from tribe to tribe as to when and where he was last, if ever, seen. Doubtless these two private ships and their crews, will in the proposed voyage render a gratifying and acceptable service to the people of Christendom. Shoiald it be desired, another Chart, the duplicate of the one herewith sent, can be prepared at this office, so that each vessel may have one of the same kind. There are also other charts here, relating to Behring's Straits and Arctic America, which, if so authorized, I shall be glad to put at the dis^Josal of the masters of the Iluntsville and Alice. P. S. — In the haste in which this letter has been necessarily prepared, in consequence of being about to leave the city on a tour of duty, many points have been either wholly omitted or but slightly attended to. Among the most important of these, is a suggestion concerning a depot of coals and provisions near Wellington Straits, or some other suitable place this side, to which the steamers might look for supplies, in the event of passing the icy barrier after entering Behring's Straits ; and the other is concerning those causes which operate to form an icy barrier around the polynia. The line of ice is probably placed near the meeting of the various currents within the Arctic Ocean. Whenever two currents meet in the ocean, there is a belt of still, or of comparatively still water, within • i TlIK Ol'EX SEA IN THE ARCTIC OCEAN. 195 wliicli belts ai-e deposited the floating bodies and silt that are borne by tbe enrrcnts. Hence, we find bars at tlie mouth of all our rivers which empty directly into the sea. The Banks of Ncwfoundhmd owe their iCxistcace to this cause. The floating matter that is borne along by the Gulf Stream, and which is prevented from settling at the bottom by the rapidity of the current, is met near these banks by the cold current from Davis's Straits. In the still water, near the line of junction between those two currents, this drift mat- |ter has time to settle, and consequently there is a deposit there of sediment ; — in like manner, the icebergs which bring down rocks, gravel, and sands, begin here to melt and to make deposits also. And where there is on the sea drift or floating matter, such as sea-weed, &c., we can see the line of eddy by the manner in which that matter is arranged. Taking the case of the line of packed ice in the Arctic Ocean, and referring to the Chart, it will be per- ceived that this line, from the neighborhood of Behring's Straits, runs up in a northwesterly direction, and that it probably lies along the line in which the currents from the rivers of Europe and Asia, probably many tinies the volume of the Mississippi, meet the current around the North Cape from the Gulf of Mexico. Again, after passing Behring's Straits, and feeling the effect of that powerful current, this line bends up in a northeasterly direction. The process may be supposed to be this: the ice which is forced in the current through Behring's Straits, and in the general current farther north towards Baffin's Bay, is broken to pieces by the agitation of the sea. These pieces are gradually sloughed off from either current, and arranged in the eddy between the two currents, as we see drift-wood, &c., arranged hy the side of counter-currents in rivers and other sheets of water. The spray now dashes upon these blocks of ice, they become frozen and cemented together, until by gradual accession they form a compact and imniense mass of packed ice, for that is the term ap- plied by seamen. This mass, therefore, is probably not very broad. It may, after attaining a certain height, be broken through, either by the pressure of the current whose course it has arrested, or by the violence of the winds, or the waves, or by all these forces acting together; so it is very probable that the sea within this barrier will be found free or nearly free from floe ice — and comparatively smooth, for the barrier of ice will serve for a breakwater, or like a coral reef, will shelter it from the winds and protect it Irom the forces of the swell on the outside. Should a steamer, therefore, by Behring's Straits, succeed in passing through the first barrier of ice, she would probably have the water so smooth that, after a few days' steaming, she would find herself up with the icy barrier that would block her way into Wellington's or some other of the straits that lead out into Baffin's Bay. 196 TUE WIND AND CURRENT CHARTS. Extracts from the Instructions issued hj tlie Hon. Wm. A. GraJiam, Secretary of the Navy, to Lieut. De Haven, commanding the Grinnell E.cpedition in search of Sir John Franhlin. You will, therefore, use all diligence and make every exertion to tliis end ; paying attention as you go to the subjects of scientific inquiry only so for as the same may not interfere with the main object of the expedition. Having passed Barrow's Strait, you will turn your attention northward to Wellington Channel, and westward to Cape Walker, and be governed by circumstances as to the course you will take. Accordingly, you will exercise your own discretion, after seeing the condition of the ice, sea, and weather, whether the two vessels shall here separate, one for Cape Walker and the other for Wellington Strait ; or, whether they shall both proceed together for one place or the other. Should you find it impossible, on account of the ice, to get through Barrow's Strait, you will then turn your attention to Jones's Sound and Smith's Sound. Finding these closed or impracticable, and failing of all traces of the missing expedition, the season will be too far advanced for any other attempts, and you will return to New York. . ■ " Acquaint, before sailing, and from time to time during the cruise. Passed Midshipman Griffin, fully with all your plans and intentions ; and before you sail from New York appoint a i>lace of rendezvous ; change it as often as circumstances may render a change desirable ; but always have a place of rendezvous fixed upon; so that, in case the two vessels of the expedition may at any time become separated, each may know where to look for the other. Nearly the entire Arctic front of the continent has been scoured without finding any traces of the missing ships. It is useless for you to go there, or to re-examine any other place where search has already been made. You will, therefore, confine your attention to the routes already indicated. The point of maximum cold is said to be in the vicinity of the Parry Islands. To the north and west of these, there is probably a eom|iarativcly open sea in summer, and therefore a milder climate. This opinion seems to be sustained by the fact that beasts and fowls are seen migrating over the ice from the mouth of Mackenzie River and its neighboring shores to the north. These dumb creatures are probably led by their wise instincts to seek a more genial climate upon the borders of the supposed more open sea. There are other facts elicited by Lieut. Maury, in the course of his investigations touching the winds and currents of the ocean, which go also to confirm the opinion that, beyond the icy barrier which is gene- rally met within the Arctic Ocean, there is a polynia, or sea free from ice. You have assisted in these investigations at the National Observatory, and are doubtless aware of the circumstances which authorize this conclusion. It is therefore needless to I'epeat them. This supposed open sea and warmer region, to the north and west of the Parry Islands, are unexplored. Should you succeed in finding .an opening there, either after having cleared Wellington Strait or after having cleared the Parry Islands by a northwesterly course from Cape Walker, enter as fiir as it in your judgment I I THE OPEN SEA IN THE AKCTIC OCEAN, 197 may be prudent to enter; and search every headland, promontory, and conspicuous point, for signs and records of the missing party, taking particular care yourself to avail yourself of every opportunity for leaving, as you go, records and signs to tell of your welfare, progress, and intentions. Fur this purpose j'ou will erect flagstaffs, make piles of stones or other marks in conspicuous places, with a bottle or barreca at the base containing your letters. Should the two vessels be separated, you will direct Passed Midshipman Griffin to do lilcewise. Avail yourself of every opportunity, either by the Esquimaux, or otherwise, to let the Department hear from you ; and in every communication be particular as to your future plans and intended route. Kby any chance you should penetrate so for beyond the icy barrier as to make it in your judgment more prudent to })ush on than to put back, you will do so, and put yourself in communication with any of the U. S. naval forces or officers of the Government, serving in the waters of the Pacific, according to your necessities and opportunities. These officers will be instructed to afford you evciy facility possible to enable you to reach the western coast of the United States in September. In the event of your falling in with any of the British searching parties, you will offer them any as- sistance of which they may stand in need, and which it may be in your power to give. Offer also to make them acquainted with your intended route and plans, and be ready to afford them every information of which you may have become possessed with regard to the object of your search. lu case your country should be involved in war during your absence on this service, you will on no account commit, or suffer any one on the expedition to commit any, the least, act of hostility against the enemy, of whatever nation he may bo. Notwithstanding the direction towards which you have been recommended to carry your examination, you may, on arriving out upon the field of operation, find that by departing from them your search would be more effectual. The Department has every confidence in your judgment, and relies implicitly upon your discretion; and should it appear daring the voyage, that, by directing your attention to the points not mentioned in this letter, traces of the absent explorers would probably be found, you will not fail to examine such points. But you will on no account uselessly hazard the safety of the vessels under your command, or un- necessarily expose to danger the officers and men committed to your charge. Unless circumstances should favor you by enabling you to penetrate, before the ice begins to make, far into the unexplored regions, or to discover recent traces of the missing ships and their gallant crews, or unless you should gain a position from which you could commence operations in the season of 1851, with decided advantage, you will endeavor not to be caught in the ice during the coming winter ; but after having completed your examinations, make your escape and return to New York in the fall. You are especially enjoined not to spend, if it can be avoided, more than one winter in the Arctic regions. "Wishing you and your gallant companions all success in your noble enterprise, and with the trust in God, that he will take you and them in his holy keeping. I am, &c. 198 THE WIND AND CURRENT CHARTS. Lieut. De Haveii's Report. IT. S. BRIG Advance, New York, Oeloher 4, 1851. Sir : I have the honor to submit tlie following as the proceedings of the squadron under my com- mand, subsequent to the 22d of August, 1850, up to which time the Department is already advised of its movements. On the 23d of August we approached Port Leopold, but the necessity of a detention here to search for information was precluded by our falling in with the English yacht Prince Albert, Commander For- syth, E. N. He informed us that the harbor was still filled with ice, so as to render it inaccessible to vessels. A boat, however, had been sent in, but no traces of the missing expedition were found. We now stood over for the north shore, passing to the eastward of Leopold Island, threading our way through much heavy stream ice. Barrow's Straits, to the westward, presented one mass of heavy and closely packed ice, extending close into the coast of North Somerset. On the north shore we found open water, reaching to the westward as far as Beechy Island. At noon on the 25th, we were off Cape Riley, where the vessel was hove to, and a boat sent ashore to examine a cairn erected in a conspicuous position. It was found to contain a record of H. B. M.'s ship Assistance, deposited the day before. Another record informed us that our consort had visited the cape at the same time with the Assistance. Fragments of painted wood and preserved meat-tins were picked up on the low point of the cape. There were also other indications that it had been the camping-ground of some civilized travelling or hunting party; our speculations at once connected them with the object of our search. While making our researches on shore, the vessel was set by a strong cun-ent near the point, where, becoming hampered by some masses of ice, she took the ground. Every effort was made to get her off", but the falling tide soon left her " hard and flist." We now lightened her of all weighty articles about deck, and prepared to renew our efforts when the tide should rise. This took place about midnight, when she was hauled off without apparent injury. The Prince Albert approached us while aground, and Commander Forsyth tendered his assistance ; it was not, however, required. Soon after, the Rescue came in sight from around Beechy Island, and making us out in our predicament, hove to in the offing and sent a boat in. She had been up Wellington Channel as far as Point Innes. The condition of the ice prevented her from reaching Cape Hotham (the appointed place of rendezvous), so she had returned in search of us. On the 26th, with a light breeze, we passed Beechy Island, and ran through a narrow lead to the north. Immediately above Point Innes, the ice of Wellington Channel was fixed and unbroken from shore to shore, and had every indication of having so remained for at least two or three years. It was generally about eight feet thick, and the sharp angular hummocks — peculiar to recently formed ice — had been rounded down to gentle hillocks, by the action of the weather for several seasons. Farther progress THE OPEN SEA IN THE AllCTIC OCEAN. 199 to the north was out of tlie question. To tlu- west, however, along the edge of the fixed ice, a lead pre- sented itself, with a freshening wind from the southeast. We ran into it; but at half-way across the channel, our headway was arrested by the closing ice. A few miles beyond this two of the English vessels (one a steamer) were dangerously beset. I deemed it prudent to return to Point Innes, under the lee of which the vessels might hold to in security until a favorable change should take place. On Point Innes, distinct traces of an encampment were found, together with many relics similar to those found at Cape Eiley. Captain Penny (whose squadron we met here) picked up a piece of jiaper containing the name of one of the ofiBcers of Franklin's expedition, written in pencil ; thus proving, beyond a doubt, that some of his party had encamped here ; but when, or imder what circumstances, it was difficult to say. The preserved meat-cans, moreover, bore the name of the person who had supplied his ships with that article. On Point Innes we also found the remains of an Esquimaux hut, but it liad evidently been abandoned for many years. No recent traces of this people were found on any of the shores of Lancaster Sound, that we visited. The weather becoming more favorable, we retraced our steps as far as Beechy Island, in order to make more minute investigations in that quarter. The vessels were made fast to the land-ice on the northwest side of the island, on the 27th of August. The schooner Felix, Captain Sir John Eoss, E. X., and the squadron under Captain Penny, joined us at this point. Consulting with these gentlemen, a joint search was instituted along the adjacent shore, in all directions. In a short time, one of Captain Penny's men returned, and reported that he had discovered several graves. On examination, his report proved to be correct. Three well-made graves were found, with painted head-boards of wood ; the inscriptions on which were as follows : — 1. — "Sacred to the memory of W. Brainc, K. M., II. M. S. Erebus ; died April 3, 18-16, aged 32 j-ears. 'Choose you this day whom ye will serve.'" 2.—" Sacred to the memor}- of John Hartwell, A. B., II. M. S. Erebus, aged 23 years. ' Thus saith the Lord of Hosts ; consider your ways.' " 3. — "Sacred to the memory of Jno. Torrington, who departed this life Januaiy 1, A. D. 1846, on board H. M. ship Terror, aged 20." Near the graves were also other unmistakable evidences of the missing expedition having passed its first winter here. They consisted of innumerable scraps of old rope and canvas ; the block on which stood the armorer's anvil, with many pieces of coal and iron around it ; the outlines of several tents, or houses, supposed to have been the sites of the observatory, and erections for sheltering the mechanics. The chips and shavings of the carpenter still remained. A short distance from this was found a large number of preserved meat-tins, all having the same labels as those found at Point Innes. From all these indications, the inference could not fail to be arrived at, that the Erebus and Terror had made this their first winter-quarters after leaving England. The spot was admirably chosen for the security of the ships, as well as for their early escape the following season. Everything, too, went to prove 200 THE WIND AND CUKKENT CHARTS. that up to this point the expedition was well organized, and that the vessels had not received any material injury. Early in the morning of the 28th of August, H. B. M. ship Eesolute, Captain Austin, with her steam tender, arrived from the eastward. Eenewed efforts were made by all parties to discover some written notice, which, according to his instructions, Sir John Franklin ought to have deposited at this place in some conspicuous position. A cairn of stones erected on the highest part of the island was discovered. A most thorough search with crows and picks was instituted at and abotit it, in the presence of all hands. This search was continued for several days, but not the slightest vestige of a record could be found. The graves were not opened nor disturbed. Capt. Sir John Eoss had towed out from England a small vessel of about 12 tons. He proposed leaving her at this point, to fall back upon in case of disaster to any of the searching vessels. Our contri- bution to supply her was three barrels of provisions. From the most elevated part of Beechy Island (about 800 feet high), an extensive view was had both to the north and west. No open water could be seen in either direction. On the 29th of August we cast off from Beechy Island and joined our consort at the edge of the fixed ice, near Point Jones. ... Acting Master S. P. Grifiin, commander of the Eescue, had just returned from a searching excursion alone shore, on which he had been dispatched 48 hours before, ilidshipman Lovell and four men com- posed his party. He reports that, pursuing carefully his route to the northward, he came upon a partially overturned cairn of large dimensions, on the beach a few miles south of Cape Bowden. Upon strict examination, it appeared to have been erected as a place of deposit for provisions. No clue could be found within it or around, as to the persons who built it ; neither could its age be arrived at. At 2 P. M. of the 28th, he reached Cape Bowden Avithout further discovery. Erecting a cairn containing the information which Avould be useful to a distressed l^arty, he commenced his j(jurney back. Until the 3d of September we were detained at this point by the closing in of the ice from the south- ward, occasioned by strong S. E. winds accompanied with thick weather and snow. On this day, the packed ice moved off from tlie edge of the fixed ice, leaving a practicable lead to the west, into which we at once stood. At midnight, when about two-thirds of the vfny across the channel, the closing ice arrested our progress. We were in some danger from heavy masses coming against us, but both vessels passed the night uninjured. In the evening of the 4th we were able to make a few miles more westing, and the following day we reached Barlow's Inlet. The ice being impracticable to the southward, we secured the vessels at its entrance. The Assistance, and her steam tender, were seen off Cape Hotham, behind which they disappeared in the course of the day. Barlow's Inlet would afford a good shelter for vessels in case of necessity, but it would require some cutting to get in or out. The ice of last Avinter still remained in it unbroken. A fresh breeze from the north on the 8th, caused the ice in the channel to set to the southward. It 'I'UK tJl'EN SKA IX TUK ARCTIC OCEAX. 201 Still remained, however, closely packed on (.'ape Hotliani. On llie Otli, in tlic nmrning, the wind shifted to tlie westward ; an opening appeared, and we at once got under wav. Passing Cape Hotham, a lead was seen along the south side of Cornwallis Island, into which, with a head wind, we worked slowly, our progress being much impeded by bay ice; indei'd, it brought us to a dead stand more than once. The following day we readied GrilHth's Island, passing the southern point of which, the English searching vessels were descried made fast to the ice at a few miles' distance. The western lead closing at this point, we were compelled to make fast also. The ice here was so very unfavorable for making further progress, and the season was so far advanced, that it became necessar}^ to take fui'ther movements into serious consideration. A consultation was held with the commander of the Rescue, and after reviewing carefully all the circumstances attending our posi- tion, it was judged that we had not gained a point from which wc cjuld commence opei-ations in the season of IS.jl with decided advantages. Therefore, agreeably to my instructions, I felt it an imperati\e duty to extricate the vessels from the ice and return to the United States. The .state of the Aveather prevented our acting immediately^ upon this decision. September 11, Avind from the eastward, witli fog and snoAV, we were kept stationary ; much bay ice forming; thermometer 2(3°. Early on the morning of the l'2th, tlie wind changed to the X. W. and in- creased rapidly to a heavy gale, which, carrying olT the ice, brought with it clouds of drift snow. The Rescue was blown from her ice anchors, and went adrift so suddcnl}^ that a boat and two of her men were left behind ; she got under sail, but the wind was too strong for her to regain the ice. The driv- ing snow soon hid her from us. The Advance came near meeting the same fate ; the edge of the floe kept breaking awa}', and it was with much difliculty that other ice anchors could be planted further in, to hold on by. ■ The thermometer fell to 8°; mean for the 24 hours, 14°. On the morning of the loth, the wind having moderated sufiiciently, we got under way, and, working our way through some streams of ice, arrived in a few hours at Griffith's Island, under the lee of which we found our consort made fast to the shore, where she had taken shelter in the gale, her crew having suffered a good deal from the iuclemeucy of the weather. In bringing to, under the lee of the island, she had the misfortune to spring her rudder, so that, on joining us, it was with much difficulty she could steer. To insure her safety and more rapid progress, she was taken in tow by the Advance, when she bore up with a fine breeze from the westward. Off Cape ilartj-r, wc left the English squadron, under Capt. Austin. About ten miles farther to the west, the two vessels under Capt. Penny, and that under Sir John Ross, were seen secured near the land. At 8 P. ]\I. we had advanced as far as Cape Itotham. Thence, as far as the increasing darkness of the night enabled us to see, there was nothing to obstruct our jirogress except the bay ice. This, with a good breeze, would not have impeded us much ; but, unfortunately, the wind, when it was most rerpiired, failed us. The snow, with which the surfiice of the water was covered, rapidly cemented and formed a tenacious crust, through which it was impossible, with all our appliances, to force the vessels. At 8 P. M. they came to a dead stand, some ten miles to the cast of Barlow's Inlet. 2G 202 THE AV'IXU ANK CLIRRKNT CHARTS. The following day the wind hauled to the southward, from which quarter it lasted till the 19th. Dur- ing this period tlie young ice was broken, its edges squeezed up into hummocks, and one floe overran by another till it all assumed the apjwarance of heavy ice. The vessels received some heavy nips from it, but they sustained them without injury. Whenever a pool of water made its appearance, every effort was made to reach it, in hopes it would lead us into Beechy Island, or some other place where the vessels might be placed in security for the winter. The winter set in unusually early, and the severity with vvdiich it commenced, forbade all hope of our being able to return this season ; and I now became anxious to attain a point in the neighborhood, fr(_im whence, by means of land parties in the spring, a goodly extent of Wellington Channel might be examined. In the mean time, under the influence of the south wind, we were being set up the channel. On the 18th, we were above Cape Bowdon, the most northern point seen on this shore by Parry. The land on both shores was seen much farther, and tended considerably to the' west of north. To account for this drift, the fixed ice of Wellington Channel, which we had observed in passing to the westward, must have been broken up, and driven to the southward by the heavy gale of the 12th. On the 19th, the wind veered to the north, which gave us a southerly set, forcing us in at the same time, with the western shore. This did not last long, for the next day the wind hauled again to the south, and blew fresh, bringing the ice in upon us with much pressure. At midnight it broke up all around us, so that we harl work to maintain the Advance in a safe position, and keep her from being separated from her consort, which was immovably fixed in the centre of a large floe. We continued to drift slowly to the N. N.W. until the22d, when our progress apj^eared to be arrestetl by a small, low island which was discovered in that direction, about seven miles distant. A channel of three or four miles in width separated it from Corwallis Island. This latter island, tending N. W. from our position, terminated abruptly in an elevated cape, to which I have given the name of Manning, after a warm personal friend, and ardent supporter of the exjDedition. Between Cornwallis Island and some distant high laud visible in the north, appeared a wide channel leading to the westward. A dark, misty- looking cloud which hung over it (technically termed "frost-smoke"), was indicative of much open water in that direction. -''■'■'■[ . . .' . This was the direction to wdiich iny instructions, referring to the investigations at the National Ob- servatoiy, concerning the winds and currents of the ocean, directed me to look for open water. Nor was the open water the only indication that presented itself in confirmation of this theoretical conjecture as to a milder climate in that direction. As we entered Wellington Channel, the signs of animal life became more abundant ; and Captain Penny, commander of one of the English expeditions, who after- wards penetrated on sledges much farther towards the region of the frost-smoke than it was possible for us to do in our vessels, reported that he actually arrived on the borders of this open sea. Thus these admirably drawn instructions, deriving arguments from an enlarged and comprehensive system of physical research, no't only pointed with emphasis to an unknown open sea, into which Franklin TIIK OPEN SEA IN THE AUCTIC OCICAX. 203 liad probably found liis way, but dir(x;tod mo to soarcli for traces of liis cpeared to lead into the open sea, over wliich the cloud of frost-smoke hung as a siga, I have given the name of Maury, after the distinguished gentleman at the head of our National Observatory, whose theory with regard to an open sea to the noi'th is likely to be realized through this channel. To the large mass of land visible between N. W. to N. N. E. I gave the name of Griunell, in honor of the head and heart of the man iu whose philantliro[)ic mind originated the idea of this expedition, and to whose munillcence it owes its existence. To a rema]'kable peak bearing N. ^T. E. from lis, distant about forty miles, was given the name of Mount Franklin. An inlet or harbor, inunediatelj^ to the north of Cape Bowden, was discovered by the commander of the Kescue, in his land excursion from Point Tunes, ou the 27th of August, and has received the name of Griffm Inlet. The small island meutioued before, was called Murdaugh"s Island, after the acting master of the Advance. The eastern shore of "Wellington Channel appeared to run nearly parallel with the western; but it became quite low, and being covered with snow, could not be distinguished with certaint\', so that its con- tinuity with the high land to the north was not ascertained. Some small pools of open water a^jpearing near us, an attempt was made to get the vessels into them. The Advance was moved about fifty yards, but our combined eftoi'ts were of no avail in extricating the Rescue from her ic}' cradle. A change of wind not onlv closed tlie ice u[> again, but threatened to give us a severe nip. We unshiiiped her rudder, and placed it out of harm's way. September 23d was an uncomfortable da}- ; the wind was from the N. E. with snow. From an enrly hour in the morning, the floe began to be pressed together with so much force, that their edges were thrown up in immense ridges of rugged hummocks. The Advance was heavily nipped between two floes, and the ice was piled up so high above the rail on the starboard side, as to threaten to come on board, and sink us with its weight. All hands were occu])ied in keeping it out. The pressure and eommoti(Mi did not cease till near midnight, when we were very glad to have a res[)ite from our labors and fears. The next day we were threatened with a similar scene, but it fortunately ceased in a short time. For tlie remainder of September and until the -iih of October, the vessels drifted but little. The winds were very light; the thermometer fell to minus 12°, and ice formed over the few pools in sight, sufllelcutly strong to travel upon. We were now strongly impressed with the belief that tlie ice had become fixed for the winter, and that we shoull be alile to semi out travelling parties from this advanced position for the examination of the land to the northward. Stinmlated by this fair prospect, another attempt was made to reach the shore in order to establish a depot of provisions at, or near Cape Manning, which would materially facilitate the 204 THE WIXD AND CTRIIEXT CHARTS. progress of our parties in the spring, liiat tlic ice was still found to be detached from tlic shore, and a narrow lane of water cut us off from it. , During this interval of comparative quiet, preliminary measures were taken for heating the Advance, and increasing her quarters so as to accommodate the officers and crews of both vessels. No stoves had as yet been used in either vessel ; indeed, they could not well be put up without placing a large quantity of stores and fuel upon the ice. The attempt was made to do this, but a sudden crash in the floe where it appeared strongest, causing the loss of several tons of coal, convinced us that it was not yet safe to do so. It was not till the 20tli of October that we got fires below. Ten days later the housing-cloth was put over, and the officers and crew of the Eescue ordered on board the Advance for the winter. Koom was found on the deck of the Eescue for many of the provisions removed from the hold of this vessel ; still, a large quantity had to be placed on the ice. ' , . . • , The absence of fires below had caused much discomfort to all hands ever since the beginning of Sep- tember; not so much from the low temperature as from the accumulation of moisture, by condensation,' which congealed as the temperature decreased, and covered the wood-work of our apartments with ice; This state of things soon began to work its effect upon the health of the crews ; several cases of scurvy appeared among them ; and notwithstanding the indefatigable attention and active treamcnt resorted to by the medical officers, it could not be eradicated; its progress, however, was checked. All through October and November we wore drifted to and fro by the changing wind, but never passed out of Wellington Channel. On the first of November, the new ice had attained the thickness of thirty-seven inches; still, frequent breaks would occur in it, often in fearful proximity to the vessels. Hummocks, consisting of massive granite-like blocks, would be thrown up to the height of twenty, and even thirty feet. This action in the ice was accompanied with a variety of sounds impossible to be de- scribed ; but when heard, never failed to carry a feeling of awe into the stoutest hearts. In the stillness of an arctic night they would be heard several miles; and often was the rest of all hands disturbed by them. To guard against the worst that could happen to us, the destruction of the vessels, the boats were pre- pared, and sledges built. Tliirty days' provisions were placed in them for all hands, together with tents and blanket bags for sleeping in. Besides this, each man and officer had liis knapsack, containing an extra suit of clothes. These were all kept in readiness for use at a moment's notice. For the sake of wholesome exercise, as well as to inure the people to ice travelling, frequent excur- sions were made with our laden sledges. The officers usually took the lead at the drag-ropes, and they, as well as the men, underwent the labor of surmounting the rugged hummocks with great cheerfulness and zeal. Notwithstanding the low temperature, all hands usually returned in a profuse per.spiration. We had also otlier sources of exercise and amusement, such as the foot-ball, skating, sliding, and racing, with theatrical representations on holidays and national anniversaries. These amusements were continued throughout the winter, and contributed very materially to the cheerfulness and general good health of all hands. The drift had set us gradually to the .southeast until we were about five miles to the southwest of THK OI'EX SEA IN THE ARCTIC OCEAN. 205 [Beechy Islan, as to prevent my taking an active part in the duties of the vessel, as I had always done, or even from incurring the exposure necessary to proper exercise. However, I felt no apprehension that the vessel would not be properly taken care of, for I had perfect confidence in the officers, one and all, by wliom I was surrounded. I knew them to be equal to any emergencv ; but I felt under special obligations to the gallant commander of the Rescue, for the efiicient aid which he rendered nie. With the kindest consideration and the most cheerful alacrity, he volunteered to perform the executive duties during the winter, and relieve me from everything that might tend in the least to retard my recovery. During the remainder of December, the ice remained quiet immediately around us, and the breaks were all strongly cemented by new ice. In our neighborhood, however, cracks were daily visible. Our drift to the eastward averaged nearly six miles per day, so that on the last of the month we were at the entrance of the sound ; Cape Osborn bearing north from us. January, 1851. On passing out of the sound, and opening BaflBm's Bay to the northward, was seen a dark \un-\zon, indicating much_ open water in that direction. On the 11th, a crack took place between us and the Rescue, passing close under our stern. It opened TlIK Ul'EX SEA IN TllK AKCTIC OCKAX. 207 and formed a lane of water eighty feet wide. In tlic aftcmooii the does Ix^gan to move; tlie lane of water was closed up, and the edges of the ice coming in contact with much jiressnre, threatened tlu; demolition of the narrow sjiace which separated ns from the line ol' fracture; fortunately, the floes again separated and assumed a motion hy whic'h the Kescuc passed from our stern to the port liow, and increased her distance from us to seven hundred yards, where she came to a stand. Our stores that were on the ice were on the same side of the crack as the Rescue, and of course were carried witli her. The following day the ice remained quiet; but soon after midnight on the L'Uh, a gale having sprung up from the westward, it once more got into violent motion ; young ice in tlie crack near our stern was soon broken up; the edges of the thick ice came in contact, and a fearful pressure took place, forcing up a line of hummocks which approached within ten feet of our stern. The vessel tumbled and complained a great deal. At last the floe broke up around us into many pieces and became detached from the sides of the vessel. This scene of frightful commotion lasted until -i A. M. Every moment I expected the vessel would be crushed or overwhelmed by the massive ice forced up far above our bulwarks. The Eescuc, being further removed on the other side of the crack from the line of crushing, and Ijeing firmlv iiidjcilded in heavy ice, I was in hopes would remain undisturljcd ; but this was not the case; for, on sending to her, as soon as it was light enough to see, the floe was found to be broken away entirely up to her bows, and then formed into such high hummocks, that her bowsprit was broken off, together with her head, and all the light wood-work about it. Had the action of the ice continued much longer, she must have been destroyed. We had the misfortune to iind that sad havoc had been made among the stores and provisions left on the ice ; a few barrels were recovered, but a large number were crushed and had disappeared. On the morning of the 14th, there was again some motion in the floes; that on the port side moved off from the vessel two or three feet, and there became stationary. This left the vessel entirely detached from the ice round the waterdine, and it was expected she would once more resume an upright position. In this, however, we were disa}ipointed, for she remained with her stern elevated and a considerable list to starboard, being held in this uncomfortable position by the heavy masses which had been forced under her bottom. She retained this position until she finally broke out in the spring. We were now fully launched into Baihu's 'Bay, and our line of drift began to be more southerly, assuming a direction nearly parallel with the western shore of the bay at a distance of from forty to seventy miles from it. After an absence of eighty-seven days, the sun, on the '20th of January, raised his whole diameter above the southern horizon and remained visible more than an hour. All hands, on seeing an old friend again, gave vent to their delight in three hearty cheers. The length of the days now went on increasing rapidly, but no warmth was yet experienced from tlie sun's rays ; on the contrary the cold became more intense. Mercury was congealed for several days in February ; also in March ; which did not occur at any other period of the winter. A very low temperature was invariably accompanied with clear and calm weather, so that our coldest days were perhaps the most 208 THK WIND AND CURRENT CHARTS. pleasant. In tlie absence of wiml, we could take exercise in tbe open air without feeling any inconvenience from the cold. But witli a strong wind blowing, it was dangerous to be exposed to its chilling blasts for any length of time, even when the thermometer indicated a comparatively moderate degree of tem- perature. The ice around the vessel soon became again cemented and fixed, and no other rupture was experi- enced until it finally broke up in the spring and allowed us to escape. Still, we kept driving to the southward along with the whole mass. Open lanes of water were visible at all times from aloft ; sometimes they- would be formed within a mile or two of us. Norwhales, seals, and dovekeys, were seen in them. Our sportsmen were not expert enough to procure any except a few of the latter, although they were indefatigable in their exertions to do so. Bears would be frecptently seen prowling about, but only two were killed during the winter ; others were wounded, but made their escape. A few of us thought their flesh very palatable and wholesome, but the majority utterly rejected it. The flesh of the seal, when it could be obtained, was received with more favor. As the season advanced, the cases of scurvy became more numerous ; yet they were all kept under control by the unwearied attention and skilful treatment of the medical officers. My thanks are due to them, especially to passed assistant Surgeon Kane, the senior medical officer of the expedition. I ofteu had occasion to consult him concerning the hygiene of the crew, and it is in a great measure owing to the advice which he gave and the expedients which he recommended, that the expedition was enabled to return without the loss of a man. By the latter part of February, the ice had become sufficiently thick to enable us to dig a trench around the stern of the Eescue, deep enough to ascertain the extent of the injury she had received in the gale at Griffith's Island. It was not found to be material ; the upper gudgeon alone had been wrenched from the stern-post ; it was adjusted and the rudder repaired and made ready for shipping when it should be required. A new bowsprit was also made for her out of the few spare spars that we had left, and everything made sea-worthy in both vessels before the breaking up of the ice. On the first of April, a hole was cut in some ice that had been forming since our first besetment, ia September ; it Avas found to have attained the thickness of seven feet two inches. In this month (April), the amelioration in the temperature became quite sensible. All hands were kept at work cutting and sawing the ice from around the vessels, in order to allow them to float once more. With the Rescue, they succeeded, after much labor, in attaining this object ; but around the stern of the Advance, the ice was so thick that our thirteen-feet saw was too short to pass through it. Her bows and sides, as far aft as the gangways, were liberated. After making some alterations in the Rescue for the better accommodation of her crew, fires having been lighted on board of her for several days previous, to remove the ice and dampness which had accu- mulated during the winter, both officers and crew were transferred to her on the 24:tli of April. The stores of this vessel which had been taken out were restowed, the housing-cloth taken off, and the vessel made in every respect ready for sea. There was little prospect, however, of our being able to reach this THE OPEN SEA 1>.' THE AKCTIC OCEAX. 209 desired element very soon. The nearest water Avas a narrow lane more tlian two miles distant, and to cut tlirougli the ice which intervened would have been next to impossible. Beyond this lane, from the mast- head, nothing but interminable floes could be seen. It was thought best to wait in patience and allow nature to work for us; she alone could cfteetually break up and dissolve the icy chains with which she had bound us. In May, the noonday sun began to have some eflect upon the snow which had covered the ice ; the surface of the floes became watery and difficult to walk over ; still, the dissolution was so slow, in com- parison with the mass to be dissolved, that it must have taken us a long period to have become liberated from this cause alone. More was expected from our southerly drift, which still continued, and must soon carry us into a milder climate and open sea. On the 19th of May, the land about Cape Searle was made out, the first we had seen since piassiug Cape "Walter Bathurst, about the 20th of Januaiy. A few days later we were off Cape Walsingham, and on the 29th passed out of the Arctic zone. June 5th, a moderate breeze from S. E. with pleasant weather; thermometer up to 40° at noon, and altogether quite a warm and melting day. During the morning, a peculiar crackling sound was heard on the floe ; I was inclined to impute it to the settling of the snow-drifts, as they were acted upon by the sun ; but in the afternoon, at about five o'clock, the puzzle was solved very lucidly, and to the exceeding satis- faction of all hands. A crack in the floe took place between us and the Rescue, and in a few minutes thereafter the whole of the immense field in which we had been imbedded for so many mouths was rent in all directions, leaving not a piece exceeding 100 yards in diameter. This rupture was not accompanied with any noise. The Rescue was entirely liberated ; the Advance only partially ; the ice in which her after-part was imbedded, still adhered to her from the main chains aft, keeping her stern elevated in its unsightly position. The pack (as it may now be called) became quite loose ; and but for our pertinacious friend acting as an immense drag upon us, we might have made some headway in any desired direction. All our efforts were now turned to getting rid of it. With saws, axes, and crow-bars, the people went to work with a right good will, and after hard labor for forty-eight hours succeeded. The vessel was again afloat, and she righted. The joy of all hands vented itself spontaneously in three hearty cheers. The after-part of the false keel was gone, being carried away by the ice. The loss of it, however, I was glad to perceive, did not materially affect the sailing or working qualities of the vessel. The rudders were shipped, and we once more were ready to move, as efficient as the day we left New York. Steering to the S. E. and working slowly through the loose but heavy pack, on the 9th we parted from the Rescue, in a dense fog, she taking a different lead from the one the Advance was pursuing. On the morning of the 10th, with a fresh breeze from the north, under a press of sail, we forced a way into an open and clear sea, in latitude 65° 30', about 35 miles from the spot in which we were liberated. The wind, which in the ice was merely fresh, proved to be in clear water a gale, with a heavy sea run- 27 ■ • ■• ■ 210 TilE WIND AXD CUKliENT CUAKTS. ning. Through this we labored until the next morning, when it moderated. The coast of Greenland was in sight. ' > . Our course was now directed for the Whale Fish Islands (the place of rendezvous appointed for our consort), which we reached on the 16th; not, however, without having some difficu.lty in getting through' the unusual uuraber of bergs which lined the coast. In an encounter Avith one, we lost a studding-sail boom. I had two objects in visiting these islands — that of verifying our chronometers, and to recruit our somewhat debilitated crews. The latter object, I learned on arriving, could be much better attained, and the former quite as well, at Lively, on Disco Island, for which place I bore up, leaving orders for the Rescue to follow us. AVe arrived on the 17th, and the Rescue joined us the day after. The crews were indulged with a run on shore every day that we remained, which they enjoyed ex- ceedingly after their tedious winter's confinement. This recreation, together Avith a few vegetables of an antiscorbutic character that were obtained, was of much benefit to them. There were no fresh provisions to be had here at this season of the year. Fortunately, one of the Royal Danish Company's vessels . arrived from Copenhagen while we remained, and from her we obtained a few articles that we stood much in need of. The Company's store was nearly exhausted, but what remained was kindly placed at our dis- posal. On the 2 2d, our crews bemg much invigorated by their exercise on terra firma, and the few stiU afflicted with scurvy being in a state of convalescence, we got under way with the intention of prosecuting the object of the expedition for one season more at least. From the statements made to us at Lively, the last winter had been an extraordinary one. The winds had prevailed to an imusual degree from the N. "W., and the ice was not at any time fixed. The whaling fleet had passed to the northward some time previous to our arrival. On the 2±th, we met with some obstruction from the ice off Hare Island, and on the following day our progress was completely arrested by it at Stovoe Island. In seeking for a passage, wc got beset in the pack on a lee shore, near to which we were carried b}^ the drifting ice, and narrowly escaped being driven on the rocks. After getting out of this difficulty, we availed ourselves of every opening in the ice, and worked slowly to the northward near the shoi'e. On the 1st of July, we were off the Danish port and settlement of Proven ; and as the condition of the ice rendered farther progress at present impossible, we went in and anchored, to wait for a change. Ilere, again, some scurvy grass was collected, and the men allowed to run on shore. On the 3d, we got under way, and ran out to look at the ice ; but finding it still closely packed, returned to our anchorage. On the (Ith, the accounts from our look-out on a hill near us were more favorable. Again we got under way, and finding the "pack" somewhat loose, succeeded in making some headway through it. The following day we got into clecir water, and fell in with two English whaling vessels, the Pacific and the Jane. To their gentlemanly and considerate commanders, we are much indebted for the supplies furnished TIIK OrKX Sb:A IN' TLIF, ARCTIC OCEAX. 211 US, consisting of potatoes, turnips, and other articles most acceptable to people iu our condition. !i[ucli interesting news was also gained from them respecting im[)ortant events which had occurred since we had left home. Their statement as to the condition of the ice to the northward, was anything hut flattering to our prospects. They had considered it so very unfavorable, as to abandon the attempt to push through Melville Bay, and were now on their way to the southward. On the 8th, we communicated with the settlement of Uppernavik. The next day two more English vessels were passed on their way to the southward. At the same time, the McLellan, of New London, the only American whaler in Baffin's Bay, was descried, also standing south. On communicating with her, we were rejoiced to find letters and papers from home, transmitted by the kindness of Mr Grinnell. We remained by the McLellan several hours, in order to close our letters and dispatch them by her. Several articles that we stood much in need of were purchased from her. On the 10th, the Baffin Island, being in sight to the north, we met the remainder of the whaling fleet returning. They confirmed the accounts given us by the Pacific and the Jane, in regard to the unfavorable condition of the ice for an early passage through ISIelville Bay. The following are the names of the vessels communicated with, viz: Joseph Green, of Peterhead; Alexander, of Dundee; Advice, of do.; Princess Charlotte, of do. ; Ilorn, of do. ; Anne, of Hull; Eegalin, of Kirkaldy; Chieftain, of do.; and Lord Gambler, of . My notes are unfortunately at fault as to the names of their enterprising and warm-hearted commanders, each of whom \aed with the other in showering upon us such articles as they knew we must be in want of, consisting of jDOtatocs, tnrnips, fresh beef, &c. My proposition to compensate them they would not entertain for a moment, and I take this occasion of making public acknowledgment of the valuable aid rendered us; to which, no doubt, much of our subsequent good health is owing. On the 11th, in attempting to run between the Baffin Islands, the Advance grounded on a rocky shoal. The Rescue barely escaped the same fate by hauling by the wind, on discovering our mishap. Fortunately there was a large gi'oundcd berg near, to which our hawsers could be taken for hauling off, which we succeeded in doing after twenty-four hours' hard work. The vessel had not apparently received any injury; but a few days later, another piece of her false keel came oftj supposed to have been loosened on this occasion. The ice to the north of these islands was too closely packed to be penetrated, and the prevalence of southerly -nnnds afforded but little prospect of a speedy opening. On the 16th, the searching yacht Prince Albert succeeded in reaching near to our position, after having been in sight for sevel&l days. Mr. Kennedy, her commander, came on board and brought us letters. ITie berth iu which our vessels were made fast at this place, Avas alongside of the low tongue of an immense berg, which, by accui-ate measurement, towered up to the height of 245 feet above the water-level. It was aground in 96 fathoms Avater, thus making the whole distance from top to bottom 821 feet; its di- 212 THE WIND AND CURRENT CHARTS. ameter at the water-line I estimated at 1,500 feet. We saw many bergs equally as large as this, and some much larger ; but this was the only one that we had so good an opportunity of measuring with accuracy. On the 17th, the ice opened a little, and we got under way. Hence, till the 27th, with almost incessant work, by watching every opening, we continued to make a few miles each day, the Prince Albert keeping company with us. On this day, while running through a narrow lead, the ice closed suddenly. The Ad- vance was caught in a tight place, and pretty severely nipped. "We managed to unship the rudder; but before it could be secured, the crushing ice carried it under ; we had lines fast to it, however, and after the action of the ice ceased, it was extricated without injury. The Kescue and Prince Albert, although near us, were in better berths, and escaped the severe nip which the Advance received. We were closely beset in this position, and utterly unable to move until the -Ith of August, when, the ice slacking a little, we suc- ceeded in getting hold of the land-ice, one mile farther to the north. The Prince Albert was still in the " pack," a mile or two to the southward of us. Mr. Kennedy informed me that it was his intention to aban- don this route, and return to the southward as soon as his vessel could be extricated from her present posi- tion, in the hope of finding the ice more practicable in that direction. Some letters and papers that he had brought out for the other English searching vessels, he placed on board of us; unfortunately we were never able to deliver them. We lost sight of the Prince Albert on the 13th. For our own part, there was no possibility of mov- ing ia any direction. The berth we had taken up under the impression that it was a good and safe one, proved a "regular trap;" for the drift pack not only set in upon us, but innumerable bergs came drifting along from the southward, and stopped near our position, forming a perfect wall around us, at not more than from 200 to 400 yards' distance. Many unsuccessful attempts were made to get out. The winds were light, and all motion in the ice had apparently ceased. The young ice, too, began to form rapidly, and was only prevented from cementing permanently together the broken masses around us, by the frequent undu- lations occasioned by the overturning or foiling to pieces of the neighboring bergs. My anxiety daily increased at the prospect of being compelled to spend another winter in a similar, if not a worse situation than was that of the last. On the 18th, the ice was somewhat looser; we immediately took advantage of it, and managed to find an opening between two large bergs sufficiently wide to admit the passage of the vessels. Outside of the bergs, we had open water enough to work in. We stood to the N. W., but the lead closing in the distance, and the ice appearing as unfavorable as ever, I did not deem it prudent to run the risk of their besetment again, at this late period of the season. And considering that, even if successful in crossing the pack, it Avould be ^o late to hope to attain a point on the route of search as far as we had been last year, therefore, in obedience to that clause in my instruc- tions, which says: "You are especially enjoined not to spend, if it can be avoided, more than one winter in the Arctic regions," with sad hearts that our labors had served to throw so little light upon the object of our search, it was resolved to give it up, and return to the United States. We therefore retraced our steps to the southward. The ice that had so much impeded our progress PHYSICAL GEOGRAPHY OF THE SEA. 213 upward, had entirely disappeared. Wo touched for refreshments by the way, at some of the settlements on the coast of Greenland, where we were most kindly and hospitably received by the Danish authorities. Leaving Holsteinberg, on the Gth of September, for New York, the two vessels were separated in a gale to the southward of Cape Farewell. The Advance arrived on the 30th ultimo, and the Rescue on tlie 7th inst., with grateful hearts from all on board to a kind and superintending rrovidence for our safe de- liverance from danger, shipwreck, and disaster, during so perilous a voyage. I have the honor to be, sir, your obedient servant, EDWIN J. DE HAVEN", . . : Lieutenant Commanding Arctic Expedition. To the Hon. William A. Graham, Secretary of the Navy, Washington. ' ■ ' ' ■ . ' ■ ■ P. S. The Chart, with my track, and which also shows the discoveries of the expedition, has been deposited in the Hydrographical Ofiice. " ■ • . • I have thought these documents possessed interest, perhaps value enough, in their bearings upon this open sea, which now appears to be attracting so much attention, to entitle them to a place here. At any rate, I hope they will not be considered as altogether out of place in such a work as this. PHYSICAL GEOGRAPHY OF THE SEA. By an act of Congress, approved March 3, 18-49, the Secretary of the Navy was authorized to assist me in the undertaking to investigate the phenomena of the winds and the waves, to find short routes, and to discover matters of importance to Commerce and Navigation. The following is the Joint Resolution which expressed the wishes of Congress in the matter : — "Section 2. And he it further enacted, That the Secretary of the Navy be directed to detail three suitable vessels of the Navy in testing new routes, and perfecting the discoveries made by Lieut. Maury in the course of his investigations of the winds and currents of the ocean ; and to cause the vessels of the Navy to co-operate in procuring materials for such investigations, in so far as said co-operation may not be incompatible with the public interest: Provided, That the same can be accomplished without any additional expense." Under the authority of this act, but two vessels have been sent out upon this service, viz : the schooner Taney, Lieut. J. C. Walsh commanding, in 1849 ; and the brig Dolphin. The Taney unfortunately proving unseaworthy after reaching Porto Praya, was compelled, much to the regret of Lieut. Walsh and his associates, to abandon this interesting service, and return in a crippled condition to the United States. A full account of what was done on board of that vessel has been given at page 1G5, el seq. of the 5th edition of this work. It is unnecessary, therefore, to repeat it here. 214 THE WIND AND CURRENT CHARTS. Subsequent experience, and farther investigation, have tended to confirm mc in the opinion, that the great sounding of 5,700 fathoms made with wire by Lieut. Walsh from on board tliat vessel, in Latitude 31° 59', N., longitude 58° -43' W., is no true indication as to the real depth of the ocean at that place. No other soundings have been made in the same spot, though some very reliable ones with twine have been made at no great distance from it; and the result shows conclusivel}^, that in that vicinity, the depth of the ocean is not near so great as 5,000 fathoms. Indeed, I think that there is now reason for believing that the ISTorth Atlantic Ocean, at least, is nowhere much, if any, over 27,000 feet — 4,500 fothoms — in depth. The grounds npon which this opinion is founded, may be inferred from an examination of Plate XIV.; they are based on the deep-sea soundings made on board the Dolphin, under Lieut. Commanding S. P. Lee, in 1851-2, and under Lieut. Commanding 0. H. Berryman, in 1852-3 ; together with the light which the labors of these two officers and others engaged in the business have cast upon the subject. The precise character of the service upon which the Taney and the Dolphin have been engaged, may be learned from the following instructions, which were issued by the Navy Department for the former, and which, being varied only as the occasions required, were repeated both to Lieut. S. P. Lee and to Lieut. 0. H. Berryman, of the Dolpliin : — ' ' , ' - " The oliject of the service upon wdiich the Taney has been detailed, is to make observations upon the winds and currents of the sea, and to collect other facts in connection with the Wind and Current Charts of Lieut. Maury, and which are of practical importance to the safe navigation of the seas, or to the study of the phenomena of the ocean. This is an important service. It is a service which requires patient and laborious observations from the officers intrusted with it. " A flilthful record of every phenomenon observed, with a full statement of all the circumstances as to time, lAace, &c., connected with it, is of great importance. " It is expected, therefore, that you and the officers of the Taney, will bestow upon the duty which has been assigned yourself and them, because of a peculiar fitness therefor, the utmost diligence and the most assiduous attention. "The subjects of observation wdiich will command your particular attention, arc: — "1. The force and direction of the wind, the hourly state of the weather, and all the meteorological conditions connected therewith — as thermal, dynamical, barometrical, and the like. " 2. The force and set of currents, their depth and width, their temperature, and the position of their edges or limits. "8. Hourly observations npon the temperature of the surface water. " -4. Frequent observations upon the temperature of the ocean at various depths. "5. Deep-sea soundings. " 6. Vigias, and all dangers about which there are doubts, either as to existence or position. " 7. Transparency and saltness, or the specific gravity of sea- water, in the different parts of the ocean. " You will determine the Specific gravity of the water, either by one of the hydrometers, or the specific gravity bottle furnished for the purpose. I PHYSICAL GEOGRAWIY OF THE SEA. 215 "You v.-]\\ keep an abstract of your log as per form. It is believed tliat the form itself is sufficiently explicit as to what is wanted for the abstract, a copy of which you will send to 1/ieut. Maury, as often as you have an opportunity, returning the original to him when you arrive in the United States. "You will make it a rule, the better to ascertain rate of currents and fix their limits, to determine, by observation, the variation of the compass and your position in the forenoon, in the afternoon, and at night, as well as at noon, whenever the weather will permit ; and after allowing for lee-way, heave of the sea, variation of the compass, and the false steerage, you will call the difference between the place of the vessel as established by observation, and as established by dead reckoning^ current, and so to enter it in the abstract. " You will also try in calms, and as often as convenient, both for surface and undercuri-ents, in the usual way, by lowering boats, letting down weights, &c. " For longitude by chronometer at night, the planets, or the largest of the fixed stars are the best objects to be observed when the horizon is good — the Mer. Alt. of the moon may be used for latitude at night, or in the fore or afternoon, according to its age. "Note, in its proper column, not only the portion of cloudy sky, 10 being entirely overcast, and clear; but state also the direction or directions in which the clouds are moving, with the kinds of clouds, as Nimb. Cum., Cirrus Stratus, &c. . . " In taking temperature of surface water, a fresh bucket should be drawn up each time, the thermo- meter plunged into it immediately, held there for several minutes, and read while t/ic bulb is in the luatcr. "For the purpose of ascertaining the existence of undercurrents, you will sound at intervals, at the least, of every 30 miles, with 100 flxthoms line, if there be as much depth, attaching to the line two ther- mometers, one near the lead, and the other 50 fathoms from it. In case you have no thermometers suitable, or should lose them, then you will attach two hollow non-conducting cylinders with valves opening upward, in the place of the thermometers, haul the line up briskly, and try quickly the temperature of the water brought up in the cylinders. " In case you should find an undercurrent, you will endeavor to ascertain its limits and set with all the accuracy possible. For rate and direction, a block of wood, or a barrega loaded just to sinking, and suspended at any required depth by a small float just sufficient to keep it from sinking further, will, pcrhap.s, be the best means. , . : " The determination of the rate and set of undercurrents is an operation which is so modified by the weather and other circumstances, that it must of necessity be left, in a great measure, to the judgment and mental resources of the operators. The officers of the Taney will, perhaps, have abundant opportunity to display their ingenuity with regard to the subject. The lead used in sounding for temperatures should be painted wdiite, and the distance at which it disappears going down and reappears coming up should bo entered in fathoms in the transparency column. "The Taney will be provided with the means of sounding at great depths. It is desirable to reach the bottom at every attempt, for the depth of the ocean is an important element towards a perfect understanding of the tides, their laws of motion, the course and form of the tidal wave and the like. 216 THE WINU AND CURRENT CHARTS. " At the distance of every two hundred miles across the ocean, soundings must be made all the way, both going and returning, with the view to reach the bottom and determine the depth of the sea. The Taney has been provided with the necessary apparatus therefor. In each case the lead must be armed, the specimens of the bottom which it may bring up must be preserved in a bottle, with a label attached showing the date, place, and the depth. The time selected for these soundings should be calm weather, when the sea is smooth, and when there is a likelihood of its so continuing for several hours at least. In hauling up the sounding-line from great depths, care should be taken to prevent the lead from having too great an upward motion, lest, by turning around, it should twist the line in two. Therefore, in hauling it up, frequent pauses should be made to allow the line to untwist. It is desirable, also, to have specimens of water from the greatest depths. "In going across the Atlantic, and in looking after the vigias and doubtful dangers to which your attention will also be called, it will be most convenient for you to take up your position for deep-sea soundings in the calm regions known as the "horse latitudes," which, in the month of October, will be found between the parallels of 2i° and 25° N., according to longitude ; you will see the lunits of this calm belt sufficiently marked and developed on series B, of Maury's Wind and Current Charts, with copies of which the Taney will be supplied. . ■ " A series of accui'ate barometrical observations in this belt of calms will be of exceeding interest and value. It is one of the nodes in the general system of the atmospherical circulation of the earth. Here the winds from the polar meet, in the upper regions, those from the equatorial calms, and they so nearly balance each other as to produce almost a perpetual calm. We may then look under this meeting of oppos- ino- winds for an accumulation of atmosphere, and consequently for an increased barometrical pressure; and from this increase of pressure, accurately determined, may be derived an expression to show the total amount or value of those physical forces which are exerted to put and keep the trade-winds in motion. You will therefore be diligent with the barometer in those regions, and in all others ; taking care, when it ia mounted on board, to note, in the abstract log, its distance from the level of the sea. " The ' vigias,' and dangers of doubtful existence or position which you will look after, are Ashton's Rock, about latitude 35° 50' N., longitude 71° 48' W., said to be eight feet above the water, and to have been seen in 182-4. False Bermudas, about latitude 32° 37' K, longitude 58° 37' W. They are rockSj said to be frequently mistaken for the Bermudas ; they are laid down in a part of the ocean but little fre- quented. . " ; ' ■ " Nye's Rock .... Van Kuelen's Vigia . • '.. Josyna Rock .... Steen's Ground "You will touch at one of the Canaries for water. Without unnecessary delay, you will proceed thence towards the Cape Verdes ; examining, as you go, the position of Mary's Rock, Bom Felix Shoal, 31° 15' N. Lat. Long 55° 41' W. 31 40 u a 38 10 " 31 45 11 u 23 40 " 32 30 (1 u 21 15 " PHYSICAL GKOGKAi'UY OF THE SKA. 217 the Bonetta Rocks, and tlie reef to tlie west of tlicm, marked on Maury's Cliart as doubtful with I'egard to position. " The route, so for as it has been indicated to you, will take you through the Sargasso Sea. You will be careful to try the depth, and the temperature of the water of that sea, and to note the latitude and lon- gitude of its edges where you cross it. " Besides the regular series of deep-sea soundings, you arc requested to make frequent use of the lead (deep-sea) in the vicinity of all ' vigias' and ' rocks' that are supposed to lie in your wu}* ; for, if they exist, you will probably find shoaler water in their vicinity. " After completing this service, you will put into Port Praj'a for water and provisions. Filling up with these, and allowing your crew and ofiicers a few days to refresh, you will again put to sea ; standing to the southward, and examining as you go Warley's Shoal and French Shoal of 179G; the supposed places of both of which are marked on the Charts of Lieut. Maury. "From the last-named shoal you will proceed to a supposed submarine volcanic region of considerable extent, between the equator and 3° south latitude, and between 15° and 25° west longitude. Through all parts of the ocean you will continue as you go, the regular series of observations as to winds, currents, temperatures, soundings, &c., as per form of abstract log. " In passing the region of equatorial calms, you will again cross one of those atmospherical nodes under which nice barometrical observations become of exceeding interest. "After having satisfied yourself as to the characteristics with regard to depth and bottom in that part of the ocean just alluded to as probably volcanic, you will proceed to make Capo St. Eoque, bestowing unremitted attention to the soundings and temperatures as you go. "There seems to be reason to suppose that an undercurrent of warm water has its genesis in this part of the ocean; soundings and deep-sea temperatures across the Southern Atlantic may throw some light upon this important question. ' ' " Arriving off Cape St. Eoque, and having put into some convenient port of Brazil for water, if necessary, you will proceed to make a zigzag course along the coast to the northward, for the purpose of investigating the currents, thence to the mouth of the Amazon. You will make stretches off from the coast, of one hundred miles, or as far as it may be necessary, in order to cross and define the system of currents and counter-currents that are supposed to prevail there, and a correct knowledge of which is so essential to the speedy and safe navigation of that part of the ocean. " Having satisfied yourself as to those currents, you will proceed homeward by the following route : from the equator in long. 37° W., draw a straight line to Cape Charles. This line will lay nearly in the middle of a strip of the ocean about 300 miles broad, and which is remarkable for the tenq^erature of its water. You will sail a zigzag course through this strip, crossing it at least four times on your way home, and passing the line which you are directed to draw, at least two hundred miles on either side, and taking deep-sea soundings before you put about to recross it again. Should you discover anything remarkable as to the depth of the sea within this region, you will push the discovery to a conclusion. 28 218 THE WIND AND CURKKNT CHARTS. "It is expected that you will return to the United States some time in the month of April next. "As the service on which you are engaged has for its object the making of oliscrvations and the col- lecting of facts at sea, you will keep the sea during your absence as long as practicable. " It is not expected that you will at all times be able to carry on, without interruption, the series of observations as here laid down for you. It is supposed that they will be interrupted from time to time by the weather and other circumstances. Much, therefore, miist be left to your discretion ; you understand the nature of the service which is required, and are in possession of the views of the Department on the subject. The Department therefoi-e commits the service to you, feeling assured that you will in all cases exercise a sound discretion, and so meet its just expectations." Lieut. Lee's cruise was from the United States over to the Cape de Verde Islands, thence southwardly into the supposed volcanic region about the equator, in which he found deep water, and no volcanic indica- tions, thence to the Rocas on the coast of Brazil. This dangerous shoal, which lies hard by the track of vessels bound by the new route to Eio, he carefully surveyed. The Chart was published in the preceding edition of this work. He then looked into the Amazon, and returned home, continuing his examinations for vigias, temperatures, and currents, to the windward of the West India Islands, but without being able to run the zigzag line of deep-sea soundings to Cape Charles. The cruise was a laborious one. He, his officers and crew, were most diligent in their endeavors to carry out his instructions; and they performed the service upon which they were sent in a highly credit- able and satisfactory manner. As thorough search as wind and weather would permit, was made for the vigias that were supposed to lie within their cruising ground. Lieut. Lee has prepared a Chart to show the track of the Dolphin, and the radius of vision while searching for these dangers. So, also, the course of the winds, the force and set of the currents, the drift, the temperature of the sea, both at and below the surface, as well as its depth and transparency, the variation of the compass, and con- ditions of the atmosphere, were subjects of constant and carefid observation. The complete results of Lieut. Lee's labors in the Dolphin will not probably be ready for this edition. When Lieut. Lee returned from this service, his health was so impaired as to make a respite from the sea and such labors desirable. Accordingly, when the Dolphin was again ready for this service, she was placed under the command of Lieut. 0. H. Berryman. Lieut. Berryman put to sea upon this interesting service in September, 1852, from New York. His instructions required him to examine for vigias, and make a series of highly important observations in that part of the ocean, through which the routes to Europe run. He was, however, overtaken by a severe gale of wind, which forced him to go into Lisbon for repairs. Thence he returned to Norfolk by the southern route. Notwithstanding these misfortunes, many valuable and interesting results have inured to commerce and navigation from this cruise. The brig having been again repaired, sailed from Norfolk in May, 1853, to complete the examination of the northern route to Europe. This time she was more successful. He, and the officers with him, avail- ing themselves of the experience acquired during the former voyage, completed the examination of several PHYSICAL GEOGRAPHY OF THE SEA. 219 slioals ;ui(l vigias wliich they were required to search out; during which service, a line of deep-sea sound- iugs was run entirely across the Athantic from the shores of the United States to Eockall, olf Irchuid, and thence to Fayal; from Fayal, down to the Caps,de Verde Islands, thence by a zigzag course crossing and recrossing the parallel of 25° S. to the neighborhood of the West Indies, and so home again, passing to the windward of those islands. This zigzag line of soundings, with those made by Lee of the Dolphin, and Eogers Taylor of the Albany, Capt. Piatt, in the Gulf of Mexico, enables us for the first time to present with any considerable degree of satisfaction, a vertical section or profile view of the bottom of the Atlantic from one side to the other. Commencing on the tabledauds of Mexico, this line enters the Gulf of Mexico ; thence crossing the Peninsula of Yucatan and passing over Cuba and Hayti, it traverses the Atlantic Ocean a little to the south of east, cutting, before reaching the coast of Africa, the Cape de Verde Islands. This section is indicated in Plate XV. Fig. A. . . Already have the Taney and the Dolphin, notwithstanding the many mishaps that befell them, and notwithstanding the difficulties, not to say disadvantages, with wdiich their officers have had to contend, enabled the hydrographer to clear his chart of many false dangers, which impede navigation to a greater extent than they would, had they been real, instead of imaginary, as the labors of these officers have for the first time, in many instances, satisfactorily proved. The officers engaged upon this service have acquitted themselves of the duty thus assigned them in a manner creditable in the highest degree to themselves as w^ell as to the profession to which they belong. Before the Taney was condemned as unseaworthy. Lieutenant "Walsh had an opportunity of examining the localities assigned to no less than seven of these gi'cat commercial hindrances. Lieutenants Lee and Berryman performed this duty in so thorough a manner as completely to establish the non-existence of no less tlian thirty of these dangers. LTpon the faith of Walsh's work, we have erased : — Ashtoii Bod; lat. 33° 49' N.; long. 71° -±1' W. Said to have been discovered by Captain Guy in 1824. Lieutenant Walsh searched for it six days, sounding with from 100 to 800 fathoms line, no bottom. False Bermuda, lat. 32° 30' N.; long. 58° 40' W. Name of discoverer not given. It was searched for eight days, the vessel sounding the while from 100 to 800 fathoms line out, and no bottom. Nye's Shoal, lat. 31° 15' N.; long. 55° 60' W. Said to have been seen in 182G by Captain Nye. The Taney cruised about this place for eight days, also sounding as above without any traces of the shoal, or bottom. Vankeideris Yigia, lat. 31° 40' N. ; long. 38° 20' W. Quoted in the charts, but upon what autliority does not appear. Lieut. Walsh reports a thorough, but fruitless search for it. Josrjna Hock, lat. 31° 40' N. ; long. 23° 45' W. First seen in 1G97, and again in 1805. This place was searched over with from 100 to 800 fathoms line out, without finding either bottom or rock. So also were Steen Ground, lat. 32° 3U' N.; long. 21° 15' W., and M(r>/\s Rock, lat. 19° 45' N., long. 20° 220 THE WIND AND CURRENT CHARTS. 44' W., both quoted in tlie charts, and the places of both given, although search was made without finding traces of either. " Not one of them," says Lieut. Walsh, " was foui;id, nor any indication of their existence ; on the contrary, every evidence to disprove it. Our various tracks over and about their reported positions, covering the extent of Ih degrees of longitude and 40 miles of latitude, with the many and deep soundings, from 100 to 800 fathoms, without gettting bottom, will be found sufficient, I trust, to satisfy navigators that they have no existence — or, at least, that those parts of the ocean in which they have been reported to exist, are free from all dangers. To the first three mentioned we gave the most thorough search ; to Ashton Eock, six days time ; to the False Bermudas eight days ; to Nye's Rock, likewise, eight days. All our tracks were by daylight, as the schooner was always hove to at night, while engaged in these explorations. A slight discoloration of water was noticed in the region assigned to Mary's Rock, but no soundings could be got with 500 fathoms. This rock had been previously searched for with like results, by the U. S. Ex- ploring Expedition, Captain Wilkes; and by II. M. S. Levin, Captain Bartholomew. Ashton Rock is jilaced in a most frequented part of the ocean; there is not a day that some vessel does not pass in the vicinity, and nothing has been seen of it since the first and only report of it in the year 1824. This fact alone should disprove it, independent of our search. I find Mr. Blunt has erased it from his Chart of the North Atlantic, as also the False Bermudas, Yankeulen's Vigia, Steen Ground, and Mary's Rock. There are sufficient real dangers in the Atlantic ; these imaginary ones should not disfigure the charts ; they only serve to harass navigators, turn vessels from their routes, and thus injure commerce. The reports of them by merchant vessels, which seldom take time to examine the appearance of such dangers, can be readily explained. Floating wrecks, large trees, carcasses of whales, &c., presenting all the appearance of reefs, have deceived experienced seaman." The Dolphin, Lieut. 'Commanding S. P. Lee, sailed from Sandy Hook, October 8, 1850. After having been 71 days at sea, Lieut Lee, in an official dispatch from Porto Praya, December 20, 1850, reported tl^at he had made good search for the following-named vigias, without finding the least trace of any of them, viz : — -..-.-, Potomac Soirmlinr/, lat. 38° 10' N. ; long. 67° 26' W. ; on the atithority of Capt. Smith, of the ship Potomac. Lieut. Lee sounded with 400 fathoms of line, but obtained no bottom. Lieut. Berryman, in 1853, made a thorough search for this shoaJj and got bottom at 2,750 fathoms. Fiekrs Vigia, lat. 37° 31' N.; long. 66° 00' W. Reported by the master of the schooner Little Mary. Lieut. Lee made a good search for this vigia. Many soundings were made, one near it of 1,175 fathoms, and one over its position of 500 fathoms, without finding bottom. Amfitrite Breakers, lat. 35° 40' N. ; long. 65° 58' W. Reported to exist by the master of a Spanish merchant ship, the Amfitrite, in 1846. Five days were occupied by Lieut. Lee, in searching for them; he passed over their position, October 25, 1851, sounding with 1,000 fathoms, and no bottom. Dyets Rod-, lat. 32° 46' N.; long. 60° 6' W. Reported as having been seen in 1845, by Robert Dyet, master of tlie English barque Catharine Green. Seven days were employed by Lieut. Lee in an unsuc- PHYSICAL GEOGRAPHY OF THE SEA. 221 eossfal search for this rock. Soundings were made at 550 over, and 800 fathoms near its position, without < il )taining bottom. Vigia «/• 1827, lat. 81° 17' N.; long. 5:3° 22' W. The authority for tliis vigia, is the AdmiraUy ( 'hart of June, 1851. No appearance of danger was seen \>y Lieut. Lee ; soundings were made, but no bottom obtained with 500 fathoms line. False Bermudas, lat. 32° 30' N. ; long. 58° 50' W. The authority for this danger is "one Louis Duhal, in a Corsair," and Francis Keeling, of a Post-Office packet, in 1810; several days were employed by Lieut. Lee in searching for this danger; soundings were made with 350 flithoms of line, and no bottom obtained. Gandarias's Hods, lat. 25° 30' N. ; long. 37° 45' W. Eeported in 1842, by Captain Gandarias, of the Spanish merchant ship Dolores Ygarte. Lieut. Lee ci-ui.sed about their position for four days, without •finding any traces of their existence ; soundings were frequently made, and bottom was probably obtained at 1,720 fathoms. GomhamTs Rod; lat. 23° 15' N.; long. 32° 25' W. Eeported by Gombaud, in 17G4. Search and soundings were made for it during two days. Bottom was obtained at 2,200 fathoms. Emihjs Rock and Shoal, lat. 16° 59' N. ; long. 21° 30' W. This rock and shoal rest upon the author- ity of the master of the brig Emily, of London. Lieut. Lee saw no indications of their existence, and he obtained bottom at 1,580 fathoms, near the alleged place of their existence, over which a line of soundings ■ had been run. Frendi Shoul, lat. 4° 15' N. ; long. 19° 20' W. Eeported by French East India ships, in 1796. It was unsuccessfully searched for in 1838, by the U. S. Ex. Expedition. Lieut. Lee obtained bottom over their reported place, with 2,550 fathoms of line. Kmsensternh Volcano, lat. 2° 31' S. ; long. 20° 44' W. Admiral Krusenstern, 1806. Soundings made and bottom reached with 3,550 fathoms of line, by Lieut. Lee, in its immediate location. A fruitless search was also made for it by the Ex. Expedition in 1838. Triton's Shoal, lat. 0° 32' S.; long. 17° 46' W. Eeported by Captain Proudfoot, of the ship Triton, 1816 ; Lieut. Lee obtained bottom over its alleged position, at a depth of 2,840 fixthoms. BouveCs Sandy Island, lat. 0° 23' S.; long. 19° 10' W. Eeported by Captain Bouvet in 1761. After a careful search and sounding with 1,500 fathoms of line without reaching bottom, Lieut. Lee could discover no appearance of shoals or dangers. Aquila Reef, lat. 0° 22' S.; long. 21° 6' W. Eeported by Captain John Taylor in 1831. Lieut. Lee sounded over its position with 1,960 fathoms; no indications of dangers were seen thereabouts. Le Padfique Shoal, lat. 0° 42' S. ; long. 22° 47' W. Eeported by Captain Bofils, of the French frigate Pacifique. Lieut. Lee saw no appearance of danger, nor experienced any shock ; no bottom was obtained near its position, with 2,125 fathoms. •• • • Croion Reef, lat. 0° 57' S. ; long. 23° 19' W. Barque Crown, of Liverpool. When near its alleged position, Lieut. Lee sounded with 1,500 fathoms line, and when on it, with 1,100 fathoms, without finding bottom by either attempt; he saw no indications of a reef in this vicinity. 222 THE WIND AND CURRENT CHARTS. I Vigia south of Fernando Noronha, lat. 4° 43' S. ; long. 32° 43' W. Laid down in the Admiralty Chart of 183G. Lieut. Lee sounded from a boat, on the position assigned this vigia, with 1,250 fathoms of line, without getting bottom. BlaesdaWs Coral Reef, lat. 0° 57' N. ; long. 41° 6' W. By Captain Blaesdale, in 1819. Four days were occupied by Lieut. Lee in searching for this reef; sovmdings at regular and brief intervals were made, and bottom obtained over its position, at a depth of 2,980 fathoms. Voetteh Bank, lat. 15° 00' N. ; long. 49° 00' W. On the authority of Joachim Voette, date not given. Lieut. Lee made a good search for this bank, sounding over its assigned position with 250 fathoms, without finding bottom. Galleonsh Banl, lat. 15*^ 56' N. ; long. 49° 40' W. By the pilots of the Spanish Galleons, in 1730. Lieut. Lee sounded over its alleged position with 560 fathoms, and he made three similar soundings near it, with- out finding bottom. Martin's Beef, lat. 16° 42' N. ; long. 58° 53' W. First discovered in 1742, and seen in 1816, 1823, and 1842, in different positions. Two days were spent by Lieut. Lee in searching for this bank ; he made many soundings, one of 3,200 fathoms, without finding bottom. No indications of dangers were seen in its alleged vicinity. Mourand's Bank, lat. 24° 34' N.; long. 65° 10' W. On the authority of Mourand, in 1778, Lieut. Lee searched for this bank five days. Soundings were often made over its assigned position ; no bottom was had at 1,000 fathoms; no indications of danger were seen after a most thorough search. Shoals, Rocks, Vigias, d-c, searched for hy U. S. hrig Dolphin {Lieut. Commanding 0. 11. Bernjman), in 1852 and 1853. Daraitlis Rock, lat. 40° 50' N. ; long. 54° 53' W. Reported by M. Daraith, in 1700. Lieut. Berryman obtained bottom over its alleged place, at a depth of 2,710 fathoms. Watson's Rock, lat. 40° 18' N.; long. 53° 40' W. On the authority of Captain Watson, in 1824. Lieut. Berryman searched for and sounded over its position, finding no bottom at 500 fathoms. HcrvegaulCs Breakers, lat. 41° 2' N. ; long. 49° 23' W. Reported on the authority of M. Hervegault, in 1723. Lieut. Berryman made a thorough search for them in 1852 and 1853 ; he obtained bottom over their assigned position, at a depth of 4,580 fathoms. Breton Rock, lat. 39° 40' N.; long. 41° 85' W. On the authority of Breton, a pilot of Rochelle, and seen again in 1816. No indications of a rock was seen by Lieut. Berryman; he obtained bottom over its position, at a depth of 2,500 fathoms. Druid's Rock, lat. 41° 19' N. ; long. 41° 25' W. Reported, in 1831, by Captain Treadwell, of the Druid. Lieut. Berryman could see no indications of a rock, nor find bottom with 500 fathoms over its alleged position. Cough's and Birch's Rock, lat. 40° 28' N.; long. 30° 00' W. ' Quoted in the charts, upon the authority of Captains Gough and Birch, in 1778 ; seen again in 1820 and 1830. After a thorough search, Lieut. Berry- rUYSlCAL GEOGKArUY OF TlIK SEA. 223 mail could find no evidence of its existence; no bottom Avith 1,000 fathoms could ho found over its assigned place. 2Viree Chimneys, lat. 47° 54' N. ; long. 29° 40' W. Tliis vigia rests upon the authority of Captain Fernel, in 1729; reported as seen again in 1824 and 1843. Lieut. Borryman made a close search for this danger. lie obtained bottom over its assigned position, at a depth of 1,900 fathoms. 3fariner's Bock, lat. 4G° 00' N.; long. 29° 37' W. On the authority of Mr. Swinton, master of the ship Mariner, in 1831. Lieut Berryman obtained soundings over its position, at a dei:)tli of 1,760 fathoms; he saw no indications of a rock. J)ev>Ts Bock, lat. 46° 35' N.; long. 13° 7' W. This rock, 110 leagues W. S. W. of Ushant, was said to exist by Captain Brignon, in 1737 ; afterwards seen in 1764, in 1818, and twice in 1829. Lieut. Berry- man saw nothing of it, after a careful search. He found bottom at 2,200 fathoms over its assigned position. Jean Hammonds Bock, lat. 36° 54' N. ; long. 19° 49' W. Named after its discoverer. Captain Ilammon, who saw it in 1733, not seen since. Lieut. Berryman could find no bottom over its position, with 2,100 fathoms line. Yi(jia of 1851, lat. 45° 19' N.; long. 88° 86' W. No authority is given for this vigia. Lieut. Berry- man searched for it, and sounded, without obtaining bottom at 200 fathoms. Eight Stones, between lat. 34° 30' and 34° 45' N.; long. 16° 40' W. Said to have been discovered in 1761, by Captain Vobonne. Lieut. Berryman made a thorough search for them; he sounded at regular and short intervals, obtaining bottom at 2,298 fathoms. He saw no indications of their existence. " The above positions," says he, " were all reached at a period of the day, when our latitude and longi- tude were accurately obtained by good observations, and soundings Avere taken with the line for deep-sea soundings, and no indications whatever were ob.served of any of them, nor of slioal water. A good look-out was kept night and day on the fore-topsail yard, about seventy feet above the level of the sea." By referring to sheet 3, Track Chart, North Atlantic (Series A.), the reader will observe a singular and sudden bend to the south of the line drawn to represent the mean northern limits of the northern edge of the N. E. trade-winds for October and November. The limits, as they were found to be when Lieut. Lee was there in the Dolphin, coincided, in a very striking manner, with the limits assigned to them on the Chart at that season of the year. Now, what should cause this very remarkable change in the trade-wind boundary in this part of the ocean and at this season of the year ? The change is very marked, whatever be the cause. Dove's isothermal lines throw light upon this subject. That philosopher, in his admirable work, Die Verhreitung Der Wiirme auf der Oberflache der JEnk, Berlin, 1852, p. 25, says: — " Maury's Wind and Current Chart (series A.), contains a description for each month of the inner and outer limits of the N. E. trade-winds in the Atlantic Ocean. If we pay attention to the course of the inner limits for the last months of the year, we shall find that this wind is almost entirely confined to the region of the isotherm of 21°, even in the case of its sudden rising in the neighborhood of Africa, in the month of January. A corresponding regression takes place in the case of the outer limit in the neighbor- 224 THE WIND AND CURRENT CHARTS. i hood of the Canary Islands. The Charts here given will help us to answer the difficult question, how the trade- winds in the interior of Africa pass into the monsoons of the Indian Sea. The north winds which prevail in summer in the Mediterranean Sea, the Etesian of the Greeks, this theory sufficiently accounts for, if we extend the outer limit of the trade-winds to the parallel of the isotherm of 20°. The immense region of space, within which the zone, inclosed by the isotherm of 20°, moves in Asia and Australia, proves, beyond a doubt, that the winds of those regions are monsoons or season-winds." Here we have a beautiful exemjDlification as to one at least of the many unexpected ways in which the investigations of the meteorologist on the land, and the observations of his fellow-laborer out upon the sea dovetail with, join together, and fit into each other. The navigator at sea finds an anomaly about the limits of the trade-winds. The meteorologist on the land traces the effect to its cause, and shows that it is owing to the meteorological agency of the great deserts and arid plains far away in the interior of continents. Thus, we unexpectedly stumble upon another link in the long chain of circumstances and facts, which, when joined with the others, serve to show the importance of concert between the meteorologist on the land and the navigator at sea. Meteorology is a whole. Its domains are the atmosphere; it is spread out with its laws and its agents over sea and land. And therefore there should be one system of observations, one jilan of research between the two. I hope ere long to see some plan adojited for the establishment of a universal system of meteorological observations. What the greatest depth of the ocean may be, has ever been a matter of speculation among philo- sophers, an object of longing desire and curious inquiry among mariners. Many questions of deep interest touching the physical condition of our planet are connected with the depths of the sea. ',..., The basin of the Atlantic Ocean separates the Old World from the New ; it is a long channel, with some conformity of outline along its opposite shores. The basin or trough in which those waters are held, extends from the Antarctic to the Arctic Seas, perhaps from jiole to pole. What is the depth of this trough? . . : This great marine trough lies between the Andes of South America on the one hand, and the mountains of Africa on the other — each range shooting forth its peak, far beyond the limits of perpetual snow. Is the bed of the Atlantic depressed in proportion to these elevations — and is that proportion in an increased or diminished ratio ? Nothing that relates to the physical condition of our planet can be without interest ; and knowledge with regard to every feature of the earth, sea, or air, is profitable. It is wise to seek for it, for the ways of nature are the paths of wisdom, and whoever seeks to tread in them is profited, both he and his generation, by the mere attempt. Until the commencement of the plan of deep-sea soundings, as now conducted in the American Navy, the bottom of the Atlantic Ocean, indeed, I might say, the bottom of what the sailor calls "blue water," was, with here and there an exception, all over the world, as unknown to us as is the interior of the other planets of our system. I'lIYrilCAL GEOCJKAril'l' OF 'I'llE .SKA. 225 A.'^tronomcrs have measured the vohime and \vci got to sea, he determined not to sound from the vessel at all ; but to use a boat for sounding altogether. PHYSICAL GEOGRAPHY OF THE SKA. 229 At first, he encountered many uucxpcetcd dlfTicultics; but witli indiistiy, liis ingeiinity, and perse- verance, these, one after anotlier, were overcome, until tlu; way was made plain, and the (operation stripped of a vast amount of tlie uncertainties ■\vliicli liail impaired, to a greater or less extent, the vahu- of all the results hitherto obtained. In the first place, though the small twine, furnished for the deepest soundings, would much of it bear a weight of seventy or even eighty pounds, yet, when he came to attach to it a tliirty-two pound shot, to throw the shot overboard, and let it take the line from the reel as fast as it would, he found the lino would part. lie then resorted to the expedient of doubling and even of trebling the line for the first two or three hundred fathoms. Thus, the parting was prevented. He found, moreover, tliat the 0})eration was greatly facilitated by watching the trending of the line from the bows of the boat; and, with one or two oars of a side, directing the men how to pull, in order to keep the line " up and down." Accordingly, we find him, when he lirst put to sea, occupied for more than a month, availing liimself of every opportunit}' for sounding during the interval, and making day after day unsuccessful attempts. Finally, he succeeded in getting out seventeen hundred fathoms without parting. Bottom was reached at this depth. Out of the first seventeen casts that were made, this was the only successful one. He was now in the fair Avay to get at the secret. The plan is to double or triple the line f, 32 lb. sliot, in attempting to sound, (iidy 73,000 fathoms of tliis quantity, and 30 shot, were aetually employed in getting bottom ; the rest were lost by the parting of the line, &c. Commodore Morris has directed the small twini; to be made strong enough to bear a strain of GO lbs. It weighs about 1 lb. per 180 fathoms, and is put on reels of 10,000 fathoms. The large twine will bear a weight of 150 lbs. It is put up for use, on reels of 5,000 fathoms. Tliis is the twine to be generally used with Brooke's apparatus. Seeing that so much for success in deep-sea soundings depends upon the interest wliieh the officer charged with the sounding feels in the matter, it has been decided to give twine to those vessels only, that have on board some one or more officers who will volunteer to undertake a series of deep-sea soundings. An outfit of sounding materials will be supplied to any vessel, either upon requisition of her com- mander, or at the request of any officer on board, who is willing to undertake a series of deep-sea soundings. As to the modus operandi in sounding, officers are referred to what has already been said, and thev are reminded that uniformity is of great consequence. Always use the same twine and the same weight ; alwaj's time every 100 fathoms; always keep the line up and down, and always sound from a boat. The experience of the Dolphin is in favor of two 32 lb. shot, as a sinker for the small-sized twine. Iler soundings, particularly those taken by Mitchell during her last cruise, are referred to by way of example. Whenever specimens of the bottom are obtained, they should be labelled with date, name of ship, and officer, latitude, longitude, and depth, carefully preserved and forwarded to the Chief of the Bureau of Ordnance and Hydrography. In the North Atlantic, the deep-sea soundings that are principally required, are in the white space (Plate XIV.) to the southward of the Grand Banks ; in the open space about the Bermudas ; in the middle of the Atlantic, between 25° and 30° N., -±5° and 55° \Y., and in all the region below the parallel of 15°, except where Lee sounded. . , It would be very interesting, also, to have a series of deep-sea soundings made from hoats in tlie Gulf of Mexico and Carribean Sea, to test those which were made from the vessel by Rogers Taylor, of the Albany. The deepest parts of the ocean will probably be found south of the parallel of 35° south. Soundings b}' vessels bound around either of the capes, therefore, would be possessed of a peculiar interest. As to the physical geography of the sea, it may be said we know nothing, or, only so much as may be gathered froni a few faint rays that modern explorations have cast ui)on it ; and the officers of the navy have here afforded them the rare opportunity of building up a new department in physical geography. The problem before them is an old one. To fathom the depths of the ocean is the proposition. It has either appalled by its magnitude, or baffled with its difficulties. At any rate, no systematic attempts have ever been made to gauge its dejjths " off soundings." But now, with means the most simple, this iirst great problem in the physical geographj- of the sea seems to be in a fair way of receiving a satisfactory 232 TUK WIND ANU CUKliKNT ClIAliTS. solution, at least, so far as to enable us to form a tolerably correct idea as to tbe general forms of the great oceanic basins, and tlie troughs, which, like spurs from mountain ranges, start out from the depressions in the solid crust below its waters, into bays, gulfs, and arms of the sea. Of all contrasts iu nature, perhaps none would be more striking than that afforded between the eleva- tions of the earth's crust into mountains, on the one hand, and its depressions below the seadevel in the beds of the ocean, on the other. Certainly, few would be more grand — none can be more imposing. I may refer to tlie Dolphin's abstract log, also, for deep-sea temperatures, as well as remarks about drift. In the vicinity of most of the vigias, Berryman reports drift-wood, sun-fish, or something which, without a close examination, and at a little distance, might well be taken for rocks or other dangers to navigation. For deep-sea temperatures, he used non-conducting hollow cylinders for bringing up the water. Ilis experience iiually induced him to repudiate the temperatures by that, and to prefer the common self-regis- tering thermometer in its stead, notwithstanding its many liabilities to error and derangement. A self- registering metallic deep-sea thermometer seems to be the only instrument to which we may confidently look for correct knowledge concerning the themial condition of the substrata of the deep sea. Passed Midshipman G. M. Morris, who had the general superintendence of this department, in a report to Lieut. Berryman at the end of the cruise, remarks : — " Used non-conducting cylinders for obtaining the temperature of water below the surface. On 25th October, attached a self-registering thermometer to the lower cylinder. Upon hauling up, found tempera- ture in cylinder 71° — self- registering thermometer showing 53°. Also, on the 26th October, attached two self-registering thermometers, one to each cylinder, first trying the temperature at surfixce, which wc found agreed with that of the standard thermometer, 82°. On hauling up, found temperature in cylinder as noted in columns, viz : 200 fms. 80° ; 500 fms. 73° — self-registering thermometer showing at 200 fms. 63°, and at 500 fms. 52°. Also, tried it again, November 4, finding temperature in cylinders 200 fms. 75°, 500 fms. 65° — self-registering thermometer showing respectively 67° and 50°. "We infer from the above results, that the temperatui-es taken Avith the 'non-conducting cylinder' are mostly inaccurate ; owing, I think, to the swell or heave of the sea, which causes the water to change in the cylinder during its ascent." A self- registering metallic thermometer is the only rdlahlc instrument under all circumstances for deep-sea temperatures. In the absence of these, I still prefer the non-conducting cylinder with good valves. DEEl'SEA SOUNDINGS MADE IN THE NORTH ATLANTIC OCEAN. From Abstract Loij of U. tS. hrig Dolpliin. Lieutenant-Commanding Otway If. Berryman. Oct. 4, 1852. Lat. 39° 39';N".; long. 70° 30' W. Wind light from the southward; clear and pleasant. Sea comparatively smooth ; 30 lb. lead. rUVaiCAL GEUGKAi'lly UF TIJK ,SEA. 233 I'ATllU.MS. IXTt:uv.\I,s FATHOMS. INTERVALS min sec. mill. sec. 100 1 25 500 5 13 200 2 00 600 2 52 300 2 ■±5 700 4 20 400 3 ■±5 After stopping the line, brought tlic boat alongside, ami ha FATHOMS. INTKUVAI.S mill. .SCO. 800 3 55 i)0(_) 4 20 1000 (ao bot .)4 45 13. Kkxnon. Oct. 6. Lat. 40° 50' N. ; long. G4° 44' W. "Wind light from west, and pleasant; some swell on. Got bottom with 2,2O0 fathoms; a f/t««/ cast, Init not timed in consequence of an error in the marking of the line. Temperature at 100 fathoms, G3°; surface, 65°. Oct. 7. Lat. 41° 12' N.; long. 02° 38' W. Wind light from northwest; weather very pleasant; two 82 lb. shot. FATHOMS. INTERVALS. FATHOMS. INTERVALS. FATHOMS. INTERVALS. min sec. mill. sec. min. sec. 100 1 05 (JOO 2 09 1000 2 38 200 1 22 700 3 4(i(!) 1500 15 50 300 - 1 38 800 2 08 2O00 18 48 400 1 45 900 2 28 2200 (bot.) 10 55 500 " 1 55 At 700 fathoms, the lino fouled; was forced to cut and knot, which caused the increase in the time of running out. Temperature at 100 fathoms, 57° ; surface, 05°. Specific gravity of water at surface, 1.02G; at 100 fothoms, 1.027. G. U. Morris. Oct. 8. Employed remarking soimdiugdine, as it was all marked wrong. Oct. 9. Lat. 41° 40' K (D. K.); long. 59° 23' W. Got bottom with 2,000 fathoms line; two 32 lb. shot. Wind northeast ; moderate. Weather pleasant; a heavy swell from the northward. -WBOMS. INTERVALS. FATHOMS. INTERVALS min sec. min. sec. 100 4 03 1000 3 23 200 1 40 1100 o O 31 300 . 2 06 1200 3 34 400 ■ 2 OS 1300 3 41 500 • 2 32 1400 3 45 COO 2 38 1500 3 48 700 2 47 1600 3 47 800 2 55 1700 3 45 900 3 11 1800 3 51 F.\TUOMS. INTERVAL. min. sec. 1900 3 53 2000 4 08 2100 4 05 2200 4 15 2300 4 14 240O 4 26 2500 4 49 2600 (bot.) 4 53 30 234 THE WIND AND CURRENT OUARTfi. During tlie running out of the first hiuidred fathoms, tlic line jammed, wliicli caused the excess of time noticed. Temperature at 150 fathoms, 63°. Specific gravity at that depth, 1.028. Passed the position assigned Ijy Captain Welsh, of the Silas Eichards, to Ilervegault's rock, but saw no signs of it. ' G. U. Morris. Oct. 10. Lat. 41° 40' N.; long. 56° 1' W. Two 32 lb. shot. Fine breeze from northward and east- M'ard, with a lieavy swell ; weather pleasant. 3 hours 39 min. P. M. FATnOMS. INTERVALS. TATHOMS. INTEKA-AI.S. FATHOMS. INTERVALS min sec. mill. sec. min. sec. 100 1 15 1000 2 50 1900 3 50 200 . 1 28 1100 O 45(?) 2000 4 5 300 1 40 1200 2 50 2100 4 5 400 1 57 1300 3 15 2200 4 00 500 2 00 1400 3 SO 2300 4 00 600 - 2 18 1500 o O 30 2400 3 51 700 2 22 1600 25 2500 4 47 800 2 30 1700 3 35 2600 (bot.) 4 22 900 2 50 1800 3 30 The cast was very satisflictory, and bottom certainly obtained at 2,595 fathoms " np and down." Little or no drift to the boat, as the oars were kept constantly going. Temperature at 220 fathoms, 58°. Specific gravity of water, from same depth, 1.028. B. Kennon. Oct. 11. Lat. 40° 36' N.; long. 54° IS' 30" W. Two 32 lb. shot. Wind light from the southward and westward, and pleasant. 3 hours 1 min. 30 sec. P. M. ATUOMS. INTERVALS. FATHOMS. INTERVALS min. sec. mill. sec. 100 1 5 1300 3 16 200 1 29 1400 3 25 800 1 40 1500 3 23 400 1 53 1600 3 29 500 2 08 1700 3 28 600 2 19 1800 3 32 700 2 29 1900 3 39 800 2 37 2000 3 41 900 2 42 2100 3 49 1000 2 48 .. 2200 4 06 1100 2 55 2300 4 18 1200 3 09 2400 4 18 FATHOMS. INTERVALS. min. sec. 2500 4 21 2600 4 24 2700 4 23 2800 4 25 2900 4 30 3000 4 36 3100 4 39 3200 4 44 3300 4 46 3400 4 50 3450 (bot.) 2 26 PHYSICAL GEOGRAPHY OF THE SEA. 235 Temperature of water, at 150 fatlioms, G2°; surface, 74°. Specific gravity of water, at 300 fathoms' depth, 1.028; temperature 04° (|)robably a mistake). Looking for Daraith's Rock, but discover no iudica- tioDS of it. ' , . G. U. Morris. Oct. 12. Encountered a violent hurricane from southward and westward, wliicli liauled l)y the west- ward to the northward and eastward, and from which the brig suii'ered severely, losing two of her boat.s and lee-gun; had hammock-rails carried away, and otiierwisc mucli injured. Oct. 13. Lat. at noon 39° 52' N.; long, at noon 54° 54' W. Looking for Watson's Rock, but can discover no apjjearance of it. No weather for sounding ; too much sea on. Oct. 14. Lat. at uoou 39° 51' N.; long, at noon 54° 24' W. No appearance of rocks or shoals. Still too rough to sound. Oct. 20. Lat. 41° 7' 0" N.; long. 49° 23' 15" ^Y. Sounded with small-size line; two 32 lb. shot. Wind light from southward and eastward, and pleasant weather. Current 0.4 knots per hour, N. N. E. 1 hour 33 min. P. M. TATUOMS. IXTEKVAI.S min . sec. 100 1 00 200 1 00 300 2 00 400 1 40 500 1 50 600 2 30 700 2 10 800 2 30 900 2 20 1000 2 30 1100 2 30 1200 o O 15 1300 2 18 1400 2 27 1500 2 45 1600 2 55 FATHOMS. INTERVALS min. sec. 1700 2 20 1800 o 10 1900 40 2000 o 40 2100 4 10 2200 o 00 2300 O O 50 2400 4 10 2500 6 20 2600 5 15 2700 2 15 2800 3 30 2900 3 30 3000 7 10 3100 5 50 WTIIOMS. INTEEVALS mill sec. 3200 7 20 3300 4 10 3400 7 00 3500 5 10 8000 4 20 3700 5 5 3800 6 45 8900 7 30 4000 6 50 4100 55 4200 5 15 4300 8 00 4400 7 00 4500 6 50 4580 (l)ot.) ( 10 The cause of the great differences of the times of running is owing to having checked the line to allow it to straighten, and to heave the turns out of it. The drift of the boat was but little, as two oars Avere kept constantly going. Temperature by self-registering thermometer, at 140 fathoms, maximum 70°, minimum 60° ; surface 66° ; air 68°. Beverly Kexnon. 236 THE WIND AND CURRENT CHARTS. This sounding of 4,580 fiitboms, is near the supposed position of Ilervegault's Breakers ; but the ex- istence of any rocks or shoals hereabouts is very doubtfuL By the Ice Chart, this is a fomous place for that article, and these rocks were generally seen during the ice season. No doubt something has been seen; but I think nijtliing but the remains of icehergs. October 24:. Lat. 43° 40' N.; long. 42° 55' W. Sounding-line (small size); two 32 lb. shot. Lioht wind from S. W. arid pleasant weather. 9 hours 41 min. 5 sec. A. M. FATHOJIS. INTERVALS. mill sec. 100 1 1 200 1 34 800 1 33 400 1 47 500 2 00 600 2 5 700 2 IG 800 2 20 900 2 37 FATHOJIS. INTERVALS. Ill in sec. 1000 2 51 1100 2 53 1200 3 9 1300 3 11 1400 3 19 1500 3 25 1000 3 S3 1700 3 43 1800 3 45 FATHOMS. INTERVALS. rain. sec. 1000 3 56 2000 4 2 2100 4 7 2200 4 13 2300 4 18 2400 4 30 2500 4 39 2G00 4 52 2700 (bot.) • 5 8. G. U. Morris Self-registering thermometers at 150 fathoms, maximum 77°, minimum 63°. At 10 hours 30 min. P. M. hove to, and sounded with 200 fathoms line, no bottom, on a spot said to have 35 fathoms only. Tempera- ture of water at 200 fothoras, 64°; at surface, 68°; of air, 70°. Oct. 25. Lat. 44° 41' 7" N. ; long. 40° 16' W. Got bottom with 1,800 fathoms, two 32 lb. shot. Wind light from the E. ; weather cloudy, -with light drizzling rain. 2 hours 9 min. 30 sec. P. M. THOMS. INTERVALS. FATHOMS. INTERVALS min sec. min. sec. 100 1 00 700 2 10 200 1 20 800 2 30 800 1 40 900 1 30 400 2 15 1000 2 30 500 2 30 1100 3 30 GOO 1 15 1200 3 00 ATUO.MS. INTERVALS. ■ min. sec. 1300 3 30 1400 3 15 1500 2 25 1600 3 00 1700 3 40 1800 (bot.) 3 40 ! Beverly Kennon. Temperature of water at 250 fathoms, 62° ; specific gravity 1.027 — self-registering thermometers at 150 fathoms, maximum 70°, minimum 60°. December 26. Lat. 88° 8' N.; long. 16° 10' W. The Island of Porto Santo bearing, per compass, "W. f S. distant about 15 miles; sounded 2,950 fathoms— no bottom; two 32 lb. shot. 2 hours 51 min. P. M. PHYSICAL GEOGRAPHY OF THE SEA. 237 ATIIOMS. INTKRVAI.S. min. sec. 500 24 00 F.MHOJIS. INTF.BVAL3 min. sec. 1500 21 30 2000 23 40 TATHOMS. INTKItVALS. mill. sec. 2500 19 50 3000 18 00 fliri-nic -n B Kexxox. +^■-,1 . i.,f 1000 15 00 Line only marked at every uUO fathoms, Dec. 27. Looking for the Eight Stones. At 10 A. M. sounded with 700 fathoms, no bottom ; lat. long. . At 10 P. il. sounded witli 600 fatlioms, no bottom; no indications of any kind of rocks or shoals. Temjicrature of water at COO fathoms, 63°. Specific gravity of water from 600 fathoms' depth, at a temperatui-e of 69°, 1.0266. Dec. 28. Lat. at noon 35° 8' N.; long, at noon 16° 20' W. Still looking for the Eight Stones; but discover no indications of them. At 9 A. M. sounded with 850 fathoms — no bottom; temperature water at 850 fathoms, 62° ; at 215 fathoms, 65°. Specific gravity of water from 850 fathoms, at 64°, 1.0275 ; from 215 fathoms' depth, at 65°, 1.0276. At 4 hours 30 min. P. M. sounded with 800 fathoms line; no bottom. At 10 P. M. lat. 34° 41' N. ; long. 16° 9' W. sounded with 480 fethoms ; no bottom. Under short sail, over and about the Eight Sto7}es. Jan. 1, 1853. Lat. at noon 34° 32' N.; long. 16° 49' W. Employed cutting up the ground about the southern j^ositiou assigned to the Eight Stones. Passed over the position and sounded Avith 500 fathoms ; no bottom. Temperati^re at that depth, 59°. Very heavy swell about here; no indications of soundings. Running lines of about 25 miles on straight courses at angles of about 15°. Man at masthead having a view of about 7 miles each Avay. Sounded at each angle. Jan. 3. Lat. 34° 18' N. ; long. 16° 45' W. Got bottom with 2,298 fathoms line, small size ; two 32 lb. shot. 9 hours 17 min. 18 sec. A. M. ATtlOMS. INTERVALS. min sec. 100 56 200 12 300 25 400 36 500 44 600 52 700 2 03 800 2 10 \\TIIOMS. INTERVALS. min sec. 900 2 17 1000 2 32 1100 2 39 1200 2 46 1300 00 1400 3 00 1500 3 06 1600 3 09 ATHOMS. INTERVALS. min sec. 1 700 3 17 1800 3 28 1900 o O 35 2000 3 40 2100 3 45 2200 3 47 2298 (bot.) o O 43 Stones. G u. Morris This sounding was taken upon the southern position assigned to the Eight Stones. Jan. 4. At 8 P. M. sounded for temperature with 200 fathoms. Lat. 35° 57' N.; long. 17° 24' ^Y. Temperature at 200 fathoms, 60° ; at 50 fathoms, 61° ; at 20 fathoms, 62°. Beating up for the position assigned Jean Ilammon's Rock. 238 THE WIND AND CURRENT CUARTS. Jan. 9. Lat. 36° 59' K; long. 19° 58' W. Got bottom at 2,500 fatlioms, small-sized line. Wind moderate, from the westward,, but a heavy swell. 12 hours 16 miu. 5 sec. P. M. ATIIOMS. INTEllVALS. FATUOMS. INTEllVALS. FATHOHS. INTEllVALS inin sec. min . sec. min. sec. 100 . 59 1000 2 32 1900 3 26 200 1 18 1100 2 49 2000 3 30 300 1 28 1200 2 55 2100 4 2 400 1 40 1300 2 53 2200 4 4 500 1 55 1400 3 23 2300 3 51 600 1 59 1500 2 58 2400 3 49 700 2 11 1600 3 19 2500 (bot.) 4 9 800 2 20 1700 3 18 900 2 28 1800 o 34 G. U. Morris. Temperature of water at 500 fathoms, 59 °7; at 50 hithonis, 63°; at surface, 62°. 3 P. M. Lat. 36° 49' N. ; long. 19° 53' 45". Got bottom with 2,950 fathoms, on the position assigned Jean Hammon's Eock. Small-sized line ; two 32 lb. shot. 3 hours 4 min. P. M. FATUOUS. INTERVALS. TATHOJIS. INTERVALS. FATHOMS. INTERVALS mill . sec. min. sec. mill sec. 100 45 1100 00 2100 3 55 200 1 15 1200 2 45 2200 3 30 300 1 25 1300 2 55 2300 o 40 400 1 35 1400 o o 00 2400 4 20 500 2 00 1500 3 00 2500 3 50 600 1 50 IGOO 3 30 2600 4 10 700 2 10 1700 o 00 2700 4 00 800 2 10 1800 3 20 2750 (bot.) 2 00 900 2 20 1900 3 10 1000 2 20 2000 3 25 Beverly Kennon. Temperature at 400 fathoms, 61° ; at 50 fathoms, 63° ; at surface, 62°. During this examination for Jean Hammon's Eock, the weather has been pretty good with the exception of not affording opportunities of sounding from a boat. We have passed over and about the position several times, and, if a rock existed, it is highly probable we should have discovered it, as the sea would break finely upon it. No indications as yet. Jan. 12. Finished to-day the examination of the position assigned to Jean Hammon's Eock, and I am satisfied that no such rock exists now, if ever it did. Sounded with from 200 to 2,750 fathoms over and about it ; but saw no indications of shoal water. PHYSICAL GKOGKAl'lIY OF TUE SEA. 239 Jan. 20. Lat. 80° 49' N.; long. 27° 25' W. Sounded witli 2,200 fiitlioni.s line; no bottom; small ine, two 32 lb. shot; wind moderate from northward and eastward, and cloudy weather ; a heavy sea. rime, 4 hours 35 min. P. M. FATHOMS. INTERVALS. FATUOM.S. INTERVALS. FATHOMS. I.NTERVALS HI in sec. miu sec. miu. sec. 100 00 900 2 28 1700 3 41 200 1(5 1000 2 36 1800 3 44 300 29 1100 3 8 1900 3 50 400 43 1200 3 1 2000 4 10 500 51 1300 3 4 2100 4 00 600 2 1 1400 3 21 2200 (bot.) 4 00 700 2 9 1500 3 9 800 2 22 1600 3 22 At 5 hours 36 min. 30 sec. cut the line and returned on board, in consequence of the lateness of the lour, it being quite dark. Gr. U. Morris. Jan. 30. Lat. 30° 45' N.; long. 27° 31' W. Got bottom with 2,480 fathoms; small-sized line; 32 lb. ihot. Wind light from northward and eastward, and pleasant weather. Time, 9 hours 11 min. A.M. FATHOMS. INTERVALS. FATHOMS. INTERVALS. FATHOMS. INTERVALS min . sec. mil] . sec. min sec. 100 1 00 1000 2 43 1900 3 38 200 1 15 1100 2 47 2000 o O 45 300 1 31 1200 3 00 2100 3 55 400 1 42 1300 3 04 2200 3 59 500 1 57 1400 3 18 2300 4 1 600 2 06 1500 3 22 2400 4 15 700 2 17 1600 3 25 2480 (bot.) 4 26 800 2 23 1700 3 31 900 2 37 1800 3 54 G. U. Morris. Temperature at 200 fathoms, 64.°5 ; at 50 fathoms, 65° ; surface, 65°. Feb. 1, 1853. Fresli winds, and squally during this day, with a high sea. Made two attempts to sound, 3ut forced to give it up, after losing 4 shot and 600 fathoms of the line. Feb. 3. Lat. 27° 5' N.; long. 28° 20' 26" W. Found bottom with 1,700 fiithoms; two 32 lb. shot, rime, 9 hours 30 min. 30 sec. A. M. 210 TIIK AVIND AND CUEfiKNT CHARTS. ATHOMS. INTERVALS. FATHOMS. IKTEKVALS. TATIIOMS. INTERVALS min. sec. min . sec. min. sec. 100 1 00 ■ 700 2 00 1300 3 00 200 1 00 800 -4 35 1400 3 00 300 1 30 900 2 40 1500 3 20 400 1 30 1000 2 40 1600 (bot.) 3 00 500 1 55 1100 2 50 600 1 50 1200 3 00 ■" No mark — heoce fhe difference of elapsed time. As that difference is generally about 2 min., I tliink I am .safe in reporting 1,700 instead of 1,600 fatlioms. Weather unpleasant, and a little too much sea on ; not, however, too much to prevent this from being quite a satisfactory cast. B. Kennon. At 6 P. M. temperature at 400 fathoms, 62° ; at 100 fathoms, 68°. 7 ; surface, 69°.7. Feb. 4. Lat. 29° 21' N.; long. 30° 48' W. Got bottom with 2,580 fathoms; two 32 lb. shot. Fresh bi'eezes from the east, with occasional squalls of light rain. A heavy .sea on. Time, 10 hours 49 min. A. M. .\Tnosis. INTERVALS. ■ FATHOMS. INTERVALS. FATHOMS. INTERVALS. min sec. min . sec. mil] . sec. 65 40 1000 2 35 1900 3 30 200 1 00 1100 2 30 2000 3 40 300 1 20 1200 2 50 2100 3 40 400 1 30 1300 2 55 2200 3 55 500 1 50 1400 o O 00 2300 4 15 600 2 5 1500 3 5 2400 4 00 700 2 5 1600 3 20 2500 4 5 800 2 30 1700 3 30 2600 4 00 900 2 15 1800 3 30 The seconds of the elapsed times of this sounding can only be considered as approximate, as all the watches with second-hands in the vessel were out of order ; and the times were, therefore, noted, with as much accuracy as possible, by minute-hand. G. U. MOEEIS. I ' ^ Temperature at 300 fathoms, 65°.5 ; at 100 fathoms, 68°.2 ; surfiice, 69°.2. , Feb. 5. Lat. 31° 17' N.; long. 33° 8' AV. Got bottom with 2,400 fathoms, small twine; two 32 lb. shot. Moderate wind from eastward. Weather pleasant. Sea tolerably smooth. Time, 9 hours 40 min. A. M. PHYSICAL GEOGKAl'IIY OF THE SEA. 241 FATHOMS. IXTKRV.il.S, mill . sec. 100 45 200 1 00 300 1 45 400 1 40 500 1 50 600 2 00 700 2 10 800 2 40 FATHOMS. IXTEKVALS. mill . sec. 900 2 30 1000 2 45 1100 2 50 1200 o O 1 1300 3 15 1400 3 5 1500 3 20 1000 3 45 F.\TUOMS. I.STERVALS. mil 1. sec. 1700 3 35 1800 3 40 1900 3 50 2000 4 20 2100 4 10 2200 4 10 2300 4 00 2400 (l)ot.) 4 00 B. Kennox. Temperature at 200 fathoms, 63°.5; at 50 fathoms, 67°.2. Feb. 6. Lat. 28° 55' N. ; long. 35° 49' W. Sounded with 1,880 fathoms line, but no bottom. Owing to the heavy sea, the boat could not be kept over the shot, and the line partetl at that mark. Temperature at 300 fathoms, 65°; at 50 fathoms, 67°; at surface, 70°. Feb. 8. Lat. 29° 13' 30" N. ; long. 41° 20' 50" W. Got bottom with 2,270 fathoms line. Small line ; a 50 lb. lead. Wind fresh from southward and eastward, and pleasant. Sea rather rough for sounding. Time, 12 hours 50 min. 50 sec. P.M. ■ATHOMS. IXTERTALS. min. . sec. 50 36 200 1 20 300 1 26 400 1 41 500 1 53 600 1 58 700 2 42 800 2 35 ATFIOMS. IXTEKVALS, min. , sec. 900 2 50 1000 3 10 1100 3 00 1200 3 27 1300 o 18 1400 3 35 1500 3 40 1600 4 00 F.ITHOMS. IXTEKTALS. min I. sec. 1700 4 00 1800 4 15 1900 4 15 2000 4 40 2100 5 00 2200 6 20 2270 (bot.) 6 40 B. Ken-non, Temperature at 400 fathoms, 65°; at 100, 69°.7. Feb. 9. Lat. 31° 16' K; long. 43° 28' W. Got bottom with 2,080 fathoms; small line; two 32 lb. shot. Wind moderate from southward and eastward, and pleasant. Time, 2 hours 55 min. 32 sec. P. M. 31 2i2 THE WIND AND CURRENT CHARTS. » ATIIOMS. 1NTEKVAL9. FATHOMS. INTERVALS. FATHOMS. INTERVALS. min sec. min sec. min. sec. 100 59 ■ 800 2 20 1500 17 200 9 900 2 27 1(500 3 34 300 20 1000 2 45 1700 3 32 400 35 1100 2 41 1800 3 36 500 51 1200 2 47 1900 3 53 600 57 1300 3 8 2000 3 49 700 2 5 1400 3 11 2080 (bot.) 4 00 G. U. Morris Temperature at 300 fatlioms, 66°; at 100 fathoms, 68°.7 ; at 20 fathoms, 69°.7; surface, 69°.7. Feb. 10. Lat. 32° I'N.; long. 44° 31' W. Got bottom with 2,250 fathoms. Small-sized line; a 75 lb. lead. Wind fresh from south, and pleasant. Time, S hours 51 min. A. M. FATHOMS. INTERVALS. F.\THOMS. INTERVALS. FATHOMS. INTERVALS min sec. min. sec. min. sec. 100 40 800 2 18 1500 3 25 200 55 900 2 40 1600 * 4 25 300 1 15 1000 2 40 1700 3 50 400 1 30 1100 2 42 1800 3 57 500 1 40 1200 * 3 6 1000 * 4 8 600 2 00 1300 3 7 2000 3 50 700 2 12 1400 3 10 2100 2200 2250 (bot.) * 4 * 4 2 00 30 10 * At these times the line was stopped, and the boat pulled up to windward to keep the line up and down, and then let go again. Beverly Kennon. This .sounding is on the spot where Commander Barron reported bottom with 5,500 fathoms line, with a drift of three miles. I think that alone renders the cast of little or no value. I therefore determined to ■ verify it, as none of mj casts, in approaching this point, indicate such a great depth. Temperature at 400 flithoms, 65°; at 100 fathoms 67°.5. Feb. 11. Lat. 32° 29' N. ; long. 47° 2' W. Made two attempts to sound, but line parted, iirst at 1,800 fathoms, and then at 300 fathoms. Upon overhauling the line left on the reel, it was found to be defective in many places. Feb. 12. Lat. 32° 55' N.; long. 47° 58' W. Light airs, and pleasant. Sounded with 6,600 fathoms line, but found no bottom. Used the large-sized line, and Brooke's sounding-lead, weighing 46 lbs. Find- ing no bottom at the above depth, the line was taken to the brig, and an attempt made to haul it in, but it parted at 150 fathoms. rUVSICAIj GKOGRAl'IIV OP THE SKA. 24B On trying to check it from the boat, when it, was " up ami clown" (a.p]iarently), tlie strain became so great that it coukl not be held with l)oth hands. \Vhen .sounding, usually, even witli ;!,(Hi(.i futhonis lino out, as soon as the shot touches bottom, the line ceases to run out, so that it can easily be held for .several niiautes over the finger; but upon hauling in a few fathoms, the strain becomes very great. In this case, either the shot did not reach bottom at C),GOO fathoms, wliieli is very unlikely, or there must have been a very strong undercurrent, which swept the bight of the line with a force equal to that of a descending shot. There appeared to be a surface current of about 0.8 of a mile per hour. This sounding is nearly south of our deepest cast, 4,580 fathoms, near Hervegault's Breakers, in lat. -±1° N"., but nothing like such a depth has been exj^ected here, as we have brought somewhat regular depths from east of the Canaries to this point. FATHOMS. INTEKVALS. FATHOMS. I.STEUVALS. FATHOMS. INTERVALS. mill. sec. 1 ji's. min. sec. min. sec. 500 11 li 2900 19 8 5400 24 00 1000 12 39 3300 21 6 5600 25 42 1500 13 16 4300 1 2 5800 27 8 1700 6 29 4400 8 40 6000 27 36 1900 6 20 4600 18 36 6200 28 24 2100 8 00 5000 40 12 6400 29 5 2300 8 57 6200 20 10 6600 29 1 2500 9 50 February 13. Lat. 33° 3' K; long. 48° 36' W. Got bottom with 3,550 fathoms. 32 lb. shot. Time, 10 hours 82 min. 40 sec. A. M. Light airs and pleasant weather. G. LT. Morris. Small line: two FATHOMS. INTERVALS, min . sec. 150 9 200 16 350 32 450 31 550 50 650 2 00 750 2 22 850 2 7 950 2 38 1050 2 39 1150 2 36 1250 3 00 ■ATHOMS. INTERVALS. min. sec. 1350 o 00 1450 3 00 1550 3 20 1650 3 30 1750 3 30 1850 3 40 1950 3 50 2050 3 50 2150 3 50 2250 4 00 2350 4 20 2450 4 10 FATHOMS. 2550 2650 2750 2850 2950 3050 3150 3250 3350 3450 3550 INTERVALS. min. sec. 4 4 4 6 2 9 12 13 13 14 12 10 00 10 00 20 00 20 00 00 15 15 Here the line stopped running. Bbverly Kennon. Temperature at 400 fathoms, 00° ; at 100 fathoms, 66° ; surface, 66°, 244 THE WIND AND CURRENT CHARTS. Feb. 15. Lat. 32° 47' N. ; long. 50° 00' W. Sounded with 3250 fathoms, no bottom. Brooke's sound- ing apparatus and four 20 lb. leads, making the entire weight 126 lbs. For the first 2,000 fathoms, the sea was pretty smooth, with very little wind ; but in less than fifteen minutes after, the freshening of the wind and rising of the sea, prevented the line from being kept up and down, even with three oars going. Time, 1 hour 23 min. 50 sec. P. M. 500 1000 1500 2000 2500 3000 3250 INTEKVALS. mill. sec. 9 25 9 9 17 13 14 23 30 32 56 4 6 20 Smooth sea — calm. " " light breeze. It 11 a 11 Fresh squall of wind and rain. Stopped the line and ijulled up to it, to get up and down. Fresh wind, and disagreeable cross sea, 11 a u (( ^ Cut the line, and returned on board. As the boat drifted more than on former occasions, the cast was about 3,000 fathoms, up and down. Beverly Kennon. - (?) W. Got bottom with 1,380 fathoms ; a fifty lb. lead. Time, 9 Feb. 20. Lat. (?) N. ; long. - hours 20 min. 55 sec. Wind light at southwest; weather pleasant. 75 175 275 375 475 INTERVALS. min. sec. 8 30 5 27 48 28 PATHOMS. 575 675 775 875 975 INTERVALS. min. sec. 12 35 50 00 20 FATHOMS. I.NTERVALS mill. sec. 1075 3 30 1175 3 41 1275 3 59 1380 (bot.) 5 10 B. Kennon. Feb. 22! Lat. 28° 20' N.; long. 59° 44' W. Found bottom at 2,900 fathoms; large-sized line; Brooke's sounding-lead, and two 32 lb. shot, weighing in all 96 lbs. The first 600 fathoms ran out so rapidly that the marks could not be seen. When 2,900 fathoms had passed ofi" the reel, the line stopped running out. It was running fairly, and it is to be presumed the shot touched the bottom, and were disengaged from the line. Hauled in 100 fathoms from the boat, and then took the line to the brig; when, although the greatest care was used, it parted, after hauling in about 300 fathoms. FATHOMS. INTERVALS. FATHOMS. INTERVALS. FATHOMS. INTERVALS ,' mill sec. min sec. min. sec. 600 9 40 1600 6 53 2600 8 51 800 4 40 1800 7 13 2800 10 5 1000 5 30 2000 8 00 2900 (bot.) 5 10 1200 5 55 2200 7 55 1400 6 12 2400 8 42 G U. MoR PHYSICAL GEOGRAI'llY OF THE SEA. 245 Feb. 23. L.it. 28° 0-1' N. ; long. 61° 4-1' W. Got bottom with 3,080 fathoms ; two 32 lb. shot. 10 hours 18 mill. 34 sec. A. M. FATHOMS. 12(10 1300 1-400 1500 1600 1700 1800 1900 2000 2100 Tin- FATHO.MS. INTERVALS. min . sec. 200 9 16 300 35 400 45 500 54 600 58 700 2 10 800 2 23 900 2 27 1000 2 30 1100 2 35 INTKRVALS. mill sec. 2 50 2 55 3 00 3 15 3 09 3 16 o o 25 3 28 3 37 3 40 The up and down cast is 3,000 fathoms. FATHOMS. INTERVALS. lllit . see. 2200 o O 48 2300 3 57 2400 3 52 2500 3 58 2600 4 02 2700 4 13 2800 4 15 2900 4 35 3000 4 30 3080 (bot.) 4 20 B. Kexnox Temperature at 400 fathoms, 66°; at 100 fathoms, 69°; surface, 70°.7 ; air, 71°. Feb. 24. Lat. 28° 23' N.; long. 64° 17' W. Got bottom with 2,518 fath..)ms; small-sized line; two 32 lb. shot. Feb. 25. Lat. 27° 42' 36" N.; long. 66° 11' 15" W. Sounded with 1,000 fathoms line, no bottom. Owing to the roughness of the sea, the line parted at that depth. Temperature at 400 fathoms, 60° ; at 100 fathoms, 65°. Feb. 26. Lat. 26° 49' N.; long. 66° 54' W. Got bottom with 2,920 fathoms line; small line; two 32 lb. shot. Wind fresh from W. N. W. High swell. Too rouf.'h for a favorable cast. FATHOM.S. INTERVALS. FATItOMS. INTERVALS. ■-- miu . sec. mill. sec. 100 55 1100 O 55 200 1 20 1200 03 300 1 40 1300 3 04 400 2 50 1400 o 21 500 2 00 1500 3 13 600 1 48 1600 3 44 700 2 24 1700 31 800 2 36 1800 3 42 900 2 37 1900 o O 48 1000 2 42 2000 4 12 r.\TlIOMS. INTER -ALS mill sec 2100 3 58 2200 3 52 2300 4 00 2400 4 35 2500 4 30 2600 4 25 2700 4 25 2800 4 30 The up and down cast is about 2,750 fathoms. 2930 (bot.) 2 00 (?) B. KennojST. 2i6 THE WINIJ AND CURRENT CHARTS. Feb. 28. Lat. 28° 16' N".; long. 69° 2-4' W. Got bottom with 2,950 Mboms; two 32 lb. sliot. Moderate winds from the eastward, and pleasant weather. Time, 9 hours 34 miu. 13 sec. A. M. VTIIOMS. INTEKVALS min sec. 50 28 150 1 4 250 1 26 350 1 34 450 1 48 550 2 00 650. 2 10 750 2 20 850 2 87 950 2 33 FATHOMS. INTERVALS min sec. 1050 2 50 1150 3 00 1250 3 20 1350 3 8 1450 3 26 1550 3 20 1650 8 46 1750 3 37 1850 4 3 1950 3 50 FATHOMS. INTERVALS. mill sec. 2050 4 00 2150 4 11 2250 4 14 2350 4 35 2450 4 25 2550 4 15 2650 4 45 2750 4 55 2850 4 40 2950 (bot.) 6 00 B. Kennon Temperature at 400 fathoms, 61° ; at 100 fathoms, 67°.2. U. S. Brig Dolphirts Second Cruise under Lieutenant-Commanding Otway II. Berryman. June 2, 1853. Lat. 37° 34' N.; long. 68° 52' W. Weather pleasant; two 32 lb. shot. ATIIOMS. INTERVALS. FATnOMS. INTERVALS. FATHOMS. INTERVALS. min sec. min sec. min. sec. 1000 20 25 1800 7 38 2600 8 41 1200 5 59 2000 8 08 2800 9 01 1400 6 36 2200 8 39 2920 (bot.) 6 36 1600 7 20 2400 8 40 Temperature at surface, 76°; at 100 fathom.s, 72°; at 300 fathoms, 69°. A very satisfactory sound. G. U. Morris. June 3. Lat. 37° 58' K; long. 67° 12' W. Weather pleasant. Temperature of air, 72° ; at surface, 79° ; at 10 fathoms, 78°. At 5 P. M. temperature of air, 83 ; at surface, 68° ; at 10 fathoms, 68°. In sounding for temperature, at 500 fathoms, the temperature at depth was the same as at the sur- face, viz: temperature at surface, 68°; at 200 fathoms, 68°; at 500 fathoms, 68°. The streaks of cold water, noticed at 8 A. M., continued during the whole day, sometimes changing temperature every two or three hours quite 10°. I had sounded with 5,000 fathoms, but the sound was not satisfactory. I hoped to have found hereabouts shoal-water enough to locate Maury's submarine mountain, or the northwest end of it, which would probably account for the gi-cat velocity of the current, and roughness of the sea ; the gulf water turning such a point to run oft' to the eastward. Latter part, weather pleasant. At 12 hours 30 min., the water suddenly fell from 78° to 68°, changed color to greenish, and was filled with very small animalcules. Current, per morning and afternoon observa- tions, 3.6 miles per hour, for tea hours (interval between observations). Kept on the ground, to get I'llVSICAI. GEOGRArilV OF TIIK SKA. 247 soundings over Potomac Slioal ; ran back into a cold streak, wliicli does not seem more than tliree miles wide, in a S. S. E. and N. N. W. dii-ection. June 0. Lat. 39° 40' N.; long. 64° 1' W. Weather rainy; no opportunity for sounding, since the attempt over Potomac soundings. Passed near Murry Reef; saw no indications of reefs or sIk^uIs. June 7. Lat. 39° 32' N.; long. G4° 14' W. Weather fine; two 32 lb. shot. ITHOMS. INTERVALS. FATHOMS. INTERVALS. min sec. min sec. 100 56 1000 2 25 200 14 1100 2 30 800 25 1200 2 42 400 40 1300 2 43 500 50 1400 2 60 600 53 1500 3 00 700 2 02 1600 3 05 800 2 10 1700 3 08 900 2 25 1800 3 12 ATIIOMS. INTERVALS mill sec. 1900 3 20 2000 3 35 2100 45 2200 3 50 2300 3 55 2400 3 45 2500 4 00 2000 4 03 2750 (bot.) 4 07 Temperature at surface, 70.°5; at 200 fathoms, 63°.5; at 500 fathoms, 55°. Transparency; 20 lb. lead seen at 7 fathoms. J. G. Mitchell.* This is the first attempt of Mr. Mitchell, and he has been vei-y accurate. The difference of proportion in the intervals may be owing to the swell, which was considerable. 0. H. Berryjian. June 8. Lat. 40° 34' N.; long. 59° 13' 45" W. Water changing temperature frequently several degrees, but no indications of shoal water. These changes I attribute to the various cold streaks found on the south edge of the "stream." June 9. Lat. 41° 07' 12" N.; long. 55° 39' 30" W. Weather pleasant; water changed in one hour from 71° to 61° ; a very short and rough sea on, like a strong eddy. This being in the immediate vicinity of Daraith's Eock, sounded with 500 fathoms ; no bottom. Temperature at 500 fathoms, 55° ; water fall- ing every hour. During the latter part of this day, the influence of this cold region of water has been very perceptible, in the ajjpearauce of the atmosphere. A haze hangs over the surface constantly, and the current of air is quite strong aloft, when scarcely a breath is perceived on the surface of the water. It is a perfect condenser; I shall call it an Oceanic Lake. Ends pleasant, with the same rough sea. At 10 o'clock, water fell to 58° at the surface. Commenced a regular search for Daraith's and Watson's Rocks. This temperature may be influenced by the Gulf of St. Lawrence. June 10. Lat. 41° 07' N.; long. 54° 37' W. Weather fine; two 32 lb. shot. Diiring tlie rest of this cruise, all the deep-sea soundings are made by Mitchell. 24:8 THE WIND AND CURRENT CHARTS. ATHOMS. INTERV/SL9. FATHOMS. INTERVALS. FATHOMS. INTERVALS min sec. min sec. min sec. 35 15 1000 2 27 1900 o 28 100 . 13 1100 2 38 2000 3 32 200 22 1200 2 51 2100 3 46 300 35 1300 2 54 2200 3 47 400 45 1400 2 55 2300 3 52 500 50 1500 8 10 2400 4 02 600: 56 1600 3 20 2500 4 02 700 2 09 1700 o O 21 2600 4 08 800 2 15 1800 3 26 2710 (hot.) 3 20 900 : 2 20 Temperature of surface, 59°; at 200 fathoms, 51°; at 500 fathoms, 48°.8. June 10. Lat. 40° 52' N.; long. 54° 28' 15" W. Weather pleasant; passing misty clouds, which appear to rise and form entirely over and about the cold region of water we are now in ; at 4 A. M. the water suddenly changed from 60° to 70°, in half an hour, evidently the south edge of the Oceanic Lake ; got into it at 6 o'clock last evening, and out at 4h. 30m. this morning, on a southeast course of 25 miles ; sounded 500 fathoms ; no bottom. 7 A. M., the water again 59° ; the brig going at the rate of 5 knots ; no breeze on the water — all aloft ; the " condenser" in full operation, keeping a continued process oi fog-making ; large fog-banks being seen on the horizon." At 10, sounded for temperature; surface, 59° ; 200 fathoms, 51°; at 500 fathoms, 48°. 8 ; sent boats to try for undercurrents, and measure the velocity of both surface and undercurrents. This region is just south of the deep entrance between the " Banks" into the Gulf of St. Lawrence. Can it be that the cold waters of the gulf have made their appearance here ? Here also the various rocks have been seen by Daraith or Darialis, Watson, Ackett, and some others. From the appear- ance of the sea, a strong current is very perceptible ; it is very turbulent. It was here the Dolphin had such bad weather on the 12th of last October (1852). JSTo doubt, some unfortunate wreck has been converted into a rock by the above-named navigators ; for I noticed how much a boat, bottom up, looked like one, while the sea was washing over it at intervals, and ive j)assecl within a hoat-hooVs length of it. It had grass and weeds on it too. At llh. 30m. I visited the sounding-boat, and found she had just got bottom at 2,710 fathoms. The boat riding hg the line ivithoui any difficulty — an- up and down fair sound. By her, we try the surface and undercurrents. At 1 P. M., the Master (Mr. English) returned, and reported the following as the result of experiments for current: — Surface (two experiments), both E. S. E., per compass, 1 knot. ■ ■ • 50 fathoms " " " S. E. by E. " " 1.4 " 100 " " " 1.3 and 1.2 S. E. by E. " " 1.2i " 150 " • " " 1.7 and 1.5 S. E. by E. " " 1.6 " The current above recorded agrees well Avith our reckoning. The difference of velocity and rilVSICAL GEOfiRAl'IIY OF TIIK SEA. 249 temperature, as the dcptli increases, induces me to conclude that the waters of tlie St. Lawrence have something to do with it at this season of the year. In hauhng in the line, 200 fathoms was all that could be obtained of the 2,710 fathoms which had been used in sounding. The hhck icas iceiglu'd, before and after trying the current, and a differeuce of 20 pounds was the result. The block is about 11 inches square, loaded with lead. This day ends with a hazy atmosphere, and heavy dew ; sounded frequently during the day, with 500 fathoms; no bottom. Searching for Daraith's and Watson's Eocks; not the least appearance of rocks, except parts of trees, old planks, &c., passing. June 11. Lat. 41° N. ; long. 54° 12' W. Commences light air and heavy dew. Sea very rough in " ripples," indicating a strong current. Temperature of water changing every hour, according as we stand in or out of the cold streak of water we have been in for the last day. Sounding with 500 fathoms, no hottom. It seems cjuite impossible for rocks to be in this vicinity. Near the position assigned them, I find 2,700 fixthoms water. Vessels are passing constantly, going east, and no doubt these rocks would have been seen fifty times over, if they existed. June 12. We are experiencing an easterly current, and in a streak of cold, which still appears very narrow. June 12. Lat. 40° 36' N". ; long. 53° 52' W. Passed several pieces of wood, and other articles of roots and limbs of trees, apparently a long time in the water. June 14. Lat. 41° 43' N. ; long. 51° 51' AV. Weather wet and cloudy ; two 32 lb. shot. ATUOMS. IXTERVALS. FATHOMS. INTERVALS. FATHOMS. INTERVALS. miu sec. min sec. min. sec. 100 1 14 1200 2 56 2200 3 38 200 1 29 1300 3 00 2300 3 45 800 1 42 1400 3 05 2400 3 50 400 1 53 1500 3 10 2500 4 40 500 2 01 IGOO 3 14 2600 4 03 COO 2 11 1700 3 27 2700 4 43 700 2 18 1800 3 24 2800 4 50 800 2 35 1900 3 43 2900 4 15 900 2 39 2000 o O 43 3000 4 17 1000 2 42 2100 O 41 3130 (bot.) 1100 2 48 * Between the 24th, 25th, 27th, and 28th hundred fathom marks, checked the line, which accounts for the irregularity in running. *JoHN G. Mitchell. Temperature at surface, 62°; at 300 fathoms, 52 J. At 5 A. M. the water commenced getting colder, and by 7, had fallen to 63°, from 70°— evidently 32 250 . TUE WIND AND CURRENT CHARTS. getting into another cold strealc; at 9 o'clock, the water getting warmer, having risen to 68°. Watson and Daraith's Rocks are not in existence; Avith this examination and the one of last October, I shall be satisfied to report their " non-existence." Middle part constant rain, with a steady breeze from the eastward ; at 1 P. M., sent a boat to sound ; sounded for temperature at 300 fathoms 62° at the surface, and 52i° at 300 fathoms ; at 2 hours 45 min. the boat returned and reported bottom -svith 3,130 fathoms, small line and two 32 lb. shot. This is an increase of upwards of -100 fathoms since our last cast farther to the east, in October last; we had bottom at 4,580 fathoms. Our temperatures show that we are in that cold streak yet. June 15. Lat. 40° 2' N. ; long. 49° W. Occasionally a sprig of gulf- weed is seen, and also small' jjieces of board. We are now approaching the location of the celebrated Hervegault's Breakers; I sounded on their position last year, and found 4,580 fathoms of water; but did not look after them long enough to swear that they do not exist. With that first, and this second examination, I hope to be able to ■ establish their non-existence. Immediately north of these reported breakers, 'tis said, soundings may be had ; (?) " we shall see." Thus far, our streak of cold water has continued nearly east and west for about tJu-ce hundred miles ; one or two interruptions by occasionally getting into warmer water by standing too far north or too far south. The water changing temperature as we advance north towards " Hervegault's Breakers." (?) June 10. Lat. 41° 8' N. ; long. 49° 9' 15" W. The water has been changing very much in temperature. In the morning the temperature was as low as 48°. This is near Hervegault's Breakers, but no indications of any danger ; I am certain that a merchant ship, in heavy weather, might imagine breakers hereabouts, for with the ripples produced by currents, &c., it has a wild appearance. We still continue in a cold streak of water; a regular condenser. The wind is very light this morning, and some mirage in the eastern horizon. Passed pieces of drift-wood, with grass and barnacles on it, and small sjirigs of weed. Appearances- of different currents. Water changed temperature at surfiice to 61° by midnight, and to 46° at 10 fathoms. Sounded for temperature at 100 and 200 fathoms; at 100 fathoms 47°, and at 200 flxthoms 46.°7. Clear and pleasant, approaching the region of cold water, just south of the Grand Banks of Newfoundland. June 17. Lat. 42° 22' N.; long. 50° W. Weather fine; two 32 lb. shot. ITHOMS. INTERVALS min. sec. 100 56 200 1 15 300 1 27 400 1 33 500 1 54 600 1 57 ITHOMS. INTERVALS min. sec. 700 2 08 800 2 16 900 2 31 1000 2 33 1100 2 35 1200 2 45 \THOMS. INTERVALS. min. sec. 1300 2 52 1400 3 00 1500 3 04 1600 3 14 1700 4 00 1650 (bot.) Temperature of surface 6b°, at 200 fathoms 52°, at 500 fathoms 46° ; transparency — a 30 lb. lead seen at 7 fathoms ; the lead painted white. PHYSICAL GKOGRAPITY OF THE SEA. 251 June 17. Middle part fogg}' at intervals; fog banks rising from tlie ca.st ward, and pass over very thick. Being in a "condenser," I am not surprised; the wind from the southwartl always brings thick and foggy weather over these cold patches of water. At 2h. 40m. the water cliauged color from blue to green. Temperature falling gradually. Fog banks about the horizon to the eastward ; at 4, the temperature at the surface was 51°, at 200 fathoms •±5°.5, and at 500 fathoms 3G°.5. Towards sunset the whole sea filled with whales and porpoises sporting. At 8 P. M. sounded, found bottom at 175 fathoms. Sand with black specks. This I suppose to be the very south end of the Grand Banks. Temperature at surface, 51°; at 175 fathoms, 36°. There seems little or no current iu this cold region. Having passed through the cold region alluded to in my instruct lon.s, I am satisfied no sound- ings cau be obtained unless by the small line. The sea is 1,700 fathoms deep, just 17 miles south of this point. June 19. Lat. 41° 06' N; long. 48° 39' W. Commence with a thick fog. At 7 hours 30min. tacked to the westward for " Ilervegault." No signs yet of " dangers'* hereabouts ; nothing but a drifting wreck or tree, 1 am sure, for this seems to be their rendezvous. Middle part thick fog. Temperature at surface, 59°; at 200 fathoms, 5S°; at 500 fathoms, 53°. June 20. Lat. 41° 54' N; long. 47° 31' W. Cloudy with rain. At 4 A. if. temperature at surface 64°; at 100 fathoms, 66°; at 300 fathoms, 65°. Ends pleasant; wind west. At 9 hours 30 niiu. tempe- rature at surface, 69°; at 100 fathoms, 6o° ; at 300 fathoms, 66°. I attribute this difference to some accident to the lower cylinder, when the upper one was taken off. June 21. Lat. 41° 8' K; long. 43° 38' 30" \Y. Weather pleasant, cross and rough sea. Two 32 lb. shot. ATIIOMS. INTERVALS. min. , sec. 75 48 100 31 200 1 28 800 1 41 400 1 51 500 2 01 600 2 14 FATHOMS. INTERVALS. mill. . sec. 7(10 2 28 800 2 34 900 2 44 1000 2 51 1100 3 07 1200 3 09 1300 3 16 ATHOHS. INTERVALS. Illiu. soo. 1400 3 16 1500 3 35 1600 3 33 1700 3 38 1800 3 42 1900 3 50 1975 (bot.) Temperature at surface, 69° ; at 100 fathoms, 65° ; at 300 fiithoms, 63°. Commences fine breezes; heavy sea from N. W. Sounded for temperature; surface, 69°; 100 fathoms, 67° ; 300 fathoms, 66°. At 1 P. M. sounded; bottom at 1,975 fathoms. It was on this spot H. B. M. surveying ship Thunder failed in finding bottom with 3,700 fathoms line in 1848. This sound to-day, was very good ; no doubt as to having reached the bottom. I shall steer now for Breton Rock. Ends pleasant. At 10 P. M. sounded for temperature; surface, 67° ; at 100 fathoms, 64°.5 ; at 300 fathoms, 65°. 252 THE WINn AND CURRENT CHARTS. Owing to the licavy sea on, no satisfactory results can be obtained tliis time. The rolling motion cansing the cylinders to lose the water, and receive it at diflerent depths, as the line is hauled in. June 22. Lat. 39° -18' N. ; long. 41° IG' W. Fresh winds from S. S. W".; shghtly hazy. Standing S. S. E. for Breton Rock. Sua too high for sounding at meridian ; find ourselves east of the position of Bretoa Rock. Entii-ely too much sea to lower a boat for sounding. June 23. Lat. 39° 15' N.; long. 41° IS' W. Employed looking for Breton Rock. Sky almost en- tirely overcast. Latter part; no appearances of soundings or rocks; sea too heavy to sound. Temperature at surface, 69° ; depth 10 fathoms, 66°. June 24. Lat. 30° 36' N.; long. 41° 06' W. Dirty-looking weather. Two 32 lb. shot. FATHOMa. INTERVALS. FATHOMS. INTERVALS. FATHOMS. INTEUVALS. min sec. mill. sec. mill sec. 100 58 1000 2 38 1900 3 46 200 1 17 1100 2 50 2000 3 32 300 1 35 1200 3 00 2100 3 45 400 1 42 1300 3 02 2200 3 57 500 1 53 1400 3 03 2300 4 07 600 2 03 1500 3 12 2400 4 01 700 2 14 1600 2 53 2500 3 48 800 2 25 1700 3 30 2600 4 52 900 2 25 1800 3 42 2675 (bot.) 4 20 Temperature air, 69° ; surface, 67° : depth 10 fatlioms, 66°.5. Sea very heavy ; found bottom with 2,675 fathoms; line out; line ranging a little ahead, being scarcely able to keep head to sea, with all the oars out. (I think the line must have reached the bottom at 2,500 fathoms, as it ran very slowly between the 25th and 26th hundred marks. J. G. Mitchell.) Drift-wood with barnacles about this place ; some small sprigs of gulf- weed. June 25. Lat. 41° 3' N. ; long. 41° 56' W. Weather threatening and barometer foiling; awaiting the return of good weather to examine the location given to Druid Rock ; ends rainy ; hove to, near the position of Druid Rock. Temperature air, G2°; surface, 66°; depth, 10 fothoms, 66°.5. June 26. Lat. 40° 39' N.; long. 42° 20' W. Middle part iilcasant; too much swell for sounding; made sail and commenced examination for Druid Roclv; small sprigs of gulf- weed passing; at 5.30 sounded with 500 fathoms line; no bottom. Temperature air, 63°; surface, 65°.5; at 200 fothoms, 62°; at 500 fathoms, 61°. June 27. Lat. 41° 12' N.; long. 41° 58' W. Weather squally until 1 A. M. ; sounding with deep-sea line; 500 fathoms out, no bottom. Temperature at surface, 66°; at 200 fathoms, 64°; at 500 fathoms, 64°; at 8, sounded with 500 fathoms, no bottom ; ends fresh winds and squally, a very high sea on. June 28. Lat. 41° 2S' K ; long. 41° 35' W. Fresh winds and n heavy swell; sounded witli 500 PHYSICAL GEOGRArnY OF THE SEA. _ 253 fatlioms line, no bottom; no appearance of rocks or soundings; abandon farther searc-li for Druid Rock; satisfied it does not exist ; the sea appears to be more uniform in its temperature ]u>re, as may be seen by our log; middle part pleasant; no indications of soundings in any direction. Temperature air, (30°; surface, 66° ; deptli (10 fotlioms) 65°. June 29. Lat. -1:2° 10' N.; long. 42° Oi' W. Weather pleasant; two 32 lb. shot. PATH0M3. INTERVALS. FATUOMS. ISTEKVAL3. FATIKIMS. INTERVALS. min sec. min. sec. min. sec. 600 9 50 1400 12 05 1950 (bot.) 6 30 800 4 30 1600 6 35 1000 5 35 1800 6 55 Temperature: surface, 63°; at 200 fathoms, 62^; at 500 fathoms, 57°. Middle part — temperature at 200 fathoms, 66°.5 ; at 500 fathoms, 64°.5. The temperature at 500 fathoms may be inaccurate, owing to the swell, which has been very considerable for several days. The water seems slightly discolored ; many birds about — tern and petrel. At 8h. 30m. P. M., sounded for temperature at 500 fathoms ; no bottom ; temperature at surface, 63° ; 500 fathoms, 60°. Found bottom with 1,950 fathoms ; after hauling in 100 fathoms the line was up and down, and on hauling in more it parted, making the depth of water 1,850 fathoms. July 2, 1853. Lat. 46° 53' N.; long. 37° 46' W. Weather pleasant; two 32 lb. shot. TATHOMS. IXTEKV.4LS. min sec. 100 1 05 200 1 25 300 1 35 400 1 47 500 1 58 600 2 13 700 2 26 FATUOMS. INTERVALS. FATHOMS. INTERVALS. min sec. min sec. 800 2 43 1500 3 22 900 2 33 1600 3 33 1000 2 49 1700 17 1100 2 55 1800 o 33 1200 3 00 1900 O O 42 1300 3 05 2000 3 55 1400 3 13 Winds fresh ; at daylight water discolored. This seems to be the case quite often, as we get to the northward. A heavy swell from northward ; middle part more pleasant ; sent a boat to sound, although a very rough sea; small line and two round shot; found bottom with 2,030 fathoms line out; on pulling over the line, with all the oars, one man was able to haul in only 30 fathoms of line, leaving the true depth 2,000 fathoms, line up and down. Temperature at the surface, 58°.5; at 100 fathoms, 58°; at 300 fathoms, 56°.5. July 3. Lat. 48° 16' N.; long. 35° 22' 30" W. Weather overcast; wind fresh; two 32 lb. shot. 254 THE WIND AND CURREXT CHARTS. FATHOMS. INTERVALS. FATHOMS. TNTEEVALS min . sec. mill . sec. 70 48 870 2 35 170 1 17 970 2 45 270 1 30 1070 2 50 370 1 43 1170 2 55 470 1 56 1270 3 00 570 2 01 1370 3 08 670 2 10 1470 3 18 770 2 20 1570 3 20 FATHOMS. INTERVALS. Ill in . sec. 1070 3 39 1770 3 40 1870 O 49 1!I70 o O 49 2070 4 01 2100 3 57 (2100 bot.) Temperature at surface, 56°; at 200 fathoms, 52°; at 500 fathoms, 47°.5. Ju]y 4. Lat. 49° 51' N.; long. 31° 34° W. Weather cloudy, with rain; fine breeze; two 32 lb. shot. FATHOMS. INTERVALS. FATHOMS. INTERVALS mill . sec. Diiri . sec. 100 55 800 2 24 200 1 15 900 2 24 300 1 30 1000 2 35 400 ' 1 40 1100 2 45 500 1 50 1200 2 45 600, 2 00 - 1300 2 55 700 2 12 1400 3 05 FATHOMS. INTERVALS uiin. sec. 1500 3 05 1000 3 10 1700 3 22 1800 3 22 1900 4 06 (1920 bot.) FATHOMS. INTERVALS. FATHOMS. INTERVALS min. SCO. min. sec. 800 14 25 1400 6 10 1000 5 25 1000 6 30 1200 5 45 1760 5 15 INTERVALS. min. sec. Temperature at surfixce, 54°; at 200 fathoms, 53°; at 500 fathoms, 48°; of air, 50°. July 5. Lat. 51° 40' N. ; long. 28° 33' W. Squally, with rain ; two 32 lb. shot. (1750 bot.) At 9 A. M. temperature at 200 fothoms, 53° ; at 500 fathoms, 48°. Water changed temperature at daylight, 4° colder; by 6 A. M. it had risen to its former temperature of 54°; looked discolored. No bottom at 500 fathoms. At 5 P. M. water appears discolored. Temperature at surface, 54° ; at 200 fathoms, 53°; at 500 fathoms, 51°; air, 55°. July 0. Lat. 53° 28' N. ; long. 25° 01' W. Weather variable ; two 32 lb. shot. FATHOMS. INTERVALS. FATHOMS. INTERVALS. FATHOMS. INTERVALS min sec. min sec. miu. sec. 200 2 35 1200 5 25 1920 4 44 400 8 05 . 1400 5 46 (1900 bot.) 800 8 31 1600 6 12 1000 5 04 1800 6 58 i PHYSICAL GKOGKAPilV uF TllK SEA. 255 Temperature at surface, o2°.5; at 200 fathoms, 51°; at 500 fathoms, 40°. Every appearance of soundings by color of water. The ocean in this region appears generally as iu the vicinity of .some coast. July 7. Lat. 54° 17' X.; long. 22° 33' AV. Variable weather; Brooke's Sounding Apparatus. TATIIOMS. 1NTKRVAI.S. FATHOMS. INTERVALS. FATHOMS. I.NTKRVALS. min . sec. min . sec. min. sec. 200 2 40 1200 58 2200 12 45 400 4 25 1400 8 27 2400 14 40 600 5 51 1600 9 10 2600 19 15 800 6 44 1800 9 25 2800 14 50 1000 7 SO 2000 10 05 (2000 bot. I probably ?) Fine chalky clay. Temperature at surface, 55°.5 ; at 200 fathoms, 53° ; at 500 fathoms, 50° ; air, 64°. July 12. Lat. 54° 26' N.; long. 12° 10' W. Fresh breeze and pleasant. Two 32 lb. shot. FATHOMS. INTERVALS. mill. sec. 300 3 30 500 3 35 700 4 15 FATHOMS. INTERVALS. min. sec. 900 4 54 1100 5 20 1300 6 01 FATHOMS. INTERVALS. min. sec. 1500 6 28 1630 5 32 (1625 bot.) Temperature at surface, 56°.5; at 200 fathoms, 52°.5; 500 fathoms, 50°.; of air, 60°.5. July 14. Lat. 50° 54' N; long. 17° 02' W. Fresh breeze and cloudy; two 32 lb. shot. FATHOMS. INTERVALS. F.\THOMS. INTERVALS. F.VTHOMS. INTERVALS. min. sec. min. sec. min. sec. 275 . 2 45 1475 6 10 2475 8 25 475 3 10 1675 6 51 2675 8 40 875 8 50 1875 7 29 2700 1 10 1075 5 20 2075 7 48 (2675 bot.) 1275 5 50 2275 7 52 Temperature at surface, 56°.5 ; at 200 fathoms, 55°.5 ; at 500 fathoms, 52°; of aii", 57°. July 16. Latitude 46° 43' ; longitude 21° 45' W. Variable weather ; two 32 lb. shot. ■ATHOMS. INTERVALS. FATHOMS. INTERVALS. FATHOMS. INTERVALS, min. sec. min. sec. min. sec. 100 1 05 1000 2 45 1800 3 25 200 1 20 1100 2 45 1900 3 30 300 1 35 1200 2 45 2000 3 36 400 1 50 1300 2 55 2100 3 47 500 2 05 1400 3 05 2200 3 47 600 2 10 1500 3 10 2300 3 65 700 2 15 1600 3 15 2400 3 55 800 2 25 1700 3 20 (2460 bot.) 900 2 35 Temperature at surface, 60°.5 ; at 500 fathoms, 54° ; of air, 60°.5. 256 THE WIND AND CURRENT CUARTS. July 17. Lat. 41° 42' N. ; long. 24° 35' W. Weather pleasant; two 32 lb. shot. FATHOMS. INTERVALS. mill. sec. INTERVALS. min. sec. 1515 (1500 bot.) INTERVALS. min. sec. 6 05 125 1 23 925 5 05 325 2 30 1125 5 25 726 8 57 1325 ■ 5 45 Temperature at surface, 63°.5 ; at 200 fatlioms, 57°.5 ; at 500 fathoms, 55° ; of air, 03°. July 18. Lat. 44° 43' N. ; long. 24° 35' W. Weather pleasant. Shot, 50 lbs. ; with Brooke's appa- ratus. FATHOMS. INTERVALS. FATHOMS. INTERVALS. FATHOMS. INTERVALS mill sec. mill sec. mill. sec. 200 2 15 800 5 35 1300 6 45 400 o O 30 1000 6 10 (1370 but.) 600 4 40 1200 7 05 Bottom, whitish clay. Temperature at surface, 63° ; at 1,000 fathoms, 60° : of air, 63°. JiTly 19. Lat. 43° 47' N. ; long. 25° 24' W. Weather variable. Two 32 lb. shot. ITHOMS. INTERVALS. FATHOMS. INTERVALS. FATHOMS. INTERVALS min sec. mill . sec. min. sec. 200 . , 2 35 1000 5 35 1760 7 05 600 7 55 1200 6 15 1850 (bot.) 5 15 800 4 55 1560 9 25 Temperature at surface, 64°.5 ; at 200 fathoms, 60°.5 ; at 500 fathoms, 60° ; of air, 67°. July 20. Lat. 45° 07' N. ; long. 26° OS' W. ; thick weather. Two 32 lb. shot. FATHO.MS. 100 INTERVALS. min. sec. 1 00 FATHOMS. 700 INTERVALS. min. sec. 2 10 FATHOMS. 1300 INTERVALS min. sec. 3 05 200 1 20 800 ■ 2 26 1400 3 15 800 ' 1 35 900 2 36 1500 3 25 400 1 45 1000 2 46 ■ 1520 50 . 500 1 55 1100 ; 2 54 (1500 bot.) 600 2 05 1200 . 2 47 Temperature at snrfoco, 64°; at 200 fathoms, 61°; at 500 fathoms, 59°; of air, 66°. July 21. Lat. 46° 26' N. ; long. 26° 55' W. Fresh breeze, cloudy. Two 32 lb. shot. FATHOMS. INTERVALS ^ min. sec. 100 ■ 1 00 200 ' 1 20 300 1 35 400 1 45 500 2 00 July . Lat. 45° 14' ] FATHOMS. 600 INTERVALS min. sec. 2 10 700 ■ 2 20 800 2 30 900 2 50 1000 2 45 FATHOMS. INTERVALS min. sec. 1100 2 55 1200 3 05 1300 8 15 1400 3 25 1420 (bot.) 1 12 Lat. 45° 14' N. ; long. 27° 41' W. Variable weather. Two 32 lb. shot. niYSICAL GEOGRAI'IIY OF THE SEA. 257 65 165 265 365 465 INTERVALS. mill. sec. 37 1 13 1 30 1 45 1 65 FATHOMS. INTERVALS min. sec. Temperature at surface, 61"^ 565 665 765 865 965 200 fathoms, 57" 2 2 2 2 2 10 20 40 40 45 FATHOMS. INTF.UVALS min. sec. 1065 2 55 1165 3 05 1265 3 15 1345 2 55 (1320 bot.) 500 fathoms, 54° ; air, 69= Julj 24. Lat. 42° 44' N. ; long. 28° 20' W. Weather pleasant. Two 32 lb. shot. INTERVALS. min. sec. 100 200 300 400 500 06 26 40 50 00 FATHOMS. 600 7oa 800 900 1000 INTERVALS. min. sec. 2 2 2 2 2 10 25 30 40 50 FATHO.MS. INTERVALS min. see. 1100 3 00 1200 3 10 1250 1 43 (1210 bot.) Temperature at surface, 67°; at 200 fathoms, 64°; at 500 fathoms, 64°; air 69°. July 25. Lat. 42° 49' N.; long. 29° W. Weather cloudy. 50 lb. lead, and Brooke's apparatus. INTERVALS. min. sec. INTERV.\LS. min. see. FATHOMS. INTERVALS. inin. sec. 100 1 00 500 4 30 300 3 10 ■ 700 6 00 Temperature at surface, 66° ; at 200 fathoms, 63° ; at 500 fathoms, 63° ; of air, 73°. July 26. Lat. 40° 48' N.; long. 30° 02' W. Weather pleasant. Two 32 lb. shot. 1080 (bot.) 16 20 FATHOMS. INTERVALS. min. sec. 50 25 150 1 15 250 1 32 350 1 44 ug. 10, 1853. Lat. 38 FATHO-MS. INTERV.^LS min. sec. 100 1 00 200 1 21 300 1 39 400 1 48 500 1 55 600 2 07 FATHOMS. INTERVALS. min. sec. 450 . 1 56 550 . 2 06 650 2 16 750 2 16 g. 33° 30' w. ^\ '"eath FATHOMS. INTERVALS min . sec. ,700 . 2 19 800 . 2 21 900 ,: 2 38 1000 2 37 1100 2 48 1200 2 57 FATHOMS. INTERVALS min. sec. 850 2 26 860 24 (830 bot.) FATHOMS. INTERVALS min. sec. 1300 3 10 1400 3 25 1500 3 20 1520 40 (1500 bot.) Temperature at surface, 73° ; at 200 fathoms, 68°.8; at 500 fathoms, Qd'^ 258 THE WIND AND CURRENT CHARTS. No good observations for transparency ; saw 20 lb. lead at 5 fathoms. At midnight, several meteors shooting from N. E. to S. W. and from N. to S. nearly calm. Aug. 11. Lat. 39° 18' 33" N.; long. 83° 32' W. Weather light, variable, sea deep-blue. No soundings. Aug. 12. Lat. 40° 35' N.; long. 31° 50' W. Weather pleasant; two 32 lb. shot. lTHOMS. INTERVALS. FATHOMS. I.VTERVALS. FATHOMS. INTERVALS min sec. min sec. ruin. sec. 100 1 00 700 2 12 1100 2 38 200 1 20 800 2 22 1200 2 50 300 1 33 900 2 25 1240 1 20 500 3 40 1000 2 38 (1230 bot.) GOO 2 02 Temperature at surface, 71°.5 ; at 200 fathoms, 65° ; at 500 fathoms, 59°. No appearances of Gough and Birch Eocks — satisfied the}' do not exist in the position given them, 830 fathoms water on the spot. At 2 P. M. run out 1,000 fathoms, with two cylinders attached, uo bottom ; in hauling in, line parted at 550 fathoms from lead losing both cylinders ; upon examination, end of line ap- peared to have been cut with a knife. Middle part clear and pleasant, winds northward and westward; smooth sea. Aug. 13. Lat. 42° 40' N.; long. 31° 11' W. Weather pleasant; two 32 lb. shot. FATHOMS. INTERVALS min . sec. 50 22 150 06 250 18 350 28 450 38 550 48 650 58 FATHOMS. INTERVALS mill sec. 750 1 58 850 2 S 950 2 18 1050 2 28 1150 2 38 1250 2 48 1350 2 49 FATHOMS. INTEI tVALS min . sec. 1450 2 50 1550 3 1650 3 10 1750 1 35 1680 (bot.) Temperature at surface, 68° ; at 200 fathoms, 64° ; at 500 fathoms, 62° ; with a swell from the westward. Aug. 14. Lat. 44° 52' 30" N.; long. 30° 38' 80" W. Weather overcast; two 32 lb. shot. FATHOMS. INTERVALS. FATHOMS. INTERVALS. FATHOMS. INTERVALS. min . sec. min sec. min. sec. 100 i 700 2 8 1300 3 200 12 800 2 20 1400 8 20 300 25 900 2 34 1500 8 19 400 87 1000 2 48 1580 2 54 500 50 1100 2 48 (1560 bot.) 600 2 6 1200 2 58 Temperature at surface, 66° ; at 200 fathoms, 62° ; at 500 fathoms, 57°. PiiYSTCArj nEonuAriiY of tiiic pea. 259 Aug. 15. Lat. 4G° la' N.; long. 30° 0-1' \V. Weatlier pleasant; two 32 lb. shot. FATIIOJIS. INTERVALS. FATHOMS. INTF.RVALS. FATHOMS. INTKIIVALS. mil . sec. Ill in .sec. mill . sec. 100 800 2 20 1500 3 200 20 900 2 30 1600 3 10 300 35 1000 2 30 1700 3 30 400 35 1100 2 30 1«00 4 10 500 50 1200 2 45 1810 40 600 2 1300 2 55 (1760 bot.) 700 2 10 1400 3 Temperature at surface, 65°; at 200 fathoms, 62°; at 500 fotlioms, 56°. Standing for the Three Chimneys ; at noon 30 miles N. W. of Muriuer's Eock, or rather its position ; shall take it into consideration after looking for the Chimneys. Sea dark blue ; no ajipearance of soundings; standing N. E. | N. for the Three Chimneys. Aug. 16. Lat. 47° oS' N. ; long. 29° 35' W. Overcast, with indications of bad weather; two 32 lb. shot. FATHOMS. INTERVALS. FATHOMS. INTERVALS. FATHOMS. INTKUVALS. min . sec. mill sec. mil . sec. 90 55 790 2 23 1490 3 14 190 1 17 890 2 23 1590 3 18 290 1 28 990 2 32 1690 3 29 390 1 39 1090 2 44 1790 3 20 490 1 50 1190 2 51 1890 3 40 590 2 1 1290 3 3 1935 2 35 690 2 12 1390 3 6 (1900 bot.) Temperature at surface, 59°.5; at 200 fathoms, 53°; at 500 fathoms, 51°. Aug. 16. Wind increasing from S. \Y.; hopes of reaching the Three Chimneys to-day; at 3 hours 30 min. sent a boat to sound; latter part blowing hard, with lightning to the southward and eastward. Aug. 17. Lat. 48° N.; long. 29° 25' W. Weather stormy; hove to; no soundings. At 4 A. M. the wind shifted to the northward and westward, and lilew hard. At 5 A. M. it blew a iierfcct hurricane. Bar. down to 28.94; sea rising fast; so misty to windward from the salt spray that it was impossible to see anything; the brig under a reefed fore spencer, laying down with her hammock rail under. At 5h. 30m. lee waist-boat filled, split open, and went adrift ; everything battened down tight. This state of things continued until 8 A. M. when we were able to set fore storm staysail, and balanced reefed mainsail; here the gale began to moderate ; berth-decks, mess-bags, and hanmiocks all wet from the water coming in 260 THE WIND AND CURRENT CHARTS. between ceiling and deck ; Bar. 28.97 ; latter part, passing squalls of wind and rain ; sea licavy ; the storm was evidently a rotary, for the wind had lieon from the southward for several days, and after blowing a hard gale from S. E. the wind suddenly shifted to N. W. and was heavier than I have ever known before ; during the first part of the day saw other vessels under nothing but a reefed spanker. Aug. 18. Lat. 46° 56' 03" N.; long. 29° 1-i' W. At 2 P. M. finding tlie wind steady at N. W. and the chance of a proper examination rather broken up, bore away to the eastward, having had a cast of 1,900 fathoms on the spot assigned the Chimneys; do not believe they exist. Aug. 19. Lat. 48° 37' N. ; long. 25° 22' 30" W. Weather squally, wind N". and W. ; no soundings. Aug. 20. Lat. 49° 40' N. ; long. 21° 06' 30". No soundings ; weather improving ; squalls of wind and ' rain at intervals; wind northward and Avestward. Aug. 21. Lat. 49° 59' N. ; long. 17° 35' 15" W. The weather better than a week past. Observing the water to be green, and iilled with animalcula3, sent a boat to sound at 10 A. M. Two 32 lb. shot. FATHOMS. INTERVALS. TATllOMS. INTERVALS. FATHOMS. JNTEKVALS. mill sec. min . sec. min . sec. 20 08 1020 2 40 2020' 3 50 120 1 02 1120 2 48 2120 4 06 220 1 20 1220 2 50 2220 4 06 820 1 35 1320 3 08 2320 3 50 420 1 47 1420 3 10 2420 4 18 S20 1 59 1520 3 20 2520 4 19 620 2 08 1020 O o 20 2620 4 27 720 2 13 1720 o o 30 2720 4 50 820 2 24 1820 3 40 2760 2 00 920 2 32 1920 o O 40 (2700 bot.) Middle part, water still green. "We have now passed around the west and north side of the submarine elevation joining the Azores on the north. To-day we reached mid-channel of the polar current on this side (east), found 2,700 fi^thoms. No opportunities have occurred for experimenting on surface and under- currents. At midnight, temperature at surface, 59° ; at 200 fathoms, 56° ; at 500 fathoms, 54°. Temperature at surface, 58° ; at 200 fathoms, 54° ; at 500 fathoms, 52. Aug. 22. Lat. 49° 57' N.; long. 13° 16' W. FATHOMS. INTERVALS. FATHOMS. INTERVALS. FATHOjrS. INTERVALS min seo. min. sec. min. sec. 400 6 45 1000 7 15 1400 9 00 600 5 20 1200 8 10 1580 (bot.) 9 10 800 6 20 Weather pleasant. Brooke's patent sounding apparatus. The water blue, and very full of small PHYSICAL GEOGRArnY OF THE SEA. 261 medusse. At 8, sent a boat to sound -with Brooke's patent sounding apparatus ; bottoni at 1,570 fathoms, yellowish, sticky clay. At 9 P. ^I. discoyerccl a comet in the west ahout 15° high, tail upwards, about 3° long. Weather pleasant ; wind northward and westward ; finished line of deep-sea soundings to the shore of the bank west of the Land's End, England. Temperature at surface, 5S°.5 ; at 500 fathoms, 55° ; at 200 fathoms, no water in cylinder. Aug. 23. liat. 49° 50' N.; long. 10° 29' W. Weather beautiful; no soundings; wind northward and •westward ; the water quite green ; looking like soundings on the edge of the bank west of the Land's End of England. At noon, the latitude and longitude gaye us a position on the English chart on soundings of 73 fathoms. At 12 hours 30 miu. P. M. got bottom at that depth, showing the chronometers to be correct, as they were at Ilorta, the mean of the three giving the longitude of the landing witliin a second or two, as ascertained by Captain Vidal, of the English Navy, in his survey of the Azores. The lead brought up coarse and fine sand, with a few parts of light, broken shells. The comet visible, as last night, to the northward and westward. Aug. 24. No observation or sounding. "Weather rainy ; got a pilot and stood up the channel. Sept. 17, 1853. Lat. 47° 43' 21" N.; long. 8° 57' 30". After having spent ninvards of a fortnight at South Hampton, the Dolphin sailed on tlie morning of the 13th, and is now at sea in deep water; delays arising from purser's accounts, and from waiting for sounding-twine expected by the steamer Humboldt from New York. It being favorable, dispatched a boat for a deep-sea cast, and to try undercurrent. The water full of medusfe about the size of a pea; specimens preserved. At 12 hours 30 min. P. M. the boat returned. Current setting at surface N. B. by E. 0.2 ; at 150 fathoms, S. S. W. 0.2. It was thought that bottom was found at 1,800 fiithoms with the new sinker, but, on hauling in the line, the shot was found not detached; perhaps the bottom w^as very soft, being near the edge of soundings on the northwest entrance of the Bay of Biscay, where there may be a dejiosit from the rivers of Erance too soft to allow the shot to be detached, whilst an undercurrent perhaps kept the line taught. Sept. 18. Lat. 47° 38' N.; long. 9° 8' W. Light airs; calm and pleasant weather. FATHOMS. INTERVALS. FATHOMS. INTF.BVAI.S. FATHOMS. INTEEVALS. miu. sec. rain. sec. rain. sec. 100 1 900 5 58 1700 8 18 300 3 1100 G 85 1900 10 3 500 4 18 1300 7 15 2000 11 84 700 5 14 1500 7 45 (1800 bot.) ' 50 lb. shot, and Brooke's sounding apparatus; also used Stellwagen's lead, with wdiich last found bottom at 1,800 fathoms; drab-colored mud mixed with fine sand; water very full of all kinds of medusje; good experiments for transparency, a white lead seen at nine fathoms. In the first attempt for deep soundings, the shot did not become detached, one side of the wire only unhooked ; no appearances of bottom 262 THE WIND AND CURRENT CHARTS. in the cylinder, though I am sure the sinker reached bottom. The second attempt was made at 5 hours 30 min. P. M., with a 30 lb. Stellwagen's lead; got bottom at 1,800 fathoms; a largo quantity of soft mud and fine grit, all drab color. Suppose the first sinker did not come olf owing to an undercurrent Ivceping the line taught, as appeared to be the case by the lead having the soundings on one side of the cu]i, showing that it lauded sideways or inclined. Temperature at surfoce, 59° ; at 200 fathoms, 59°; at 500 fathoms, 53°. Sept. 19. Lat. 47° 18' 8" N.; long. 10° i' 45" W. Weather misty. At 5 P. M. lowered a boat, and tried for undercurrent and temperature at 1,000, 500, and 200 fithoms: used three cylinders, with one of Tagliabue's self-registering thermometers to each. The two nearest the surface were found crushed, and the lower one differed from the water in the cylinder 4°, the water at 1,000 fothoms being 49° by cylinder, and 53° by self-registering thermometer. Temperature at surface, 60° ; at 200 fixthoms, 56° ; at 500 fathoms, 53°. Tried the strength of largest-sized line three times, and found it sustained a weight of 302 lbs. Sept. 20. Lat. 47° 2' 50" N.; long. 11° 30' W. Weather pleasant. Middle part standing for the position assigned Devil's Eoek. No person I conversed with in England believed it to exist, and Captain Caldbeck informed me that he once run for it, and found a huge tree near the position ; he at first was certain he had found the Devil's Rock, but had the good sense to make a proper examination with the above result. No soundings to-day. Our armorer was enabled to improve Mr. Brooke's sounding appa- ratus by the addition of a small Stellwagen cup; this is the result of a failure to bring up soundings the last cast with it. This cup is the same diameter of the bolt, euabling it to pass through the hole in the sinker. Sept. 21. Lat. 46° 32' N.; long. 12° 49' W. Weather pleasant; two 32 lb. shot. FATHOMS. INTERVALS. FATHOMS. INTERVALS. FATHOMS. INTERVALS mill sec. min sec. mill sec. 100 1 900 2 33 17U0 3 25 200 1 17 1000 2 50 1800 4 300 1 36 1100 2 50 1900 3 50 400 1 47 1200 3 2000 3 55 500 2 1300 3 10 2100 3 35 600 2 5 1400 3 5 2200 4 20 700 2 13 1500 3 15 2210 1 7 800 2 22 1600 3 15 (2200 bot.) The variation of compass greater than that marked in variation chart. Azimuth at 8 A. M. gives 29° 30' W.; chart, 27° W. Sent a boat to sound at 1-P. M.; small line, and one of our new 47 lb. sinkers with Brooke's fixtures; I'HYSICAL GEOGKArUV OV TIIK SEA. 263 line got foul of line for temperature, and parted, losing sliot, &e. Sounded afterwards with two 32 lb. sliot; found bottom at 2, '200 fathoms. Temperature at surfaee, 00°; at 200 fathoms, 5.")°; at 500 fathoms, 55°. Sept. 22. Lat. -±0° W 24" N.; long. 13° 4'J' 15" ^V. Weather overeast ; no soundings. Sept. 23. Lat -44:° 05' N. ; long. 13° 29' W. Weather pleasant. At oh. 25m. P. M. sent a boat to sound. Two 32 lb. shot. 1000 1100 1200 1300 1400 1500 IGOO 1700 ISOO FATIUIMS. INTERVALS. miu . sec. 100 40 200 1 10 300 1 20 400 1 35 500 1 45 600 1 55 700 1 55 800 2 10 900 2 20 NTERVALS min sec. 2 30 2 30 2 40 2 35 3 00 3 10 3 20 3 20 3 80 FATHOMS. INTERVALS. min . sec. 1900 3 30 2000 3 45 2100 3 55 2200 3 50 2300 4 00 2400 4 10 2500 4 20 2580 4 15 (2560 bot.) A good prospect of running a line of soundings, S. W. (true), and the winds being westerly, deter- mined to abandon the westerly exploration for rocks and vigias, the season being already too far advanced for much success in high latitudes, southwesterly gales being prevalent at this season. Temperature at surface, 64° ; at 100 fathoms, 62°; at 300 fathoms, 58°. Sept. 24. Lat. 42° 07' N.; long. 15° 29' W. Weather moderate. At 3 hours 40 min. P. M. sent a boat to sound. Got bottom at 2,540 fathoms. Two 32 lb. shot. 4TH0M3. INTERVALS. FATHOMS. INTERVALS. FATHOMS. INTERVALS. min . sec. min see. min . sec. 100 1 2 1000 2 48 1900 3 40 200 1 18 1100 2 52 2000 3 50 300 1 30 1200 2 58 2100 4 400 1 42 1300 3 2200 4 500 1 58 1400 3 5 2300 4 600 2 8 1500 3 15 2400 4 15 700 2 8 1600 3 15 2500 4 25 800 2 28 1700 3 30 2540 (bot.) 2 15 900 2 38 1800 3 30 Temperature at surface, 65° 5'; at 200 fathoms, 60°; at 500 fathoms, 57° 5'. 264 THE WIND AND CUKKENT CHARTS. Sept. 25. Lat 40° 20' N. ; long. 17° 48' W. Weather pleasant. At 1 hour 35 min. P. M. sent a boat to sound. Two 32 lb. shot. FATHOMS. INTERVALS. F.\TH0M3. INTERVALS. FATHOMS. INTERVALS min sec. min sec. min sec. 50 28 1050 2 54 2050 4 15 150 1 12 1150 3 6 2150 4 25 250 1 27 1250 3 18 2250 4 40 350 1 39 1350 3 20 2350 4 50 450 1 51 1450 3 23 2450 4 50 550 2 3 1550 3 40 2550 4 85 650 2 13 1650 3 40 2650 4 55 750 2 24 1750 3 45 2670 1 35 85.0 2 35 1850 4 2650 (Iwt.) 950 2 42 1950 4 15 Temperature at surface, 69°; at 200 fathoms, 65°; at 500 fathoms, 59°. Sept. 26. Lat. 39° 14' N.; long. 19° 1' W. Weather overcast; 56 lb. leaden shot, with Brooke's apparatus attached. .\TUOMS. INTERV.\Lg. FATHOMS. INTERVALS. FATHOMS. INTERVALS min sec. min sec. min. sec. IDp: .. 1 45 1100 6 10 2100 8 300 2 45 1300 6 40 2300 8 35 500 3 55 1500 7 15 2500 9 25 700 4 45 1700 7 40 2700 9 20 900 5 35 1900 7 45 2820 (bot.) 5 55 The line parted at 1,500 fathoms, in attempting to haul it in ; brought up part of the leg of a huge brown medusa ; found surface current 0.2, N. W. by W. ; at 50 fiithoms 0.2, K by. E. ; at 100 fathoms 0.2, N. J E.; at 150 fathoms N. ; at 200 fathoms 0.2 N. by E., the current represented hereabouts, noticed by so many navigators, we have not experienced. Water transparent ; saw 20 lb. lead at 7 fathoms. Temperature at surface, 70° ; at 200 fathoms, 65° ; at 500 fathoms, 57°. - Sept. 27. Lat. 38° 39' N. ; long. 19° 29' 45" W. Weather overcast; Avind light; not far enough from yesterday's position to sound ; some slight motion in water, like tide rips, which was attributed to local squalls from the southward, from clouds which passed ahead of us. Sept. 28. Lat. 37° 14' 41" N.; long. 20° 21' 45" W. Weather overcast with light rain; being within 25 miles of a deep-sea sound last winter, I pass on until to-morrow. The armorer suggested an. improvement to Brooke's soui>ding apparatus, by having branches from the top of the spindle going PHYSICAL GKOGKAPUY OF THE SKA. 265 lown outside of the sinker, witli the ends as low as tlie lower end of spindle, having a Stellwagen cuji on .each. He will make one. Sept. 29. Lat. 3-i° 23' K; long. 20° 57' W. Weather overcast. At 1 V. U. sent a boat to sound. Two 32 lb. shot. 1TH0M3. INTERVALS. FATUOMS. I.NTEKVAI,S. FATIIOM.S. INTERVALS. min 1. sec. min . sec. mill :. sec. 55 43 855 2 38 1655 3 42 155 1 IS 955 2 29 1755 O 45 255 1 2(3 1055 3 00 1855 4 08 355 1 41 1155 3 00 1955 4 19 455 1 53 1255 3 17 2055 4 19 555 2 04 1355 3 17 2155 4 17 655 2 17 1455 3 22 2165 42 755 2 28 1555 3 27 Passed yesterday over the ground we sounded on for Jean Ilamraou's Rock ; uo appearances of shoal water, unless porpoises, turtle, and dolphin indicate it ; 2)arted the line three times in souudiug. Temperature at surface, 73°; at 200 fathoms, 65°; at 500 fathom.s, 61°. Sept. 30. Lat. 31° 46' N.; long. 22° 03' 30" ^Y. Weather pleasant. At 1 P. M. sent a boat to sound. 35 lb. Stellwagen lead. FATHOMS. INTERVALS. FATHOMS. IXTEKVALS. FATHOMS. INTERVALS. min . sec. min. sec. min. sec. 200 2 35 1200 7 45 2300 10 20 400 4 15 1500 12 25 2500 10 30 600 5 13 1700 8 15 2700 11 15 800 7 22 1900 9 10 2880 (bot.) 12 20 1000 7 15 2100 9 55 Sun bright ; sea blue and clear. In experiments for transparency, saw 20 lb. lead at ten fathoms. The first attempt to sound was with a 50 lb. iron shot, with Brooke's sounding apparatus attached ; but the twine being too short, the shot detached itself, and was lost ; second attempt found bottom, but lost lead, and about 1,500 fathoms of line. Temperature at surface, 73°.5 ; at 200 fathoms, 70° ; at 500 fathoms, 65°.5. Oct. 1, 1853. Lat. 29° 12' K; long. 22° 51' W. Fine trades, and hazy weather. At 1 P. M. sent a boat to sound. 50 lb. iron shot, with Brooke's apparatus ; but the line being composed of several remnants, and sufficient care not being taken with the marks, could not tell the depth exactly. Temperature at surface, 73°; at 200 fathoms, 69° ; at 500 fathoms, 64°. Oct. 2. Lat. 26° 34' N. ; long. 23° 41' W. Weather pleasant ; two 32 lb. shot. 34 266 THE WIND AND CUKRENT CUAKTS. ATHOMS. INTERVALS. FATHOMS. INTERVALS. FATHOMS. INTERVALS. min. sec. min . sec. mill . sec. 100 1 03 • 900 2 47 1700 3 50 200 1 17 1000 2 41 1800 3 45 800 1 30 1100 2 52 1900 4 00 400 1 •1-4 1200 3 06 2000 8 55 500 1 56 1300 3 14 2100 4 5 600 2 05 1400 3 30 2150 2 10 700 2 18 1500 3 30 ^ 800 2 27 1600 3 30 ■■ TemiDerature at surface, 74° ; at 200 fatlioms, 69°.7 ; at 500 fathoms, 62. Have the trades ; quite disaj)pointed at not getting bottom yesterday ; the large-sized line is nearly all expended. I shall despair of getting other specimens of bottom, unless something can be found at Port Praya, to lay up three parts of small twine into one. I regret this the more as I looked for an occasional verification of other soundings taken with two shot and small line. Think the line parted to-day before the shot reached the bottom. Oct. 3. Lat. 23° 59' N. ; long. 24° 20' W. Weather pleasant, trade-winds. At 2 hours 50 min. P. M. sent a boat to sound. Two 32 lb. shot. • FATHOMS. INTERVALS. FATHOMS. INTEUVALS. FATHOMS. INTERVALS. min sec. mill sec. min sec. 100 08 1100 2 35 2100 3 50 200 15 1200 2 40 2200 3 86 300 29 1300 2 45 2300 3 37 400 39 1400 2 50 2400 3 45 500 42 1500 2 55 2500 4 05 600 2 00 1600 8 19 2600 4 15 700 2 00 1700 3 29 2700 3 45 800 2 08 1800 8 21 2750 3 00 900 2 20 1900 3 11 2700 (bot.) 1000 2 80 2000 3 26 Temperature at surface, 75°; at 200 fathoms, 71°; at 500 fathoms, 65°. Oct. 4. Lat. 21° 06' N. ; long. 24° 88' W. Weather rainy, with stray trades ; two 32 lb. shot. Sea increasing ; saw Black Fish. f. PHYSICAL GEOGRAPHY OF THE SEA. 267 FATHOMS. IXTEBVAI.S. FATHOMS. intehvals. FATIIO.MS. INTERVALS. min . sec. min . sec. min. sec. 200 2 20 1200 5 55 2200 8 15 400 3 00 1400 6 25 2400 9 00 600 3 50 1600 6 55 2G00 00 800 4 40 1800 7 45 2640 2 00 1000 5 25 2000 7 55 (2625 bot.) Temperature at surface, 76°.5; at 200 fathoms, 71°.7; at 500 fathoms, 67°.5. Oct. 5. Lat. 18° 14' N. ; loug. 24° 51' W. Weather pleasant. At 1 P. IL sent a boat to .sound. 50 Ih. iron shot, with Brooke's sounding apparatus attached. FATHOMS. I.NTEKVALS. FATUOMS. INTERVALS. FATHOMS. INTERVALS. min. sec. min . sec. miu. sec. 200 2 10 1000 6 10 1800 8 40 400 3 20 1200 6 35 2000 8 45 600 4 15 1400 7 25 2080 (bot.) 3 40 800 5 05 1600 7 55 In hauling up, the line parted: our small line seems to have been injured, from dampness, or whitewash getting on it, and will not bear hauling in. This finishes our line of soundings from the English Channel, being now GO miles north of St. Antonio ofi" the Cape de Yerdes. Temperature at surface, 79° ; at 200 fathoms, 73° ; at 500 fathoms, 62°. Oct. 6. Filled away and passed to the southward of St. Yinccnt for Porto Praya, S. E. by S., where I shall fill up with provisions, &c. and then run a line of sounding across the Atlantic. Oct. 10. Lat. 16° 57' 58" K; long. 27° 02' 36" W. We are now 27 days from Southampton, during which time we have sounded away 40,000 fathoms of line, and sailed about 4,UU0 miles. I visited St. Vincent and Porto Praya, and shall resume our soundings to-day. Not much current has been experienced among these islands. Perhaps the trade- winds having just set in, it has not started yet. Some writers give a N. E. current, but I doubt if it runs in that direction. At noon to-day our reckoning shows 20' west since yesterday. Our temperature of sea-water, at 500 fathoms to-day, does not show the bed of the Great Polar Cur- rent, it being 67° — whereas, on the 5th, in lat. 18° 14', long. 24° 51' W. it was 62° — we may have crossed it. Oct. 10. Lat. 17° 02' N. ; long. 27° 08' W. Weather fine ; two 32 lb. shot. FATUOMS. INTERVALS. FATHOMS. INTERVALS. F.\TH0M3. INTERVALS. min. sec. min. sec. min. sec. 110 1 15 1110 5 35 2110 7 52 310 3 00 1310 6 13 2310 8 08 510 3 53 1510 6 47 2510 8 50 710 4 29 1710 1 20 2520 (bot.) 910 5 07 1910 7 41 Temperature at sur ace, 80°; at 200 fathoms, 67°; at 500 fathoms, 67°. 268 THE WIND AND CURRENT CHARTS. Oct. 11. Lat. 18° 44' N. ; long. 29° 18' TV. At 1, temperature at surfiice, 80° ; at 200 fathoms, 78° ; at 500 fathoms, 66°. Two 32 lb. shot. FATHOMS. INTERVALS. FATUOMS. INTERVALS. FATUOMS. INTERVALS. min sec. min sec. min. sec. 100 03 890 4 50 2090 8 02 200 20 1090 5 14 2290 8 13 300 35 1290 5 53 2490 8 20 400 44 1490 6 25 2590 4 20 500 54 1690 6 51 (2520 hot.) 690 3 54 1890 7 82 Found our usual current in the last twenty-four hours of 0.8 of a knot west. Our observations for variation agree nearly with the chart. There has been a gradual reduction of the difierence of between sixteen and seventeen degrees variation, and I hope to get good azimuths and amplitudes during the time. In a few days I shall sail across the curves of variation by Barlow, and shall notice the difference carefully. Oct. 12. Lat. 20° 02' N. ; long. 31° 00' W. During forenoon employed overhauling lines. Find size 21 thread very rotten in spots, so that it is nearly useless. Line last received from New York, 9 thread very good in appearance, shall try it to-day for the first time. Current to-day set us west of our reckoning. At 1, hove to and sent a boat to sound with 9 thd. line — 10,000 fathoms on reel — two shot. Sounded for temperature meantime from brig. At 500 fathoms, 63° ; 200 fathoms, 64° ; surface, 78°. Every prospect of having good soundings every day now, but owing to the w^ant of some large line unable to bring up bottom. Hope to get for next cruise, some made of three parts of sounding twine. Boat returned at 3 P. M. reporting bottom at 2,560 fathoms. FATHOMS. INTERVALS. FATHOMS. INTERVALS. FATHOMS. INTERVALS Diin sec. min sec. min sec. 200 2 20 1100 3 30 - 1900 4 51 300 1 43 • 1200 3 30 ■ 2000 4 57 400 2 04 1300 3 30 2100 4 58 500 2 20 1400 3 59 2200 5 07 600 2 30 1500 4 06 2300 5 11 *700 2 53 1600 4 19 2400 4 59 800 2 58 1700 4 23 2500 5 43 900 3 08 1800 4 27 2600(bot.2560.)6 14 1000 3 20 I do not understand why the small line really runs slower than a larger size, both having the same sinker. Oct. 13. Lat. 21° 48' N.; long. 32° 36' W. Temperature at 200 fathoms, 64°. Good observations— * Fouled line. PHYSICAL GEOGRAI'nV OF TIIK SEA. 269 cliangc iu our current since yesterday — having experienced a northwesterly set of O.G knot per hour. Our observed variation still exceeds tliat of Barlow's Chart, by a degree and more. At 2 hours 30 min. hove to, and sent a boat to sound — small line, 9 thd. After using two shot several times, and losing a great deal of time by its parting, succeeded in getting bottom with one shot at 2,720 fathoms. FATHOMS. ISTERVALS. FAXnOMS. INTERVALS. FATIIUMS. INTERVALS, min . sec. mill . sec. mill . sec. 100 1 10 1100 3 25 2100 4 47 200 1 27 1200 3 38 2200 5 25 300 1 45 1300 4 19 2300 5 2 400 2 7 1400 3 57 2400 5 2 500 2 24 1500 4 1 2500 5 26 600 2 34 1600 4 17 2600 5 29 700 2 51 1700 4 24 2700 5 41 800 3 3 1800 4 SO 2785 2 15 900 3 6 . 1900 5 3 (2720 bot.) 1000 3 17 2000 4 35 Oct. 14. Lat. 20° 29' K; long. 34° IS' W. One 50 lb. shot. FATHOMS. INTERVALS. FATHOMS. INTERVALS. FATHOMS. INTERVALS. min. . sec. min . sec. min. . sec. 100 52 1100 2 48 ■ 2100 3 56 200 1 1200 2 52 2200 3 58 300 15 1300 3 7 2300 4 2 400 29 1400 3 10 2400 4 16 500 43 1500 3 25 2500 4 14 600 53 1600 3 28 2600 4 20 700 2 4 1700 3 37 2700 4 19 800 2 18 1800 3 40 2800 4 30 900 2 33 1900 8 50 2870 3 20 1000 2 40 2000 3 50 (2850 bot.) Temperature at surface, 78°.5 ; at 200 fathoms, 73°.5 ; at 500 fathoms, 67°.5 ; of air, 78°. 270 THE WIND AND CURRENT CHARTS. Oct. 15. Lat. 18° 49' N.; loner. 36° 16' W. 50 lb. shot. FATHOMS. INTERVALS. • FATHOMS. INTERVALS. FATHOMS. INTERVALS min. sec. min sec. rain sec. 100 42 1100 2 25 2100 3 27 200 1200 2 30 2200 3 16 300 10 1300 2 35 2300 3 22 400 28 1400 2 45 2400 3 40 500 80 1500 2 43 2500 3 21 600 45 1600 2 55 2600 4 12 700 55 1700 o 2700 4 12 800 2 2 1800 3 2 2800 4 8 900 2 8 1900 3 5 2820 (bot.) 1 32 1000 2 15 2000 3 25 Temperature at surface, 79°; at 200 fathoms, 75°; at 500 fathoms, 69°; air, 79°. Oct. 16. Lat. 17° 9' N.; long. 38° 4' W. Temperature at surface, 80°; at 200 fathoms, 77°; at 500 fathoms, 73°.5. At 10, hove to, and sent a boat to sound; a bad sea on. After making four attempts, and losing four or five thousand fathoms of line, obliged to abandon it. i Oct. 17. Lat. 19° 32' N.; long. 40° 23' W. Temperature at surfoce, 79°; at 200 fathoms, 77°; at 500 fathoms, 74°. At 1 hour 15 min. boat returned and reported bottom at 2,580 fathoms. Line parted, on first attempt, with two shot, at 1,800 fathoms, but succeeded iu second with one shot (line 21 thread). Oct. 18. Lat. 21° 16' K; long. 42° 9' W. Used one 32 lb. shot. FATHOMS. INTERVALS. F.^THOMS. INTERVALS. FATHOMS. INTERVALS min sec. min. sec. min sec. 100 1 3 900 3 4 1700 4 20 200 1 24 1000 3 13 ISOO 4 23 300 1 44 1100 3 25 1900 4 22 400 2 1200 3 37 2000 4 36 500 2 20 1300 3 46 2100 4 47 600 2 32 1400 3 53 2200 4 30 700 ■ 2 47 1500 4 2 2300 5 3 800 2 55 1600 3 57 2400 5 Bottom, 2,8 ("O fathoms. 1 Temperature of air, 78°; at surface, 79°; at 200 fathoms, 74°.5 ; at 500, 68°. I'lIYSICAL GKOGRAl'lIY OF THE SEA. 271 Oct. 19. Lat. 23° 6' K; lonp;. 44° W. ■ATIIOMS. INTEBVALS. FATUOMS. INTERVALS. FATHOMS. INTKRVAI.S, min. sec. mill. sec. min. sec. 100 47 Too 2 27 1300 3 30 200 1 18 800 2 40 1400 3 3t) 300 1 30 900 2 50 1500 4 8 400 1 45 1000 3 2 1600 4 8 500 2 5 1100 3 16 1700 4 8 600 2 13 1200 3 24 1800 57 Bottom, 1,760 fathoms. The sounding to-day seems to indicate our approach to Mr. Maury's submarine mountain, running S. E. from the Capes of Delaware, including Bermuda. Temperature of air, 80°; at surface, 79°; at 200 fathoms, 76° ; at 500 fathoms, 72°. Oct. 20. Lat. 21° 18' N. ; long. 46° 14' W. Used one 32 lb. shot. FATHOMS. I.VTERTAIS. FATHOMS. INTERVALS. FATHOMS. INTERVALS. min . sec. min . sec. min . sec. 100 53 700 2 26 1400 3 27 200 1 17 800 2 47 1500 3 41 300 1 40 900 2 51 1700 7 48 400 2 01 1100 5 24 1800 4 10 500 2 10 1200 3 42 1900 4 16 600 2 23 1300 3 20 (1875 bot.) Temperature air, 80° ; surface, 80°; at 200 fathoms, 72° ; at 500 fathoms, 63°. This depth of 500, with a temperature of 63°, indicates an undercurrent, but it is impossible to experiment. It is in the range of the polar current, which is supposed to underrun the Gulf Stream, near and south of the Grand Banks of Newfoundland. Oct. 21. Lat. 19° 51' N. ; long. 48° 2' W. Used one 32 lb. shot. FATHOMS. INTERVALS. FATHOMS. ISTERViVlS. FATHOMS. INTERVALS. min. . sec. min . sec. min . sec. 80 35 980 3 11 1780 4 17 180 1 22 1080 3 19 1880 4 35 380 8 43 1180 3 30 1980 4 41 480 2 00 1280 3 40 2080 4 47 580 2 20 1380 3 49 2180 4 53 680 2 35 1480 3 56 2275 5 37 780 2 47 1580 4 03 2240 (bot.) 880 3 00 1680 4 10 Temperature air, 81°; surface, 81°; at 200 fathoms, 77°.8; at 500 fathoms, 72°. No opportunity for trying the current. The surface current, however, is N. W. by our reckoning. 272 THJ WIND AND CURRENT CHARTS. Oct. 22. Lat. 18° 32' N. ; long. 49° 48' W. ITHOMS. INTEKVALS min sec. 100 1 200 1 25 300 1 45 400 2 500 2 13 600 2 21 700 2 32 800 2 45 900 2 55 FATHOMS. INTEKVALS min sec. 1000 3 3 1100 3 7 1200 3 27 1300 o o 37 1400 3 37 1500 3 57 1600 4 2 1700 4 14 1800 4 22 FATHOMS. INTERVALS. mill sec. 1900 4 13 2000 4 37 2100 4 44 2200 4 47 2300 4 52 2400 5 15 2410 1 (2370 bot.) Temperature of air, 82°.5; surface water, 81°; at 200 fathoms, 79°; some accident happened to the lower cylinder yesterday, for the water was 72° ; differing 8° from that of to-day. Oct. 23. Lat. 21° 26' K ; loup;. 51° 31' W. Used one 32 lb. shot. at 500 fathoms, 64°. I apprehend brought up in it from 500 fathoms ATUO.MS. INTERVALS. FATHOMS. INTERVALS. FATHOMS. INTERVALS niiu sec. min . sec. min sec. 100 1 11 1000 3 24 1900 4 49 200 1 30 1100 3 41 2000 5 2 300 1 51 1200 3 46 2100 5 6 400 2 9 1300 4 6 2200 5 12 500 2 25 1400 4 6 2300 5 26 600 2 41 1500 4 16 2320 1 25 700 2 50 1600 4 28 (2300 bot.) 800 3 6 1700 4 33 900 3 15 1800 4 42 Temperature of air, 81° ; surface water, 81° ; at 200 fathoms, 75° ; at 500 fathoms, 65°. Oct. 24. Lat. 22° 27' N.; long. 53° 15' W. Used one 32 lb. shot. FATHOMS. INTERVALS min sec. 80 50 180 1 23 280 1 45 380 2 480 2 10 580 2 22 680 2 38 780 2 50 880 2 58 FATHOMS. INTEl IVALS min sec. 980 2 58 1080 8 3 1180 3 80 1280 3 35 1380 3 38 1480 3 52 1580 4 1680 4 5 1780 4 6 FATHOMS. INTERVALS min sec. 1880 4 13 1980 4 17 2080 4 13 2180 4 87 2280 4 89 2380 4 48 2410 2 20 (2390 bot.) PHYSICAL GEOGRAPHY OF THE SEA. 273 Temperature of air, 81°; surface Avatcr, 81°; at 200 fathoms, 78°; at 500 fatlionis, 71°. At 21i. 45m. boat returned, after au absence of five hours, having been obliged to expend near!}- 7,000 fathoms of Hue before getting bottom. Found bottom at hist trial 2,300 fathoms. Oct. 25. Lat. 21° 45' N.; long. 55° 40' W. Used small lino and one 32 lb. shot. FATUOMS. INTERVALS, min. . sec. 80 52 180 1 19 280 1 37 880 1 53 480 2 4 580 2 15 680 2 26 780 2 37 880 2 48 980 2 55 1080 o o 2 •ATIIOMS. INTERVALS. mill . sec. 1180 3 9 1280 3 19 1380 3 27 1480 3 30 1580 3 43 1(580 3 47 1780 3 58 1880 4 9 1980 4 IC) 2080 4 10 2180 4 9 FATHOMS. INTEKVALS, mill . sec. 2280 4 2(5 2380 4 17 2480 4 40 2580 4 42 2080 4 47 2780 5 11 2880 5 35 2930 3 (2920 bot.) Temperature of air, 83°; surflxce water, 81°; at 200 fathoms, 79° ; at 500 fothoms, 71°. Since yesterday, our current has been due west. At 500 fathoms, the temperature, by one of Tagliabue's self-registering thermometers attached to the lower cylinder, was 53°; difiering 18° from the cylinder. Oct. 26. Lat. 20° 51' N. ; long. 58° 26' W. Used small line, and one 32 lb. shot. ITUOMS. INTERVALS, min . sec. 80 47 180 1 17 280 1 31 380 1 45 480 1 56 580 2 07 680 2 19 780 2 41 880 2 48 980 2 57 FATHOMS. INTERVALS. FATHOMS. INTERVALS. min . sec. miu . see. 1080 3 05 2080 4 29 1180 3 21 2180 4 33 1280 3 33 2280 4 36 1380 3 36 2380 4 42 1480 o 50 2480 4 57 1580 3 57 2580 5 10 1(580 4 04 2680 5 28 1780 4 07 2780 5 55 1880 4 09 2830 1980 4 25 2800 (bot.) Sounded for temperature from the brig; attaching a self-registering thermometer to each cylinder, so as to test the accuracy of the latter (cylinder), there being so great a difi'ercnce yestcrdaj-. Temperature at surface, by thermometer, 81° ; at 200 fothoms, 63° ; at 500 fathoms, 52°. By cylinder at surface, 82° ; at 200 35 274: THE WIND AND CURRENT CHARTS. fiithoms, 80° ; at oOO Ilxtboms, 73°. This great discrepancy sbows our cyliuders to have been inaccurate. This renders all our previous deep-sea temperatures of little value. Oct. 27. Lat. 20° 2' N.; loug. 01° 2' W. Used for deep-sea cast small line, and one 32 lb. shot. FATHOMS. INTERVALS. FATHOMS. INTERVALS min . sec. min sec. 100 55 1100 3 14 200 1 21 1200 3 15 300 1 41 1300 3 27 400 1 56 1400 3 19 500 2 17 1500 3 29 600 2 32 1600 O 36 700 2 35 1700 4 04 800 2 4C) 1800 O 51 900 2 5(3 1900 4 05 1000 3 04 2000 4 04 FAT1I0.MS. INTERVALS. min . sec. 2100 4 13 2200 4 21 2300 4 21 2400 4 25 2500 4 37 2600 4 26 2700 4 38 2800 4 47 2820 1 26 2810 (hot.) Sounded for temperatures with self-registering thermometers ; but no results were obtained. The thermometer at 500 fathoms indicated no dijjerence from its register. The one at 200 fathoms was 67° ; at the surface, 82°. Nov. 3, 1853. Lut. 21° 10' N. ; long. m° 27' W. Used small liue and one 32 lb. shot. FATHOMS. 70 170 270 870 470 570 , 670 770 870 970 1070 Temperature at surface 83° ; at 200 fathoms, 81°; at 500 fathoms, SO'' n^ust be too high ; I suspect some defect of the cylinder. NTK IIVALS miu . sec. 40 1 16 1 34 1 47 1 59 2 10 2 16 2 34 2 37 2 49 2 55 FATHOMS. INTERVALS mill. sec. 1170 3 05 1270 3 13 1370 3 05 1470 3 35 1570 3 27 1670 3 40 1770 3 31 1870 3 37 1970 3 48 2070 o O 48 2170 4 18 ATHOMS. INTERVALS. min . sec. 2270 4 11 2370 4 18 2470 4 20 2570 4 32 2670 4 41 2770 4 34 2870 4 30 2970 5 25 2980 1 05 (2960 bot.) This last temperature I am sure PHYSICAL GEOGIIAI'IIY OF THE SEA. 275 Nov. -1. Lat. 23° 42' N.; long. 67° 37' W. Used 15 tlid. lino (3d size), and two 32 lb. shot. r.\THO.MS. INTERVALS. KATI] u 26 43 84 41 137 II 16, 11 21 34 63 24 1600 11 23, u 29 12 86 01 152 11 29, 11 17 54 67 28 1200 June l;>, u 27 00 .85 43 1310 Jan. 4, 1851 18 20 69 49 370 u 14, a 27 5.5 85 44 376 11 5, U 17 16 71 26 1275 11 14, a 28 27 85 54 220 11 13, U 19 12 76 05 1200 Dec. a 26 25 83 23 1502t 11 IG, u 22 29 84 85 420 ii l'\ a 27 04 79 44 380 11 16, u 22 32 84 82 720 ii. 11, u 27 16 79 49 274 11 28, u 24 05 82 05 470 a 11, u 27 16 7'.) 49 284 It 29, li 24 37 79 48 500 u 11, a 27 55 79 45 440 Feb. G, it 19 57 72 11 640 a 11, a 27 51 79 09 647 11 18, u 15 40 77 07 1300 a 11, u 27 34 77 54 631 11 19, u 11 07 79 13 600 u 1^, u 27 19 77 18 690 11 28, u 17 54 80 25 895 (C 1-', u 27 10 7() 59 1180 March 3, u 19 20 81 50 660 u la, a 27 10 75 0(i 1806 11 4, u 21 25 84 45 990 u 14, li 26 31 74 10 1590 11 5, iL 22 05 86 22 445 LI 14, a 26 28 73 50 1778 11 16, iL 19 30 94 80 530 U 15, u 25 30 72 07 4100 11 16, U 19 37 94 49 967 U 16, a 24 48 70 22 1893 Apr 1 3, (( 25 56 95 51 490 a 1", a 24 41 (iO 39 8600t 11 4, u 26 58 92 5S 725 a 19, u 22 40 69 00 2762 11 5, a 26 36 88 56 962 Jan. 9, 1852 9 44 81 01 1650 (1 6, a 26 43 85 27 795 Feb. I-"*, 11 11 23 79 36 2290 (1 7, u 25 23 85 19 693 u 16, u 12 25 78 22 2320 11 8, u 24 39 85 12 916 * No bottom. f D.iubtfiil. 278 THE WIND AND CURRENT CUARTS. Deejj-Sea Soundings on Board the U. >S'. Brfg DoJjjhin. Lieutentant S. P. Lee Commanding. DATE. LATITUDE. LONBITUDE. FATHOMS. DATE. LATITUDE. LONGITUUE. FATHOMS. Nov. 2i, 1851 25° 30' K 37=^ 44' W. 1720 Jan. 20, 1852 0° 28' K 21= 45' W. 2000* u 30, U 23 42 32 S9 2180 " 22, " 2 27 S. 28 88 3020 II 30, U 23 41 82 39 2200 " 24, " 5 42 25 40 2970 Dec. 1, U 23 15 32 24 2200 " 25, " 6 59 25 43 3250 a 7, U 18 39 25 24 1970 " 27, " 4 11 24 GO 3200 a 7, a 18 19 25 05 1675 " 29, " 3 83 22 38 8575 u 1<>, a 18 11 28 48 1612 " 81, " 2 26 20 47 3450 a 11, a 17 34 22 50 1370 Feb. 3, " 18 N. 18 40 2000* a l-">, a 16 29 20 58 1941 " 5, " 45 18 28 2680 a 11, u 16 34 20 47 1875 " 13, " 31 S. 17 45 2840 a I-', u 16 59 21 38 1580 " 29, " 5 82 82 43 2490 u 10, u 15 24 21 46 1220 Mar. 13, " 8 51 33 02 2150 u 1'!, li 15 09 22 28 1380 " 28, " 4 20 34 45 2440* u 1", a 15 08 22 57 1120 " 81, " 4 24 85 23 2700 u 17, u 15 02 23 12 790 April 9, " 57 N. 41 06 2980 Jan. 7, 1852 11 07 21 56 1160 " 12, " 1 (»6 43 43 2000* u 7, U 11 07 21 56 1120 May 26, " 7 57 47 51 1970 il. 8, il 8 43 20 52 2270 " 81, " 18 28 52 26 1960* a 9, (C 7 17 20 07 2050 " 81, " 12 47 52 57 2780 a », u 7 17 20 07 1940 June 2, " 12 20 54 48 2570 a 13, u •1 14 19 20 2670 " 4, " 15 25 55 01 3020 Li W, a 3 42 19 06 2760 " 8, " 19 02 59 88 3300 ti 15, a o O 51 19 06 2760 " 12, " 26 82 60 06- 8825 a 17, a 3 01 18 36 2725 " 14, " 24 11 61 43 8450 a 1'^ u 2 36 19 22 2840 , " 20, " 24 36 65 12 3560 u 19, u 2 10 19 57 2750 " 28, " 36 04 73 59 1460 a 19, u 2 10 19 57 2690 * No bottom. niYSIGAL GEOGKArilY UF TllK SKA. 279 Deep-Sea Soundings on Board the IT. S. Brhj Dolphin. Lieutenant 0. Tl. llEURYjrAX Comniandii DATE. LATITUDE. LONGITUDE. FATUOMS. DATE. LATITUDE. LONGITUDE. FATHOMS. Oct. 4, 1852 39° 39' N. 70= 30' W. 1000* July 14, 1853 50° 54' N. 17° 02' W. 2675 a % (^ 40 50 64 44 2200 a 16, 46 48 21 42 24 (i5 a 7, a 41 12 62 38 2200 a 17, 44 42 24 35 15(l(J a ^•, u 41 40 59 23 2600 a 1^ 44 43 24 35 1370 (( 10, u 41 40 5(5 01 2 5!) 5 u 19, 43 47 25 24 1850 <( 11, a 40 36 54 18 3450 a 20, 45 07 26 08 1500 (1 20, u 41 07 49 23 4580 a 21, 46 2(! 26 55 14U0 11 24, u 43 40 42 55 2700 a 99 ' — , 45 13 27 38 1320 (I 25, a 44 41 40 16 I.SOO Ci 24, 42 44 28 20 1210 11 26, K 1500 a 25, 40 49 29 00 1(180 Dec. 26, (1 33 08 16 10 2950* a 26, 40 48 30 02 830 Jan. B, 1853 34 18 16 45 2298 Aug. 10, 38 54 33 30 1500 (1 «, 11 36 59 19 58 2500 a 12, 40 35 31 56 1230 K 9, u 36 49 19 54 2750 u 13, 42 40 31 11 1680 II 29, 11 30 49 27 25 1100* (1 14, 44 52 30 38 15(i() II 29, 11 30 49 27 25 2200* a 1"', 46 15 30 04 1760 Feb. 8, 11 27 05 28 21 1700 a 16, 47 58 29 35 r.Kjo II ■1, 11 27 21 30 48 2580 u 21, 49 59 17 35 27(10 II 5, 11 31 17 33 08 2400 (C 22 49 57 13 16 1580 II 6, 11 28 55 35 49 ISSO* Sept. i«! 47 38 9 08 IHOO 11 8, 11 29 14 41 21 2270 u 21, 46 32 12 49 2190 II 9, 11 31 16 43 28 2080 u 23, 44 05 13 29 2560 11 10, 11 32 01 44 21 2250 a 24, 42 07 15 29 2500 II 11, 11 32 29 47 02 1950* a 25, 40 20 17 48 2()50 II 12, 11 32 55 47 58 6600* a 26, 39 14 19 01 2820 11 13, u 33 03 48 36 3550 a 29, 34 23 20 57 2150 11 15, 11 32 47 50 00 3250* u 30, 31 46 22 03 2850 a 20, 11 29 26 56 42 1480 Oct. 1, 29 12 9 2 5() 2800 11 99 u 28 20 59 44 2900 U 8, 23 58 24 20 2700 11 23; u 28 04 61 44 3080 a 4, 21 06 24 38 2()25 11 24, 11 28 23 64 17 2518 u r-. 18 14 24 51 2080 II 26, 11 26 49 m 54 2720 a 10, 17 02 28 08 2460 u 28, 11 28 14 69 24 2950 a 11, 18 44 29 18 2520 June 2 11 37 24 68 52 2920 u 12, 20 02 31 06 2560 11 B, 11 38 03 67 14 4()2(y:* iC l-'^ 21 48 32 3(5 7020 11 11 40 34 58 30 2750 a 14, 20 29 34 18 2850 11 1", u 41 07 54 37 2710 a 15, 18 49 .'!6 16 2820 II 14, 11 41 43 51 31 3130 a 17, 19 23 40 23 2580 11 17, 11 42 22 50 00 1650 (C 1«, 21 16 42 09 2370 II 21, 11 41 09 43 40 1975 u 19, 23 06 44 00 1760 II 24, 11 39 36 41 06 2675 a 20, 21 18 46 14 1875 II 29, II 42 10 42 04 1850 u 21, 19 51 48 02 2240 Ju]y 9 11 46 53 37 46 2000 a 99 ' — , 18 32 49 48 2370 U B, 11 48 16 35 22 2100 a 23, 21 26 51 31 2300 a 4, 11 49 53 31 34 1900 u 24, 22 27 53 15 2390 u 5, 11 51 40 28 33 1750 u 25, 21 45 55 46 2900 (( 6, 11 53 28 25 01 1900 u 26, 20 51 58 26 2800 a 11 54 17 22 33 2000 a 27, 20 02 61 02 2810 u 9, 11 57 18 16 07 620 Nov. 3, 21 19 ()6 27 2960 (i 12, 11 54 26 12 10 1625 a 4, 23 42 67 37 2940 * No bottom. 280 THE WIND AND CURRENT CUARTS. Dcep-Sea Soundings on Board the U. S. Ship Jamesloum. DATE. UTITUDE. LONGITUDE. FATHOMS. DATE. LATITUDE. LONGITUDE. FATUOMS. Jan. a 11 (1 a 3, 1851 4, " 5, " 6, " 7, " 36° 43' N. 36 33 37 06 38 13 38 50 74° 10' W. 73 00 68 02 62 32 45 33 1500* 1900* 2000 3700 2000 June 13, 1851 " 18, " " 23, " " 24, " 38° 50' K 37 50 36 00 35 06 43° 49' W. 32 07 27 20 26 52 IfiOOf 2000 4000* 2000* U. S. Sliip Plymouth. DATE. LATITUDE. LONGITUDE. FATHO.MS. DATE. LATITUDE. LONGITUDE. FATHOMS. Sei.t. 2, 1851 87° 28' N. 56° 22' W. 5000 Sept. 9, 1851 34° 11' N. 48° 21' A¥. 2800 U. S. Ship Portsmouth. DATE. LATITUDE. LONGITUDE. FATHOMS. j DATE. LATITUDE. LONGITUDE. FATHOMS. Dec. 31, 1851 Aug. 4, 1853 21° 19' N. 39 55 88° 10' W. 140 13 4700t 2500"- Aug. 5, 1853 39° 40' N. 139° 26' W. 2850 Taney. U. S. Shij) Saratoga. DATE. LATITUDE. LONGITUDE. FATHOMS. DATE. LATITUDE. LONGITUDE. FATHOMS. Noy. 15, 1849 31° 59' K 56° 43' W. 5700* Nov. 28, 1850 28° 21' S. 29° 31' W. 3100 JJ. S. Shij) Congress. DATE. LATITUDE. LONGITUDE. FATHOMS. DATE. LATITUDE. LONGITUDE. F.4.TH0MS. June 12, 1851 Aug. 7, " April 1, " 3, " 9, " 28° 46' S. 23 59 35 20 35 23 34 87 43° 46' W. 43 44 51 30 47 27 44 11 2880 90 1000 2550 2098* April 15, 1851 May 12, " lo, Sept. 10, " 34° 50' S. 28 00 27 32 30 28 51° 40' W. 45 58 47 08 45 41 950 800 320 1780 U. S. Si/ij} John Adams. DATE. LATITUDE. LONGITUDE. F.^THOMS. DATE. LATITUDE. LONGITUDE. FATHOMS. May 3, 1851 9, " 33° 50' N. 32 06 52° 34' W. 44 47 2600 5500t 1 May 10,1851 " 21, " 31° 01' N. 35 07 44° 31' W. 25 43 2300 1040 * No bottom. ■j- Uucertiiiii. I I'HVSICAI. (JKOUKAl'lIV OF THE SEA. 281 U. S. Ship Suaquchaiuia. U. /S. Ship tSl. Louis. DATE. LATITCDE. LONGITUDE. FATHOMS. DATE. LATITUDE. LONGITUUE. FATHOMS. Juuc 18, 1851 ! 33° 35' N. 38° 32' W. 1800 1 Oct. 4:, 1852 i 36° 16' K 46° 52' W. 5070* U. S. Steamer Saranac. July 24, 1853 LATITUDE. 12° 09' N, LONGITUDE. 55° 17' W. 24:35 LATITUDE. LONGITUDE. FATHOMS. With the view of showing the hxw of descent, both from boats and ships, for the variou.s weights used ■with the small twine, the following tables have been prepared by Lieutenants S. P. Lee and 11. H. Wyman. This law, owing to various circumstances connected with the commencement of almost every sounding, does not begin fairly to develop itself until 400 or 500 fathoms have run out. Notwithstanding this, certain anomalies remain for which it is diflicult to account. They warn us, however, of the importance of close attention to the timing of every 100 fathoms, as the mai-ks go out, and to keeping the line up and [ down from the boat by aid of the oars. Berryman's line was of a more uniform .size than Leo's, which, therefore, gives the more weight to his j values of the rate of descent. Though these tables exhibit anomalies which we cannot satisfactorily account for, yet they are exceedingly valuable by reason of the check and the guide they afford for our future deep-sea soundings. They admonish operators as to the importance of always .sounding ii'om a Ijoat, of using the same Aveights, the same twine, and of timing accurately. * No bottom. 36 282 THE WIND AND CURRENT CHARTS. Time of Descmt for ei erii 100 Falh oms. Small Line 10, 1853 . . . 100 200 300 I 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 December 1.02 1.16 " 10, " 1.02 1.16 1.06 >< 10, " 0.57 1.131. 22 1.35 >. 11. " 1.02 1.1211.29 1.52,1.42 2.01 t 12. " 0.53 1.12 1.32 1.37 ;2.07 2.23 2.20 12.28 2.49 2.41 2.13 11 1, " 0.54 1.00 0.59 0.59,1.16 1.48 1.43 1.50 1.56 1.29 1.45 2.07 1.35 1.33 1.49 <. i;',. " 0.59 1.14 1.27 1.35 1.35 1.35 1.48 2.05 2.28 1.50 2.21 3.10 2.17 3.34 2.44 2.24 3.33 3.03 2.52 (( 10, 1S51 . 0.57 1.17 1.22 1.35 1.42 1.49 2.03 2.14 2.06 2.06 2.34 2.31 2.03 2.25 2.45 2.35 2.41 3.08 2.45 Februai'v 1,5, LS52, a. 1.04 1.21 1.46 1.51 1.33 1.59 2.11 1.39 2.03 2.17 1.52 2.21 2 04 2.02 2.40 2.09 2.23 10, " /-. 1.00 1.13 1.22 1.18 1.26 1.30 1.46 2.02 2.09 1.41 1.40 1.50 2 25 2.43 1.59 2.10 2.51 2.12 2.57 December 19, 1851, -■. 0.54 1.13 1.2 J 1.4211.52 1.58 2.12 2.23 2.15 2.18 2 28 2.35 2.44 2.41 2.38 2.46 3.20 2.58 2.36 15, " (/. 0.55 1.05 1.09 1.13 1.45 1.52 1.49 1.50 2.07 2.12 1.50 2.20 2.17 2.14 2.41 2.17 2.20 2.51 2.16 Average interval 0.52 1.12|1.18 1.29 1.35 1.51 1.54 2.07 2.15 1.59 2.07 2.24 2.10 2.32 2.23 2.22 2.54 3.03 2.38 12 12 11 11 10 10 8 8 8 8 8 7 7 7 7 6 6 Time of Descent for every 100 Fathoms. Small F.\THOMS. 300 1 400 500 600 700 800 900 1000 1 100 1200 1300 1400 INTERVALS. m. s. m. s. m. s. m. s. m. s. 111. p. m. s. m. s. 111. s. m. .s. m. s. m. s. Janu.Try 3, 1852 1.52 2.17 2.25 2.20 2(1, " 1.40 1.54 2.11 2.25 2.47 3, " 1.46 2.00 3.34 3.42 2.52 3.07 2.12 October 25, 1851 1.43 2.06 2.21 2.40 2.59 3.00 3.17 3.42 Noyember 28, " 1.42 1.58 2.26 2.40 3.17 3.26 February 14,1852 1.50 2.03 2.26 1.22 2.49 3.00 3.15 3.15 June 9, " 1.56 2.14 2.32 2.48 3.00 3.17 3.25 3.28 December 17, 1851 1.55 2.05 2.22 2.33 2.52 2.17 3.09 3.39 3.28 June 9, 1852 1.52 2.10 2.30 2.40 2.56 3.08 3.09 3.37 3.41 4.54 December 10, 1851 1.53 2.15 2.26 2.39 2.40 3.00 3.10 3.15 3.19 8.31 3.39 February 18,1852 1.50 2.20 2.44 2.58 3.08 3.20 3.37 3.41 3.46 3.55 " 15, " 1.46 2.01 2.14 2.33 2.43 2.52 3.03 3.15 3.23 3.29 3.39 3.47 December l-±, 1851 1.49 2.06 2.20 3.20 2.00 2.18 4.02 3.20 3.30 3.35 4.03 4.22 January 10, 1852 1.45 2.00 2.14 2.28 2.40 2.59 3.04 3.16 3.16 8.32 3.39 3.50 December 7, 1851 2.14 2.29 2.42 2.53 3.00 3.15 3.20 3.30 3.55 4.09 3.51 3.58 January 10, 1852 1.50 2.06 2.21 2.35 2.45 2.58 3.09 3.25 3.25 3.32 3.38 3.48 May 31, " 1.54 2.11 2.16 2.34 2.49 2.52 3.14 3.22 3.28 3.50 3.56 4.02 November 30, 1851 2.05 2.41 2.17 3.12 3.10 3.20 3.40 3.45 3.55 4.10 4.10 4.40 January 8, 1852 1.47 2.08 2.19 2.29 2.50 2.50 2.52 3.28 3.23 3.44 3.3V 3.58 " 20 " 1.43 1.50 1.57 2.32 2.25 2.43 2.45 2.42 2.56 2.56 2.52 3.08 April 12, " 2.13 2.32 2.48 2.52 3.15 3.20 3.46 3.56 3.59 4.11 4.13 4.24 January 23, " 2.01 2.14 2.29 2.52 2.54 3.03 3.12 8.22 3.22 8.30 8.44 3.53 21, " 1.54 2.12 2.26 2.30 2.50 3.06 3.20 3.31 3.36 8.51 4.00 4.06 " 9 " 1.48 2.05 2.22 2.17 2.52 2.57 3.17 3.07 3.31 3.83 3.42 3.45 June 21, " 1.44 2.01 2.15 2.39 2.46 3.00 3.08 3.27 3.40 3.50 3.40 8.55 January 13, " 1.40 1.47 2.11 2.32 2.39 2.54 8.08 3.09 3.27 3.35 8.39 8.53 14, " 1.40 1.56 2.12 2.25 2.37 2.34 2.55 3.05 3.22 3.36 3.35 3.48 17, " 1.56 2.11 2.27 2.42 2.59 3.09 3.19 3.29 3.39 3.45 3.59 8.57 " 22 " 1.57 2.25 2.35 2.40 2.59 3.00 3.20 3.19 3.21 3.34 3.38 3.47 Average interval 1.51 2.09 2.25 2.39 2.49 2.58 3.13 8.24 3.81 3.45 3.45 8.57 No. of casts . . 29 29 29 29 27 26 27 26 22 21 19 18 DEEl'-SK.-V SOl'NniN'OS. 283 icaxed; one 32 lb. shot. From U. S. Shij} Albany. a. b. c. d. 2000 2100 2200 2300 1 2400!2500 2C00 270o'2800 2900 3000 3100 1 1 3200|3300[3400 3500 3600 3700 3800;3900 4000 4100 42004300 3.27 2.52 1.06 3.20 2.40 1.59 3.45 3.29 3.55 2.33 3.23 3.11 2.31 2.55 4.49 3.25 3.02 1.58 2.41 :i.l6 2.59 3.19 2.20 3.19 2.56 2.23 Il5 4.15 3.01 2.3913.36 2.35 3.00 3.09 2.52^3.13 2.47 3.14 2.42 3.16 2.56 3.22 2.48 2.51 4.10 2.41 3.17 2.39 3.35 2.43 2.52 13.07 2.49 3.27 13.18 2.35 3.00 3.09 '2.52 I3.I3 2.47 3.14 I 1 1 2.42 3.16 '2.56 3.22^2.48 2.51 J4.10 ' 4 4 4 4 12 2 2 2 ' 2 1 1 1 1 1 1 1 1 1 1 1 ; 1 1 1 ^ ! ^ 1 1 lAne; one 32 Ih. shot. Boat Dolphin — (Lee). FATHOMS. 1500 1600 1700 1800 1900 2000 2100 2200 2300 2400 2500 2600 2700 2800 2900 3000 INTERVALS. m. s. 4.35 3.51 4.20 4.01 4.27 4.01 4.16 4.25 4.15 3.07 4.38 3.50 4.09 4.00 m. s. 4.21 4.18 4.05 4.08 4.30 4.41 4.11 3.28 4.41 3.56 4.21 4.16 m. s. 4.21 4.08 4.35 4.28 4.23 4.43 4.34 3.26 4.38 4.11 4.35 4.09 ni. s. 4.28 4.17 4.28 4.14 4.28 4.50 4.32 3.21 5.32 4.16 4.25 4.23 m. s. 4.46 3.44 5.07 4.53 4.32 3.32 4.48 4.26 4.50 4.34 111. p. 4.57 4.28 3.34 5.16 4.49 4.59 4.44 ni. s. 4.48 5.09 4.34 m. s. 4.49 m. s. m. s. 111. .s. m. s. m. s. ni. .s. m. s. I m. s. 4.13 4.18 4.39 4.35 4.49 4.54 5.19 5.01 5.11 4.04 4.04 4.14 4.19 4.29 4.45 4.44 4.49 4.50 5.07 5.08 3.55 4.04 4.08 4.30 4.23 4.29 4.49 4.53 5.05 5.04 5.17 5.15 6.31 4.02 4.18 4.21 4.39 4.45 4.47 4.49 5.03 5.06 5.06 5.17 5.25 5.42 3.58 4.03 4.01 4.08 4.02 4.11 4.08 4.15 4.16 5.36 4.21 4.08 4.09 4.30 4.44 4.40 4.07 19 4.13 4.20 4.26 4.31 15 4.39 12 4.47 4.48 4.54 5.13 5.01 4.56 5.27 4.30 4.44 4.40 17 17 17 8 6 5 4 4 3 3 1 1. 1 284 THE WIND AND CURRENT CHARTS. Time of Descent for every 100 Futlioms. Sitiall Line FATHOMS. 1 300 400 500 600 700 800 900 1000 1100 1200 1800 1400 1500 1600 1700 1800 1 INTERVALS. il 11. s. 13. S. m. s. m. s. m. s. m. s. m. s. m, s. m. s. m. s. m. s. m. s. m. s. m. s. m. s. Tl m. s. June 28, 1852 . . 1.52 2.07 2.15 2.28 2.83 2.40 2.48 2.51 3.02 3.06 May- 2«, U 1.36 1.45 1.55 2.07 2.14 2.24 2.38 2.49 2.53 8.11 8.06 3.19 8.14 3.15 8.20 3.85 It 24, (. 1.37 1.43 2.11 2.24 2.28 2.30 2.58 2.57 3.05 8.08 3.20 8.22 8.38 3.88 3.51 8.50 Feb. ^, IL. 1.46 1.59 2.15 2.19 2.26 2.40 2.52 2.58 3.02 3.10 3.12 8.14 3.28 3.18 3.25 3.18- (t 4, U 1.39 1.55 2.07 2.18 2.85 2.39 2.47 8.19 3.02 2.48 2.54 8.01 3.06 3.16 3.32 3.56 U 1(3, U 1.33 1.54 2.05 1.29 2.25 2.33 2.42 2.55 3.00 3.04 8.18 !8.19 18.19 3.81 3.80 8.32 March 13, a 1.43 1.53 2.06 2.17 2.29 2.28 2^47 2.50 3.07 8.07 8.11 J3.24 I8.82 8.80 3.80 3.42 a 28, u 1.38 1.49 2.00 2.08 2.14 2.25 2.32 2.37 2.45 2.58 3.12 3.11 3.16 3.14 Feb. 29, u 1.39 1.57 2.10 2.19 2.25 2.43 2.49 2.53 3.07 3.18 3.27 '3.40 8.46 3.47 4.00 4.07. June 2 a 1.44 1.52 2.05 2.18 2.30 2.35 2.49 2.49 2.52 2.57 3.09 3.20 3.15 3.27 8.36 3.46 Feb. f)' (( 1.16 1.25 1.33 1.34 1.42 1.44 1.50 1.59 2^07 2.07 2.18 2.20 2.21 2.28 2.37 2.42 Jan. 15, a 1.27 1.41 1.44 1.14 1.48 1.53 1.58 2.03 2.07 2.08 2.15 2.20 2.23 2.30 2.27 2.32 u 1«, u 1.41 !l.51 2.03 2.11 2.23 2.34 2.41 2.41 2.52 2.59 8.10 3.15 8.28 3.23 8.28 3.33 Marcb 31, a 2.07 i2.23 2.29 2.46 2.56 3.06 3.13 3.14 3.20 3.33 3.86 3.53 4.05 3.44 May 31, u 1.85 1.55 2.10 2.20 2.30 2.55 3.00 3.05 3.15 8.15 8.25 3.85 3.40 3.50 4.45 4.00 Feb. 13, u 1.47 2.05 2.15 2.29 2.29 2.88 2.58 2.55 3.10 3.10 3.16 '8.30 8.80 3.32 3.30 3.46 Jan. 24, u 1.35 1.49 1.59 2.14 2.16 2.27 2.30 2.41 2.47 2.55 3.05 8.12 8.15 3.18 3.22 8.28 April 9, iL 1.42 1.56 2.11 2.16 2.38 2.43 2.42 2.15 2.57 3.05 8.05 8.07 8.47 8.52 3.49 3.55 June 4, ii 1.42 2.07 2.03 2.19 2.37 2.39 2'.52 3.09 8.20 3.24 3.33 3.48 3.44 3.49 4.06 4.19 Jan. 25, IL 1.37 1.48 1.52 1.58 2.20 2.14 2.21 1.58 2.89 2.43 2.52 2.50 3.08 8.11 3.17 8.17 a 27, li 1.40 2.00 2.05 2.13 2.22 2.80 2.88 2.47 2.55 2.58 3.12 8.12 8.16 8.25 8.31 3.48 June <^, u 1.41 1.55 2.04 2.15 12.25 2.88 2.38 2.47 2.52 8.00 3.05 3.20 3.19 3.26 3.33 3.38 a 8, a 1.48 2.00 2.12 2.20 '2.28 2.42 2.52 2.55 3.08 3.15 8.20 3.20 3.85 3.36 3.49 3.50 Jan. 31, a 1.45 2.09 2.31 2.43 ^3.00 8.12 3.17 3.30 3.33 3.46 8.55 3.44 4.16 4.15 June li, u 1.19 1.28 1.40 1.48 1.53 2.02 2.20 2.28 2.32 2.50 2.50 2.58 13.01 3.02 3.08 8.26 Jan. 29, a 1.50 1.59 2.12 2.14 12.45 8.22 2.53 2.48 2.57 8.02 3.14 8.17 i8.18 3.14 3.25 3.28 June 12, a 1.41 1.49 1.51 1.58 2.02 2.10 2.14 2.26 2.32 2.32 2.34 2.42 2.86 2.43 2.41 Average intci'val 1.39 1.53 2.03 2.10 2.28 2.82 2.40 2.43 2.54 2.59 8.06 3.12 :8.17 3.21 3.31 8.34 No. of casts . . 26 27 28 28 28 28 28 27 28 28 27 j 26 26 26 27 27 DEEP-SEA SOUNDINGS. 285 •raxed; one 32 Ih. shot. Boat Dolphin — (Lee). FATHOMS. 1900 200021002200 23002400 2500 2600 2700 2800 2900 30001310013200 3300 3400 3500 36003700 3800 INTERVALS. in. s. m. s. m. s. m. s. m. s. m. s. m. s. m. s. m. s. m. s. m. s. m. s. m. s. m. s. m. s. m. s. m. s. m. s. m. s. m. s. 3.45 3.46 2.49 4.02 4.11 3.42 3.57 1 4.02 3.50 3.51 3.24 3.25 3.43 3.38 4.13 4.15 4.23 4.33 4.46 4.40 3.54 3.58 3.39 3.50 4.02 4.07 4.10 2.45 2.52 2.50 2.50 3.06 i3.07 3.17 2.50 2.39 2.45 2.42 2.54 2.54 |2.51 3.01 2.57 3.12 3.36 3.50 3.50 4.07 4.06 4.12 4.06 4.14 4.32 3.51 3.32 4.03 3.55 3.38 2.56 3.53 4.12 4.39 3.00 3.59 4.01 4.00 4.15 4.10 4.20 4.15 4.20 4.25 3.39 4.11 14.01 4.03 ;3.35 3.59 4.02 4.15 5.47 3.29 3.35 3.43 3.44 3.50 ^3.56 4.04 3.59 4.13 4.22 4.21 4.02 3.58 3.05 4.05 3.40 5.27 4.50 4.15 4.20 4.30 4.06 4.15 4.15 4.25 4.15 ,4.59 4.41 4.48 4.52 5.00 4.53 5.28 3.30 3.31 3.37 ,3.37 3.48 3.44 3.57 3.58 4.00 4.02 4.00 4.13 4.11 4.10 3.48 3.54 4.11 I3.5O 4.01 4.07 4.07 4.24 4.26 4.21 4.47 4.35 5.34 5.52 3.45 3.49 3.52 J4.00 4.07 4.11 4.15 4.25 4.26 4.29 4.29 4.34 5.12 5.12 3.54 3.56 4.00 14.06 4.23 ,4.16 4.25 4.27 14.40 ;4.36 4.32 4.35 4.52 5.03 6.15 4.24 4.27 4.24 14.17 4.47 4.49 5.10 4.57 5.00 5.18 5.27 6.48 7.25 8.07 3.30 3.35 3.38 3.39 3.46 I3.52 4.02 4.08 4.12 4.16 4.24 4.31 4.31 4.36 4.37 4.39 3.29 3.33 3.38 13.34 3.40 3.33 3.34 3.31 3.43 4.07 5.25 4.08 4.20 4.59 4.39 5.09 4.22 2.44 2.44 2.46 2.51 2.53 2.59 3.07 3.07 3.08 3.08 3.09 '3.10 3.10 3.10 3.12 3.13 3^20 3.23 3.28 3.34 3.39 3.40 3.41 3.46 3.51 3.54 4.00 4.00 4.13 4.23 4.26 4.25 4.35 4.52 5.01 5.02 4.01 3.23 3.28 3.34 26 25 21 19 20 21 19 18 16 13 12 10 9 9 6 5 3 1 1 1 286 THE WINn AND CURRENT CHARTS. Time of Descent for every lOQ FatJu Two 32 Ih. FATHOMS. 300 400 500 600 700 800 900 1000 1100 1200 INTERVALS. m. s. m. s. m. s. m. s. m. s. 111. s. 111. s. ni. s. m. s. m. s. November 23, 1851 . . . 1.30 1.38 1.50 2.10 30, U 1.20 1.34 1.46 2.00 December 14, U 1.35 1.47 1.56 2.00 January 3, 1852 1.23 1.31 1.45 1.49 6, U 1.18 1.30 1.40 1.45 U, U 1.09 1.18 1.33 1.38 November 30, u 1.21 1.34 1.40 1.56 2.02 December 16, u 1.49 1.17 1.58 2.03 2.07 17, u 1.30 1.37 1.50 1.59 2.10 January 2(.), a 1.11 1.24 1.18 1.37 2.07 November 28, u 1.47 2.00 2.01 2.17 2.15 January 9, u 1.16 1.27 1.34 1.43 1.54 2.01 7, u 1.18 1.32 1.40 1.47 1.52 1.58 2.08 2.15 2.26 7, u 1.15 1.25 1.30 1.42 1.53 1.58 2.10 2.14 2.24 November 30, u 1.13 1.34 1.38 1.37 1.52 1.50 2.00 2.03 2.04 2.12 December 16, it 1.24 1.41 2.48 1.57 2.42 1.16 2.22 2.33 2.39 2.39 January 13, (1 1.10 1.20 1.32 1.43 1.48 2.02 210 2.17 2.20 2.33 December 15, u 1.30 1.40 2.14 1.46 2.16 2.19 2.18 2.27 2.42 2.40 7, a 1.31 1.41 1.55 1.47 2.01 2.50 2.21 2.26 2.37 3.37 10, (i 1.32 1.45 1.53 2.01 2.11 2.17 2.20 2.33 2.40 2.38 November 24, u 1.28 1.42 2.15 2.30 2.13 2.27 2.27 2.43 2.40 2.25 December 13, a 1.35 1.42 1.53 2.00 2.02 2.17 2.12 2.38 2.35 2.42 January 9, (1 1.19 1.33 1.41 1.48 1.55 2.10 2.13 2.21 2.31 2.38 December 1, u 1.30 1.44 1.58 2.04 2.13 2.23 2.30 2.46 2.49 2.47 January 12, a 1.02 1.07 1.13 1.19 1.25 1.28 1.36 1.35 1.41 1.44 November 30, a 1.28 1.42 1.53 1.57 2.09 2.19 2.29 2.30 2.39 2.50 January 11, u 1.14 1.30 1.40 1.46 1.59 2.03 2.14 2.20 2.29 2.36 19, u 1.16 1.24 1.34 1.42 1.52 2.02 2.13 2.19 2.23 2.28 Average interval . 1.22 1.33 1.47 1.52 2.03 2.06 2.14 2.22 2.29 2.36 No. of casts . . 27 28 28 28 22 18 16 16 16 14 DEEP-SEA SOUNDINGS. 287 shot; Small Line. U. S. Brig Doljjhin^hKE). FATHOMS. 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300 2400 2500 2600 INTERVALS. m. s. m. s. m. s. m. s. m. s. m. E. m. s. m. s. in. s. m. s. m, s» m. s. m. s. m. s. 2.41 3.44 2.46 2.51 8.00 3.16 8.21 2.52 2.37 2.48 3.05 2.41 3.11 3.08 3.40 3.25 2.49 2.55 8.00 3.06 3.09 8.17 3.28 2.47 2.58 2.57 3.00 3.13 3.10 8.17 3.06 3.07 3.24 3.22 3.25 3.45 3.89 3.50 3.55 1.47 1.48 1.52 1.57 1.56 2.04 2.07 2.10 2.15 2.57 3.10 3.12 3.21 3.27 3.29 8.46 3.39 3.47 3.52 2.39 2.51 2.56 3.00 3.13 3.12 3.24 8.29 3.29 3.36 3.40 3.40 3.57 2.32 2.38 2.47 2.48 2.58 3.01 8.08 3.12 3.18 3.17 3.23 8.24 3.34 3.43 2.41 2.54 2.56 3.04 3.06 8.08 3.15 3.16 3.21 3.25 3.31 8.32 8.45 3.48 11 11 11 10 8 7 1 5 5 8 2 2 2 1 TllJli Wii\JJ AiNJJ UUKKJiiNi LillAKiS. TahU showing the Intervals of Descent for eienj 100 Fathoms. FATHOMS. 100 200 300 400 500 000 700 800 900 1000 1100 1200 1.300 1400 1.500 1600 1700 1800 1900 2000 2100 INTERVALS. DATE. m. s n,,». Dl.S. Ul. s. ra. s. m. s. m. s. Dl.S. m. s. m. s m. s. m. s. m.s. m. s. m.s. m.s. m.s. m. s. in. s. m.s. m.s. October 7, 1S52 . . 1.05 1.22 1.3S 1.45 1.55 2.09 3.46 2.08 2.28 2.38 February 2, 1«53 . . October 25, 1852 . . 1.00 1.00 1.30 1.30 1.55 1.50 2.00 4.35' 2.40 2.40 2.50 3.00 3.00 3.00 3.20 3.00 1 .00 1.20 1.40 2.15 2.30 1.15' 2.10i2.30 1.30' 2.30 3.. 30 3.00 3.30 3.15 2.25' 3.00' 3.40 3.40 February 9, 1853 . . January 3, " . . 20, " . . 0.59 1.09 1.20 1.35 1.51 1..57 2.05 2.20 2.27 2.45 2.41 2.47 3.08 3.11 3.17 3.34 3.. 32 3.36 3.53 .3.49 4.00 0.5() 1.12 1.25 1.36 1.44 1.52 2.03 2.10 2.17 2.32 2.39 2.46 3.00 3.00 3.06 3.09 3.17 3.28 3.35 3.40 3.45 1.00 1.10 1.29 1.43 1.51 2.01 2.09 2 22 2.38 2.36 3.08 3.01 3.04 3.21 3.09 3.22 3.41 .3.44 3.. 50 4.10 4.00 30, " a. . 1.00 1.15 1.31 1.42 1.57 2.00 2.17 2.23 2.37 2.43 2.47 3.00 3.04 3.18 3.22 3.25 3.31 3.. 54 3.38 .3.45 3..55 February 5, '* tj. October 10, 1852, c. . 0.45 1.00 1.45 1.40 1..50 2.00 2.10 2.40 2.30 2.45 2..50 3.01 3.15 3.05 3.20 3.45' 3. .35 3.40 3.. 50 4.20 4.10 1.15 1.28 ).40 1.57 2.00 2.18 2 '*'* 2.30 2.50 2.50 3.45 2.. 50 3.15 8.30 3.30 3.25 3.25 3..30 3.60 4.05 4.05 January 9, 1853, d. . February 4, " e. January 9, '* /. October 24, 1852,.-/. . 0.59 1.18 1.28 1.40 1.55 1.59 2.11 2.20 2.28 2. .32 2.49 2.. 55 2. .53 3.23 2.. 58 3.19 3.18 .3.34 3.26 3.30 4.02 0.40 1.00 1.20 1.30 1.50 2.05 2.05 2.30 2.15 2.35 2.30 2.50 2.55 3.00 3.05 3.20 3.30 3.30 3.30 3.40 3.40 0.45 1.15 1.25 1.35 2.00 1..50 2.10 2.10 2.20 2..30 3.00 2.45 2. .55 3.00 3.00 3.30 3.00 3.20 3.10 3.25 3.65 1.01 1.34 1.33 1.47 2.00 2.05 2.16 2.20 2.37 2.51 2. .53 3.09 3.11 3.19 3.25 3.33 3.43 3.45 3..56 4.02 4.07 9, " /(. . 4.03' 1.40 2.00 2.08 2.32 2.38 2.47 2.55 3.11 3.23 3.31 3.34 3.41 3.45 3.48 3.47 3.45 3.51 3.53 4.08 4.05 11, " /. . 1.05 1.29 1.40 1.53 2.08 2.19 2.29 2.37 2.42 2.48 2.55 3.09 3.16 3.25 3.23 3.29 3.28 3.32 3.39 .3.41 3.49 20, " k. . 1.00 1.00 2.00 1.40 1..50 2.30 2.10 2.30 2.20 2.30 2.30 3.15 2.18 2.27 2.45 2.55 2.20 3.10 3.40 3.40 4.10' February 13, 1853, /. . 1.10 1.32 1.31 1.50 2.00 2 22 2.07 2.38 2.39 2.3G 3.00 3.00 3.00 3.20 3.30 3.30 3.40 3.50 3.50 3..50 " 23, " m. . 1.35 1.45 1.54 1.58 2.10 2.23 2.27 2.30 2.35 2.. 50 2.. 55 3.00 3.15 3.09 3.16 3.25 3.28 3.37 3.40 21i, '• 11. . 0.55 1.20 1.40 2.50 2.00 1,48' 2.24 2.36 2.37 2.42 2.55 2.55 3.03 2.59 18 3.04 3.05 3.21 3.11 18 3.13 3.15 17 3.44' 3.31 3.25 17 3.42 3.35 17 3.48 3.41 16 4.12 3.58 Average interval . 0.55 1.16 1.35 1.47 1..58 19 2.06 2.19 2.25 2.33 18 2.40 19 3.22 15 3.51 4.03 No. of casts . . . 16 18 19 19 17 19 18 18 18 16 15 ' The times marine 1 Wltl 1 a sn lall ti gure (') »> e omi tteil i n the meat IS, as eviilfutly incorrect. Time of Descent for every 100 Fathoms. 7^6-0 32 Ih.Shot; FATHOMS. 100 200 300 400 500 600 700 800 900 lOOojllOO 1200 1300 1400 INTERVALS. ra. s. m. s. m. s. m. 8. in. s. m. s. m. s. ra. s. m. s. m. s. m. s. ra. s. m. s. m. s. August 1'2, 1853 .... 1.00 1.20 1.33 13.40 2.02 212 2.22 2.25 2.38 2.58 2.50 July 24, a 1.06 1.26 1.40 1.50 2.00 2.10 2.25 2.30 2.40 2.50 3.00 310 (( 21, a 1.00 1.20 1.35 '1.45 2.00 210 2.20 2.30 2.50 2.45 2.55 3.05 3.15 3.25 11 20, C£ 1.00 1.20 1.35 4.45 1.55 2.05 216 2.26 2.36 2.46 2.54 2.47 3.05 3.15 October 11, CC 1.03 1.20 1.35 1.44 1.54 August 10. a 1.00 1.21 1.39 11.48 1.55 2.07 2.19 2.21 2.38 2.37 2.48 2.57 3.10 8.25 ? (( 14, u 1.00 1.12 1.25 4.37 1.50 !2.06 2.08 2.20 2.34 2.48 2.48 2.58 3.00 3.20 June 17, a 0.56 1.15 1.27 1.33 1.5411.57 2.08 2.16 2.31 2.33 2.35 2.45 2.52 3.00 a 21, u 1.19 1.28 1.41 11.51 2.01 12.14 2.28 2.34 2.44 2.51 3.07 3.09 316 3.53 August 15, a 1.00 1.20 1.35 1.35 1.50 2.00 210 2.20 2.30 2.30 2.30 2.45 2.55 3.00 July 4, u 0-55 1.15 1.30 !l.40 1.50 2.00 2.12 2.24 2.24 2.35 2.45 2.45 2.55 3.05 ' u 9 u 1.05 1.25 1.35 11.47 1.58 213 2.26 2.43 2.33 2.49 2.55 3.00 3.05 313 October '> a 1.03 1.17 1.30 !l.44 1.56 2.05 218 2.27 2.47 2.41 2.52 3.06 314 3.30 September 21, a 1.00 1.17 1.36 1.47 2.00 2.05 213 2.22 2.33 2.50 2.50 3.00 310 ,3.05 July 16, " a. 1.05 1.20 1.35 1.50 2.05 2.10 215 2.25 2.35 2.45 2.45 2.45 2.55 3.05 September 23, " /-. 0.40 1.10 1.20 1.35 1.45 1.55 1.55 2.10 2.20 2.30 2.30 2.40 2.35 3.00 u 24, " c. 1.02 1.18 1.30 11.42 1.58 2.08 2.08 2.28 2.38 2.48 2.52 2.58 3.00 8.05 June 1", " d. 1.13 1.22 1.35 11.45 1.50 1.56 2.09 2.15 2.20 2.27 2.38 2.51 2.54 2.55 11 24, " /• 0.58 1.17 1.35 1.42 1.53 2.03 2.14 2.25 2.25 2.38 2.50 3.00 3.02 3.03 (I 7, " ih 0.56 1.14 1.25 1.40 1.50 1.53 2.02 210 2.25 2.25 2.30 2.42 2.43 2.50 October S, " h. 1.03 1.15 1.29 1.39 1.42 2.00 2.00 2.08 2.20 2.30 2.35 2.40 215 2.50 November 4, " h. 1.06 1.19 1.37 1.50 2.14 2.12 2.25 2.40 2.48 2.54 3.06 3.21 3.20 3.35 June 14, " I. 1.14 1.29 1.42 1.53 2.01 2.11 2.18 2.85 2.39 2.42 2.48 2.56 3.00 3.05 Avera ige interval .... 1.02 1.19 1.38 1.49 1.55 2.05 215 2.24 2.34 2.41 2.48 3.01 3.01 310 No. of casts . . . . . 23 23 23 23 23 22 22 22 22 22 22 21 20 20 DEEF-SEA SOUNDINGS. 'MV Tiro 32 U). sliot; Small Line. From Boat Dolphin — (Berryman). FATHOMS. 2200 2300 2400 2500 2600 2700 2800 2900 3000 3100 3200 3300 3400 3500 3000 3700 3800 3 1 '> 1 1 1 1 1 1 1 1 Small Line. From Boat Dolphin — (BerrymjVn). FATHOMS. 1500 1600 1700 1800 1900 2000 2100 2200 2300 2100 2500 2600 2700 2800 2900 3000 INTERVALS. m. s. m. s. ra. s. ra. s. m. s. m. s. m. s. m. s. m. s. m. s. m. s. m. s. m. s. m. s. m. s. m. s. 8.25 3.20 ' 3.19 3.04 3.14 4.00 3.33 3.38 3.42 3.50 3.00 3.10 3.30 4.10 3.05 3.10 3.22 3.22 4.06 3.22 3.33 3.17 3.33 3.42 3.55 3.30 3.30 3.50 3.45 4.00 3.55 4.05 3.15 3.15 3.25 4.00 3.50 3.55 8.35 4.20 n. 3.10 3.15 3.20 3.25 3.30 3.36 3.47 3.47 3.55 3.55 h. 3.10 3.20 3.20 3.30 3.30 3.45 3.55 3.50 4.00 4.10 4.20 c. 3.15 3.15 3.30 3.30 3.40 3.50 4.00 4.00 4.00 4.15 4.25 d. 3.10 3.20 3.21 3.26 3.28 3.32 3.46 3.47 3.52 4.02 4.02 4.08 f. 3.12 2.53 3.30 3.42 3.46 3.32 3.45 3.57 4.07 4.01 3.38 4.52 <7- 3.00 3.05 3.08 3.12 3.20 3.35 3.45 3.50 3.55 3.45 4.00 4.03 4.0/ h. 2.55 3.19 3.29 3.21 3.11 3.26 3.50 3.36 3.37 3.45 4.05 4.15 8.45 k. 3.36 3.33 3.56 3.54 4.07 4.17 4.15 4.41 4.27 4.87 4.56 4.40 5.10 4.51 b.lb I. 3.10 3.14 3.27 3.24 3.43 3.43 3.48 8.38 3.40 3.50 4.40 4.08 4.40 4.50 4.17 4.17 3.14 3.18 3.30 3.36 3.41 3.45 3.51 3.57 3.58 4.02 4.16 4.20 4.25 4.50 4.45 4.17 19 16 16 15 13 12 11 10 9 9 8 6 4 2 2 1 290 THE WIND AND CURRENT CHARTS. Time of Descent for every 100 Fathoms. One 32 Ih. Shot; FATHOMS. 100 200 300 400 500 600 700 800 900 1000 1100 1200 INTERVALS. m. 3. m. s. m. s. in. s. m. s. m. s. in. s. m. s. m. s. m. s. m. s. m. s. October 22, 1853, a. . . . 1.00 1.25 1.45 2.00 2.13 2.21 2.32 2.45 2.55 3.03 8.07 3.27 20, " ... 0.53 1.17 1.40 2.01 2.10 2.23 2.26 2.47 2.51 8.42 23, " h. . . . 1.11 1.30 1.51 2.09 2.25 2.41 2.50 3.06 3.15 3.24 3.41 8.46 IS, " c. ... 1.03 1.24 1.44 2.00 2.20 2.32 2.47 2.55 3.04 3.13 3.25 8.37 13, " (/. . . . 1.10 1.27 1.45 2.07" 2.24 2.34 2.51 3.03 3.06 3.17 8.25 3.88 " 27, " e. . . . 0.55 1.21 1.44 1.56 2.17 2.32 2.35 2.46 2.56 3.04 8.14 3.15 Average interval . . . 1.02 1.24 1.45 2.02 2.18 2.30 2.40 2.54 8.01 3.12 8.22 3.34 No. of casts .... 6 6 6 6 6 6 6 6 6 5 6 Average Time of Descent for ecenj 100 Fathoms. Two S2 lb. shot; Small Line. From 100 200 m. 9. I.IG 1.19 1.17 300 400 m. f. 1.33 1.47 1.49 1.43 500 GOO m.s. 1.62 2.06 2.05 2.01 700 m s. 2.03 2.19 2.15 2.12 800 m. s. 2.06 2.25 2.24 900 m.s. 2.14 2.33 2.34 2.27 56 1000 1100 m.s. 2.29 2.55 2.48 1200 1.300 m. a. 2.41 3.05 3.01 1400 m. 8. 2.54 3.11 3.10 1500 1600 1700 1800 1900 Mean of souniUngs — (Lee) . . . " " (Eeeryman) . m.s. 0.56 1.02 0.58 m. 8. 1.22 1.35 1.33 1.30 m.s. 1.47 1.58 1.55 1.53 m.s. 2.22 2.40 2.41 2.34 57 m.s. 2.36 2.59 3.01 2.52 m. 8. 2.56 3.15 3.14 m. 8. 3.4 3.22 3.18 m.s. 3.6 3.25 3.30 3.23 41 m.s. 3.8 3.35 3.30 3.26 m. ff. 3.15 3.41 3.41 Average intei-vul 2.18 58 2.44 56 2.56 49 3.05 49 3.08 47 3.14 41 3.32 .39 41 69 70 70 67 63 53 39 36 Table showing the Intervals of Descent for every 100 Fathoms. One 32 lb. Shot; Small Line. 100 200 300 400 500 600 700 800 900 1000 1100 1200 1800 1400 Mean of sound- ) ings — (Lee) m. s. m. s. m. s. 1.51 in. s. 2.09 m. s. 2.25 111. S. 2.39 m. s. 2.49 m. s. 2.58 m. s. 3.13 m. s. 3.24 m. s. 8.31 m. s. 3.45 m. s. 3.45 m. s. 3.57 Mean of sound- '^ ings — (15 ER- y 1.02 1.24 1.45 2.02 2.18 2.30 2.40 2.54 3.01 3.12 3.22 3.84 3.41 8.43 ryman) J Average interval 1.02 1.24 1.12 2.05 2.21 2.34 2.44 2.56 3.07 3.18 3.26 3.89 3.43 3.50 No. of casts . . 6 6 35 35 85 35 33 82 88 31 27 27 24 24 I DUKI'-SEA SOUNDINGS. 291 iSmaU Line. From Boat DoIphm—{BEnvt.YM\ts). FATHOMS. 1300 1400 1500 1600 1700 1800 1900 2000 2100 2200 2300 I 2400 I 2500 2600 2700 2800 INTERVALS. 1 ra. s. m. 8. ra. s. m. s. m. s. m. s. m. s. m. s. m. s. m. s. ra. s. m. s. m. s. m. s. ra. s. ra. s. a. 3.37 3.30 3.37 3.27 3.57 3.41 4.02 4.14 4.22 4ao 4.13 4.16 4.37 4.44 4.47 4.52 5.15 h. 4.06 4.06 4.26 4.28 4.33 4.42 4.49 5.02 5.06 5.12 5.26 c. 3.46 3.53 4.02 3.57 4.20 4.23 4.22 4.36 4.47 4.30 5.03 5.00 d. 4.19* 3.57 4.01 4.17 4.24 4.30 5.03 4.35 4.47 5.25 5.02 5.02 5.26 5.29 5.41 e. 3.27 3.19 3.29 3.36 4.04 3.51 4.05 4.04 4.13 4.21 4.21 4.25 4.87 4.26 4.88 4.47 3.41 3.43 3.54 4.04 4.19 4.20 4.28 4.35 4.43 4.51 5.08 4.55 5.01 4.58 5.09 4.47 5 6 6 5 5 6 6 5 5 5 5 4 2 2 2 1 Mean of Soundings by Lieutenants S. P. Lee and 0. IL Berrym.ax, 1851-52-53. 2000 2100 2200 2300 2400 2500 2000 2700 2800 2900 3000 3100 3200 3300 3400 3500 3600 3700 3800 3900 4000 4100 1200 4300 UOO 4500 3.16 m. s. 3.21 3.25 m. 8. 3.31 m.8. 3.32 ra. B. 3.45 m. .«. 3.43 in.s. m.8. Ul.S. m. s. Ul.S. m. 8. lU. p. 111. s. 01 8. 111. s. m. s. m.8. 01. s. m. s. 10. .■*. m. 8. m. 8. m. s. m. .8. .3.51 4.03 3.58 4.03 4.12 4.19 4.27 4.28 4.10 4.09 4.33 .5.14 4.44 4.28 4.50 5.10 5.20 5.05 6.45 7.30 6.50 6.55 5.15 8.00 7.00 0.50 .S.45 3.51 3.57 3.58 4.02 4.16 4.20 4.25 4.50 4.45 4.17 3..37 3.45 3.47 3.51 3.55 4.06 4.10 4.26 4.30 4.27 4.25 5.14 4.44 4.28 4.50 5.10 5.20 5.05 (i.45 7.30 6.50 6.55 5.15 8.00 7.00 6.50 33 31 27 24 23 20 10 11 5 3 2 1 1 1 1 1 1 1 1 1 1 1 1 1 From Mean of Soundings by Lieutenants S. P. Lee and 0. II. Berryman, 1851-52-53. 1500 1600 1700 1800 1900 2000 2100 2200 2300 2400 i 2500 2600 2700 2800 2900 3000 m. s. m. s. m. s. m. s. m. s. ra. s. m. s. m. s. m. s. m. s. m. s. m. s. m. s. m. .s. ra. s. m. .s. 4.07 4.13 4.20 4.26 4.81 4.39 4.4 4.48 4.54 5.13 5.01 4.56 5.27 4.30 4.44 4.40 3.54 4.04 4.19 4.20 4.28 4.35 4.43 4.51 5.08 4.55 5.01 4.58 5.09 4.47 4.00 4.08 4.19 4.23 4.29 4.37 4.45 4.49 5.01 5.04 5.01 4.57 5.18 4.38 1 4.44 4.40 25 22 22 23 21 17 13 11 10 8 6 5 5 2 1 1 1 292 THE WIND AND CURRENT CHARTS. It will be remarked, liow much more rapidly the line went out from tlie Albany, than it did to the same weight (one 32 lb. sliot) from the Dolphin's boat. It will be also noted, how very uniform is the rate of descent in the last of the Dolphin's tables, and in which two 82 lb. shot were used. This was on her last cruise, when the soundings were entrusted entirely to one officer — young Mitchell — and when the boat's crew had become so aufait at the business. These results are highly satisfactory ; they do Mitchell great credit, and I point to them as a model for others. It is very evident, that a shot will sink at the same rate, whether it be dropped overboard from a ship or a boat. We account, then, for the apparently more rapid rate of descent from the Albany, by the greater drift of the vessel, for, of course, as she fell off and gathered headway, she slipped from under the line, which increased its rate of going out. We, therefore, are forced to the conclusion that the Gulf of Mexico and Caribbean Sea are not so deep, as, from the Albany's soundings, these two basins were supjDosed to be. Indeed, the ocean generally is not quite so deep as this system of deep-sea soundings would represent it. The undercurrents operate upon the line ; it bends to them, and of course the sounding reported is rarely, if ever, a true " up and down" measure. It will be observed how much the waxing of the line increases its rate of descent. Many of the irregularities in these tables of the Dolphin, are owing to changes in the size of the line. Lieut. Lee weighed his, and found it to vary from 100 to 114 lbs. per 10,000 fathoms. The human mind delights in the marvellous; and there is no subject which those who cater for it will seize upon with more avidity, than upon the reports which arc now and then made of the enormous depths to which the plummet has descended in the deep sea, without reaching bottom. It is always desirable to prevent error from building up its edifices in the popular mind; for when truth comes along, it has first to pull these down, and to contend with many difficulties in removing the vast amount of rubbish made, before it can begin a single structure. It seems, therefore, the proper time, now that so much has been done with the Atlantic Ocean, iu the way of sounding it out, to review the great depths which have been reported from time to time. First referring to Plate XIV. and the former edition of this work, there is the great wire cast of 5,700 fathoms from the Taney. This always, in my judgment, required confirmation, because of the material used. The other soundings near its place on the chart, render the probability of any such depth of water in that part of the ocean still more questionable. I have, therefore, in the shadings of this Plate, directed Professor Flye, by whom the lines are drawn, not to regard it. Besides this, there are the soundings of 5,200 fathoms by the Plymouth, in lat. 37° 28' N., long. 56° 32' W. ; of 5,070 by the St. Louis, in lat. 36° 16' N., long. -46° 52' 15" W. ; and of 4,000 by the Jamestown, lat. 36° N., long. 27° 20' AV., all of which are reported without bottom, and all of which were marked as doubtful from the first, owing to the evidence furnished by the official reports which were made with them to this office. PHYSICAL GEOGBAPHY OF TUE SEA. 293 With regard to the n^-mouth's souiiding, no time except the total was kept. The cast was made from the vessel; and during the operation, the wind and sea increased so much, says Captain Kelly, "that I deemed it advisable to part the line and await a more favorable opportunity, not being able to sound with any accuracy."* In the case of the St. Louis, the sounding was made from a boat; pains were taken to keep the line up and down, but the shot was timed only by the 1,000 fathoms. And though Captain Ingraham reported bottom, the intervals, in my judgment, did not indicate such a depth, and therefore the note of interroga- tion was applied, expressive of that doubt. The Jamestown simply reports no bottom ; and on board that vessel, the supposition that bottom in any case had been reached, "arose from the fact that the line paying out briskly would suddenly cease, and on being hauled in would for a moment come up very heavily, and then, as though the weight of the shot had parted from it, come up easily. "f It was not supposed that the depth of the ocean couLl be so great, so near the Western Islands ; hence the note of interrogation, which I ventured to attach to that sounding, the propriety of which Berry- man's soundings seem now to confirm. I have practically erased the last ; and though I doubt the other two, yet, as they are in a part of the ocean where soundings are scarce, and where vessels frequently go, I have left them there with the hope that they would tempt some navigator to get a true sounding, and so erase them. With regard to the other soundings, which I had no reason, at the time they were made, to doubt, but upon which subsequent results have thrown light sufficient to cause them to be erased entirely, or seriously questioned, I may simply remark, that in this class, among others, is included Capt. Barron's sounding of 5,500 fathoms in the Jno. Adams, lat. 32° 06' K, long. 44° 47' W. This cast was made from the ship. The shot was timed by the 1,000 fathoms, but the officers were sure, from the feeling of the line, that bot- tom had been reached. Several good and accurate soundings have been since made near the same place by the Dolphin, and from a boat, which show the depth to be less than 3,000 fathoms. Hence, the erasure of Barron's cast. There is a nundier of other soundings, especially those very great ones which are markeel with the sigQ of " no bottom," to which I have attached notes of doubt (?) on Plate XIV. Though I had no reason to question their accuracy at first, yet subsequent and reliable soundings seem to show that the sea, there, is not as deep as they indicate it to be. Since, however, the great wire sounding of Lieut. Walsh, in the Taney, was made, in 1849, and for fidl details of which, see the previous edition of this work, three others, with a greater length of line out, have been made. They deserve special notice, for I think all of them are in error as to depth. One of these casts was of 8,300 fathoms, by Lieut. J. P. Parker, of the U. S. frigate, Congress, 4th April, 1852, lat. 35°35' S. ; long. 45°10' W. Another, of 7,706 fathoms, by Capt. Denham, of H. M. S. * See Maury's Sailing Directions, page 21 •t, r)tli oil. t "■'i'-l' 294; THE WIND AND CURRENT CUARTS. I Herald, 30tli Oct. 1852, lat. 36° 49' S. ; long. 37° 06' W. And the other, of 6,600 fothoms, by Lieut. 0. U. Berryman, commanding U. S. Brig Dolphin, 12th Feb. 1853, lat. 32° 55' N". ; long. 47° 58' W. The first two casts, it will be observed, were made within 400 miles of each other, and with the same twiuc ; for Commodore McKeever supplied, from the stock ou board the Congress, 15,000 fathoms to the Herald. The [)luinmet used by Capt. Denham was a 9 lb. lead. It is much to be regretted that he did not use a 32 lb. shot ; for, then, his line being the same, his sounding might have been compai'ed with our own, with flxr greater satisfection. Capt. Dcnhain's last 706 fathoms (from 7,000 to 7,706) went out at the rate of four-fifths of a mile per hour. He had a 9 lb. lead as a sinker. Now, let us ask any sailor who is familiar with the resistance made by lines when towed through the water, whether, in his opinion, a force of 9 lbs. could tow eight miles length of line, three-tenths of an inch in circumference, at the rate of four-fifths of a mile the hour ? Moreover, his eighth thousand llithoms went out fluster than his fifth. Surely, a 9 lb. lead would not drag a line 7,000 fathoms long, and upwards, through the water fiister than it would drag one out 4,000 fathoms in length. It is probable that there is in all parts of the deep sea one or more undercurrents, of greater or less velocity. Nature, by her ways, indicates this ; reason, with her lights, suggests it; and experiment seems to confirm it. Our experience in deep-sea soundings is now considerable ; and seldom, indeed, has it occurred that the line has ceased going out after the shot has reached bottom. And I suppose it is the currents of the sea, coursing through their channels of circulation, that continue to take it out. Suppose where Captain Denham sounded, there had been but one undercurrent, and that that had a rate of only one-tenth of a mile per hour; the line, then, that his 9 lb. sinker had to tow through the water, instead of being straight, was probably a curve. It may in reality have been a curve of several convolu- tions ; for, for aught we know, there may be in the deep sea several strata of currents, as we know there often are several strata of winds, one above the other, iu the atmosi)here. Parker, of the Congress, gives the time of every 500 fathoms, after the first 300 had gone out ; Denham, of the Herald, is more systematic; he gives the time of every 100 fathoms, from the beginning; Berryman, of the Dolphin, on the contrary, is less so ; he gives the time for every 500, for the first 1,500 fethoms, then for every 200, till he reached 2,500 fathoms ; then for 400, then for 1,000, then for 100, and so on, at irregular intervals, which impairs the value of his results. Denham's is the best in this respect. Now to compare them fairly, we must have them all for like intervals. I therefore compute Berryman's as far onl}' as is necessary to make them correspond with Parker's times and intervals, arranging Denham's accordingly. This being done, let us comjiai'c the times of the three casts together, referring them also to the average rate of descent determined by actual experiment (see pp. 290, 291), that we may see the difference of rate at which the same line will run out, as Parker's and Denham's, to sinkers of different weights; as well as the depths at which all uniformity as to rate of descent begins to disappear. niYSICAL GEOGIiAI'IIY OF THE SEA. 295 ixTrnvAi.s. 8:J(I0 fiitlioms. TTOU fiithoins. COOO fathoms. 32 lb. shot. 11). shot. 40 lb. shot. COXOIIKS.S. IIEKALU. Doi.niix. mill. sec. mill. sec. mill. sec. rum 1 300 to 800 fathoms 8 45 14 20 12 6 u 800 to l;500 11 00 18 25 12 51 11 1300 to 1800 13 00 19 30 15 07 11 1800 to 2300 15 00 22 00 20 07 11 2300 to 2800 19 00 23 50 24 11 11 2800 to 3300 37 00 28 20 25 53 11 11 3300 to 3800 3800 to 4300 51 28 00 00 39 43 20 40 28 34 00 ) • 1000 f; (JO ) itlu): 11 4300 to 4800 33 15 42 25 47 22 11 4800 to 5300 34 45 47 50 52 16 II 5300 to 5800 34 00 53 50 64 50 11 5800 to 6300 34 30 55 05 70 32 11 6300 to 6800 21 30 53 55 72 34 11 6800 to 7300 27 00 52 25 u 7300 to 7800 38 30 44 14 11 7800 to 8300 21 00 I do not recollect the size of tlic Dolpliiii'.s twine; it is evident, however, that thi.-, as -well as all other sounding-twine, requires force to pull it from the reel, and to drag it down through the depths of the ocean ; that the deeper the plummet, and the greater the length of line to he dragged down, the greater the resistance, and, therefore, the slower the rate at Avhich the line goes out. Hence, we may deduce a rule which, as a general rule, may be taken as correct, viz: that Avhen the line ceases to go out at something like a regularly-decreasing rate, there is no reliance to be put npon the sounding after the change: and that when the rate of going out becomes uniform — or now fast, now slow — the plummet has probably ceased to drag the line down, and the force which continues to take the sounding-line out is due to the wind, currents, heave of the sea, or drift — one, some, or all. Let us apply this rule to these casts : — That of the Congress fulfilled these conditions, as to a tolerably regular decreasing rate, to the 2,800 fathoms mark. The rates after that indicate pretty clearly that, whatever might have been the agent which continued to take the line out, it was not the sinking of the 32 lb. shot. There is an appearance of too much uniformity in the rate after that. Therefore, I infer that, when the 2,800 tUthoms mark went out, the shot was probably on or near tlic bottom ; and that, where this sounding was made, the ocean, instead of being some 8,300 fathoms deep, is not more than 3,000. The Herald's plummet fulfilled the conditions generally, of a decreasing rate, until the 4,300 fathoms 296 THE WIND AND CUREENT CHARTS. mark went out; and after this tlic rate becomes of sucli a character as to justify the conclusion that the 9 lb. sinker used had then ceased, or nearly ceased, to descend, if it were not already on the bottom. The care with which Captain Denham observed every 100 fathoms mark, and timed it as it went out, enables us to detect, prolmbly, more closely in his sounding than in either of the others, the time when his plummet ceased to sink. From 100 to 700 fathoms, each 100 fathoms mark required between two and three minutes to go out; from 700 to 1,600, each mark required between three and four minutes; from 1,600 to 2,700, each mark required between four and five minutes; from 2,700 to 3,000, each required between five and six minutes. Here the times begin to become irregular ; the 3,200 and 3,300 marks, each took between six and seven minutes to go out. After this, there is no more regularity as to the increasing times. Every 100 fathoms mark thereafter appears to have a rate of its own, varying from seven to twelve minutes — but now fast, now slow — and in such a manner as to jiistify the inference that the ocean, where the Herald reports 7,706 fathoms, is probably not more than 4,000 fathoms deep. It was probably the wind, or some agent at the surface, that caused the irregularity as to time after the 4,300 fathoms mark went out. The Dolphin had the heaviest plummet, and the largest line. The time required with her for each of the first 500 fathoms marks to run out, was longer than the Congress, but shorter than the Herald. But after the 4,300 fathoms mark of the Herald went out, then the Herald's line was the swifter ; then it assumed, approximately at least, the condition of equal lengths in equal times ; whereas, the Dolphin's continued to decrease its rate, and to go slower and slower, till the 6,300 fathoms mark went out. She sent down 6,600 fathoms ; the interval, therefore, from 6,300 to 6,800 is computed. The inference, therefore, would be that, if the weight had not reached bottom before, it ceased to go down about the time the 6,300 fathoms mark went out. But the sounding was not made with the usual care ; and, with the lights now before me, no such inference as to deptli is admissible. Sulise(|uent soundings in the vicinity give bottom at a much less depth. Lieut. Berryman informs me that, since tliese were made, he has no confidence whatever in that 6,300 fathoms cast. Nor have I. TII]<: BASIN OF THE ATLANTIC— ITS SHAPE. PLATE XIV. This Plate is a great improvement upon that in the preceding edition. It is believed to give, with some approaches to accuracy, the shape of the basin which holds the waters of the North Atlantic Ocean, especially of that part of it which lies between the equator and a line from Cape Kace, in Newfoundland, to Eockall, off the west coast of Ireland. The little circles over the figures, on the Plate, which represent the soundings, are intended to show, by their centre, the latitude and longitude of the soundings, with as much accuracy as the scale on which the rUVSlCAL GEOGKArilY OF TJIE SKA. 297 I Plate is construclcd will admit. Those souiuliugs wliich Lave above tliem and tliis little cirelc a dash, with a dot over the middle of it, iudieate that at the depth expressed l)y the figures below, in fathoms of feet to the fathom, there was " uo bottom," according to the oHleial report. The shaded bauds represent the one, two, three, and four thousand fathom steppes at the bottom of the Atlantic. That is, from the shore to the outer edge of the darkest shading, the sea is less than 1,000 fathoms deep; within the space covered bj the next deepest shading, it is between 1,000 and 2,000 fathoms deep ; within the space covered by the next shading it is between 2,000 and 3,000 fathoms deep ; the lightest shading is intended to show where the ocean is more than 3,000, but less than 4,000 fathoms deep; and where there is no shading, the representation intends to show that the sea is more than 4,000 fathoms deep. "With this explanation, it will be perceived that the tracing of these various curves is, in many places, and for the most part, matter of conjecture ; they can be accurately drawn only whe]-e soundings have been actually obtained, and the Plate itself shows, therefore, what parts of the curves are drawn from data and what by conjecture. All that is hoped to be accomplished by this Plate for the present, is to enable persons to form some- thing like a general idea as to the shape of the Atlantic basin, so far at least as the deep-sea soundings returned to this office will enable one to do, and to excite an interest with regard to this subject among officers ; hoping that, with the promise of such interesting results before them, officers will be induced to pay more attention to the subject of deep-sea soundings — and to the general order at page 225, which makes it their duty to get casts whenever practicable — than generally they have done. One of the conclusions -which it would seem that we are authorized to draw from thus presenting the results, so far obtained, is this, viz: that if there be any part of the Atlantic Ocean, between the Banks of Newfoundland and the equator, more than 4,000 fathoms deep, it is probably no great part in com].)arison to the whole. ■ Another feature exhibited as to the shape of the steppes in this great oceanic basin is w'orthy of notice. There seems to be, as we travel south from the Grand Banks of Newfoundland, a precipitous ledge, or what sailors call a "jumping-oft' place," right under the Gulf Stream. To compare great things with small, we have repeated here some of the peculiarities which I observed, in 1839, about the Hatteras Shoals. These shoals are formed by the cold current which i-uns along the shores of the United States counter to the Gulf Stream. They are shelving from the north. That is, as you approach them from the north, you gradually lessen your water until you reach the shoalest part, and then there is a sudden jump off into deep water. The conflict between the two currents is sharp as they round this cape. The Gulf Stream is the stronger. Its course is interfered with by this cape and shoal and counter current, and in a similar way it is encroached upon by the Grand Banks and the cold current from the north. Does not this view give grounds for the conjecture, that the deposits which form the Grand Banks come from the north ? 38 29S THE WIND AND CUKKENT CIIAKTS. This Plate was drawn hy Professor Flje, from the data contained in the chapter on deep-sea soundings page 277. FIG. 1— PLATE XV. Ytrtical Section cf the North Ailuntic Ocean. Pkite XV., drawn by Professor Major, is a profile view of the basin of the Atlantic. It commences from the volcanic ranges in Mexico, lat. 20 J°, and, pursuing a straight line, terminates on the shores of western Africa, lat. 18° N. This section confirms the conjecture which these deep-sea soundings suggested soon after they were commenced, ami which was mentioned in former editions of this work, viz: that the bottom of the sea is probably much more nigged and abrupt than the surface of the dry land. Ileasons why such should be the case are obvious: on the land, the winds, the rains, and rivers are always abrading, drifting, and washing down the high places and filling np the low; these agents are not felt at all, or, if felt, felt but feebly at the bottom of the deep sea. On the dry land, frosts and the force of gravity are great levellers. At the bottom of the deep sea no frosts are felt, and the diflorence of the force of gravity operating upon a rock at the bottom of the sea, and upon the top of a mountain, is as the difierence in weight between air and water. Both of these Plates, however, though I do not claim for either of them any minute degree of accuracy, are suggestive. "OOZE AND BOTTOM OF THE SEA." By referring back to the abstract log of the Dolphin, as well as to the table of deep-sea soundings, it Avill be seen that specimens of the bottom were brought up several times by Brooke's apparatus ; and that these specimens on one occasion were drawn from the depth of 12,000 feet (2,000 fathoms). They were sent to the Microscopists, Prof Bailey, of West Point, and Ehrenberg, of Berlin, for ex- amination. After a few days, I had the pleasure of receiving the following in reply, from the former: — West Point, November 20, 1853. "My DEAR Sir: I am greatly obliged to yon for the deep soundings you sent me last week, and I have looked at them with great interest. They are exactly what I have wanted to get hold of— the bottom of the ocean at the depth of rnore than two nulcsf I hardly hoped ever to have a chance of examining — yet, thanks to Brooke's contrivance, we have it clean and free from grease, so that it can at once be put under the microscope. I was greatly delighted to find that all these deep soundings are filled with microscopic shells ; not a particle of sand or -gravel exists in them. They are chiefly made up of perfect little calcare- ous shells (Foraminifera), and contain, also, a small number of siliceous shells (Diatoniacese). I'HVSTCAr, GEOGRAPny OF TlIK SEA. 299 It is not probable tliat these animals lived at the depths Avheve these shells arc found, but I rather think tliat they inliabit the waters near the surface; and when they die, their shells settle to the bottom. With reference to this point, I shall be very glad to examiue bottles of water from various di;])ths which were brought home by the Dolphin, and any siuiilar materials, either 'bottom,' or water from other locali- ties. I shall study them carefulh'. * * * The results already obtained arc of very great interest, and have many important bearings on geology and zoology. * -" * * * « I hope you will induce as many as possible to collect soundings with Brooke's lead, in all |)arts of the world, so that we can map out the animalculi as you have the whales. Get your whalers also to collect mud from pancake ice, &c., in the polar regions — this is always full of interesting microscopic forms." Truly, these results are suggestive; they seem to form but a slender clue, indeed — do these little mites of shells, by which the chambers of the deep are to be threaded and mysteries of the ocean revealed; yet iu right hands, and to right minds, they are sure guides to both light and knowledge. The first noticeable thing the microscope gives of these specimens is, that all of them are of the animal, not one of the mineral kingdom. The ocean teems with life, we know. Of the four elements of the old philosoi)hers — fire, earth, air, and water, perhaps the sea most of all abounds with living creatures. The space occupied on the surface of our planet, by the different families of animals and their remains, i> iuversely as the size of the individual. The smaller the animal the greater the space occupied by his remains. Though not invariably the case, yet this rule, to a certain extent, is true, and will, therefore, answer our present purposes, which are simply those of illustration. Take the elephant and his remains, or a microscopic animal and his, and compare them. The contrast, as to space occupied, is as striking as that of the coral reef or island with the dimensions of the whale. „ The graveyard that would hold the corallines is larger than the graveyai'd that would hold the elephants. As Professor Bailey remarks, the animalculo?,, wdiose remains Brooke's lead has brought up from the bottom of the deep sea, probably did not live or die there. They would have had no light there, and their frail little textures would have been subjected in their growth to a pressure upon them of a columa of water of 12,i)00 feet high, equal to the weight of -100 atmospheres. They proliably lived and died near tlie surface, where they could feel the genial influences of both light and heat, and were buried in the lirhen caves below, after death. Brooke's lead and the microscope, therefore, it would seem, are about to teach us to regard the ocean in a new light. Its bosom which so teems with animal lilc, its face upon which time writes no wrinkles, makes no impression, are, it would now seem, as obedient to the great law of change as is any dcpartmeut Avhatever, either of the animal or the vegetable kingdom. It is now suggested that, henceforward, wc should view the surface of the sea as a nursery, teeming with nascent organisms; its depths, as the , cemetery for families of living creatures that outnumber the sands on the sea-shore for multitude. Where there is a nursery, hard by there will be found also a graveyard — such is the condition of tlie 300 THE WIND AND CURRENT CHARTS. animal world. But it never occurred to us before to consider tlic surface of the sea one wide nursery, its every ripple as a cradle, and its bottom as one vast Inirial-place. On those parts of the solid ]iortions of the earth's crust -which are at the bottom of the atmosphere, various agents are at work, levelling botli upwards and downwards. Heat and cold, rain and sunshine, the winds and the streams, all assisted by the forces of gravitation, are unceasingly wasting away the high places, and as perpetually filling up the low. But in contemplating the levelling agencies that are at work upon the solid portions of the crust of our l^lanet which are at the bottom of the sea, we had come, while treating in another part of this work touching the depth of the ocean, almost to the conclusion that these levelling agents are powerless there. In the deep sea there are no abrading processes at work ; neither frosts nor rains are felt there ; and the force of gravitation is so paralyzed down there, that it cannot use half its power, as on the dry land, in tearing the overhanging rock from the jurecipice and casting it down in the valley below. "When, therefore, I was treating of the basin of the Atlantic, the imagination was disposed to regard the waters of the sea as a great cushion, placed between the air and the bottom of the ocean, to protect and defend it from these abrading agencies of the atmosphere. The geological clock may, thought I, strike new periods ; its hands may point to era after era ; but so long as the ocean remains in its basin, so long as its bottom is covered with blue Avater, so long must the deep furrows and strong contrasts in the solid crust below, stand out raggedly and boldly rugged. Nothing can fill up the hollows there; no agent now at work, that we know of, can descend into its depths and level ofi' the floors of the sea. But it now seems that Ave forgot these oceans of animalculfe, that make the surfoco of the sea sparkle and glow with life. They are secreting from its surface solid matter for the very purpose of filling up those cavities beloAV. These little marine insects are building their habitations at the surfoce, and when they die, their remains, in vast nudtitudes sink down, and settle iipon the bottom. They are the atoms out of which mountains arc formed — plains spread out. Our marl-l)eds, the clay in our river bottoms, large portions of many of tlie great basins of the earth, are composed of the remains of just such little creatures as these, which the ingenuity of Brooke, and the industry of Berryman, have enabled us to fish up from the depth of more than two miles below the sea level. These foraminifera, therefore, Avhen living, may have been preparing the ingredients for the fruitful soil of a land that some carthrpiake or upheaval, in ages far away in the future, may be sent to cast up from the bottom of the sea. The study of these " sunless treasures," recovered Avith so much ingenuity from the rich bottom of the sea, suggests ncAV views concerning the physical economy of the ocean. In the chapter on the Saltiiess of the Sea, p. 177, 1 endeavored to shoAV how sea-shells and marine insects iQ^yi ^^y reason of the oflices which they perform, be regarded as compensations in that exquisite system of physical machinery by Avliich the harmonies of nature are preserved. I'lIYSIOAI, nEOGRAI'IlY OF THE SEA. 301 The treasures of the lead, and revelations of the inieroscope, present the insects of the sea in a new liLjht. We behold them now, serving not onl}^ as eompensations by which tlie motions (jf the water in its rhannels of circulation are regulated, but also acting as cheeks and balances, by which the ei|iii[ioise between the solid and the fluid matter of the earth is preserved. Should it be established that these microscopic creatures live at the surface, and are only buried at the bottom of the sea, we may then view them as conservators of the ocean ; for, in the ofliees which they perform, they assist to preserve its status by maintaining the purity of its waters. It is admitted that the salts of the sea come from the laud, and that they consist of the soluble matter which the rains wash out from the fields, and -which the rivers bring down to the sea. The Avaters of the Mississippi and the Amazon, together with all the streams and rivers of tlie world, both great and small, hold in solution large quantities of lime, soda, iron, ami other matter. They dis- charge annually into the sea an amount of this soluble matter, which, if preci[)itatt'd and collected into one mass, would no doubt surprise and astonish the boldest speculator with its magnitude. This soluble matter cannot be evaporated. Once in the ocean, there it must remain; and as the rivers are continually pouring in fresh supplies, the sea, it has been argued, must continue to become more and more salt. Now the rivers convey to the sea this solid matter mixed with fresli water, which, being lighter than that of the ocean, remains for a considerable time, at or near the surface. Here, the microscopic organisms of the deep-sea lead are continually at work, secreting this same lime and soda, &e., and extracting from the sea-water all this solid matter as fast as the rivers bring it down and empty it into the sea. Thus, we haul up from the deep sea specimens of dead animals, and recognize in them tlie remains of creatures, wbich, though invisible to the naked eye, have nevertheless assigned to them a most imjiortant office in the j^hysical economy of the universe, viz., that of regulating the saltness of tlie sea. This view suggests many contemplations. Among them, one in which the ocean is j^resented as a vast ctemical bath in which the solid parts of the earth are washed, filtered, and precipitated again as solid matter, but in a new form, and with fresh properties. Doubtless, it is only a readaptation, though it may be in an improved form, of old, and perhaps effete matter to the uses and well-being of man. These are speculations, merely; they may be fencies without foundations, but idle they are not, I am sure; for when we come to consider the agents by which the physical economy of this, our earth, is regu- lated, by which this or that result is brought about and accomplished in this beautiful system of terrestrial arrangements — we are utterly amazed at the offices ■^\-hicli have been performed, the work which has been done, by the animalcula of the water. But whence come the little calcareous shells, which Brooke's lead has brought up in proof of its sound- ing from the depth of two miles and a quarter? Did they live in the surface waters immediately above? or is their habitat in some remote part of the sea, whence, at their death, the currents were sent forth as pall-bearers, with the command to deposit their remains where tlie plnnunet found them ? 302 THE WIND AND CUKBENT CHARTS. lu tliis view, these little organisms become doubly interesting. When dead, the descent of the shell to its final i-esting-placc, would not, it may be supposed, be very rapid. It would partake of the motion o"i the sea-water in which it lived and died, ;ind probably be carried along with it in its channels of circulation for many a long mile. The microscope, under the eye of Ehrenbcrg, has enabled us to put tallies on the wings of the wind, to learn of them somcnvhat concerning " its circuits." Kow may not these shells, which were so fine and im}ialpable that the officers of the Dolphin took them to be a mass of luictuous clay — may not, I say, these, with other specimens of soundings yet to be. collected, be all converted by the microscope into tallies for the waters of the diflerent parts of the sea, byi which tlie cliiuniels, through which the circulation of the ocean is carried on, are to be revealed? Supp(.)sc that the dwelling-place of the little .sliclls whicli compose this specimen from that part of the ocean be ascertaineil, by referring to living types, to be the Gulf of Mexico — and of that from this j)art: of the ocean, the regions about Cape Horn — of another, the Arctic Ocean, &c. The hahilnt and the burial-l place, in every instance, wc •will suppose are far removed from each other. By what agency, except through that of currents, can we suppose them to come from tlie [)lace of their birth, and to be transported to that of their Ijui'ial ? It is in vain to attempt to answer the oii hono in all the bearings of facts like these. Suffice it to say they are physical r:i,cts; and in them, therefore, there is knowledge. They are facts that concern our planet, and touch the well-being oi- the rightly knowing of its inhabitants; and, therefore, renewed attention to this subject of deep-sea soundings, and the specimens of the bottom that may be brought up, cannot fail to be regarded but witli increasing interest. There is something peeuliaidy attractive and interesting about the mysteries of the sea. There is a longing desire to know more-, of them. Man can never sec, he can only touch, the bottom of the deep sea, and then only with the iilnmmet. ' AVhatevcr it brings up thence is to the [ihilosopher matter of powerful interest; for by such information alone, as he may gather from a most careful examination of such matter, the amount of human knowledge concerning nearly all that portion of our ])lanet wliich is covered by the sea, must depend. Every specimen of bottom from the deep sea is, therefore, to be regarded as a valuable contribution to the sources of human knowledge. And it is, in the judgment of riglit-minded men, a glorious privilege to have an opportunity of inci-easing the stock of human knowledge. As it regards the subject before us, the officers of the American Navy are peculiarly fiivored. They especially have the means and implements for sounding the ocean in its greatest depths, for collecting specimens from its bottom as well as from its surface, and for trying its currents and its temperatures both at and below the surface. The means of doing this are not only placed at their dis])osal by an enlightened government, but it is by that government made llieii- duty, as I am sure it will be their pleasure, to use them. T liojio soon to liave this interesting dejiartment of the piiysical geography of the sea enriched, not GALES OF THE GULF STKEAII. 303 )nlv b}' specimens of bottom aud soundings, but with various other materials and chita collected by our :liips afloat in the Indian and Pacific Oceans, the China Seas, and elsewhere. PHYSICAL ("IIAI'.T OF THE 8EA. There is contained in the abstract logs kept lor this ofllcc, a vast amount of information concerning .1 lions phenomena of the air and water. This information may be called miscellaneous; inasnnich as it relates eliiefly to subjects that, though interesting enough, j-et do not constitute special objects of consideration; indeed, they are such generally IS do not as yet come under any one of the various heads of research. Among these, I may mention observations and remarks concerning gales of wind ; notices of drift- wood, icebergs, and sea-weed; hailstorms, aud tide-rips; fl3-ing-lish ; colored water; plios}>horescence of the sea, and the like. The officers, who are engaged in examining the logs and co-ordinating from them, arc required each one to keep a memorandum-book by him, in which he notes and refers to all such subjects, when mention is made of any of them in the logs. These little memorandum-books have suggested the idea of constructing a plu'sical chart of the ocean, to illustrate some of the principal phenomena and subjects that are visible on its surface. Each officer, as he examines the log for the special object which he has in view, is now to keep by him a blank chart, upon which he is to put down b}- symbols, ice, sea-weed, flying-fish, kc. in the place where the abstracts report them. Thus, it is proposed, shonkl the results wlien grouped together be found sufficient, to construct what may be called, in some sort, a topographical chart of the surface of the ocean. e GALES OF THE GULF STKEAM. Lieut. B. S. Porter bas been engaged in constructing, for the last two years, Track Charts. During that time, and in the course of these labors, his attention has been called incidentally to the subject of storms as reported in the logs, particularly to the August storm of 18-18, and to the September gale of 1852. The abstracts aflbrd quite a mass of information concerning these two gales, which he has carclully collected, and Avhich, with some remarks of his own, he has kindly laid before me. I quote them : — " So mucb has already been said upon the phenomena of gales, that little, it would seem, was left to say whicb can add to our knowledge of this subject ; but that the accounts of disaster and shipwreck which we daily receive fill the mind with amazement, and call for an investigation of the cause. That investigation I have made, and I trust not without some success wdiich wdl be of profit to seamen. The data upon which the charts have been constructed, representing these gales, was obtained from the log-books sent 30-i TUK WIND AND CUHRENT GHAKTS. to tLis ofllce, Avliicli my duties in the construction of the Wind and Current Charts gave convenient opportunities to consult. ThC' improved system of observation, and the care with which those log-books are kept, as also the interest felt by seamen in collecting information in regard to the phenomena of the ocean placed me in possession of data which heretofore was entirely omitted, and essential to an investi- o-ation of this kind; so that nothing now seems wanted to insure satisfactory results. In my work upon the charts of the North Pacilic Ocean, from the longitude of 110° E. to 140° E., I could not fail to observe that the action of the winds, along the eastern coast of China, during a gale, was the same as I have found it in corresponding parallels on this coast. We have the same conditions, and the gale travels the same course; this being the case, the conclusions in respect to the gales of the North Atlantic favor like conclusions of those of the North Paciiic ; if so, the observations of the weather on this coast will serve for the navigation of that coast. But the field of my observation is not there, it is in the Gulf Stream, the great thoroughfare of commerce, and known to seamen as the most temi^estuons }uirt of the Atlantic Ocean. The amount of shipwreck and disaster there, in the month of September last, is perfectly appalling — for two months, the Commercial Intelligence of the port of New York, was filled with the accounts of wrecks committed by the gales of the 7tli and llth of September ; and several vessels which sailed from the West Indies, about the time of those gales, remain to lie heard from. The question is, how are we to account for this, and what is the remedy ? I am convinced that many disasters are OAving to a want of confidence in the barometer, arising from apparent inconsistency in its indications, with the phenomena of the weather. Thus, it is generally understood, that a rising barometer, is an index of fair weather ; but there are certain circum- stances under which it is the j^i'eci'.rsor oi foul weather. Another cause of error is, in the prevailing belief that all gales are of one character ; if this was so, the rules which have l:)cen furnished would be all that is necessary, but in the gales under notice they do not apply. By this, I do not mean to impute any defi- ciency to the rules of rotary gales ; on the contrary, it is by consulting them that we give them an exist- ence, and are able to distinguish one gale from another; they should be to the sailor what his compass and chart are, always before him, ready to be used upon all occasions of stormy weather. The veering of the wind, when in accordance with those rules, Avill indicate that the gale is of a rotary character ; when they do not agree, I conclude it is of a dilTerent character. In looking at the course which these gales have taken, it is apparent that they follow the Gulf Stream, from the beginning to the end, at every curve ; some consideration, therefore, must be given to local influ- ence, as whether it affects the character of the atmospheric phenomenon in question or not ? The two atmospheres which border upon the Gulf Stream dift'er in temperature at times twenty degrees ; and from the evidence which observation afibrds us, in nearly every day experience, all atmospheric disturbance originates from this cause ; or perhaps it is only one of the causes. Electricity and magnetism may com- bine. Electrical phenomena, we learn from an examination of the log-books, is continually exhibited ia one form or another, in the Gulf Stream; it is there that clouds and rain chiefly collect, and fogs and vapor. GAM« OF THE GULF STllEAM. 305 111 calm clear weather, lieat lightning contiimcfi throughout the night; and when clouds form, and conden- sation takes [ilacc, the electricity is of a very striking character. This is more remarkable when a southerly wind blows, of high temperature, and high dew-point cpialities, which the southwest winds, from the Gulf of Mexico, always possess. A loss in temperature of 01113- ^ couple of degrees, will produce condensation MJien this wind blows. This fact I have from high authority, who, I cannot positively say, but I think Mr. Espy. As the Gulf Stream imparts a high temperature to the atmosphere, in contact with it, it is lighter than that on its northern side. In this respect, the cold atmosphere acts as a limit to the southwest wind, and the Gulf Stream as a channel. Here, the same phenomenon of atmospheric pressure is exhibited which we tiud on entering the tropics. The barometer in the tropics, or in the region of the trade-winds, falls, and on entering the GuLf Stream (for instance, from New York), it invarialdy falls, as their log-books show ; and vessels wdien keeping the stream, on the passage from this side of the Atlantic, hardl}' ever have a steady barometer, tw'elve liours any day in the passage. An instrument so keenly sensitive as the baro- meter is to the least disturbance of the atmospheric pressure, cannot be too highly appreciated in a locality subject to momentary changes, which are remarkable for their violence. The weather on the north side of \ the Gulf Stream, when compared with that in the stream, and along the southern edge, is of a much milder character. The seas in the stream are terrific during a gale ; opposite currents operate to break the direction given them by the wind, when a concussion takes place, causing them to run in all directions, while their height is the result of the diminished pressure of the atmosphere. This, and all the other char- acteristics of bad weather, such as rain, thunder, and lightning, make the north side of the stream preferable, during a gale. As a knowledge of the indications of the weather about the Gulf Stream is important to seamen, who navigate without a barometer, or who have not much reliance upon it, a few observations may not be out of place. These conclusions are drawn from a comparison of a large number of observations, taken from the log-books, in which I have not met with what I can call an exception ; I consider them, therefore, as sulTiciently established to regard them as fixed focts, from which tlie navigator may determine the weather that he is to encounter. When a southerly w'iud springs up, and rain soon follows, it is a sure indication of a ftdling barometer ; and if standing towards the stream, with increasing appearances of bad weather, he should not be at a loss to know how it M'ill terminate; for, when the rain comes, the change of wind will soon follow. The rain always precedes the change, and unless it rains (in a gale from the south), it is not apt to be serious. By knowing the ajiproacli of rain, we know also that the storm is approaching. This can be ascertained by observing the dew-point several times during the day. The following method is given by Mr. Espy : " Take two thermometers which agree, or allow for the diftereuce — cover one of them with a wet Mliite rag, and swing them simultaneously in the air (for it will not do to let them be at rest), unless the wind is blowing fresh; when it is discovered that they cease to change by swinging, take 103 times their difference and divide it by the wet-bulb temperature, and subtract the quotient from the temper- ature of the naked bulb— the remainder will be the dew-point." Of the apparent inconsistency in the 3d 306 THE WIND AND CURRENT CHARTS. action of the barometer,* which has at times led seamen into error, I would remark that, in the gale of 1852, before the wind set in from the N. E., the barometer ranged unusually high, and iell as the gale came on, while with a N. W. o'ale the barometer rises as the (jalc increases. Sometimes it rises very suddenhj, zim\ falls very suddenly after the rise; usually, in this case, a shift of wind takes place almost simultaneously with the foil, an instance of which is given in the following extract from the journal of the English vessel Alarm, bound from Barbadoes to Antigua. Alarm, July 10. — Wind N. E. and lightning in the eastward; force of wind 4 to 7; weather looking very wild, gale increasing steadily. Lat. at noon 16° 5' N., long. 60° 55' W.; bar- ometer 29.92. At 2 V. M. the wind suddenly shifted to west, and in an hour the barometer fell from 29.95 to 29.57, and the wind began rapidly to increase in violence, shifting at 3 A. M. to S. S. W., and veering by 9 A. M. to south, remaining in that direction until midday, when its force was at its height 10, and barometer 29.60, with an irregular sea. Lat. at noon, 11th, 16° N. ; long. 59° 57' W. P. M., wind beo-an veering to S. E. and abating; by 5 P. M. wind had veered to S. S. E., and by 11 P. M. to S. E., decreasing, and weather clearing." This is a case similar to that of the I. R. Gardner, in the gale of 1848 ; both vessels were in front of a storm, and though sailing in different directions — one to the north and the other to the south — they experienced the same shift of wind; and the barometer on board of the Gardner must have rose also. It is to be inferred so, at least, from the remark in her journal, on the morning of the 25th of August, when it was observed : "At5 A. M. the barometer began to fall ; at half-})ast seven A. M. it stood 29.30; at 9 A. M. the wind had shifted to the N. W. in a terrible hurricane." Sailors do not often notice tlic barometer when it ranges high, whether the weather be fair or foul; they consider that, so long as it stands high, they have every security for carrying a heavy press; the sudden rise is consequently unheeded or misunderstood. The importance of observing all fluctuations must be obvious to every one, particularly in the tropics, where the atmosjdieric disturbance begins. In the hifher latitudes, I have never found the wind to shift suddenly from a hiyh haromcier to a. falling one ; this is owiuff no doubt to the spreading out of the storm; it however happens that, after blowing from the south with an extremely hw barometer, the wind will shift suddenly to a northern quarter and blow much harder with a risiuy barometer than it did with a falling one. The north wind being of greater density, comes with greater violence, and at the same time causes a rise.f The rise which takes place in the * '-Ship Silas Eicharth, J.ames Welsh, commander, bound from Baltimore to Liverpodl. — Feb. 0. Lat. at noon, 4-j° .38' N. ; long. 38° 37' W. Begins a gale from S. W. ; at 2 P. M. it hauled suddenly to the N. W, and moderated, but the barometer fell li.lO. Reefed the foresail. At 7 P. M. moderate weather and clear; barometer up suddenly to 29.70; shook out the reefs of the foresail, and close-reef main-topsail. Up to midnight, moderate, and barometer rising. At 1 A. M. it came on to blow one of the heaviest gales that I ever saw from the west, for abiiut three hours, witli hard squ:ills, and this with the barometer rising. Ends more moderate, with a high sea. The freak of the barometer during this wind is rather a new one to me; I will place less implicit reliance on it hereafter. For about two hours, the wind blew furiously ; taking in sail was out of the question, so 1 kept her before the wind and sea with the main-topsail settled on the cap, whole foresail, and close-reefed fore-topsail." f " .SVi/yj (Itnj Maiinering, February 26, 1851. — At the time, the falling of the mercury and the appearances of the weather indi- cated an approaching gale ; the wind continued quite moderate ; and, previous to its beginning to blow, the mercury was observed to be steadily rising again, and, as the sky to windward was again looking clear and settled, no danger was anticipated, and additional sail GAl.KS OF THE OUT.F STIJEAM. 307 front of a storm, is one which seamen should bo very cautious of, as a sudden rise then is as much a departure from the natural conditions of the atnaosphere as a fall is; it imlieatcs a disturbing cause. The case of the Alarm is evidence in point; her Ijarometer rose froni 29. 9"2 to 29.9"), and in an hour fell to 29.57, nearly four-tenth.s of au inch. A cornx-t solution of the cause of this rise, woidd be a great satisfac- tion to seamen, and until it is explained, I fear that the barometer will be regarded in no better light than it is at present; — whereas, it is the mirror of nature — where nothing lies secret of her operations in the atmosphere. The gale of 1848 originated in the tropic east of the "West Indies — so did that of 1852 — and they seem to derive their course from the surface-winds, both in and out of the tropic. About the parallel of 30° N., where the S. W. wind is the surface wind, they move to the N. E. In the tropic, they move to the N. W. between the two trades, in the direction which the atmosplieric pressure decreases. This diminished pressure follows, too, the course of the sun, as the trades do; the S. E. trade moving north in the summer, this belt of diminished jiressure is pushed back, as, likewise, the N. E. trade. Ilenee, wherever the calorific eflects of the sun are the most active in giving circulation to atmospheric currents, that seems to be the course of the storm ; and where the atnios])heric currents of the northern hemisphere meet in their jjassage from the equator to the poles and the poles to the equator, those localities are more sus- ceptible to interruptions of bad weather than any others. In &ct, the intermediate parts of the ocean present none of the phenomena wdiicli characterize the tropic and the Gulf Stream. The diminution of atmospheric pressure connects the character of the weather in the two jjlaces, and, operating as a pathway for the storm, it would seem that an Infinite Wisdom had established it in relation to other winds of the ocean, that all should be in harmony with one system, wdiieh weigheth out the winds, and gives to each hemisjihere its due share according to the time and season. When the "east wind is scattered, "■■•■ it causeth the dry season to give place to the stormy and rainj-. W^ith a view to account for the mysterious phenomenon we are endeavoring to explain, the possibility is suggested that the velocity of the wind from the poles to the equator would be increased by a sudden diminution of the atmospheric pressure at the equator, or a violent rush might take place, and, where the winds met, produce a wdiirl. In this case, only one jiart of the gale would be a wdiirl, and this about the centre. There is here au evident real cause, acting in the right direction. I have seen it stated, in proof of the existence of whiilwinds in the northern hemisphere (termed rotary gales), that ivaterspoids and ichirhvinds had been seen to revolve, "against the hands of a watch," the made. During the wliole time of the gale, which blew fur eight or ten hours with great violence, carrying away the f(ire and mizzen topsails, the latter sail being close-reefed, and the former iu the act of close reefing, the mercury continued to rise. I"N. B. It was fully eiglit hours from tlie time that tlic mercury begau to rise, during which time the winds were quite moderate, and even light at times, before the gale came on. At 10 A M. passed the ship 8hannon, with loss of cut-water and head geer, foresail, I mainsail, spanker, and fore-topsail. Winds in the first part southeast to east, moderate ; middle and hist northeast to north, heavy gale. Lat. at noon, 40° N. ; long. G7° AV. liaromctcr at noon, 29.8." ' * .lob, xxxviii. 21: "I'.y what way is the light parted, wliich scattcrcth the east wind?" 308 THE WIND AND CUKRENT CHAKTS. same way which the gales revolved. If that can be taken as evidence, some must revolve in the opposite way, as will be seen by the following notice of one : — ''Shij} Phjmouth Rod-, Ootol)er 17, 1852. — First part, smart squalls of wind and rain, and sometimes hail. At 5 P. M. a whirlwind passed ns, not a ship's length oft" making a noise like the long blowing of a whale. It passed very rapidly, whirling with the hands of a watch. Middle and latter part moderate, with passing clouds and occasional showers. Lat. 43° 2' N.; long. 62° 22' W. Barometer, 29.90; winds W., W. by N., and W. N. W." I have also heard it urged in proof of the existeuee of that class of gales, that the centre must be a calm as the consequence of a whirl. Here we have a report in which the centre passed directly over the ship and no calm : — " U. S. Shij) Erie, Sept. 2-i, 184:8.— Wind from the S. S. E. for several days ; gale gradually increasing and barometer falling ; experienced a sudden shift from S. S. E. to N. N. W., and as suddenly back to S. S. E." This was a gale of great severity, strewing wrecks everywhere along its path ; the Erie was much crippled. I am of opinion that the calm in the centre of a gale is caused in the same way that the equatorial calms are between the two trades. As regards the direction of the wind, or its mode of action in gales along our coast, there is a great difterenee of opinion; but among some of the intelhgent and experienced seamen of the European trade, the opinion is that in the summer, and even in the winter, the winds on the opposite sides of the Gulf Stream, where it runs to the east of N. E., blow from opposite points ; and this is so well an understood fact, that the voyage, both forward and back, is performed entirely with reference to the advantage which those winds offer. It is in accordance with this fact that I propose to consider the gales of the Gulf Stream. Before doing this, I wish to add in evidence, a letter I had the good fortune to meet with while in search of data for the gale of 1848. The circumstance lander which it was written, one of those social meetings sailors occasionally have to talk over — the incidents of their voyages, will give it an interest, and commend to the notice of seamen, a mode of obtaining information useful, among themselves, and of great benefit to science. It is from the pen of Captain James Welsh, of the ship Silas Richards : — "Silas liirhanb, Sept. G, 1848. — Since we have left the vicinity of the George's Bank, we have had regularly, during the day, the wind from the northward, and clear. A ship working along inside the gulf could have done well by standing during the day to the south and west, and back to the northward with the squally westerly wind at night. That southerly winds prevail on the southern edge of the stream, where it runs to the east of N. E., every seaman knows. On the southern edge it rains pretty much day and night, with squalls, and every kind of bad weather. Two years ago last December, I was in company, at our hotel in Liverpool, with Captain James Rathbourn, then of the packet ship Oxford, since washed overboard in command of the packet ship Columbia, winter before last. We arrived about the same time, he before me; and, sailordike, were talking over our passages; I from Baltimore, he from New York. I spoke of a very heavy gale that I had in the latter part of November, from south; Avhich, after blowing exceedingly heavy ibr eight hours, lianled to tlie W. S. W., and moderated down to a decent GALES OK TTIE GULF STREAM. 309 gale ; before wliich, ami keeping the line of the middle of the stream, had seudded for several daj's smartly and comfortably. We comjiared notes — he was one hundi'od and scvciity-five miles north of me, due; at the same time that I had the gale from south, he had a gale from north; whieh, alter eight hours, backed to .the N. W.; he went along snugly on his course, ci'ossing the Banks in io° oO', and had better weather than I had farther south."' From the positions of these vessels, it is perfectly plain that this gale does not answer to the character of the rotary gale. lu the rotary gale, in order to have the wind as they had it, theu- bearing would be due east and west. On the -Ith of the same mouth, Captain Welsh remarks: "Fine, clear, strong breeze from the north ; under our lee, dark, lowering, squallydooking weather. I should like to know how the vessels fifty miles S. S. E. of us have had the wind and weather the last twenty -four hours." It is much to my regret that I have not been able to find a vessel to answer exactly to this bearing ; but the ship Columbia, in that direction, forty-eight miles due east, has the wind N. N. W., fresh, squally, and cloudy, with barometer at 29.75. The weather which Captain W. here ol)serve?, reminds me of that I observed in the U. S. brig Pioneer, in October, 1844, while oft" Cape Hatteras; and I take occasion to notice it as illustrative of the effect of those antagonistic forces — heat and cold, which are ever in operation about the Gulf Stream. Our vessel was on soundings, where we could distinctly trace the line of demarca- tion between the stream and the inshore waters. The 'whole face of the heavens east of us was spread with a black mass of clouds, stretching N. E. and S. W., directly over the stream, and the lightning an incessant blaze, with sharp rolling thunder; the clouds swept rapidly before a strong S. W. gale, and lower than I ever saAV them — when the lightning illuminated the .scene, playing in the deep hollows of the sea, as we have seen thunderstorms among mountain gorges ; it was full of grandeur, and, contrasting with our own position, brought to my mind that allusion in Scripture, which .seems to apply so entiixdy to the wonderful purpose of the Gulf Stream : " Hitherto shalt thou come, but no further ; and here shall thy proud waves be stayed." There, only a few miles distant, raged the storm and the ocean — liere, was entire harmony. In the foregoing remarks, I have endeavored to draw the attention of seamen to those important facts which indicate the weather, and forewarn its approach. If I have at times deviated from this, to give place to a sentiment inspired by the works of nature, it was an indulgence which the flicts might fully justify \vithout detracting from the interest. I have drawn as little from my imagination as possible, and courted no theories ; if the form in which the iufonnation is expressed proves useful, I shall have accomplished my object with much gratification. Data for the Gale of 1848. " Bi-ic] Sarah. August 20.— Steering to the N. W., had a fresh gale from N. E. Lat. at noon, 1G° 32' ; long. 53°18' W. Between the 20th and 23d, the wind veered to S. E. with the sun. August 23. Winds still S. E. Lat. 20° 40' ; long. o9° 00' W. August 31. Wind S. to S. W. All the night lightning from the N. W. to N. E. At G A. M. took a squall from W. S. W. September 1. Wind W. and light, with a heavy sea from the N." 310 THE WIND AND CURRENT CHARTS. ''Bark L R. Gardner. August 24. — 4 P. M. the wind commenced to haul from AV. round to N. N. E. Lat. at noon '23°41' ; kmg. 73912'. August 25. Course S. S. W.; at 6 P. M. Atwood's Key bore S. by W. ten miles. At 10 P. M. a great part of the S. and S. W. sky became dark, with heavy flashes of sheet lightning, and heavy, distant thunder. At 5 A. M. kept away for Mayaguana Island passage. At 6 A. M. the barometer began to fall ; sent down yards, and housed mizzen topmast, and made ready for a hurricane. Commenced to rain and blow very heavy, with a terrible sea on. At 7 hours 30 minutes A. M. barometer 29.8. At 11 A. M. 29.00. The wind at 9 A. M. had shifted to the N. W. in a terrible hurricane. Near to the Island of Mayaguana ; from the vessel running S. by W. kept off to the S. and E. to bring to on the port tack, and got round, head IST. N. E. Vessel now inider bare poles, and getting head up to the old sea — vessel run bow tinder, cut away head booms to ease her, which made a great difference, keeping head to wind, and no plunge into the terrible sea which now agitated the ocean. Wind kept hanling more to the W. ; at past noon of the 25th, commenced to lull, and seemed past its dreadful height. August 2(3. Hurricane from S. W., and heavy rains. At 1 P. M. weather getting more moderate. At Ih. 30m. P. M. barometer up to 29.2, and after that, kept going up very fast to 29. G, and tlie sea smooth and regular. At 5 P. M. it broke away in the southern C[uarter, set reefed foresail, and wore to the east, blow- ing a gale from S. S. W. At 4 A. M., wind S. E., stood to the S. S. W." It should be noticed that the I. R. Gardner was running directly before the wind, towards the cloud, which is moving to the N. W. at right angles with the wind. As soon as the cloud reached her, the wind shifted to the N. W. This occurred while the barometer was falling. In the rotary gale, with the wind N". W., her barometer would be at its lowest mark, and begin to rise when the wind veered Avest; but it continued falling for two hours after the shift, until the wind was at S. W., which was the hardest part of the liurricane ; and the gale should have left her at this point ; whereas, it veered to the S. E. Now, in the circular gale, we have c for the cloud, and the dotted line fur the ship's course to- wards it, meeting the wind at the arrow. At this point, her distance from the centre would begin to increase, the centre at this time bearing N. E.; consequently, the barometer ought to have indicated a rise, unless the progressive motion was suspended, and it revolved in one spot. In this case she would be the same distance from the centre, where the arrow touches the line of progression, and the barometer, at the same height. But we know that it had a progressive motion of fifteen or twenty miles per hour. Again, if we continue the course of the vessel to the S. E. point of the circle, there is no way in which the vessel could get there unless the progressive motion ceased; here, then, the centre Avould bear S. W. ; but at this tim(; it was near the Bahama Bank, bearing N. W. It follows, then, from the direction of the last wind, viz: S. E., that the wind from N. E., N. W., and S. W., blew towards the centre of the storm, and when tlic> wind was at S. W. she wastlie nearest to the centre, at which time the barometer was lowest; GAI,KS OK THE riUI.K STKKAM. 311 and from tlial point it kept rising, plainly sliowing that it luul a progressive motion, wliicli the observations confirm. As tlie eipiilibrinm was restored, tlic wind veered into tlu; usual ti-ade-\vind. "K ,S. S. Marion, Sept. 1. 8 1'. M., lat. 42° 40'; long. 42° ^V.■, under royals, with a line steady breeze from the S. W.; sky perfectly clear, and barometer 29.95, with a iS. W. swell. lU P. M., wind increasing, il became necessary to shorten sail, until at midnight the topgallant sails, mainsail, jib, anil spaidvtn- had been furled, and three reefs successively taken in the topsails. At this time the barometer stood 29.^."), with the sky still free from clouds of any description. At 2 A. M., Sept. 2, the wind had increased, when the topsails were close-reefed ; the shiii, however, continued on her course ; the clouds now commenced rising in the S. AV., and scudding rapidly in a N. K. direction. At 4 A. M. barometer 29.80. At daylight, every appearance of a strong gale ; clouds in diftljrent strata flying in different directions, the sea running higher and higher, and the barometer gradually falling. The ship) was hove to on the port tack under close-reefed foresail, topsails, main trysail, mizzen storm spanker, and fore storm-staysail; head up to W. >S. W. and off to west; the wind, consequently, at this period of the gale, was about S. S. E. (S. E. as corrected for variation). At 8 A. M. it commeneed raining, ■while the gale appeared on the increase ; and during tlie forenoon, as there was every indication of its con- tinuance, the shi^D was made as snug as possible, by sending down light yards, housing topgallant masts, and furling topsails. At noon Saturday, Sept. 2, lat. 42° 53'; long. 43° 40'; barometer, 29.25. The gale appeared to be gaining additional force from occasional squalls of wind and rain. At 12 hours 30 min., however, much to our surprise, the wind died completely away. The weather assumed a more favorable appearance, and the ship was left entirely without steerage way, and at the mercy of a most tremendous sea. This condition of things lasted about thirty minutes, during which time the barometer fell from 29.25 to 29.5, and then rapidly to its alarming minimum, 28.63." — Extracted from the remarks of R. AV. Schu- feldt. Acting Master, IT. S. Navy. The situation of the Marion must certainly be a new one, inasmuch as a similar case has never come to our knowledge, of the wind veering from S. W. to S. E. in a rotary gale, and the gale moving to the N. E. It is one too of extreme danger on all sides — first, the danger of springing the masts by heavy rolling, which induces sail to be made if there is the least wind, and favorable appearances. Secondly, that with a topsail on the ship — such is the violence of the wind — she will go over before the sail 2:)arts, and lying in the trough of the southerly swell, Avould swamp immediately. Under such circumstances, every seaman will consult his barometer before he makes sail. This case suggests a great caution to be used in carrying sail with a falling barometer, and wind veering S. E. If this gale had been a "whirlwind," then, when she had the wind at S. "W. the centre bore N. W., and it ought to have been passing east of her, and the wind veering west. Had the gale been perfectly stationary, she would have passed west of it by her own rate of sailing ; but give it the velocity which it really had, of forty miles the hour, at an angle of 45° degrees with the course the vessel made, it seems im- possible to assign her a position so as to bring the centre to bear S. AV. after having bore N. W. "/S7(/}j Liverpuol, New York to Liverpool. John Eldridge Commander. — August 31. Commences ol2 THE WIND AND CUBEENT CHARTS. moderate and pleasant ; all sail set, and continues so throughout. "VVe have been set one degree to the cast the last twenty-four hours. Uur latitude yesterday being 39° 50', and longitude G3° 49'. — To-day it is -1:0° 25' and (jO° 00'. For the first twelve hours, course E. | N. and east, with the winds N. AV. and W. byN. ; distance run twenty-nine miles. Barometer 29.78. to 29.74. — For the last twelve hours, course cast, and E. by S.; wind west. Distance run thirty-seven miles. Barometer 29.71 to 29.70. Sept. 1. Commences brisk breezes and gloomy weather. At 5 P. M. commenced raining; shortened sail. At 10 r. M. had double-reefed topsails on, and blowing very hard, with rain in torrents, and sharp lightning. At midnight, it blew very hard; furled everything, but close reefed fore and main topsails. At 6 A. M. the fore-topsail blew away; we stopped the rags for awhile. At 9 A. M. wore ship to the S. E. It blew violently, with a tremendous sea. Ends strong gales and cloudy weather. No observation ; latitude by D. K. 40'^ 53'; longitude 58° 40'. For the first six hours the course was E. by S. ; wind S. AY. Barometer, 29.68; distance nineteen and a half miles; the next four hours, the course Avas cast, wind S. S. E.; barometer, 29.48. The next two hours, the course was E. N. E., wind S. E.; baro- meter, 29.30 ; distance for the last six hours tifteen miles. From midnight till two, course N. N. E., wind cast, barometer, 29.20. From two to six, course N. N. E., wind east, barometer every two hours 29.20 — • 29.10—29.04. At six, 29.04, when the fore-topsail blew away. At 8, barometer 29.10; at 10, 29.14; course S. E., and wind E. N. E. At twelve, uoon, barometer 29.20, wind E. N. E., hauling northerly and barometer rising." .... - . . ... In this example, we have the course and distance run, with the corresponding direction of the wind and the changes in the barometer; and the winds and courses cannot be made to agree with the diagram of the rotary gale. The whole number of courses, if reduced to one, make it neaidy in a line with the storm. She was on the right-hand side of its path, on the starljoard taclc (according to rule), in which case, she should have come vji, but was headed off. The Marion was on the same side, upon the 2wrt iacl; and came up. This makes an entire reversion of the rotary rules. If the Liverpool had been moving faster than the storm, then the veering of the wind would have been in accordance with the rule; but, as we know that it travelled at a much greater rate, the veering of the wind was in opposition to it. This change of wind can only happen when the storm has a southeast progression ; yet, in the words of Mr. Eedfield, " such southeastern course in a great storm of the northern hemisphere, so far as I know, has not yet been established." '■^Barque Mnrcdla. On the 2d, the wind, which had veered from southwest to south, changed to north- northwest in a hard gale. Lat. 40°; long. 50° 6'." " Geneva, Aug. 30. Had the wind S. W. by S., which, on the 2d of Septend)er, had veered to a gale -from the south, and suddenly clianged to the north in a furiom gale. Barometer, at the time of change, 29.1. Lat. 30th, 37° 38' ; long. 58° 50'. September 2, lat. 39° 30' ; long. 56° 20'." As another instance of hurricanes veering from S. AV. to N. E. I have the following notice : — ''^Briij Ollrer (French). Havana, thirty-eight days; bound to Bordeaux; put in here in distress, having, on the 8th instant, in lat. 36° 37' N., long. 69° AV., experienced a hurricane from S. AV. to N. E. ; GALEri OF TUE GULF BTKEA.M. 313 rarricd away mainmast, fore topmast, sprung bowsprit, stove bulwarks, and received other damage." — I\^eio York Herald of September, 1853. Tliis is a newspaper report, but as newspaper reports are often so incorrect, I have never ]ilaced much reliance upon them. All the data which I liave used have been obtained from the log-books, where mistakes are easily detected. ^^ Brig Marij Ann, Sept. 2. Begins with fine weather, wind S. W. Middle and latter parts, heavy gale from southwest, inclining to west, and high sea from west-northwest. Lat. 37° 4(3'; long. 4-i° 30'. Sept. 3. All this day brisk breeze from west to northwest and very heavy swell from northwest. Many land birds and water fowl around. Lat. i-i" 23' ; long. 45° 15'." '^ Ship Saraiiake, Aug. 31. Winds from west to southwest, strong, with heavy squalls. Lat. 43° 4G'; long. 36° 50'. Sept. 1. Southwest winds, moderate and variable. Lat. 44° 14' ; long. 38° 50'. Sept. 2. Winds, first part, south-southwest; during the night, heavy gale from north northwest. Lat. 44° 24'; long. 42° 7'." ^^BarJc Kathleen, Aug. 30. Course to the S. E., with brisk breezes from the south to S. W. Lat. 33° 00' ; long. 64° 04'. Barometer, 30.05. Aug. 31. Wind S. to S. S. W., strong breeze and fine weather. Barometer, 30.00. Lat. 31° 33'; long. 61° 15'. Sept. 1. Strong breeze from S. W. Barometer, 30.00. Lat. 29° 42'; long. 57° 37'. Sept. 2. Moderate from S. W. by S. Barometer, 30.00. Lat. 28° IS'; long. 54° 48'." In this course, the barometer rose with the S. W. wind. Now let us compare this with the Creole. " Creole, Aug. 31. S. W. and S. S. W. gales, ends W. S. W., light airs with a confused cross sea. Lat. 45° 15'; long. 38° 19'. Sept. 1. Wind S. W. and foggy — thence to N. and calm; a high rolling sea in all directions. Lat. 45° 25'; long. 38° 45'. ' Sept. 2. Wind S., with squalls and rain; by 11 A. M. it veered to N. E. in a violent gale — close- reefed. Lat. 45° 00' ; long. 42° 20'. Sept. 3. Heavy gales from N. N. E. to N. N. W. with rain ; latter part from N. to N. N. W. With this vessel it veered from S. W. to N". E., as it did with the Liverpool and Marion. With the Kathleen, it was steady at S. W." The information which seamen wish most, is that which they can put in practice the moment it is called for. On the approach of a storm, they wish to know what winds may be anticipated from a falling barometer, and how that wind will veer according to the course steered. In Plate X., the diagram for the tropic shows the prevailing winds as surface winds. It must be evident to every one, that, if any other wind appears on the surface, the conditions which sustain the equilibrium of that region are changed, and the barometer must fall. In this case, the upper currents must find their way to the surface ; which, accord- ing to the diagram for the tropic, will be from the N. W. or W., and the W. or S. W. Now, it is easy to 40 314 TUE WIND AND CURRENT CHARTS. see lioAV the wind -will vcci". It mnst go back to its former condition, as the N. E. and S. E. trade, to restore the equilibrium. On one side it will veer from the west (by the south) to the eastward, and on the other, from the west (by the north), to the eastward. If, then, a vessel be steering to the northward, with the wind S. W., veering westerly and north, she must be crossing the course of the storm (if the storm is travelling in a western direction). It is plain, that his course ought to be to the south as soon as possible, in order to get out of the line of the storm's path. This requires but a short run off of the course to place a vessel beyond the reach of danger ; and is certainly worth the sacrifice. The same reasoning holds good on the other side — north side. The diagram on the Plate, for the gale of 1852, represents the surface winds in the higher latitudes. , . ■, JJalafor tlie Gale of 1852. The geographical character of this gale is represented on Plate XVII., beginning at the parallels of thirty north, and about seventy-two west, travelling in a N. W. direction towards the Gulf Stream, where it turns to the north and east, and becomes identified with the course of the stream. Due west of this, about the meridian of 80°, appears another gale moving to the N. E. with the wind from N. E. The track of the " United States" separates the two ; without her track, many difficulties would have occurred in tracing the one which I have carried out ; and as it would be impossible, even on a larger scale, to represent both on the same plate, I have thought it would conduce much more to the interest of the phenomenon, by laying- down that })ortion of it only which marks the distinction. It is remarkable that the distance between the two, on the 29th, is but little over three hundred miles ; at which time, and nearly on the same parallel, one wind is from the east, and the other from the west ; and by a comparison of the barometrical observations, there apjjears a diminished pressure on the 2yth to the east of the " United States," and a diminished pressure to the west of the Oxford. On the 29th, the "United States" has it blowing towards the Fawn ; as this gale passed off, her barometer rises, and tlie wind turns to the N. E., blowing towards a point of depression some- where between the positions of the Oxford on the 30th, and the 1st. The heights of the barometer are only put down to point out this feature, my object being as much as possible to avoid a confusion of observa- tions, in order to give a precise and clear understanding of the progress and action of the wind, as ves- sels were aiiected by it ; to attempt to give every fact, would defeat the design ; and as it does not sacrifice any of the information which it is intended to express, I am satisfied it will be found the most convenient for practical use. Vessels not noted on the Chart, are mai'ked omitted. The winds are given by compass. Our first report is from the schooner Fawn, from Baltimore, for Jamaica. "From midnight of the 26th of September, to the 28th, a fresh S. W. wind, and the sea rolling from N. E. and E. N. E. ; course to the S. E. Barometer, 30.50 — very high indeed. On the 28th, at 2 P. M., the wind suddenly died away. At -4 ■P.M. it came out from E.N. E. Towards 6 and 7 P. M., the sea came from S. E., and the wind changed from E. N. E. to E. S. E. in a heavy thunderstorm ; took in all sail; sea increasing fast; constant light- ning observed from S. E. to S. "W-, of a pale blue color ; the sea meeting from all directions, causing the vessel to be very uneasy, and sending columns of spray from thirty to twenty feet high. GAr,E.S OF THE fiULF STREAM. i^l5 At 8, wind increasing; barometer, 30.00. {During the afternoon, a Jifni;/ hcitk extended from cad to S. W.) At 10 liours 30 mill. P. M. liove to uiiilcr two reefed foresail. At miduiglit, barometer 2'.l.l. Scliooner heading S. by E. and S. S. E. on the port taelc, and barometer fulling half an inch every three liours. At 9 A. M. wore to the N. E. and furled foresail, blowing violently, and the sea in :i most awi'nl commotion, filling the vessel fore and aft. At noon, no change; if possible blowing harder, with t(jrreiits of rain. Barometer, 28.00. On the 29th, continued gales, sometimes little lulls, when the wind would come again Avitli increasing force, wind steady at E. S. E ; schooner heading from X. E. to N. P]. by E. ^ly wife in the cabin states the barometer still falling. Between 5 and G P. M. wind had veered, schooner heading S. E. by E. The change must have been sudden, as I had looked at the compass only about half an hour previous. At 7 hours 80 min. P. ^L heading S. S. E., from which hour until 10 P. }A. a gradual change took place in the wind, and ray wife told me, after I went below, that the barometer had not fallen since 10 P. M.^ at which time it stood but very little above 27 inches, say onedmndredth. At midnight some clearing seen in the horizon, and it cleared and moderated, in less than half an hour, leaving me with the wind due west. The barometer rose in five hours to 30.5, and rising more, and the wind went round to the ordinary trade. I saw at daylight the heavy bank, and took the bearing; east end, N. N. E. ; west end, S. AY. by AV. I must have been very near the centre, and I consider that I owe my safety to standing to the N. E." It will l>o observed that, from the 26th to the 28th, it blew fresh from the S. AA^. The S. W. wind is here tlie surface wind of the Atlantic Ocean; the sea did not rise with this wind, and the liarometer stood extraor- dinarily high. At the same time that the wind was blowing from the S. AV. a heavy swell set from the N. E., indicating a N. E. wind to the N. E. of the vessel. Again, from the bearings of the storm-cloud, it is very evident that it moved at that time to the N. AV. In the rotary gale, this line of progression does not explain the veering of the wind from a S. AV^. quarter to a N. E. quarter. Accoi'ding to Mr. Redfield's statement, we should expect the veering of the wind from the southern or southwestern quarter, to the northeastern, when the storm has a S. E. progression. I refer you to page 306, the third line from the bottom, of the American Journal of Science, second series, vol. i. 18-1:6. Such southeastern progression might serve to explain the veering of the wind from the southern or southwestern quarter to the north- eastern, which appears in some of the above European reports, and was also found in the extremely violent Hurricane of December 12, 184-1, in the Eastern Atlantic, in which two of the New York packet shijis were lost by foundering, a fact unexampled in the history of our navigation. But such southeastern course, in a great storm of the northern hemisphere, so far as I know, has not yet been established. Its progress to the N. AV. was not far from the Pawn's position, for on the 2Uth we find it moving to the N. E. " U. S. Ship Relief, Sept. 28, civU time. AVind S. S. AY. to S. by E.; force -1. Barometer, 30.12. AVeather, blue sky with clouds. Lat. 39° 40' ; long. 71° 32' AY. Sept. 29. During the 2-4 hours, weather, blue sky with clouds; wind S. by AY. and N. E. At 8 P. M. reefed topsails. Lat. 39° 25' ; long. 70° 30'. 316 THE WIND AND CURRENT CHARTS. Sept. 30. First part Aveatlier, blue sky, with clouds ; wind N. E., force 6. Middle part, weather cloudy, close-reefed topsails, reefed foresail. Barometer, 30.07. Lat. 38° 06' ; long. 68° 06'. Oct. 1. Cloudy all this day ; wind N. E., force 7 and 8, with a heavy, irregular sea on, and ship lying- to on port tack. Lat. 37° i'J' ; long. 67° OS'. Barometer, 29.82. Oct. 2. All this day weather the same as yesterday ; a rough sea from the northward and eastward; wind N". E. and N. N. E.— force, 7 and 8. Barometer, 29.91. Lat. 37° 34' ; long. 66° 20'." "Ship Iconium, September 26. At meridian discharged the j^ilot; wind fresh from N. W. ; ship moving heavy, being very deep, drawing 19J feet water. Sept. 27. First jxxrt fresh from N. W. ; last, moderate, with fine weather, ship under all drawing sail ; a heavy head beat sea with ripplings. Lat. 39° 33'; long. 71° 41'. Barometer, 29.85. Sept. 28. Begins with pleasant breezeis from the north, middle and last variable ; among tide-rips and drift stuff. Lat. 39° 29' ; long. 70° 15'. Barometer, 30.00. Sept. 29. (In the stream.) Begins pleasant, middle and last part baffling to S. W. winds throughout; S. S. E., S. and S. W. ; ends calm. Barometer, 29.90. Lat. 39° 50' ; long. 68° 45'. Sept. 30. (In the stream.) Begins calm ; at 4 P. M. a sudden change to the N. E., and overcast. Barometer falling; middle part fresh; shortened sail; ends a fresh gale with small rain. At 6 A. M. passed through a body of cold water ; no change in color, it being deep blue. Ends with all appearances of a severe gale ; ship under double reefs ; wind N. E. Lat. 32° 00' ; long. 67° 00'. Barometer, 29.00. Oct. 1. (In the stream.) Begins with a furious gale ; ship under close reefs, the sea breaking in upon us in every direction, and the ship making water fast ; one pump constantly going. Middle part ship under a close reef main topsail; both jiumps going all night with four feet water in the hold. At 6 A. M. all hands came aft, requesting me to bear away for a port, not considering the ship seaworthy. Put the ship before the wind ; steering S. W., our decks flooded with water. Stove the bulwarks and quarter boat. Ends a furious gale, ship laboring hard, and all hands, with the officers, at the pumps ; wind throughout N. E. Lat. 38° 30' N. ; long. 66° W. Barometer, 28.00." (The situation of this vessel shows the danger of steer- ing to the S. E. in a N. E. gale, with a falling barometer.) " Oct. 2. (In the stream.) Ship under a close reef main topsail, steering W. S. W. with much rain. At 4 A. M. shipped a sea, which stove the cabin doors and windows, filling the cabin with water ; middle part less wind. At 4 A. M. freed the ship, ends moderating; made sail as required, wind hauling northerly fromN. E. Lat. 37° 49'; long. 67° 30'. Barometer, 28.05— rising slightly." It will be seen that there was nothing gained by bearing up, but, on the contrary, it was increasing the danger. The rule in a similar case would be, before the gale has come to a crisis, to stand to the north until the barometer rises. We have authority for this, by referring to the position of the Gallia, north of the Iconium. She, by keeping her latitude, made fine weather. The Iconium, whose barometer is the lowest 28 inches, taken as the centre of the gale, gives the wind at positions N. E. of her blowing towards her, with a mathematical exactness. And the Comet, E. S. E. from her, has the wind on the first and second S. GALES OF THE GULF STKEAM. iJ17 E. and K. — blowin"' towards lior. In a rotary gale, vessels N. E. of her would liavc the wind S. E., and those E. S. E. of her would have it 8. 8. W. "Ship Cornel, Sept. 28. ^Viud light and moderate, with line, elear weather. Lat. o9° 5-i' ; long. G9° 55' "W. Barometer, 30.13 ; wind S. S. \V. Sept. 29. Moderate and elear, wind S. S. E. and S. Lat. 40° 00' ; long. 68° 00'. Barometer, 30.20. Sept. 30. Begins calm. Wind sets in from north, veering N. E. and E. N. E. ; course to the S. E. ; cloudy weather. Barometer now falling. Strong -wind, and baddooking weather. Lat. 38° 10'; long. G3° 15'. Barometer, 30.05. Oct. 1. Wind E. N. E. to S. E., strong gales, and squally weather ; latter part moderating, but not set- tled. Barometer still foiling. Lat. 37° 20' ; long. 13°. Barometer, 29.85. Oct. 2. Wind E. and E. S. E. ; strong and heavy gales, with squally, bad-looking weather. Lat. 37° 02' ; long. C2° 20'. Barometer, 29.-15. Oct. 3. Wind E. to N. N. E. and N. At 1 P. M. commenced blowing a hurricane, which lasted about four hours, and tlien settled to a steady strong gale from the north. At 1 liour 30 miu. blew the foretopmast staysail from the bolt-rope. At 2 hours 30 miu. P. M. the foretopmast went over the side, taking the main-top-gallautmast with it. The ship behaved admirably. Lat. at noon, 3G° -±3' ; long. .61° 40'. Barometer 30.05." Her barometer, at noon of the 2d, stood 29.45 ; as it was only one hour after ■that the hurricane commenced, it must have been much lower, though no mention is made of it. When the next observation is made it is at noon of the 3d, when it stands at its former height. '■'■Brig Eolns, Se])t. 28. At 12 P. M. sailed from Boston with a fine breeze froniN. W. and clear; barometer 30.00. From (3 to 8, wind hauled gradually to N. E.; barometer rises a triile. Middle j^art, light airs, and pleasant. Latter part, strong and cloudy. Barometer, at noon, 30 in. (in the stream,) Lat. 41° 35'; long. 68° 25'. Sept. 29. Lat. 41° 10' X.; long, 68° 11'. Barometer 30.20; continues strong wind and cloudy, ^fiddle quite modei'ate ; wind hauled to the west; latter part fresh from the X. N. E. and rainy. Sept. 30. Fresh from the N. E. by X. and rainy. Barometer fiills a tenth ; middle part strong wind from X. E. and very threatening. Latter part, wind increasing. Lat. 39° 25'; long. 67° 03'. Barometer, 30.10. . . Oct. 1. Wind strong with a high sea ; middle and last part the same, with increasing wind from E.X.E. Lat. 38° 05'; long. 66° 17'. Barometer, 30. Oct. 2. In the stream, with a furious gale from E.X.E. and bad sea. Lat. 37° 43'; long. 63° 35'. Barometer, 29.8. Oct. 3. Heavy gales and high sea. Barometer rises one-tenth, middle part wind moderate, and hauls north. Latter part fresh gales from X. X. E. and very gusty. Lat. 37° ; long. 60° 32'. Oct. 4. First part fresh gales from X. X. E. and squally ; middle part the same ; latter part, light and clear. Barometer, 30.2. Lat. 36° 40'; long.. 59° 56'. ... 318 THE WIND AND CURRENT CHARTS. ^^ Baric Annie Buchiam, Sept. 27. 1 P. M. passed the light-ship, good breezes and pleasant. Baro- meter, 29.8 ; winds N. W. N. and N. N. W. Lat. 38° 57' ; long. 70° 12'. Sept. 28. Fresh breezes and cloudy— all sail set. Barometer, 30.00 ; winds N. N. W., E. N. E., E. N. E. Lat. 36° 56' ; long. 67°. Crossed the Gulf Stream without experiencing any perceptible easterly current. Sept. 29. Lat. 35° 28' ; long. 64° 52'. Barometer, 29.9 ; wind fresh from E. K E. to E. S. E., S. S. E. to S. S. "W. At 5 A. M. tacked to the eastward, latter part quite moderate. Sept. 30. Light and baffling, with showers ; latter part strong breezes from E. to S. E. by S. Finst and middle part from S. W. to W. and N. to E. ; barometer, 29.8. Lat. 35° 12'; long. 63° 08'. Oct. 1. Hard breeze with rain, two reefs in middle; and end moderate and pleasant. Lat. 35° 17'; long. 60° 16'. Barometer, 29.9 ; wind S. S. E., S. by E., S. by W." " Bark Francis, Sept. 25. Light breezes and pleasant ; winds from the E. S. E., S. S. W. and S. E. ; barometer, 29.8. Lat. 20° 10'; long. 53° 47'. Sept. 26. Cloudy and squally weather; wind from S. to N. and E.K E. light, S.W. fresh. Lat. 22° 27'; long. 55° ^Y. Barometer, 29.7. Sept. 27. Winds light and pleasant from E. S. E. Lat. 21° ; long. 56° 5'. Barometer, 29.7. Sept. 28. Winds E. S. E. first part light, latter fresh. Lat. 25° 33'; long. 56° 53'. Barometer, 29.9. Sept. 29. Wind throughout E. S. E. fresh and pleasant. Lat. 27° 31' ; long. 58° 31'. Barometer, 29.9. Sept. 30. Wind first part S. E. light, latter jaart S.S.W. and cloudy. Lat. 22° 04'; long. 59° 40'. Barometer, 29.9. Oct. 1. Winds S. W. fresh throughout and cloudy. Lat. 31° ; long. 60° 41'. Barometer, 29.9. Oct. 2. Ileavy gales and squally, with heavy sea from northward. Wind, first part, S. W.; middle, W. S. W. heavy; last, AY. heavy. Lat. 33°; long. 61° 47'. Barometer, 29.6. Oct. 3. First jiart, wind W. N. W. light; middle part, N. N. W. light; last part, N. E. light and squally. Lat. 33° 30'; long. 62°. Barometer, 29.6." "Shij) Element, Sept. 25. Brisk breezes, and cloudy; a rough chop sea on. Wind IST. N. W. and N. Lat. 29° 08'; long. 65° 10. Barometer, 29.85. Sept. 26. Light airs and calms, with a heavy rolling swell from N. N. E. Lat. 29° 31'; long. ii{i° 16'. Barometer, 29.85. Sept. 27. Light airs and fine weather; heavy northerly swell. First and third part calm; last, wind S. E. Lat. 29° 49'; long. Q6° 49'. Barometer, 30. . Sept. 28. First part, light breeze; latter part, fresh and cloudy. Winds S. E. tliroughout. Lat. 30° 58' ; long. 68° 02'. Barometer, 29.90. Sept. 29. Brisk breezes, and dark, cloudy weather; heavy swell. Winds S. S. E., S. E., and K E. Lat. 32° 20'; long. 69° 10'. Barometer, 29.90. Sept. 30. Strong breezes, and squally weather, with thunder and lightning. Winds N. E., E. N. E., and N. by E. Lat. 33° 47'; long. 71° 04'. Barometer, 29.80. GALES OF THE GULF STREAM. 319 Oct. 1. First part, heavy gale; last part, moderate. Wind N. throughout. Lat. 34°; long. 72° 37'. Barometer, 29.40. Oct. 2. Begins strong breeze and cloudy; ends strong, with high sea. Winds N. by E., N. E., and N. E. byN. Lat. 34° 34'; long. 72° 53'. Barometer, 30. Oct. 3. First and mid parts, strong breeze; latter j)arts moderate. Winds N. N. E. Lat. 35° 54'; long. 73° 54'. Barometer, 30.10." . "Steamer United States, from Kingston to New York, Sept. 25. At King.ston. Wind N. W., N.; light breeze and calm. Sept. 27. Wind fresh from K W., and clear. At 6 P. M. left Kingston. Barometer, 29.7; air, 81° ; water, 83°; current west, 1 knot. Lat. 19° 32'; long. 74° 50'. Sept. 28. Winds fresh from N. N. W., N., and N. W., and squally. At 6 hours 45 min. P. M., Cape Mayse bore west five miles. At midnight, the west end of Great Inagua bore east four mOes. At 8 hours 30 min. A. M., west end of Mayaguana, N. E. five miles. At 11 A. M. passed S. S. Sierra Nevada, hence for Aspinwall. Meridian, strong N. W. and squally. Lat. 22° 52' ; long. 73° 18'. Current, W. S. W. 1 ; barometer, 29.7. Sept. 29. Winds from N. N. W., N. W., and W. N. W. ; strong and squall}', with a heavy head swell; washed out the head-boards. Lat. 26° 8'; long. 73° 28'. Barometer, 29.50; air, 81°; water, 80°. Sept. 30. Strong breezes and squally, with a heavy swell. Wind N. W. and N. Lat. 29° 24'; long. 73° 36'. Barometer, 29.70 ; air, 78° ; water, 79°. Oct. 1. Winds N. N. W., N., and N. N. E. ; strong and clear, with a very heavy swell from N. N. E. At meridian, strong from N. N. E. and cloudy. Lat. 32° 53'; long. 74° 7'. Barometer, 29.8; air, 72° to 77°. Oct. 2. Winds strong from N. N. E. and clear, with heavy swell At 10 P. M., entered the gulf, in long. 74° 15' ; at 8 A. M. came out in 74° 17'. At meridian, strong breeze and heavy swell from N. E. Lat. 36° 19'; long. 74° 18'. Barometer, 29.9; air, 67°; water, 67°. Oct. 3. Strong breeze from N. and clear. At 2 hours 30 min., made, the light-ship on the five-fathom bank. At 11 A. M., passed Sandy Hook. Winds throughout, N. N. W., N., and N. E." ''Ship Anstis, Sept. 29. Light breezes ; wind S. E., S., W. Lat. 36° 56' ; long. 75° 09'. Sept. 30. First part, fresh ; latter part, a gale. Winds, N. N. W., N. E., S. E. Lat. 36° 05' ; long. 72° 16'. ■:..',.,/. -■..■ ... Oct. 1. A gale of wind. Lat. 35° 27' ; long. 70° 30'. Winds, N. N. E. throughout. Oct. 2. First part, a gale; latter j^art more moderate. Lat. 35° 47'; long. 68° 43'. Winds N. N.E. throughout. Oct. 3. Fresh gales; winds throughout N. E. Lat. 34° 37'; long. 67° 10'. Oct. 4. Fresh and squally; baffling. Lat. 33° 26'; long. 67° 00'." ''Shij) Siddons, Sept. 29. Light breezes; fine and pleasant weather. Winds, S. by W.; calm, N. by W. Barometer, 30.5. Lat. 40° 20' ; long. 73 °25'. o 320 TUE WIND AND CURKENT CUARTS. Sept. 30. Begins frcsli winds and clear; middle, strong winds; last part, strong gales; double reefed the topsails. Winds, N. E., N. E., N. E. Lat. 38° 59' ;long. 72° 43'. Barometer, 30.1. Oct. 1. All this day strong gales, with a very heavy sea on; close-reefed the topsails, and reefed courses. Weather clear. Lat. 38° 21'; long. 72° 00'. Barometer, 30.00. Oct. 2. All this day strong gales, and very heavy sea; running under close reefs, and reefed courses. Barometer, high and steady. Lat. 38° 01'; long. 71° 15'. Barometer, 30.5. Winds the same as the 1st, N. N. E., N. N. E., N. N. E. Oct. 3. Strong winds, but inclining to moderate ; weather clear ; made all sail ; still rugged ; heavy swell coming from east. Winds, N. N. E. Lat. 38° 01' ; long. 66° 15'. Barometer, 30.1. Oct. 4. Light and clear; pleasant weather. Winds, N. E., N. E., N. E. Lat. 37° 13'; long. 64° 45'. Barometer, 30.1." ' "Shij^ Gallia, Sept. 28. First part, light; middle and last, fresh and squally. Lat. 42° 50'; long. 58° 52'. Barometer, 30.00. Winds, S. S. W. and K Sept. 29. Light and pleasant throughout. Winds, N. by E ; calm, S. S. E. Lat. 42° 42'; long. 60 20'. Barometer, 30.1 Current, S. E. two knots. Sept. 30. Light and cloudy; winds south to north, and N. E. by N. Lat. 42° 22'; long. 63° 40'. Barometer, 30.1. Oct. 1. Throughout pleasant. Winds, N.E., E.N. E., E.N. E. Lat. 42° 05'; long. 68° 02'. Barometer, 30.1. Oct. 2. Begins light; ends fresh and pleasant. Lat. 41° 15'; long. 71° 20'. Barometer, 30.1. Winds, E. N. E., E. N. E., E. N. E." " U. S. Ship Vandalia, Sept. 26. Wind light, with passing clouds. Lat. 28° 07' ; long. 63° 19'. Barometer, 20.91. Wind, N.N. E., and N. E. by N. Sept. 27. Wind light from east, and E. by S. Lat. 20° 15'; long. 64° 35'. Barometer, 30.18. Sept. 28. Moderate breezes, and hazy, threatening weather. Wind, S. E., variable, S. E. to S. W., variable, S. W. to N. W. Lat. 31° 19' ; long. 66° 24'. Barometer, 30.11. Sept. 29. Frst part, light breezes; middle part, fresh and sr[ually; latter part, fresh gales and cloudy, with rain. Barometer, 29.74, at midnight. Lat. 32° 46'; long. 67° 49'. Barometer, 30.07. Winds, variable, southward and eastward; variable, southward and eastward; variable, southward and eastward. Sept. 30. Heavy gales, and squally. At 4 A. M. barometer 29.66. Gale heaviest at 6 A. M., witBi rising barometer, 29.68, with the wind N. by E. Lat. 34° 29'; long. 69° 40'. Barometer at noon, 29.92. Winds throughout variable, northward and eastward, N. E., and N. by E. Oct. 1. Moderate gales, and squally. Winds, N. N. W.; N. and N. by E. Lat. 34° 31'; long. 69°. Barometer, 20.90." " Brigi Shawmvt, Sept. 27. At noon, off Sandy Hook ; wind N. N. E. ; calm ; south. Barometer, 30.10. Sept. 28. Light winds all day from S. S. E. Barometer, 30.20. Lat. 40° 2'; long. 69° 28'. Sept. 29. Strong wind all day. Winds S. W., W. N. W., and N. E. Barometer, 30.20. Lat. 40° 16'; long. 67° 50'. GALES OF THE GULF STHEAir. 321 Sept. 30. Strong winds ; double reefed ; wind N. E. Barometer, 30.05. Lat. 39° 54' ; long. (3o° 30'. Oct. 1. No change ; winds N. E., E. N. E., N. E. Barometer, 30. Lat. 39° 29'; long. 1)5° 18'. Oet. 2. Laying to; very heavy sea on; wind E. N. E. to N. E. Barometer, 80.10. Lat. 40° 5'; long. 64° 48'. Oct. 3. Moderate from N. K E. Barometer, 30.18. Lat. 39° 37'; long. 04° 27'. Oct. 4. Moderate winds from N. E. by IST., N. E. and E. X. E. ; all .sail set. Barometer, 30.15. Lat. S9° 40' ; long. 62° 55'. Oct. 5. Heavy rain squalls ; calm ; wind S., S. S. "\V., strong. Barometer, 29.85. Lat. 40° 8' ; long. 60° 32'. Oct. 6. First part squally; last, heavy gale. Barometer, 29.80. Lat. 41° 30'; long. 58° 15'. Winds S. S. W., N. W., K N. W. Oct. 7. Winds N. W., calm, W. K W., light; all sail set. Barometer, 30. Lat. 40° 28'; long. 56° 25'." "^'Shijj U. Z. New York to Liverpool, Sept. 30. Winds moderate and pleasant; middle part calm; change from S. S. E. to N. E. Lat. 41° 48'; long. 60° 24'. Current, three-quarters of a knot per hour east. Barometer, 29.8. Oct. 1. First part moderate ; middle fresh ; and ends moderate ; winds N. E. by E. to E. X. E. Baro- meter, 29.8. Lat. 40° 29'; Ion sr. 57° 24'. Current the same. Oct. 2. Moderate and pleasant ; winds N. E. and E. N. E. Barometer, 29.8. Lat. 40° 25'; long. 55° 40'. Current E. S. E. three-quarters of a knot. Oct. 3. First part moderate ; middle, heavy gale ; ends, heavy gale. Lay to ; wind N. E. to N. E. byE. Lat. 39° 22'; long. 53° 45'. Barometer, 29.7. Oct. 4. Begins with strong gale; ends moderate and pleasant; winds N. by E. and N. Lat. 89° 30'; long. 52°. Barometer, 29.7. Current, east half knot. Ends, barometer rising.'' " Barque A. F. Janness, Sept. 28. First part, wind N. X. W. ; second part, S. S. E. ; third part, S. S. E. Lat. at noon 38° 88' ; long. 72° 30'. Sept. 29. First part, wind S. S. E.; second part, S. E. ; third part, S. E., light and hue. Lat. 38° 48' ; long. 71° 20'. ■ • ' - Sept. 30. Throughout, winds S. W. and light. Lat. 37° 50'; long. 69° 25' W. Current, two knots X. E. by E. ■ . ■ Oct. 1. First part light, S. W. ; middle and last, blowing a very hea\y gale from the N. E. Current, one and a half knots N. E. by E. Lat. 37° 10'; long. 08° 30'. Oct. 2. First and middle parts, wind X. E. and X. E. by E. ; latter part, X. E. blowing a heavy gale, with a large sea on. Lat. 36° 30' ; long. 68°. Current, one and a half knots. Oct. 3. Winds throughout X. X. E. and X. E. ; moderate gale. Lat. 35° 51' ; long. 67°." * Omitted. 41 322 THK WINU AND CURKENT CUARTS. "Ship Morlivter, New York to Loudon, Sept. 30. Moderate gales; middle and last part, strong gales. Lat. 39° 23' ; long. G8° 44'. Winds N. N. E., K E. by K Oct. 1. Very heavy gale tlirougliout. Wind K E. by K Lat. 38° 52' ; long. 07° 37'. Oct. 2. Very heavy gale, with very heavy boisterous sea; ship laboring hard. Lat. 38° 21'; long. 07° 40' W. Wind N. E. by N. throughout. Oct. 3. Wind and sea both moderate to a topgallant breeze; wind N. E. by N., N. N. E., N. E. by K Lat. 38° 30'; long. 07° 20' W. Oct. 4. Moderate and light gales. AVind N. E. by N. Lat. 38° 5'; long. 05° 14'." "■Ship John Haven. This abstract I invite your attention to, particularly the manner in which it is kept, and the information it contains does great credit to Ca])tain Ilicker. • . ^Shlpi JoliK, Haven. Erom New York bound to New Orleans. Sept. 24, 1852. Moderate and pleasant; at noon cloudy ; winds N., N.E., E. N. E. Barometer, 30.20 ; air, 04°; water, 00°. Lat. 38° 58'; long. 72° 18' W. Sept. 25. Moderate weather; winds E.N. E., E., E. Barometer, 30.05; air, 00°; water, 78°. Current 26 miles E. N. E. for 48 hours. Lat. 30° 19' ; long. 71° 30' W. Sept. 26. Moderate. Entered the gulf in lat. 38° 15'; long. 72° 5'. Left in lat. 35° 47'; long. 71° 15'. Winds east, calm, S. S. W. Barometer, 30; air, 70°; water, 76. Lat. noon, 35° 30'; long. 70° 53'. Sept. 27. Great quantities of gulf- weed about. Winds S. S. W., S. S. W., S. S. W. Barometer 30.10. Lat. 32° 48' ; long. 68° 38'. Air, 75° ; water, 77°. Sept. 28. Heavy swell from the west, and strong tide-rips. Winds S.S. W., S. S. W., south. Baro- meter, 30.10. Air, 80° ; water, 77. Lat. 32° 33' ; long. 09°. Current N. E., one knot per hour. Sept. 29. Throughout the 24 hours, baffling and squally, with torrents of rain and heavy thunder, with very sharp and constant lightning; wind through the night, from all points of the compass, in flaws, succeeded by calms. At daylight, rain cleared off, and a moderate breeze succeeded from N. E. Six ships in company.* Barometer steady at 30 inches. Lat. 32° 11'; long. 09° 45'. Winds calm, calm, N. E. moderate. Sept. 30. Commences squally, more rain than wind, but weather looking threatening. Took in light sails. 4 P. M. single-reefed, raining and wind getting up. Barometer commenced to fall. At 5 the weather looking bad, but not much wind ; close-reefed the fore and main-topsails, and set them ; also set fore- topmast staysail. Furled every other sail in the ship snug ; the wind steady at N. N. E. and increasing. At blowing harder and glass going down ; ship running nine knots S. S. W. J W. At 10 blowing a storm; lost foretopmast staysail, and foretopsail ; braced up main-yard, and hove to; in twenty minutes the main-topsail blew away (nearly a new sail), also all three topgallant masts by the caps, studding-sails out of the tops, mainsail, and main-spcncer, both of which were snugly furled. At 10 P. M. it was a most fear- Ihc Nathaniel Kimball and Ann .larvis, also a banjup, all dismasted, except lower masts, in tliis burricanc, arrived at New Orleans some time after us. GALES OF THE V.VLF STUKAM. 323 I'ul hurricane, at which time tlie barometer reached its lowest point and l)e,L':au to p:p up; tiie wind blew with great violence until 1 A. ^^., when it began to moderate, and continued to moderate until noon, leaving a high turbulent sea. Ends moderate, fine weather; employed bending other sails, and repairing damage. Barometer at 4 P. M., 2i».00; at 6, 29.80; at 7, 29.70; at 8, 29.()5; at 9, 29.45; at 10, 29.15; at 11, 29.20, and rising. Winds, throughout, steady at N. N. E., moderating at N. E. Lat. at noon, 30° 51'; long. 71°. A southwesterly current, one knot per hour.' [ Here we have every evidence that these gales exhibited their greatest violence in the Gulf Stream, as •will be seen by all the vessels which steered towards it. The leonium was very near being lost, and the Comet was dismasted, though the latter is reported to have behaved admirably. The vessels on the south side committed a like error by steering to the N. AV., with falling barometers, although they did not meet with Any damage; but it would be difficult to .say which made the narrowest escape; having the wind at S. E., their great danger was in being struck aback by a sudden shift to the north. Deeming it rather jiremature to lay down any specific rules of action, more than those I have given, I thought it safer that the examples ■which the two gales afibrd, should be received as references which are free from an}' likelihood to mislead. Having investigated all the data which has come to hand of the gales of 1848 and 1852, and traced the phenomenon to causes connected vrith the general system of atmospheric circulation, there I leave it for the author of that system to determine more fully those relations. The information to be gathered from the system of observation now in practice, should interest every seaman and make him zealous in the cause. The ship-builder constructs the ship to outsail those of every other nation — the ]ihilosopher points out the "wind-roads oi the ocea;)," and by the skill of the navigator, our vessels perform achievements ■which are among the wonders of the age. The spirit of knowledge at home and abroad sees tliis, and no information is more valued, or more sought for, than those records which contain the phenomena of the ocean, B. S. PORTER. Lied. r. S. Kariir LiM of Vessels^' in lite Gale of 1852. 1. The schooner Fawn. 10. The United States ship Relief, 2. " steamer " United States." 11. " Siddons. 3. " Oxford. - 12. " Francis. 4. " Element. 13. " Gallego. 5. " United States ship Yandalia. 14. " A. F. Janniss. 6. " Austis. 15. " John Haven. 7. " Eolus. 16. " Shawmut. 8. " Comet. 17. " Afortimer. 9. " Iconium. ■* For the purpose of distinguishing the tracks of the Comet, Iconium. Eolus, ;inil Kolicf, tlic Comet has :\n unbroken line, the Iconium a broken one, the Relief a broken one with a dot between, ami the Eolus a dotted line. 324 THE WIND AND CURRENT CHARTS. THE STORJI AND RAIN CHART. Letter E of tlie series — the Storm and Eain Chart — was commenced for the North Atlantic by Lieu- tenant Wm. Rogers Ta_ylor, U. S. N. ; and in his absence at sea in the Albany, it has been continued by Lieutenant Wm. H. Ball, and in his absence in the U. S. ship Portsmouth, by Lieutenant George Minor. The object of these Charts is to show the total number of observations that have been discussed for each month in every space of 5° square in the ocean ; and tlicn to show for every square and month, the number of days each in which there was rain, a calm, a fog, thunder and lightning, or a storm, and the quarter from whence it blew. . . The manner in which these observations are collected from the quarry of log-books — brought together and discussed, and the officers at work upon them, reminds one of the sculptor; any single stroke of the chisel, however well directed, does but little towards developing the figure, which in due time is to stand out from the rude mass upon which he is engaged. So with these observations; any single one, however accurate, is in itself worth but little. It is only by oft-repeated observations, multiplied and brought together in sufficient numbers to express their own meaning, that satisfactory and significant results can be obtained. Then, like the piece of statuary to the repeated touch of the chisel, the charts speak for themselves, and all at once stand out before the compiler, eloquent with facts which the philosopher never dreamed were lurking so near. Among the various phenomena presented in the course of these investigations, some have pointed to the moon, and suggested the inquiry : Has the declination of the moon any influence upon the bands of trade-winds and calms, by moving the edges of their zones up and down the ocean, or by accumulating an excess of atmosphere, first in one hemisphere, then in the other, according as the declination be north or south ? The abstract logs will, in the course of time, afford observations enough probably to enable me to answer this question ; for it is one of those questions to which a satisfactory reply, either in the affirmative or negative, is equally desirable. The investigation of this problem was assigned to Passed Midshipman Matthews. His researches relate entirely to the Atlantic. Before he had completed it he was ordered away to sea ; and I have not had force since to continue them. But I am apprehensive that the true answer to the question will be so masked by the effects of other causes in moving these trade-wind bands up and down the ocean, that its purport will not be perceived. Perhaps the Pacific Ocean, when tliere shall be observations enough made in it, will enable me to put this question to rest. Plate in. is a sample of the Storm and Rain Chart. As in the other case, so in this: the ocean is divided out into districts of 5° of latitude by 5° of longitude for these investigations, and whatever phenomenon is reported as occurring in one part of a di.strict, is assumed to occur in all parts of thn,t district. THE STOUll AND KAIN CIlAin". 325 ]5etwecn eacli pair of meridians having a space of o° between tbem, are 12 lines, for tlie twelve months, always beginning with Deceinbcr, the first winter mouth ; and horizontally between each pair of parallels for each o° there are 13 lines, eight of which are for gales from the eight scmi-qnadrants — one for N the calms — one for rain — one lor thunder and lightning — one for fogs, and the other for the number of observations called days, which have been observed for each month and district. These last are ex])rcssed in figures (see Plate III.), and the others according to the method of " fives and tallies," already ('xplained for other Charts. Three observations make a day; so, in order to see how many daj-s of observation have been dis- cussed for any month, it is necessary to divide by three the number which stands in the column for the months, and on the line marked " days." The object of this Chart -was to show the exceptions to what may generally be considered the prevail- ing condition of the weather at sea, and to determine from what quarter storms are most liable to occur for each month in every district. It may be that mariners do not always record in their logs rain, fog, thunder, or lightning. They do always mention gales aud calms, and the quadrant whence the wind blows. It may, therefore, be probable that both rains and lightning occur at sea more frequentl}' than it would appear by the Charts they do ; if so, I have at present no means of knowing. But it may be presumed that mariners general]}' are not more apt to neglect to mention rains, thunder, and fogs in one part of the ocean than another; and that, therefore, the relative frequency with which tliey occur may be supposed to be fairly indicated on the chart. But as the Chart is a fair exponent, according to the data from which it is constructed, as to the fre- quency of the phenomena to which it relates, we are bound to give it as much faith and credit in one respect as in another, and, therefore, to assume, until we have reason to suppose it otherwise, that the occurreuce of rain, fogs, and lightning, is fairly represented in jioint of frequency. The scores designate not the times that it thunders, or rains, or blows a gale, but simply the number of days on wdiich such phenomena have been reported to occur ; as an example, a gale may be accompanied with fog and rain, thunder and lightning, in which case a score would be made in the appropriate places for each. The districts represented in Plate III. by A, B, and C, extend from 80° to 45° N., and from 55° to 60° W. Those represented by D, E, and F, extend from the equator to 15° X., between the meridians of 25° and bO° W. This Plate also affords matter that is interesting to sailor i^hilosopliers. Examining district F, it appears that rains and calms, and N. W. gales, abound from December to ]\[ay inclusive ; that lightning is never seen, nor thunder heard there, from April to September inclusive ; that in October there is an occasional gale from the eastward ; and that from June to September may be called a rainless season, during which period there is rarely a calm, and never a gale nor a thundercloud ti) disturb the air. o26 THE WIND AND CURRENT CHARTS. This is because the equatorial calms, and their train of atmospherical disturbances, have gone up, as shown per trade-wind charts, into district E. Tlie rainy season in E, is the dry one of F. It may be said that E has two rainy reasons — one for about two and a half months before August, the other for three months after. It appears from D, that the rains commence before the calms, and continue after them ; that from December to March is a rainless period ; and that an electric display from the clouds is a rare occurrence at any time of the year in this district. Now going to A, the first thing that strikes us is the prevalence of fogs, the regularity of precipita- tion, the almost total absence of gales in June and July, the scanty rains in the former month, and the abundance of the materials from which these facts are drawn. Contrasting this with B, we find that July and August arc the months which are most exempt from storms and rain, fogs and thunder; that calms rarely occur in Jauuarj', February, March, April, July, August, October, and November. In district 0, storms and rains seldom occur in April, May, June, and July. Eut it is needless to repeat what the Chart tells so plainly at a glance. Unavoidable circumstances conspired to delay until the Ml of 1853 the publication of this interesting Chart. THE PILOT CHARTS. Letter C of the scries is a Chart of the Winds; it sliows the point of the compass from which the wind blows in all parts of the ocean, an>., N. N. E., N. E., K. N. Vj., E.; and so on aronnd the compass. See I'late V. After all the log-books within reach have been examined, and tlie observations collated for lliis letter of the scries as in Plate I., the results are collected for each district, arranged according to months, and entered, each set in its wind-rose, Plate Y., as the circumscribed stpiare, with its concentric circles and points of the compass, is called. These entries are made in such a manner as to show at a glance the prevailing winds for any month in any l)art of the ocean. Kot only so, the navigator sees at a glance how many days of observation have been discussed for each month in any district ; and of these lie sees the number of times calms have been found, and the number of times the winds have been reported as coming from •/ach of the sixteen points of the compass. Thus, in the wind-rose for the district between 5° and 1U° N., lo"^ and 20° AVest, and marked A, Plate Y., he would observe that in August 705 observations as to the course of the wind liad been made here, and 13 as to the calms; /. e. out of '-'/ days, or parts of days, passed by ships in this district during the month of August of various years, the prevailing condition of the weather fur consecutive periods of eight hours' duration each, was found to be calm thirteen times; and the winds were observed to blow from E. 4 times;* E. S. E., 17 ; S. E., 5 ; S. S. E., 165 ; S., 280; S. S. W., 171 ; S. W., 23 ; W. S. W., 20; AV., 8 ; W. N. W., 2 ; N. W., 1 ; N. N. AY., 2 ; N. X. E., 1 ; and the other points 0. The object has been to get for these Charts at least one hundred observations for each month in every square of the ocean ; this would require for the three great oceans 1,069,200 observations upon the direc- tion of the winds alone. In some of the wind-roses, or districts of 5° square, we have obtained more than a tliousand observa- tions for a single month; whereas, in neighboring districts and for other months, we are left without a single observation — so limited and marked are the commercial paths over the ocean, according to the seasons. In the South Atlantic, between the route to and fro around Cape Horn, and the route to and fro around the Cape of Good Hope, there is a part of the ocean of immense extent, that is seldom traversed by any vessel. The Pilot Charts, therefore, are silent with regard to the winds there. As the wind is found to blow in any part of any given district or division of 5° square, .so it is as- sumed to blow at that time in all other parts of that disti'ict. The Pilot Charts, therefore, give us the number of times that the wind, in anj- jjart of the ocean, is found in a given number of times to come from each ])oint of the compass ; and consequently, by .studying the pilot chart, we see the ratio between the number of winds frona any one point, and the number of winds from all the other points of the compass. \Yith such data it, is practicable to calculate, according to the doctrine of chances, the track which will give the shortest average passage under canvas from port for any montli. * Taking "time" to mean a period of eiglit lioiu-s, ur tlirce " times" to make a day. 328 THE WIND AND CURRENT CHARTS. This I have clone for the routes generally, between Europe and America; and from the ports of the United States, as far south as the parallel of Eio de Janeiro. In order to select the best average track, from one place to another, as from the ports of the United States to Eio, or to those of Europe, the Pilot Charts have been discussed in the following manner : — Blank charts on a scale of 5° to an inch at the equator, Mercator's projection, are constructed and lithographed for the whole ocean, twelve times over, so as to have one complete set for eacli month. In every space, of 5° square, a sort of compass-card is drawn as in Plate VI. In the centre of this card are written two numbers — the upper number shows the times — counting 8 hours as " a time" — the winds have been observed in that square, for the given month, which in this case is July (see A — Plate VI.), and the lower number shows the per cent, of "the times" in which calms, accord- ing to the number of observations made, and the principles of averages, ought to prevail for as much as 8 hours at a time. Thus, in said square A, there have been discussed for the Pilot Charts, in the month of July, 4.33 observations, and of these, 8 in all, or 2 per cent, of the whole, represent calms as the prevailing condition of the atmosphere for that month and part of the ocean. These two quantities are thus stated in order to enable me as well as those who take the Charts for their guide, to form some estimate as to the degi'ee of confidence due, or as to the weight to be attached to, the courses recommended and the routes proposed for vessels. Thus, more weight is attached to a course that should be recommended through square A, than to one through square B ; because, in A, average results are derived from 483 observations ; whereas in B, they depend upon oidy 21 ; and calms, it appears, prevail there 11.1 per cent, of the time, which is probably out of proportion. The object, however, is to show the proportion according to the ratio of percentage, of the winds from each jioint of the comjDass, and the percentage by which, according to that showing, a vessel in attempting to sail 100 miles, or any other distance through that square on any given course, would on the average have to increase that distance on account of the average prevalence of adverse winds. Thus, suppose a vessel should wish to sail west through square B in July; an inspection of the Plate Avill show, supposing the 21 observations give a fair average as to the winds in that square for that month, that 16.5 per cent, of the winds there, are from the west ; that 11 per cent, are from W. S. W. ; 3.5 from W. N. "W.; 16.5 from S. "W. ; and 5.5 from IST. W.; all these winds are adverse for a west course, and conse- quently they would compel her to turn off from a west course so as to increase the distance required 87.4 per cent. In truth, it appears from those 21 observations, that 49.5 per cent, of all the winds that blow here in July, are between W. and S. S. W., inclusive; that it is calm 11.1 per cent, of the time; and that, conse- quently, it is an unfavorable part of the ocean for a vessel to pass through, that wants to get from Europe to the United States, ?'. e. that wants to get to the southward and westward; it moreover appears that a vessel would have no difficulty except on account of the calms, in getting to the eastward through this same rearion. THE ini-uT CllAHTfj. 329 Again, tlic square C, wliicli is between two lower parallels, and in wliieli we have the experience of 41 vessels to guide us; a vessel to make a W. S .W. course through this square, in -July, would have to con- tend against 53.7 per cent, of winds directly ahead, with the chances of having to increase her distance 93.7 per cent. Ilere we again sec the prevalence of head winds for vessels bound to the United States, and per- ceive that it is a bad part of the ocean for a vessel so bound to be in, though there are no calms. It is thus that the Chart for July, for the whole ocean, is filled up from the Pilot Chart, with the ])er cent, of calms and head Avinds for each month. This is an operation wdiieh involves an innnense amount of labor. This being done, the next step in the process is, to find out the best course for a vessel bound in any other direction, to proceed in any given month. To do this, it is necessary to find out that track, wdiich, with the average per centiun of inci-cased dis- tance on account of head wimls, and the increase on account of detour, shall give the shortest distance from port to port — for when tliat is i'ound, it is called the shortest average route. This routi', when thus found, is the route which vessels are recommended in the SuiUiuj Directions to take for the several months, to and from Eurojie to the erpiator, kc. This is a tedious operation ; for a satisfactory solution of this problem is not to be attained without many trials. For instance, after crossing the meridian of 25° W., bound from Liverpool to Xew York, it is comparatively easy, in July, as a mere inspection of Plate YI. shows, to make westing between the paral- lels of 40° and 45°. But the head winds, and the detour they cause a vessel to make, when she comes to try it, may involve such an increase of distance as to make it better to take the chances by some other route ; so that it is not the difficulty of getting through one square alone that has to be considered at a time, but the difficulties of getting through all united. It may turn out, after this tentative process has been repeated again and again, that when Ave come to examine and compare such results, we may find two routes widely differing, yet each requiring nearly the same distance to be accomplished. In that case, each track is traced from port to port : the percentage of head winds and detour got at carefully for each square through which it passes, and then m the Sailing Directions the preference is given to that track which is least liable to calms, to adverse currents, and to other collateral drawbacks, perplexities, and delays ; and which track also has in its favor the shortest dis- tance, and the greatest number of chances for fair winds. The centre figures in each square, Plate YI., stand as before marked, for the whole number of observa- tions and the per centum of calms. The next figures which are arranged along the inner circle, and the l>er centum of head-winds for the courses on which they stand, and the outer circle of figures express the number of miles that adverse winds will compel a vessel to turn out of the way, if she attempt to sail 100 miles direct on the course on which these figures stand. Thus it will be perceived, that no navigator can reasonably expect that the new routes wliich I recom- mend, are to give the short passages always, and in every individual case. They give the shortest passages ou the average, and thus ofter the best chances for a short pa.ssage at aU times— that's all. Those chances, as 42 330 THE WIND AND CURRENT CHARTS. the Charts show, ma_y, ami sometimes will, turn up adversely. Thus, a vessel trading to Europe, may be told in the Sailing Directions, that her best route in Jidy passes through scpiare D, and that her course through it is east. Once in a hundred times, however — and just once in a hundred on the average — the Pilot Chart to which she is referred for a guide, tells her the wind in that square comes from the east; and she may find it when she gets there directly in her teeth;— she may be the unfortunate hundredth vessel; we cannot tell. All that I pretend to tell the navigator in such cases, is where he will find the greatest number of chances in his hxvor, and what is the best route for him to pursue. In like manner, he may be recom- mended, not to attempt to stand W. S. W. through C, for then the chances are 54 in a hundred that he will have the wind directly in his teeth ; still, a vessel may pass through this square 7 times, and each time find, as the Chart shows it is possible, though hardly probable she may find, the wind exactly in the oppo- site direction. ■ ' ' With this full explanation as to the process by which the new routes here recommended are discussed and discovered, the intelligent navigator who adopts them, will perceive that these discoveries and these routes are no matter of opinion with me, but that they are the results of the experience of all the naviga- tors combined, whose observations have been used in the construction of the Charts. In the European voyages, I have found not much room for improvement as to routes, except to those shipmasters who are just entering that trade; to them, these Charts give all the information as to winds, currents, and routes that is possessed by the oldest and most experienced " Packet Captain." "When navigators generally shall agree to follow these new routes, the average sailing passage between Europe and America will, it is believed, from what has already been done, be considerably shortened. But the new routes which these Charts have suggested to the equator, and which lead through parts of the ocean in which the winds and currents were not so well understood as they are along the tracks to Europe, have been attended with more decided advantage, and the most signal success. Practically, they have brought the markets of India and the southern hemisphere many days nearer to our doors. The route of all vessels bound into the southern hemisphere, whether their destination be the markets of South America, of the Pacific or Indian Ocean, is the same as far as the equator; and these Charts have actually shortened the average passage hence to the equator, from two days to two weeks, or more, accord- ing to the season of the year ; this is shown by the results of actual trial. More than a hundred passages have been made by these Charts, and according to the routes prescribed. The average length of passage by the old route from the ports of the United States to the line is forty-one days. The average passage by the new routes has been so far, for January, 31 days; for February, 25; for March, 27^ ; April, 28 J ; May, 34; June, 33 July, 40 (by the old route in this month the passage is 48 days); for August, 41; for September, 39; for October, 37; November, 32, and December, 34, against 38| by the old route for December. As I write, I receive the abstract logs of the U. S. S. Saratoga (Cajitaiu Walker), and of the merchant barque Dragon (Captain Andrew). They sailed at the same time, both in the mouth of September last (1850); the Saratoga took the old THE THERMAL CIIAIITS. 331 route, went as far ns 19° of west longitude, and crossed the equator the forty-second day out. The Dragon took tlie new route; crossed the ecpiutor the tliirty-fourth day, and had passed the paraHel of Rio de Janeiro in 2o° S. hcfore the Saratoga had readied the line; thus making a gain of l,uUO miles upon her competitor, with a saving that far of ten days or two weeks on the passage. Thus, the importance of the undei'taking to collect and embody the experience of every navigator as to the winds and currents of the sea, and so to present the results of all this information that each may have the benefit of the experience of all, is brought home to our merchants ; they reap benefits from it daily. Kii- couragement is therefore given for the vigorous prosecution of the work. Upwards of 40,000 sheets of these Charts have been distributed, and the demands for them are daily increasing. THE THEKMAL CHARTS. Letter D of the series designates the Thermal Charts ; they show the temperature of tlie surface water of the ocean, wherever and whenever it has been observed. These temperatures are characterized by mlors and symbols, in sucli a manner that, by a mere inspection of the Charts, the temperatures ftir any cue mouth may be recognized and distinguished from the rest. The scale is Fahrenheit; and the tem- peratures are put down just as they are given in each log-book, without any attempt to correct for error of thermometer. The Thermal Chart of the North Atlantic, compiled by Lieutenant (lantt, in eight large sheets, is published; also that of the South Atlantic, constructL'd by Lieutenant Gardner, upon the same fl scale. The isothermal lines for 80°, 70°, and so on, for every 10° of ocean temperature, have been drawn for ■| each month upon these Charts by Professor I1ye. They afford to the navigator and the philoscjpher much valuable and interesting information touching the circulation of the oceanic waters, including the pheuomena of the C(.)ld and warm currents ; thcj* also cast light upon the subject of the hyetographio and climatic peculiarities of various regions of the earth; they show that the profile of the coast line of intertropical America assists to give expression to the mild climate of Southern Europe ; they increase to a marked extent our stock of knowledge concerning the Gulf Stream — that great jjhenomenon of the ocean — for they show that the warm waters of this stream, as it pursues its course to Europe, have a vibratory motion, so to speak, across its course, like a pcndidum slowly propelled by lieat on one side, and repelled by cold on the other. It vibrates to and fro with the season, preserving in the mean time a j)eeuliar system of convolutions that calls to mind the graceful ■yvavings of a joennon as it floats gently to the breeze. Indeed, if we imagine the head of the Gulf Stream to be hemmed in by the land in the Straits of Bemiui, and to be stationary there, and then liken the tail of the stream itself to an immense pennon floating gently iu a current; such a motion as such a streamer may be imagined to have, very much such a motion do these T'liarts .sliow the tail of the Gulf Stream to have. o32 THE WIXD AND CURRENT CHARTS. These Charts -vvero prepared for the press in four sets — each set showing the temperatures for one season — but they are puMishcd with the temperatures of all four seasons on the same sheet. I have, owing to the numerous olBcial demands upon my time, not yet had an opi)ortunity to study them except in sets for one season at a time — therefore, I cannot give as complete an account of all the facts which they develop, as I shall be able to do when I shall have time and opportunity to give them the close study which their importance claims at my hands. In 1844, I read before the National Institute a paper " On the Gulf Stream and Currents of the Sea." Up to that time but little was known of this "river in the ocean," except that it exists, and conveys an immense body of warm water from the Gulf of Mexico through the Straits of Florida into the Atlantic Ocean, thence along the coast of the United States towards the shores of Europe by the way of the Grand Banks. Beyond this* little or nothing was known with regard to it. But since the appearance of that paper, attention has been very much directed to the Gulf Stream.f The Coast Survey has been at work * " Upon a diiTcct knowledjic of tlic force anil set of currents in tlic ocenn often depends, not only the safety of vessel smd cargo, but the lives of till on board : and, owing to the want of this know)ed[;e, huudroils of vessels, thousands of persons, and millions of property are annually cast away or lost at sea. '• I do not intend to occupy tlie time of members with a recapitulation here of what we do know with regard to ocean currents; tliat indeed might soon be told ; for we know little or notliiTig of them, except that they are to be met with here and there at sea, many of them sometimes going one way and sometimes another; and that the waters of some of them are colder and of others warmer than the seas in which tliey are found. That we should liave a better knowledge of tliem, and of tlie laws which govern them, is not only an important matter to those who follow the se.a, or make ventures abroad, but it is also a matter of exceeding interest to .all those whoso enlarged philanthropy or ennobling sentiments prompt in them a desire to diffuse knowledge among their fellows, or in any manner to benefit the human race. The mere fact that this meeting is held at all, is evidence ample and comijlete that it is composed altogether of such. I, therefore, submit it as a question for the consideration of tlie meeting, whether it be not competent for the National Institute to devise .and set on foot a plan for multiplying observations and extending our information upon these interesting phenomena. A subject of vast importance in tlie business of commerce and navigation, the currents of the ocean seem to me to be altogether worthy the attention of this Society— a series of well-conducted oliservations uj.ou them would be in perfect unison with the great objects of usefulness for which it was created and now exists, and for which its distinguished members and guests have been invited, and are here assembled from all jiarts of the country. " Before such an assemblage of mind and intelligence, it is necessary only to mention the meagre state of our information, even with regard to that great anomaly of the ocean, the Gulf Stream ; and there will be— there can be, but one mind, as to the importance of making farther observations, and of multiplying facts with regard to it. In simply reminding the Society that all we know of this wonderful phenomenon is contained chiefly in what Doctor Franklin said of it more than fifty years ago, that his facts were collected by chance, as it were, and his observations made with but few of the facilities which navigators now have, I feel that enougli, .and all has been done that is necessary to be done in order to impress the Institute with the importance of farther observations upon it." * * —Paper on the Gulf Stream and Currents of the Sea. Read before the National Institute, April 2, 1844, bi/ M. F. Maury, Lieut. U. S. N. f "Linked tlius witli other geological agents, the currents of the sea cannot fail to present themselves to the mind of the geologist as important and interesting subjects for investigation. How much more so are they in the eyes of the navigator; with him, the source of this coast current is a matter of conjecture, and its cause a mystery. And as to its strength, its fluctuations, and the laws which govern them, his nautical books are all Vmt silent. Nor has the history of navigation recorded the first series of systematic observations upon it. "Proceeding farther into the Atlantic, we find a vast stream of warm water running counter to this. It is the Gulf Stream, bound from the Straits of Florida to the Banks of Newfoundland, and thence to the shores of Europe. AVhat its breadth or its depth may be, we know not. We are told, indeed, that even at the same place, it runs sometimes at the rate of two knots the hour, sometimes at five, and we know that it may always be found within certain broad limits, varying in this too at tlie same place, from 140 to ".40 miles. THE THERMAL CHARTS. 333 01 upon it, anil tlic information collected liy that establishment and the oiriccrs of tlie navy, with regard to it, added to that alTorded liy tliesc charts, may be said to exceed in philosophical extent and value all that was previously known about it. These investigations confirm, to a remarkable extent, the speculations put forth in that ]iaper; they have converted many of the suggestions of theory into philosophical facts, and given increased importance to the views which I had the honor to jjresent in 1844. In the paper which, as already mentioned, was read before the National Institute eight years ago, and repeated, by request, before the Association of American Geologists and Naturalists the same year, it was remarked with regard to the Gulf Stream and its counter-current, the icedjearing current from the north : — "The Gulf Sti'eam, as it issues from the Straits of Florida, is of a dark-indigo blue; the line of junction between it and the roilij green waters of the Atlantic, is plainly seen for hundreds of miles. Though this line is finally lost to the eye as the stream goes north, it is preserved to the thermometer for several thousand miles ; yet to this day the limits of the Gulf Stream, even in the most frequented parts of the ocean, though so plainly marked, are but vaguely described on our charts. Thousands of vessels cross it every year ; many of them make their observations upon it ; and many more, if invited, would do the same. But no one has invited co-operation ;* consequently, there is no system ; and each one that observes, observes only for himself; and when he quits the sea, his observations go with him, and arc to the world as though they had not been. * '" " Supposing the pressure of the waters that are forced into the Caribbean Sea by the trade-winds to be the sok cause of the Gulf Stream, that sea and the Mexican Gulf should have a much higher level than the Atlantic. Accordingly, the advocates of this theoryf require for its support 'a great degree of elevation.' Major Renuell- likens the stream to 'an immense river, descending from a higher level into a plain.' Now, we know very nearly the average breadth and velocity of the Gulf Stream in the Florida Pass. We aLso know, with a like degree of approximation, the velocity and breadth of the same waters off Cape Hatteras. Their breadth here is about 75 miles against 32 in the Narrows of the Straits, and their mean velocity is three knots off Cape Hatteras against four in the Narrows. This being the case, it is easy to show that the depth of the Gulf Stream off Hatteras is not so great as it is in the Narrows of Bemini by nearly fifty per cent., and that, consec|uently, instead of descending, its bed reptrescnts the surface of an inclined plane from the north, vj') which the lower depths of the stream must ascend. If we assume With this, our knowleilge of it cuds: though more accurate information as to it ami its olTsets woulcl maiij- .a time have saved the mariner from disaster and shipwreck, and even now, would add not a little to the speedy and safe navigation of the Atlantic. " Though navigators had been in the habit of crossing and recrossing the stream, almost daily, for the space of nearly 300 years, its existence even was not generally known among them, until after Dr. Franklin discovered the warmth of its waters, about 70 years ago. And to tliis day, the information which lie gave us, constitutes the basis, I li.ad aliaost said the sum and substance of all we know about it." — /bid. * The Wind and Current Charts have called fortli the co operation here proposed. f Tlint the (iulf Stream is causeil by tlio trade-winds. 334 TUE WIN]) AND CURRENT CHARTS. its depths off Bernini to be two hundred fathoms, wliicli are thought to be within limits, the above rates of breadtla and velocity will give one hundred aud fourteen fathoms for its depth off Ilatteras. The waters, therefore, which in the straits are below the level of the Ilatteras depth, so fur from descending, are actually /orcecZ v]) an inclined plane, whose submarine ascent is not less than ten inches to the mile! "The Niagara is an 'immense river, descending into a plain.' But instead of preserving its character in Lake Ontario, as a distinct and well-defined stream for several hundred miles, it spreads itself out, and its waters are immediately lost in those of the lake. Why should not the Gulf Stream do the same ? It gradually enlarges itself, it is true ; but instead of mingling with the ocean by broad-spreading, as the 'immense rivers' descending into the northern lakes do, its waters, like a stream of oil in the ocean, preserve their distinctive character for more than 3,000 miles. "Moreover, while the Gulf Stream is running to the north from its supposed elevated level at the south, there is a cold current coming down from the north ; meeting the warm waters of the gulf midway the ocean, it divides itself and runs hij the side of them right back into those very reservoirs at the south, to which theory gives an elevation sufficient to send out entirely across the Atlantic a jet of warm water said to be more than three thousand times greater in volume than the Mississippi Eiver. This current from Baffin's Bay has not only no trade-winds to give it a head ; but the prevailing winds are unfavorable to it, and for a great part of the way it is below the surface, and far beyond the propelling reach of any wind. And there is every reason to believe that this polar current is quite equal in volume to the Gulf Stream. Are they not the effects of like causes? If so, what have the trade-winds to do with the one more than the other? "Nay more. At the very season of the 3'ear when the Gulf Stream is rushing in greatest volume through the Straits of Florida, and hastening to the north with the greatest rapidity, there is a cold stream from Baffin's Bay, Labrador, and the coasts of the north, running to the south with equal velocity. Where is the trade-wind that gives the higli level to Baffin's Ba}^, or that even presses upon or assists to put this current in motion ? The agency of winds in piroducing currents in the deep sea must be very partial. " These two currents meet off' the Grand Banks, where the latter is divided. One part of it underruns the Gulf Stream, as is shown by the icebergs which are carried in a direction tending across its course. The probability is, that this 'fork' continues on towards tJic south, and runs into the Caribbean Sea, for the temperature of the water at a little depth there, has been found far below the mean temperature of the earth, and quite as cold as at a corresponding depth off the arctic shores of Spitzbergeu. * * * " More water cannot come from the equator or the pole than goes to it. If we make the trade-winds to cause the former, some other wind must produce the latter; but these cold currents, for the most part, and for great distances, are suhmarine, and therefore beyond the influence of winds. Hence, it should appear that irinds have little to do with the general system of at^ueous circulation in the ocean. "Tlio other 'fork' runs between us and the Gulf Stream to the south, as already described. As far as it has been traced, it warrants tlw belief that it too runs ?/^) to seek the so-called A /^/ie?- level of the Mexican (iulf. ••■■■ -:<■ ■» -x- * * -X- -» * •» * TIIK TUKKMAL CllAUTS. 33o "Therefore, tliis iinmeiiso volume of water, iu passing from tlie Balianias to tlic Grand I?aiiks, meets with an opposing force in the shape of resistance, suflicieut in the aggregate to retard it two miles and a half the minute, and this only in its eastward! y rate. Thei'e is, doubtless, another furei; quite as great, retarding it towards the north, for its course shows, that its velocity is the residtant of two forces acting iu different directions. If the former resistance be calculated according to received laws, it will be found equal to several atmospheres. And by analogy, how inadcquale must the pressure of the gentle trade- winds be to such resistance, and to the effect assigned them? If, therefore, in the ])roj)osed inquiry, we search for a proj)clling power nowhere but in the higher level of the gidf, we must admit, in the head of water there, the existence of a force capable of putting in motion and driving over a plain, at the rate of .". miles the hour, all the waters as f;ist as they can be brought down by 3,000 such streams as the Missis- .M[ipi Eiver — a power at least sufficient to overcome the resistance required to reduce, from two miles and a half to a few feet per minute, the velocity of a stream that keeps iu perpetual motiun oue-ioiirth of all the waters of the Atlantic Ocean. "But, in addition to this, may there not be a peculiar system of laws not yet revealed, by Avhich the motion of fluids in such large bodies is governed when moving through each other in currents of different temperature. That currents of sea-water, having different temperatures, do not readily commingle, is shown by the fact already mentioned — that the line of separation between the warm waters of the gulf and the cold waters of the Atlantic is perfectly distinct to the eye for several hundred miles ; and even at the distance of a thousand miles, though the two waters have been in contact and continued agitation for many days, the thermometer shows that the cold water on either side still jKrforins the pari of river hanks in keeping the warm waters of the stream in thcii- proper channel. " In a winter's day off" Hatteras, there is a difference between these waters of near 20°. Those of the gulf being warmer, we are taught to believe that they arc lighter ; they should, therefore, occupy a higher level than those through which they float. Assuming the depth here to be 114 fathoms, and allowing the usual rates of expansion, figures show that the middle of the Gulf Streani here should be nearly 2 feet higher than the contiguous waters of the Atlantic. "Were this the case, the surf\xce of the stream would present a double inclined plane, from which the water would be running down on either side, as from the roof of a house. As this ran off" at the top, the same weight of colder water would run in at the bottom ; and thus, before this mighty stream had completed half its course, its depths would be brought up to the surface, and its waters would be spread out over the ocean. Why, then, does not such a body of warm ■water, flowing and adhering together through a cold sea, obey this law, and occupiy a higher level ? If it did, the upper edges of its cold banks would support a lateral pressure of at least 100 lbs. to the square foot ; and vessels in crossing it would sail over a ridge, as it were ; on the east side of which they would meet an easterly current, and on the west side a westerly current. * * * " '■* * * "Tlie maximum temperature of the Gulf Stream is 86°, or about 9° above the ocean temperature due the latitude. Increasing its latitude 10°, it loses but 2° of tcmjierature. And, after having run 3,000 miles towards the north, it still preserves, even in winter, the heat of summer. With this temperature it crosses a;jG THE WIND AND CURUENT CHAKTS. the -iOtli degree of north Latitude, and there, overflowing its liquid hanls, it spreads itself out for thousands of square leagues over the cold -waters around, and covers the ocean with a mantle of warnjtli that serves so much to mitigate iu Europe the rigors of winter. Moving now more slowly, but dispensing its genial influeuces more freely, it finally meets the British Islands. By these it is divided, one part going into the polar basin of Spitzbergen, the other entering the Bay of Biscay, but each with a warmth considerably above ocean temperature. Such an immense volume of heated water cannot fail to carry Avith it beyond the seas a mild and moist atmosphere. And this it is which so much softens climate there. * * " Jilay there not exist between the waters of the stream and their fluid hanks, always heaving and mov- ing to the swell of the sea, a sort oi peristallic force, which, with other agents, assist to keep up and preserve this wonderful system of ocean circulation ? * * * * * * * * * * " The line of meeting between the waters of the Gulf Stream and the Atlantic, is distinct to the naked eye for several hundred miles. This unreadiness of cold and tepid sea-water to commingle, has been often remarked upon, and seems to impart to one current the power of dividing and turning others aside. Thus the Gulf Stream bifurcates the Labrador current, one piart of which underruns the Gulf Stream, and the other takes a sontliwestwardly direction along the coast. * * * * * * * * " /i! uvuld he curious to ascertain the routes of these undercurrents on their way to tlie tropical regions, which they are intended to cool. One has been fouud at the equator 200 miles broad, and 23° colder than the surface water. Unless the land or shoals intervene, it, no doubt, comes down in a spiral curve. * " What time more fit — what occasion more suitable tlian the present, for maturing a plan of operations, and for setting on foot a system of observations upon the Gulf Stream, and its kindred phenomena of the sea."* Thus, by a process of reasoning and argument, it was shown, more than nine years ago, that the Gulf Stream, as far as the Banks of Newfoundland, Hows through a htd of cold water, which cold water performs to the warm the ofiice oi hanks to a river ;t and which "cold banks" thus pointed out, were discovered with the deep-sea thermometer, by Lieut. George M. Bache, U. S. N., in 184(3, while operating iu connection with the Coast Survey. They partake so decidedly of the character of hanl^s of a river, that in the annual re- * From this questidii m;i_y 1)0 traced the origin of the uniJertalStreani in the projier cliannel.'' — Paper on tlic Gulf Stream and Currents of the Sea. THE TUEItllAI. CHAKTS. 337 ports of the Coast Survey for 184G, and elsewhere, these banks were likened to a "cold wall;" and by Lieut. Bache, in his report to the superintendent of the survey, to "a bunk of cold water against which tlic Gulf Stream butts up."* It was also theoretically shown that the Gulf Stream actually flows up hilhf That its bottom is a bed of cold water :^ That it bifurcates a cold stream from the north, near the Banks of Newfoundland, and that one fork of this stream pursues thence, on the other side of the Gulf Stream, a soulhiuestioardlij course as a current of cold water, for the most jjart submarine :§ That it is bifurcated by the British Isles :|| And that its surface is a double inclined plane, having the ridge, or line of meeting of the two planes, near the axis of the stream — from which the .surface water, like the rain from the roof of a liou.sc, runs ofl" towards each side.^^ * "Here, on the left, Tve have the m.-viii currents of the (Gulf) Stream turned to the eastward by Cape Ilatteras, and butting vp against a bunk of cold water, which it overflows." — Kcpurl of Coast Surrei/, 1S4G, Appendix, No. 4, page oO. f " It is easy to .«how tliat tlie depth nf the Gulf Stream off Hatteras, is not so great as it is in the " narrows" olf lieniiiii by nearly 60 per cent. ; and that, consciiucntly, instead of descending, its bed represents the surface of an inclined plane from the mirth, up which the lower depths of the stream must ascend. If we assume its depth ofl' Bernini to be 200 fathoms,' which are thought to be witliin limits, the above rates of breadth and velocity will give 114 fiithoms for its depth off Hatteras. The waters, therefore, which in the Straits, are below the level of the Hatteras depth, so far from descending, are actually forced up an inclined plane, whose submarine ascent is not less than 10 inches to the mile." — Paper on the Gulf Stream and Currents of the Sea, read hefore the National Institute, by M. F. Maury, Lieut. U. S. X., AprU 2, 1844. J " As this," (the warm water of the Gulf Stream made specifically lighter by its temperatm-e,) "ran off at the top, the same weight of cold water would run in at the bottom." — Paper on the Gulf Stream and Currents of the Sea, read before the National Institute, by M. F. Maury, Lieut. US. N., April 2, 1844. "The Gulf Stream bifurcates the Labrador cui-rcnt; one part of which undcrruns the Gulf Stream." — Paper on the Currents of the Sea, as connected with Geoloijy ; read before the Association of Jmerican Geologists and N'aturalists, May 14, 1844, by M. F. Maury, Lieut. V. S. N. § "Apparently, in obedience to the laws here hinted at, there is a constant tendency of polar waters towards the tropics, and of tropical waters towards the pole." — Lieut. Maury on the Gulf Stream. " It wo\ild be curious to ascertain the routes of these undercurrents on their way to the tropical regions, which they are intended to cool. One has been found at the equator, 200 miles broad, and 23° colder than the sni-face water. Unless the land or shoals inter- vene, it no doubt comes down in a spiral cm-ve ; meeting the warm waters of the Gulf midway the ocean, (the cold current) divides itself and runs by the side of them right back into those very reservoirs of the south." — Ibid. II "It finally meets the British Islands. By these it is divided— one part going into the polar basin of Spitzbergen ; the other en- tering the Cay of Biscay.". — Ibid. ^ " In a winter's day off Hatteras, there is a difference between these waters of near 20°. Those of the gulf being warmer, we arc taught to believe that they are lighter ; they should therefore occupy a higher level than those through which they float. Assuming the depth here to be 114 fathoms, and allowing the usual rates of expansion, figures show that the middle of the Gulf Stream here should be nearly two feet higher than the contiguous waters of the Atlantic. AVere this the case, the surface of the stream would pre- sent a double inclined plane, from which the water would be running down on either side, as from the roof of a house. As this ran off at the top, the same weight of colder water would run in at the bottom ; and thus, before this mighty stream had completed half its ' Its dei.th in the Florida Pass has been ascertained by the officers of the United States ship Albany, Commander Piatt, acting under the instructions of Commodore Warrington, to be 500 fathoms. That is, bottom has been obtained at that depth. Whether the Gulf Stream water reaches aU the w.iy to the bottom, is another question. 43 388 TIIE WINU AXD CUKREKT CHAKTS. Thus most, if not all the comlitions which the study of the subject induced me in IS-t-t to announce as theoretically to exist, have since, as already remarked, been converted into physical facts by the opera- tions of the Coast Survey, or by the navigators who have been observing in connection with the Wind and Current Charts. The observations made in 18-16 by Lieut. George M. Bache, U. S. N"., for the Coast Survey,* and con- tinued in ISlrTf and 1818,:}: by Lieutenants S. P. Lee and Richard Bache, upon the deep sea and surface temperatures in and about the Gulf Stream, and confirmed as to the surface temperatures by these Charts, as well as by the observations of Lieut. J. C. Walsh, U. S. N., while observing in connection with them in 1850 — this mass of careful observations, thus collected — all goes to confirm the theoretical suggestions of 1814, with regard to the cold haidts and currents of cold water over or through which the Gulf Stream finds its way to the northward. The oflicers of the Coast Survey already alluded to, announced the banks of the Gulf Stream off the coast of North Carolina and Virginia, to be a " wall of cold water." They also found, as had already been predicted, the water at great depths to be a very low temperature — 38° Fahrenheit. They also found on the surface of the ocean, east of the Gulf Stream, layers or streaks of warm water. It was inferred by them that this warm water comes from the Gulf Stream — that it sent off a branch in the direction of the Island of Bermuda. It was concluded, therefore, that here was a bifurcation of this stream. In 1850, Lieut. Walsh, who was sent out in the LT. S. schooner Taney, to make certain observations which Congress had authorized the Secretary of the Navy to have made, in connection with my researches concerning the winds and currents of the sea, found like layers or streaks of warm and cold water, and came to a like conclusion as to this bifurcation or " oft'-set" of the Gulf Stream. In a letter giving me an account of his cruise, which was unfortunately interrupted by his vessel proving to be unseaworthy, he says: " We discovered the hot ivaters of the Gulf Stream extending as far east as 72° 10', in a latitude so far south as 33° 30'. The column of water temperature in the Abstract, from May 23 to 29, while engaged in the search for Ashton Rock, will satisfy yon of this interesting and important feet ; for you Avill notice that whenever we reached that longitude, in onr various tracks between the latitudes of 33° 30' and 31° north, we experienced a sudden change of as much as 5° and 6° in the surface temperature — 70° to 76° ; this must be a branch or offset from the Gulf Stream." This " disco- very" is claimed by the Coast Survey. Now, these Charts do not show that the temperature of the ocean between these parallels beyond the usual limits of the Gulf Stream is permanently any higher than it is between the same parallels generally, until you approach the coast of Africa. The isotherms of 70° for each month, generally, after leaving the course, its dcptlis woulil lie lironglit up to the surface, and its w.iters would he spread out over the ocean. Why, then, does not such n body of warm water, flowiiif; and adhering together through a cold sea, obey this law, and occupy a higher level '/"' * Vide Annual Report of the Coast Sui-vey for 184(3. f Ibid. 1847. J Ibid. 1848. TIIK 'IIIEIIMAL t'UAin'S. TviO Gulf Stream, stretcli off to tlic eastward, going up as liigli, in some montlis, as tlic parallel of 1")°. Rccross- ing the parallel of 40° north, between the meridians of 1.")° and 20° W., they then make a sharii turn to the southward and eastward, showing all the surface water between these lines and the equator to be per- manently 70° and upwards. It is not })robabIe, therefore, that the CJulf Stream can supply such an extent of ocean with its warm waters; nor is it clear that the warm water of the cool and warm streaks, reported as above, comes from the Gulf of Mexico. The cool water is probably the intruder from below ; indeed, these Charts have revealed a natural process of heating and cooling the surface of the ocean, which I am not aware has been discovered before. It is exceedingly beautiful, and goes far to explain this phenomenon of tlic streaks: when the rays of the sun are operating with their greatest intensity in the northern hemi- sphere, they then raise the temperature of the equatorial surface of the ocean to the highest pitch. Its waters thus becoming lighter, flow to the north in a gentle sui-face current of warm water ; and this curin^nt is probalily too feeble to be detected by vessels in the ordinary course of navigation. Thus the isotherm of 80°, for example, will pass from its extreme southri-ii to its extreme northern declination — near 2,000 miles — in about three months. Being now left to the gradual process of cooling by evaporation, atmospherical contact, anil radiation, it occupies the other eight or nine months of the year, in slowly returning south to the parallel whence it commenced to flow northward. How natural that in flowing north it should go in- layei's ; and in cooling, that some parts should cool faster than the others ; also, that the cool water from below should now and then be forced up through the mantle of warm water with which the heat has covered certain parts of the ocean. When we come down to the lower temperatures — the isotherm of 00°, for example — the reverse takes place. In this case, the most rapid motion of this isotherm is due to a movement of the waters from the hyperborean regions. Between the meridians of 25° and 30° west, the isotherm of 60° in September, ascends as high as the parallel of 56°. In October, it reaches the parallel of 50° north. In November, it is found between the parallels of 4.5° and 47°, and by December, it has nearly reached its extreme southern descent between these meridians, which it accomplishes in January, standing then near the parallel of 40°. It is all the rest of the year in returning northward to the parallel whence it commenced its flow to the south in Sep- tember. Now, it will be observed, that this is the season — from September to December — immediately succeed- ing that in which the heat of the sun has been playing with greatest activity upon the polar ice. Its melted waters, which are thus put in motion in June, July, and August, would probably occupy the fall months in reaching the parallels indicated. These waters, though cold, and rising gradually in temperature as they flow south, are probably fresher ; and if so, probably lighter than the sea-water ; and therefore it may be, that both the warmer and cooler systems of these isothermal lines are made to vibrate up and down the ocean by a gentle surface cur- rent in the season of quick motion ; and in the season of the slow motion, by a gradual process of calorific absorption in the one case, and by a gradual process of cooling in the other. 340 THE WrND AND CURRENT CHARTS. We liave the same phenomena exhibited by the waters of the Chesapeake Bay during the winter. At this season of the year, the (Jharts show that water of very low temperature is found projecting out and overlapping the usual limits of the Gulf Stream. The outer edge of this cold water, though jagged, is circular iu its shape, having its centre near the mouth of the bay. The waters of the bay being fresher than those of the sea, may, therefore, though colder, be lighter than the warmer waters of the ocean. And thus we have repeated here, though on a smaller scale, the phenomenon as to the flow of cold waters from the north, which force the surface isotherm of 60° from latitude 50° to -±0° during three or four months. We have, in the making of ice, and in tlie melting of it again, exam})les of this irregularity of outline on a still smaller scale. In the freezing of an ordinary pond, the fascicles of ice shoot out, and represent with their spires, the jagged edges, or the cold and warm streaks alluded to. They perfectly illustrate, in freezing, the manner in which a gentle current of warm water, (jverflowing a surface of cold water, may bo supposed to send out its couriers or advance streams ahead ; and, in melting, the reverse, or the case of the cold water intruding upon the warmer. Changes in the color or depth of the water, and the shape of the bottom, &c., would also cause changes in the temperature of certain parts of the ocean, by increasing or diminishing the capacities of such parts to absorb or radiate heat. From these facts, and in the view which I am induced to take of them, I am led to infer that the mean temperature of the atmosphere between the parallels of 50° and -±0° north, and over that part of the ocean in which we have been considering the fluctuations of the isothermal line of 00°, is at least 60° of Fahren- heit — and upwards, from January to August, and that the heat which the waters of the ocean derive from this source, atmo.spherical contact and radiation, is one of the causes wdiich move the isotherm of 60° from its January to its September parallel. It is well to consider another of the causes which are at work upon the currents in this part of the ocean, and which tend to give the rapid southwardly motion to the isotherm of 00°. AYe know the mean dew-point must always be Ijclow the mean temperature of any given place; and that, consec|ueutly, as a general rule at sea, the mean dew-point due the isotherm of 00°, is higher than the mean dew-point along the isotherm of 50°, and this again higher than that of 40° — this than 30°, and so on. Suppose, merely for the sake of illustration, that tlie mean dew-point for each isotherm be 5° lower than the mean temperature ; we should then have the atmosphere which crosses the isotherm of 00°, with a mean dew-point of 55°, gradually [)recipitating its vapors until it reaches the isotherm of 50°, with a mean dew-point of 45°. By which difference of dew-point, the total amount of precipitation over the entire zone between the isotherms of 00° and 50", has exceeded the total amount of evaporation from the same surface. Now, as a general rule in the Atlantic Ocean, and it may be inferred in the Pacitic also, the prevailing direction of the winds, to the north of the 40th parallel of nortli latitude, is from the southward and west- ward ; in (ither words, it is fromthc higher to the li)wcr isotherms. Passing, therefore, from a higher to a Idwim' ti'ni](rrntur(' nyri' the ocean, tlie total amount of vajuir deposited by any given volume of atmosjihcre. TIIK TUEUMAL CUAUTS. 341 as it is Llown from the vicinity of the tropical towards tliat of tlic polar regions, is greater than that which is taken up again. How ibe land may modify tliis position, is another qnestion. I speak of the rule at sea, not of the exceptions on the land. Now, then, these investigations have brouglit out prominently before us the fact that there is, near the tropics, both of Cancer and Capricorn, a belt of calms across the great oceans. That, on the equatorial side of these belts, the winds at the surface of the sea blow permanently towards the equator — /. e. they come from a cooler, and go to a wanner region; thus increasing their capacity for moisture, and conse- quently taking np more vapor in this |iart of their circuit than they precipitate down upon it again. ' On the polar side of these calm belts of the tropics, the prevailing direction of the wind on the surface of the ocean is towards the poles — i.e. from a warm to a colder temperature; and, therefore, in this part of their circuit, tliese winds must deposit more vapor than they can take u}) again. These facts, though they be not new, yet they are pressed by the Charts so firciljly upon us, that we are led irresistibly to the theoretical conclusion, that the trade-wind regions of the ocean are the evaporating i-egious ; and that, as a general rule, in all other regions of the world, except tlie deserts, and a few others, mostly on the land, the evaporation is less than the precipitation, and that the excess is returned by the rivers and the rains, iu the shape of currents, from towards the poles to the evaporating regions of the torrid zone; and that the total amount of rain and river water discharged into the sea, without the limits of the evaporating region, expresses the volume by which the cold currents exceed the warm currents of the sea — designating as cold currents all those which run into the torrid zone ; and all those as warm, which bring their waters from it. These Charts indicate that, upon the ocean, the area comprehended between the isotherms of 40° and 50° Fahrenheit, is less than the area comprehended between the isotherms oO° and 60° ; and this, again, less than the area between this last and 70° ; for the same reason that the area between the parallels of latitude 50° and G0° is less than the area between the parallels of latitude 40° and 50° ; and they indi cate that, theoretkcdhj, more rain to the square inch ought to fall upon the ocean between the colder iso- therms of 10° diflerence, than between the warmer isotherms of the same diiVei-euce. Thus, to make myself clear : the aqueous isotherm of 50°, in its extreme noi'thern reach, touches the parallel of 60° N. Now, between this and the equator there are but three isotherms; 60°, 70° and 80°, ■with the common difference of 10°. But between the isotherm of 40° and the pole, there are at least five others, viz: 40°, 30°, 20°, 10°, 0°, with a common diilerence of 10°. Thus, to the north of the isotherm • iiJ°, the vapor which would saturate the atmosphere from zero, and perhaps far below, to near 40°, is deposited, while to the south of 50° the vapor which wotdd saturate it from the temperature of 50° up to that of 80°, can only be deposited. At least, such would be the case if there were no irregularities of heated plains, mountain ranges, land, &c., to disturb the laws of atmospherical circulation as they apply to the ocean. Having therefore theoretically, at .sea, more rain in high latitudes, we should have more clouds; and therefore it would require a longer time for the sun, with his feeble rays, to rais(>. the temperature of the 342 THE WIND AND CURRENT CHARTS. oold water, wliicb, from September to January, has brought the isotherm of 60° from hititucle 56° to 40°, than it did for these cool surface currents to float it down. After this southward motion of the isotherm of 60° has been checked in December by the cold, and after the sources of the current which brought it down have been bound in fetters of ice, it pauses in the long nights of the northern winter, and scarcely commences its return till the siin recrosses the equator, and increases its power, as well in intensity as in duration. Thus we have here, for the first time, beautifully developed, tlie effects of night and day, of clouds and sunshine, upon the currents of the sea. These effects are modified by the operations of more powerful agents which reside upon the land ; nevertheless, feeble though those of the former class may be, a close study of the Thermal Charts will indicate that they surely exist. Now, i-eturning towards the south : we may, on the other hand, infer that the mean atmospherical temperature for the parallels between which the isotherm of 80° fluctuates, is below 80°, at least, for the nine months of its slow motion. This vibratory motion suggests the idea that there is, probably, some- where between the isotherm of 80° in August, and the isotherm of G0° in January, a line, or belt of invariable or nearly invariable temperature, which extends on the surflice of the ocean, from one side of the Atlantic to the other. This line, or band, may have its cycles also, but they are probably of long periods. Theoretically, such a line ought to be found for any given year ; but its place for one entire year may not coincide with its place for another, though the motion of such a belt from year to year would probably be very small. The observations upon which these Charts are founded run through a period of half a century ; conse- quently, they show the temperature for the months only, without regard to the year; and therefore they do not enable us to decide satisfactorily as to the existence of such a belt of uniform, or nearly uniform, ocean temperatures for any one year. Talving the isotherms of 50° ami G0° to illusti'ato the manner general^, in which the waters of dif- ferent temperatures run into each other, we shall find that their line of separation is not smooth, but jagged. The line of junction between the warm and cold waters of the sea, is not unlike the sutures of the skull bone on a grand scale. The waters of one temperature are dovetailed and fitted into those of another, in apparently the most irregular manner ; but, nevertheless, like the sutures of the skull when they come to be examined closely, these lines of articulation clearly indicate traces of symmetry. They have their laws. Now a vessel — when waters of marked differences of temperature meet — tliat sails along near their line of junction, will come across layers or streaks of water, at one time warmer, at another cooler. Where a jagged point of warmer water is found in one month to thrust itself up into a body of cooler water, perhaps the next month it will be found that this obtruding of the warm water has disappeared, and given place to the intrusion from the cooler water — of an articulating surface equally irregular in its outlines. Such layers of cooler and warmer streaks of water are generally to be found along that TlIK TllEKilAL C'llAKTS. 343 jjurt of tlic (isual sailing route between New York and tlio north of Europe, wliii^li runs willi tlic Gulf Stream. There is on this route a peninsula or island of cold water, which hangs down into the Gulf Stream like a curtain dropped from the north. Its position, as well as its dimensions, vary. It often covers several degrees in extent — and it alYords instances of the greatest and most suddi^n changes that are known to take place in the temperature of the surface waters of the sea. It is generally found about the parallel of 45°, and the meridian of 50°. Covering frequently an area of hundreds of miles in exti'ut, its waters differ as much as 20°, 25° 30°; and in rare cases even as much as 35° of temperature from those about it. These waters, doubtless, come down from the cold regions of the north, and are perhaps in the strongest part of that current. The bottom of the sea in that region — the Grand Banks — assists, no doidit, in forcing this mass of cold waters to the surface; and the fact that they penetrate for down across the usual track of the Gulf Stream, at times almost cutting it in two, as it were, seems to indicate that their momentum here is greater than the momentum of the warm waters of the Gulf Stream, which they push aside; or it may be that this part of the ocean is very shallow. It would be interesting to ascertain as to this with lead and line.* Between this peninsula of cold water and Newfoundland, there is a layer or branch of warm waters ; perhaps these are brought there by a bifurcation of the Gulf Stream. Ilere, we have clearly and unexpect- edly unmasked the very seat of that agent Avhich produces the Newfoundland fogs. It is spread out over an area frequently embracing several thousand square miles in extent, covered with cold water, and sur- rounded on three sides, at least, with an immense body of w\arm. May it not be that the proximity to each other of these two very unequally heated surfaces out upon the ocean would be attended by atmospherical phenomena not unlike those of the land and sea breezes ? These warm currents of the sea are pow^erful meteorological agents. I have been enabled to trace, in thunder and lightning, the influence of the Gulf Stream in the eastern half of the Atlantic, as far north as the }iarallel of 55° N. ; for there, in the dead of winter, a thunderstorm is not unusual. Reviewing now what has been said concerning the layers of cold and warm water along the European route of the Gulf Stream, and returning to the cool and warm streaks mentioned by Lieut. Walsh, and claimed by the Coast Survey as the discovery of a " branch" from the Gulf Stream, it appears probable that the warm waters which that survey encountered, and reported as coming from the Gulf Stream, are the warm waters properly due the latitude, and the effect of the South America shore line as for as Cape St. Eoque, in sending north its warm waters. The difierence of temperature may be partly due, also, to the warm waters of the surface being separated into streaks by the cooler waters of the submarine current, which, by the agitation of the ocean, are here and there brought to the surface through the thin layer of warm surface water. If we draw a line of a degree or two in breadth from the capes of the Chesapeake and the Delaware Bays towards Cape St. Roque in Brazil, we shall find in this direction, after crossing the Gulf Stream, a * Berryman's experiments have proved these conjectures to be well fouiuleil. iHi THE WIND AND CUKKKNT CHARTS. remarkaUe layer of cool water. This layer extends to the equator, and it is more clearly marked at some seasons of the year than at others ; so much so, that I have been at a loss to account for it. Like an im- mense lake, it is surrounded with water of a higher temperature. It cannot therefore be brought there by a cold surface current. It is strictly a h'jer, in contradistinction to a current. The only idea that has suggested itself in explanation of this jihenomenon, is in the conjecture that there may be, stretching off in this direction, a submerged mountain range or ridge at the bottom of the sea, across which the cold waters of this submarine current, as it forces itself down towards the equator, are brought to the surface by the agitation of the waves. Standing out like peaks in this rauge, arc, the islands of Fernando de Noronha, the Penedo de Saa Pedro, and the Bermudas. The islands and mountains of Cuba occuj)y a position which a mountain spur from this sunken range migbt be supposed to occupy. Lieuts. Walsh, and S. P. Lee, were directed to run across this supposed submarine range of mountains a zigzag line of deep-sea soundings, from the equator to the Capes of Virginia. (P. 217.) But unfortu- nately circumstances proved unfavorable, and they each had to abandon this interesting part of his work. It was announced by Dr. Bachc, l)efore the American Association at Cleveland, last summer, that Lieuts. Craven and Maffit, U. S. N., had discovered, to the east of the Gulf Stream, off the shores of the Carolinas, and S. W. of the region indicated, a remarkable elevation or ridge in the bottom of the sea, thus tending to prove the correctness of this theoretical deduction. The following letter from Lieut. Berryman is interesting : — " We brongkt across, in a zigzag course, very satisfactory and uniform sonndings, until we reached the meridian of about 48° west, where the water deepened^ and the temperature at 400 fathoms fell to 60° from (35° ; this, I suppose, must be that cold stream which you mentioned (in one of your papers on the Gulf Stream), as underrunning that stream after coming from the north over the Grand Banks. This deep water, too, Avas south of our deepest cast on our ontward-bound course, aud must be the valley of your submarine mountain, the side of which we have already ascended high enough to have only 1,300 fathoms. I shall try hard to find the top. The winds and the treacherous sea are serious obstacles. We are already driven from our line two or more degrees south of false Bermuda, and hardly a hope of getting back. I Avas par- ticularly anxious to give it a sounding, for I am now convinced Walsh's wire cast was similar to one I had with 6, GOO fathoms, without knowing whether bottom was had or not. The experiment was made with Brooke's sounding-ball, and the line parted in hauling it in. I think the ivcighi of ivire would keep it run- ning 'forever and a day,' and feel confiilent Mr. Walsh's would have been considerably cut short by our mode of sounding with twine. " In the position assigned, the deep east of Captain Barron, of the John Adams, we found onl}^ 2,550 fathoms, about one mile south. We had excellent weather, and were fortunate in sounding it at a period of the day when both latitude and longitude were obtained on the spot. " Our cast of 1,300 fathoms is only 180 miles south of Mr. Walsh's 5,700, and ascending the east side of your submarine mountain. When our boat is sounding, two or more oars are kept going, to keep the THE THERMAL CHARTS. ' 345 I line up and down, and wliou bottom is found, the oars stopped, and the boat sufiered to rtdc by the twine, and then luuded up to the mark at which the line stops running. This is repeated several limes, to make sure of having bottom. I have had no chance of sounding from the vessel, and, indeed, I should never do it unless without boats entirely. The soundings taken on board any of our cruising ships, where there is any drift, / think, cannot be depended on when the water is over 1,500 fathoms deep, and scarcely then. "The weather is so boisterous here, and so little to be depended on, that I fear I shall be obliged to pass over much very interesting ground, for our provisions are nearly gone ; indeed, some parts of our rations are already consumed, and in a few days our grog will be stopped short, from the same cause. ************ "Passing over this submarine mountain of yours, suggests to my mind the possibility of its having something to do with the growth of ilmfucus natans. We pass increased quantities of it here, and in more compact masses. May not the sides of your mountain be covered with it? Yesterday, I gave Brooke's lead or 'sounding-ball' another trial; and I am sure it reached bottom, and that the shot became detached. We hauled in several hundred fathoms, when the line parted. I am not established in the belief of recov- ering the line at all, for it evidently twists oft^ no matter how slow we haul it in. Yesterday, it was hauled in by hand very slow, giving every relief possible, ■\\-hen the brig rolled ; but it parted under water. The water has deepened from 1,300 to 3,000 fathoms; so I apprehend we have passed the great mountain ridge. I see upon the English Chart we are passing several casts by a vessel called Harvest, from 366 fathoms to 744. To-day we are within 70 miles, and yesterday only 40 miles of the 366 cast, and find 3,000 fathoms. Those casts were taken in 1850, by what means I do not know.* Only one opportunity has offered for ascertaining current by experiment. By our observations, they are, in this region, very uncertain. At this season of the year, I have no doubt that but few opportunities offer for any satisfactorj^ experiments." The isotherms of 60°, 50°, and 40°, take a northeastwardly direction across the Atlantic, and show the H waters of the ocean to be as warm, indeed warmer, between latitude 60° and 65°, off the shores of Europe, than they are on this side, near the parallels of 40° and 45°. The Gulf Stream is roof-shaped ; that is, it is higher in the middle and lower at the edges— and has a roof-current running from the middle or axial line to either edge, as suggested in 1844. That it is so, has been proved by experiments since made with regard to it, by officer's of the Navy. ij Thus, in lowering a boat to try «, current, they found that the boat would invariably be drifted towards f one side or other of the stream, while the vessel herself was drifted along in the direction of it. Now, were it possible to make a vertical section across the Gulf Stream, the top of it would appear convex, and the bottom concave, unless where the bottom of it reaches the bottom of the sea. This feature of the Gulf Stream, throws a gleam of light upon the locus of the gulf- weed, by proving that its place of gi-owth cannot be on this side (west) of the middle of that stream. No gulf-weed is ever found west of the axis of the Gulf Stream ; and, if we admit the top of the stream to be higher in the * With shoe-thread, tied to scraps of old irou. — JI. F. M. 44 3 16 ■ THE WIND AND CURRENT CHARTS. middle than at tlie edges, in consequence of the expansion due the difference of temperature of the Avater in the middle and at the edges, it would be difficult to imagine how the gulf-weed should cross it, or get from one side of it to the other. The inference, therefore, would be, that as all the gulf-weed which is seen about this stream is on its eastern declivity, the fcf';.s of the weed must be somewhere within or near the borders of the stream, and to the east of the middle. And this idea is strengthened by the report of Captain Scott, a most intelligent shipmaster, who informs ine that he has seen the gulf-weed growing on the Bahama Banks. I have specimens of it which he had the kindness to send me, with seed-vessels, plucked up from the bottom while at anchor on tlie edge of the Gulf Stream. Hence, we account for the fact that the gulf-weed should be seen ou the eastern and not on the western borders of the Gulf Stream. A study of the Thermal Charts will reward the student with new and better ideas as to the system of oceanic circulation. Plate VII. exhibits the mean geographical position of the isotherms for various degrees of Fahrenheit from 80° down for each month. These lines are taken from the Thermal Charts, series D. , - • Let us take the isotherm of 80° for September as an illustration ; the greatest effect of the solar heat is produced upon the laud during the month of August ; but this Chart shows that it is September before the North Atlantic Ocean is fully supplied with its annual store of heat for the winter. AVe see clearly enough, by the monthly isotherm for 80°, that the western half of the Atlantic Ocean is heated up, not by the Gulf Stream alone, as is generally supposed, but by the great equatorial caldron to the west of longitude 35°, and to the north of Cape St. Koquc, in Brazil. The lowest reach of the 80° isotherm for Se]itember — if we except the remarkable equatorial flexure, which actually extends from 40° to 2° N., and rises up again to 35° N. — to the west of the meridian of Cape St. Roque, is above its highest reach to the east of that meridian. And now that we have the fact, how obvious, beautiful, and striking is the cause? ^ , ■ . . ■. . Cape St. Roque is in 5° S. Now study the configuration of the Southern American Continent from this cape to the Windward Islands of the West Indies, and take into account, also, certain physical conditions of these regions : The Amazon, always at a high temperature, because it runs from west to east, is pouring an immense column of warm water into this part of the ocean. As this water and the heat of the sua raise the temperature of the ocean along the equatorial sea-front of this coast, there is no escape for the liquid element, as it grows warmer and lighter, except to the north. The land on the south prevents the tepid waters from spreading out in that direction as they may do to the east of 35° W., for here there is a space, about 18° of longitude broad, in which the sea is clear both to the north and south. They must, consequently, flow north. A more inspection of the Thermal Chart is sufiicient to make obvious the fact, that the warm waters which are found east of the usual limits assigned the Gulf Stream, and between the parallels of 30° and 40° N. do not come from the Gulf Stream, but from this great equatorial caldron, which Cape St. Roque blocks up on the south, and which forces its overheated waters up to the 40th degree of north latitude, not through the Caribbean Sea and Gulf Stream, but over the broad surface of the left bosom of the Atlantic Ocean. THE THERMAL CHAUTS. 347 Here we are again tempted to pause ami ailmire the beautiful revelations wliich, in tlie benigu system of terrestrial adaptation, these researches unfold and s]ircad out before us for contemplation. In doing this, we shall have a free pardon from those at least who een collected from the log-books of whalers for an iiivesligatioii into the habits and places of resort of the whale, Lt. Win. L. I[erudon commenced the constrnction of this Whale Chart for the whole ocean, excepting the North Atlantic. The object of this Chart is to show at a glance where this fish has been mo.st hunted; — when, in what years, and in what months it has been most frequently found — whether in shoals, as stragglers ; — and whether sperm or right. The sheets are numbered letter F of the series. Lieut. Ilerndon was interrupted in these highly interesting investigations, by orders for sea service. He had proceeded far enough, however, with the Charts, to develop some of the llr.st fruits, which, it mi^ht be expected, are concealed in a field so abundant with treasures as this may be well supposed to be. But these orders deprived me of the assistance of a most valuable officer, and greatly delayed the work. The plan of conducting these investigations is by spaces of 5° square, and the observations are so entered as to show at a glance the number of days for each mouth spent in each square ; the number of days in Axhich whales — and \\'hether they are sperm or right — have been seen ; also, the years in which whales of either kind were seen, and the years in ^vllich they were not seen, in any given square. As observatiou after observation in such an innnense field was recorded day after day, with the most untiring industiy, and as the oft-repeated process finally began to express a meaning, I was surprised to find the lines for entering the right whale were blanks, through certain districts of the ocean, from one side of the Chart to the other. Finally, it was discovered that the torrid zone is to this animal forbidden ground, and that it is physically as impossible for him to cross the equator as it would be to cross a sea of fiame. In short, these researches show that there is a belt from two to three thousand miles in breadth, and reach ing from one side of the ocean to the other, in which the right whales are never found. Hence the discover^' that the fish called the right Avhalc in the northern hemisphere is not the fish which goes by this name iu the southeru; that the right whale of Behring's Straits and the whales of Baffin's Bay are probably the same animal ; and if so, the conclusion is almost inevitable that there is at times, at least, an open water communication through the polar regions between the Atlantic and Pacific Oceans; for this animal, not being able to endure the warm waters of the equator, could not pass from one ocean to the other unless by way of the arctic regions. - . - . The investigations connected with these animals have also pointed out to us the great currents of warm water which keep up the ocean circulation of the Pacific — it might be said, of the globe ; for as we study their habits, these dumb creatures teach us by their instincts that there are continuous currents in the sea between places the most remote. With the aid of what the whales have taught us, in connection with what we have learned from other sources, we can now almost prove the existence of a continuous current of water from the borders of the Eed Sea into the English Channel. The current, which has its genesis partly in the Eed Sea, and partly 364 THE -WrXI) AXD CURRENT CIIAltTS. I m the Indian Ocean and its contiguous bays, is bifurcated off the African coast by a cold current from tte south. And Avere it possible to throw into the Red Sea two bottles properly marked and labelled, which ■would not be drifted out of the current, but which would separate at the forks of the stream, these two bottles would, or might pass, one around Cape Horn, and the other around the Cape of Good Hope ; and meeting again in the tropical regions of the Atlantic Ocean, it would, theoretically, be possible for them to drift into the Cai'ibbean Sea ; thence through the Gulf of Mexico ; and by the Gulf Stream out again into the Atlantic Ocean ; and by its waters they might be cast up together on the shores of the British Islands, as the drift of the Gulf Stream is often cast. j There is an undercurrent from the Red Sea, and the course of the supposed bottles would be with that undercurrent out into the Gulf of Aden ; thence, rising to the surface of the Arabian Sea— aa immense caldron without any escape, as from our Gulf of Mexico, for its heated waters to the north— they would be drifted to the south in the currents from this sea ; arrived near the Cape of Good Hope, this current is bifurcated by a cold one from the south, going to replace the waters which it has conveyed from the north. Here the bottles would separate, one following the Lagullas current around the Cape of Good Hope into the Atlantic. The other, taking the other branch of the stream, would be drifted to the southward of New Holland, and be carried into the antarctic regions near Victoria Land. Here, the current being cooled down and deflected, it would commence its flow towards the north, as the ice-bearing current which flows into the Atlantic around Cape Horn— the icebergs of which I have encountei-ed in latitude 37° south. Bottles that have been thrown overboard off Cape Horn, have been picked up on the shores of Ireland. However, without pursuing, just now, this system of currents i.iointed out by the bottles and the whales, and suggested by the dynamical forces imparted by the salts of the sea to its currents, I propose at another time a still further investigation and account of these beautifid and interesting facts, which the Whale Charts arc developing. After Lieutenant Herndon was called away, the investigations for tliese Charts were continued by Lieutenant Leigh, for a short time. His duties were soon changed, and I remained without force to resume the work, till late in 1850, when Lieutenant Fleming reported for duty. He was set to work on the Whale Charts, but before he had made any progress with them worth the name, he was detached, and ordered on other duty. Rassed Midshipman Jackson then took them in hand, and completed them. They show in what part of the ocean the whales "use" in each month, and the knowledge cannot fail to prove of great importance to the whaling interests of the country— an interest which keeps in continual occupation a fleet of 600 sail, manned by 15,000 American seamen-and which fislies up annually from the depths of the ocean, property, the real value of which far exceeds that of the gr.ld mines of California. Rlate IX. exhibits an extract from the Whale Chart. The object of these Charts is to show where the whalemen have hunted, and wliere they have found their game; consequently, this Chart enables us to designate those parts of the ocean where the whales LETTERS KKO:\I WIIAI.EIIEX. o(i5 "use," auJ those parts where they never go — and to tell where in each month this animal is most likely to be foimd. The tlirec horizontal lines, Plate IX., marked D. 11. S., in the middle cokuuii, repeated from parallel to parallel, stand: D. for days; II. and S. for the mmdjer of days, each, on which whales, right or sperm, have been seen. The days of search are expres.sed in figures; the days on which whales arc seen arc expressed bj^ the system of " lives and tallies," as already explained with regard to the winds. It will be observed that, from 60° noilli to 60° south, between the meridians of 125° and 130° AV., right whales, except in one instance, have never been reported by any of the vessels whose logs have been examined. That sperm whales, except a straggler or two, have never been seen between these meridians, and below 5° S. ; between which parallel and the equator they are most abundant. That they are seen between 35° and 50° K.; between the equator and 10° X.; but not between 10° and 35° X.; and the inference is drawn, from the fact of their a})pcariug so irequently between the ])arallels of 35° and 50° X., that warm water is found there. The investigations for this Chart are so conducted as to show the years in which the whales have been searched for and seen in the various districts of the ocean. These results are the embodied experience of several hundred whalemen as to the best fishing-grounds. Besides the practical advantages which it is conjectured will inure to the whaling interest from these investigations, much information of a highly interesting character will probably be elicited by them for the naturalist and geologist. Scenes and information, how interesting so ever to the world at large they may be, yet, by often recurring, lose their novelty to classes; they become kxmiliar, cease to strike, and are at best apt to be thought not worth speaking or writing about. This is particularly the ca.se with regard to the whalemen and their calling. With the view of reminding them how little is known by the world generally, wdth regard to the habits of the whale, it may be remarked that the information conveyed iu the communications from them, which are now published, and which information has been obtained from them by accident or chance, as it were, will be read with much interest by men of science. The gentlemen, who were kind enough to furnish this information, had, I am sure, no idea of its publication ; but I hope they will excuse the liberty for the sake of the motive. These papers will, it is hoped, be the means of calling forth much additional information of a kindred nature. LETTERS FROM WHALEMEN. Capi. Daniel McKenzie to Lieut. Maurij — dated, Xcw Bedford, June 8, 18-19. Herewith I forward some additional knowledge of sperm ichales; their history, habits, food, age, &c.; also the laws that govern their migratory movements, with such other thoughts as may occur to memory as I write. 366 THE WIND AND CURRENT CHARTS. The sperm wliale, though found iu every sea and clime, yet its great nursery is in the great Pacific; its haunts are found there from coast to coast ; its limits that ol' the ocean itself. The males are more frequently found in high latitudes, the other sex iu milder climates ; a tropical region seems to suit theni best ; they seek bays in islands and coral beds and reefs in vast shoals to bring forth their young. The period of gestation I do not know. Perhaps no animal found in the sea is more timid and easier fritrhtencd ■ they always group by themselves, and seem to shuu the society of other tribes of the ocean. Their powers of vision are exceedingly limited ; they cannot see directly ahead of tliem ; hence they often, Avhen alarmed, run foul of each other and foul of other objects. I have seen them run against a whaleboat, and the concussion so alarmed them as to create the most convulsive frenzy ; and I think they are as unconscious of the approach of the harpoouer from that direction as when he follows after them. Their exquisite sense of hearing, however, is mo:.;t extraordinary; not unfrequently in large shoals covering miles of space, the instant one is attacked, the whole school, for miles ai'ouud, spring, shoot out their heads above water, and listen for a moment, and if the attack is made on a female (or coav), they will all rush with great speed to their wounded companion, as if to extend their sympathy, if nothing more, unconscious of their own danger. The bold whaler avails himself of their approach, lays off a short distance from his bleeding victim, and takes them as they come ; and if he is clever at the deadly game, he will mortally wound several, ere they discover the tragic act he is playing; but if the first one attacked happens to be a male, nine times in ten the shoal will run ofl" with such rapidity as soon to be out of sight. The cows are found in shoals from twenty-five to a hundred in number, not only at their usual haunts while feeding, but also in their migrator}' movements in search of food, accompanied generally by one large bull, who seems to reign over all as king, whose head is always found covered with scars and wounds, the result, as we always thought, of battles fought with other bulls iu defending his gallantry for the other sex. The principal article of food (and, indeed, the only one, as fir as I know) is squid; the smaller kind they eat is found near the surface, and is from two to three feet in length ; the larger kind, which probably have their luiunts deep in the sea, must be of immense size — the flesh soft and of gelatinous substance. I have seen very large junks floating on the surface entirely shapeless. The cows on an average will yield fifteen barrels of oil; the males (or bulls, as whalers call them) are much larger, will yield from fifty to one hundred barrels of oil. At this stage, he is a noble animal, moving through the water so graceful and with such majesty, and with such astounding velocity ; and that, too, without apiparcnt muscular action, is sublime ; and when attacked, such perfect command over his locomotion as to entirely change his position as quick as thought. I have seen them lay motionless fifty feet off, and in an instant swing their huge flukes under us, and at one blow send the boats iu spilinters, men and all, ten feet in the air. Laro-e whales are seldom seen in groups ; freqiiently, four or five are found within as many miles of each other, l)ut more frequently alone. In their several stages of growth, the males will be found in shoals all very nearly of a size ; some shoals will yield 20, some 30, some 40, and sometimes 50 barrels, each whale. The males, when very young, frequently accompany the other sex, as boys and girls go to school together, and as they a})proach a iuore mature stage, they separate. LET'l'EUri FKU.M WIIALEilEN. 367 I liavc never T)ecn al>lo to npproacli an}' satisfactory resnlt in i-elation to the time a sjierm wlialc lives; tlic general opinion is that tliey live forty or fifty years. I onee extracted tlic Lai-bed end or licad of a harpoon from the back of a large whale, inclosed nicely in the oily hlnbber, and the wound cntirel}' liealcd •\\ here it had been lodged fourteen years. This was satisfactorily [iroved after we got hf)me, by the initials of the blacksmith who made it, on one side, and tlu^ initials of the captain on the oilier. I I'cmember the whale yielded about fifty barrels of oil ; there was nothing in the ajipeai-ancc; of the whale indicating old age. I have often noticed their teeth rotten and decayed down to the jaw, and others worn down level with the gum by mastication, and covered with wrinkles and furrows, having a Avay-worn appearance, evi- dent marks of slow but progressive deterioration. %i The ship Balena, of this port, Capt. E. Gardner, while at anchor at Karakakua Bay, in Owhyhee, took a large sperm whale off the bay, that yielded them one hundred and two barrels of oil, whose teeth were ■worn down level with the gum, evidently by masticating his soft food. This noble animal had no other appearances of extreme age, but seemed to have enjoyed full vigor of health and life ; avIio, then, can tell the length of life they reach, ere it terminates by the ordinary process of nature ! may it not as probably reach a hundred years, as close at forty ? I have said that the cows seek bays and still water to bring forth their young ; they never visit shal- low water ; they go to such ba.ys only where the water is blue and deep, and under the lee of islands and reefs — the bays at the great island of Albemarle, of the Gallapagos group, is often visited by large shoals of cows for that purpose — the water in those bays is of great depth, and as blue as the Gulf Stream. I have said that squid is the only article of their food. I am aware that othei's think diflerently ; that they do eat other fish. I can only judge from what I have seen. After a sperm whale is mortally wounded, and is in his last struggle, he not unfre(|uently throws up the contents of his stomach; which, in the hun- dreds of instances I have seen, I have never discovered anything but parts of squid. In cutting them up, also, I have often opened the stomach, and never noticed anything Ijut squid ; hence, I infer that squid is their ordy food. Their great object of migrating from place to place is no doubt in search of food ; they arc often seen in large bodies, moving quickly, all in one direction ; by getting their course as they jsass, and following on after them, in a few days, again meet them brought to, feeding, and laying quite still, and headed in difl'er- ent directions. In this case, the whaler often succeeds in getting a large share of oil before they are so harassed and cut up as to compel them to abandon the ground. I have often thought that currents had much to do with the movements of sperm whales ; and as they are most always found heading it where it is strong, I have thought it was to meet the bait brought down with the current, particularly near the equator in the Pacific, where a current is al\\'a3's found setting to the westward, which grows stronger as you proceed westward, and the whales generally found stenuuing it headed to the eastward. I have spoken of the timidity of sperm whales. I have known, near the land, where sperm whales 368 TilK WIND ANU CURRENT CHARTS. were lying entirely still, a seal to spring in among tliem, and start them to running with great violence. I have also known them started and set running by the approach of porpoises. It is remarked b}^ many ex})crienced sperm whalers — though I never noticed it very particularly my- self, except in large whales — that, ai'tcr rising to the surface from their deep submarine explorations, they would breathe or spout as many times as they will yield barrels of oil. How this rule works with small whales, I never noticed ; but I do know that tliose we rank as large whales, yield frora fifty to one hun- dred barrels — do, when undisturbed, spout from fifty to one hundred times ; as a general rule, they spout from sixty to seventy times, and 3'ield when taken, from sixty to seventy barrels of oil. Large sperm whales remain submerged in search of food, from an hour t(j an hour and a half, which I presume is as Itmg as they can hold their l.ircath, for when they rise (unless disturbed or making a- passage) they lay quite still, as if breathing was the ostensible object. That sj)erm whales do perambulate the whole ocean, I have no doubt. Instances are known of their being harpooned on the Jaj^an coast, and, disengaging themselves from the boat, have afterwards been taken on the coast of Chili ; this was known by the ship's mark on the harpoon. One instance is known where a sperm whale was thus struck on the coast of Peru, and subsequent!}' taken off the coast of the United States. I have often met sperm whales off the Cape of Good Ilope, and off Cape Horn, making their passage from sea to sea. I notice our ships have discovered a now region, new haunts for right whales. The}' enter the Yellow Sea early in the season ; and as it advances, they proceed north, through the Straits of Corea into the Sea of Japan ; thence north up the Gulf of Tartary ; thence through the Perouse Strait into the Sea of Seghalien ; thence up the Ochotsk, following the wdiales as they proceed north. Others have passed up the Sea of Behring or Kamtschatka, north through Behring's Straits into the Arctic Sea, where whales are found large and plenty ; sea smooth, and weather in the summer months (from the extreme length of the day) favorable for whaling. Several ships have been Avhaling successfully in those parts. The polar whale (as it is called) yields very rich oil, and the bone is larger and longer than that of the northwest coast, and fetches a better price in the market. A free communication by our whalers through those remote seas, will develop the phenomenon of winds and currents there ; they will also, in cruising for whales, discover the hidden dangers (if any), and thus contribute to assist the hydrographer in preparing charts to guide future navigators. Herewith I forward you a history of the sperm whale, by Capt. F. Post, of this city ; also the history of Nantucket, the once great whaling nucleus of the world, from which you can find many useful statistics of early whaling. Ilistorij of tJie iS2)ermaceli Whfde, Inj Ca23tm'ii Francis Post. It is a matter of much surprise, that, while the whale has been so long and so extensively an object of commercial pursuit, so little should be generally known of the animal. LETTJiKS FROM WU.VLKMEX. 369 There is, perhaps, scarcely a being in tlie animal worlrl, at least not one whose existence has been so long known, the habits, structure, and qualities of which are less known to the naluralist than are tiiose of the whale. It is a very prevalent opinion that whales spout water. Morse, in his Anierinni. (icographi/, tells us Ihat whales spout water to a great height, and we find many writers have been led into the same ciTor ; but it is well-known among whalers that whales ntivor spout uxUcr, and that their spouts, which are .-imply dense respirations, emitted with some force from their large nostril, never ascend above twelve feet high ; and when the whale is unmolested, seldom to that height, or to one-half of it. The spermaceti Avhale has but one spiralle through which it respires; this is on the left side c^f the upper part of the head, and within a few inches of its end ; it is about fifteen inches long wheu closed ; and when extended, from five to six wide. The spout shoots obli(|uoly forward and upward, expanding wheu it rises like a whiff of tobacco-smoke, which it much resembles in form ; it is visible but for a moment ; is near the same density as fog, and, when blown in the face, the same degree of dampness is felt from it. Wheu the air is clear and cool, and a moderate breeze is blowing, so that the sea is not iiuicli rufhcd, the spout of a large whale ma_y be seen from a ship's masthead the distance of nine miles — the white spout forming a fine contrast with the blue field above which it rises, and appears at intervals of almost as much exactness as can be measured by a first-rate "chronometer. When whales spring out of the sea, the spray produced by their fall is so great as to be seen 15 miles — in one of these playful gandjols they are fre- quently first discovered. The males of this species are out of all jn-oportion the largest, and they are generally found alone ; it is then quite astonishing to see with what exactness they pursue their course. Not uufrequeutly they are pursued by a ship the space of a whole day together Avithout altering their course a single })oint of the compass. What can enable these inhabitants of the deep to thus pursue an undeviating course for a day, and most likely for as long a period as they choose ? So far as our knowledge extends, the inequalities of the earth's surface beneath the sea are similar to those above ; and the conjecture, therefore, is a reasonable one, which supposes that the utmost cavities of the sea, do not exceed the loftiest heights above it. May not then these occupants of the watery world, like those of earth and air, be guided on their way by visible objects? For without such guidance, no animal, man not excepted, can long pursue an unvarying course. Instinct niay urge the animal jchen to move, but something discernible must aid its way through the deep with such precision. IS'or is it at all unreasonable to suppose that, by a wise provision of nature, their organs of vision are as well adapted for the watery element, as ours are for the aerial one. These large whales generally spout from fifty to sixty times wheu at the surihce, and the spouts appear at intervals of about fifteen seconds, though when the whale first appears they are rather more hurried than afterwards ; this occupies nearly a quarter of an hour, after which they go down, and stop beneath the sea an hour, or an hour and a half, but never exceed this before the}' return to the surface again for the purpose of respiration. Thus, between one-fourth and one-fifth of their time is occupied in sustaining vitality, by breathing atmospheric air. The periods of time passing while the whale is in the dej^ths below 47 370 TUE WIND AND CUKKKNT CIIAIITS. are often nicely measnreil. In one instance the writer was in pursuit of a whale which was going quite fast nearly a day, and all this time ho never stopped beneath the surface more than fifty-two minutes, nor' less than fifty; he spouted no more tlian iS times at a rising, nor less than 46. Ilis other movements were equally uniform. It is observed that whales suspend their breath longer in some seas than in others, probably because they go deeper for their food. Some idea may be given of the depth to which they go, by stating that when harpooned it is sometimes necessary to connect three or more lines together to prevent them from. escaping. Each of these lines is commonly 2'25 fathoms long, so that if a whale take from boats four of these lines, there is attached to it a continued line nearly a statute mile. It would not, however, go the whole depth ; but, unless the descent was perpendicular, the whale's course would describe a sort of curve, and from the great length of line out, and pressure of the sea on it, the whale Avould continue to take line from the boats until it reached the surface, or nearly so. When in this condition the whale appears, it is generally found, in an exhausted state, arising principally, it may be supposed, from its fright and struggles to get free, though some conceive it to be produced by the weight of the vast volume of water that must have pressed upon it while in the sea beneath. But this latter hypothesis seems rather untenable; for though the pressure may be great, yet if small fry, such as are caught from an hundred fathoms or so, can bear this pressure, then one bulky whale is not likely to get squeezed beyond endurance in the deepest cavern of the sea. Spermaceti whales are rarely, if ever, seen on soundings, though they are often seen and taken near land ; but in this case there is always a bold shore and great depth of sea. It is difficult to assign a reason why these whales are so partial to a deep sea, when all other kinds frequent shallow bays and harbors. Cuttle or squid, supposed to be the only food which sperm whales ever eat, are often found in shoal water ; there is however a species of this fish, the exact size of which is not known; but it is presumed to be large, as whales, in the agony of death, frequently eject from their stomachs pieces as large as the bulk of a barrel, and these in large quantities ; so that the assertion of the naturalists that the whale, though the largest of animals, is one of the smallest eaters, is untrue. Large pieces of squid are often seen floating on the sea, which whalers consider indicate good whale ground. The manner in which they take their food is rather curious, and affords a singular specimen of animal ingenuity. While the whale is making little or no progress through the sea, its capacious mouth is extended, by having the lower jaw dropped down, and the inside being white, the squid dart swiftly in. Whales are often seen in this position, and it is known that squid wdl spring at white and shining objects in the sea, for in this way are they caught. But for this stratagem, the whale might seek other food than the squid ; for they arc extremely active, and if pursued, could, by frequent evolutions, easily evade the pursuit of a whale. The general color of this species of whale is a dark-bluish gray, though some have large and irregular formed spots of white on them. . The exterior surface of the animal is a thin tender substance of a glass- like slickness, which is easily broken, and forms what anatomists might call the cuticle ; beneath this, and LETI'EIIS FROM WHALEMEN. 371 upou the blubber, is a sliort, soft, furry substance, tbat covers the -whole whale. The blubber is of various thicknesses upon dift'crcut parts of the body, and ma}- average about 9 inches, though this depends wholly on the size of the whale. Some of this species have yielded 120 bbls. of oil, and as this comes only from the head and blubber, some notion may be formed of the enormous bulk of a large whale. Such a mass of animation cannot weigh less than sixty tons, and yet tliis animal, by all odds the largest that now exists, and unquestionably the largest that ever did exist, has, by a love of the marvellous, been greatly magniiied. When we are told that whales have been found to measure KiO feet in length, we cannot saj-, tliat "Travellers ne'er did lie."' That they are, or ever have been formed of such prodigious length, is wholly improbable; that sword-fish and thrashers attack them, is equally so. But lay hyperbole aside, and reduce the size of a whale to flat reality, and it is then certainlv a monster to excite our wonder. The following are the dimensions and admeasurement of a large sperm whale that yielded 95 bbls. of oil ; and it may be asserted, without fear of contradiction, that the description of one which makes the dimensions exceed these more than a few feet, is entitled to no credence. The whole length of the whale, from the end of the head to the end of the tail, was 62 feet ; circumference at the largest part of the body 32 feet; head 20 feet long, under jaw 10 feet long, and contained two rows of teeth, 22 in each (the u]>per jaw has seldom any teeth, and when it docs the}^ are very small). The tail was 6 feet long and Ki broad. The head usually yields about one-third part of the whole quantity of oil produced. The tail of the whale, like that of all the cetaceous tribe, is horizontal to the body : and when wielded as it is by a great number of sinews, some of which are as large as a man's wrist, forces an irresistil.)le blow, to which a cedar \\-hale- boat forms a puny shield. The tail is between a triangle and semihmar form, and is the princijtal organ for impelling the whale along. The two pectoral fins serve rather to guide than to produce its motion. From the head to the hump, the whale approaches to a circular form ; from thence the body terminates in an uneven ridge above and below, and diminishes in size till, at tlie junction of the tail, it is not above 6 feet in circumference; this hinder part of the body measuring much more vertically than horizontally. The hump is a protuberance on the whale's back about 2 feet high, and when the whale is swimming along the surface this is seen elevated so much above it. Tlie whale has no external ears, but two small apertures for admission of sound ; the eyes have movable lids, and are between three and four inches in diameter. In comparison Avith the males, the females are diminutive, a full-grown one of the latter not exceeding in bulk one-fourth of that of the former, and seldom making more than 20 bbls. of oil, often much less. They are found in herds together with their cubs, varying in numbers from fifteen or twenty, to above an hundred; among them are some scarcely ten feet long. The writer had one of these nursling cubs hoisted on deck whole, which measured fourteen feet in length, and yielded no more than 20 gallons of oil. This afforded an excellent opportunity of examining the internal structure of the whale; and on an occasion like this, the young whaler is never backward in doing so; as, by observing the position of the seat of life, he is i572 THE WrM) AND CUHUENT ClIAUTS. enabled afterward to point liis lanco with a more deadly aim. Tliougli it be somewhat perilous, an encounter Avith one of these immense herds is a whaler's delight, since sometimes no less than eight or ten reward the adventurer's exertions. It is a singular fact that when one of these whales is harpooned, though the herd, or shoal, as it is coininonly called, be separated some miles apart, it is instantly perceived by the whole, and they either rush with great velocity towards the wounded whale, or decamp and leave it to its fate. If the m hales surround the wounded one, they of each boat may select one of them for themselves; and when they are killed, to prevent their being lost (for as they are near the specific gravity of the sea, but a small portii;in of their bodies remain above it), a hole is cut in each whale, and a pole some 15 feet long, with a small flag affixed to its u]iper ends, is placed vertically therein. This done, the boats may go in pursuit of more, as there is now no danger of their being lost, and they may be taken alongside the ship at leisure. But it often happens, when a whale is "struck" in one of these large bands, that the others all seek safety in flight, and then the Avhalers must content themselves with slivi fares. Either a whale's sense of hearing must be singularly acute, or else its vision is very powerful in a clear aciueous medium, for by one of these senses it is enabled to ascertain, a long way off, when another whale is attacked. "Water, it is said, on account of its density, has the cpaality of propagating sound fiirther than the rarity of the air will admit it ; though it has only been ascertained that sound can be transmitted far over water, not thmiii/Ji it. When unmolested, the velocity of whales is not often more than three miles per hour, though when alarmed and closely pursued, they are capable of swimming at the rate of ten miles per hour; but they never go long at this pace before it diminishes to four or five. On receiving a wound in the vitals, they spout out amazing rpiantities of blood, so as to color the ocean for many yards around. Instances are common, uotAvithstanding their mighty strength and size, of whales expiring in a moment after receiving their death-wound. Sometimes, in apparent fright, they use every effort to escape from their merciless assailants, and not unfrequently, in plunging into the depths of the sea and drawing all the lines from the boats, succeed in doing so. "When a whale is taking line from a boat, the utmost eare is taken that it runs clear, as, should it be- come entangled and not instantly cut, the boat, and all it contains, would at once be drawn beneath the sea. IVIany fatal accidents have occurred to whalers from being themselves entangled in the line, drawn from the boats, and seen no more. In order for the whale to get no more line than is absolutely necessary, a strong- piece of wood, called a loggerliaul, is firmly fixed near the boat's stern; round this a turn or two of the line is taken, and it flies so swiftly round, that its friction would set the loggerhead on fire, if water were not occasionally thrown on the line. Whales when attacked are generally passive, suffering the boat to approach, and the harpoons and lances to pierce their huge bodies without making a show of resistance, though serious accidents often hap- pen, merely from the spontaneous movements of a wounded whale. Boats in this way are often so badly stoveu as to be rendered totally useless, and are abandoned on the sea. But tliey are not all thus unresisting; occasionally, a large warrior whale is encountered, which proves LETTERS FROM ^\■UAI,EMEX. 373 himself a f'orniidaUc and dangerous antagonist; tliat, with a single blow of liis ponderous tail, severs the 1 boat from wliicli lie is assaulted (juite into halves, often to the destruction of part of its crew. But the terrible jaw of such a whale, set with a couple of score of large pointed teeth, constitutes ins chief arm of defence, and woe to the thing in the shape of a man or boat with which it comes in contact. 2saturalists, in their closets, often make ridiculous mistakes in describing animals that are found in regions where they ucver venture themselves. Thus of the and whale. " Both want Ivdli for chewing, i and are obliged to live on insects."' Again: "Tlio whale pursues no other animal; leads an inofieusive life; iind is liarmless in proportion to his streugih to do mischief." {^Ooldsiiiltli's Nulnntl Il/'itori/.) Sperm Avhales arc not so gentle ; the large males often encounter each other so furiously as to break off many of their teeth Avhen the jaws come in contact; and they have been taken with their jaws broken. Instead of fleeing, a warrior of this mettle resolutely maintains his ground, and even in turn becomes the assailant, chewing in pieces every boat that approaches him. These desperate whales, after much hard fighting and imminent danger, are sometimes conquered; but so obstinately and so successfully have they been known to defend tliemselves, that instances are on record, Avliere all the Ijoats of a ship, save one, to convey the drenched crews back, have been chewed into atoms, and tlie whales themselves, after defying all the resources of art, and disdaining to flee, have been left in full possession of the field of battle. We have heard of more t^:an one case, where, as a last resort, the sliip herself has been run alongside of a whale like this, and while passing by, lances were so skilfully thrown, that he ultimately died of his wounds, and became at last a prey to his captors. But an attack in this way is certainly hazardous, as all will agree who remem- ber the fate of the wlude-ship Essex.* The sperm whale is remarkable for yielding the unctuous substance, whence comes its name: and it is also remarkable for producing ambergris; tlie bowels of a sperm whale forming the only situation where this singular fi'agrant substance is generated. "Whether its existence is a cause of, or the effect of disease, is not 3'et known; it rarely occurs, not perhaps in one whale out of a thousand. They seem to be more migratorv in their hal/its than other whales, oecun-ing in ever}- parallel of lati- t\ide between the two polar seas, down to an cquatcirial one; though geueralh^ preferring the deep l)]iie sea that indicates unfathomable depths. As they are thus widely scattered, they are searched for in almost every sea, however remote; and hence it often occurs, in voyages of 3 or 4 years' duration, that ships, before completing their cargoes, entirely circumnavigate the globe. They are occasionally seen in the Atlantic and Indian Oceans; but are found in greater abundance in the Pacific, where they are seen at times in fixvorite spots, scattered over the whole extent of this great sea. When, half a century ago, our ships first ventured into the Pacific in quest of sperm whales, the coasts of Chili and Peru abounded in them ; and our hardy pioneers in this daring occupation, were there enabled to fill their ships, without the necessity of penetrating farther. But the whaling fleet '■' Tliis sliip WHS ,Ttt;ick('(l nml annk by a ivliale; the mate and part of the crew, who took to their boats, were liroiight liome from tlie Cape of Good Hope in the l'. S. .sliip Vinccnnes in 1820, in which ship I was then serving as midshipman. — M. 374 TIIK WIND AND CUERENT CHARTS. increased extensively; the persecuted whales were in a measure killed and driven from their haunts; so that i later voyagers, to insure success, have been compelled to push their adventures into still farther and com- paratively unknown seas. One unexplored track after another has been traversed, until it may now be said that, from Chili to New Holland, from California to the Japan Isles, and China Sea, with the whole in- termediate space — in a word, over a square expanse comprehending above eighty degrees of latitude, and more than one hundred of longitude, there is scarce a spot of any extent but what has been furrowed by the keels of a whaler, and been a place of privation to her enduring crew. Zoologists have classed these animals, as well as the sporting tribe, among fishes, distinguishing them by cetaceous order, comprehending a variety of species. But on an examination of their structure and func- tions, the impropriety of this classification is manifest ; and the inspector is at once convinced of their being far removed, or in fact wholly distinct from any species of fish. They have many analogies with the larger land animals, having, in common with them, warm red blood flowing through the system, though a certain modern philosopher has asserted to the contrary ; Robert D. Owen, in one of his published letters, while in America, skeptically comparing his situation in a stage-coach to that of Jonah in the whale's belly, asserted that the whale was a "cold-blooded animal." They have a heart, with auricles and ventricles through wliicli this fluid is jiropelled; they have lungs, together with all the functions for breathing atmospheric air, and they can only suspend this breathing for an hour or two at a time. Being entire tenants of the deep, and having organs for propelling them through it, are the only fishdike qualities they possess. They seem to form a sort of intermediate and connecting link between absolute beasis, and their more near submarine neighbors. It is highly creditable to the spirited and enterprising individuals, who have put forth their capital in ships, destined to traverse the deep in quest of these oily monsters, that they have become so numerous as to form a large and important portion of our navigation ; and this, without ever receiving, without ever needing legislative encoirragement. A computation roughly made, shows that we have now whale-ships enough, if placed in a direct line, equidistant, and just in sight of each other, to form a continued fleet, that might reach more than half-way around the globe. The wealth drawn out of the deep, and conveyed by them annually to the shores of America, is immense. But aside from contributing thus largely towards our national wealth, no small degree of honest pride arises from the knowledge that no nation can rival us in this perilous branch of industry. The English have, it is true, been for many years engaged in it, and with partial success, but the immense amount of bounty paid Ijy their government to encourage the establi.shmeut of one branch of whaling alone, shows how reluctantly they have been drawn into it, and fully justifies us in saying that, in this pursuit, as in others that call forth daring energy. Old England must yield the palm to Xew Eiujland adventurers. From the conmieucement of the whaling career of the English in the northern seas, down to the year 178(3, that government had paid bounty therefor, amounting to <£1,26G,000, a fraction or so of the national debt. To insure success in their whaling operations in the South Seas, the English, as well as their neigh- bors across the Channel, have not scrupled to secure for their ships, masters, and other chief conductors of LK'lTEKri FKOM WHALEMKX. 375 Iwhaling voyages, from the young country that first led the way beyond the two fellow capes, in tliis great I marine enterprise. So liberal, in fact, wore tlie inducements held forth, that merchants as well as seamen I removed from our own to their countries, invested tlieir funds, and became actively engaged in this venture- some pursuit. So far as we know, a dctaili'd description of the manner of capturing, cutting in, and tryiu" it a whale, has never been given. Tlic following may, tlierefore, supjily the place of a better one. It may first be mentioned, that when a whale-sliij) leaves her port, a man is stationed iii tlic top-gallant crosstrees of each mast to look out for whales, and the mastheads are kept manned from daylight until sunset, during all weather that admits boats to leave their ship, from tin; time of her leaving home until her cargo is completed, or the voyage terminates; the ship's company standing watch aloft by turns of two hours each. When the spout of a whale is descried, the discoverer immediately makes it known by tlie welcome, and, on board of a whaler, the well-known exclamation of "There she blows!'' which is repeated often, as the spout appears in view; and though it should be so far off as to be but ju.st di-sceruible, 3'et, by its peculiar formation, as well as by the number of times and regularity with which it appears, the expe- rienced eye of a practical whaler can distinguish at once from what species of whale the spout proceeds. II' it be a sperm whale, and not to windward, the ship is instantly headed for it, and all sail made in pursuit. After some few preliminary observations, such as noting time by watch, and with a spyglass tracing the animal's way through the sea, its course and rate of going are ascertained, and it now may be calculated for with tolerable precision. The ship is usually run within a half mile or so of the spot where the whale is expected to appear, when it rises to the surfice; and liy having the courses hauled up, and one of the larger topsails hove back, she there remains nearly stationary. The boats are now sent olT, and are rowed in difYerent directions, so that, if the whale is not going fast, at least one of the boats is nearly sure of being near him when he rises ; or, should he chance to come up a mile from the boats, they can generally reach him before he has his .spout- ings out ; as this occupies some fifteen minutes, and the boats may be rowed at the rate of six miles an hour, even over quite a rough sea. If the whale be slow in his movements, the boat's crews have nothing to do, while waiting for it to appear, but to lay upon their oars ; and as the time draws nigh, eager eyes scan all portions of the sea around, to catch the first glimpse of a rising spout. But if there happen to be much swell, from the depre.ssed condition of the boats, being often in a cavity between waves that entirely obstruct the vision, it is difficult to discern a spoilt fi^om boats beyond a limited distance ; in this case, the main dependence is placed on the man at the ship's masthead, who, as soon as he sees the whale, runs up a signal and points out its direction. This creates a scrand^le among the crews, as there is generally no small share of rivalry existing among them, and all strain every nerve with the view of being the first who approach and have the honor of first implanting their harpoons in the whale; but as the boat which is more favored by chance, or happens to outrow the others, gets within a few yards of him, the contested race is given up, and the sternmost crews cease rowing, and silently await the issue of the first conflict. Sometimes boats approach a whale, as their situations chance to be, by rowing up towards the head, and get to the pervious part of its body in this way ; at other times they proceed direct to its side, but generally the most approved 376 THE WIND AND CURRENT CHARTS. way is to row up from behind, aud, if necessary, make a circuitous route to do so. The approach of a boat often, alarms a whale, when he dives beneath the sea and suffers it to come near him no more ; but more commonly, and especially on new grounds, where they have been but little disturbed, there is no difficulty in placing boats suflicicntly near whales as to leave them in the attacker's power. It is probable, however, that boats seldom arrive near whales witliout their knowledge, such only making efforts to escape as have learned to regard them as enemies by having become acquainted with the missive weapons thrown there- from. The harpooner rows at his oar until the boat gets nearly " within dart," when he is called up by the officer who steers and controls the boat ; and when within a few feet of the whale, the progress of the boat is checked as much as possible, by strokes of the oars. The liarpooner now darts his two harpoons, which pass through the blubber and enter the fleshy mass that incloses the bones of this great animal; and these keen instruments coming in quick succession often give to the affrighted whale the first intimation of impending danger. This is always a moment of peril to the assailants, and, therefore, one of anxiety to the lookers on ; as some fearful accident might proceed from the convulsive motions of the wounded whale, other boats promptly row up to assist the first. The skill aud activity of every one are now in requisition, lest the yet slippery and valuable jirize should by some means escape before receiving his death- wound. If, as often happens, a boat is badly stoven in the first outset, another takes in the immersed crew and tows the stoven boat to the ship, while others make a fresh and combined attack on the whale, which may now be rolling in the ocean foam, that his own struggles have produced, or, perhajis, rearing its mighty tail in the air, and drawing it down on the sea with such force as to make it resound to a great distance. Soon as a boat is attached to a whale, the officer in charge exchanges situations with the harpooner or boat-steerer, as he is more generally called, the latter now steering the boat while the former goes forward and plies his lance, taking care to poise it well before throwing it, and to aim it always so that some portion of the whale's vitals shall be pierced. Copious emissions of blood then gush from the sjjout-hole, rise up a few feet, and fall into the sea, dyeing it with the crimson fluid wherever the animal pursues its way. Where a whale has fairly received its death-wound there is but a small chance for escape, as it seldom lives above an hour or so afterwards. When dead, a hole is cut in the head or tail, through which a rope is rove, aud if the ship is to the leeward the boats tow the whale towards her ; but if the ship be to the windward, this labor is saved, as she then runs down within a short distance of the whale, where the foretopsail is hove aback, the whale is hauled alongside, aud a cable of rope or chain put round its tail. Preparations are now made for cutting in the blubber and other oily portions of the whale. This is a laborious process, which, for a large sperm whale, requires the principal part of a day to com- plete. The cutting operation is performed from stages suspended over the .ship's side ; the cutters being provided with sharp instruments for the purpose, called spades; these have a razor -like edge of fine steel, and are affixed to poles of convenient length. To make a beginning, a small hole is cut first in the blubber near the head, and into this is placed a blubber-hook, to which is attached one of the two large tackles em- ployed in hoisting in the blubber, and by means of the windlass a piece of blubber about six feet in width. LICTTKHS VHOV Wll A I,KMKX. 377 is tlius raised up to tlu; sliip's side. As tins goes aloi'l, the wlialo rolls over and over, tlic blubber [jeeling '"!:■ off rapidly as it rolls; and as tlie cuts are made not ipiito oireularly round, but in a direction somewliat c™ obliquely towards tin; tail, the whole blubber comes oil' the whale in one continued piece, being stripped oft' in the spiral way from head to tail. Willi the aid of the windlass, this piece of blubber is heaved some thirty feet above the deck, when the lower block of the tackle meets the up}>er one, wdiieh is suspended from the main masthead; a second tackle then relieves the first, having a strap of the block inserted through and secured to the blubber near the deck; just above tliis block the blubber is cut off; the [licco separated .Lj forming what is termed a blanket piece ; this is lowered into the blubbcr-roo/ii, which is that portion of the M ship between decks, directly abreast and beneath the main hatches ; another piece goes up to the same :l height as the first, and is in the same manner cut off and lowered into the blubber-room, and so on till all n the blubber is taken from the Avhale, five or six of these pieces commonly taking the whole. The carcass is then abandoned to the ravenous shaidcs and hungry birds that surround a ship on these occasions. The carcass sometimes floats, but most commonly sinks. While the whale is being rolled, the head is cut ofl'; and it remains alongside secured by a strong ro])C till the blubber is hoisted in. Small w'hales' heads are heaved on deck whole, but the immense weight of a large one renders it im- practicable; it is therefore necessary to divide it. Both tackles are firmly hooked to a portion of the head denominated the junk, and this when cut ofl" requires the united strength of the whole ship's crew at the windlass to heave it high enough to reach the deck, a large one weighing at least between five and six tons. The last and most remarkable portion of the whale remains yet to be hoisted in. This is what whalers term the case ; it is a body of fluid head matter that often amounts to twelve or fourteen barrels, which, when removed from the head, leaves a large tubular cavity that runs longitudinally its wdiole length. It is in- closed by a cartilaginous substance that yields no oil, and this again has an outer covering wdiich is of an intermediate nature between blubber and a singular part of the whale called ivkitehorse, which contains no oily matter, and is impervious to all but the keenest instruments — a canuiju-ball would hardly penetrate it. The part containing the case is also too unwieldy to be taken in whole, and to subdivide it would cause a loss, as much thin oil would escape ; hence it is necessary to raise it with the cutting apparatus perpendi- cularly up the ship's side, with its lower end remaining in and supported by the sea. A perforation is then made in the upper end with a spade, and into this a bucket is placed which requires to be pushed down with a pole in order to tear away the tender membranous filaments that oppose its way; the bucket is then filled with oil, and by means of a pulley is hoisted uj) and emptied into a receiver. In this way ten or twelve barrels of the oily liquid are obtained from every whale of a large size. It is necessary that this oil should pass through the pots and be heated to prevent its becoming rancid, though it may be men- tioned that while fresh it is perfectly sweet, and like other animal fats only becomes rancid through age. "While fresh, it may be and is sometimes used on board shi[) for culinary purposes. A certain species of Yankee food called doughnuts, fried in fresh oil, occasionally adds variety to the homely and too often scanty board of the whaler. Next to the case, the junk contains, in proportion to its bulk, the largest 48 378 TUK WIND AND CUKRENT CHARTS. quantity of oily matter; mucb of it yieiJing its o"\vn bulk in oil ; and wliilc it is being cut into smaller pieces, the oil exudes so copiously that it is necessary to stop up the scuppers, and bail it from time to time off deck. The blubber between decks is cut into small pieces so as to be conveniently transferable; these are called horse 2)ieres, and in this form the blubber passes through the mincing operation. This is performed by drawing a long knife across or nearly through the pieces, cutting down portions from a half to three quarters of an inch thick; these are not entirely severed, but for the convenience of removal are kept hanging together somewhat after the manner of book leaves. In this state the blubber is ready for the try-pots, into which it is transferred with a fork or pike con- structed for the purpose. A hot fire is kept up under the pots, and in an hour or less a pot full of blubber has all the oil fried out ; "the scraps," are then skimmed off; more blubber is put into the pots and a sufii- cient c|uantity of oil is boiled therefrom. The oil boiled ofl' is poured into a copper cooler, and fr seen. They left in September, moving suddenly to the southward, where I did not fblloAV them. InBi October, we reconnoitred at the Bouiu Islands, and then proceeded to cruise heiween seasons, off the Island | of Morty, near Celebes, lat. , long. , wdiere w^e saw plenty of sperm whales. In March, we got a few recruits of Yloylo, in the Isle of one of the Philippines, and then passed northward, through the C'liina Sea, towards the Sea of Japan. Proceeding northerly, we touched at the Island of Typinsan, the inhabitants of w^hich appeared to be Chinese ; they were polite and friendly enough, but would not suffer me to enter their town, nor to trade for refreshments. We met with just the same reception at Komsang, one of the Loo Chocs, and at Harlior Island, a most singular and interesting island, which lies still farther north ; lat. , long. , and belonging apparently to the Japanese, as I saw people and vessels from Jeddo there. This island is shaped like a horseshoe — open to the westward, thus forming a spacious bay, free from rocks and shoals, and all around the sides of which are large inlets, forming admirable harbors, safe from all winds, and much more easy of access than the harbor at Benin Islands, recently surveyed by Conamodore Perry. This island (Harbor Island) will be of great value tp the future commerce that is sure to spring up between our western coast and China; for it is very near the route, and extremely fertile. The inhabi- tants carry on a trade with Japan. The junks I saw there from that place were after sugar, large quantities of which I saw put up and ready for market. This island is much nearer our western coast than Luconia, where they now go for sugar, and from whence we must be shut out by Cuban troubles, or a war with Spain. I hope Commodore Perry will not overlook it. Those junks were very curiously constructed, but you perhaps know more about them than I do. In the Straits of Corea, we lay "off and on" the harbor of ; wdiile in a boat, I pulled in to see if I could obtain the water and refreshments I had been so long seeking; but though it seemed a fine harbor, the inhabitants were not friendly, and I was obliged to pack on into the Japan Sea with .a much shorter supply of those necessaries than I desired. I saw these junks from the coast of Tartary, loaded with lish. , , ' North of the Basha Islands I am confident that whalers will be unaljle to find water or refreshments. Captain Potter's directions for entering the Japan Sea, through the Straits of Corea, are correct. Shijis should not, however, borrow too much upon the Corea shore, as it is fronted with many small islets, and much discolored water. Daylight is very desirable in passing the narrowest parts. I come now to what I wish most particularly to communicate; I am confident that mine was the first ship that entered that sea in search of right whales; and but two or three others entered that season — not enough to disturb the whales tandi. We may believe, therefore, that the whales acted naturally that season — that their migratory movements were the same as they had been always before. How the whales got into that sea I am unable to tell ; for, upon my arrival there in April, they were already there, and feeding diligently. I can only say I saw none in the Yellow Sea, nor in the Straits of LETTERS FROM WHALEMEN. 381 Corca; 1 met tlicni first about sixty miles nortlieast of the straits, but they were not "regular," and I passed still farther on into latitude , near the coast of Japan, where they were at home, and I com- menced takiniz' them rapidly. Wc cruised there and off shore until about the 10th of June, when I steered northwest, into latitude , near the coast of Tartar}'. Uere we cruised until about the 15th of July, when it became evident that the whales were all moving quickly towards the northeast, and as that was just the direction of Perousc's Straits, it was not diflicult to suppose the whales were leaving the sea, and I, .if course, followed them. Two other ships, however, that I saw at that time, chose to remain, supposing they would " soon be round again." On arriving at Perouse's Straits, I saw many whales, all moving eastward, and was confirmed in my opinion. It was morning when we left the straits, with a good breeze blowing from the northwest, and seeing a whale moving rapidly and steadily towards the east, I determined to follow it, believing it would leail me at last to " good whale ground." All the day the whale moved steadily upon one course, at a speed of some six miles per hour, and I followed. At dark we shortened sail, and continued upon the same course until 12 o'clock, when we "hove to'' until daylight; and true enough, at daylight next morning, we found ourselves in the midst of a fleet of ships which had come from tlie southward, and most of whom were "boiling." There were plenty of whales in sight, all of which were "at home." I learned afterwards that the " bulk" of the whales had been " set on" about a week before that time ; the ships there had done nearly nothing. My unique pilot had brought me to just the right place; for during August, I "filled up," and left the sea, one of the first ships. I thus demonstrated the fact that the whales which had been found from year to year in the Oehotsh Sea after July, migrated there frora the Japan Sea. Ships that entered the Japan Sea after the '20th of July found the whales. It has long been morally certain that whales do migrate, but never before to my knowledge have they been observed and /o/foifetZ from one place to another. The winds in the Japan Sea were mostly from tlie southward, and the weather was warmer, and the sky clearer than in the same latitude outside. There was no perceptible current there, but in those days "Maury" had not learned us how to observe; we never thought then of trying the current, or tlie tempera- ture of the sea. - - .. • One meteoric plienomenon observed there, is worth relating. "We were about forty miles from the coast of Tartary, and had been enveloped in a thick fog .several days, when one afternoon — as not unfre- queutly happened there — it suddenly cleared away, and the sun came out bright. The sky was clear, and the sea smooth, with a very light breeze from ofl' the land, which appeared plain in sight; I say, appeared, for a close examination disclosed singular changes in the shape of various head-lands, and thus we soon saw that it was a fog-bank; but with its upper edge as clearly defined, as hills against the sky. It was soon apparent that it was rapidly nearing us, and although there was very little change in the barometer, I became alarmed, and kept the ship before the wind, at the same time taking in sail. As it approached us, we could see it to be a perpendicular wall of dense fog, about three hundred feet high ; it soon reached us, and with it a sharp squall (a whirlwind), with large hail and some rain. The bank of fog was not more 382 THE WIND AND CURRENT CHARTS. than a quarter of a mile deep, ami not near so dense upon the back side. This bank extended as far as the eye could reach, north and south, and after passing us, luuig in the eastern horizon until nearly dark, jli when it melted away. It moved about sixteen miles per hour. . mi Contrary to most of the whalers that season, I came home through the China Sea, and around the l Cape of Good Hope, touching at the Ladrone Islands, where we lay nearly a month waiting for the north- east monsoons. Had we been obliged to remain upon the whaling-ground until October, our passage home would have been shorter by many weeks, than that of any other ships. North of the ■ in lat. I discovered an island upon which was a deposit of guano, and it has been suggested by a New York merchant, that it might be very valuable, and we think of an expedition there. You would do me a great favor by giving your opinion as to how much i-ain falls there. So much for my first voyage as master. My next and last, was for sperm whales in the Sooloo Sea, Molucca Passage, and thereabouts. I was considered very lucky in finding them ; perhaps I was, but I had read Wilkes on Currents and Whaling, and paid attention to the temperature and currents. If I mentioned in my " abstract" a singular current of warm water, that I found setting westerly along the north coast of New Guinea, alnd a cooler one setting easterly upon the northern edge of the first, I think of nothing further interesting, that I did not note there. The whole ground was in the warm current. In the description of the sperm whale given by Capt. McKenzie and others, I am astonished to find they did not mention one of their most noticeable features. I refer to their rugce, or the wrinkled appearance of the blubber. The right whale and all other spouting fish (or animals, if you please), except the Hump- back, which has the same rugEe upon its belly only, are singularly smooth and plump-looking; they have no uneven places upon them, and generally the epidermis is unbroken. They convey the idea of fat by their very appearance. The sperm whale, on the contrary, has a lean and shrivelled appearance, that would lead the inexperienced person to suppose the creature sick. The ribs appear almost to protrude through the apparently i\n\\ covering, and the "black skin" or epidermis has a broken and chafed appearance, seen upon no otiier whale. In their convulsive struggles wlien attacked, large portions of this skin frequently drop from thcui, and, when dead, they have the appearance of having been violently rubbed against some hard substance. This appearance of leanness, however, is fallacious ; for it is a common remark among whalemen, that, " the deeper the wrinkles, the fatter the whale." The head of the sperm whale is smooth, but from the eye to the fluke these rugoe extend without interval. They are not regular and running in parallel lines, but very irregular and broken. I can think of nothing to which the surface of a sperm whale has so great a resemblance as the surface of the ocean, wlien the wind has been very changeable. These rugee are from one to three inches deep. So far as these gentlemen went, their descriptions accord with my own experience. I remark, how- ever, that I know nothing of a whale's ability to remain under water " ad infinitum" — I doubt it. The whale grounds, where whales are supposed to exhibit this singular power, arc, I believe, without excei)tion, long, narrow strips, extending over but few degrees of latitude, but many of longitude ; and in LETTKKS FKOM WllAI.K.MEN. 883 •very case, there is good wlialc ground not for to the southward. Such shaped grounds icouldhc occupied ilmost at once, were the whales from the south inijicllcd to migrate in a body ; and wc have seen in tlie ijase of the whales in the Japan Sua, that Jai'ge hudics of whales arc thus impelled ; and we saw, also, that they became "slow in their movements, and headed to every point of the compass" immediately upon their iirival at the new grounds — it is therefore much easier to account for their appearance on the whale ground "about the same day" in this wa}' than to believe they go down to unknown depths, and stay Ibr monlhs, fighting their battles, &c., and living a life generally so at variance with their physiological structure. It was not tintil lately that I became aware there was actually so many kinds of right whales existing; that fact, however, appears to be well established. May there not also be more than one kind of sperm ivhaJef* "Wo discovered a remarkable difference between the whales we caught in the Sooloo Sea, and those taken elsewhere ; they were more thickly covered with deej) wrinkles, and the head was difierently proportioned ; but tlie distinctive difference was in the size and in the motion. These were so marked that, at last, we were able to distinguish them when miles distant — and they obtained the name with us, of " Sooloo Sea Whales," in contradistinction to the Com.mou sperm. During the voyage we took fifty of them, which made us only /b«r Jiundred barrels, thus averaging, male and female, only eight barrels a piece ; while the common sperm coics average at least fifteen barrels. We saw the same kind of whale in the Straits of Macassar, the Flores Sea, and the Molucca Passage, and I was told by the English whalers, who had cruised in those seas many years, that they were to be met with in spots as far east as the Red Sea. Are they not a species peculiar to the East Indian waters? Such is the opinion of all those who have cruised long in that region. If this is a fact, what assistance will they render in tracing out the currents of that region ? I Of those we took, many were females, whose udders were filled with milk, and which presented every other mark of maturity ; there were also males with them, apparently full grown, but dwarfed in the same proportion. I never but once saw a large male among that species, and that one was evidently very old and sick, being large enough to make a hundred barrels, but actually making only sixty. When attacked, he immediately joined the others. Not having seen your Whale Charts, I am not aware whether or not j'ou know there is a little spot in the China Sea (Palawan Passage), about forty miles west of Louisa Shoals, where sperm whales arc some- times found in great plenty; they are not of the Sooloo species, but the common kind. Whales are also found in the western part of the same sea, farther north. If you desire a skull of the Sooloo Sea whale, or any other bone, I have friends cruising there, who would procure one if desired.f In your valuable work, I notice that but very little is said concerning the longevity of sperm whales, and nothing at all about that of other kinds. Captain McKenzic (who is a good judge) thinks sperm whales live from forty to one hundred years — there can be no doubt but that they live at least as long as * Vcs. '•The Jiipanese," says Dr. Gray, in his work on the vfhale, "distinguish three IduUs of sperm wluilc." — M. F. M. t They would be very acceptiible. 884 THE WIND AND CUKRENT CHAETS. that; tl ley have tlie appearance of being a long-lived ci-cature; they are compactly built — their muscles are firm, and their organization generally superior to most of the warm-blooded fishes. We have reason to believe, also, that they are much longer in arriving at maturity, for we notice many more stages in theii growth ; the teeth, size, shape, and deportment of those wc sec, leave no doubt, but that thev are a number of years in attaining their full growth — I think as many as ten. With the right whales, however, it is differ- ent in every respect. I cannot believe them so long-lived, and we have means of hiowing that they are not so long in coming to maturity. The right whale is much more loosely made, more hjmpliatic, decidedly, and they arrive at full growth in a surprisingly short time, considering their inrmense size. The (southern) right whale frequents bays and shoal water for the purpose of bringing forth its young; thus whalers, who seek them there, first see only full-grown females, heavy with young; but as the season advances, find them accompanied with very young "calves," which, before leaving for "off shore," have already be- come large and seaworthy. These are met again " off' shore," still with the mother, growing larger and larger as the season advances, until at the last part they are scarcely to be distinguished fi-om the males, which, at that time, begin to couple again with the female. We sometimes meet with the bull, the cow, and the calf, all together. ' • :' I believe that the right whale attains to full growth in two or three years at most, and that their lon- gevity is not more than hulf that of the sperm; and I infer that tlicy do not produce 3'oung ever ij year, from the fact that, although they always bring forth at one season, we meet them indifferent stages of preg- nancy at the same time. . _.,.,■. ..,.'. C. B. Chajijyel to W. Ji. Jones, Esq.— New London, October 25, 18-19. Having been requested to furnish a description of the Greenland whale and its habits, I comply with pleasure in furnishing what information my experience in the country will afford. First, then, I will state that there are two kinds of whales in tlic Greenland seas, the first of which is found in latitude from 59" to G2° north, and invariably close to the ice, which at different seasons extends farther to the eastward, sometimes as far as 55° of longitude west; but as the season advances from March, the ice gets broken and scattered in April and May. The whales seek their food and protection from rough weather among the ice, and alwa3rs the heavier ice in preference ; towards the land to the westward, and where there is no ice, they are seldom found and never at rest. The currents here set to the S. E. These whales have a long crooked head, perfectly smooth, with a very high crown or spout-hole ; measures not more than 50 to 52 feet in length, having a small ridge or hump near the flukes, but not like the sperm whales or humpback. When the ice is gone these whales seek the land, and go up the floe which runs far inland towards the west. The whales farther north, in latitude GS°, near the Island of Disco, have no such hump, but their habits are the same. From Disco Island, the currents are found to set from the west- ward, which clears the ice from the land on the east side of Davis's Straits, and leaves water for the whales in this vicinity. The current at the same time presses the ice over to the west side, barring the passage of the whales up M I.KTTKHS FROM WUAI.EMEN. 385 Hudson Straits in tlic early part of tlie season; but after June comes in, the ice becomes more open and tlio whales can pass througli to the west land, where in general there is a strong land ice, in which, if tiierc bo no cracks or holes, they remain a short time in rpiiet. In the early part of July, whales are found to bo going to the westward very quick, up Lancaster Sound, and in large numbers, where it is supposed, by all men that I have conversed with on the subject, that, if they meet no firm ice across the sound, tliey con- tinue their passage either through Barrow's Straits down to Hudson Bay, or farther to the north and west- ward through the unexplored regions. Some seasons they have been found, after going up Lancaster Sound and being gone for a while, to return to the southward. From this we must suppose that the ice was so strong that the whales could migrate no farther west, and the frost setting in, obliged them to seek a passage farther south. When it happens that they come south they keep the land, and generally at the mouth of some deeji inlet seek inland again ; and finally, when in September, if there is anj^ ice in the straits and any whales, we find them with the ice. We seldom find wliales to the northward of Lancaster Sound in Baffin's Bay. But iu former years it has been said they were quite numerous in latitude 76^ 35'. Off Pond's Inlet, in latitude 74° N., longitude 76° 30' W.,'we find whales coming from the middle of the straits; and if the land ice permits, they go directly up the inlet; if not, they remain awhile, then make up the sound. In March, we find the old whales with their young in latitude 50° to 62°. In August, we find many young ones in latitude 71°, yielding fron^ 50 to 60 barrels. The largest one that I have seen taken yielded 175 barrels aud 2,200 pounds bone. About whales stopping under the ice, I would say that they can at certain seasons stop beneath the water according to their own pleasure, or as nature, according to my own judgment, has created them to lay at bottom dormant for a length of time. I am strengthened in this belief by hearing the Governor of Disco relate the fact that he saw a whale lying at the bottom near the Harbor of Liefly on Disco Isle for seven weeks, and that he visited the spot each morning on the ice beneath which the fish lay for this length of time, and then arose to the surface and was captured. I do not remember at what season of the year this happened. What I have seen of the whales, their average length of stopping down is one hour and fifty minutes, and they remain above about twenty -five minutes ; but when amongst the ice we seldom see them more than two risings, and many times never see them after going down. When they are irritated by having the harpoon stuck into them, they do not stop down so long as when disentangled ; and still, I believe I have seen a stuck fish stop down over two hours and come up apparently out of breath ; and have seen them when I supposed they had made much exertion to pass under a heavy floe of ice, and, as they could not pass it, were obliged to return again completely out of breath. At such times they are captured without a move to get away. I have seen a whale in a hole in the ice lay without going under for four hours, and if not troubled probably would have lain longer. It is my belief that these whales do emigrate to the west, and that there is a passage for them beneath the ice to seas beyond these sounds, or we should meet them oftener going the other way, which we never do. These whales do not require a large hole to breathe through ; have often been found dead in the vicinity of Lancaster Sound, with no mark upon them, in numbers. From what I have heard, I believe them to be the same as the polar or Russian whale, but never saw one. 49 886 THE WIND AND CURRENT CHARTS. Captain Roys to Lieutenant Maury — IIowj Kong, January 19, 1851. I received jo\w favor witb ]jleasure, aud am very willing to coramuuicate any knowledge I possess respecting the whaling business. The whales of Behring's Straits and Baffin's Bay are the same ; yet they differ very much from the Kamtschatka or northwest whale, or the right whale of the Soiith Seas. I have known a whale to sound deeji enough to take one thousand and fifty fathoms of line from the boats; yet I never knew a whale to remain longer under water than 35 minutes, of the right whale species; and one hour and 80 minutes for the sperm whale kind. I have never known them to sound under ice, that is, more than 30 feet above the water's surface, which was in the South Seas. I have never seen any ice to the northward of Behring's Straits more than 30 feet high. The right whale feeds upon a small animal sub- stance, which seems to vegetate and come to maturity every year, and perish like the vegetation upon the land. And it is in only one state that the whale will eat it ; consequently, in the northern hemisphere, in the month of January, the food is to be found from 30° to 35° north ; and in February it is ripe for the whale ; a little farther in March ; still farther, and so on, imtil August, when it is as far north as the Kamt- schatka whales go, which is 60° ; while the feed from 85° to 40° becomes dead and unfit to nourish the whale ; consequently, the whale cannot live at that season in those latitudes ; while the humpback and fin- back take possession, and seem to enjoy and revel in the food, after it has passed its stage for the right whale. The polar whale's feed differs a little from the others ; and in January, may be found in 50° north, and in August, from 70° to the pole. I am firm in the opinion that the south is the same; but as no one has ever yet seen a right whale, the opposite of the arctic whales, in the antarctic, the matter still remains in doubt; and it is a lamentable truth, that the ships of war who have visited those seas are not able to tell us for certainty the kinds of whales they saw there. It is not the easiest thing in the world to distinguish the diffei'cnt kinds of whales, even to those who have been in the Avhaling business, and a ship must be brought close by a whale to tell for certain his kind. The sperm whale is found in all climates, and in every sea; he feeds upon an inanimate animal sub- stance called a squid, which grows upon the bottom of the sea, and is never seen upon the surface, except when torn up by the whale. I have seen it in large pieces floating upon the surface. I have seen a dying whale vomit it up. I have opened the stomach of a whale and seen it there in pieces; which convinces me that the animal is very large, also, as well as small ; and that the sperm whale almost always, when in want of food, goes to the ocean's bed. I do not know as I shall be able to procure for j^ou a whale's horn, as they are difficult to take; but if no ill betide me, I will bring you the under and upper jaw of a Eussian whale, which will be about 24 feet long by 16 diameter, which will serve to show the magnitude of this animal, and, perhaps, we may obtain the horn and something more. I obtained the last season 3,200 barrels of oil, and 40,000 whalebone, which I shipped from here to England, and try my fortune another season. I commenced whaling in 1833, at 17 years of age, and it has been the whole study of my life ever since that time ; and I am writing a book, with all the knowledge I LETTERS FROM WII AI.EJIEN'. 387 possess, giving a particular iloserijitiou ol' all kiiuLs of whales, with all my opiuions, kc, which I will for- ward unto you upon my return to the States. I shall sail from here the 10th of February, and expect to be in 00° north ou the 20th of March. It would require too much paper to send, by mail, lull aiLswers to your inquiries, and I can only say that I heartily rejoice tiiat we have one man in our Government who will condescend to take notice of a business the annual income from which is millions, and at the present time has broken down all competition of other nations, and is supplying the markets of the world with oil. I shall also be able to give you some of my opinions of ocean currents, &c. I have a set of your Wi/id and Current Charts^ which, I am happy to say, I consider very useful, and have found them so. When I arrive at home, you will hear from me soon. la this stage of my investigations into the habits of the whale, I have thought it best to give the fore- going letters without any comments of my own. They possess much interest and have a peculiar value. I quote them, not for the purpose of exciting discussion among natui-ali.sts, but for the pur])osc of eliciting further information from the whalemen themselves; hoping that these last w'ill be induced to go more into detail, and give us all the information which they possess ; and among such a number of close observers there is no doubt much to be elicited that is truly valuable. I need not add that naturalists would be thankful to any whaleman who will furnish them with a specimen of the hair with which we an> informed by Captains Post and McKenzie that whales are covered. Let us now return to the Whale Chart — letter F of the series. By examining this Chart it will, in its present state, serve to satisfy one at a glance that the liivorite haunts of the sperm wdiale are about the equatorial; of the right, about the polar regions. That near the tropics is a sort of debatable ground, w'here the pasturage of the one overlaps the pasturage of the other. And that, on either hand, a straggler from the one herd is occasionally found far over within the borders of the other. I have to request that wdialenien when they come across these stragglers will observe them closeh'. Do they appear to be lost ? What is their bodily condition, fat or lean ? and wdiat the contents of their stomach ? Are the stragglers generally male or female, and what is there that is peculiar about them ? The Whale Chart (series F), wdiich comprises a chart of the world, ^{creator's projection of 10 degrees to an inch at the equator, and which extends from lat. 70° oO' N. to 08° south, shows three places where the sperm whale is in the habit of leaving the tropical regions and of resorting to higher latitudes. These places are in the South Atlantic, wdiere they have been found in large schools, between the j)arallels of 30° and 35° ; in the South Pacific, between the parallels of 35° and 00° ; and in the middle of the North Pacific as high up as 40°. I account for their presence up in the North Pacific by the Gulf Stream, which has its genesis in tli'e Indian Ocean, and its exodus in the China Seas. It carries, high up into the North Pacific Ocean, the warm waters and sea climate of the tropics. And the sperm whale resorts there to enjoy it. The sperm whale being found in the South Atlantic, has suggested the inquiry as to tlic temperature 388 THE WIND AND CUEEENT CHAETS. of the waters tliere. Can there be a warm current in tliat part of the ocean ? If so, whence does it come ? from the iuter-troj^ical regions of the Athxutic, or from the Indian Ocean ? or, is it a branch of the LaguUas current? If it be the temperature of the water which invites the sperm whale into these extra-tropical regions of the South Atlantic, wc may perhaps obtain from these dumb creatures an answer to the question: By what channel do the waters which the LaguUas current, and the ice-bearing current around Cape Horn, and the cold current from Baffin's Bay, and the waters which the Mississijipi River, the St. Lawrence, and all the great rivers of Europe, Africa, and America, bring into the Atlantic Ocean — by what channel do these waters escape and preserve the level of that sea? These currents bring into the Atlantic water moi-e than enough to supply the waste of evaporation. The brine of the sea is not accumulating or concentrating in this ocean, and we therefore Icnoiv that there must be somewhere in this ocean, either at the surface above or in the depths below, a current of large volume running from it. I have searched for it long and patiently. I have looked for it— feeling as certain of its existence as we do of a thing that has been seen and known to exist, and is lost — but in vain. Tlie components of sea-water, like the components of the atmosphere, are everywhere the same. It is true that we find a little more salt in this place, and a little less in that; but tliis is attributable, not to the want of a general system of aqueous circulation in the terrestrial economy, but rather to local causes, such as an excess of precipitation or an excess of evaporation, or the discharges of fresh water from rivers in the neighborhood. If the waters of the sea did not pass from one climate to another, and from one ocean to another, it would not be difficult to conceive why, in the process of time, there should not be as great a difference in the waters in different parts of the great oceanic reservoir of the earth as there is in the waters of the Dead Sea and the Mediterranean, or in the waters of any two seas between which there is no communication. The chemist analyzes the waters of the Mediterranean and of the Ecd Sea, and detects the same com- ponents. Now, unless the waters of these two seas could intermingle — and I have traced a current from the one to the n(.'ighl)orhood of the other — unless, I repeat, there were an intermingliug between the waters of these two seas, what could preserve the same salts in the same quantities in each? The Red Sea, because it is riverless and rainless, receives no salts from the land on its shores. Whereas, the rivers which empty into the Mediterranean have forages been filtering "the salt of the earth,"' taking it up in solution from the soil, and bringing it down with their drainage into this sea. Now, unless nature had provided some means of process by which the waters of these two seas should regularly intermingle with the waters of the ocean, and, through the ocean, with each other, what would hinder the two seas iTom salting up their brine with diflerent strength. No doubt the harmonies of the sea are as beautiful and as sublime as the "music of the spheres." And to wliat agency, therefore, if not to the agency of currents and the mobility of water, must we ascribe the permanent condition of sea-water? For perhaps of all parts of creation that are both tangible and visible w; It LETTERS FROM WHALEMEN. '889 to US, the waters of the sea arc most permanent and stalilc in their characteristics, proportions, and ■ •onstituents. If nature had not provided a general system (jf circukitiou for the waters of the sea, what would prevent the waters of the Mediterranean, for instance, from absorbing salts and other constituents through Its rivers, and of accumulating them in quantities and proportions, which would possibly make a charac- teristic dillerencc between sea- water from the Mediterranean and sea-water from the lied Sea? That the waters of remote seas do not permanently attain different degrees of saltness — that sea- \ater, like the air of heaven, come whence it may, is always tlie same — may of itself be taken as a proof, if no other evidence could be had, tliat there is a regular and constant passage, secret and invisible though it be, of the waters from one oceanic basin to another. At least, in the present state of our information upon this subject, we infer that such is the case ; and tliat it is owing to the agency of currents in the depths below and on the surface above, that the waters of one sea are not all brine, of another all fresh, and of another all ice. Twice, perhaps thrice, as much fresh water is discharged by the rivers of Europe, Africa, and America, into the Atlantic, as is discharged by all other rivers into the Pacific. Twice, perhaps thrice, as much fresh water is taken up from the Paciiic as from the Atlantic by evaporation. Now, if the waters of these two oceans were never to intermingle — if the waters of the Pacific never found their way into the Atlantic, and if the Atlantic were never to send its waters to mingle with those of the Pacific Ocean in its own basin — what would prevent the great water-sheds that are drained into the Atlantic from filling its basin up, in the process of time, with fresh water. Wliat, too, would prevent the Pacific, which gives more fresh water to the clouds than they restore to it again, froni becoming, first, a sea of brine, then finally a bed of salt? ■ ■ ' Studying the habits of nature, so to speak, with regard to the air and the sea, I have learned to con- jecture that every drop of water now in the Pacific, has been at some former period in the Atlantic; and this conjecture, reason teaches me, is as plausible as is the supposition that every breath of air now in the northern hemisphere, has at some time or other, in following its appointed paths, coursed its round in the general sj'stem of circulation through the channels of the southern hemisphere. Assuming these principles to be in conformity with the designs of nature, I have been induced to search for a current from the Atlantic Ocean into the Pacific. Taking its existence for granted, therefore, as I am disposed to do, it can be readily shown that this current does not have its exodus through the Arctic Ocean; for in that case, the precipitation in tliat ocean being greater than the evaporation, the waters of the great rivers of Northern Asia, Europe, and America, being added to its own waters, would create a stream of immense volume and frightful rapidity through Behring's Straits into the Pacific. "Whereas, so far from this being tlie case, the reverse occurs. The current through Behring's Straits runs generally from, not into the Pacific. I have, therefore, looked to the South Atlantic — to the space between the two stormy capes — as the only place in which this ex- Atlantic current could make its exodus. And if, after all tliis siiocial and minute investigation; if, after 390 TUE WINI1 AND CURRENT CHARTS. the most accurate, and careful, and patient examination that lias been made of log-books here for some' evidence of this current; if, after the attention of navigators has been called to it, and they have exhausted all the means which human ingenuity has devised for detecting and measuring currents at sea, and have failed to discover one here; if, after all this labor and research, it should so turn out, when we go there with the water thermometer, that the sea climate is not an extra-tropical one, as its latitude indicates ; that it is the inter-tropical temperature of its waters which temjDts the sperm whales to gambol there in such multitudes — then the discovery of the fact that the sea-water here is a little wanner, and that, therefore, there is a current running hither from the equator, should be regarded as one which is due to the informa- tion which the study of the habits of this animal has given lis. In the sperm whale region of the coast of Chili and Terra del Fuego, we have been taught to believe in the existence of a cold current. Assuming this cold current to be there — that it is not crossed or divided by a warm current, the resort of the sperm whales there must be regarded as an anomaly in the habits of tlie creature. These investigations as to the habits and places of resort of the whales, have taught me to regard sperm whales as much out of place in cold water, as the whalers themselves would regard out of place, a wilderness of howling monkeys of the Amazon among the Green Mountains of Vermont. I take this occasion to say — because some of the whalemen have supposed it unnecessaiy to continue the abstracts when in sight of land — that it is important to have a complete abstract for every day they are at sea ; that we may know whether they find fish or not, how plentifully, the force and direction of winds and currents, the temperature of the air and water, and that we may glean information as to all other phenomena which they are requested to note in the abstract log. Plate XIII. is a section taken from the Whale Chart of the world. It is a copy, and nearly a fac- simile, except that, in some of the Charts, the right whale curves are colored blue, and the sperm, red. Take the square marked A, as an illustration and explanation of the Chart. Between the meridians of 45° and 50° W. — as between every fifth |.)air of mei-idians--ai'e 12 columns for tlie 12 months; the first column on the left always standing for December, or the first winter month, the next for January, and so on. Between the parallels of 35° and 40° arc 11 horizontal lines. Beginning alwaj's at the south and counting up towards the north, each of the first ten of these lines stands for 10 days, thus making the 10th stand for 100. The scale is then changed ; the 11th line stands for 200; and the 12th on the parallel of lat., for 300 days. (See the figures in the margin.) Now, by following the curve for the daj's, and the curve for the whales, right and sperm, for this square — it will be seen that, during different years, whalers have spent in this square upwards of 100 days (125) searching for whales in the month of December ; and that, out of this time, they saw right whales on 15 days — sperm on 2 ; and that during each month they have fished and seen as follows, viz : — KOUTKri TO AND I'KU.M EUKOl'K. 391 Days of Search. No. of days on which were seen — Days of Search. No. rif days on which were seen — Right ^Yhales. Sperm Whales. h'i;/lil Whales. S/ienn Whales. 8 5 It appears, therefore, that from Sejiteinbcr to Decemljcr, incliusive, is tlic best time for whalintr in thi.s district of 5° scpiare. In some of its neighboring districts, whalers have been more successful in other months, as a glance at the Chart will show. It is worthy of remark that the sperm wliale, according to the results of tliis Chart, appears never to double the Cape of Good Hope. He doubles Cape Horn. Since this fish delights in warm water, shall wc not expect to find, off Cape Horn, an undercurrent of warm water, heavier with its salts ? In December, 125 15 January, 96 8 February, 150 5 March, 110 2 April, 7S May, 28 2 June, 12 12 July, 8 10 August, 28 8 September, a,^ 20 5 October, 90 25 3 November, 88 43 KOUTES TO AND FROM EUROPE.* The information contained under this heading relates to the best routes, under canvas, between New York and Europe. The best average route, each way, as it regards the winds, independent of currents, is only indicated. Upwards of thirty thousand observations on the winds in this part of the ocean alone, have been col- lated, compared, and discussed for these routes. The routes now indicated are the results of this mass of materials, and these routes are to be looked upon as the mean or average track of all the vessels engaged in making the voyages which have afforded these observations, supposing that each vessel, under all circumstances and on every occasion, had made the most judicious courses. My information is yet quite meagre in many portions of this part of the ocean, and the present routes should be regarded, not as fixed and final determinations ; they are rather approximations. Though they be approximations to those routes which further investigations, based on more ample materials, may establish as the best routes, their importance will no doubt be readily appreciated when it is considered that the average per centum of calms, head and fair winds, is stated for each district of 5° square of ocean through Avhich the vessel is recommended to pass ; and that they are stated in the tables, and exhibited on the Charts, in such a manner that the navigator, who pursues these routes and consults the authorities before him, will be freed from all doubt and perplexity as to which tack to take when the wind comes out dead ahead. Upon a right decision in such cases often depends the success of the voyage, as to time. * Letter to Sec. Navy, J.au. 1, 1850. 3'J2 THE WIND AND CURRKNT CUARTS. I Lave now before me the log-books of two vessels, wLicli afford a case in point ; they -were bound to Europe — were together, and had accomplished more than half the voyage; the wind came out ahead; one stood off to the northward on the starboard tack, the other to the southward on the opposite tack ; one was right, and the other wrong ; for, in consequence, one got into port ten days before the other. In such cases, those who pursue these routes with the Pilot Charts on board, would be left in no doubt as to the tack having the greatest number of chances in its favor. Permit me to call attention to a very remarkable part of the ocean through Avhich these ti'acks pass. It is about 45° iST. and 50° W. The water here is permanently cold; so cold that the water thermometer is sometimes found, within the distance of a few miles, to fall 40° of Fahrenheit ; and I notice in many log- books the remark, " water, colored." The spot is also remarkable for its fogs and its disturbed atmospherical conditions. If a vessel could be sent to examine into it, important service might be rendered to navigation, by showing how, when the heavenly bodies are obscured, the mariner may determine the position of his ship by dipping his thermo- meter into the water; or the examination might lead to other results not less important. It is probably the 'centre of great atmospherical disturbances. There is said to be, somewhere along these routes, a rock just awash, and not known to any chart. The doubtful existence of such a danger is always picrplexing and harassing to navigators ; not knowing its exact position, they have to turn far aside out of the way, to be sixre of avoiding it. The rock is small — only a few feet across — with bold water up to it. And because it is said to be in a part of the ocean that is so much frequented as is this, it is a matter of great importance to the mariner that all doubts as to its existence and locality should be removed. I have the reports of navigators who have seen it, and who have passed so close to it that they might have thrown a biscuit upon it. But its position is vaguely described. I have received the following " Notice to Mariners." " On the 2d Dec. (1849), the ship Marmion, Capt. Freeman, from Liverpool, when in long. 69° 29' W.; lat. 41° 05' to 41° 01', got in between two tide rips, which broke. Capt. F. had been sounding 21 fathoms, and on steering S. by E. to S. by "W. found as little as seven fathoms, which of course would be dangerous in blowing weather. * * * " G. W. BLUNT." And in addition the following has been published touching the same: — National Observatory, Fehruary 10, 1851. Sir : Captain R. F. Hartshorn, of the ship E. Z., reports in his Abstract Log kept for this oflice, the discovery of a shoal in a much frequented part of the ocean, viz : near Nantucket Shoals, and directly in the route hence to Europe. Extract from, his log from Liverpool to New York, last July — "N. B.— During the two days, the 20th and 21st July, I was beating between lat. 41° 10' to 41°, and long. G9° to 69° 40'; the fog very thick. Several times, I shoaled the water suddenly from 20 fathoms to 8 ROUTES TO AND FROM KUROPE. 393 and 7 — steering S. S. W. to S. by W. I am certain there must be a very shoal spot in the neighborhood of 69° 30', or 69° 35', and lat. 41° to 41° 08'. I had the lead constantly going during the 56 hours, and tlie soundings differed very materially from Blunt's Charts Soundings. " I have sounded a good deal about Nantucket Shoals during the last eight years, and find the depths of water in the same places have changed more than I could have possibly believed; but it is a positive fact." The place of this shoal is six or eight miles to the southward and eastward of Davis's Bank, discovered by the Coast Survey in 1846. It is possible that this may be the shoal reported by Captain Hartshorn ; but doubt as to the existence of dangers in such a frequented part of the ocean, cannot be harmlessly tolerated. I therefore would recommend a careful examination of tlie locality. Eespectfully, &c. M. F. MAURY. Hon. Wm. A. Graham, Secretary of the Navy. These reports as to danger in this part of the ocean, led to an examination of this locality by the Coast Survey. The result was, thanks to Capts. Freeman and Hartshorn, the discovery of three shoals. — Vide Coast Survey Chart: Davis's South Shoal and other Dangers, 1852. The best Average Routes to and fro between New YorJc, Cape Clear, and the English Channel. : Tliese routes are calculated from the Pilot Chart, also ; and they represent each for its month, the best track on the average, which a vessel can make. The navigator who intends to follow any one of these routes, should lay it down on his chart from the table ; and when he gets thrown oft' of it by the winds and currents, as he often will, he should then, instead of turning out of his way to get back to it, recollect that if a special route were now calculated for him from his position, it probably would not touch the pi-ojected route at all. lie therefore is in a new position, and must consult his Pdot Chart as to future courses and route. In recommending these routes, and in speaking of them, I wish navigators to understand and bear in mind always, that I am speaking from the information before me, which is sometimes imperfect and often deficient. When full and complete, it may modify present conclusions ; present conclusions, therefore, must be regarded only as approximations. If every vessel, whose log between this and Europe has aflbrded materials for the Pilot Chart, had always taken the most judicious course ; and when she was headed oft", if she had in every instance taken that tack which was really the best ; and then, if a line had been drawn to represent on the Chart the average or mean track of all those vessels for Januar}-, February, March, or April, and the other months, then that line would be represented by the route as given in the tables for that mouth. In other words, the vessels that shall pursue the routes here given, will pursue exactly that course which the experience of all has shown to be the best on the average. 50 394 THE WIND AND CURRENT CHARTS. By consulting tbe Pilot Chart, or the column " Total No. of Observations," in the table of Eoutes, itl will be observed that for the mouths for which the routes are given for European traders, I have not observations enough to the north of 45° N., and west of 45° W., to enable mo to speak of the advantages or disadvantages of making that part of the ocean a gi-eater thoroughfare than it is. Take the route from New York in March for illustration : It will be seen by the table that the course recommended from longitude 55° to 50°, is east, and that the winds are from E. on the average 1.9 per cent, of the time, and that a vessel in steering E. there, would be headed off from her course by slant winds from the northward, 2.8 times ; and by slant winds from the southward, 15.9 times in the hundred — and that these proportions are derived from the records of 108 vessels between these meridians in that month, or, which is the same, by 108 observations there, during the month of March C)f different years. The south, therefore, is the windward side then and there ; therefore these, facts thus presented, will leave the navigator, when he comes to be headed off in that part of his route, in no doubt as to which tack to go u)3on ; with the wind directly ahead or east, he should stand to the southward or to windward, because the probabilities of the wind's coming oat from that quarter are greater than they are that it will come from the northward. Again, from the meridian of 35° to 30° W., the best average course is E.N. E. — 1.3 per cent, of the winds are dead ahead, and 19 are slant from the northward against 4.3 from the other side. Here then it is shown, from the records of 80 vessels, that the northward is the windward side. I have the records of two vessels which were together in this part of the ocean, on their way to Europe; they liad kept together so far on their way; they saded alike; when they arrived here, the wind came out ahead — one went off on the larboard ami the other on the starboard tack ; the latter arrived in port ten days before the other. With the Pilot Chart on board, it would have been impossible for the other vessel so to have mistaken the chances in favor of her proper course. Captain Hartshorn, of the E. Z., informs me that on his last voyage in 185'2, from Liverpool to New York, he made these Charts his guide ; that he made the most remarkable passage of the season (10 days), and that vessels which sailed about the same time he did, did not arrive for twenty days and more after he did. He attributed his success to the lights which the experience of others, expressed by these Charts, afforded him. I have not calculated the track beyond 10° W. oft' Cape Clear for the Liverpool track ; nor beyond 5° W. for the English Channel, because, beyond these meridians, the best course to steer is indicated by the laud and the winds that hajipen to prevail. KOUTliS TO ANV FliOM KUKOl'E. ROUTES BETWEEN NEW YORK AND EUROPE. 895 Best Average Routes between New Yokk axu LoxCx. 10° W., for Vessels bound to and from Liverpool ; also, between New York and Long. 5° W., for Vessels bound in or out of the English Channel. Neiv YorJc to EnroiK. — January. distances. WINDS; PER CENT. ude. Long tuJe. Cour.se. Total No. observa- tions. Latit True. Per cent. Average. Head. SLANTS FEOM Fair. Calms. N'd. S'd. 40° 28' 74° 00' to 40 28 70 00 E. 182 6.2 193 6.2 6.0 5.0 82.8 2.1 97 42 02 65 00 E. N. E. 245 10.4 271 2.8 5.6 10 13.3 78.3 3.6 143 43 33 60 00 E. N. E. 238 20.8 287 8.0 12.8 12.8 66.4 3.2 64 43 33 55 QOd E. 217 4.2 226 0.0 w 11.0 4.4 84.6 4.4 94 45 03 50 00 E. N. E. 233 14.4 266 4.8 lu 13.2 8.4 73.6 8.5 89 45 03 45 00 E. 212 11.4 236 0.0 14.3 14.3 71.4 0.0 7 ' 45 28 40 00c? E. 212 6.8 226 0.0 3.1 lu 18.6 78.3 0.0 32 45 27 35 00 E. 212 5.1 223 1.5 3.0 4.5 91.0 9.2 71 46 30 30 00 E. N. E. 227 8.5 246 2.2 9.9 9.9 78.0 2.1 94 47 55 25 OOd E. N. E. 221 5.6 233 0.0 4.8 10 13.2 82.0 7.0 92 47 55 20 00 E. 201 8.1 217 1.5 9.0 w 12.0 77.5 3.1 67 49 17 15 00 E. N. E. 214 2.2 219 0.0 1.4 10 8.4 90.2 2.8 74 50 00 12 20 E. N. E. 113 6.3 120 2.1 4.2 4.2 89.5 0.0 43 )To j Liverpool. 50 38 10 00 E. N. E. 98 2825 15.1 112 5.8 10 13.6 2.9 77.7 1.9 105 3075 49 17 10 00 E. 196 8.0 212 4.2 w 4.2 0.0 91.6 0.0 43 |To j Channel. 49 3G 5 00 E.iN. 196 3006 24.9 245 8.3 0.0 W41.5 50.2 0.0 12 3300 896 THE WINI> AND CUEIiENT CUAKTS. New York to Ei irope. — Februaey. Longitude. Course. DLSTANCES. WINDS; PER CENT. Total No. observa- tions. Latitude. True Per cent Average Head SLANTS FROM Fair. Calms. N'd. S'd. From 40° 27' 74° OO'to 40 45 70 00 E.iN.* 182 7.7 196 1.0 8.7 w 10.5 79.8 19 106 41 42 65 00 E.byN.iN. 233 8.2 252 3.4 w 8.5 3.4 84.7 6 6 62 43 13 60 00 E.N.E. 238 5.7 251 0.0 tv 12.0 8.4 79.6 84 44 42 00 00 E.N.E. 234 10.8 259 2.2 11.0 11.0 75.8 78 96 44 42 oO OOu! E. 213 9.0 232 8.3 m;12.1 3.3 81.3 2.3 88 44 42 4b 00 E. 213 7.4 228 0.0 w 13.0 8.0 79.0 ^9 105 45 00 40 00 E.iN. 212 5.9 229 2.8 1.4 w 2.8 93.0 4.4 70 46 26 30 00 E. N. E. 225 6.1 235 0.0 8.2 IV 19.2 77.6 3.1 65 47 50 30 00 E.N.E. 221 7.8 239 1.0 7.0 w 13.0 79.0 49 106 49 13 20 00 E.KE. 217 3.6 225 0.9 2.7 w 4.5 91.9 4.3 111 49 13 20 OOt/ E. 197 10.3 216 3.0 8.0 8.0 81.0 4.0 103 50 00 15 00 E.byN.iN. 200 8.6 217 4.2 4.2 xu 5.6 86.0 14 69 50 50 10 00 E.byN.iN. 196 2781 11.2 217 3.6 5.4 IV 16.2 74.8 8.5 118 To Liverpool. 2996 49 30 10 00 E.fS. 200 16.7 233 5.7 w 22.8 jv 7.6 63.9 1.9 52 )To j Channel. 49 30 5 00 E. 195 2980 9.9 214 0.0 16.6 16.6 66.8 0.0 6 8226 Average sailing distance, to 10° W., by this route, to Liverpool, 2,996 miles, for 215 of which the winds, on the average, are dead ahead. Ditto to 5° ditto English Channel, for 246 of which the winds, on the average, are dead ahead. * Nantucket Shoals are in the way of an E. N. E. course, which would be the best. ROUTES TO AND FKOM EUROPE. 397 A^civ York to Europe. — MARCH. DISTANCES. WINDS: PER CENT. Latitude. 40° 27' ■iO 27 ■±0 00 42 45 42 00 43 31 43 31 43 31 43 31 43 31 45 00 46 27 46 27 47 52 50 00 50 44 50 00 49 40 Longitude. 74° OO'to 70 00 65 00 62 30 60 OOd 55 00 50 00 45 00 40 00 35 00 30 00 25 OOrf 20 00 Course. True. 15 00 11 45 10 00 10 00 5 00 E. E. IS. Per cent. E. 182 E.N.E. 245 E.N.E. 119 E.S.E. 119 E.N.E. 238 E. 217 E. 217 E. 217 E. 217 E.N.E. 233 E.N.E. 226 E. 206 E.N.E. 221 N.E. 181 N.E.byE. 81 2919 67 194 3099 12.4 7.2 13.1 13.7 13.2 7.9 9.4 3.7 7.6 4.3 8.4 3.2 6.7 5.4 10.8 11.8 10.0 SLANTS FROM Average. 'Head. N'd. S'd. 205 263 134 135 269 234 238 225 234 243 245 212 236 191 90 3154 75 213 3352 Fair. 6.2 7.2 2.5 4.2 9.6 1.9 1.7 1.6 0.0 1.3 4.4 0.0 0.0 0.0 5.4 3.0 17.0 2.8 7.1 13.2 13.3 7.1 2.8 10.3 2.1 2.9 19.0 4.4 7.0 12.0 4.0 6.0 6.9 i 84.1 10 w 15.8 IV 15.0 13.0 lu 15.1 w 15.9 8.5 3.2 7.6 4.3 1.1 2.2 6.3 m;12.0 w 8.4 9.0 25.0 9.0 8.3 69.9 69.3 69.5 68.2 79.4 79.5 93.1 89.5 75.4 90.1 90.8 81.7 84.0 80.2 79.0 49.7 Total No. observa- tions. Calms. 4.1 1.4 4.1 5.3 0.9 2.5 5.0 4.8 3.9 1.1 2.2 0.0 0.0 3.5 0.0 0.0 151 206 126 118 108 121 200 109 80 90 90 74 67 116 67 12 To Liverpool To Chanuel Neiu I ''ork to Europe. — APRIL. DISTANCES. WINDS; PER CENT. ude. Longitude. Course. Total No. observa- tions. Latit True. Per cent. Average. Head. SLANTS FKOM Fair. Calms. N'd. S'd. 40° 27'' 74° OO'to 40 27 70 00 E. 182 9.2 199 3.0 9.6 jcll.4 76.0 7.1 180 42 00 65 QOd E.N.E. 244 12.3 274 3.2 8.3 wll.l 77.4 2.5 161 42 00 60 00 E. 223 12.7 251 5.2 7.8 w 9.1 77.9 7.3 88 43 31 55 00 E.N.E. 237 7.9 256 2.4 6.4 5.7 85.5 4.1 126 45 00 50 00 E.N.E. 233 5.0 244 0.0 lu 9.9 lu 7.2 82.9 10.1 120 46 21 45 OOcZ E.N.E. 226 3.3 233 0.0 0.0 8.3 91.7 0.0 12 46 27 40 00 E. 207 6.6 320 0.0 lu 5.5 IV 16.5 78.0 5.6 19 46 27 35 00 E. 207 5.5 218 2.5 5.0 0.0 92.5 7.6 42 46 27 30 00 E. 207 10.1 228 0.0 8.8 w20.9 70.3 5.5 92 47 52 25 00 E.N.E. 221 15.6 255 5.2 11.8 m;16.3 66.7 7.4 145 49 14 20 OOd E.N.E. 215 12.9 242 4.2 6.7 IV 10.9 78.2 5.9 125 49 14 15 00 E. 196 8.8 213 3.6 m;13.2 3.6 79.6 7.5 86 49 14 10 00 E. 196 4.6 205 1.1 1.1 w 7.7 90.1 0.0 89 49 80 5 00 E.JN. 196 2990 20.9 237 5.5 ll.O lu 33.0 50.5 5.6 12 To Channel. 3375 50 00 13 06 E.N.E. 79 4.0 82 1.1 4.4 5.5 89.0 0.0 89 1 To j Liverpool. Cape Clear 10 00 E.N.E. 130 2807 3.6 135 0.0 3.6 3.6 92.8 0.0 80 3150 398 THE WIND AND CUERENT CHARTS. " New Yorlx io Euro2^e. —May. DISTANCES. WINDS; PER CENT. Total No. Loiigi tilde. Course. observa- tions. Direct. Per cent. True. Ileail. North. South. F.air. Calms. Sandy Uook to 40° 27' 74° 00' 42 00 70 00 E.fS. 185 14.4 211 5.4 9.1 7.7 77.8 4.0 235 41 34 65 00 E.N.E. 246 10.2 271 2.7 11.0 6.8 79.5 7.3 281 43 06 60 00 E.N.E. 240 10.4 265 1.2 18.2 7.8 62.8 3.9 189 44 36 55 00 E.N.E. 234 8.8 254 1.2 4.3 11.0 83.5 3.0 170 44 36 50 00 E. 214 11.5 238 3.9 8.5 8.5 79.1 3.9 160 44 36 45 00 E. 214 7.3 229 2.2 7.6 6.0 84.2 4.8 195 44 36 40 00 E. 214 5.6 226 1.1 6.8 5.1 87.0 2.9 180 45 00 35 00 E.iK 215 4.3 224 0.0 5.3 10.1 84.6 1.5 136 45 00 30 00 E. 212 4.8 222 0.7 7.8 4.3 87.2 4.8 132 45 00 25 00 E. 212 5.1 223 0.8 6.4 4.0 88.8 5.6 131 48 25 20 00 N.E. 290 9.6 318 3.0 9.0 9.0 79.0 3.0 137 48 25 15 00 E. 198 11.5 220 2.9 10.9 10.2 76.0 3.6 142 48 25 10 00 E. 198 16.8 231 4.8 21.6 10.4 63.2 3.2 129 To Channel E.N.E. 210 16.8 245 2.8 11.3 33.6 52.3 5.5 38 3082 3377 50 16 15 00 E.KE. 212 16.4 246 8.7 8.7 75.3 3.6 142 To Liverpool 10 00 E.N.E. 194 14.0 221 4.4 13.2 79.1 1.1 96 2882 3148 Neio York to Europe. —June DISTANCES. WINDS; PER CENT. Total No. Latitude. Longitude. Course. observa- tions. Direct. Per cent. True. Head. North. South. Fair. Calms. Sandy Hook to 40° 08' 73° 00' E.S.E. 50 9.7 55 1.7 11.0 9.2 78.1 |2.7 232 41 13 70 00 E.N.E. 170 8.7 185 1.8 4.8 10.9 82.5 42 45 65 00 E.N.E. 241 8.5 261 1.8 3.5 3.9 90.8 3.5 235 42 45 60 00 E. 220 10.9 244 4.5 8.0 4.5 83.0 3.8 216 44 15 55 00 E.N.E. 236 8.5 256 3.3 3.8 7.1 85.8 1.1 184 45 43 50 00 E.N.E. 230 5.1 242 0.5 6.8 8.2 85.5 3.1 202 47 10, 45 00 E. N. E. 224 5.9 237 2.3 0.0 6.8 90.0 0.0 44 48 33 40 00 E.N.E. 217 4.8 227 1.4 0.9 7.0 91.6 9.9 78 49 54 35 00 E. N. E. 212 10.7 234 3.1 5.0 11.9 80.0 3.1 165 51 13 30 00 E.N.E. 207 2.0 211 4.0 0.0 2.0 94.9 0.0 47 51 13 25 00 E. 188 0.8 189 0.0 9.0 2.0 98.0 6.1 52 51 13 20 00 E. 188 2.2 192 0.0 0.0 6.9 93.1 2.3 44 51 00 15 00 E.iS. 190 15.4 218 7.2 6.0 4.7 82.1 0.0 82 50 40 10 00 E.iS. 194 10.0 214 4.9 13.3 15.4 66.4 5.6 150 To Channel 209 5.1 219 3.9 18.2 1.3 76.6 0.0 78 2976 3184 According to the Charts, this is the best track yet developed, and ought to give the shortest passages. ROUTES TO AND F150M EUliOI'E. 399 Neio Yorh to Europe. — JuLY. DISTAXCKS. WIND -;; Pini CKNT. Total No. Lati lulc. Loi gitude. Course. observa- tions. Direct. Ter cent. True. Head. J North. South. Fair. Calms. 40^ 27' 74° 00' to 40 27 70 00 E. 182 12.0 204 3.6 7.2 5.1 84.1 4.2 322 (,'alms. 42 00 65 00 E.N.E. 246 5.0 260 3.0 7.0 9.1 80.9 8.7 414 Calms. 43 30 60 55 E.N.E. 237 4.2 247 0.9 3.3 4.8 91.0 8.4 350 43 30 55 00 E. 218 10.3 240 4.4 5.6 8.0 82.0 5.6 263 44 59 50 00 E.N.E. 233 5.9 244 0.4 8.8 7.6 83.2 5.4 236 44 59 45 00 d E. 212 12.6 238 4.4 8.1 8.1 79.4 8.1 173 45 40 40 00 E.byN. 214 8.0 231 1.0 8.0 3.0 88.0 4.0 103 47 06 35 00 E.N.E. 224 3.3 231 0.0 2.2 11.0 86.8 4.6 95 47 06 30 00 E. 204 6.9 216 1.1 10.6 4.1 84.2 3.2 77 47 06 25 00 E. 204 9.0 292 2.1 10.6 8.2 79.1 6.5 100 48 29 20 00 E.N.E. 218 8.8 237 4.2 2.1 6.3 87.4 9.4 105 49 50 15 00 E.N.E. 213 8.5 231 2.5 13.2 3.3 81.0 2.5 125 ) 92 f Liverpool. 50 30 10 00 To Liv'pool 195 13.4 220 5.7 5.6 9.1 79.6 4.5 2800 3021 48 29 15 00 E. 198 5.8 209 2.5 5.8 0.8 90.9 2.5 125) 48 29 10 00 E. 198 17.8 234 6.5 17.5 3.2 72.8 2.2 94 1 Channel. 49 00 To Chanuel E.N.E. 213 12.8 240 0.0 28.0 8.0 64.0 0.0 24] Neio Yo 7i- to Eunq^e.— -August. DISTANCES. WINDS ; PER CENT. Total No. Latitude. Longitude. Course. observa- tions. Direct. Per cent. True. Head. North. South. Fair. Calms. 40° 27'cZ 74° OO'to 40 00 70 00 E. f S. 186 13.0 209 3.0 9.5 18.0 69.5 6.0 194 39 lid 39 12 67 65 80 00 E. S. E. E. 125 116 8.7 6.6 135 123 3.1 1.6 2.9 17.0 10.7 7.1 83.3 74.3 I 3.0 229 39 12 62 30 E. 116 8.0 125 3.0 6.5 5.5 85.0 ■4.3 193 40 00 60 00 E.N.E. 125 7.6 134 2.0 9.5 5.0 83.5 41 34 55 00 E.N.E. 246 7.1 263 7.1 7.0 8.4 77.5 6.8 157 43 06 50 00 E.N.P]. 241 11.1 268 8.0 6.5 11.0 79.5 6.5 213 44 36 45 00 E.N.E. 235 14.3 268 4.8 12.0 12.6 70.6 3.7 166 45 00 44 26 N.E. 34 9.4 37 2.8 4.5 11.2 81.5 5.0 147 48 08 40 00 N.E. 260 1 . 279 0.0 11.4 12.6 76.0 7.9 123 48 00 35 00 E. 201 8.2 217 2.4 7.2 7.2 83.2 9.4 129 48 00 30 00 E. 201 8.0 217 3.0 4.0 5.0 88.0 2.9 106 48 00 25 00 E. 201 3.0 207 0.0 5.0 6.0 89.0 1.1 92 48 00 20 00 • E. 201 8.4 218 3.0 9.0 1.5 86.5 7.8 69 48 00 15 00 E. 201 3.0 207 0.0 8.0 2.0 90.0 4.2 100 49 22 10 00 E.N.E. 214 3.7 221 0.8 11.2 0.0 88.0 3.2 180 Liverpool. 49 30 5 00 E. 195 5.0 205 0.0 5.1 8.4 86.0 0.0 36 Channel. 3098 3333 400 THE WIND AND CURRENT CHARTS. Ne w York to Europe. — September. DISTANCES. WINDS; PER CENT. Total No. Latit ude. Lon gitude. Course. ohserva- tions. True. Per cent. Average. Head. North. South. Fair. Calms. 40° 27' 74° OO'to 40 40 00 49 72 70 35 00 E.S.E. E.N.E. 71 128 5.4 15.3 75 147 0.0 0.9 9.9 30.6 5.4 9.0 84.7 59.5 !« 115 40 49 (35 00 E. 227 10.4 250 4.2 9.0 8.6 83.2 5.3 178 40 49 60 00 E. 227 15.5 261 6.3 13.3 4.9 75.5 5.3 159 42 22 ;j.j 00 E.N.E. 243 5.6 256 0.0 13.8 5.4 80.2 3.7 167 42 22 50 00 E. 222 16.3 257 6.0 14.4 9.6 70.0 6.2 172 43 68 45 00 E.N.E. 237 15.0 272 4.9 11.2 14.0 69.9 5.8 147 45 22 40 00 E.N.E. 232 9.8 255 4.2 8.4 4.2 83.2 2.2 138 46 48 35 00 E.N.E. 225 8.9 245 2.6 9.1 7.8 80.5 1.3 78 ' 48 12 30 00 E.N.E. 220 4.7 229 1.2 6.3 5.1 87.4 6.2 85 'o 49 35 25 00 E.N.E. 213 4.2 222 0.0 9.0 5.0 86.0 8.0 109 o 40 35 20 00 E. 192 12.2 216 3.6 11.7 15.3 69.4 0.9 111 a> 50 33 15 00 E.byN. 201 7.6 216 1.8 8.6 19.2 75.4 1.8 64 h3 50 33 10 00 E. 191 12.8 213 3.8 7.7 17.6 71.4 1.0 96 2830 3114 45 22 35 00 E. 211 9.9 232 3.9 5.2 6.5 84.4 1.3 78 ■^ 45 22 30 00 E. 211 5.3 222 1.3 2.5 8.8 87.4 6.2 85 1 — 1 40 4(; iO 00 (/ w. 225 26.8 285 9.1 w 21.0 16.7 58.2 3.6 143 40 2'/ -4 00 d AV. 1 S. 183 24.4 226 9.0 w 23.0 11.0 57.0 2.1 97 2843 3540 ROUTES TO AND FROM EUKOI'E. 401 Average sailing distance, from 5° W., by this route, 3,707 miles ; and from 10° ^Y., coming out of Liverpool, 3,5-10. The aggregate of adverse winds, expressed in their equivalents of winds dead ahead, give 697 miles from Liverpool, and 687 from the Channel, for the average number of miles to be overcome by a dead beat during the voyage. It will be observed that the most difRcult parts of the route, arc between longitudes 15° and 20°, 25° and 30°, and 35° and 40° W.; and that calms are most prevalent between longitudes 25° and 30°, 35° and 45°, and 50° and 55° W. Europe to Neiu Tori: — February. DISTANCES. WINDS; PER CENT. iicle. Long tude. Course. Total No. Lati True. Per ceut. Average. Head. SLANTS FROM Fair. Calms. observa- tions. N\l. S'd. 49° 00' rfl0° OO'to 47 38 15 00 W.S.W. 216 9.9 237 1.9 10 20.9 0.0 77.2 1.9 52 47 38 20 00 w. 202 18.8 239 5.6 11.2 w 19.6 63.6 1.4 69 47 38 25 00 w. 202 16.6 235 4.0 15.0 w 21.0 60.0 4.0 103 47 38 30 00 w. 202 24.8 242 6.3 17.2 w 25.4 51.1 4.3 111 46 12 35 00 w.s.w. 225 22.2 275 4.0 10 27.0 24.0 45.0 4.9 106 46 12 40 00 w. 208 29.4 269 11.2 12.8 w 19.2 56.8 3.1 65 46 12 45 00 w. 208 17.1 244 3.0 16.5 w 22.8 57.7 1.5 66 44 44 50 00 d w. s. w. 230 5.5 242 0.0 9.1 w 27.3 63.6 9.0 12 44 44 55 00 w. 213 23.9 264 8.8 to 22.0 16.5 52.7 2.3 88 43 15 60 00 w. s. w. 234 16.7 275 4.4 IV 25.3 7.7 62.6 7.8 96 41 44 65 00 c? W.S.W. 239 20.9 288 6.0 w 31.2 8.4 55.0 0.0 84 40 44 70 00 W.byS.*S. 233 24.1 290 8.5 w 27.2 11.9 52.4 6.6 62 40 29 74 00 w.|s: 184 11.3 204 0.0 w 21.1 13.5 65.4 1.9 106 2796 3304 Average sailing distance, from 10° W. by this route, 3,304 miles; for 508 of which the winds average ahead. It will be observed that, from longitude 25° to 35°, a vessel is more liable to adverse than fair winds ; and further, that in this month the winds prevail very much from the westward, though not so much so as in some of the other months. From port, steer for longitude 10° in latitude 49°. 402 THE WIND AND CUKKEXT CIIAKTS. Europe to Neiv York. — March. DISTANCES. WINDS; PER CENT. Lon gitudc. Course. Total No. observa- Latitiiik'. True. Per cent. -Vvorage. Head. SL.^STS FROM Fair. Calms. tions. N'd. S'd. 49° 30' 5° OO'to 50 00 54 W. N. W. 79 0.0 85 0.0 to 10.0 8.3 75.1 0.0 12) From 50 49 10 00 AV.N.W. 128 15.4 147 8.0 14.0 14.0 09.0 2.7 38 f Channel. 50 00 13 (10 W. S. W. 128 25.9 101 10.0 10.4 18.0 55.0 3.5 110 49 30 15 0(.» W. S. W. 79 23.0 97 3.0 w 38.0 21.0 38.0 0.0 67 49 30 20 00 W. 195 24.0 244 6.0 lu 20.0 23.0 4(i.0 0.0 74 49 30 25 00 d W. 195 17.5 228 3.3 17.0 tv 25.3 54.4 2.2 90 40 05 30 (X) W. 290 20.5 300 9.0 w 30.8 8.2 52.0 1.1 90 40 05 35 00 S.W. 208 14.8 238 3.4 15.4 IV 21.0 00.2 1.7 59 40 05 40 00 W. 208 25.0 2()0 9.1 7.0 IV 25.0 58.9 1.2 82 40 05 45 00 W. 208 22.0 253 6.0 19.0 20.0 55.0 1.5 67 40 05 50 00 W. 208 12.0 234 6.0 IV 6.0 3.0 85.0 0.0 36 45 00 53 40 (/ W. 170 10.0 187 0.0 IV 23.0 0.0 75.0 8.3 13 44 37 ou 00 w. rt. w. 01 13.9 148 4.7 IV 12.3 8.4 74.6 0.9 108 43 08 OO 00 W. S. AV. 234 8.9 255 0.9 IV 16.9 8.9 73.3 5.3 118 41 30 05 00 c? w. s. w. 239 17.3 280 4.2 lu 18.2 14.1 63.5 4.1 126 40 02 70 00 W.S.W. 245 17.2 280 4.1 wlS.S 12.8 04.3 1.4 200 39 37 71 00 w. s. w. 05 19.4 77 5.7 15.2 14.4 04.7 2.0 457 40 27 74 00 d W.bjN.fN. 140 20.7 170 5.5 IV 20.0 15.6 58.9 3.0 304 3080 3722 Average .sailing distance, from 5° W. by this route, 3,722 miles. The average per centum of adverse winds is equivalent to wind.s dead ahead for 630 miles. It will be observed that the most difficult part of this route is between longitude 10° and 80° W., where there are few calms, but a great prevalence of westerly winds. . . . Europe to New Yorl\ — APKIL. DISTANCES. WINDS; PER CENT. Total No. Lati tudc. Lot) gilude. Course. observa- tions. Direct. Per cent. True. Head. North. South. Fair. Calms. 49° 30' 5° OO'to 49 30 10 00 w. 195 9.0 213 5.5 IV 11.0 5.5 , 78.0 5.0 19 \ 89 From 49 80 15 00 d w. 195 12.7 230 1.1 14.7 13.2 ; 71.7 0.0 Channel. 50 40 10 00 49 30 15 00 W. f s. 205 21.0 248 7.5 17.1 18.2 57.2 4.0 85 40 00 20 00 S.W. 289 9.8 817 9.8 IV 18.0 13.2 49.0 7.5 86 45 00 21 34 S.W. 93 11.9 104 2.5 w 14.3 11.7 71.5 5.9 125 44 4() 25 00 W. i w. 147 15.1 168 0.0 14.0 w 83.6 52.4 5.7 37 45 0(.» 3(j 00 W. i N. 147 10.2 171 6.0 7.5 w 13.0 73.5 4.5 70 44 40 -:>.) 00 W. 1 s. 147 16.8 172 6.7 8.6 IV 10.5 74.2 1.0 104 44 40 40 00 w. 313 20.2 256 12.4 12.5 IV 22.9 52.2 2.7 115 44 4() 45 00 w. 213 27.5 271 7.1 28.9 24.0 45.0 2.7 115 44 40 50 00 (/ w. 213 18.7 253 5.2 14.7 w 17.3 62.8 6.9 115 43 10 00 00 w. s. w. 234 22.9 2(i8 8.2 IV 18.1 10.0 03.7 10.1 120 41 43 ()0 00 w. s. w. 242 14.3 276 4.1 14.7 w 20.2 55.0 4.1 126 41 43 05 0(1 d AY. 223 22.4 272 6.5 19.0 19.5 54.5 7.5 86 40 27 ■/o 00 AV. 1 S. 240 19.9 268 7.3 w 14.8 12.8 00.4 2.5 161 40 2,' /4 00 AV. . 182 15.4 210 3.6 16.2 IV 19.8 60.4 7.1 180 2973 3437 Average sailing distance from 5° AY., 3,437 miles; average per centum of adverse winds equivalent to winds dead aJicad for 464 miles. Frequent calms in this month. ROUTES TO AXlJ FROM EIJUOI'K. 403 Europe to New York. — MAY. DISTANCES. WINDS; I'ER CENT. Total No. Latitude. Lon- ituJe. Course. observa- tions. 1 1 Direct. Per cent. True, jlleail North. South. Fair. Galms. Channel to 50° 50' 10° 00' W. N. W. 209 7.8 225 2.8 11.2 2.8 83.2 5.5 38 50 50 15 00 AY. 191 17.6 226 5.5 18.7 11.5 64.3 1.1 96 50 50 20 00 W. 191 13.2 216 4.4 5.5 15.4 74.7 6.7 95 50 50 25 00 W. 191 8.2 206 0.0 12.0 9.6 78.4 0.0 42 50 50 30 00 W. 191 20.5 228 9.6 6.4 12.8 71.2 3.2 32 49 30 35 QOd W. S. W. 209 14.1 237 2.9 5.9 17.7 73.5 0.0 17 46 08 40 00 s.w. 286 18.2 337 5.0 20.0 9.0 66.0 5.0 104 44 41 45 00 w. s. w. 228 15.2 261 0.0 24.0 28.0 4S.0 8.9 53 44 41 50 OQd w. 213 21.3 258 7.0 9.8 23.2 60.0 4.8 195 44 41 55 00 w. 213 22.3 260 ! 7.2 13.7 22.2 56.9 3.9 160 43 11 60 00 i w. s. w. 234 18.0 276 1 3.1 15.8 21.3 59.8 3.0 170 41 39 65 00 w. s. w. 239 21.7 282 i 7.2 17.1 11.0 64.7 3.9 189 40 05 70 00 w.s.w. 245 27.2 310 10.6 17.1 13.0 59.3 7.3 281 Port W.JN. 184 10.0 202 3524 2.5 10.8 14.5 72.2 4.0 235 3024 EVom Channel. 2815 3299 From Liverpool. Aim to make a straicht course from d to d. Captain Oliver Eldridge, of the Liverpool packet ship, the Garriek — to whom I am iiidehted for much valuable information, and wlio is, moreover, a most zealous and efficient co-operator in collecting materials for these Charts — reports, ou his last voyage from Liverpool, two deep-sea soundings. They were without bottom ; but they are the first I have received from a merchant ship, and I rpiote them as well for their value as for the example which they afford to the industrious and intelligent navigator, as to what he may do in assisting men of science to solve this interesting problem, as to the depths of the sea. A line of deep-sea soundings hence to Europe would be of great value and interest. It is supposed that the depth of the sea in that quarter is not yctj great, and that, therefore, these soundings may be liail without much trouble to those who may be disposed to undertake them. The following is from the abstract log of the Garriek, on her voyage from Ijiver[>ool to New \ ork, May and June, 1852 : — ■ "30th May. Lat. 48° 5' N.; long. 41° 39' W. Temperature, 55°. Let 1,150 fathoms line run out without finding bottom. "2d June. Lat. 45° 14' N.; long. 46° 36' W. Temperature, 48°. Xo soundings with 450 fathoms line, and a strong current setting S. E. by E."' His distance per log was 3,385 miles, being only 86 miles more than, according to the above route for May, he should have logged. This is but one of the many instances that I continually receive illustrative of the correctness of the routes recommended. Steer such courses, the tables say, you will meet on the average such and such winds ; and the distance which you will have to sail, in order to accomplish your 404 THE WIND AND CURRENT CHARTS. voyage, will be so many tliousand miles. The navigator does it, and, in some instances, the computed distance and the actual distance by the log, will be found, after a voyage of 4,000 or 5,000 miles, to differ only a few leagues. lu this case of the Garrick, the difterence, though comparatively large, is less than 30 marine leagues. Europe to New YorJc. — June. DISTANCES. WINDS; PER CENT. Total No. Liitituflf. Long- tuJo. Course. observa- tions. Direct. Per cent True. Head. North. South. Fair. Calms. Channel to 48° IS' 10° 00' w.s.w. 213 29.4 276 9.1 16.9 35.1 0.0 78 44 52 15 00 s.w. 292 12.1 827 1.7 21.0 9.3 8.4 129 41 13 20 00 s.w. 310 2.4 316 0.0 3.0 6.0 0.0 33 39 39 25 00 w. s. w. 247 14.2 281 4.0 18.0 11.4 0.0 51 39 89 30 00 w. 230 23.2 283 7.1 14.3 22.0 57.0 4.4 189 39 39 85 00 w. 230 12.5 259 0.0 12.0 20.0 68.0 5.6 200 89 39 40 00 w. 230 26.0 290 11.0 15.8 17.8 55.9 3.4 215 89 39 45 00 w. 280 18.2 272 5.0 8.0 24.5 62.5 3.4 213 39 39 50 00 w. 230 13.2 263 2.8 6.0 22.8 78.4 2.5 251 89 80 55 00 w. 230 22.3 281 7.2 10.0 22.8 65.5 4.1 281 41 13 60 00 w. s. w. 247 20.4 297 7.6 3.1 22.0 67.3 0.9 225 41 13 65 00 w 226 25.3 283 8.0 7.0 86.0 49.0 3.8 210 40 28 70 00 W.byS. 231 30.0 300 14.0 7.5 19.4 59.1 3.5 235 I'ort w. 184 19.3 220 6.2 11.5 23.3 59.0 2.7 232 3330 3948 A tedious time of the year is the mouth of June to the homeward-bound. Uuro2K to Neiu York. — July. DISTANCES. WINDS; PER CENT. Total No. Latituile. Lon j;itui.lc. Course. observa- tions. Direct. Per cent. True. Head. North. South. Fair. Calms. 49° 40' 5° OO'to 48 18 10 00 w. s. w. 213 15.6 245 4.2 25.0 0.0 70.8 0.0 24 48 18 15 00 w. 200 28.0 246 5.5 27.5 14.3 52.7 2.2 94 44 50 20 00 s.w. 295 14.2 886 1.6 27.8 8.2 62.4 2.5 125 44 50 25 00 w. 212 37.8 292 15.0 15.0 30.0 40.0 2.8 36 44 50 30 00 w. 212 18.5 251 5.0 14.9 16.2 63.9 16.2 93 44 50 85 00 w. 212 11.0 235 8.0 4.0 14.0 79.0 7.4 104 44 50 40 00 w. 212 24.9 264 10.5 5.6 18.2 65.7 6.3 151 44 50 45 00 w. 212 14.8 244 5.4 8.1 8.7 77.8 4.7 155 44 50 50 00 w. 212 24.2 263 8.7 10.0 20.0 61.8 8.1 178 43 20 55 00 w. s. w. 233 20.0 279 5.5 17.8 17.1 59.6 5.4 236 41 48 60 00 W.S.AV. 240 26.9 305 8.3 21.2 19.2 51.2 5.6 263 40 14 65 00 AV. S. W. 245 35.0 830 13.6 19.8 21.3 45.3 8.4 350 40 14 70 00 w. 230 27.8 294 10.7 10.8 26.0 52.5 8.7 314 Port 74 00 w. 183 29.9 237 11.2 7.7 35.9 45.2 4.2 322 8111 3821 From Channel. 2960 3623 From Liverpool. ROUTES TO AND FROM EUROrE. 405 Europe to New York. — AUGUST. DISTANCES. WINDS; PER CENT. Lougitucle. Course. TctalNo. Latitude. True. Per cent. Average. Head. SLANTS KUOM Fair. Calms. oliscrva- tioiis. N'd or E'd. S'd or W'd. 49° 40' 5° OO'to 48 20 10 00 w. s. w. 210 19.0 250 5.6 11.2 16.8 66.4 0.0 36 44 5.5 15 00 s.w. 291 22.4 255 7.2 26.4 5.6 60.8 3.2 130 43 25 20 00 AV. S. W. 234 14.9 269 6.2 12.4 0.0 81.4 6.2 17 41 54 25 00 AY. S. W. 238 15.6 275 1.7 28.9 11.9 58.5 0.0 60 41 54 30 00 ^Y. 223 16.8 260 5.8 11.6 11.6 71.0 2.9 35 41 54 35 (10 ^Y. 223 21.4 270 6.0 15.0 22.0 57.0 1.9 106 41 54 40 00 AV. 223 18.6 264 4.8 12.0 20.8 62.4 4.7 133 41 54 45 00 AV. 223 18.1 263 5.6 9.8 19.6 05.0 5.0 147 41 54 50 00 AY. 223 16.3 259 7.8 4.2 7.2 80.8 3.7 166 40 20 55 00 AY.S.AY. 244 17.9 268 3.5 19.5 17.0 60.0 ii.o 213 38 44 60 00 AY. S. AY. 250 22.7 306 6.6 12.6 20.4 64.4 7.9 164 40 20 (35 00 AY. KAY. 250 10.8 277 2.0 7.0 17.5 73.5 4.3 193 40 20 70 00 AY. 229 19.0 272 7.5 9.6 16.2 66.7 6.3 336 40 20 74 00 AY. 183 16.3 208 7.0 8.0 12.5 72.5 6.0 194 3244 3696 Eii-roft to New York. — SEPTEMBER. DISTANCES. WINDS; PER CENT. Total No. Latitude. Long tude. Course. observa- tions. True. Per cent. .Vverage. Head. North. Soutli. Fair. Calms. 49° 30' 5° OO'to 46 09 10 00 S.AY. 284 3.0 292 0.0 10.0 0.0 90.0 0.0 20 45 00 11 38 S.AY. 98 13.3 111 1.8 19.8 12.6 65.8 1.8 57 44 00 15 00 AY. S. AY. 155 3.6 160 0.0 0.0 18.0 82.0 0.0 17 44 00 20 00 AY. 216 7.7 231 0.0 22.0 5.5 72.5 0.0 18 40 18 25 00 d S.AY. 314 6.2 333 0.0 7.7 7.7 84.6 7.7 14 40 18 30 00 AY. 229 19.6 274 6.8 18.7 10.2 64.3 7.0 62 40 IS 33 00 AY. 143 6.8 152 1.3 8.8 7.5 83.4 !- 87 39 42 35 00 (^ AY. S. AY. 94 14.0 107 6.2 2.6 11.3 79.9 39 42 40 00 AY. 230 15.2 265 4.4 13.2 13.2 69.2 0.0 95 39 42 45 00 AY. 330 14.2 263 3.2 8.0 20.8 68.0 7.7 139 39 42 50 00 AY. 230 16.7 269 6.3 3.5 16.8 73.4 5.1 145 39 42 55 00 AY. 230 13.9 262 5.6 6.3 10.5 77.6 3.6 144 40 39 58 00 AY. KAY. 149 16.1 173 4.4 10.8 16.0 68.8 4.0 148 38 45 65 00 d AY. S. AY. 349 14.0 398 3.5 10.5 16.1 69.9 3.4 154 40 20 70 00 AY.K^Y. 250 19.1 298 6.5 9.5 16.5 67.5 5.4 194 Port AY. 183 16.4 212 6.3 5.4 20.7 67.6 4.5 115 3384 3800 406 THE WIND AND CURRENT CHARTS. /■ The routes to and fro, between Europe and the United States, do not require anj' written explanation. If the navigator will project them, and then consult these pages and the Pilot Chart, he will never be at a loss, as to his best course on the aixnuje. In projecting these tracks on his Chart, ho will find them running sometimes inconveniently near the land or over shoals. Of course, he will not infer that he is recommended actually to stand over such places. The route of the tables being intended merely as a guide, from which the land, as well as the winds and currents, will sometimes turn him aside. Navigators who pursue these routes, will confer a favor by making a note of the fact in their abstracts, accompanied with an expression of their opinion as to the advantages of them ; mentioning, also, whether they have had any longer or shorter pas- sages than vessels sailing about the same time without the VCuid and Current Charts on board. I have already the pleasure to acknowledge my obligations to Captain Oliver Eldridge, of the Roseius, for such an act of kindness. Under date of May 21, 1850, he writes: "In reply to your inquiries as to my opinion in regard to the New Sailing Directions and Routes recommended by yourself, I would say, that as far as I have had opportunity of judging, I think they will be of great advantage, and in particular to that part of the commercial community who depend upon wind as a propelling power. " On my last passage to Liverpool, I think it was lengthened some two or three days by not following more closely the directions recommended by you, in your No. for January, 1850; as a ship that left New York with us, kept in company, or nearly so, to the longitude of 25°. Tlie wind then came out ahead; we stood on the southern tack, and she on the northern (as recommeiided by you). The wind afterwards came N. N. E. ; she brought up to Cape Clear, and we 200 miles south of it." Capt. Samuel Clark, of the James Wright, in a letter of May 9, 1853, says: "As an instance of their nse [the Pihjt Charts], after examining them in Liverpool, previous to the last passage to New Orleans, I made up my mind to take tlie northern route, via the Hole in the Wall, and the southern edge of the Banks of Newfoundland ; and on stating my intention to several shipmasters of my acquaintance, they unanimously told me that I should miss it, and that they sliould take the trades for it. And although the most of them sailed from five to fifteen days before me, I arrived at New Orleans four or five days before the first of them, and, in several cases, ten to fifteen days. On the 3d of October, I dined in company with a New Orleans merchant, who was interested with my friends, in the shipment of cotton ; and he asked me about what time he might expect me in New Orleans. I told him that I expected to be there on the 10th November, and by the abstract that I presented you, you will see that on that day I was at the mouth of the Mississippi. It was my intention to have gone to the northward and westward of Bermuda, but was prevented by light westei-ly winds, when I liad ex])ected easterly winds ; still, you will see that the daily distances sum up under 5,000 miles, which is near 1,000 less than the common route, via the trade-winds and the south side of Cuba. You will see by the inclosed abstract, that I made the return passage to Liver- pool in a little over -±,000 miles, which I think is about as short as a cotton loaded ship can well make it, as they have to make a free wind, of what a stiff heavy loaded ship would go by the wind. I have no abstract of my passage from Liverpool, as the weather on this passage has been so variable that I could not keep one to my satisfaction for want of observations." ROUTES TO AND FROM KUKOl'K. 407 So, also, Capt. Myrick of the Diadem, June, 1853: — ''I ain firmly convinced of the utility of the Pilot Charts of Mr. Manry, in shortening passages across the Atlantic; and, had I not had one, should have probably prolonged the passage several days. In con- sulting the Chart for the prevailing winds for the month, I found that, from the Azores, the wind prevailed from the N. E. quarter to the longitude of 10° west, and then from W.X. W. to W. S. W. After leaving the Islands, we had to brace sharp up, and had strong breezes, bringing us to two reefed top.sails; so tliat, in 12° west, we were to leeward of the Straits of Gibraltar; and, had 1 not had a chart on board relating to the winds, should have tacked to avoid falling upon the African coast. But, having firm conviction that a different wind would be found in 10° west, I kept on the port tack and eventually found my anticipations correct, the wind hauling to the westward and carrj'ing i;s through the straits with a fair wind. I think every master should provide himself with the Charts, as he thereby has the experience of many in a condensed form; and has an opportunity of placing his vessel on the weather side and avoid falling to leeward.'' Perhaps some navigators may have an opportunity to throw further light as to the green place or shoal to which the following extract from the log of the shiji Diadem, Frederick Myrick, relates. She was bound from Mobile to Toulon, 1853. "May 6. Lat. 37° 58' X.; long. G9° 10' W. Current, two knots per hour. Barometer, 29.70. Tem- perature, air, G(3° ; water, 72°. "Winds: first part, S. S. W.; middle part, S. TV. ; latter, W. Strong gales with rain. A heavy bank of clouds to the north, passing eastward. Saw blackfish. I expect to be on a bank to-morrow, as I have always found green water and low temperature in longitude 65° W. "May 7. Lat. 37° -±0' K; long. 65° 30' W. Current the same. Barometer, 29.60. Temperature, air, 60°; water, 59°. "Winds: first and middle parts, "W. X. W". ; latter north. Fresh gales, with jiassing mist, showers, and lightning. Green water, kelp-weed, chijis, feathers, blackfish, porpoises. Evidently a bank exists here, there being every indication of soundings. I think the shoalest part, from the appearance of the water on former voyages, is in lat. 38° 50; long. 65° "W. ; have always found the same indications in this longitude on repeated voyages." And again, in the same shiji, on her return to Xew York, Captain ilyriek, in his abstract log, says : — "Oct. 13, 1853. Lat. S9° 45' X.; long. 65° 00' "W. Barometer, 30.00. Air, 58°; water, 58°. "Winds: first part, "W. X. "W.; middle and latter parts, calm. Begins with fresh gales, inclining to moderate. 6 P. M. till meridian, light, variable airs, and calm, cloudy weather. Green water, full of bright eyes and sun squalls; some sprigs of gulf and rock-weed. Ends light airs from S. E., and pleasant weather. It is my opinion that we are on the north edge of a bank which I have found in thi.s longitude ; water colder farther south on former voyages. " X. B. I am firmly of the opinion that there is a bank between the latitude of 39° 30', and 37° 00', and longitude 65° \Y., as I have always found the water much colder than the surrounding water. There appear 408 TUE WIND AND CURRENT CHARTS. to be very irregular currents between 60° and 55° longitude ; some to tlie westward and otliers to E. S. E. I tliink there must be some very irregular formations of the bottom in this vicinity, as the sea is always much agitated, streaks of very green water and blue. Explanation of the Route Tables. Columns 1, 2, and 3 (see Tables of Routes, pp. 395 to -±05 ; also those of the route to Rio) explain themselves. Column -i gives the distance by middle latitude sailing, to be run on the course in column 3, when the winds are fair. Column 5 shows the percentage by which the distance in column 4 is to be practically increased on the average, by adverse winds. The numbers in this column are obtained upon this principle : That, if a ship sail with the wind dead ahead, and within six points of it, she loses 62 miles in every hundred — that is, she has to sail 100 to make 38 miles good ; when she sails within 4 points of her course, that is, when she has a slant wind, that will allow her to lay within 4 points of her course, she loses 29 miles only in 100 ; and when she sails within two points of her course, that is, when she has a slant wind 4 points from the course she wishes to steer, she then loses only 7.6 miles in 100. In other words, a vessel sading 5 knots an hour, will get as for on her course in 51 hours with a slant wind 4 points from her course, as she will, at the same rate, in 13 hour.s, with the wind dead ahead. According to the ratio here indicated, the 2 and 4 point slant winds, have been reduced to their equivalent as winds dead ahead, and this equivalent in distance is given in column 5. Column 6 shows the distance in column 4, after the per cent, in column 5 has been added to it. It is the average distance to be sailed from point to point, not allowing for currents, and supposing the vessel to sail within 6 points of the wind when close hauled. Column 7 shows the average percentage of winds that are dead ahead. Column 8 shows the average percentage of slant winds from the northward or eastward that will head a vessel off the course given in column 3. Column 9 shows the average percentage of slants from the southward or westward that will head a vessel off the course given in column 3. Column 10 shows the average percentage of winds that are entirely fair for the course given in column 3. Column 11 shows the average percentage of calms for each district of 5° square through which the course in column 3 leads. Column 12 shows the number of observations from which the figures in the other columns, and the courses recommended, have been obtained. KOUTES TO AiiD FKOM KUKurJi. 409 "When the winds arc fair, and the vessel is near the route recommended, she should steer straight from (/ to d, instead of making a zigzag track, as by the projection. The letter iv, wliere it appears in column 8 or 9, means that that side is tlie windward side. But it is not necessary so to designate the windward side. It is obvious fi'om mere inspection. The letter e, in the column of calms, means that tliis part of the route is through the region of calms tliat border the northeast trade-winds, nortli and south, or that that part of tlie ocean is peculiarly liable to calms. (See Trade-ivind Chart) The courses given arc true. It will be perceived by the tables that the average European passage in February, ought to be nearly two days shorter than it is either in January or March. According to the Pilot Charts, I make the average distance to be sailed by a New York packet ship by the routes, from January to April, not estimating for the set of currents, to be, when bound — To Liverpool. In January 3075 miles to 10° W., for 250 of which a vessel will have winds dead ahead. February 3015 " " " 231 " " " " March 3150 " " " 231 " " " " April 3051 " " " 241 " " " " To English Channel. In January 3300 miles to 5° W., for 293 of which a vessel will have winds dead ahead. February 3245 " " " 2G1 " " " " March 3448 " " " 249 " " " " April 3275 " " " 265 " " ~ « " _ According to the log-books taken at random, both of packet ships and transient traders, I find the average time between these meridians and New" York to be as per statement subjoined : — When bound to Liverpool, .aver- age length of passage from New York to 10° W. When bound from Liverpool, aver- age length of passage from 10° W. to New York. When bound to English Channel, average length of passage from New York to 5° W. When bound from English Chan- nel, average length of passage from 5° W. to New York. 1 Days' Numher of Month. passage, passages. Days' Month. passage. Xiimber of passages. Mouth. Days' passage. Number of passages. Days' Month. passage. Number of passages. January February March April 18 20 20 21 25 18 20 9 January February March April 33 35 31 29 16 36 41 17 January February March April 20 23 25 22 11 6 10 6 January February Marcli April 40 41 33 30 7 13 10 2 It is important that navigators should bear it in mind, that when the winds are fair, they are not expected to make the zigzag track of the Tables, but to steer straight from d to d. r,9. 410 THE WIND AND CURKENT CHARTS. Neiv York to JVew Orleans. — Caj^t. Wm. C. Berry to Lieut. Maury — New York, Feb. 1, 1851. Having had long experience in the ti-ade between New York and New Orleans, I herewith furnish you with a few remarks on wind and currents. For the last six years I have commanded the ship Vicks- burgh, constantly trading between these two ports. In making the passage out, after passing the Hole-in- the-Wall, I have frequently found a current from 1 to 3 miles per hour, setting to the eastward through the northwest channel of Providence, particularly after the wind has prevailed from the westward a few days. This, no doubt, has been the cause of putting a number of vessels on shore among the Berry Islands. I have latterly made it a point to take the last bearings of the light on the Hole-in-the-Wall, and either haul up or keep off as I found the current; generally running on a west course until quite down with Little Stirup Keys, then steering W. by N. i N., by compass, if in the night, until I was up with the Great Isaacs; the last three voyages, having reached the vicinity of the Little Isaacs in the daytime. I have hauled in on the bank between the western Little Isaacs and the east Brother Eock, and steered S. W. by W., by compass, which has brought me out in good passing distance from the Moselle Shoal. During one of my summer passages out, after passing the above shoal, I was compelled to anchor, and remained there for six days ; the wind during all this time was light from the southward, and I could not help remarking the regularity of the current setting along the Bernini Islands, ebb and flow, about two miles per hour; this continues as far as Gnu Key, when it is broken oft" by the Gulf which sets close into the Key. From this point up to Orange Key, when close in, little or no current is experienced except the ebb and flow, which is directly off the bank. In crossing the Santaren Channel, the current is governed greatly by the winds ; with strong southerly winds the current sets about N. N. W., two miles per hour; on the other hand, with strong northerly winds, little or no current is felt. After leaving the Double-IIeaded-Shot Key, I have generally hauled over for the Florida Reef, and in the daytime kept close in, when I have frequently found an eddy-current setting to the westward from 1 to li miles per hour. After passing the Tortugas, I have invariably felt a southerly current until I had reached the long, of 84° 30' W., and even farther than this at times, as will be seen by referring to my journals, particularly in November, 1818. Eeturning from New Orleans, I have always made it a point to keep to the westward until I had reached the long. 85°, lat. 28°, before keeping off My object in doing this is, that the wind here generally prevails from the northward and eastward, and that the current generally sets to southward and eastward, which greatly flicilitates the passage. After rounding the Tortugas, with the wind from the eastward, I have generally beat down on the Florida side, knowing that the strongest current prevails on that shore, unless too close in. From Carrysfort Reef to MantaniUa, I have always endeavored to keep in the centre of the stream. During all my voyages, I have made it a rule to steer from Manta- niUa to latitude 22°, N. by W., and then north to latitude 31°, before hauling up N. E. by N.; by so doing I have, with a few exceptions, kept the strongest current. On some other occasions, I have hauled up on a N. E. by N. course, when in latitude 30°, longitude 79° 4u', and have soon found myself on the eastern ed"-e of the gulf After rounding Capo Ilatteras, it is advisable to keep to the westward, especially in the winter season, on account of tlie prevailing westerlv winds. COAST OF AFKICA. 4d Sailing Directions for the Coatzacoalcos River — Capl. Foster, of the Alahama, to Lieut, ifavnj. Sailing vessels bouml IVn- the Coatzaco.alcos oiiglit to mnkc tlio land to the eastward. This precau- tion is necessary on account of the prevailing tradc-wiuds, which cause a strong westerly current; also in case of a norther, to have the advantage of sea-room. The cnti'ance to the river may be known liy the vigia or tower situated upon tin; western side ; likewise from tlie sand clifls extending from that jjoiut to the westward. The best Vnark for crossing tlie bar is to Tiring the tower* to bear S. J "W. by compa.ss. Having passed the bar, haul up to the east of south, and steer in midway between the two points that form the entrance to the river. The wind, after crossing the bar, often falls to calm; for this reason it is necessary to have an anchor ready to let go, as the current on the ebb, even in the dry season, sets out strong. The extent of the bar, east and west, is about 220 fathoms, and the width, by actual measurement, 108 feet. The bottom, composed of sand and clay, is hard, on which account it is not liable to shift. It forms in hard northerly gales, a narrow barrier of breakers, and cannot be crossed without imminent risk. The depth at high water, on full and change, is about 13 feet, and falls as low as lOi feet. The general depth, however, is 12 feet, from which it suddenly deepens to o or fathoms. Except in heavy weather, there prevails a regular laud and sea breeze. The latter sets in between the hours of 9 A. M. and noon. April, 1851. Letters of Lieutenants Foote and Porter — Coast of Africa. United States Brig Perry, St. Paul de Loanda, May 17, 1851. Sir : In a letter addressed to the commander of any U. S. vessel who may come to the southern coast, I have inclosed a copy of notes drawn up by Lieutenant Porter, wdio has cruised on the southern coast of Africa, severally in the Marion, John Adams, and this vessel. I transmit a copy of these notes (which fully accord with my own observations and experience), under the impression that they may be available in the Ilydrographical Department. I have the honor to be. Very respectfully, your obedient servant, ANDREW IT. FOOTE, Lieut. Commanding. Commodore Lewis "Warrixgtox, Cluef of the Bureati Ordnance and TTydrograjih >/. * This tower, of great soliility, is destineil to last foi- ages. •412 the wixd and current charts. Passage from the Cape de Verdes to the S, W. Coast of Africa, with Eemarks upon that Section OF the Coast. Lieut. W. C. B. S. Porter, U. S. N., to Andreio II. Footc, Lieut. Commanding] U. S. Brirj Perry — Loanda, May 17, 1851. Tn the season of Fcln-uary, Mai'cb, A]iril, ami May, there is no difficulty in making the passage from Porto Praya to Ambriz in thirty days, provided tlie run from Porto Praya to Monrovia takes not more than eight days. The direct route, and that which approaches the great circle, leads along the coast, touching the outer soundings of St. Ann's Shoals, thence to Half-Cape Mount, to allow for a current when steering for Mon- rovia. From there, follow the coast along with the land and sea breezes, assisted by the current, until you arrive at Cape Palmas ; keep upon the starboard tack, notwithstanding the wind may head you in shore (the land breezes will carry you off), and as the wind permits, haul up for 2° west longitude ; cross the equator here, if convenient, but I would not recommend going to the westward of it; you will encounter westerly currents from thirty to fifty miles a day. In the vicinity of Prince's Island, the S. W. wind is always strong. In the latitude of about 1° 30' N., there is a westerly current. Should it not be practicable to weather the Island of St. Thomas, stand on, approach the coast, and you will meet with north winds to carry you directly down the coast. Our Salem vessels make the passage from the United States in 56 days, arriving at Ambriz in May. I have made three different cruises to this coast in the same season, in the Marion, John Adams, and Perry. The impulsive desire to attain the object of our duty will, as much in nautical matters as others, mislead our better judgment, when there is a prospect, or any temptation to success, without experience to forewarn us. Thus, our vessels, after arriving at Cape Palmas, have generally gone upon the port tack, because the wind carried them towards the coast or Gulf of Guinea, and seemed to favor them for the port tack the most ; which, on the contrary, although slowly veering towards the S. E., was hauling more ahead, and leading them off into a current, which, under a heavy press, it is impossible to work against. The consequences were, they had to go upon the starboard tack, and retrace the ground gone over. On the starboard tack, as you proceed easterly, the action of the wind is the reverse, and it allows you to pursue the great circle course. It employed the Marion eighty odd days to Kabenda, a port 200 miles nearer than Ambriz ; to which port (Ambriz) from Monrovia, in this vessel (the Perry), we went in 23— making 31 from Porto Praya. In the John Adams, 10 to Monrovia, and -16 to Ambriz, by the way of Prince's Island ; about 10 of which was lost working to the south of Cape Palmas. From Cape Palmas to the point of crossing the equator the current is easterly — south of that westerly. The practice along the coast in this vessel (the Perry), was to keep near enough to the laud to have the advantage of a land and sea breeze, and to drop a kedge whenever it fell calm, or we were unable to stem the current. Upon tliis part of the coast, near the Congo, the lead line does not always show the direction ROUTES TO KIO, ETC. 413 of the current wliicli affects the vessel. On the hottoin, there is a current in an opposite direction from tlie surface; therefore, before dropping the kedgc, the bettor way is to lower a boat and anchor her, wliich ■vrill show the drift of the vessel. Between Anibriz and the Congo, I have seen the undercurrent so strong to the S. E., as to carry a 24 pound lead off of the bottom, while the vessel was riding to a strong S. AV. current ; but the undercurrent is the strongest. In crossing the Congo, I would always suggest crossing close to its nioulh, night or day; going north with the wind W. N. "W., steer N. N. E., with a five or six knot breeze, when you strike soundings on the other side you will have made about a N. i E. course in the distance of 9 miles, by log from 111 fathoms off Shark Point. The current out of the river sets west about 2 knots the hour. \\'illi the land breeze it is equally convenient; and may be crossed in two hours. In coming from the north, witli Kabonda bear- ing N. E., in 13 fathoms, or from the latitude of 5° 4S', wind S. W., a S. S. E. course will carry you over in four hours outside of Point Padron; and by keeping along shore, the current will assist you in going to the south. Vessels which cross to seaward fronr latitude of 5° 45', and 9° AV., are generally si.N. da^'s or more to Ambriz ; by the former method it oecupiied us (the Perry) only two days. General Remarks on tlie Passage from the United States to Ports heyoml the E'jnator.'^ It has now [January, 1854] been about seven years since I first proposed a new and shorter route hence to the equator, for all vessels, whether bound around the Cape of Good Hope, Cape Uorn, to Eio, or to any of the ports of South America. The tracks of all such are the same until Cape St. Eoque be cleared. The W. II. D. C. Wright (Jackson) of Baltimore, was the first vessel to try the new route. In 24 days from Hampton Eoads, she crossed the line in 31° "W., and liad a passage of 13 days thence to Ilio. This was in February, 1848. In May, .she went out again, had 33 days to the line, wduch she crossed in 33° 41' W. In 3 days after, she cleared St. Roque. On this passage, she was detained 6 days by calms between 8° 3U' and 5° N. But she had no difficulty, it will be observed, in weathering Cape St. Roque. This trip, it took her 11 days to clear the equatorial calms, which she found between 9° jST. and 3° N. In the sjmng of 1849, she went out again. She had 32 days to the line in 28°, after having been delayed 9 days by calms between 5° N. and the line; whence, in 3 days, she again cleared Cape St. Roque. The average, therefore, of Captain Jackson's passages to the line, by the new route, was 30 days, against H by the old route. The Chicora, the Helena, and the Midas tried this route about the same time, and all with equal success ; their average to the line being 20 days only. These practical demonstrations of the advantages of the route which I had pointed out were not * Originnllv submittcil in 1840. 41-t THE WIND AND CURRENT CHARTS. wanting to satisfy me of their value, for I had consulted many thousand records as to the winds encountered in this part of the ocean by different vessels on different occasions. These records show the number of times on which the winds had been found to blow from each point of the compass in different parts of the ocean. And knowing the prevailing winds for each 5° square, the navigator could tell what course it was practicable for a vessel to steer through these squares, as well before as after the trial had actually been made. For instance, in a certain square of 5°, I obtained the records of 700 vessels during the month of Auo-ust in different years. Vessels, bound south by the old route, Avere in the habit of passing through this square, alwaj-s aiming to make a S. S. W. or south course through it. And of these 700 records as to the wind, GOO gave the wind directly ahead for the south or S. S. W. course. To convince any one, then, who believes in the records examined, that a vessel in this part of the route to Rio would genemlhj find the winds ahead, did not require that a vessel should be sent there actually to try it, for here was the experience of 700 vessels, GOO of which had found the winds adverse for a southerly course. But certain navigators were not disposed to look upon my investigations in this light. Forgetting that they were the results of actual observations, these persons were disposed to consider those results, thus announced, as theories, or matters of opinion of my own ; whereas, they are no more matters of opinion, than the fact that the trade-winds blow is a matter of opinion. They are nothing more nor less than the sum of the experience of some thousands of navigators, as to winds and calms. The effect has been that, though many shipmasters have at once perceived the bearing of these residts, and the correctness of the conclusions derived from them, and have readily ado^ited them; still, others have rejected them altogether, or only partially adopted them. It has not unfrequently happened, as I perceive by the log-books returned to me, that occasionally a navigator will put to sea, and stand boldly out for the new route. But after awhile, the wind comes out ahead. He then gets frightened, abandons it, has a long passage, and lays the blame to the new route. I have never claimed for any of these routes an exemption from liability to head winds. On the contrar}^, I expressly show that a vessel by any of the routes proposed by me is liable both to head winds and calms; and not only so, I have shown the chances of both against her. I may here remark that I have never yet heard of a navigator complaining of the new route, and a long- passage by it, but what, when his abstract log came to be examined, it did not appear that the fault was quite as much with him as with the route. For instance, I have drawn certain lines or tracks to show the route recommended. These lines are intended to show the route that vessels should take, not the trach that they should make. Yessels taking such routes, should be guided by these lines as to the general direction which they ought to pursue. It was never intended that, with fliir winds, they should make the zigzags of these lines. But some navigators have inferred that there was virtue in these lines themselves ; that they must be followed as rigidly and as closely as though they marked out a channel-wa}^, on either side of which if a vessel should lidl, she would find herself in difficulty. Accordingly, abstracts that have ROUTES TO KIO, ETC. 415 been . returned to me, slunv freqinnit instances wlierciii v(?s.sels, after having been hcadcl oft' from tlie projected track, liavc liad llie winds perH'ctl)- Fair inr imrsuing tlieir straiglit course onward: yet they have, nevertheless, proceeded to malce a liead wiml ol' stidi, and to l)eat baelv out there on the oi)en sea, for tlie purpose of getting back on tlie track projected. Suppose that ship A makes iui uncommonly quick- I'un to a given port, and that she gives her ti'ack to B ; B attempts it, but is headed olT. Now B, from lliis new pnsitinn, will not attempt to go out of his way, to get actually in the wake made by A; but B will shajie his course liy that of A, and run by it; and coasider that he is following it, when he is near it. This is what 1 wish vessels to do with regard to the routes that I have projected for them. Do not go out of your way to get on those track.s, but consider yourself, unless especially directed otherwise, to be in good position, according to the quantity of sea- room, when you are within one or two hundi-ed miles of the projected track. Therefore, when you are near the projected track, consider yourself in as good a [losition as though you were actually on it. The greatest average by the old route is for July, which is 48 days ; the most tedious month by the new route is August, which gives 41 days as the average. When a vessel finds herself pinched for room, she should never hesitate to pass inside of Fernando do Noronha; and vessels bound around the Cape of Good Hope, will fmd it to their convenience to cross the equator somewhat further to the east than they Avould if bound to South America or around the " Horn." The most pertinent question for the navigator to ask, with regard to the route hence to the southern hemisphere, is not, " Where shall I cross the equator ?" but, " Where shall I lose the N. E., and Avhere get the S.E. trades?" Hence, it will be observed that, liy following these SailliKj Dinvtious, vessels will occasionally be com- pelled to go as far east as longitude 25° AY.; but this is north of the equator, and in those regions and months when and where the N. E. trades usually fail. I have given, in former editions, and here repeat, with all their mistakes, the passages of 89 vessels that have attempted the new route; and of 73, also taken at random, that have gone by the old route. The result showed, then, that the routes which I have proposed, and which were followed by these 89 vessels — many of them doubtingly — had reduced the average sailing distance from the ports of the United States to the equator, as much as two weeks for some months; 10 days as the average for the winter and spring, and one week as the average the j'ear round. The average passage to the line the jenv round was, according to these tables, by the old route, 41 days, by the new 34 ;* thus exhibiting a saving of about 17 per cent, of the usual time under canvas hence to the equator; which saving was among the fii'st fruits of the Wind and Current Chari.s, and of that system * This was written iiivl iiviljlislio.l sevci-iil yciirs ngn. Since tlint time navigatui-s have leanieil In fnllow the new r.mte better. Twenty days is now not an uncommon j)assage iVom New York to the line, and some of tlie new slii|is talk ol' making it in lU. It has been nuule in 18. 416 THE WIND AND CUKRENT CHARTS. of investif^ation, witli regavd to tlic winds and currents of tte ocean, tliat the patriotism, intelligence, and public spirit of American ship-owners and masters have enabled me to pursue with such signal advantage to tlie commerce of the country. Since the first publication of the Wind and Current Charts, the materials for improving them have in- creased with great rapidity. These materials have been so discussed and arranged, by the officers at the Observatory, that, witli the aid of the Pilot Charts, the navigator may now calculate and project the path of his ship on an intended voyage, very much in the same way that the astronomer determines the jDath of a comet through the heavens. There is this diflerence, however : the Chart with its data shows the navi- gator that, in pursuing his path on the ocean, head winds and calms are to be encountered, which will turn him aside, or retard him on his way; and that, therefore, he cannot predict with certainty the place of his ship on a given day. He therefore, in calculating his path through the ocean, has to go into the doctrine of chances, and to determine thereby the degree of probability as to the frequency and extent with which he may anticipate adverse winds and calms by the way. Thus, in the 5 degrees square of the ocean, between latitude 35° and 40° N., longitude 70° and 75° "W., the log-books of 4,387 vessels, or the records of vessels for 4,387 days in this square, have been examined; 823 of which were there in the month of February of different years. Now, supposing (and there is no reason to suppose otherwise) that these observations give a fair aver- age as to the prevalence of calms, and the direction of the winds ; we are led to the conclusion that, if one of these vessels had attemjited to sail through this square one hundred times on an E. S. E. course, in the mouth of February, for a series of years, she would have had 6.2 calms, fair winds 85.5, and 1.3 wind dead ahead, or at E. S. E. ; that she would have been headed oil' on the larboad tack, or by " slant" winds from the northward and eastward, 7.3 times ; and on the starboard tack, or by "slant" winds from the southward, 5.9 times. From this, the navigator will see, also, that, along this part of the February route, the northern side is rather the windward side ; and that, therefore, when winds are free, it is better to keep along this part of the route, somewhat to the north of the projected line. After crossing latitude 20° N., longitude 40° W., he will likewise see that he is there still liable to be headed off by winds from the northward and eastward ; and that, consequently, when the wind comes out dead ahead, he should stand off on the starboard tack ; and that, when the winds are fair, he should keep the projected track to the southward and westward of him, say generally 40 or 50 miles. He is recommended to steer straight from d to d when the winds are fair ; and when he gets thrown oft' his course, instead of getting out of his way to get back to the projected track, he should be guided by the Pilot Chart, and run ]:)aral!el to this track, or otherwise, according to the Pilot Chart. Similar tables, Avitli complete sailing directions, are in the course of jireparation for every month, and all the principal routes across the ocean. These present tables from that publication arc given for the information especially of those navigators who are bound on voyages beyond tlie equator. ROUTES TO RIO, ETC. 417 Those who desire to try these routes, shoiild project the route for the montli on the Chart as far as the equator; arrived tlierc, let a line bo di-awn rroiu the point of actual crossiug to Cape St. Augustine; and then aim to keep this line under the fee, so as to have it at least 20 or 30 miles to the westward when the ship crosses the parallel of 6° or 7° south. After that, the winds haul more to the eastward, and there will be no diHicuIty in laying up S. S. W., or even as high as south. If the ship be headed off to the west of her course or to the west of said line to St. Augustine, she should take advantage of the first "slant," tack, stand east, and make short and long legs until she can clear the land. This part of the route is the turning-point of the passage. By studying the Charts as well as the tables, navigators will sec, that, with attention and management between the equator and 6° south, they will have little or no difficulty in making either a S. S. W. course good on one tack, or an east course on the other; and when they find it necessary to stand to the eastward, they should never stand farther, unless they can make southing also, than to bring, 20 or 30 miles to the leeward of them, a straight line, drawn from 31° on the equator, just so as to clear the land about Cape St. Augustine. In this part of the route, more than in all others, the navigator should study the slants, and take advantage of all of them. I recommend these routes, it should be understood, only to vessels which can sail within six points of the wind. I would not advise any vessel that cannot do this, to attempt them, for she will be apt to fall to leeward, and then she will find it difficult and tedious to get up again. There are other parts of the routes in which it is also necessary to study the "slants." For instance: take that part of the February route which lies between the parallels of 20° and 15° N. It will be observed that though but one of the 25 observations from which this part of the route is determined, gives the wind directly ahead, yet that 8 per cent, of them are "slant" winds from the eastward, which will prevent a vessel 8 times in 100 from lying S. S. E., the course prescriljed. After crossing 15° it will be seen that the navigator will have, if the observations consulted give a fair average as to the direction of the wind, neither head-winds nor "slants," until he gets 5° N. Thence to the equator he is liable to be headed off to the westward 1-1.7 times in 100. lie should, therefore, in this month aim, if the winds allow, to keep this part of the route under the lee, so as to cross 5° N. to the east of 31°. By skmts, I mean winds that, though not dead ahead, will, nevertheless, head a ship off her course; thus, for a vessel that wishes to head E., a wind at N. N. E. or N. E. would be what here is called a slaiit wind. The route for each montli is computed according to the doctrine of chances ; the number of observa- tions from which each part of the route is calculated is stated in the last column, "Total number of observations." It will, therefore, be perceived that some parts of each route are entitled to more weight than others. m 418 THE WIND AND CURllENT CHARTS. Thus, the percentage of fair and adverse winds for the first course on the December track is derived from 364 observations, whereas that for the fifth course is derived from only 2Ct. All will admit that 364 give a better average than do only 26 observations. It must be further presumed and admitted that vessels may expect, in following any one of these routes, sometimes to encounter head- winds and calms, and have long passages. But, taking the average length of passage by these routes, the data of the Charts lead us to the conclu- sion that a fair sailer, under good management, will run in December from 31 to 36 days from the Atlantic ports to the equator; in January, from 30 to 35 days; and in February and March, from 19 to 27 days, against 41 da3-s by the old or usual route. Navigators who are disposed to try these routes should have the Pilot Charts on board; which Pilot Charts will be furnished to them on application, either at the National Observatory at Washington, or to George Manning, No. 142, Pearl Street, New York ; provided the applicant will agree to furnish this office an abstract of his log according to the form with which he will also be gratuitously supplied, and which form may be found in another part of these directions. Vessels from other ports of the United States, besides New York, are recommended to make the best of their way to the track from New York. They should generally be governed by the winds they happen to meet as to where they will intercept this track. If vessels from southern ports aim to intercept it to the S. of 33° N., they will be liable to encounter the calms of the Ilorse Latitudes. National Observatory, WasJu'iif/to7i, Decemher 14, 1849. In the above, the first edition of the Pilot Charts is referred to for illustration. The second edition, which is now (Jan. 1854) out, contains more observations for this part of the route. In coming out, especially from New York and Boston, with fair winds, the navigator who is bound into the southern hemisphere will do avoII, as long as the winds are fair, to stand east, and not to attempt to make any longitude until he reaches the meridian of 65° or 60° west. Tliis should be done only when the winds are fresh and Mr. ROUTES TO KIO, ETC. 419 Best average Routes from New York to Rio, and Ports bevoxd the Equator. Neiu York to Rio. — December. Latitude. Longitude. Course. DIST.\NCE.S. True. Per cent. AveraKC. WINDS; TER CENT. Head. SI..\NTS FROM X'd or E'd. S'd or W'd Fair. Calms. Total No. observa- tions. From 40° 27' 39 12 39 12 35 12 35 00 33 29 33 29 31 44 30 00 25 00 22 16 20 00 15 00 14 37 10 00 5 00 ■N. 74° 70 65 60 59 55 50 45 43 43 40 l35 35 !35 30 Equator 32 OO'to 00 md 00 24 00 00 (7 00 d 00 00 00 34(7 24 00(7 00 00(7 04 E.S.E. E. S.E. E. S. E. E.S.E. E. E. S. E. S.E. S. S.E. S.E. S. S. E. S.E. S. S.E. S. S. W. 200 233 338 31 237 350 275 147 300 232 192 325 33 277 424 324 7.0 214 6.4 248 7.2 363 10.9 34 6.4 252 3.7 259 9.3 300 24.8 183 9.6 329 9.0 253 7.5 206 4.3 339 22.9 41 1.4 231 13.1 479 3.0 334 2.1 2.0 0.8 4.0 4.0 0.0 3.9 6.4 2.0 3.4 0.0 0.0 11.1 0.0 2.0 1.4 5.0 8.8 7.0 0.0 0.0 7.8 16.8 12.0 lu 13.6 tu 19.5 w 7.2 lu 14.8 10 6.0 20 26.0 4.2 4.5 7.0 8.8 7.0 0.0 9.2 6.5 26.4 12.0 0.0 6.5 4.8 0.0 0.0 14.0 0.0 86.2 3.0 86.0 1.5 81.6 0.8 82.0 1.0 96.0 0.0 90.8 0.0 81.8 7.5 e 50.4 2.4 74.0 6.0 83.0 3.4 74.0 1.3 88.0 2.4 74.1 0.0 87.0 0.0 58.0 10.7 e 94.4 4.0 364 195 119 100 2(i 44 75 121 48 29 79 42 27 25 50 71 Shortest distance to the equator by this route, 3,918 miles ; average distance to be sailed, on account of adverse winds, 4,115. Shij) Bothnia, Captain Aver}^, in December, 1850, accomplished it in 29 days, and 4,077 miles per log. It is only about in the proportion of 1 to 2 that a vessel in this part of the ocean can make a S. E. course between the parallels of 10° to 5° N. Therefore, vessels going the December route should generally aim to cross 10° N". to the cast of 35° W. These tables have been before navigators for several years ; ships are now found consulting them daily, and shaping their course by them. With the view of affording practicable examples as to the speed of vessels that have tried this route, I quote tracks from logs of such vessels, taken at random. December Trades. Clipper Ship Contest, from New York, bound to San Francisco, fifteen days out. Dec. 2, 1852. Lat. 20° 44' N.; long. 36° 30' W. Winds : South, South, S. S. W.* This day comes in with squally weather and rain ; middle part, wind all about the compass in squalls, with heavy rain ; latter part, light. Dec. 3. Lat. 19° 52' N.; long. 35° 32' W. All this 24 hours, light airs, variable from S. S. W. to S. S. E., with more unsettled weather : ends calm. * In tlicse extracts, the winds are (juotcd tliree times (first, middle, and latter part) for each day. 420 THE WIND AND CUKRENT CUAKTS. Dec. 4. Lat. 19° 01' N. ; long. 36° 31' W. Throughout these 24 hours, light, baflliug airs, from south, S. S. E., and west, to a calm. Dec. 5. Lat. 17° 24' N. ; long. 30° 39' W. Winds: S. S. E., S. E., E. S. E. Light winds, and pleasant, trade-like weather. Dec. 6. Lat. 14°22'ISr. ; long. 35° 26' W. Commences with fine, settled, pleasant weather, with moderate trades from E. by S. to E. by N. I do not like my being so far to the west; feel as though I shall be bothered to fetch by the cape ; but I shall go boldly on, and do the best to make a run. Dec. 7. Lat. 10° 35' N. ; long, not observed. Comes in light from E. by S. to east, and pleasant ; middle, brisk from E. by N. ; latter, moderate. Dee. 8. Lat. 8° SO' N. ; long. 31° 34' W. Winds : E. by N., E. by N., S. E. Begins with pleasant trades, with fine weather; middle part, fresh and cloudy, with a swell from S. E. ; latter, squally, with calms between squalls. Dec. 9. No observations. Winds: E. S. E., E. N. E., east. First part, squally with rain; middle, brisk ; ends, next to a calm. Up to this time it has rained every day but four since leaving port. Dec. 10. Lat. 5° 01' ISF. ; long. 29° 30' W. Winds : calm, east, S. S. E. ; first part, calm ; middle and latter, light, with rain squalls. Dec. 11. Lat. 4° 03' N. ; long. 30° 00' W. Winds: calm, calm, east. First and middle parts, calm, and constant rain ; latter, light breezes, with rain squalls. The weather very sultry and hot, as much so as I ever experienced. Dec. 12. Lat. 1° 52' N. ; long. 30° 17' W. Winds : S. E. First part, light and rainy ; middle, squally, with rain, and very baffling; latter, moderate and pleasant. Current, 12 miles S. E. Dec. 13. Lat. 0° 26' S.; long. 31° 06' W. Winds: S. E., S. E. by E. First part, light airs; middle, baflfiino'; latter, fine, settled, trade-like weather. Crossed the equator in 27 days; think I have done well, for the chauce that I have had for making a passage. Dec. 14. Lat. 3° 37' S. ; long. 32° 07' W . All this day brisk trades from S. E. by E., to S. E. by S. Close-hauled. Dec. 15. Lat. 6° 56' S. ; long. 32° 50' W. Winds : S. E., S. E. by E. Moderate. Middle and latter parts, brisk. Dec. 16. Lat. 10° 26' S. ; long. 34° 15' W. Winds: S. E. by E., and E. S. E. First part, brisk trades; middle and latter, moderate and pleasant. Captain Whiimore to Lieut. Maury. S.VN Francisco, March 26, 1858. Sir : Inclosed is an abstract of the ship Tingqua, from New York to this port, which I forward according to your request. I have, on this passage, followed your directions as near as possible, and have no reason to regret it. Was unfortunate on this side of the line; but, on inquiry, I do not think my crossing could have been better. " On comparison of logs with other ships, I find I gained considerable by ROUTES TO RIO, ETC. 421 I being in shore from the Eiver La Platte to Cape Horn. A ship arrived here hast evening from Boston, had 64 days to the line, which she crossed in 2G° longitude; and a number have come under my observation in II this passage, who were in the same difficulty. The clipper ship Alboni sailed some days previous ; the I Living Age, Tuscany, and Sacramento sailed in company with me, and have not yet arrived. I leave this I port for Ilong Kong on the 29th inst., and during the passage shall make all the observations practicable. ' Ship Tingqua (S. D. Whitmore), New York to San Francisco. Nine days out: — Dec. 3, 1852. Lat. 28° 23' N. ; long. 42° 10' W. Barometer, 29.90 ; temperature of air, 74° ; of water, 75°. Winds, throughout, N. X. E. ; fresh breezes, and fine weather. All sail set. Barometer rising, and every appearance of trade-winds, although I do not expect them yet ; if so, I am afraid \vc shall have them light, and far to the southward. Dec. 4. Lat. 24° 36'; long. 40° 00'. Barometer, 80.00; temperature of air, 78°; of water, 76°. "Winds, throughout, from N. E.; moderate breezes, steady, with light squalls of rain. Barometer, steady. Sure of the trades. ITcre is where I ought to have struck my line from Sandy Hook, but was anxious to get to the eastward. Dec. 5. Lat. 22° 16' N. ; long. 39° 19' W. Barometer, 29.95 ; temperature of air, 78° ; of water, 76°. Winds : first part, N. N. E ; middle part, E. N. E. ; latter part, E. S. E. Commences light, baffling breezes, and fine weather ; throughout the night, light, baffling airs. Dec. 6. Lat. 19° 23' ; long. 39° 27'. Barometer, 30.00 ; temperature of air and water, each 79°. Winds : first part, E. S. E. ; middle part, S. E. ; latter part, S. S. E.; light airs and baffling, with light S(j^ualls of rain. A heavy squall from N. ; am afraid it is going to be as I conjectured, very light trades — wrong time of the moon. This time last year, I had double reef breezes from E. N. E. Dec. 7. Lat. 10° 17'; long. 38° 47'. Barometer, 29.90; temperature of air, 79°; of water, 79°. Winds : first part, S. E. ; middle part, S. E. ; latter part, S. E. by S. Light breeze, and fine weather. I wish I was 3° farther east ; however, I will keep on, and trust to Maury. Dec. 8. Lat. 13° 7'; long. 36° 45'. Barometer, 29.90; temperature of air and water, 79°. Winds: during the first and middle part, E. S. E. ; latter part, E. by S. Strong breeze, and a heavy head sea. Rigging much slackened ; obliged to tack to the northward two hours to get a pull of the weather rigging. Two weeks out ; distance sailed, 2,666 miles. Dec. 9. Lat. 11° 25'; long. 36° 00'. Barometer, 29.85; temperature of air, 79°; of water, 80°. Winds : during the first and middle part, E. by S. ; latter part, E. Strong breeze, and dark cloudy weather; glass falling ; heavy head sea ; all sail set. Dec. 10. Lat. 9° 9' ; long. 33° 50'. Barometer, 29.80 ; temperature of air, 78° ; of water, 79. Winds : first part, E. N. E. ; middle part, E. by N. ; latter part, E. S. E. Strong breeze, and dark squally weather, as I bcli-eve is always the case in this parallel. Winds inclining to the northward. Barometer still falling; latter part wind heading; heavy squall from the S. S. E. ; fear these trades are done; have recovered Maury's track. Dec. 11. Lat. 7° 5' N.; long. 32° 30' W. Current, i knot, W. Barometer, 29.80; temperature of 422 THE wi:s'i) and current charts. air, 79° ; of water, 80°. Wimls : first part, S. E. ; middle and latter part, E. Commences with hard squalls from the S. and E., and much rain. Wind heading me to S. W. by S. ; headed me the same the last time I crossed the parallel — in March, 1850 — being advised of it by Maury, and of course expected it, am not to be discouraged yet. Latter part, winds more easterly ; heavy head sea, and dark cloudy weather. Dec. 12. Lat. 5° 3' N. ; long. 31° 20' W. Current per hour, 1 knot, AV. Barometer, 29.85 ; tempera- ture of air, 80°; of water, 79 J°. Winds: first part, S. E. by E. ; middle part, E.S. E.; latter part, bafiSing. Commences with strong breezes from the east, and cloudy weather ; hove to two hours, setting up rigging. Through the night, light baffling winds, and S(|ually, with much rain ; all sail set ; ends strong breezes. Dec. 13. Lat. 2° 30' N. ; long. 31° 10' W. Current, i knot, W. N. W. Barometer, 29.90 ; temper- ature of air, 80° ; of water, 79°. Winds : during first and middle part, E. S. E. ; latter part, S. E. Fresh breezes and firm weather. I do not know whether to call them S. E. trades or not ; if so, I have had them since leaving 20° N. ; weather more settled ; made a sail hood on the weather bow. At 8 P. M. spoke the brig Brandy wine, 26 days out from Philadelphia, bound to Pernambuco; i-eports light easterly winds; of course he was to the east, and had no difficulty in clearing the cape, as he crosses in this parallel every three months. Dec. 14. Lat .00° 5' S. ; long. 32° 5' W. Current, 1 W. N. W. Barometer, 29.95 ; temperature of air, 80° ; of water, 79°. Winds : during the first and middle part, E. S. E. ; latter part, S. E. Strong beeezes, and fine weather. I considered my passage thus far extra, and I consider myself far enough to the east- ward to be safe, in order to clear the cape (19 days and 19 hours). I can see where I have lost one day in this passage, by not bracing sooner, and keeping to the eastward, in order to cross 20° N., according to Maury's direction ; but supposing the wind would favor me, if I kept on with the wind free until I crossed the latitude of 15° N., I was obliged, as the wind still hung to the eastward, to brace up sharp, to make my mark, and have been so for the last eight days, and making a zigzag track. However, I was determined not to tack until the land compelled me, or as long as she would head S. S. W. good full. Dec. 15. Lat. 1° 20' S. ; long. 83° 00' W. Current per hour, J knot, N". Barometer, 30.00; temper- ature of air, 80° ; of water, 79°. Winds : first part, S. E. by E. ; middle part, S. E. ; latter part, S. E. Light breezes and fine weather ; wind hanging steady for S. E., and every appearance of continuing so. Dec. 16. Lat. 3° 2-4' S. ; long. 3-4° 00' W. Barometer, 29.95 ; temperature of air, 80° ; of water, 79°. Winds : during first and latter part, S. E. ; middle part, S. E. by E. Light and steady winds, and fine weather. I have been looking for a strong current, but experience none of any consequence. Dec. 17. Lat. 6° 17' S. ; long. 34° 34' W. Barometer, 29.90 ; temperature of air, 80° ; of water, 79°. Winds : during first and middle part, E. S. E. ; latter part, S. E. by E. Moderate breeze from the E. S. E. through the night ; wind seems to favor us a point ; no prospect of weathering " Eoccas" ; fortunately, there is water enough to the leeward of it ; for the Tingqua shall proceed — ^cannot think of tacking so ^ong as there is room to wear — in hopes the wind will favor us through the night as heretofore. Latter part, fine weather — to the southward of " Eoccas" ; judged we passed about 9 miles to the west of it, but did not see it ; ship heading up S.' i W. during the night. At noon, saw the land ; about Point Natal and ROUTES TO UIO, KTC. 423 Point Anger, cannot weather it. T believe I will stand ofl'a few hours, in order to take advantage of the breeze throus'h tlie night. Dec. 18. Lat. 7° -18' S. ; long. 34° 40' W. Barometer, 29.90 ; temperature of air, 82° ; of water, 79°. AVinds: during first part, S. E. ; middle and latter part, E. S. E. Light breezes, and pleasant; stood off shore until 10 P. M. ; wind still continuing steady from the S. E. ; appearance of a change to the eastward. Tacked iu shore, wind dying a\va\' ; at 11 P. A[. wind from the E. S. E., in a .squall. Continued blowing fresh throughout the day. At noon, passed in sight of Oliuda ; and now I consider myself clear of all dangers, with a good leading breeze, and all the /dies out. 24 days out, and clear of Cape St. Augustine. Dec. 19. Lat. 9° 55' N. ; long. 34° 45' W. Barometer, 29.95 ; temperature of air, 82° ; of water, 80°. Winds from the E. S. E. during the 24 hours ; with moderate breezes, and fine weather; under all sail ; sea very smooth. I do not suppose there is one instance out of a hundred, where the wind has held so steady from the S. E., as in this one — which shows the worst side of Maury's Ti-ack — which, I think, I have given a little more than a fair trial — that is, exceeded his limits somewhat; however, I have found no difficulty, and would try the same track again. I found no current of any consequence south of the line, and the wind bearing to the eastward at night, has helped me amazingly. Since leaving 5° N. the wind has held S. E. steady, which would carry me on to Cape St. Roque ; and I stood on, still in hopes of a change, until, by help of winds veering by night, and a short tack, I weathered and passed about ten miles east of Olinda. 24 days out, without any trouble whatever, except what was borrowed. Dec. 20. Lat. 12° 10' S. ; long. 35° 00' W. Barometer, 30.00 ; temperature of air, 82° ; of water, 80°. Winds: during first and middle parts, E.; latter part, E. N. E. Commenced with light winds, and fine weather. At 3 P. i[. made two sails ahead from the top-gallant yard ; at 5 P. il. saw them from the deck, a sliip and a barque. Ship steering S. S. E. ; barque, the same course as ourselves. At 7 P. ]\[. spoke the barque, which proved to be the Francis F. Jenness, of Portland, from Philadelphia, bound to San Francisco. 84 days out ; did not understand the longitude in which she crossed the line, but she was 33 days between 10° N. and the line; suppose, of course, he must have been to the eastward. If there is any virtue in Maury's Charts, I think I have had the benefit of them. This ship left Philadelphia 4 davs before the Tingqua was launched at Portsmouth. I do not know whether this is a comparison or not between the new and old route ; if so, the advantage is decidedly in favor of the new one. Dec. 21. Lat. 15° 07' S. ; long. 35° 00' W. Barometer, 30.00. Winds : during first and middle part, E.; latter part, E. N. E. Commenced with light breeze; saw a number of vessels to the northward. At 6 P. M. wind dying away ; at sunrise, saw a large ship to windwind, steering S. S. W. ; appeared as if her foretopmast was gone ; wind inclining to the N. ; clouds rising from the N. E. Dee. 22. Lat. 17° 37' S.; long. 36° 10' W. Current, per hour, i knot, S. W. Barometer, 30.00; temperature of air, 82° ; of water, 80. Winds : during first part, E. S. E. ; middle, E. N. E. ; and latter part, N. E. First part, light and baffling winds; latter part, fresh breeze, and cloudy. Dee. 23. Lat. 20° 50' S.; long. 37° 20' W. Current, per hour, 1 knot, S. W. Barometer, 29.90; temperature of air, 80°; of water, 78°. Winds: during the first and latter ]iart, N. E. : middle part, N. N. ^24- THE WIND AND CURRENT CHARTS. E. Commences and eontinucs during the night with moderate breezes and squalls, with much rain. Ends squally ; wind veering two points in the squall, owing, I suppose, to the Abrolhos Bank, although there is |A no change in the barometer or thermometer. Ends with strong breeze. Dec. 2-i. Lat. 23° 51' S.; long. 41° 00' W. Current, per hour, one knot, S. W. Barometer, 29.90; temperature of air, 80° ; of water, 78°. Winds : during first and latter part, N. E. ; middle part, N. N. E. Light winds and pleasant; all sail set; saw two fishing-boats. Ends cloudy; 30 days out, and to the southward of Kio, and only one degree to the eastward of it. Ship Alhmi (N. E. Littlefield), New York to San Francisco, fourteen days out. Dec. G, 1852. Lat. 21° 43' N.; long. 37° 50' W. Temperature of air, 78° ; of water, 79°. Winds: *N. E. baffling, E. S. E. First part, light ; middle very light ; latter, pleasant breezes. Dec. 7. Lat. 19° N.; long. 37° 50' W. Barometer, 29.50; temperature of air, 80° ; of water, 79°. Winds: S. E., E., E.S.E.; first and naiddle parts, fresh and squally; latter, pleasant. Dec. 8. Lat. 1G° 20' N.; long. 37° 58' W. Current, 64 miles E.; temperature of air, 80°; of water, 85°. Winds : E. N. E. ; fresh gales and squally. Rainbows, sundogs, wind gulls(?)— everything to make it unpleasant. I liave never found such a current hereabout. I have crossed this latitude some forty or fifty times. I have often, in long. 40° near the equator, found similar currents. Dec. 9. Lat. 14° 30' N".; long. 34° W. Current, 1.4 miles per hour E. ; temperature of air, 79° ; of water, 79°. Winds : E. S. E., E. S. E., E. ; fresh gales and squally. Tide rips. Dec. 10. Lat. 12° 24' N. ; long. 33° 10' W. Current, 0.6 miles per hour E. ; temperature of air, 79° ; of water, 80°. Winds : E., fresh and unpleasant, very heavy sea from S. E. Dec. 11. Lat. 10° 18' N. ; long. 32° 15' W. Temperature of air, 80° ; of water, 80°. Winds : E. S. E., E., E. ; fresh and squally. Tide rips ; found no current. Dec. 12. Lat. 7° 33' N. ; long. 31° 58' W. Temperature of air, 80°; of water, 81°. Winds : E. ; fresh and squally. Dec. 13. Lat. 5° 16' N. ; long. 31° 38' AV. Temperature of air, 82° ; of water, 81°. Winds: E. S. E. and baffling; first part fresh and pleasant, middle and latter, squally. Dec. 14. Lat. 3° 28' N. ; long. 32° 10' W. Temperature of air, 81° ; of water, 81°. Winds : S. S. E. and baffling; light and squally. Dec. 15. Lat. 3° N.; long. 32° W. Temperature of air, 80° ; of water, 80. Calm throughout. This day calm ; with rain, thunder, and lightning. Dec. 10. Lat. 1° 54' K; long. 32° 10' W. Temperature of air, 79°; of water, 79°. Winds: calm, S. E., S. E. First part calm, with thick fog ; middle and latter, light breezes. Dec. 17. Lat. 0° 27' S.; long. 32° 25' W. Temperature of air, 80°; of water, 80. Winds: S. E., light and pleasant. Dec. 18. Lat. 3° 03' S. ; long. 32° 38' W. Tenqierature of air, 80° ; of water, 80. Winds : S. B. by E. S. E., S. E. All this (lay, light and pleasant. KOUTES TO UIO, ETC. 425 Dec. 19. Lat. 5° 43' S. ; long. 32° 88' W. Temperature of air, 80° ; of water, 80. Winds : S. E. by E., i. E., S. E. Light and plea.saut. Dec. 20. Lat. 8° 43' S. ; long. 33° 58' W. Temperature of air, 80°; of water, 80. Winds: S. ]•:. This day pleasant ; I found not the least difficulty in clearing the land. Jan. 15, 1853. Lat. 50° 11' S.; long. G4° 10' W. Temperature of air, 48°; of water 48°. AVinds: south, calm, west. First part light; latter part with rain; saw patches of kelp. Jan. 16. Lat. 52° 21' S. ; long. 63° 50' W. Temperature of air, 46° ; water 48°. Winds : S. W. by W., S. S. W., S. W^. First part, fresh ; middle, fresh gales ; latter, fresh breezes and pleasant. Large schools of whales, two or three hundred or more. Jan. 17. Lat. 52° 40' S.; long. 64° 12' W. Temperature of air, 47°; water 46°. Winds: S. S. W., wost, calm. First part light ; middle very light, with rain squalls. The next passage I make to Cape Ilorn, I will, if possible, keep much nearer the land. If I had been two degrees nearer the land, I have no doubt but what I should have shortened my passage at least five days. SMp Samuel Bussell (J. Limeburner), 19 days to the line from New York, ten days out. Dee. 15, 1851. Lat. 19° 1' N. ; long. 43° 29' W. Wind: E. S. E., fine and pleasant. Dee. 16. Lat. 16° 13' N". ; long. 42° 2' W. Winds: E., E. N. E. ; baffling winds and .squally weather. Dec. 17. Lat. 13° 47' K ; long. 39° 48' W. Wind: E. S. E., strong breezes. Dec. 18. Lat 11° 36' N. ; long. 37° 25' W. Wind : E. N. E. ; strong breezes and rainy. Dec. 19. Lat. 8° 59' K ; long. 34° 47' W. Wind : E. N. E. ; very fine. Dec. 20. Lat. 6° 27' K; long. 32° 31' W. Wind: E. N. E.; fine breezes and squally Aveather. Dec. 21. Lat. 4° 30' X.; long. 30° 38' W. Winds: E. N. E., E. N. E., east; moderate and pleasant. Dec. 22. Lat. 2° 27' N.; long. 30° 30' W. Wind: east; light airs. Dec. 23. Lat. 0° 00'; long. 30° 18' W. Wind: S. E.; moderate breezes; crossed the equator in 18 days and 20 hours from New York. Dec. 24. Lat. 3° 32' S.; long. 32° 18' W. Wind : S. E. by S. ; fine breezes. At 3, passed Fernando de Norouha. Dec. 25. Lat. 7° 9' S.; long. 32° 55' W. Wind: S. E.; strong breezes, with passing squalls of rain. Dec. 26. Lat. 11° 14' S.; long. 33° 12' W. Wind: E. S. E; fine breezes and pleasant. Bark Hazard (Andrew Barstow), New York to Rio, thirteen days out. Dec. 16, 1853. Lat. 20° 11' K ; long. 39° 51' W. Barometer, 30.00. Winds: E. S. E., E., E. N. E. ; fresh breezes and squalls ; ends hazy. Dec. 17. Lat. 16° 54'; long. 38° 31' W. Barometer, 30.00. W^iuds: E. N. E., E. S. E., E.; fresh breezes and squalls ; ends hazy. t)ec. IS. Lat. 13° 55' N. ; long. 37° 12' W. Barometer, 29.9. Winds : E., E., E.; squally from E. S. E. to E. N. E. 54 426 TUE WIND AND CURRENT CHARTS. Dec. 19. Lat. 11° U'N.; long. 35°-i8' W. Barometer, 30.00. Winds: E., E., E.; moderate weather. Dec. 20. Lat. 8° 31' N. ; loug. 34° 49' W. Barometer, 29.9. Winds : E., E., E. ; first moderate, middle and latter fresb. Dec. 21. Lat. 6° 03' ; long. 32° 54' W. Barometer, 29.9. Winds : E., E., E. N. E. ; fresh breezes and pleasant weather. ' . Dec. 22. Lat. 4° 37' N. ; long. 31° 46' W. Barometer, 29.9. Winds : E. N. E., E., E. S. E., a heavy S. E. squall ; middle and latter squally. Dec. 23. Lat. 3° 11' N. ; long. 31° 47' W. Barometer, 29.9. Winds : E. S. E., E. S. E., S. E. ; light airs and cloudy. . . ; . Dec. 24. Lat. 1° 14' K; long. 31° 35' W. Barometer, 29.9. Winds : E., E., S. E. ; midddle heavy ; E N. E., squalls; thunder, lightning, and rain. Dec. 25. Lat. 0° 47' S. ; long. 31° 41' W. Barometer, 29.9. Winds : E., E. N. E., E. ; squalls with thundei', lightning, and rain. Dec. 26. Lat. 2° 20' S.; long. 31° 50' AV. Barometer, 29.9. Current per hour 1 knot, W. Winds: E., E., S. E. ; for 20 hours squalls from N. E., E., to S. S. E. ; thunder, lightning, and rain. Dec. 27. Lat. 4° 20' S.; long. 32° 30' W. Barometer, 29.9. Winds: S. E., S. E., S. S. E.; squally, with much lightning ; tacked several times. Dec. 28. Lat. 6° 36' S. ; long. 32° 32' W. Barometer, 29.9. Winds : S. E., S. E., E. N. E. ; squally, with lightning. . - - . . . , . Dec. 29. Lat. 9° 50' S.; long. 33° IS' W. Barometer, 29.9. Winds: S. E., S. E., E. S. E.; fresh breezes, and pleasant. ..,_.: New Orleans, Ilarch 22, 1853. Sir : Having taken passage in the barque Hazard, of Salem, George M. Pollard, master, for Rio de Janeiro and back to New Orleans, Captain P. requested me to keep an abstract journal, which he received from your agent with a set of Wind and Current Charts, having engaged that it should be sent you on his return to the United States. I now take the liberty of transmitting it to you, with the hope that you may find something therein to repay the examination. I wotdd also take the liberty of making some remarks. It was Captain Pollard's intention to follow in the track to the line that you recommended, as nearly as possible ; but strong southerly winds, soon after leaving New York, drove the barque to the eastward, and when the track was regained, it was impossible to cross the line, as advised, without wasting time in beating to eastward in the Doldrums. Having myself, in 1818, in ship Commerce, of Salem, about same season, crossed the line in about 34° ; and, although a wooden-bottomed ship, passed Pernambuco in 9 days from the line, after making the land 10 or 12 miles to leeward of St. Roque ; I advised Captain Pollard to stand boldly across in 34°, the Hazard being a fast vessel. The result proved as was expected, passing Pernambuco in only 4|_days from the equator, in loug. 34°, notwithstanding falling 20 raifes to leeward of St. Roque. ROUTES TO RTO, ETC. 427 From these examples, and tlie iuformation gathered from traders between Maranham and Eio do Janeiro, I should not hesitate crossing the lino in 3G°, even in a good sailing vessel, feeling confident of beating round St. Roque by making short tacks on soundings which arc very regular, and may be trusted t.\ Off soundings, the current sets very strongly to westward. On my arrival at Bahia, in December, 1818, 1 found that the passage from the latitude of Cape Yerdes \\ as from 10 to 20 days shorter than any other vessels. The conclusion ] tiicn came to was that the best track was 8 to 10° west of the Cape Verdes, passing the equator from 28° and 32° according to season. This is now proved beyond a doubt by your Charts, which are of incalculable benefit to all navigators. I would suggest more particular inquiry about the monsoon, if I m;iy so call it, that prevails along the Brazil coast from N. E. to N. N. E. during January and February, sometimes iu December, which makes it very dif&cult to reach the equator from Eio. Dull vessels are often 30 days or more to Bahia and Pcr- nambuca from Rio, aud should they fall to leeward of St. Augustine, bound north, find it almost impossible to beat around, the currents set so strong to S. W. During the winter months, the prevailing winds are southerly aud S. W., but not so steady and constant as the N. E. in summer. I have added to the Journal an abstract of the Hazard's passage from New York to Rio, in 1851, in 31 days, the shortest ever made by a merchant vessel loaded with a full cargo, or probably than any; also, some memorandums of her six passages from Boston and New York to the equator, showing an average of only 26| days; her tracks being always those which you recommend, and they are very conclusive evidence of the correctness of your advice, if any farther evidence was wanting of its superiority over the old ones. I remain very respectfully. Your obedient and obliged servant, JOHN GARDNER. Lieutenant Maury, U. S. N. National Ohservalury, Wnshuirjton, D. G. . ■ . I have investigated the subject of the so-called monsoons along the coast of Brazil. — See Pilot Chart of the Coast of Brazil. I find none upon a scale for that Chart of 2° of lat. by 1° of long. During some seasons of the year, certain winds are more prevalent than at others, as winds with northing in them in our winter and spring ; but these winds do not partake of the characteristics of monsoons. Farther, iu reply to this very clever letter, I may remark that, though a vessel may occasionally cross the line as far west as 36°, and clear St. Roque, yet all that do get clear without delay, after crossing so far west, may consider themselves very lucky. :...•' Ship Tuscany (Thomas Mayo), New York to San Francisco, twenty-two days out. Dec. 20, 1853. Lat. 21° 58' N.; long. 3-t° 35' W. Barometer, 29.09; temperature of air, 75°; of water, 74°. "Winds : North, N. by E., N. E. ; good breezes ; squalls of wind aud rain, with a heavy sea from N. N. W. Barometer frequently fluctuating a tenth in the course of two hours. 428 THE WIND AND CURRENT CHARTS. Dec. 21. Lat. 19° 30'; long. 34° 15'. Earometer, 29.09; temperature of air, 74°; of water, 76°. Winds : E. N. E., E. by N., E. Tliroughout good breezes, attended witli frequent squalls of rain. At 10 hours 30 min. A. M. observed tide rips, with every indication of a strong current, although we have not experienced any. A confused sea from north. Dec. 22. Lat. 16° 58' K ; long. 33° 40' W. Barometer, 29.09 ; temperature of air, 74° ; of water, 76°. Winds : E. by S., E., E. All of these twenty-four liours, fresh breezes ; first and middle parts squally, with considerable sea from N. N. E.; observed tide rips several times during the day. Dec. 23. Lat. 14° 25' N. ; long. 33° 15' W. Current S. W. by AV. three miles tliroughout. Barometer, 30.00; temperature of air, 76° ; of water, 74°. AViuds: E. by S., E. S. E., E. Fine pleasant weather, with steady trades. - . ■ , ■ . . Dec. 24. Lat. 12° 00' K; long. 32° 44' AA^. Barometer, 29.09; temperature of air, 76°; of water, 75°. AVinds: E., B. by N., E. Eirst part fresh breezes and pleasant, middle and latter parts moderate and cloudy. Dec. 25. Lat. 9° 50' N". ; long. 32° 17' AV. Barometer, 29.08; temperature of air, 76° ; of water, 78°. AVinds : E., E. by N. E. Throughout, moderate breezes, with hazy weather. Dec. 26. Lat. 7° 25' N. ; long. 31° IS' AY. Barometer, 29.07; temperature of air, 76°; of water, 78°. AVinds : E. by N., B. N. E., E. by N. Moderate breezes, with hazy weather. Dec. 27. Lat. 5° 52' N. ; long. 30° 30' AV. Current W. half knot per hour. Barometer, 29.07 ; temperature of air, 78° ; of water, 76°. AA^'inds : E. N. E., E., E. S. E. First part, moderate breezes as per column ; middle and latter parts squally, raining in torrents. Dec. 28. Lat. 4° 46' N. ; long. 30° 12' AV. Current N. AV., half knot per hour. Barometer, 29.06 ; temperature of air, 78° ; of water, 77°. Winds : S. E. to S., S.E. to S. AV., calm. Tliroughout these 24 hours light baflling winds from S. E. to S. AV., with much rain, thunder, and lightning. Dec. 29. Lat. 4° 35' N. ; long. 29° 57' AV. Current N. AV., half knot per hour. Barometer, 29.07 ; temperature of air, 79° ; of water, 78°. AA^inds : calm, E. to S., E. N. E. to S. AV. Squally throughout, with rain, thunder, and lightning, with a confused sea from S. S. E. Dee. 30. Lat. 4° 10' N.; long. 29° 52' AV. Current AV., half knot per hour. Barometer, 29.06; temperature of air, 79° ; of Avater, 80°. AViuds: E. to S., calm. Calm throughout, light baffling winds with rain. Sea from S. S. E. Exchanged signals with British brig Corsair, standing to the northward and eastward. , . , Dec. 31. Lat. 3° 32' N. ; long. 30° 15' AV. Current W., half knot per hour. Barometer, 29.07; temperature of air, 80° ; of water, 80. AVinds : calm, S. S. B., S. E. by S. Squally, with much rain, thunder, and lightning, from S. W. Jan. 1, 1853. Lat. 3° 02' N. ; long. 30° 47' W. Current W. K W., half knot per hour. Barometer, 29.06 ; temperature of air, 7«° ; of water, 79°. AVinds : S. E. by S., S. S. E., S.S. E. Light baffling airs from S. E. to S., Avith much sea from S. S.E. Eain, &c. Jan. 2. Lat. 2° 42'D. 11. ; long. 31° 17' AV. Barometer, 29.07 ; temperature of air, 79° ; of water, 78°. ROUTES TO RIO, ETC. 429 Winds : S. E. by S., S. S. E., S. E. by S. Ligbt airs from S. E. to S., witb frequent rain squalls. Lightning from westward. Jan. 3. Lat. 2° 02' N.; long. 31°-1:2' W. Current, for the la.st 48 hour.?, 35 miles W.N. W. Barometer, 29.0G; temperature of air, "8°; of water, 80°. Winds: S. S. E., S., S. by E. First part, moderate breezes from S. S. E. ; at 7 P. M. tacked to the eastward. p]nds with light airs. Sea from the northward. Jan. -i. Lat. 2° 1(3' N. ; long. 31° 12' W. Current, W. N. W., 20 miles. Barometer, 29.07 ; temperature of air, 77° ; of water, 79°. Winds : S., S. S. E., S. E. by S. Throughout, light breezes, with a very irregular sea from all points of the compass. Jan. 5. Lat. 1° -48' N.; long. 31° u6' W. Current, W. N. W., 15 miles. Barometer, 29.08; temperature of air, 79° ; of water, 80°. Winds: S. E. by S., S. S. E., S. l>y E. Light baffling airs at 9 P.M. I find the current to run at an average rate of 0.7 per hour, for the last five days set W. X. W., true. Jan. 6. Lat. 2° 12' N.; long. 31° 10' W. Current, W. N. W., fifteen miles; barometer, 29.07; temper- ature of air, 80°; of Avater, 80°. Winds: S. by E., S. S. E., S. E. by S.; light breezes from S. by E. to S. E. by S.; ship moving slowly against a head sea and making much drift. Jan. 7. Lat. 1° 46' N. ; long. 31° 37' W. Current, 0.7 knot per hour. Barometer, 29.07; temperature of air, 79° ; water, 82°. Winds : S. S. E., south, S. by W. ; light airs, with a high, irregular sea from S. S. E. ; latter part, calm, bad sea on. Jan. 8. Lat. 1° 18' X.; long. 31° 10' W. Current, 0.7 knot per hour. Barometer, 29.00; tempera- ture of air, 81°; of water, 81°. Winds: calm, S. E., S. E,; first part, calm. At 2 hours 30 min. F.M. wind sprung up from S. E., attended with frequent showers of i-ain. Jan. 9. Lat. 0° 10' X.; long. 31° 47' W. Current, 0.6 knot per hour. Barometer, 29.07; tempera- ture of air, 83° ; of water, 82°. Winds: S. E. by E., S. E. b}- E., E. S. E. ; steady breezes ; every indication of S. E. trades. Jan. 10. Lat. 1° 30' S. ; long. 32° 17' W. Current, 0.4 knot per hour. Barometer, 29.08 ; tempera- ture of au', 83° ; of water, 82°. Winds: S. E. by E., S. E., S. S. E. ; moderate breezes ; stood to the eastward 4 hours. Jan. 11. Lat. 3° 34' S.; long. 32° 46' W. Current, 0.6 knot per hour. Barometer, 29.07; tempera- ture of air, 82° ; water, 81°. Winds: S. E. by S., S. E., E. S. E. Moderate breezes, and a smooth sea. At II hours 30 rain. A. M., saw the island Fernando de Xoronha. Jan. 12. Lat. 4° 53' S.; long. 33° 37' W. Current, 0.9 knot per hour. Barometer, 29.08; tempera- ture of air, 83°; of water, 81°. Winds: S. E., S. E., S. S. E; moderate winds, and pleasant; strong westerly set. Jan. 13. Lat. 6° 36' S. ; long. 33° 58' W. Current, 0.5 knot per hour. Barometer, 29.07; tempera- ture of air, 83°; of water, 82°. Winds: S. E., E. S. E., E. S. E ; steady breezes, and pleasant. Jan. 14. Lat. 8° 21' S. ; long. 34° 24' W. Current, slight, X. W. Barometer, 29.08 ; temperature of air, 82°; of water, 81°. Winds: E. S. E., E., E. S. E. ; steadj' breezes, and pleasant. T have found no (bfficulty in passing St. Augustine, although I crossed the equator in 31° 53'; and this in a vessel that 430 THE WIND AND CURRENT CHARTS. seldom goes over seven knots witliin seven points of tlie wind. In future, I shall not think of crossing east of 30°. Clip})cr Ship Winged Racer (Wm. Ilomans), New York to San Francisco, fourteen days out. Dec. 20, 1852. Lat. 21° 20' N. ; long. 34° 55' W. Barometer, 29.7 ; temperature of air, 76° ; of water, 76°. Wind: E. S. E. Dec. 27. Lat. 17° 53'; long. 33° 37'. Barometer, 29.7; temperature of air, 77°; of water, 76°. Wind: east. Dec. 28. Lat. 14° 14' K ; long. 31° 48' W. Barometer, 29.70 ; tcmpei-ature of air, 76° ; of water, 78°. Wind : E. by N. . Dec. 29. Lat. 10° 14' N.; long. 30° W. Barometer, 29.5 ; temperature of air, 79° ; of water, 79°. Wind : E. by K Dec. 30. Lat. 6° 5' N.; long. 28° 35' W. Barometer, 29.5 ; temperature of air, 81° ; of water, 80°. Wind : E. by N. Dec. 31. Lat. 3° 50' N.; long. 28° 1' W. Barometer, 29.5; temperature of air, 82°; of water, 80°. Winds : first part, B. by K ; middle part, variable, from K E. to S. E. ; latter part, variable. Jan. 1, 1853. Lat. 3° N. ; long. 28° 19' W. Barometer, 29.5 ; temperature of air, 82° ; of water, 80°. Winds : first and middle part, N. to E. ; latter part, S. E. ' Jan. 2. Lat. 1° 55' N. ; long. 29° 44' W. Current, W.N. AV., 30 miles; barometer, 29.5; tempera- ture of air, 82° ; water, 80. Wind : variable. Jan. 3. Lat. 0° 24' S.; long. 31° 32' W. Current, W. N. W., 20 miles ; barometer, 29.5 ; temperature of air, 83° ; of water, 79°. Winds: first part, S. S. E. ; middle and latter part, S. E. At 8 A. M. crossed the equator in long. 31° 16' W., 21 days and 21 hours from New York. Distance sailed, by log, 4,086 miles; by Maury's calculations, 4,115 miles. Jan. 4. Lat. 3° 11' S.; long. 33° 4' W. Barometer, 29.5; temperature of air, 83°; of water, 79°. Winds : first part, S. E. ; middle part, S. E. by S. ; latter part, S. E. Jan. 5. Lat. 6° 38' S.; long. 33° 52' W. Barometer, 29.5; temperature of air, 83°; of water, 79°. Winds : first part, S. E. ; middle and latter part, S. E. by E. ROUTES TO lUO, ETC. 4a 1 New York to Rio. — JANUARY". di.';tances WINDS; VV.W CKNT. Lon gitudo. Course. Total No. Latitude. observii- True. Per cent. .\veragc. Head. SLANTS ruOM Fair. Calms. tioDS. N'd or E'd. S'd or Wd. From 40° 27'N. 74° OO'to 40 27 70 00 E. 182 6.2 193 2.0 6.0 5.0 87.0 2.1 97 .•i8 52 65 00 E.S.E. 249 7.4 266 2.4 5.6 5.6 86.4 0.8 118 38 52 60 00 (Z E. 243 6.7 249 0.9 8.6 10 11.7 83.8 3.4 118 37 14 55 00 E.S.E. 255 7.5 274 2.4 3.2 IV 8.8 85.6 0.0 128 35 35 50 00 E.S.E. 260 8.3 283 3.0 7.0 8.0 82.0 4.5 105 35 GO 48 17 cZ E.S.E. 92 11.4 103 4.4 iJ.Q tv 18.2 75.8 0.0 91 30 00 45 49 S.S.E. 324 12.1 862 1.9 15.2 tv 19.0 68.9 10.0 54 29 44 45 00 E.S.E. 42 25.7 58 8.4 IV 25.2 11.8 49.8 4.2 24 25 20 40 00 S.E. 347 18.6 425 3.3 IV 16.4 8.2 72.1 1.6 61 25 00 89 38 f/ S.E. 34 28.0 43 18.2 8.7 IV 11.0 67.0 8.3 88 20 00 37 16 S. S. E. 324 6.4 844 2.5 5.5 5.5 87.5 0.0 80 15 00 35 00 S.S.E. 824 7.7 348 0.0 tv 15.8 10.5 73.7 0.0 19 10 00 32 53 S.S.E. 324 0.4 325 0.0 w 3.0 0.0 97.0 0.0 88 5 00 30 48 cZ S.S.E. 324 1.6 329 0.0 IV 8.0 0.0 92.0 0.0 25 Equator 80 48 S. 300 0.7 302 0.0 lu 6.6 0.0 98.4 0.0 88 1 00 S. 81 13 S.S.W. 65 3.7 67 0.0 w 15.0 0.0 85.0 0.3 294 2 54 32 00 S.S.W. 123 6.1 180 0.0 IV 28.9 0.0 76.1 0.0 46 5 00 32 52 d S. S. W. 187 5.8 145 0.0 IV 28.6 0.0 71.4 0.0 21 5 OS 33 00 s.w. 12 0.0 12 0.0 0.0 0.0 100.0 0.0 29 7 00 34 00 S.S.W.iW. 186 5.1 143 0.0 w 14.4 0.0 85.5 0.0 28 9 00 j 84 50 s. s. w. 180 5.3 187 2.9 2.9 0.0 97.1 8.0 1 34 Shortest distance to the equator by this route, 3,640 miles. Average distance to be sailed on account of adverse winds, 3,899 miles. The Surprise, in January, 1851, accomplished it in 24 days, and 3,852 miles per log. The courses from 85° N. to 30° N., and from 7° S. to 9° S., run through a part of the ocean that is liable to calms. In the adjacent wind-roses, to the east of these (see Pilot Charts), there is less liability to calms. From New York to the parallel of 25° N., in this month, the south is generally the windward side. Thence to the line it is to leeward. Prefer, therefore, in this month, to cross 25° N. to the E. of 40°, and 7° S. to the E. of 34° ^Y. longitude. S/up John Bertram (F. Lendholm), Boston to San Francisco, sixteen days out. December 28, 1851. Lat. 16° 16' N.; long. 43° 15' W. Current, | of a mile per hour, S. E. Baro- meter, 30.42 ; thermometer, not observed. Winds : E. S. E., E. by N. to S. E., S. E. by S. First part, wind light, and baffling ; a strong ripple on the water like a current. Barometer, rising and falling rapidly through the 24 hours ; in the evening, heavy clouds rising from the W. S. "\V., with sharp lightning; clouds rising all around the horizon, and settling where they started from; latter part, winds light and baffling, weather pleasant. Barometer falling to 30.35, which is not an indication of the N. E. trades. 432 TUE WIND ANU CUKKENT CIIAKTS. Dec. 29. Lat. 16° 51' N.; long. 41° 30' W. Current, during the 24 hours, 22 miles, N. E. Baro- meter, 30.30. Winds: S. E. by S., S. S. E., and S. by E.; liglit breezes, and pleasant weather; middle part, light air and a short chopping sea, ruimiug from the E. N. B., by which I judge the trades are not far off. Latter part, light airs, and cloudy, hazy -weather. Dec. 30. Lat. 16° 47' N.; long. 40° 00' W. Current, during twenty-four hours, nine miles north; barometer, 30.30. Winds : S. by E., variable and calm, S. by W. to S. by E. ; light baffling winds and hazy weather; middle part, light variable airs and calm, with heavy thunder and sharp flashes of lightning; morning pleasant, with light airs from the south; latter part, gentle breezes and appearances of squally weather. Dec. 31. Lat. 16° 13' N. ; long. 38° 39' W. Barometer, 30.35. Winds : S. S. W., S. S. W., and calm; first part, light breezes and si^ually weather; middle part, light airs and cloudy ; latter part, calm with rainy weather. Jan. 1, 1852. Lat. 15° 11' N.; long. 33° 13' W. Current, during twenty-four hours, thirty-nine miles, E. N. E.; barometer, 30.42. Winds : variable airs, calm, and E. S. E. ; first and middle part, light variable airs and calms, with heavy showers of rain; latter i)art, light breezes and squally weather. Jan. 2. Lat. 11° 59' K; long. 38° 13' W. Barometer, 30.40. Wind: S.E. byE.; first part mod- erate breezes and heavy weather; strong rips on the water at times, again very smooth, as though there might be current, but found none ; middle and latter part, fresh and moderate breezes with hazy weather. Jan. 3. Lat. 10° 27' N.; long. 36° 55' W. Barometer, 30.39. Winds: E. S. E., East, and E. N. E.; first part, light breezes and hazy weather; middle part, moderate breezes and hazy ; first appearance of dew in the night ; latter part, fine breezes with pleasant weather and passing clouds. I suppose this to be the first of the N. E. trades; hope I shall not be disappointed this time, as I was eight days ago, in lat. 21° N. Jan. 4. Lat. 7° 49' N.; long. 35° 07' W. Barometer, 30.37. Winds : E. by N., E. by N., and East ; during these twenty-four hours, fine breezes and i:)assing clouds ; quite a heavy dew falling, second night. Jan. 5. Lat. 6° 09' N. ; long. 32° 22' W. Current, during twenty -four hours, twenty-eight miles East; barometer, 30.40. Winds : E. by N., E. N. E., E. N. E. ; first and middle part, moderate breezes and pleasant weather ; latter part, brisk trades and passing clouds. N. B. I have experienced this easterly current two voyages previous to this, at about the same season, and nearly in the same place ; perhaps one, or one and a half degree further east. Jan. 6. Lat. 3° 30' N. ; long. 29° 35' W. Current, during 24 hours, 27 miles, N. N. E. Winds : E. N. E., E. by N., and E. N. E. throughout the.se 24 hours ; brisk breeze, and passing clouds. Jan. 6. Lat. 1° 17' N. ; long. 29° 04' W. Barometer, 30.38. Winds : E. S. E., E. by S., E. S. E. ; first part, light wind, and pleasant; middle part, moderate breezes with passing squalls of rain; latter part, light breeze, and pleasant. Jan. 8. Lat. 00° 47' S. ; long. 30° 02' W. Current, N., 17 miles. Barometer, 30.38. Winds : S. E., S. E. by S., S. S. E. ; first part, light, baffling wind, and squally appearance. At 3 P. M. made St. Paul's ROUTES TO RIO, ETC. 433 Rock, bearing S. "W. J W. ; strong ripplings on the writer ; middle part, moderate breeze and passing clouds. At -111. ,"0™. P. M. the ship was on tlio equator, in long. 29° 40' W. ; 27 days and 16 hours from Boston. Jan. 9. Lat. 3° 01' S. ; long. 31° 01' W. Current, during 2-4 hours, 9 miles, W. Barometer, 30.37. Winds : S. E. by S., S. E. by S., and S. S. E. Throughout light. Jan. 10. Lat. 5° 50' S. ; long. 32° 14' W. Current, 13 miles, S. W. i W. Winds: S. E. by S., S. E., S. E. ; first part, light breeze, and pleasant. At 2 P. M. spoke the English schooner Harriet, 35 days out from St. John, N. F. ; bound to Pernambuco ; reported having crossed the equator in 25° 30' W., and had no calm ; reported also having taken the N. E. trade in lat. of 22° N., and had fresh trades ; his pass- age being only five days longer than mine. I had great curiosity to know how he had been steering with so much difference in the two vessels' sailing ; so much so, that, from the time I could just see him from the deck ahead, until I lost sight of him astern, did not exceed eight hours. I sent my first ofSccr on board with letters to be forwarded to the U. S.; also to gain some information about his passage; the track on his chart showed that he had kept well to the eastward, and had good runs, especially from 22° N., when he first took the trades. [The passage from St. John's to the line ought to be several days shorter than from New York.] Middle and latter part, moderate ti-ade, and pleasant. Captain Curiven, of the Golden WeM, to Lieut. Maunj. Sax Francisco, Aj^ril 29, 1853. Dear Sir : I herewith inclose abstract log of ship Golden West, from Boston to San Francisco. You will perceive that I took the X. E. trades on the Atlantic, in latitude 30° X., and longitude 40° W. ; and that I had them throughout from E. to S. E. ; never to northward of east. Carried them to latitude 00° 53' N. ; longitude, 33° 37' W., when wind hauled to S. S. E., and obliged me to tack, 21 days out. From this time, until January 10 (28 days out), when I crossed the equator, experienced light baffling airs and calms, with strong N. W. current most of the time. Although mine was an unusually bad chance, still, I think that 28 days to the equator would be con- sidered a fair passage by the old route. You will also notice, that from latitude 25° to 22° S. on the Pa- cific, where I should have had S. E. trades — had very light northerly airs and calms — have experienced strong westerly currents from latitude 20° S. to 20° W., in the Pacific. I shall continue keeping an abstract, and will forward the same to you from time to time. Ship Golden West (Samuel R. Curwen), fourteen days out. Dec. 28, 1853. Lat. 19° 48' N. ; long. 38° 27' W. Barometer, 29.90; temperature of air, 80°; of water,* 78°. Winds : E. by S., to S. E. First and middle parts brisk trades, and squaUy with rain ; latter part moderate. Dec. 29. Lat. 15° 47' N.; long. 38° 20' W. Barometer, 30.10; temperature of air, 78°; of water,* * 22 feet below the surface. 55 434. THE WIND AND CUKKENT CHAKTS. 78°. Winds: E. S. E., E. by S., S. E. by E. First part, moderate and pleasant; middle and latter parts, brisk breezes and squally, ^vith rain. No gulf-weed seen to-day. Great numbers of flying-fisli. Dec. 30. Lat. 11° 40' N. ; long. 37° 23' W. Barometer, 30.00; temperature of air, 74°; of water, 76°. Winds: E. by S. to S. E. by E. Brisk trades and passing clouds; squally at times. Dec. 31. Lat. 7° 20' N.; long. 35° 28' W. Current, N. 29° E., 1 J knots per hour. Barometer, 29.90; temperature of air, 78°. Winds : from E. by S. to S. E. by E. tbroughout the day. Strong trades and cloudy; light showers occasionally; going from lOJ to 111 knots. Distance per log, 262 miles. Jan. 1, 1853. Lat. 5° 08' N.; long. 34° 01' W. Current, N. 29° E., U knots per hour. Barometer, 30.00 ; temperature of air, 77° ; of water (22 feet below surface), 79°. Winds: E. S. E., E. S. E. to S. S. E., E. Brisk breezes, and squally appearances ; night squally and baffling, with rain ; ends pleasant, with moderate breezes. Distance per log, 211 miles. Jan. 2. Lat. 2° 33' N. ; long. 32° 56' W. Barometer, 29.90 ; temperature of air, 74°. Winds : E. S. E., S. S. E., S. S. E. Commences moderate and hazy; throughout the middle and latter parts squally, with heavy rain ; much thunder and lightning. Distance per log, 173 miles. Jan. 3. Lat. 00° 53' N. ; long. 33° 37' W. Barometer, 29.90. Winds : S. E. by E., S. E., S. S. E. to S. E. First part squally, with thick rainy weather. At 4 P. M. clear and pleasant ; midnight squally, Avith nnich rain. At 8 A. M., wind S. S. E., tacked to the eastward. Ends moderate and pleasant. Dis- tance per log, 171 miles. Jan. 4. Lat. 00° 20' N.; long. 34° 16' W. Barometer, 29.90 ; temperature of air, 88°. Winds : S. E., E. to S. E., S. S. E. First and latter part, light winds and pleasant ; middle part, squally. At 7 P. M. tacked to the southward G4 miles. Current setting N. 76° W. Distance per log, 137 miles. Jan. 5. Lat. 1° 18' N. ; long. 32° 55' W. Barometer, 29.90 ; temperature of air 81°. Winds : S. S. E., S. by E., to S. E. by S. iloderate and hazy throughout. At 5 P. M. tacked to the eastward. Distance per log, 178 miles. Jan. 6. Lat. 3° 20' K; long. 30° 51' W. Barometer, 29.90; temperature of air, 84°. Winds: S. E. to S. S. E. Moderate throughout, with passing clouds. Standing to eastward 41 miles. Current, sat- ing N. 46° W. Distance per log, 171 miles. Jan. 7. Lat. 1° 52' N.; long. 29° 03' W. Barometer, 30.00; temperature of air, 74°; of water (22 feet below surface), 79°. Winds: S. S. E., N.E. to east, E. N. E. First jiart, light airs and calm; night, squally; much rain, thunder, and lightning; latter part, light airs and cloudy. No observation. Allow the same current as yesterday. Heavy swell from N. E. Tacked to the southward at 6 P. M. Distance per log, 133 miles. Jan. 8. Lat. 2° 06' N. ; long. 30° 25' W. Barometer, 80.00 ; temperature of air, 88°. Winds : S. E. to S. by E. Calm at intervals. Very heavy swell from E. N.E. A two-knot current setting N.N. W. Ship heading easterly. Distance per log, 71 miles. Jan. 9. Lat. 1° 36' N. ; long. 30° 08' W. Currents, N. 29° W., one and a half knot per hour. Baro- meter, 30.00 ; temperature of air, '77° ; of water (22 feet below surface), 80°. Winds : S. to S. S. W., S. to ROUTES TO RIO, ETC. 435 S. S. W., S. E. by E. Light airs throiigliout, witli passing showers. At 2 1'. M. tacked to the eastward, and at i A.M. to the southward and westward. Distance jier h)g, 122 miles. Jan. 10. Lat. 00° 40' S.; long. 32° 02' W. Barometer, 29.!}0; temperature of air, 85°. Winds : S. and S. by E., S. and S. by E., S. S. E., and S. E. by S. First and middle parts, gentle breezes and passing clouds; latter part, brisk wind. No current. Distance per log, 182 miles. Clip2yer Barque Storm (J. J. Roberts), from San Erancisco, ten days out. Dec. 31. Lat. 21° 41' N.; long. 39° 25' W. Barometer, 30.19 ; temperature of air, 76° ; of water, 74°. Winds : E. S. E., E. by S., E. by S. Heavy weather and high seas. Lost fore-topgallant-mast ; shipping whole seas over the bows. Jan. 1, 1853. Lat. 17° 58' N.; long. 38° 13' W. Barometer, 30.20; temperature of air, 78°; of water, 75. Winds : E. by S. Weather, the same as yesterday. Jan. 2. Lat. 14° 20' N.; long. 37° 00' W. Barometer, 30.10; temperature of air, 78° ; of water, 77°. Winds : E. S. E., E. S. E., E. by S. Fresh breezes and fine weather. Jan. 3. Lat. 10° 55' N. ; long. 35° 27' W. Barometer, 30.15 ; temperature of air, 78° ; of water, 77°. Winds : E. by S. nea\y weather and frequent squalls. For the last three days, I notice the barometer falls during the day, and towards night rises again without any material change in the weather. Jan. 4. Lat. 7° 06' ; long. 33° 42' W. Barometer, 29.05 ; temperature of air, 80° ; of water, 79°. AVinds : E. by S., E. by S., E. S. E. ; first and middle parts, heavy weather and squally — barometer very changeable; latter part, more moderate. Jan. 5. Lat. 3° 26' N.; long. 33° 16' W. Barometer, 29.90; temperature of air, 80° ; of water, 80°. Winds : E. S. E., E. S. E., S. E. ; first and middle parts, moderate winds and rainy ; latter part rain and calms; three inches of rain fell in an hour. Jan. 6. Lat. 2° 24' K.; long. 34° 14' W. Barometer, 29.94; temperature of air, 80° ; of water, 80° ; winds: calm, S. S. E., S. S. E., S. S. E. ; first part, fine and calm ; middle, light airs ; latter, light breeze. The foretopmast trestle-trees broke short off, and let the mast down by the run. Jan. 7. Lat. 1° 10' N. ; long. 35° 16' W. Barometer, 29.98 ; temperature of air, 80° ; of water, 80° ; winds, first and middle parts, light and baffling to south, and calms, latter part S. E. Fine Aveather and light airs. Loolcs rather dubious; about clearing Cape St. Roque; however, I shall stand on, and trust to luck. [That's right.] It is ray own fault if I fall to leeward, and get jammed, for I might easily have made more easting by sailing close-hauled. Jan. 8. Lat. 00° 15' S. ; long. 35° 33' W. Barometer, 30.05 ; temperature of air, 82° ; of water, 80°. Winds: S. E. by S., E., S. E. ; first part, light breeze. At 5 V. M. a heavy squall from PI N. E. ; carried away the larboard cathead, from the strain on the jib-guys, and wrung the bowsprit head and cap badly. All the trestle-trees, fore and aft have given away, owing to bad material, and being too light, and I am obliged to be easier with her than I should otherwise have been. Cros.sed the lino in 17 days and 16 hours, from Sandy llook. At 10 A. M. took the trades at S. E. light. 436 THE WIND AND CURRENT CHARTS. Jan. 9. Lat. 2° 1-4' S. ; long. 36° 26' W. Current, J knot per hour, W. Barometer, 30.00 ; tempera- ture of air, 82° ; of water, 80°. Wind: S. E. Fine weather, and light winds ; observed westerly current for the first time. Jan. 10. Lat. 3° 23' S.; long. 30° 29' W. No current. Barometer, 29.90; temperature of air, 81° ; of water, 79°. Winds: S. E., E. S. E., S. E. by E. Fine weather, and moderate breezes. Jan. 11. Lat. 3° 14' S. ; long. 36° 08' W. Current, 1 knot per hour, W. Barometer, 29.93 ; temper- ature of air, 82° ; of water, 79°. Winds: E. S. E., E. S. E., S. E. by E. First part, fresh breeze, and heavy S. E. swell — tacked to N. E., Point Tubarao bearing south, 35 miles distant, at 8 P. M. Latter part fine. Jan. 12. Lat. 1° 25' S.; long. 34° 36' W. Current per hour, 1 mile, N. W. Barometer, 29.90; temperature of air, 81° ; of water, 79°. Winds : S. E. by E., S. E., S. E. ; fine weather and moderate breezes. Jan. 13. Lat. 1° 27' S.; long. 35° 45' W. Barometer, 29.90 ; temperature of air, 82° ; of water 80°. Winds : S. E. by S.; S. S. E., S. E. Light wind, and rain squalls. Jan. 14. Lat. 3° 52' S.; long. 34° 31' W. Current, 1 mile per hour, N. W. Barometer, 29.90; temperature of air, 83°; of water, 79°. Winds: S. E., S. E. by E., S. E. by E. ; fine weather and light breeze ; middle, fresh. Twenty-four days out, and I shall be very well satisfied if I can lay along the coast. Jan. 15. Lat. 5° 55' S. ; long. 34° 4:2' W. Current, same as yesterday. Barometer, 29.90; tempera- ture of air, 84° ; of water, 80.° Wind : E. S. E. ; fine weather and moderate. No sounding with 90 fathoms. Jan. 16. Lat. 8° 10' S.; long. 34° 30' W. Barometer, 29.90 ; temperature of air, 85°; of water, 80°. Winds : E. N. E., E., S. by E. At 2 P. M. made Point Pipa, west, 13 miles distant. The more we draw in shore the more the wind favors us. At midnight, passed within 5 miles of Cape Blanco. [The " Storm" behaved to admiration after she found herself jammed ; she followed her guide, put off beating as long as she could, trusting to chance for a slant of wind. Though she crossed the equator as far as 35° 30' — and which is farther than is desirable, yet in 24 days out, from New York, she was clear of Cape St. Eoque, desjiite that great old phantom of a bugbear, the westerly current.] Flijlnrj CIdlders (J. Dain White), Boston to San Francisco, 1852-3, 12 days out. Dec. 30. Lat. 20° 05' N. ; long. 43° 38' W. Barometer, 30.10. ; temperature of air, 75° ; of water, 77°. Winds : E., E. N. E., E. N. E. ; moderate trades. Dec. 31. Lat. 17° 58' N. ; long. 41° 59' W. Barometer, 30.10 ; temperature of air, 76° ; of water, 77°. Winds : E. N. E., E. E. ; moderate trades. Jan. 1, 1853. Lat. 15° 31' N. ; long. 41° 30'. Barometer, 30.00 ; temperature of air, 77° ; of water, 78°. Winds : E. S. E., S. E., E. ; moderate trades. Jan. 2. Lat. 13° 14' N.; long. 40° W. Barometer, 30.00; temperature of air, 77°; of water, 78°. Winds : E., E., E. N. E. ; moderate trades. Jan. 3. Lat. 11° 10' N.; long. 38° 25' W. Barometer, 30.00; temperature of air, 77°; of water, 78°. Winds : E. N. E., E. N. E., E. ; moderate trades. ROUTES TO RIO, ETC. 437 Jan. 4. Lat. 9° 2-i' N. ; long. 36° 10' W. I'^aroraeter, 30.00 ; temperature of air, 78° ; of water, 78°. Wiucls : E. N. E., E. N. E., E. N. E. ; moderate trades. Jan. 5. Lat. 7° 17' N.; long. 34° 10' W. Barometer, 30.00; temperature of air, 78° ; of water, 78°. Winds : E. N. E., E. N. E., E. N. E. ; moderate trades. Jan. 6. Lat. 5° 19' N. ; long. 33° 08' W. Barometer, 30.00 ; temperature of air, 78° ; of water, 78°. "Winds : S. E., E., E. N. E. ; light breezes with rain squalls. Jan. 7. Lat. 4° 27' N. ; long. 30° 09' W. Barometer, 30.00 ; temperature of air, 79° ; of water, 79°. Winds : N. E., N. E., N. E.; gentle breezes with heavy rain squalls. Jan. 8. Lat. 2° 55' N. ; long. 30° 04' W. Barometer, 30.00 ; temperature of air, 82° ; of water, 80°. Winds: B. S. E., E. S. E., E. S. E. ; first part squally, middle part fresh breezes, latter part calm. Jan. 9. Lat. 2° 14' N.; long. 30° 15' W. Barometer, 30.00 ; temperature of air, 82° ; of water, 80°. Winds: S. W., S. E.; light airs and calm— all around the compass. Jan. 10. Lat. 0° 09' N.; long. 30° 29' W. Barometer, 30.10; temperature of air, 82°; of water, 80°. Winds : S. E., S. E., S. E. ; light trades, with fine weather. Jan. 11. Lat. 2° 38' S. ; long. 31° 30' W. Current, W., 20 miles. Barometer, 30.10 ; temperature of air, 81° ; of water, 79°. Winds : S. E., S. E., S. E. Gentle breezes and clear. Jan. 12. Lat. 5° 04' S. ; long. 32° 50' W. Current, W. N. W., 30 miles. Barometer, 30.00 ; temper- ature of air, 82° ; of water, 80°. Winds : S. E., S. E., S. E. by E. Fine breezes and clear. Ship Bald Eagle (P. Dumaresq), New York to San Francisco. Jan. 16, 1853. Lat. 18° 56' N. ; long. 40° 32' W. Barometer, 29.98 ; temperature of air, 77° ; of water, 76°. Wind light and pleasant, S. \ E., S. by E., S. S. E. Jan. 17. Lat. 16° 13' N. ; long. 40° 7' W. Barometer, 30.04; temperature of air, 70°; of water, 76°. Wind light and pleasant ; braced sharp up ; S. S. E., E. S. E., E. by S. Jan. 18. Lat. 12° 44' N. ; long. 38° 26' W. Barometer, 30.00 ; temperature of air, 70° ; of water, 77°. Wind fresh and pleasant ; braced sharp up ; S. by E., E. by S., E. -J S. Jan. 19. Lat. 9° 49' N.; long. 36° 12'. Barometer, 29.97; temperature of air, 76°; of water, 78°. Wind moderate and pleasant, braced sharp up ; E., E. by S., latter part, east. Jan. 20. Lat. 6° 41' N.; long. 34° W. Barometer, 29.93; temperature of air, 78°; of water, 80°. Wind moderate and pleasant ; braced sharp up ; E., E., E. \ N. Jan. 21. Lat. 4° 19' N. ; long. 31° 50' W. Barometer, 29.90; temperature of air, 80° ; of water, 80°. Wind light; braced sharp up; E. | N., E., E. by N. Jan. 22. Lat. 2°N.; long. 30° 8' W. Barometer, 29.90; temperature of air, 82°; of water, 80°. Wind light through the night ; repeated squalls ; E. by N., E., E. by N. Jan. 23. Lat. 0° 1' S. ; long. 31° 13' W. Barometer, 29.92 ; temperature of air, 82° ; of w^ater, 80°. Light trades, with a few squalls; first part, S. E. by S., S.E. J S., S. E. Crossed the equator; averaged 144 miles per day. 438 THE WIND AND CURRENT CHARTS. Jan. 24:. Lat. 2° 9' S. ; long. 32° 20' W. Barometer, 29,88 ; temperature of air, S2° ; of water, 79°. Light trade-winds, S. E. i S., S. E. by S., S. E. Jan. 25. Lat. 5° 5' S.; long. 83° 30'. Barometer, 29.88; temperature of air, 82°; of water, 79°. Moderate trades, S. E., S. E., S. S. E. Passed to the westward of Fernando de Noronha. Jan. 26. Lat. 8° 22' S.; long. 34° 8'. Barometer, 29.94; temperature of air, 83°; of water, 80°. Moderate trades ; braced sharp up ; S. E. by E., S. E. by E., S. E. i E. Jan. 27. Lat. 11° 27' S. ; long. 34° 37' W. Barometer, 29.90 ; temperature of air, 83° ; of water, 80°. Light trades; checked the braces, and set studding sails, the first chance since leaving New York; E. S. E., E. S. E., E. Ship Eagle (John S. Tarson), from New York to San Francisco, eighteen days out. Jan. 25, 1853. Lat. 20° 01' N.; long. 32° 58' W. Barometer, 30.00; temperature of air, 74°; of water, 72°. Winds : E. by S., E. by N., E. by S. Strong breezes, first and middle, flawy ; latter part, fair. Jan. 2(3. Lat. 16° 43' N. ; long. 32° 10' W. Barometer, 29.94 ; temperature of air, 76° ; of water, 73°. Winds: E. by S., E. by S., E. Fine weather. Jan. 27. Lat. 13° 37' N. ; long. 31° 35' W. Barometer, 29.85; temperature of air, 76°; of water, 73°. Winds : E. N. E., E. by S., E. Fine weather. Jan. 28. Lat. 11° 08' N. ; long. 30° 47' AV. Barometer, 29.86; temperature of air, 77°; of water, 75°. Winds: E. by N., E. N.E., E. by N. Light, with passing clouds from the S. W., and fair. Jan. 29. Lat. 7° 59' N.; long. 30° 16' W. Barometer, 29.90; temperature of air, 81°; of water, 78°. Winds : E. by N., east, E. by S. Moderate and tair ; clouds passing from S. S. W. At 10 A. M. we had the first light shower. Jan. 30. Lat. 4° 13' N.; long. 29° 5' W. Barometer, 29.86; temperature of air, 79°; of water, 79°. Winds fresh, E. S. E. First, cloudy; middle, do.; latter, dark cloudy weather and heavy sea on. Jan. 31. Lat. 0° 46' N.; long. 29° W. Barometer, 29.86; temperature of air, 79°; of water, 76°. Winds : E. S. E., E. by S., E. by S. fi'csh. First, cloudy ; middle and latter, squally, with hard rain occasionally ; latter part, wind variable, from E. N. E. to S. E. Feb. 1. Lat. 1° 36' S.; long. 29° 8' W. Barometer, 29.85; temperature of air, 78°; of water, 78°; Winds : E. to E. N. E., N. E. to S., and E. to N. Variable winds and weather throughout, with dark cloudy weather and frequent liard S(|ualls of heavy rain. At 3 P. M. a large shoal of porpoises going from S. W. to N. E. ; at noon, a whirlwind passed astern of the ship. . SJiqi Tornado (0. R. Mumford), New York to San Francisco, fifteen days out. Jan. 26, 1853. Lat. 22° 30' N.; long. 37° 25' W. Barometer, 30.15; temperature of air, 73°; of water, 74°. Wind : E. by N. during the 24 hours. Moderate breezes and fine weather. Distance, 203 miles. Ends with fresh breezes and fine weather. Jan. 27. Lat. 18° 46' N. ; long. 35° 49' W. Barometer, 29.95 ; temperature of air, 74° ; of water, 75°. ItOUTES TO KIO, ETC. 439 Winds: K. by X., cast, and cast. Frcsli breezes, and cloudy rainy weather. Distance, 242 miles. During the afternoon frequent squalls of wind and rain, which iqijiearcd to rise in the N. K. and S. E., and meet, when the rain came down in torrents. Knds witli rainy wcatlicr. Jan 28. Lat. 15° 16' N. ; long. 33° 53' W. Barometer, 29.99 ; temperature of air, 71° ; of water, 7-4°. Winds during the day east. Fine breezes and squally weather. Strong current riffe. Distance, 238 miles. At 6 P.M. saw a ship bound south, bearing E.S. E., distant 10 miles. Ends with moderate and baflling winds. Jan. 29. Lat. 12° 20' N.; long. 33° W. Barometer, 29.94; temperature of air, 73°; of water, 75°. Winds: E. by S., E. S. E., and E. by S. Moderate breezes and fine weather. Distance, 183 miles. The ship we saw last evening, bearing N. by E., 13 miles distant. Strong current riffs. Ends, moderate bi'eezes and fine weather. Jan. 30. Lat. 9° 43' N.; long. 31° 30' W. Current, 18 miles, N.; barometer, 29.95; temperature of air, 78°; of water, 80°. Winds: E. by N., east, and east. Moderate breezes and fine weather. Distance, 180 miles. At 6 P. M. strong current riff's. Ends with fine breezes and fair weather; southerly sea. Distance sailed this month, by log, 3,532 ; by abstract, from noon to noon, 3,443. Jan. 31. Lat. 5° 58' N. ; long. 30° 11' W. Current, f miles, N. 62° W. Barometer, 29.94 ; tempera- ture of air, 79°; of water, 79°. Winds: E., E. by S., and E. by S. Fine breezes and cloudy weather. Distance, 238. Short heavy sea. Ends, fine breezes and fine weather. Feb. 1. Lat. 1° 56' N.; long. 29° 49' W. Barometer, 29.87 ; temperature of air, 79° ; of Avater, 79°. Winds : E., E. by S., and east. Fine breezes and fine weather. At 4 P. M. discovered a strong westerly current. Ends moderate breezes and fine weather. Feb. 2. Lat. 1° 09' S.; long. 30° 20' W. Current, S. 80° W., Ih mile per hour. Barometer, 29.89 ; temperature of air, 83° ; of water, 81°. Winds : E. by S., E. by S., and E. S. E. ; moderate breezes, and fine weather. At 2 P. M. crossed the equator, in long. 30° 06' W. Ends light airs, inclined to calm. Dist. by log to the equator, 3,989 ; by observation, from noon to noon, 3,804.* Feb. 3. Lat. 2° 41' S. ; long. 30° 40' W. Barometer, 29.88 ; temperature of air, 80° ; of water, 81°. Winds: E. S. E., E. S. E., and S. S. E. ; light airs and squally, with rain ; during the afternoon, wind veer- ing from S. E. to N. E. ; latter part steady, from the S. E. by S. From 11. T. Walter, of the Phantom. We inclose herewith, the banpie Phantom's abstract log, besides a few small collections of sea-weed. I noticed in your peculiar work, the longer the voyage the more information ; ours, for that reason, ought to be acceptable. We have not put down the strength of the current, for the reason we had no opportunity of ascertain- ing its correct rale, and, unless such is done, it is more apt to mislead than to be beneficial. Likewise, our You will please iiute Ihe distance differs but 00 miles, us given iu juur table, fur the month uf January. 440 THE WIND AND CURRENT CHARTS. navigation is omitted, as tlie morning and evening amplitudes differed several degrees. I did not like to mix aberration with variation, as it was only useful for us. Neither have we troubled our readers in the log with our misfortunes ; although, three days from Cape Henry, we lost our jib-booms, gallantmast, etc., besides leaking badly, and hence we were not able at times to keep the vessel by the wind, and were com- pelled to go to eastward of your track, for fear we had to beat, which would have been a bad job without a jib. But we have paid the utmost attention to barometer, thermometer, state of weather, etc. The barque Reindeer, which left the Capes with us, arrived the same day at Rio. I believe she crossed the line in 28° 00'. The brig W. A. Steward, left the Cape three or four days before us; arrived the same day with us; she sighted Fernanda de Noronha, and arrived with us the same day. On an average, vessels which sailed before and with us, had very long passages for the time of the year. The barque Inca, which sailed from Baltimore the 2d of January, arrived some days after us ; her passage is therefore from 80 to 90 days. On the other hand, two vessels left Baltimore after us ; one made the passage in 35, the other in 41 days. Last year, about the same month and date, I found strong winds from E. S. E. to E. N. E. in the same latitudes, where we had this time, W., S. W., and S. winds. I crossed last year, in 20°, in 43°, 9° 40', in 40° 00', and 0"* 15' N., 33° 53' ; tried to beat to windward, between 2° and 3° S., but lost some days for nothing. We then made the land to leeward of Cape St. Roque, and in beating for some days close in shore, weathered the land, having that voyage 57 days to Rio. Shq) Phantom (A. J. Hallett), Boston to San Francisco, seventeen days out. Jan 24, 1853. Lat. 20° 55' N.; long. 42° 00'. No perceptible current; variation observed, 16° W. Barometer, 30.2; temperature of air, 76° ; of water, 75°. Winds: S. E. by E., E. S. E.; gentle breezes and squally, with rain at times. Still heavy clouds lying along in the S. and W. ; unfavorable trades. Jan. 25. Lat. 17° 40' N.; long. 42° 40' W. Heavy ripples; variation observed, 16° W. Barometer, 30.00 ; temperature of air, 76° ; of water, 74°. Winds: E. S. E., S. E. by E., E. S. E. ; squally with rain; with lightning, during the night. Jan. 26. Lat. 14° 10' N.; long. 41° 29' W. Ripples. Variation observed, 15° W. Barometer, 80.00; temperature of air, 77° ; of water, 74°. Winds: E. by S., E. by N., E by N. ; squally weather with rain. Sea very blue and transparent. Doing my best to fetch Cape St. Roque, as I have every confidence in your Wind and Current Charts. Jan. 27. Lat. 11° 20' N.; long. 39° 05' W. Heavy tide rips. Variations observed, 4° W. Baro- meter, 30.00 ; temperature of air, 78°. Wind : E. N. E. throughout. Gentle breezes during the day. Passed several heavy ripples, apparently tide rips; passing clouds during the 24 hours, and smooth sea. Saw plenty of flying-fish. Jan. 28. Lat. 8° 40' N. ; long. 37° 43' W. Variations observed, 3° W. Barometer, 29.8 ; temperature of air, 79° ; of water, 78°. Wind : E. N. E. througliout. Moderate breezes throughout the day, and passing clouds. Saw lots of flying-fish. KOUTES TO KIO, ETC. 441 Jan. 29. Lat. 6° 12' N. ; long. 35° 03' W. Ripples at times. Variations observed, 3° W. ]5arometcr, 29.9 ; temperature of air, 80° ; vrater, 79°. Wind : IS'. K. by E. througliout. Moderate breezes and cloudy, ■ffitli squalls of wind and rain. Jan. 30. Lat. 3° 40' N. ; long. 33° 13' W. Current (if any) to the S. E. Variations observed, 3° W. Barometer, 29.8 ; temperature of air, 80°; of water, 79°. Winds: E., S. E., E. N. E; Gentle breezes througliout the day, with squalls of rain, and smooth sea. Jan. 31. Lat. 0° 40' N.; long. 32° 55' W. Variations observed, 2° W. Barometer, 29.9 ; temperature of air, 78° ; of water, 78°. Winds : E. N. E., E. N. E., N. E. Gentle breezes, and squally. Feb. 1. Lat. 1° 54' S.; long. 31° 55' W. Variations observed, 2° W. Barometer, 29.9; temper- ature of air, 80°; of water, 79. Winds: E., N. E., calm, N. E. by E. First and latter parts, light breezes. Middle calm, with plenty of rain. Feb. 2. Lat. 4° 06' S.; long. 31° 45' W. Variations observed, 2° W. Barometer, 29.8 ; temperature of air, 81° ; of water, 79. Winds: E., S. E., S. E. Light breezes, and squall}', with a smooth sea. Shi]) A. Chlseborough (R. C. Chiseborough), Xew York to San Francisco, thirteen days out. Jan. 26, 1853. Lat. 22° 13' N.; long. 43° 00' W. Barometer, 30.10; temperature of air, 76°; of water, 77°. Winds: S. E. by E., E., E. S. E. First part, strong gales; middle part, with hea\y squalls; latter pleasant. I must here remark that, during the many passages I have made through the so-called X. E. trades, I have never known them to hang so far to the south at this season, in this latitude and longi- tude. [What do the Pilot Charts say ?] Jan. 27. Lat. 20° 03' N. ; long. 41° U5' W. Barometer, 29.90 ; temperature of air, 76° ; of water, 77°. Winds : E. S. E., E. N. E., N. E. by E. First part, strong gales. At 4 P. M. wind changed to E. N. E. ; middle part the same. At 4 A. M. wind fresh from N. E. by E. ; latter part the same, with pleasant weather ; close by the wind. Jan. 28. Lat. 18° 01' X.; long. 39° 30' W. Barometer, 29.90; temperature of air, 77°; of water, 77°. Wind : E. X. E. Heavy rain, squalls throughout. Jan. 29. Lat. 16° 36' X.; long. 38° 15' W. Barometer, 29.70; temperature of air, 76°; of water, 78°. Winds: E. X. E., E. S. E., E. X. E. Begins with moderate breezes and light rain squalls; middle part, light and pleasant. At 2 A. ^I. wind variable from E. S. E. to S. At 10, wind steady at E. X. E. ; latter part, the same. Jan. 30. Lat. 14° 23' X. ; long. 36° 48' W. Current, E. S. E., 24 miles. Barometer, 29.90 ; temper- ature of air, 76°; of water, 78°. Winds: E. X. E., E. S. E., E. S. E. First part, wind light and pleasant; middle and latter parts, light and pleasant. At 2 P. M. wind at E. S. E. I have this day found an easterly set of 1 mile. In my previous voyages across the line, I have often experienced such a current between 5° and 8° north latitude, and 36° and 32° west longitude, but never so far north before. Jan. 31. Lat. 11° 54' X.; long. 36° 22' W. Barometer, 29.80; temperature of air, 78°; of water, 56 4-12 THE WIND AND CUKKENT CHARTS. 78°. Winds : E., E. S. E., E. by S. First part, moderate breezes, and clear ; middle and latter parts vari- able, and inclining to the southward. Feb. 1. Lat. 9° 56' N.; long. 3-4° 56' W. Barometer, 29.80; temperature of air, 79°; of water, 80°. Winds : E., E. by IST., E. N. E. Pleasant breezes, and clear ; at midnight, wind more to the northward and eastward. Feb. 2. Lat. 8° 11' N.; long. 32° 55' W. Barometer, 29.80; temperature of air, 80° ; of water, 80°. Winds: E. by N"., E. N. E., E. N. E. Fine breezes, with light rain squalls, latter part. Feb. 3. Lat. 6° 21' N.; long. 31° 15' W. Barometer, 29.80; temiDcrature of air, 80°; of water, 80°. Winds : E. N. E., E. by N. E. Moderate and light breezes, and pleasant weather, with occasionally rain squalls. Feb. -l. Lat. 4° 35' N. (D. E.) ; long. 29° 50' W. Barometer, 29.70 ; temperature of au-, 82° ; of water, 81°. Winds: E. N. E., do. N. E. Begins with light winds and light rains. Middle, sqiially and rainy; latter part, N. E., wind with light rain and every appearance of losing the trades. Feb. 5. Lat. 3° 08' N. ; long. 28° 40' W. Barometer, 29.80 ; temperature of air, 80° ; of water, 81°. Winds : N. E., E., E. N. E. Winds light and variable, with heavy rain squalls during the first and middle ; latter part clear and steady. Feb. 6. Lat. no obs. ; long. 28° 30' W. (D. E.). Barometer, 29.70 ; temperature of air, 80° ; of water, 80°. Winds: E.S.E., calm, S.E. First part, light airs ; middle part, heavy; 2 A.M. a light breeze. Ends moderate with passing clouds. Barometer, 29.70 to 29.95. Feb. 7. Lat. 1° -10' N. ; long. 28° 20' W. (D. E.) Barometer, 29.70 ; temperature of air, 80° ; of water, 81°. Winds: E. S. E., calm. Begins with a moderate breeze and cloudy. Middle and latter parts, calm with light rain. Feb. 8. Lat. 1° 39' N". ; long. 29° -40' W. Barometer, 29.70 ; temperature of air, 80° ; of water 81°. Winds: variable, calm, S. E. Begins with light airs from S. E. to S., with light rain squalls. Ends with light airs and clear. Feb. 9. Lat. 1° 07' N.; long. 31° 15' W. Barometer, 29.90; temperature of air, 82° ; of water, 81°. Winds : calm, S. S. W., S. S. W. At 8 P. M. light breeze with rain. Midnight clear. Ends moderate and clear. At noon tacked to the eastward. Feb. 10. Lat. 0° 30' N. ; long. 31° 14' W. Barometer, 29.80 ; temperature of air, 83° ; of water, 82°. Winds: S. S. W., to S. S. W., S.E. Commences light and clear; 8 P.M. tacked to westward. At 1 A.M. squally with rain, wind light and variable. Ends light and steady. Feb. 11. Lat. 1° 11' S. ; long. 31° 28' W. Barometer, 29.80 ; temperature of air, 82° ; of water, 82°. Winds : S. E., S.E. by E., do. Light winds and clear. Crossed the equator at 9 h. 20m. P.M. ; long. 31° 20' ; 80 days from Sandy Hook. Feb. 12. Lat. 3° 16' S. ; long. 31° 49' W. Barometer, 29.70 ; temperature of air, 82° ; of water, 82°. Winds : S. E. hj E., do., S. E. First and middle parts, light and pleasant ; latter moderate. Feb. 13. Lat. 5° 42' S. ; long. 33° 12' W. Barometer, 29.90 ; temperature of air, 82° ; of water, 82°. liOUTKS TO HIO, ETC. 443 Winds: S. K. by S., S. E. by E., do. Moderate breezes aud clear. 1 h. ?>0 m. P. M. made tlie island Fernando do Noroului, bearing per coinp. S. W. 45 miles; passed witliiii six miles of it. iShip Esther, Boston to San Francisco. Jan. 26, 1853. Lat. 19° 05' N. ; long. 37° 50' W. Variation, 11° westerly. Barometer, 29.40; temperature of air, 74° ; of water, 75°. "Winds: E., E. N. E., and E. N. E. First part, sc|ually ; latter part, strong breeze. Jan. 27. Lat. 1(3° 08' N.; long. 3(5° 22' W. Variation, 14° W. Barometer, 29.40; temperature of air, 74° ; of water, 75. Winds : E. N. E., N. IST. E., and E. by N. Fine breezes, a squall from the S. S. W. at midnight. Jan. 28. Lat. 13° 48' N. ; long. 35° 15' W. Barometer, 29.30 ; temperature of air, 74° ; of water, 75°. Winds: E., E. by S., and E. by S. Light breezes and pleasant weather. Jan. 29. Lat. 11° 40' N. ; long. 34° 25' W. Temperature of air, 76° ; of water, 77°. Winds : E., and E. by S. Light breezes, with si^ualls fri)m the south. ' ■ . - Jan. 30. Lat. 9° 56' N. ; long. 32° 35' W. Temperature of air, 77° ; of water, 78°. Wind : E. N. E. throughout. Light breezes. Jan. 31. Lat. 7° 25' ; long. 31° 05' W. Temperature of air, 79° ; of water, 80°. Wind : E. N. E. throughout, fresh breezes and cloudy, with occasional rain. Feb. 1. Lat. 4° 40' N.; long. 30° 05' W. Barometer, 29.30; temperature of air, 79°; of water, 80°. Winds : E. by S., E. N. E., and E. N. E. Moderate, with squalls ; a heavy head sea. Feb. 2. Lat. 2° 04' N.; long. 30° 00' W. Current, 18 miles, N. W. Variation, 11° AV. Barometer, 29.40; temperature of air, 81° ; of water, 80°. Winds: east, east, and X. E. Pleasant breezes, all sail set. I think I have shortened my passage to the equator ten days by following ^Maury's Directions, or Chart. Feb. 3. Lat. 00° 15' K.; long. 30° 10' W. Current, 20 miles, W.K W. Barometer, 29.40; tem- perature of air, 81°. Winds: east, E.N. E., and E. by N. Pleasant breezes. Feb. 4. Lat. 1° 25' S.; long. 31° 00' W. Current, 15 miles, west. Variation, 8° W. Temperature of air, 80° ; of water, 81°. Winds : E. S. E., S. E., and S. E. by S. First part, light breezes ; middle part, heavy squall ; latter part, fresh. Feb. 5. Lat. 3° 20' S.; long. 32° 05' W. Current, 15 miles, west. Barometer, 29.40; temperature of air, 80°; of water, 81°. Wind: S. E. by S. throughout; pleasant breezes. Feb. 6. Lat. 5° 45' S.; long. 33° 05' W. Barometer, 29.40; temperature of air, 81° ; of water, 81°. Wind: S. E. by E.; pleasant breezes. At 6 P. M. passed the Island of Fernando de Noronha, about 6 miles to leeward of it. Ship Masconoma (A. D. Colib), Boston to San Francisco, 21 daj-s out. Jan. 27, 1853. Lat. 19° 18' N. ; long. 31° 11' W. Current per hour, three-quarter knot, south. Baro- 444 THE WIND AND CURRENT CHARTS. meter, 29.00; temperature of air, 68° ; ofAvater, 73. Winds: east; variable, E. by S. Strong winds, witli lieavy squalls in middle part. Jan. 28. Lat. 17° 17' N.; long. 29° 22' W. Current, three-quarter knot, S. W. Barometer, 29.00; temperature of air, 70° ; of water, 72°. AVinds : E. by S., E. N. E., E. N. E. First part, strong winds, witli frequent rain squalls ; middle and latter parts, steady breezes, witb fme weather. Jan. 29. Lat. 16° 15' N. ; long. 28° 13' W. Barometer, 29.50 ; temperature of air, 72° ; of water, 73°. "Winds: E. by N., east, E. by N. Moderate breezes. Jan. 30. Lat. 11° 07' N. ; long. 27° 22' W. Current, half knot, S. S. E. Barometer, 30.00 ; tempera- ture of air, 73; of water, 73°. Winds: E. by IST., east, do. First part, light variable airs; middle, mode- rate; latter, strong winds, with a heavy N.E. swell. Saw a number of sperm whales. Jau. 31. Lat. 11° 34' N".; long. 25° 35' W. Barometer, 30.00; temperature of air, 72°; of wtiter, 75°. Winds : E., E. by N., E. by N. ; strong wind and cloudy, with passing squalls. Feb. 1. Lat. 8° 39' N. ; long. 23° 45' W. Barometer, 29.00 ; temperature of air, 75° ; of water, 77°. Winds: E. by N., E. by N., E. N. E. ; first part strong breezes and cloudy; middle light with rain squalls ; latter, fine breezes ; pleasant weather. Feb. 2. Lat. 5° 55' N. ; long. 23° 13 'W. Current, I knot, S. Barometer, 28.50 ; temperature of air, 77°; of water 78. Winds : E. N. E., E. N. E., E. N. E.; pleasant breezes. Feb. 3. Lat. 4° 29' N.; long. 22° 42' W. Current, \ knot, S. S. E. Barometer, 28.50; temperature of air, 78°; of water, 78. Winds: N. E., E. by S., N. E.; light winds, and pleasant. Feb. 4. Lat 3° 38' N.; long. 22° 15' W. Barometer, 28.00; temperature of air, 78°; of water, 80°. Winds: N. N. E., S. E., S.; first part light winds, and cloudy; middle and latter light, variable winds, with rain. : Feb. 5. Lat. 3° 13' K; long. 22° 25' W. Barometer, 28.00; temperature of air, 78; of water 80°. Winds: N. by E., N. E., E.; light and variable, rain, tlmnder and liglilning. Feb. 6. Lat. 2° 39' N.; long. 22° 35' W. Barometer, 28.00; temperature of air, 78° ; of water, 80°. Winds: IST. N. E., S. E., N. E. ; wind and weather, the same as yesterday. Feb. 7. Lat. 1° 55' N.; long. 22° 47' W. Barometer, 28.00; temperature of air, 78° ; of water, 79°. Winds: N. N. E., E., N. N. E. ; light and variable, and calm; abundance of rain. Feb. 8. Lat. 1° 44' N. ; long. 22° 47' W. Current, 1 knot, N. N. E. Barometer, 28.82 ; temperature of air, 78°; of water, 79°. W^inds: E., N. W., S. W. byS. ; light airs, and calm. Having good observations find a N. E. current, during the last ibur days, but owing to unsteadiness of winds, cannot determine the amount. Feb. 9. Lat. 1° 26' N.; long. 23° 10' W. Current, -J knot, N. W. Barometer, 28.82; temperature of air, 75°; of water, 79°. Winds: S. S. W., S., S. by W.; light baffling airs, and clear. Feb. 10. Lat. 0° 37' N. ; long. 24° 57' ^Y. Current, 1 knot, W. Barometer 28.83 ; temperature of air, 78°; water, 78°. Winds: S., S. by E., S. by E. ; light wind, and fine weather. Feb. 1 1 . Lat. 0° ;58' S. ; long. 25° 25' W. Cnrnuit, \ Icnot. S. W. Barometer, 29.00 ; temperature of ROUTES TO RIO, ETC. 445 air, 78° ; of water, 79". Winds: S. S. E., S. E. hy E., S. E. by E. ; first, and middle parts light wind, latter part calm. Feb. 12. Lat. 1° 39' S.; long. 26° 42' W. Current, .? knot, S. W. Barometer, 29.00; temperature of air, 80° ; of water, 81°. Winds: S. E. by S., S. by E., S. by E.; light wind, and pleasant. Feb. VS. Eat. 2° 47' S. ; long. 28° 22' W. Barometer, 28.90 ; temperature of air, 81° ; of water, 81°. Winds: S. by W., S. by W., S. by E. ; light winds and pleasant. I find the old route bad ; shall try the new next time. [We are determined to purchase this conclusion by your own experience.] Eeb. 14. Lat. 4° 9' S.; long. 29° 12' W. Barometer, 28.85; temperature of air, 81°; water, 81°. Winds: S., S. by E., S. S. E. ; light winds and fine weather. Barometer rises and falls about ,''„ since we passed 6° N. ; rising in the morning and falling about 4 or 5 P. M. [See what Roberts, of the Storm, p. 435, says about it in north lal.] X'ew York to Bio. — FEBRUARY. DIST.\NCES. ■WINDS; PER CENT. Lor igitude. Course. Total Latitude. Xo. ob- True. Per cent. Average. Head. SLANTS FROM Fair. Calms. serva- tions. NM or E'd. SM or Wd. From 40° 27' N. 74° 00' w. to 39 11 70 00 E.S.E. 199 5.1 209 1.3 7.3 5.9 85.5 6.2 303 37 33 65 00 E.S.E. 256 2.7 263 0.0 5.7 2.3 92.0 4.5 87 35 53 00 00 E. S. E. 263 1.2 280 7.0 9.0 6.0 84.0 1.0 100 35 53 55 00 d E. 243 7.2 260 3.0 5.0 4.0 88.0 1.0 100 35 00 53 12 E. S. E. 144 5.7 151 1.3 12.2 14.8 78.4 4.0 74 33 21 50 00 S.E. 225 0.0 225 0.0 0.0 0.0 100.0 3.5 28 32 54 48 13 E.S.E. 98 2.1 100 0.0 5.5 5.5 88.9 0.0 18 30 00 45 00 S. E. 240 3.8 249 0.0 5.5 11.1 83.4 0.0 18 25 38 40 00 d S.E. 372 0.0 372 0.0 0.0 0.0 1000 0.0 20 25 00 40 00 S. 38 11.5 42 3.7 14.8 7.4 74-1 18.2 e 27 20 00 37 45 S.S.E. 324 9.3 354 4.8 1.6 3.2 90.3 3.1 62 15 00 35 35 S. S. E. 324 1.6 329 0.0 w 8.0 0.0 92.0 0.0 25 10 00 33 28 S.S.E. 324 0.0 324 0.0 0.0 0.0 100.0 0.0 31 5 00 31 23 d S.S.E. 324 0.0 324 0.0 0.0 0.0 100.0 5.3 e 18 Equator 31 Tid s. 300 3.7 311 0.0 IV 14.7 0.0 85.3 2.7 108 1 00 S. 32 00 S.S.W.fW 72 6.1 76 0.0 w 19.0 0.0 81.0 1.7 289 3 00 32 50 s.s.w. 130 6.5 138 0.0 10 21.6 0.0 78.4 0.0 28 3 24 33 00 s. s. w. 26 0.0 26 0.0 0.0 100.0 0.0 9 5 00 40 s.s.w. 104 3.0 107 0.0 w 25.0 0.0 75.0 0.0 12 7 00 33 40 d s. 120 0.0 110 0.0 0.0 0.0 100.0 0.0 11 7 48 34 00 s. s. w. 52 0.0 52 0-0 0.0 0.0 100.0 0.0 22 9 00 34 30 S.S.W. 78 5.2 82 0.0 IV 13.0 0.0 87.0 0.0 23 Shortest distance to the equator by this route, 3,674 miles. Average distance to be sailed on account of adverse winds, 3,793. The route for this month is the most favorable. In no part of it is the average of winds that are entirely fair, le.ss than 74 in 100 ; and generally the northern or larboard side is the windward side. The 446 THE WIND AND CURRENT CHARTS. passage to the line has been frequently made by vessels that have followed this route, in 19 and 20 days, and even in 17 days. Ship Luchiow (D. Plumer), Boston to California, fourteen days out. January 2'J, 1853. Lat. 19° 59' N.; long. 35° 22' "W. Barometer, 30.00; temperature of air, 74°; of water, 70°. Winds: E. by N., east, E. by S. Brisk trade-winds, and cloudy, with occasional rain squalls, duriu'T which the wind invariably hauls two or three i^oints to the S. E. Barometer at a stand. Jan. 30. Lat. 10° 11' N. ; long. 34° 18' W. Barometer, 30.00 ; temperature of air, 72° ; of water, 75°. Winds: E. by S., bafQing, in squalls to S. E., throughout. Brisk breezes, and cloudy, with frequent squalls from S. E., and showers of rain throughout. Jan. 31. Lat. 13° 05' N.; long. 33° 21' W. Barometer, 30.00; temperature of air, 73°; of water, 76°. Winds : E. by S., E. by S., east ; iirst and middle parts, strong breezes, with frequent squalls ; latter part, fresh breezes, and pleasant. Saw an unusual number of flying-fish. Feb. 1. Lat. 10° 06' K; long. 31° 50' W. Current, 10 miles, east. Barometer, 29.92; temperature of air, 76° ; water, 79°. Wind east. Fine breezes and cloudy, with occasional light showers. Feb. 2. Lat. 7° 19' N.; long. 29° 40' W. Barometer, 29.90; temperature of air, 78°; of water, 79°. Wind E. by N. ; fine trades, and hazy ; strong tide rips at times, but found no current. Feb. 3. Lat. 4° 34' N. ; long. 28° 04' W. Current, 24 miles, S. 42° E. Barometer, 29.86 ; tempera- ture of air, 80°; of water, 81°. Wind E. by N. Light trades, and pleasant; sea unusually smooth; some tide rips. ■ • Feb. 4. Lat. 2° 55' K. ; long. 28° 01' W. Barometer, 29.85 ; temperature of air, 81° ; of water, 81°. Winds : E. by S., E. S. E. by S. Light air from east to S. S. E ; baffling, with calms, and light rain squalls. Feb. 5. Lat. 1° 31' N.; long. 28° 39' W. Current, 27 miles N., 57° E. Barometer, 29.84 ; tempera- ture of air, 82° ; of water, 81°. Winds : S. E. by S., S. E. by S., S. S. E. Light airs from S. E. to S. S. E., and pleasant ; sea very smooth. Feb. 0. Lat. 0° 06' N. ; long. 30° 33' W. Current, 15 miles, west. Barometer, 29.62 ; temperature of air, 81° ; of water, 80°. Winds : S. S. E., S. S. E., S. by E. Light airs from S. S. E., and pleasant, first and middle parts. At midnight, being, by account, up with St. Paul's, and having the water unusually smooth, suppose we passed to leeward of it, very near ; but, being rather hazy, saw nothing. Latter part, brisk breezes, and pleasant, but a little too far to the southward to suit me; but I trust the wind will be a little farther to the eastward before long. Strong tide rips through the night. Feb. 7. Lat. 1° 07' S.; long. 31° 32' W. Barometer, 29.84; temperature of air, 81°; of water, 80°. Winds : southward, east, S. by E., S. by E., south and S. S. E. Moderate breezes, and pleasant. At 1 hour 30 min. P. M. crossed the equator, just 22 days from Boston Light, on the meridian of 30° 40' W., having sailed, by log, 3,808 miles, and courses made good, 3,782. [No circumstance, not even the actual perform- ance of the passage within a given time, tends so strikingly to prove the correctness of the data upon which these Charts are founded, and the accuracy of the calculations derived from them. Taking into account ROUTES TO HIO, ETC. 447 tlio dotour which a ship has to make on account of licaJ winds, tlic distance to he saik;d is calculated. The Lucknow tries it, and her distance sailed diiVers only Id inil(>s from the computed distance.] At 8 tacked to the eastward, and at noon to S. AV. Feb. 8. Lat. 2° 37' S.; long. 32° 33' W. Barometer, 29.82 ; temperature of air, 82° ; of water, 81°. Wind : S. S. E. Light airs from S. by E. to S. K. ; standing to the southward and westward ; weather fine, and sea smooth. Feb. 9. Lat. 4° llj' S.; long. 33° 2i' W. Current, 20 miles S., 02° W. Barometer, 29.87 ; tempera- ture of air, 81° ; of water, 81°. "Winds : S. E., S. E. by E., S. E. Light airs tliroughout, with the exception of a brisk breeze for an hour or two after sunrise. Passed the Eoceas without seeing them, but saw thousands of birds which I have noticed before in this vicinity. Bark Falcon (.John A. Phipps), Boston to Canton, thirteen days out. Jan. 28, 1852. Lat. 20° io' N.; hrag. 42° 22' W. Current, one mile per hour, N. N. W. J AV. Bar- ometer, 30.40 ; temperature of air, 72° ; of water, 72°. "Winds : E. S. E. scpially, tlie wind flying from S. E. " to E. by S. I had rather take my chance on the N. E. tack at present; if it was winter, I sliould think otherwise. Jan. 29. Lat. 28° 14' N.; long. 41° 20' W. Current, one-quarter of a knot per hour, W. i S. Baro- meter, 30.50; temperature of air, 70°; of water, 71°. Winds: E. S. E., S. E., S. E. by E.; strong breezes and hard squalls ; wind hauling from S. S. E. to E. S. E. with a high shar2o sea. I have been eighteen years master of a ship iu about this same track, and never experienced the like before. Jan. 30. Lat. 29° 56' N. ; long. 39° 42' W. Current, one knot per hour, N. W. Barometer, 30.45; temperature of air, 09°; of water, 68°. Winds: E. S. E., E. S. E., S. S. E.; begins good breezes and the same squalls of wind. Jan. 31. Lat. 30° 10' X.; long. 38° 32' W. Cm-rent, three-quarters of a knot per hour, X. W. by W. Barometer, 30.45; temperature of air, 6S° ; of water, 08°. Winds: S. S. E. South, S. by W.; during these twenty-four hours unsteady, with some squalls. Feb. 1. Lat. 30° 29' N.; long. 37° 36' W. Current, three-quarters of a knot per hour. North; baro- meter, 30.45 ; temperature of air, 68° ; of water, 09°. Winds : S. S. E., South, calm ; baffling winds and very light airs ; some calms. I have been both sides of the January track, and find it all alike this time. Feb. 2. Lat. 30° 22' N. ; long. 37° 39' W. No current. Barometer, 30.40 ; temperature of air, 09° ; of water, 69°. Winds : calm, calm, E. S. E. ; first and middle parts calm, with a high swell ; ends with light airs. I made up my mind to try your track this time ; have been on it, to the westward and eastward of it, and have made up my mind that the old and new are all alike just now. Bad luck follows me so far. Feb. 3. Lat. 27° 47' N.; long. D. R. 37° 53' W. Barometer, 30.40; temperature of air, 68°; of water, 69°. Winds: S. E., S. E., S. E.; strong winds and hard squalls; hard luck this. Feb. 4. Lat. 24° 53' N. ; long. 38° 31' W. Barometer, 30.40 ; temperature of air, 71° ; of water, 72°. Winds : S. S. E., S. E., S. E. ; brisk breezes with some squalls ; all sails set. 448 THE WIND AND CURRENT CHARTS. Feb. 5. Lat. 21° 53' N. ; long. 37° 27' "W. Current, W. N. W., three-quarters of a knot per hour. Barometer, 30.35 ; temperature of air, 72° ; of water, 72°. Winds : E. S. E., E. by S., E. S. E. ; strong breezes and squally ; close hauled by the wind ; baffling in squalls. Feb. 6. Lat. 18° 37' N. ; long. 86° 13' W. Current none. Barometer, 30.30 ; temperature of air, 73° ; of water, 72°. Winds: E. S. E., E. by S., E. by S. ; strong winds and flawey; sharp on a wind. Feb. 7. Lat. 15° 19' N. ; long. 34° 41' W. Barometer, 30.25 ; temperature of air, 73° ; of water, 74°. Wind: E. by S.; first and middle parts, strong breezes; latter part, more moderate. Passed through several tide rips. Feb. 8. Lat. 12° 19' N. ; long. 33° 21' W. Current, W. h N., U knots. Barometer, 30.20 ; tempera- ture of air, 74° ; of water, 75°. Winds: E., E. I S., E. by S ; brisk breezes and hazy. I Feb. 9. Lat. 9° 30' N.; long. 31° 37' W. Current, N., | knot. Barometer, 30.20; temperature of air, 75°; of water, 7G°. A\"ind E.; good breezes and hazy. Feb. 10. Lat. 6° 59' N.; long. 29° 16' W. Barometer, 30.10; temperature of air, 76° ; of water, 77°. Winds: E., E. liy N., E. by N.; brisk bi-eezes, all sail set by the wind. Feb. 11. Lat. 4° 24' N. ; long. 27° 30' W. Current, N., f of a knot. Barometer, 30.10 ; temperature of air, 78° ; of water, 78°. Wind : E. N. E. ; fine breezes. This day is the first of the N. E. trades with any northing in it. [You should have made a south course good.] Feb. 12. Lat. 1° 24' N.; long. 26° 46' W. Current, N. W., A knot per hour. Barometer, 30.10; temperature of air, 79° ; of water, 80°. Winds: E. by N., E., E.; fine breezes. Feb. 13. Lat. D. R. 00° 24' N.; long. 26° 40' W. Barometer, 30.10; temperature of air, 79° ; of water, 80°. Winds: E., S. E., S. E. At 2 P. M. lost the trade-wind; remainder of the day light airs and variable. [29 days to the line, is not so bad after alL] Feb. 14. Lat. 01° 10' S.; long. 27° 37' W. Current, S. S. W., 1 knot. Barometer, 30.10 ; tempera- ture of air, 81° ; of water, 80°. Wind variable from E. N. E. to S. by E. ; light baffling winds, calm at times. [The chances arc, that, further west, you would have escaped those calms to a considerable degree at least.] SJiip Astrca (Charles 11. Gerrish), New York to San Francisco, 1853, 25 days out. Jan. 27. Lat. 20° 19' K ; long. 31° 53' W. Current, S. 22° E., i knot per hour. Variation, 12° 45' W. Barometer, 29.7; temperature of air, 73° ; of water, 73°. Winds: E. N. E., E., E. N. E.; first part, fresh gales thick and squally ; middle, more moderate ; latter, strong breezes and squally. Jan. 28. Lat. 17° 40' N. ; long. 31° 02' W. Barometer, 29.6 ; temperature of air, 73° ; of water, 75°. Winds : E. by N., E. N. E., E. N. E. Jan. 29. Lat. 16° 27' N. ; long. 30° 31' W. Barometer, 29.7; temperature of air, 74°; of water, 74°. Winds : E. N. E., E. by S., E. by N. ; first part, moderate steady trades ; middle and latter, clear and pleasant. Jan. 30. Lat. 14° 10' N. ; lopg. 30° 04' W. Barometer, 29.7 ; temperature of air, 74° ; of water, 74°. Winds : E. N. E., E. S. E., E. N. E. ; first part moderate ; middle and latter, thick and squally. KOUTES TO KIO, ETC. 449 Jau. 31. Lat. 11°20'N.; long. 29°5' W. Variation, 9° 57' W. Barometer, 29.60 ; temperature of air, 70° ; of water, 7(')°. Winds: E. by N., E. N. E., E. N. E. Fresh gales and squally tliroughout. Feb. 1. Lat. 8° 45' N.; long. 28° W. Barometer, 29.60; temperature of air, 77°; of water, 79°. AVinds: E., E. K E., and E. K E. First part, fresli gales and cloudy squally weather ; middle and latter part, sharp squall ; under double reefs. Feb. 2. Lat. 0° 30' N.; long. 27° -i' W. Barometer, 29.G0; temperature of air, 79°; of water, 80°. Wind : E. N. E. First part, strong breezes and cloudy ; middle aud latter part, moderate and pleasant. Feb. 3. Lat. -1:° 22' N. ; long. 26° 43' W. Barometer, 29.60 ; temperature of air, 79° ; of water, 80°. Winds : east, E. by S., and east. Pleasant breezes and clear weather. Feb. 4. Lat. 3° 29' 2^.; long. 26° 34' W. Barometer, 29.60; temperature of air, 79°; of water, 80°. Winds : east, southerly, S. E. All sorts of wind and weather, with rain during the latter part. Feb. 5. Lat. 3° 9' K; long. 26° 40' W. Barometer, 29.IJ0; variation, 8° W.; temperature of air, 79° ; of water, 80°. Winds : S. E., S. S. E., E. N. E. Light airs, and thick squally weather ; middle part, rain. Feb. 6. Lat. 2° 12' N. ; long. 26° 45' W. Barometer, 29.60 ; temperature of air, 81° ; of water, 80°. Winds : E. by N., S. E., S. S. E. Light breezes, and thick cloudy weather. Feb. 7. No observation. Barometer, 29.00; temperature of ab-, 80°; of water, 80°. Wiuds: S. E. south, and S. S. E. Light variable aii-s and calms, with thick rainy weather. Feb. 8. Lat. 1° 46' N. ; long. 27° 14' W. Barometer, 29.50 ; temperature of air, 82° ; of water, 81°. Winds : south, calm, S. S. W. Light variable airs and calms, with rainy weather. Feb. 9. No observation. Current, S. 45° ; E. 12 miles. Barometer, 29.50 ; temperature of air, 81° ; of water, 80°. Wiuds : south, S. S. E. and S. E. First part, light airs and calms, and cloudy. Lowered a boat to try the current, and found it to be as mentioned above. Feb. 10. Lat. 1° N.; long. 27° 50' W. Current, 10 miles, N. W. Barometer, 29.50; temperature of air, 82°; of water, 80°. Wind: S. S. E., S. E., S. E. Light aii-s and pleasant weather. Tried the current again with a boat. This satisfies me that there is a current hereabout that changes its set as often as once in 24 hours. " I have frequently noticed, when lying becalmed for two or three days at a time, within two or three days north and south of the line, and east of long. 30° W., that the shi^) would be set from 10 to 20 miles N. W. one day, aud the next day as many miles to the S. and E." I have also noticed a strong easterly current to the E. of 24° 30' west longitude, but never noticed auy westerly set there. Ends pleasant. . . Feb. 11. Lat. 18' N. ; long. 27° 52' W. Barometer, 29.60 ; temperature of air, 82° ; of water, 80° ; Winds : S. E., S. E. by S., S. E. Light variable airs, and pleasant. [Compare this with the Lucknow, p. 446. She was from New York also, but she had 14 days to the parallel of 20° N., which she crossed 3^ degrees west of where the Astrea crossed it. From this parallel to the equator, the western ship had 8, the eastern 15 days. Now compare their tracks with the route per table for February, and see which of the two were following most closely the Sailing Directions:] 57 450 THE WIND AND CUKRENT CHARTS. Feb. 12. Lat. 35' S. ; long. 28° G' W. Barometer, 28.50 ; tcmi>erature of air, 84° ; of water, 83°. Winds: S. E., S. S. E., and south. Light, variable airs, and pleasant. Crossed the equator at 2 A. M., in longitude 28° W. Feb. 13. Lat. 00° 24' S.; long. 27° 57' W. Barometer, 29.50; temperature of air, 83°; of water, 82°. Winds: S., S S. E., and S. ; light, variable airs, and pleasant. Current N., 45° E.; 24 miles. Feb. 14. Lat. 00° 27' S.; long. 27° 41'. Barometer, 29.50; temperature of air, 82°; of water, 84°. Winds: S. S. W., S., and S. E. ; light, variable airs, and pleasant. Current S., 67° E. ; 24 miles. Feb. 15. Lat. 0° 52' S.; long. 27° 22' AY. Barometer, 29.50. Current S., 45° E.; 48 miles; tem- perature of air, 82°; of water, 81. Winds: S. E., E. S. E., and S. E. ; light breezes, and pleasant. Feb. 16. Lat. 2° 16' S.; long. 28° 33' W. Current N., 36° W.; 36 miles; variation, 6° 45' W. Barometei', 29.60 ; temperature of air and water, 81°. Winds: S. E., S. S. E., and S. E. ; light breezes; first part, pleasant ; latter joart, cloudy. Feb. 17. Lat. 4° 32' S. ; long. 29° 21' W. Barometer, 29.60 ; temperature of air, 82° ; of water, SO. Winds: S., S. S. E., S. E. ; fresh breezes and flying clouds. Feb. 18. Lat. 6° 36' S. ; long. 29° 59' W. Barometer, 29.60; temperature of air, 82° ; of water, 81. Winds: S. E., E. by S., S. E. ; fresh breezes, and pleasant. Ship Simoom (M. Smith), New York to San Francisco, ten days out. Feb. 4, 1853. Lat. 25° 56' N. ; long. 36° 57' W. Barometer, 29.80; temperature of air, 82° ; of water, 82°. Winds : S. E., S. S. E., S. S. E. Commences moderate and showery; latter part, fresh breezes, and squally. At 3 A. M. a brilliant meteor in the east fell from 50° to 15°, visible ; a quantity of sea-weed hanging from S. E. to N. W. N. B. From the 22d ult. to the 1st inst. (that is, from the Bermudas to 350 miles S. by W. of the Azores), 11 days, we had the wind from S. S. E. to S. S. W.; and, in the forenoon, it generally in- clined two or three points to the eastward ; in the afternoon, it changed back. I recollect the last few years (in the Niagara, running to Liverpool), while S. and S. E. of Newfoundland in the summer, it would veer around the compass with the sun, once in 24 hours, for four or five days. Feb. 5. Lat. 23° 09' N. ; long. 39° 17' W. Barometer, 29.70 ; temperature of air, 77° ; of water, 73°. Wind : S. S. E. throughout ; frequent rain squalls in the night, severe. Feb. 6. Lat. 21° 17' N. ; long. 41° 17' W. Barometer, 29.90 ; temperature of air, 78° ; of water, 77°. Winds : S. S. E., S. S. W., S. ; squally. Feb. 7. Lat. 19° 35' N. ; long. 44° 41' W. Barometer, 29.70 ; temperature of air; 80° ; of water, 77°. Wind south throughout, moderate and cloudy. At 4 P. M. sharp lightning in the west. At noon, tacked ship. Feb. 8. Lat. 17° 10' N.; long. 45° 25' W. Barometer, 29.75; temperature of air, 80°.5; of water, 78°. Winds : S. S. E. to east, S. E., do. Moderate and variable. Midnight, fresh ; ends light. At 5 P. M. tacked to the southward. Feb. 9. Lat. 14° 04' N. ; long. 44° 26' W. Barometer, 29.70 ; temperature of air, 78° ; of water, 78°. ROUTES TO KIO, KTC. 451 Winds: E. S. E., E. do. Moderate and squally; in tlio evening tlic trade-wind commenced. I Lave, at no time, had so nuicli soutliwestorly wind bcl'ure this; according to your Charts it ought to be N. E., but it is barely east. Feb. 10. Lat. 11° -40' N. ; long. 43° 27' W. Barometer, 29.70 ; temperature of air, 82° ; of water, 78°. Wind east throughout. Commences fresh breezes, cloudy, and hazy. Morning, cleared off. 8 A. M. tacked to the northward. Fob. 11. Lat. 10° 38' N.; long. 42° 23' W. Barometer, 29.70; temperature of air, 79°; of water, 78°. Wind east throughout. Moderate and pleasant ; tacked south. Feb. 12. Lat. 8° 12' N. ; long. 40° 15' W. Barometer, 29.70 ; temperature of air, 80° ; of water, 78°. Winds: E., E.N. E., E. K E. Fu-st part, i>leasant ; latter, squally. Feb. 13. Lat. 5° 29' N. ; long. 37° 43' W. Barometer, 29.05 ; temperature oi air, 82 ; of water, 78°. Winds: E. N". E. variable, E. N. E., east variable. Commences fresh and squally. The upper strata of clouds are passing to the east by the sun ; ends light and cloudy. Feb. 14. Lat. 4° 04' N. ; long. 36° 53' W. Barometer, 29.G5 ; temperature of air, 81° ; of water, 78°. Winds: east, S. S. E., variable, east. Moderate and showers. Midnight, tacked to the east. At 5 A.M. to S. S. E. ; ends light, with passing clouds. Feb. 15. Lat. 2° 58' N. ; long. 34° 67' W. Temperature of water, 79°. Winds : S. E., E. N.E., N. E. First part light air ; ends light N. E. breezes. Feb. 16. Lat. 1° 51' N. ; long. 34° 27' W. Barometer, 29.70 ; temperature of air, 88° ; of water, 82°. of water (ten feet below surface), 81°. Winds: N. E., calm, S. E., S. E. First part, light N. E. wind ; mid- night, calm; latter, light S. E.; so Ave passed from the N.E. to the S. E. trades last night. Feb. 17. Lat. 1° 01' N.; long. 34° 28' W. Barometer, 29.65 ; temperature of air, 87°. Winds: S. E. inclining south, S. E. by S., S. E. by S. to S. E. by E. Commences light and pleasant. At 8 P. M. broke off" to S. W. westerly, tacked. At 4 A. M. inclining eastwardly, tacked to S. by W. ; ends fresh and cloudy. Feb. 18. Lat. 1° 15' S. ; long. 35° 03' W. Barometer, 29° 60; temperature of air, 86°. Winds: E.S.E., E. S. E., S. E. Forepart, fresh. At 8 P. M. flash of lightning E. by N., which, at midnight, passed north of us with a squall ; ends light and cloudy ; passed the equator at 9 P. M., in 34° 40', 29 days out, from N. E. of Bermudas 26, with a constant head wind. Feb. 19. Lat. 0° 11' S.; long. 34° 07' W. Barometer, 29.70; temperature of air, 83°; of water (ten feet below surface), 81°. Winds: S.E., E.S.E.,E.S.E. Moderate and cloudy. At 30 min. P. M. tacked to E. N. E. Forepart of the night, sheet lightning at the N. E. and JST. ; ends moderate and cloudy. At 11 A.M. tacked to S.S.W. Feb. 20. Lat. 3° 31' S. ; long. 35° 48 W.' Barometer, 29.55 ; temperature of air, 84°. Wind : S. E. by S. throughout. Fresh breezes and cloudy; running ten and a half to eleven and a half knots during the night ; yards very sharp up ; are 70 miles from land, and shall fall 60 to leeward of Point Tairo ; then for the race, whether the Simoom or Cape St. Roque can beat fastest to windward ; this makes the 29th day of head winds. 452 THE WIND AND CURRENT CHARTS. Feb. 21. Lat. 4° 50' S.; long. 8G° 15' W. Barometer, 29.10; temperature of air, 83° ; of water (ton feet below surface), 80°. Wind east throughout. Fresh winds, inclining more to the north when nearing. Tacked to the north at 7 P. M., to the S. S. E. at 3 A. M., to the north at 11 hours 45 min. A. M. ; close to the breakers, W. N. W. from Point Tairo. Current, one and a half miles per hour, W. N. W. Feb. 22. Lat. 3° 38' S. ; long. 35° 48' W. Barometer, 29.65 ; temperature of air, 84° ; of water (10 feet below surfiice) 81°. Winds : E., E. S. E., E. S. B. Forepart, fresh ; night, light sheet lightning in the south over the land. Working ahead slowly along the land. Ends with light breezes. Feb. 23. Lat. 3° 05' S.; long. 34° 30' W. Current, five-sixth of a mile per hour, west. Barometer, 29° 75' ; temperature of air, 87°. Wind: S. E. throughout. First, fresh and clear; working to the east- ward. At midnight, a white meteor with red flashes, "not large," passed rapidly with the horizon, in the S. B. sky, 25° high, 45° in a N. E. direction. Ends hazy. Feb. 24. Lat. 2° 07' S. ; long. 33° 31' W. Current, 36 miles W., 14° N. Barometer, 29.65 ; temper- ature of air, 86°. Wind: S. E. Moderate and smoky, with passing clouds; towards morning, light and squally. At 8 A. M. tacked to S. S. W. Feb. 25. Lat. 5° 11' S. ; long. 34° 39' W. Current, N. 12° W., six-tenths of a mile per hour. Barometer, 29.66; temperature of air, 85°. Winds: S. E., do., S. S. B. Moderate and pleasant; have weathered Cape St. Eoque after four days' hard beating. Feb. 26. Lat. 6° 40' S. ; long. 34° 49' W. Current (per hour), five-tenths of a mile N., 11° AV. Barometer, 29.65 ; temperature of air, 83°. Winds: S.E., E.S.E., S.E. Fresh and pleasant. At 5 P.M. tacked to N.B. off Eio Grande del Norte. At 10, back again, and at 11.25 to N. E. in 10 fathoms water. Light airs. Feb. 27. Lat. 7° 06' S.; long. 34° 27' W. Barometer, 29.70; temperature of air, 84°. Winds: S.E. Light and variable ; working along in from 10 to 15 fathoms water. At noon, light wind at N.B.; the first, since by Bermuda, 35 days ; three-fourths of that time it has been straight ahead. Has ever any one had it so contrary before, in January and February ? Have made 350 miles the last nine days. At 10 P.M. lightning to the W. S. AV. over the land. [Bad luck you certainly had. But, not\vith.standing you fell so far to leeward, and " the time" you had of it in weathering St. Eoque, compare your track with the Astrca's (p. 448). She crossed 30° N". in 26° 40' W., and had thence 13 days to 6° S. You crossed 3° N. in 35°, fell far to leeward, yet you crossed 6° S. two days ahead of the Astrea.] Eio DE Janeiro, March 22, 1853. I herewith forward the abstract log of the ship Wings of the Morning, from New York to the port of Eio. On the 27th of January, the fifth day from New York, you wiU perceive that I carried away the main truss and wings of the main yard, together with the main topmast and all three top gallant-masts and jib-boom. For several days after, we had no sail except the fore and mizzen topsails, foresail, and spanker. From that time to sixteen north, with two days' exception, we had the winds principally from south to south- ROUTES TO RIO, ETC. 453 ■west. Mueli of the time Llowing fresh gales. Consequently, I was driven for to the eastward of the ship's intended course. From the time tlie ship lo.st her spars until 1 crossed the equator, without one exception, stood on the tack I could make tlie most latitude. We carried the N. E. trade to five, and toolv tlie wind S. S. E. in 2° N. Crossed the line in twenty-eight, and passed out of sight to windward of Xoronha. The trades, both north and south, were very light. Your ro-y, very valuable Sailing Directions and Charts I consider the best guide ever given to the navigator for pointing out the way to shorten the passage between New York and Eio, when it is practicable to follow them. The abstract of the remaining passages during the voyage will be forwarded fi-om the diiierent ports on my arrival. Very rcsjiectfully yours, n. n. LOVELL. Lieut. M. A. Maurt. Ship Wings of the Morning (II. H. Lovell), New Yoi-k, bound to San Francisco, 1853, twenty-two days out. Feb. 14, 1853. Lat. 30° OS' N.; long. 36° 48' W. Barometer, 29.70 ; temperature of air, GS°. Winds : N. N. E., N. E., N. E. Feb. 15. Lat. 27° 00' N.; long. 36° 30' W. Barometer, 28.0 ; temperature of air, 08°. Winds: E., S. E., S. E. by S. Feb. IG. No observations. Barometer, 29.70. Winds: S., S. S. W., S. AV. by S. Squally, with rain. Feb. 17. Lat. 25° 43' N. ; long. 33° 30' W. Barometer, 29.70. Winds: S. S. W. Ship under single reefs; squally. Feb. 18. Lat. 24° 44' N. ; no observation for longitude. Barometer, 29.8. Winds : S. S. W., S. by W., S. W. Weather unsettled ; single reefs. Feb. 19. Lat. 23° 09' N.; long. 29° 43' W. Barometer, 29.9. Winds: S. S. W., S. W., S. by W. Squalls and rain throughout the day. Feb. 20. Lat. 21° 50' N.; long. 27° 28' W. Barometer, 29.90. Winds: S. S. W., S. W., W. S. W. Weather unsettled, rainy and squally. Feb. 21. Lat. 20° 00' N.; long. 27° 08' W. Barometer, 29.9. Winds: S. W., W. S. W., W. S. W. Changeable weather. Feb. 22. Lat. 18° 33' N.; long. 27° 08' W. Barometer, 29.9; temperature of air, 68°. Winds: W. S. W., calm, W. Cloudy, with rain ; thunder and lightning. Feb. 23. Lat. 17° 12' N.; long. 27° 08° W. Barometer, 30.00; temperature of air, 70°. W^inds: W. S. W., calm, E. N. E. - Feb. 24. Lat. 14° 27' N. ; long. 27° 13' W. Barometer, 30.00 ; temperature of air, 70°. Winds: E., E. N. E., E. N. E. All sail set. Feb. 25. Lat. 11° 57' N.; long. 27° 13' W. Barometer, 30.00. Winds: E., E. N. E., E. N. E. All sail set. 454 TIIK WIND AND CURRENT CHARTS. Feb. 26. Lat. 10° 05' K; long. 26° 40' W. Barometer, 30.00. Wind: N. E. ; J knot per Lour, easterly current. Feb. 27. Lat. 8° 51' N.; long. 26° 40' W. Barometer, 30.00; temperature of air, 72°. Winds: N. by E., N. by E., N. E. A slight easterly current ; winds very light. Feb. 28. Lat. 7° 03' N.; long. 26° 40' W. Barometer, 30.00; temperature of air, 7a°. Winds: N. N. E., N. N. E., N. E. Light breezes, and cloudy. March 1. Lat. 4° 30' N".; long. 26° 40' W. Current, J of a knot, east. Barometer, 80.00; temperature of air, 80°. Wind : N. N. E. Weather cloudy. March 2. Lat. 3° 20' N. ; long. 26° 30' W. Barometer, 30.00 ; temperature of air, 80°. Winds : N., N. N. W., S. W. Weather changeable. March 3. Lat. 2° 04' N. ; long. 26° 30' W. Barometer, 30.00; temperature of air, 80°. Winds: N. W., N., S. E. Eain. March 4. Lat. 1° 06' N.; long. 26° 31' W. Barometer, 30.00; temperature of air, 80°. Winds: N"., calm, S. E. Heavy looking squalls, but unattended with wind, and much rain. March 5. Lat. 00° 55' S. ; long. 28° 22' W. Barometer, 30.00 ; temperature of air, 81°. Winds : S. S. E., S., S. S. E. Pleasant weather. March 6. Lat. 3° 20' S.; long. 30° 00' W. Current -J knot per hour, W. Barometer, 30.00 ; tem- perature of air, 82°. Wind : S. S. E. March 7. Lat. 5° 27' S. ; long. 31° 34' W. Current same as yesterday. Barometer, 30.00; tempera- ture of air, 82°. Winds : S. S. E., S. E., S. E. Light airs. March 8. Lat. 7° 01' S.; long. 31° 50' W. Barometer, 29.9; temperature of air, 82°. Winds: S. E., E., E. Pleasant ; all sail. Golden Racer (B. M. Melcher), Boston to San Francisco, 22 days out. Feb. 21, 1853. Lat. 19° 17' N. ; long. 30° 48' W. Barometer, 30.00 ; temperature of air, 75° ; of water, 74°. Winds: W., W. N. W., N. AV. Light airs, and hazy. Feb. 22. Lat. 18° 20' N. ; long. 30° 11' W. Barometer, 30.00 ; temperature of air, 73° ; of water, 73°. Winds : variable and calm ; S. E. to S. W., W., S. "W. First, light and variable ; middle, heavy thunder, lightning, and rain. Ends light airs, and fine weather. Feb. 23. Lat. 17° 27' N.; long. 30° 17' W. Barometer, 30.10 ; temperature of air, 76° ; of water, 74°. Winds: W. S. W., calm, S. E. First and latter pai-ts, light airs; middle calm. Feb. 24. Lat. 15° 15' N. ; long. 30° 45' W. Barometer, 30.10 ; temperature of air, 80° ; of water, 74° Winds: S. E., S. E.j'S. S. E. Light breezes, and pleasant weather. Feb. 25. Lat. 13° 25' N. ; long. 31° 11' W. Barometer, 30.10 ; temperature of air, 81° ; of water, 75°. Winds : S. E., S. E., by S., N. E. First and middle, light airs. Ends with moderate breezes. Feb. 26. Lat. 11° 29' N. ; long. 31° 03' W. Barometer, 30.10; temperature of air, 80°; of water, 75°. Winds : N. E., to E., S. E., S! E. by E., E. S. E. Light breezes, with calms. ROUTES TO KIO, KTC. 455 Feb. 27. Lat. 9° 13' N. ; long. 30° 28' W. "Barometer, 30.10; temperature of air, 83°; of water, 78°. Winds : K. S. E., E. by S., E. by S. l^iglit breezes, and pleasant weather. Feb. 28. Lat. G° -il' N.; long. 29° 21' W. Barometer, 30.10; temperature of air, 81°; of water, 78°. Winds: E. by S., E., E. Moderate breezes, and plca.sant. Mareli 1. Lat. 4° 57' N. ; long. 28° 59' W. Barometer, 30.00; temperature of air, 7G° ; of water, 77°. Winds : E., E. to S. W., S. W. to N. First, moderate breezes ; middle, heavy rain squalls. Ends variable. March 2. Lat. 3° 35' N.; long. 29° 11' W. Barometer, 30.00; temperature of air, 82°; of water, 81°. Winds: N. toS. E. ; calm, W. Commences with fresh variable breezes; middle calm. Ends with licrht airs. March 3. Lat. 2° 19' N.; long. 29° 15' W. Barometer, 30.10; temperature of air, 88°; of water, 82°. Winds: variable; light variable air.s, with rain squalls. March!. Lat. 0° 01' N.; long. 29° 55' W. Barometer, 30.10; temperature of air, 77°; of water, 81°. Winds: E. S. E., S. E. by S., S. E. by S. Moderate breezes, with rain squalls. March 5. Lat. 2° 37' S. ; long. 31° 15' W. Barometer, 30.10 ; temperature of air, G3° ; of water, 81°. Winds : S. E. by S., S. E. by S., S. E. by S. Jloderate breezes, with light rain showers. March 6. Lat. 5° 17' S. ; long. 32° 45' W. Barometer, 30.20; temperature of air, 84°; of water, 81°. Winds : S. E. by S., S. S. E., S. E. by S. First and middle parts fresh breezes ; latter moderate. Passed 8 miles west of Fernando de Noronha. Ship Sea Serpent (Howland), New York for San Francisco, eleven days out. Feb. 23, 1853. Lat. 22° 44' N. ; long. 41° 24' W. Barometer, 29.70 ; temperature of air, 72 ; of water, 72°. Winds : S. W., S. W. by S., S. W. by S. Moderate and pleasant ; brisk and squally ; latter, steady breezes, with fine weather. Feb. 24. Lat. 19° 25' N. ; long. 39° 26' W. Barometer, 29.70 ; temperature of air, 72° ; of water, 72°. Winds: S. W., N. W., X.N. W. Brisk and fine weather; middle, some rain; latter, moderate and fine weather. Feb. 25. Lat. 18° 7' N.; long. 38° 57' W. Barometer, 29.80 ; temperature of air, 75° ; of water, 76°. Winds : N. N. W., W. N. W., N. W. Light breezes, and fine weather. Feb. 26. Lat. 10° b(S' N. ; long. 37° 49' W. Barometer, 29.80 ; temperature of air, 72° ; of w^ater, 74°. Winds : N. N. W., North, and N. N. E. Light breezes, and fine weather. Feb. 27. Lat. 14° 29' N. ; long. 36° 30' W. Barometer, 29.90 ; temperature of air, 73° ; of Avater, 74°. Winds : North, N. E., E. N. E. Light breezes, and fine w-eather. At 6 P. M. took the N. E. trades. Lat. 15°. N. ; long. 36° 13' W. Feb. 28. Lat. 11° 33' N. ; long. 34° 45' W. Barometer, 29.80 ; temperature of air, 75° ; of water, 75°. Wind : E. N. E. Moderate, unsteady breezes, with fine weather. March 1. Lat. 8° 15' N. ; long. 32° 30' W. Barometer, 29.80 ; temperature of air, 77° ; of water, 80°. Winds: E. N. E., E. N. E., N. E. by E. Moderate, unsteady breezes, and squally ; ends pleasant. 456 TUE WIND AND CUKRENT CUARTS. Marcli 2. Lat. 5° 19' N. ; long. 30° 57' W. Barometer, 29.75 ; temperature of air, 79° ; of water, 80°. "Winds : E. N. E., E. N. E., E. by N. Moderate, unsteady breezes, and fine weather. Marcli 3. Lat. 2° 52' N. ; long. 30° 04' W. Barometer, 29.75 ; temperature of air, 82° ; of water, 82°. Winds: E. by N., cast, E. by N. Commences moderate and pleasant; middle, ligUt and squally; latter, pleasant. Mareli i. Lat. 0° 05' S. ; long. 30° 23' W. Barometer, 29.75 ; temperature of air, 82° ; of water, 82°. Winds: East, E. S. E., S. S. E. to E. by S. Moderate and unsteady; some rain; middle, variable and unsteady; ends pleasant. At 11 A. M. crossed the equator, in 19 days IG hours. March 5. Lat. 2° 57' S. ; long. 31° 21' AY. Barometer, 29.80 ; temperature of air, 83° ; of water, 81°. Winds : S. E., S. E. by S., S. E. First, heavy clouds from S. E. ; moderate breeze ; middle, squally, with rain; ends pleasant, with a moderate breeze. March. G. Lat. G° 14' S. ; long. 33° 12' W. Barometer, 29.80 ; temperature of air, 82° ; of water, 82° ; Water (18 feet below surface) 81°. Winds : S. E. by S., S. E. by S., S. E. Moderate trade and fine weather. At 7 r. M., Fernando de Noronha bore west eight miles. Ends moderate, fine weather. New York to Bio. — MARCH. DISTANCES. WINDS; PER CENT. Lon gitude. Course. Total Latitude. SLANT J FROM No. ob- True. I'cr cent. Average. Head. Fair. Calms. .serva- tions. N'd or S-d. S'd or Wd. From 40° 27' N. 74° 00' to 39 11 70 00 E.S.E. 199 9.6 218 2.2 w 10.7 7.5 79.7 2.0 448 37 43 65 00 E.S.E. 256 7.0 274 l'4 7.8 7.0 83.9 2.0 353 36 03 60 00 E.S.E. 261 6.7 278 2.4 6.G 3.0 88.0 6.7 181 36 03 55 00 cZ E. 243 6.5 259 2.1 6.3 4.9 86.7 4.7 142 35 00 53 43 S.E. 89 6.1 94 0.9 1.8 10 14.4 82.9 4.2 113 31 53 50 00 S.E. 265 12.6 298 6.0 4.5 3.0 86.5 0.0 65 30 05 45 00 f? E.S.E. 284 12.2 318 5.1 6.8 G.8 81.3 0.0 60 25 00 45 00 S. 305 8'8 331 0.0 w 15.5 12.4 72.1 8.6 32 20 23 40 00 S.E. 399 10.5 441 0.0 w 22.5 15.0 62.5 0.0 40 20 00 39 35 S. E. 33 4.5 34 0.0 6.0 to 12.0 82.0 2.0 45 15 36 35 00 S. E. 370 3.7 484 0.0 u- 14.8 0.0 85.2 0.0 27 15 00 34 23 c^ S. E. 51 10.1 56 3.6 7.2 7.2 82.0 0.0 56 10 00 32 16 S. S. E. 324 1.0 327 0.0 w 5.1 0.0 94.9 0.0 60 5 00 30 10 fZ S. S. E. 324 9.8 355 3.9 tv 11.7 1.3 83.1 3.7 78 Equator 30 10 c/ S. 300 3.0 309 1.4 u- 2.8 0.0 95.8 2.0 143 1 00 S. 30 35 S. S. W. 65 2.1 66 0.0 IV lA 0.0 92.6 4.8 299 1 25 31 00 S.W. 35 4.0 37 0.0 IV 13.4 0.0 S6.G 0.0 15 3 00 31 40 S.S.W. 103 0.0 103 0.0 0.0 0.0 100.0 0.0 6 3 48 32 00 S. S. W. 52 8.8 56 0.0 IV 22.2 0.0 77.8 0.0 9 5 00 32 30 S.S.AV. 78 0.0 78 0.0 0.0 0.0 100.0 0.0 10 6 12 33 00 S. S. W. 78 0.0 78 0.0 0.0 0.0 100.0 0.0 15 7 00 33 20 S. S. w. 52 0.0 52 0.0 0.0 0.0 100.0 40.0 25 8 36 34 00 S.S.W. 104 4.5 109 0.0 w 14.0 0.0 8(i.0 0.0 49 9 00 34 10 s. s. w. 26 3.2 27 0.0 tv 9.8 0.0 90.2 0.0 82 KOUTKS TO KIO, ETC. 457 Shortest distance to the equator by this route, 3,703 miles. Average distance to be sailed ou account, of adverse winds, 3,976 miles. This and the February route are the most favorable. After crossing 5° N. if you can lay up S. S. K. to the line, do so. Sfup Golden State (L. F. Doty), New York to San Francisco, nineteen days out. Feb. 27, 1853. Lat. 18° 1' X. ; long. 30° oi' W. TemiDcratnre of air, 71" ; of water, 71°. Winds: S. by W., North, N. E. Small breezes, and smooth sea; passing clouds. Feb. 28. Lat. 15° 25' N.; long. 29° 52' W. Temperature of air, 71° ; of water, 70°. Winds: X. K., N. K E., N. E. Light breezes. March 1. Lat. 12° 9' K ; long. 29° 32' W. Winds: N. E., E. N. E., E. X. E. Moderate trades, and hazy ; all sad. March 2. Lat. 9° 00' X. ; long. 28° 50' W. Temperature of air, 71° ; water, 70°. Winds: X. E., N. E. by E., X. E. by E. Fine trades, and haz3^ March 3. Lat. 5° G' X.; long. 27° 52' W. Temperature of air, 71°; of water, 70°. Winds: X. E. Brisk trades, and fine weather. March!. Lat. 2° 5(3' X.; long. 27 °3' W. Temperature of air, 71°; of water,—. Winds: east, east, E. S. E. Moderate and hazy. ]Srarch 5. Lat. 1° 13' X. ; long. 28° 1' W. Temperature of air, 76° ; of water, 70°. Winds: S. E. by S. Light breezes and clear. iNIarch C. Lat. 0° 46' S. ; long. 28° 50' W. Winds: S. E. by S., S. E., S. E. Light airs, and pleasant. March 7. Lat. 2° 28' S.; long. 29° 51' W. Temperature of air, 77°; of water, 70°. Wind: S. E. Moderate breezes, and clear. March 8. Lat. 3° 36' S.; long. 30° 15' V\'. Temperature of air, 79; of water, 70°. AVind: S. E. Small breezes and clear. March 9. Lat. 5° 35' S.; long. 31° 20' W. Temperature of air, 7SI° ; of water, 70°. Wind: S. E. Light trades, and clear weather. Ship Paragon (Samuel Duncan), New York to San Francisco, twenty days out. Feb. 28, 1853. Lat. 18° 20' X. ; long. 30° 18' W. Barometer, 30 ; temperature of air, 72° ; of water, 71°. Winds: X. X. E., X. E., X. E. Fresh breezes ; trades, beyond a doubt. Alareh 1. Lat. 11° 51' X. ; long. 29° 13' W. Barometer, 30 ; temperature of air, 73° ; of water, 75° ; Winds : X. E., E. X. E., X. E. by E. Fresh breezes ; passed through strong tide rips, but experienced no currents. March 2. Lat. 12° 11' X. ; long. 28° 27' W. Temperature of air, 75° ; of water, 77°. Winds: N. E. by E., E. X. E., E. X. E. Comes in fresh ; ends good breeze, light showers. 58 458 THE WIND AND CUBRENT CHARTS. March 3. Lat. 8° 30' N. ; long. 27° 33' W. Barometer, 29.90 ; temperature of air, 78° ; of Avater, 80°. Winds: N.E., E., E. N.E. Commences with good breezes and light showers of rain; ends fresh, with heavy appearances in the S. E. March 4. Lat. 5° 7' N. ; long. 26° 49' AV. Var. obs. 12°. Barometer, 29.9 ; temperature of air, 80°; of watoi-, Sl°- Winds: E. N. E., E. N. E., E.N. E. Comes in fresh, thick and hazy weather ; ends moderate and fine. March o. Lat. 3° N.; long. (D. E.) 20° 59' W. Barometer, 29.90; temperature of air, 80°; water, 83°. AVinds: E. N. E., S. E., E. S. E. Commences moderate; blaclc and heavy in the S. E. ; middle and latter light and unsteaily with rain. March 0. Lat. 1° 38' N. ; long. 27° IG' ^Y. Barometer, 29.9 ; temperature of air, 82° ; of water, 84°. Winds : N. E., N. E., S. E. First and middle parts light and baffling, with rain. March 7. Lat. 34' N. ; long. 27° 31' W. Barometer, 29.90 ; temperature of air, 84° ; of water, 85°. AVinds : S. E., E., N. E. Light and bafQiug, and occasionally calm. March 8. Long. 27° 50' W. Current, |- of a mile per hour, S. AV. Barometer, 29. GO; temperature of air, 85°; of water, So°. AA^inds: E. N. E., calm, E. Commences light; middle part, calm; latter, very light. At noon on the equator, in long. 27° 50' AV. March 9. Lat. 1° 10' S.; long. 27° 50' AA". A^ar. obs. 10°. Barometer, 29.90; temperature of air, 86° ; of water, 85°. AVinds : E. N. E., E., E. A light breeze ; clouds have very little motion. March 10. Lat. 2° 52' S. ; long. 29° 28' AV. A^ar. obs. 7°. Barometer, 29.80; temperature of air, 82°; of water, 84°. AVinds: S. by E., S. by E., S. by E. Brisk breezes and tine weather. March 11. Lat. 4° 55' S.; long. 30° 26' AA^ Barometer, 29.80; temperature of air, 83°; of water, 83°. AVinds : S. by E., S. S. E., S. E. Brislc breezes ; passed under the sun. Shij) Swonl-Fish (C. Collins), New York for San Francisco, fifteen days out. Feb. 27, 1853. Lat. 22° 54' N.; long. 36° 30' AV. Barometer, 30.00; temperature of air, 72° ; of water,* 71^°; of water, 70°. AVinds: N., N. N. E., N. E.; light winds and clear weather. I think we now have what are called trade-winds. Feb. 28. Lat. 19° 32' N.; long. 35° 40' W. Current, J miles per hour, to the westward. Barometer, 30.00 ; temperature of air, 75° ; of water, 74° ; of water, 69°. Winds : E. N. E., E., E. to E. S. E. ; light airs; middle part, good breeze; latter part, culm, witli light pulls. Aneroid barometer, 29.56. March 1. Lat. 16° 03' N. ; long. 34° 28' W. Barometer, 29.80; temperature of air, 75°; of water, 73° ; of water, 701°. AVinds : E. N. E., E. by S., E. by S. ; good breezes tliroughout ; latter part, wind comes iu puffs; the barometer has been, during these 24 hours, as low as 29.62 ; wind inclined southerly ; Ane- roid barometer, 29.78. March 2. Lat. 12^ 21' N. ; long. 33° 12' W. Current, 29 miles, AV. by S. during the last two days. Surface. ROUTES TO lUO, KTC. 459 Barometer, 29.70: tcniperaturc of air, 74°; of water, 74°; of water, 71°. AVimls: Iv S. Iv, 1-]. S. E., S. E. by v.. I Iv ; fiiu', clear weallier; the sliip lia.s been elo.so-liauled — lof^ distance run 240 miles. ^[arrli 3. Lat. 8° 2.")' N. ; long. 31° 35' \V^. Current, J, mile jier hour, to S. and W. Barometer, 29.75; temperature of air, 74° ; of water, 78°; of water, 74°. Wiuil: E. S. E. tliroughout ; tlirougliout fine breezes — cannot say trades — I have been too often IniruViULr'-red ; sliip by the wind ; log dist. run 2()i) miles. March 4. Lat. 4° 37' N. ; long. 29° 50' ^Y. Current, 1 mile i^er hour, W. by N. Barometer, 29.00 ; temperature of air, 80°; of water, 80°; of water, 77°. \Vinds: K. S. ]']., K. by S., ]']. by S. ; good wind; clear weather. March 5. Lat. 2° 55' N. ; long. 29° 23' W. Current, 1 J miles per hour, W. Barometer, 29.70 ; temperature of air, 78°; of water, 80°; of water, 70°. Winds: calm; calm E. to S. W. ; calms, and light airs throughout; very heavy looking squalls, all on the horizon; v'ery little wind in them, but a great quantity of water. March 6. Lat. 1° 48' N. ; long. 29° 00' W. Current, 2 miles per hour, ^Y. by X. Barometer, 29.80 ; temperature of air, 80° ; of water, 80° ; of water, 80. Winds : calm, E. S. E., calm, and !•">. S. E. ; light airs and calms ; very heavy showers of rain ; weather, during the last four days, very warm and close ; passed, through a tide rip setting W. by N. March 7. Lat. 0° 18' K; long. 20° 8' W. Current, 1 mile per hour, W. S. W. Barometer, 29.70; temperature of air, 79° ; of water, 79° ; do. 79°. Winds : calm, baflling, calm, and east. Throughout, calms and light airs; very warm and sultry ; several vessels iu sight. At 10 P.M. passed Island St. Paul's, dis- tant 4 miles. March 8. Lat. 1° 00' S. ; long. 29° 0' W. No current. Barometer, 29,75 ; temperature of air, 80° ; of water, 80° ; do. 79°. Winds: calm, calm, S. E. by E. Another day of light airs and calms. At 8 P. ^M., on the equator, log distance run to the line 4,135 miles in 22 daijs. You will see b}' this abstract that your route was followed to the letter, and has proved satisfactory after so many hard pulls and drawbacks as I have had while running to Ilio de Janeiro. I should evidently have been on the line Sunday last, had the breezes held good, but my luck "calms," which, I am sorry to say, you will often see in this book. [A model track. CoTnpare it with the track's of the Golden State and the Paragon (p. 457). They crossed the parallel of 18° W. in about 31°, the one 29, the other 27 days out. The Sword Fish crossed this parallel near the meridian of 35° W., 10 days out, and was south of the equator days afterwards, beating the former several days again. I would recommend vessels in coming out of New York and Boston, to stand oil' well to the eastward when the winds are fair, before attempting to make any southing. The degrees there are short, and by standing as far as 60° or 50° before crossing the parallel of 40°, you have a better chance for running south across the Horn latitudes. This recommendation applies to all months, but only when the winds are fair for easting.] March 9. Lat. 2° 57' S. ; long. 29° 28' W. Current, three-fourths of a mile per hour, W. by S. Baro- 460 THK WIXI) AND CURRENT CHARTS. meter, 29.70; temperature of air, 81°; of Avater, 81°; do. 79°. Winds: calm and east, calm, S. E. by S. Fine clear weather, light aii's and calm. March 10. Lat. 5° 39' S. ; long. 30° 13' W. Current, half mile per hour, W. Barometer, 29.72 ; tem- perature of air, 82° ; of water, 82° ; do. 82°. Winds : calm and S. E., S. E. and E., S. E. by S. Very light trades; fine weather; had main-topsail in three hours to fix the masthead. Ship Sirocco (J. L. Sanford), New Yoric to San Francisco, seventeen days out. March 5, 1853. Lat. 22° 09' N. ; long. 34° 00' W. Barometer, 30.60. Winds : E., E., and E. N E. Fresh breezes and squally weather. March G. Lat. 18° 2G' N.; long. 32° 30' W. Barometer, 30.40. Winds : E. by S., E. by N., and E. Commence with fresh breezes and i)leasant weather. Latter srpially and hazy. March 7. Lat. 11° -10' N. ; long. 31° OO' W. Barometer, 30.20. AVinds : E. N. y.., E. by N., and E. N. E. Strong breezes and squally, with rain. Ends clear, with fine breezes. March 8. Lat. 11° 03' N. ; long. 30° 00' W. Barometer, 30.20. Winds : E. N. E., E. N. E., and N. E. Pleasant breezes, with clear plea.sant weathei-. March 9. Lat. 7° 49' N. ; long. 28° 54' W. Barometer, 30.10. Winds : E. N. E., E. N. E., and N. E. liight breezes, with hazy weather and light rain. I^Larch 10. Lat. 4° 26' N. ; long. 28° 00' W. Barometer, 30.20. Winds : E. K E., E., and N. E. Plea- sant breezes and hazy weather. March 11. Lat. 2° 00' N. ; long. 28° 00' W. Barometer, 30.30. AYinds : E. N. E., S. ^Y., and N. AY. Fine breezes and clear. At dark, much lightning. Middle part squally with rain ; latter part, light airs and calms. March 12. Lat. 0° 10' N. ; long. 28° 05' W. Barometer, 30.30. AYinds: E. N. E., variable, and N. Light breezes and occasionally calm. Twenty-five days from New York to the line. March 13. Lat. 0° 32' S. ; long. 28° 10' AA^ Barometer, 30.30. AYinds: north, calm, and squally. Light airs and fine weather. Ends calm and squally. March 14. Lat. 0° 56' S. ; long. 28° 20' W. Barometer, 30.20 ; temperature of air, 80° ; of water, 81°. AVinds : calm, S. AY., and calm. Light variable airs and calm. I find very little change in the barometer; weather clear and squally. March 15. Lat. 0° 54' S. ; long. 28° 10' AY. Barometer, 30.20. Current, west, 12 miles. Temperature of air, 79° ; of water, 80°. Light airs, and calm from the S. AY. March 16. Lat. 1° 10' S.; long. 28° 20' W. Barometer, 30.10. Current, AY. S. W., 12 miles. Tem- perature of air, 79° ; of water, 81°. Calm and squally ; rain all around the compass. March 17. Lat. 2° 20' S. ; long. 28° 45' W. Barometer, 30.10 ; temperature of air, 80° ; of water, 81°. A^ery light airs from the N. E. and N. AY. ' March 18. Lat. 3° 44' S. ; long. 29° 15' AY. Barometer, 30.00 ; temperature of air, 79° ; of water, 81°. AA^inds: calm, E. S. E., and S. E. First part calm : middle and latter parts squally. ROUTES TO KIO, KTC. 461 ^farclilO. Lat. 5°59'S. ; long. 30° 30' W. Barometer, 30.10 ; temperature of air, 79° ; of water, 81°. Winds: S. E., S. H., and S. S. Iv Liglit lireczcs and elear weather; middle part .s(pially. Ship yeio York (David C. Baxter), New York to San Franeiseo, fifteen days out. March 7, ISoS. ].at. 20° 38' N. ; long. -10° 29' W. Barometer, 29.09 ; temperature of air, 74° ; of water, 73°. Winds: E. by N., E. b\' N., E. by X.; strong trades and .sipially, heading up S. E. and olV S. ilareh. 8. Lat. 18° 29' N. ; long. 39° W. Barometer, 29.(»7 ; temperature of air, 74° ; of water, 74°. Winds: E. by X., P]. to E. by N., E. by N. ^ X.; strong trades, sqnally. :Mareh 9. Lat. 10° 44' X. ; long. 37° W. Barometer, 20.07 : temperature of air, 74° ; of water, 74°. Winds : E. X. E., ]■]. X. E., E.X. E.; strong trades, with some hard squalls. March 10. Lat. 14° 19' X. ; long. 34° 50' W. Barometer, 29.07 ; temperature of air, 7(3° ; of water, 76°. Winds : E. X. E., E. N. E., E. ; fine breezes ^\•ithout squalls ; smooth sea. March 11. Lat. 11° 36' X^.; long. 33° 25' W. Barometer, 29.07 ; temperature of air, 78° ; of water, 78°. Winds: E., E. by X., E. J X. ; first part, moderate; middle sqnally; latter bri.sk. March 12. Lat. 9° 41' X". ; long. 31° 30' W. Barometer, 29.07 ; temperature of air, 80° ; of water, 78°. Winds : E. by X., E. by X., E. by. X. J X. ; same as yesterday. March 13. Lat. 7° 17' X^.; long. 29° 12' W. Barometer, 29.06; temperature of air, 82°; of water, 80°. Winds : E. X. E., E. X. E., E. X^. E. ; moderate trades. March 14. Lat. 4° 50' X^. ; long. 28° 30' W. Barometer, 29.06 ; temperature of air, 82° ; of water, 81°. Winds: E. X. E., E., X^. by E. ; commences moderate; middle part light; ends nearly calm. March 15. Lat. 2° 30' X. ; long. 28° 30' W. Barometer, 29.06 ; temperature of air, 82° ; of water, 82°. Winds: X. by E., X. by E., X. E.; first part, very light airs; middle increasing; ends with a good breeze. March 16. Lat. 0° 58' X".; long. 28° 25' W. Barometer, 29.06; temperature of air, 82°; of water, 82°. Winds: X. X. E., X. E., N. N. E. ; commences a moderate X. E. wind; from 6 to 10 V. M., baffling from E. to W., and raining in torrents; middle part, light air from I*]. X. E. ; ends with light breeze. March 17. Lat. 0° 22' S.; long. 28° 35' AY. Barometer, 29.00; temperature of air, 84° ; of water, 83°. Y'inds : X. X. E., X. X. E., X. ; first and middle parts, a light air ; ends with gentle breezes : no rain. March 18. Lat. 1° 48' S.; long. 28° 45' W. Barometer, 29.05; temperature of air, 84°; of water, 82°. Winds: X., E. X'". E., S. E. by S. ; light breezes; at times nearly calm; some rain. March 19. Lat. 3° 57' S.; long. 29° 45' W. Barometer, 29.05; temperature of air, 82°; of water, 82°. AYinds : S. E. by S., S. E. by S., S. E. by S. ; commences a light breeze ; latter part, squalls of wind, and rain. March 20. Lat. 5° 37' S. ; long. 30° 40' W. Barometer, 29.06 ; temperature of air, 83° ; of water, 82°. AVinds: S. E. by S., S. E. by S., S. E. by S.; squally; wind veering from S. S. E. and S., to S. E. bv E. 462 THE WIND AND CURRENT CHARTS. Shij} St. Lawrence (Robertson), New York to San Francisco, twenty-eight days out. March 8, 1853. Lat. 19° 01' N.; long. 27° ;30' W. Winds: N. E., N. E., E. N. E.; first part, fresh trades ; middle, signally ; latter, more steady. [She goes the old route. The New York (p. 1:61), is going along the new route at the same time; the former crossing the parallel of 19° N. the sixteenth day ; the latter, the twenty-eighth; and thence to the line, the passage is the same.] March 9. Lat. 16° 00' N.; long. 28° 15' W. ^Yinds: E. N. E., E. N. E., N. E. ; fresh trades throughout. March 10. Lat. 13° 21' N.; long. 28° 35' W. Wind: N. E.; fresh trades, with passing squalls. IMarch 11. Lat. 10° -10' N. ; long. 28° 15' W. Wind : N. E. ; passing squalls. March 12. Lat. 7° 28' N.; long. 28° 18' ^Y. Wind: E. N. E., and fine. ilarch 13. Lat. 4° 35' N. ; long. 28° 00' W. Winds : N. E., N. E., E. N. E. ; fine breezes. March 11. Lat. 2° 45' N. ; long. 27° 52' W. Wind: N.N. E. throughout, and fine. March 15. Lat. 1° 20' N. ; long. 27° 55' W. Winds : N. N. E., North, N. W. to S. W.; light winds, with squalls ; baffling. March 16. Lat. 00° 03' N.; long. 28° 00' W. Winds: N. N. E., N. N. E., North; squally, baffling and rainy. March 17. Lat. 00° 12' S. ; long. 28° 05' W. Winds : N. E., N. E., E. N. E. ; light and pleasant. March 18. Lat. 1° -19' S. ; long. 28° 12' W. Winds: East, E. S. E., S. E. ; light winds, have the S. E. trades. March 19. Lat. 3° 10' S. ; long. 29° 00' W. Winds : S. E., S. S. E., S. S. E. ; light winds and pleasant. March 20. Lat. 5° 20' S. ; long. 29° 00' W. Wind : S. S. E. ; light winds, with rain squalls. March 21. Lat. 7° 47' S.; long. 29° 40' W. Wind: S. E. ; throughout with squalls of rain. Ship Slatj-IIonral (C. F. W. Bchm), New York to San Francisco, si.\teen days out. March 13, 1853. Lat. 17° 15' N.; long. 34° 2' W. Barometer, 30.05; temperature of air, 72°; of water, 72°. Winds: E. S. E., S. E. by E., E. S. E. Light trades and fine weather. March 14. Lat. 14° 30' N. ; long. 33° 23' \{. Barometer, 30.00 ; temperature of air, 72° ; of water, 73°. Wind: E. S. E. Light trades, and fine. March 15. Lat. 10° 48' N.; long. 31° 58' W. Barometer, 30.00; teiuperature of air, 74°; of water, 76°. Winds: E. S. E., E. by S., E. by S. Light trades and fine weather. March 16. Lat. 7° 10' N.; long. 30° 47' AY. Barometer, 29.96; temperature of air, 77°; of water, 78°. Winds: E. by S., E. S. E., east. Light trades. Ends with squally appearances in N. E. March 17. Lat. 3° 41' N.; long. 29° 45' W. Barometer, 29.95; temperature of air, 79°; of water, 80°. Winds: N. E., E. N.E., E.N. E. Light trades and cloudy, with light showers during the night. March 18. Lat. 0° 10' N.; long. 29° 27' AY. Barometer, 29.90; temperature of air, 79°; of water, 80°. AYinds: E. N. E., E. N. E., E. S. E. Ends with fine breeze from soiithward and eastward, and clearing up. Perhaps we sliall liavo no di>ldi-ums. ROUTES TO UIO, ETC. 463 ]\rarcli 19. Lat. 2° 24' S.; long. o()° 41' W. (.'urrciit, west, Ij knots jior hour. Barometer, 20.90; temperature of air, 82°; of water, 82°. Winds: east, variable, S. E. Light air.s, with occasional showers. March 20. 4° 59' S. ; long. 32° OS' W. Cui-rcnt, S. 80° W., 1 knot. Barometer, 29.9.J ; temperature of air, 78°; of water, 82°. Winds: S. E. Thunder si^ualls. March 21. Lat. 7° 17' S.; long. 33° 15' W. Current, N. l)y W., J knot. Barometer, 29.95 ; tempera- ture of air, 78° ; of water, 82°. AVinds: S. E., S. K. by S., S. E. by S. Light breeze and squally, at times almost calm, but little rain. Ship Ilnmpton, New York to San Francisco, twenty -three days cnit. March 14. Lat. 19° 4(5' X.; long. 33° 47' W. Barometer, 30.05; temperature of air, 74°; of water, 76°. Winds: E., E., E. Steady breezes and fine weather. March 15. Lat. 17° 37' N.; long. 32° 12' W. Barometer, 30.05; temperature of air, 75°; of water, 76°. Winds : E., E., and E. by N. Steady breezes and fine weather. :\[arch 16. Lat. 15° 24' X.; long. 31° 06' W. Barometer, 30.05; temperature of air, 75°; of water, 76°. Winds: E. by N., E., and E. by X. Stead\- breezes and fine weather. March 17. Lat. 12° 44' X. ; long. 29° 56' W. Barometer, 30.05 ; temperature of air, 74° ; of water, 76°. Wind: E. by X. throughout. Steady breezes and fine weather. March 18. Lat. 10° 09' X.; long. 29° 30' W. Barometer, 30.00; temperature of air, 75°; of water, 77°. Winds: E. X. E., E. by X., E. X. E. Pleasant weather; strong upper current from S. E. March 19. Lat. 7° 36' X.; long. 29° 05' W. Barometer, 30.00; temperature of air, 76°: of water, 78°. Winds: E.X. E., E. by X., and X. E. Steady trades. March 20. Lat. 4° 36' X.; long. 29° 00' W. Barometer, 30.00; temperature of air, 76; of water, 78°. Wiud : X. E. throughout ; fine steady breezes from the X. E. March 21. Lat. 1° 39' X.; long. 29° 15' W. Barometer, 30.00; temperature of air, 80°; of water, 83°. Wind : X. E. througliout. Steady winds. March 22. Lat. 0° 09' S.; long. 29° 20' W. Barometer, 30.00 ; temperature of air, 82°; of water, 82°. Winds: E., S. E., S. E. Light breezes and pleasant. [Here, again, is an illustration of going farther east than is necessary. Compare the Hampton's track with that of the Stag-IIound (p. 462), about 2° to the west of her, upon the parallel of 20° X. Xo com- ment is required. 1^^ Never, from the L^nited States, care to cross the parallel of 20° X., east of 35°. If j-ou arc forced there by adverse wind.s, it is anotljer thing. But attention to these tracks — and they are taken at random — will show that, in the winter and spring especially, vessels not only have quite as quick a run, 20° to the line, when they cross that parallel west of 35°, as they do when they cross it to the east of that meridian; but what is more, they have often a week or ten days less to that crossing from the L'nited States. As an example, see Eoscoe's track (p. 464 ; she had 27 days from Xcw York to the parallel of 20° cast of 35°.] 464 THE WIND AND OUKRKNT CUAUTS. March 23. Lat. 00° 2o' S. ; long. 29° -lo' AV. Barometer, 30.00 ; temperature of air, 84° ; of water, 83°. "Wiuils : N. Iv, E. S. S., and E. Moderate breezes, inclining to tlie south. March 24. Lat. 1° 12' S. ; long. 29° 4G' W. Barometer, 30.00; temperature of air, 85°; of water, 88°. Winds : S. S. E., S. S. E., and N. E. Light wind and fine weather. March 25. Lat. 2° 34' S. ; long. 29° 53' W. Barometer, 30.20; temperature of air, 85°; of water, 84°. Winds : S. E. by S., S. S. E., and S. S. E. Light baffling winds, and hazy swell from the southward. March 26. Lat. 4° 39' S. ; long. 30° 30' W. Barometer, 30.02; temperature of air, 85°; of water, 83°. AVind : S. S. E. throughout. Light breezes and clear Aveather. March 27. Lnt. G° 25' S. ; long. 31° 37' AY. Barometer, 30.05; temperature of air, 87°; of water, 83°. AVind : S. S. E., S. E. by S., S. E. by S. Light steady breezes and cloudy. March 28. Lat. 8° 14' S. ; long. 32° 15' AY. Barometer, 30.15; temperature of aij', 88°; of water, 83°. AYinds : S. E. by S., .S. E., S. E. Cloudy with light showers. English barque Emir, Gloucester (Eng.) to Calcutta, sailed February 26, 1849. March 21, 1849. Lat. 6° 4' N. ; long. 22° 1' AY. AYinds : east, E. S. E., east. Moderate winds and fine weather. All possible sail set. March 22. Lat. 4° 29' N.; long. 22° 1' AY. Wind: east. Steady winds and tine weather. March 23. Lat. 3° 17' N. ; long. 20° 54' AY. AYinds : east, E. N. E., east. Light winds and cloudy. March 24. Lat. 2° 9' N. ; long. 20° 12' AY. A^'ariable winds. Light airs, and at times calm. IMarch 25. Lat. 1° 58' N.; long. 20° 39' AY. A^ariable winds. First part, light airs; latter part, si|ually, with heavy rain. March 26. Lat. 1° 21' N.; long. 20° 34' AY. AA^inds: S. to S. E., and S. AY. Light, foul airs, and calm at times. March 27. Lat. 1° 33' N. ; long. 20° 10' W. Variable Avinds. Calms and light variable airs. Mai-ch 28. Lat. 1° 11° N. ; long. 20° 38' W. AYiud : variable, and S. E. First part, light; latter, moderate breeze. March 29. Lat. 1° 34' N. ; long. 20° 51' AY. AYinds : calm, calm, S. E. March 30. Lat. 38' S.; long. 21° 11' W. AVind : S. E. Got the S. E. trades moderate and fine. March 31. Lat. 1° 47' S. ; long. 21° 11' AY. AA^ind : S. E. Light trade-wind and fine weather. [I have quoted this very Avell kept English log, to illustrate the difficulties of crossing the doldrums far to the eastward. AA'hen vessels do fall to leeward of St. Rociue, as, by attempting to shave the new route too close, they noAV and then do, it is very seldom that they are a week in making 31° of latitude, as the Emir was, in gutting through these doldrums from 2° N. to 1° 47' S.] iS/iip Roscne (Thomas Smith), New York to San Francisco, twenty-seven days out. March 24, 1853. Lat. 21° 31' N. ; long. 32° 08' AY. Current, E. by S., one knot per hour. A^ariable, ROUTES TO RIO, ETC. 465 16° W. 15aroniotcr, ;50.n ; temperature of air, 74° ; of water, 78°. Winds: W. S. W., N. W., X. l-'irst part, light airs ; middle and latter parts, good breezes. March 25. Lat. 19° 17' N. ; long. 32° W. Barometer, 30.05 ; temperature of air, 75°; of water, 73°. AA'inds : K, N., N. N. E. Pleasant breezes throughout. March 26. Lat. 16° 27' N.; long. 31° 2-1' W. Barometer, 30.06; temperature of air, 75° ; of water, 74°. Winds : N. N. E., E. by N., E. by N. Fresh breezes throughout ; squally during the middle part. March 27. Lat. 13° 10' N. ; long. 30° 41' W. Barometer, 30.5 ; temperature of air, 75°; of water, 74°. Winds: E. by N., E. by N., E. N. E. Eresh breezes; middle part, scpially; latter part, blowing strong trade ; saw a tide rip this day. March 28. Lat. 9° 54' N. ; long. 30° 00' W. Barometer, 30.5 ; temperature of air, 78° ; of water, 77°. Winds: E.N.E., E.IST. E., northward. First part, fresh breezes; middle, same; latter part, pleasant. March 29. Lat. 6° 46' N. ; long. 29° 00' W. Barometer, 29.98 ; temperature of air, 79° ; of Avater, 79°. Winds : northward, E. N. E., E. N. E. Throughout the day, frcsli breezes and pleasant. March 30. Lat. 3° 40' N. ; long. 28° 20' W. Barometer, 29.94 ; temperature of air, 83° ; of waiter, 80°. Winds: E. N. E., E. N.E., E. N. E. Fresh breezes and squally ; looks very much like rain, we have had none as yet ; aii- very close. March 31. Lat. 1° 00' N. ; long. 28° 00' W. Barometer, 29.90 ; temperature of air, 85° ; of water, 82°. Winds : E. X. E., E. N. E., baffling, east. First part, fresh breezes ; middle, squally ; at 8 h. 30 m. A. M., had a heavy squall of wind and rain from the S. S. E ; latter part, light baffling airs from E. to K. E. ; saw a great many porpoises this day. April 1. Lat. 0° 44' S. ; long. 28° 00' W. Current, half knot per hour, westerly. Barometer, 30.00 ; temperature of air, 85° ; of water, 80°. Winds : E. to E. S. E., E., E. S. E. First part like breezes. At 10 A. M. a heavy squall, accompanied with rain from the south ; latter part, light airs. We crossed the equator about midnight, in about 27° 38' W. My intention was to have crossed it in 30° 00' W. in the fore part of my voyage, had I not had to run so far to the eastward on the 28th and 29th, on account of winds. [I do not understand why the Roscoe had to run so far to the east there. She had the wind north of west the 28th, to make a course good to the line of about S. by E., not more.] When the wind let me come on the other tack, I could make little easting every day without taking oif mucii of my latitude. We .crossed the equator without any calm, and did not go less than four and a half to five miles per hour all the way through. April 2. Lat. 3° 04' S. ; long. 29° 10' W. Barometer, 30.00 ; temperature of air, 84° ; of water, 80°. Winds : S. E. by S., S. E. by S., S. E. by S. Fresh breezes for the twenty -four hours. April 3. Lat. 5° 41' S. ; long. 31° 30' W. Seventeen miles current in twenty-four hours, setting S. W. J S. Barometer, 29.90 ; temperature of air, 83 ; of water, 81°. Winds : S. E. by S., S. S. E., S. S. E. First part, freshi breezes ; middle and latter parts, baffling and fresh breezes at noon, barometer falling. I should think there was going to be a gale of wind ; vessel leads off from S. S. W. to W. ; almost calm and then gusts of wind. 59 466 TUE WIND AND CUERENT CHARTS. Sltip Surprise (Charles A. Eaulett), New York to San Francisco, twelve days out. March 25, 1853. Lat. 21° 49' N. ; long. 41° 59' AV. Barometer, 30.50; temperature of air, 76°; of water, 76°. Winds: calm, S. E., E. S. E. Middle and latter parts, light airs. March 26. Lat. 1S° 58' N.; long. -41° 48' W. Current, four-tenths of a knot per hour, westerly. Barometer, 30.00; temperature of air, 76°; of water, 76°. AYinds: S. E., E. S. E., S. E. First part, a light breeze, some squalls; not very strong during the day. March 27. Lat. 15° 34' N.; long. 40° 27' W. Westerly current, one knot per hour. Barometer, 30.00 ; temperature of air, 79° ; of water, 77°. Winds: E. S. E., east, east. First part, good fresh breeze ; stronger during the middle and latter parts ; trades, I think. The barometer keepa np rather high for these latitudes. ' ' ' ■ March 28. Lat. 12° 35' N. ; long. 38° 48' W. Current, S. W., one knot per hour. Barometer, 29.98; temperature of air, 79°; of water, 79°. Winds: east, E. by N., east. Fresh breezes and cloudy. I am afraid I shall be too far to the westward when I cross the line, but am determined to trust to Providence and Lieut. Maury's Charts. March 29. Lat. 10° 00' N. ; long. 36° 22' W. No current. Barometer, 29.08 ; temperature of air, 79° ; of water, 79°. Winds : east, E. by. N., east. Good fresh breezes throughout. March 30. Lat. 7° 23' N. ; long. 33° 59' W. Slight easterly current. Barometer, 29.90 ; temperature of air, 82° ; of water, 80°. Winds: E. by N. throughout. Cloudy and dusky weather. The ship lags along S. E. by S., and 1 am obliged to take all advantages ; am fearful that I shall be jammed close by, if not to leeward of Cape St. Koque. Latter part, good fresh trades E. by N. ■ ' March 31. Lat. 4° 44' N.; long. 31° 32' W. Barometer, 29.88; temperature of air, 82° ; of water, 80°. AVinds: E. N. E., E. by N., E. by N. Clear weather and fresh breezes; am getting to the eastward finely. • April 1. Lat. 1° 57' N.; long. 29° 46' W. Barometer, 29.80 ; temperature of air, 83°; of water, 81°. Winds: east, E. N. E., E. N. E. Moderate breezes and fine weather. Set larboard studding sails, having now no fear of Cape St. Roque ; light squalls during the night. April 2. Lat. 0° 39' S. ; long. 30° 32' W. Current, one knot per hour, westerly. Barometer, 29.80; temperature of air, 84°; of water, 81°. Winds: S. E., S. S. E., S. E. Barometer, 29.80; temperature of air, 84°; of Avater, 81°. Winds: S. E., S. S. E., S. E. The wind changed in a squall at noon, but continu- ing with as much force. Passage from Sandy Hook to the line, 19 days 18 hours. The barometer rises and falls regularly as the tides. [I should be glad if all would observe the barometer as closely. This phenomenon shows the import- ance of accurate barometers ; I mean barometers which we may make accui-ate by knowing their errors. This barometer has its errors — all have. What, therefore, can we learn about this highly interesting phe- nomenon from such an instrument, except that it occurs?] April 3. Lat. 3° 51' S. ; long. 32° 50' W. Current, two and a half miles per hour, westward. Bare- KOUTES TO RIO, ETC. 467- meter, 29.88 ; temperature of air, 85° ; of water, 83°. AVinds : S. S. E., S. E., S. S. E. to S. E. At 9 A. M. the Island of Fernando de Xoronlia, bore S. by E., distance 25 miles, working tlie ship to the east- ward. . April 4. Lat. 5° 34' S. ; long. 38° 48' W. Barometer, 29.90 ; temperature of air, 85° ; of water, 83°. Winds: S. E. by S., S. E., S. E. Light winds and variable. Tacked several times to gain a little more easting. April 5. Lat. 7° 43' S. ; long. 33° 54' W. Barometer, 29.90 ; temperature of air, 84°; of water, 83°. Winds : S. E., E. S. E., S. E. by S. Variable winds and squally. Tacked several times to keep to the eastward. Barque liosario (Caleb Sprague), New^ York to Yaljiaraiso, twenty days out. March 26, 1853. Lat. 20° 35' N.; long. 27° 10' W.; variation, 18° 20' W. Barometer, 30.12; tem- perature of air, 73° ; of water, 72°. Winds : X. N. E., N. by E., and X. E. by X. ; liglit airs and pleasant weather; a swell from the X. W. March 27. Lat. 17° 57' N".; long. 27° 10' W. Barometer, 30.14; temperature of air, 72° ; of water, 72. Winds : N. E. by N., X. E., and E. X. E. ; light airs throughout. March 28. Lat. 14° 49' N.; long. 27° 10' W. Barometer, 30.10 ; temperature of air, 71° ; of water, 72°. Winds : E. X. E., X. E., and E. X. E. ; first part, light airs ; middle and latter part, fresh breezes, and passing rain squalls. March 29. Lat. 11° 25' X^.; long. 2G° 41' W. Current, W., 12 miles. Barometer, 30.08 ; tempera- ture of air, 74° ; of water, 75°. Winds: E. X. E., X". E., and X. E.; first part, moderate breeze. At 2 P.M. passed through a strong tide rip ; temperature of the air at the same time, was 72° ; of water, 74° ; middle part, moderate ; from 9 A. ]\I. until noon, strong tide rips, but no change in the water. March 30. Lat. 8° 23' X. ; long. 36° 14' W. Current, X. 15° W., 18 miles ; variation, 15° W. Barometer, 30.02 ; temperature of air, 74° ; of water, 77°. Winds : X. E., E X. E., and E. X. E. ; mode- rate breezes ; occasional tide rips. March 31. Lat. 5° 50' X.; long. 26° 01' W. Current, X. 30° W., IS miles. Barometer, 30.01 ; tem- perature of air, 78°; of water, 79. Winds: E. X. E., and X. E.; light breezes, and strong tide rips. April 1. Lat. 3° 22' X.; long. 25° 49' W. Current, W., 12 miles; variation 13° W. Barometer, 30.01; temjjerature of air, 79°; of water, 80°. Winds: E. X. E., and X. E. ; light airs throughout. I remark here, that it was my intention, when I sailed from Kew York, to have followed the track projected on Lieut. Maury's Chart, and to cross tlie equator further to the westward, but the winds have been mostly from the south, which has forced me to go further to the eastward than I intended. From 27° 12' X., this ship had X. E. winds to the equator, by her abstract. April 2. Lat. 2° 01' X.; long. 26° 24'. Current, X". 51° W., 20 miles. Barometer, 29.96; tempera- ture of air, 79° ; of water, 81°. Winds : E. X. E., S. E., and S. E. by E. ; first part, light air ; middle part, 468 THE WIND AND CURRENT CHARTS. squally, with rain, with sharp lightning; Litter part, moderate. Passed throngli quantities of phosphoric substance; strong tide rips. Aprils. Lat.ll'S.; long. 27°16' W. Current, N. 25° W., 15 miles. Variation, 10° W. Barometer, 29.95; temperature of air, 80°; of water, 81°. Winds: S. E., S.E., and S. E. by S. First part, moderate breeze and light rain squall all night ; water very phosphorescent ; latter part, pleasant. April 1. Lat. 1° 32' S.; long. 25° 31' W. Current, west, 18 miles. Variation, 8° W. Barometer, 29.95; temperatureof air, 82°; of water, 82. AVinds: S. by E., S. by E., and S. S.E. Light airs and squalls throughout. At 6 P. M. a water-spout crossed the bows a quarter of a mile distant. No change in the barometer. April 5. Lat. 3° 30' S.; long. 29° 53' W. Current, W., 22 miles. Barometer, 30.01; temperature of air, 82°; of water, 82°. Winds: S. S. E., S. E., and S.E. by S. First part, light breezes and squally. At 2 P. M. showed our flag to an American sloop of war bound south. I laid that we can sail faster than she. Latter part, fresh breeze. April 6. Lat. 6° 23' S.; long. 31° 7' AV. Current, S. 45° W., 14 miles. Barometer, 30; temperature of air, 81°; of water, 82. Winds: S. E. by S., S. E., and S. E. by S. Moderate trades and fine weather. Route to Rio, etc.— A TRIL. DISTANCES. WINDS; PER CENT. Loug tuJc. Course. Total No. Latitude. True. Per cent. Average. Head. SLANTS FROM Fair. Calms. observa- tions. N. & E. S. & w. From Sandy IIoo k to 39° 10' N. 70° 00' E.S.E. 200 10.7 221 3.6 W 11.1 5.8 80.0 4.0 528 39 10 65 00 E. 233 9.8 256 3.7 w 9.8 6.2 80.8 4.5 320 37 38 60 00 E.S.E. 254 6.2 274 2.0 10 6.6 4.0 87.4 3.2 151 35 54 55 00 E. S. E. 260 5.4 276 0.7 8.0 8.8 82.5 4.9 136 85 54 50 00 E. 243 6.1 258 0.0 w 12.2 7.2 81.6 8.1 125 35 54 45 00 E. 243 5.8 257 0.0 w 12.3 8.7 84.0 5.8 81 35 00 42 21 E. S. E. 141 7.7 152 1.5 6.2 XV 10.8 81.5 0.0 65 30 00 40 00 E.S.E. 312 17.4 366 6.3 6.2 w 82.5 55.0 1.0 95 25 00 37 40 S.S.E. 325 13.8 369 3.0 17.0 XV 19.0 61.0 3.0 97 20 00 35 26 S.S.E. 325 2.6 333 0.0 5.4 XV 7.2 87.4 5.1 56 15 00 83 16 S.S.E. 325 2.0 331 2.0 0.0 0.0 98.0 0.0 49 10 00 31 09 S.S.E. 325 0.0 325 0.0 0.0 0.0 100.0 4.4 48 5 00 29 04 S.S.E. 325 0.6 827 0.0 1.7 0.0 98.3 0.0 59 Equator 29 04 S. 300 2.1 306 0.0 lu 5.9 1.3 92.8 6.8 152 3811 4051 1 00 S. 29 29 S. S. w. 65 4.4 68 0.0 w 11 n 0.9 81.4 5.5 344 1 31 30 00 s.w. 44 3.3 45 0.0 w;16.7 0.0 83.8 0.0 12 2 31 31 00 s.w. 85 2.4 87 0.0 lu 8.4 0.0 91.6 0.0 12 3 00 31 12 s. s. w. 31 2.4 32 0.0 XV 12.0 0.0 88.0 15.0 17 5 00 32 02 s. s. w. 130 4.0 135 0.0 XV 20.0 0.0 80.0 12.5 15 7 19 33 00 S.S.W. 150 2.7 154 0.0 IV 18.8 0.0 86.7 0.0 15 9 00 38 42 S.S.W. 109 3.2 112 0.0 XV 10.8 0.0 89.2 0.0 55 ROUTES TO RIO, ETC. 469- Observe that, between the meridians of 55° and 60°, the calms of the ITorse Latitudes most prevail between the parallels of 21° and 27° N.; and between the parallels of 28° and 32°, between the meridians 40° and 45°. Ship Seama/i's Bride, New York to San Francisco, sixteen days out. Aprils, 1853. Lat. 20° 52' N.; long. 36° 54' W. Barometer, 29.95; temperature of air, 75°; of water, 73°. Winds: S. E. by E., E. S. E., E. by N. First and middle ]iarts a light air; latter, a moderate breeze, with fine weather. April 6. Lat. 17° 32' N.; long. 35° 28' W. Barometer, 29.95; temperature of air, 70° ; of water, 75°. Winels: E. N. E., E. N. E., N. E. by E. First part, a moderate breeze; middle and latter parts, fresh breezes. April 7. Lat. 13° 40' N.; long. 33° 55' ^Y. Barometer, 29.80 ; temperature of air, 75°; of water, 75°. Winds: E. K E., N. E. by E., East. First and middle parts, a fresh breeze, and clear; latter, a fresh breeze, and cloudy. April 8. Lat. 10° 2' N.; long. 32° 10' W. Barometer, 29.75; temperature of air, 77°; of water, 77 J° ; of water 15 feet below surfoce 7G°. AVinds: E., E., E. by N". A fresh breeze and cloudy. April 9. Lat. 6° 43' N.; long. 30° 27' W. Barometer, 29.65 ; temperature of air, 79° ; of water, 79°. Winds : E., E. by N., E. N. E. A fresh breeze, and cloudy. April 10. Lat. 3° 34' N.; long. 28° 59' W. Barometer, 29.60; temperature of air, 81°; of water, 81°. Winds: E. by N"., E. by N., E. by N. A moderate breeze and cloudy. Lightning in the south during the night. Some tide rips. April 11. Lat. 14' N.; long. 28° 56' W. Barometer, 29.70; temperature of air, 83°; of water, 82°. Winds: E., E., E. S. E. First part, moderate, with fresh squalls of wind and rain; middle and latter parts, moderate and clear. Aprirri. Lat. 2° 42' S.; long. 29° .50' A7. Current, E. S. E., 18 miles. Barometer, 29.65; tempera- ture of air, 84° ; of water, 82° ; of water below surface, 81°. Winds, S. S. E., S. E. by S., S. E. by S. First part, a light breeze, with frequent and fresh squalls of wind and rain. At 3 P. M. crossed the equator, in about 29° 5' W. Middle, a light breeze, and clear; latter, fresh trades, and pleasant. April 13. Lat. 6° 3' S.; long. 30° 44' W. Current, E. S. E., 15 miles. Barometer, 29.65; tempera- ture of air, 84°; of water, 83°. Winds: S. E., S. E., S. E. by S. A moderate breeze, and pleasant. SJiip Laniao (Geo. II. Bradbury), New York to San Francisco, sixteen days out. April 6, 1853. Lat. 20° 5' N.; long. 39° W. Barometer, 30.30; temperature of air, 74°; of water, 73°. Winds: N. by E., N. E., N. E. Fresh breezes, and squally, first part; ends fresh breezes and fine weather. April 7. Lat. 16° 40' N.; long. 37° 5' W. Barometer, 30.20; temperature of air, 75° ; of water, 74°. Winds : E. N. E., E. N. E., E. N. E. Strong breezes and flawy. Cloudy at times. 470 THE WIND AND CUEEENT CHARTS. April 8. Lat. 13° 50' N. ; long. 35° 55' W. Barometer, 30.20. "Winds : E. by N. to N. E. by E., E. by N. to N. E. by E., E. by N. to N. E. by E. First part, moderate ; latter, fresh and fine. Overcast at times. April 9. Lat. 11° 5' N. ; long. 33° 50' W. Barometer, 30.10. Winds : E. N. E. to N. E. by E., E. N. E. to N. E. by E., E. N. E. to N. E. by E. Fresh and fine. Wind unsteady, both in foree and direction. April 10. Lat. 8° 20 N.; long. 31° 50' W. Barometer, 30.5; temperature of air, 78°. Winds: E. by N. to N. E. by E., E. by N. to N. E. by E., E. by N. to N. E. by E. Fresh and line. Tide rips. April 11. Lat. 5° 25' N.; long. 30° 20' W. Barometer, 29.08; temperature of air, 81°. Winds: E. to E. N. E., E. to E. N. E., E. to E. N. E. Fresh and cloudy. Swell from S. S. E. Upper strata of clouds from S. E. Tide rips. ■ • April 12. Lat. 2° 5' K; long. 29° 10' W. Barometer, 29.90; temperature of air, 82°. Winds: E. to N. N. E., E. to N. N. E., E. to N. N. E. Commences fresh and fine ; middle, srpially ; ends calm, with squally apjDearances. Swell from south. April 13. Lat. 1° N". ; long. 29° 40' W. Barometer, 29.85. Winds : S. S. E. to N. by E., S. S. E. to N. by E., S. S. E. to N. by E. Calms, squalls, wind flying from south to north (by east). Much thunder, lightning, and raiu. Swell from southwest. April 14. Lat. 0° 18' N. ; long. 29° SO' W. Barometer, 29.95. Winds : N. E. to N., E., and calm ; E. by S. to S. E. by E. First part squall}^, with rain ; middle light airs, and calms ; at midnight, a puff from S. E., and veered to E. N. E., and cleared. Latter part light and fine. April 15. Lat. 0° 55' S. ; long. 30° 10' W. Current, W., 8 miles. Barometer, 29.95 ; temperature of air, 84° ; of water, 84°. Winds : E. S. E. to S. E., E. S. E. to S. E., E. S. E. to S. E. Light airs, and calm S. E. swell ; indications of S. E. trades. • April 16. Lat. 2° 05' S.; long. 31° 20' W. Current, W., 3G miles. Barometer, 30.00 ; temperature of air, 84° ; of water, 84°. Winds : S. E., calm, calm, and S. E. by S. ; squalls, calms, clear, rainy, &c. Fresh breezes from S P. M. to midnight ; then calm until 10 A. M. After -which fresh breezes. April 17. Lat. 4° 20' S.; long. 32° 20' W. Current, W. N. W., 24 miles. Barometer, 30.05 ; tem- perature of air, 83° ; of water, 83°. Winds : S. E., S. E., S. E. IModerate and fine ; swell from south. Passed about 20 miles to windward of Fernando de Noronha. April 18. Lat. 6° 00' S. ; long. 32° 35' W. Current, N. W., 24 miles. Barometer, 30.10 ; tempera- ture of air, 83° ; of water, 83°. Winds : S. to S. E., S. to S. E., S. to S. E. First part, moderate and fine; middle, calm and squalls. Latter do. S. E. swell. One squall from N. E. Barl: Pi(rlJiian (Smith), Richmond, Virginia, to San Francisco, 15 days out. April 7, 1853. Lat. 18° 55' N. ; long. 34° 25' W. Barometer, 29.8 ; temperature of air, 72° ; of water, 73°. AVinds : N. E., N. E., E. N. E. Fresh trades. April 8. Lat. 15° 55' N. ; long. 33° 12' W. Barometer, 29.8 ; temperature of air, 72° ; of water, 73.° Winds : N. E., E. N. E., E. N. E. Fresh trades. ROUTES TO HIO, ETC. . 471 Api-il i). Lat. 12° 52' N. ; long. 32° 3' W. Barometer, 29.7 ; tenipei'atarc of air, 73° ; of water, 73°. Winds : E. N. E., E., E. N. E. Fre.sli trades. Ai>ril 10. Lat. 9° 35' N.; loug. 30° 5y' W. Barometer, 29.7; temperature of air, 7()°; of water, 75°. Winds : E. N. E., E., E. N. E. Fresh trades. April 11. Lat. 6° 09' N. ; long. 29° 50' \V. liarometer, 29.5 ; temperature of air, 78° ; of water, 78°. Wind: E. Siiually, and extremely sultry. April 12. Lat. 2° 45' N.; long. 29° 1' W. Barometer, 29.5; temperature of air, 81° ; of water, 81°. Wind: E. N. E. Latter part, squally. April 13. Lat. 1° 20' N. ; loug. 28° 57' W. Barometer, 29.5 ; temperature of air, 80° ; of water, 80°. Winds : N. E., E. S. E., S. S. E. Throughout light winds, with much rain. During the night, thunder, and lightning. : . , . . April 1-i. Lat. 0° 37' K ; long. 29° 32' AY. Barometer, 29.6 ; temperature of air, 82° ; of water, 80°. Winds : E., S. S. E., E. S. E. First part, variable with rain. Eest of the day fine weather. At 8 A. M. St. Baul's, E. N. E., 15 miles distant. April 15. Lat. 0° 38' S. ; loug. 29° 58' W. Barometer, 29.7 ; temperature of air, 82°; of water, 80°. Winds : S. E., S. S. E., S. S. E. At 8 P. M. crossed the equator, in 29° 40' W. Fine weather. April 16. Lat. 2° 19' S. ; long. 30° 40' W. Barometer, 29.7 ; temperature of air, 82° ; of water, 82°. Winds : S. E., S. E., S. E. April 17. Lat. 3° 58' S. ; long. 31° 48' W. Barometer, 29.6 ; temperature of air, 82° ; of water, 82°. Current, W. N. W., f knots per hour. Winds : S. S. E., S. E. by S. At noon, Fernando de Noronha, W. N. W., 35 miles distant. April 18. Lat. 5° 30' S. ; long. 32° 50' W. Current, W. N. W., 2| knots per hour. Barometer, 29.6 ; temperature of air, 82° ; of water, 82°. Winds : S. E. by E., S. S. E., calm. Strong lee current. Ship Climax (Fred. Ilowes), New York to San Francisco, eleven days out. April 8, 1853. Lat. 18° 22' N.; long. 37° 35' W. Barometer, 28.00. Winds: E. N. E., E. N. E., E. N. E. ; moderate trades with fine weather. April 9. Lat. 15° 29' N. ; long. 35° 52' W. Barometer, 28.00. Winds : E. N. E., E., E. ; commences strong breezes ; middle, squally ; latter, light. April 10. Lat. 12° 48' K; long. 33° 43' W. Barometer, 28.00. Winds: E., E. N. E., E. N. E.; pleasant trades and fine weather. April 11. Lat. 9° 40' N.; long. 31° 35' W. Barometer, 27; ». Winds: E., E., E. to K E.; fine trade-winds ; all kinds of cross-running seas. April 12. Lat. 6° 16' N. ; long. 29° 30' W. Barometer, 27/j. Winds: E., E.N. E., E. ; commences fresh trades and fine weather ; middle and latter parts, the same. , " : April 13. Lat. 3° 00' N.; long. 28° 20' W. Barometer, 27 j^.. Winds: E., E. N. E., N. E.; first 472 THE WIND AND CUKEENT CHARTS. part, fine weather and fresh trades ; middle, squally appearances all around ; heavy clouds to the south ; barometer low ; indications of a change of wind. April 14. Lat. 2°40'N.; long. 28° 40' W. Barometer, 21 -;'^. Winds: calm, calm, N. E. light; first and middle parts, rainy, with thunder and lightning ; latter part, light airs and fine weather. This is the first time the ship has made less than six knots the hour since sailing. I hope we shall not be long getting through the doldrums. April 15. Lat. 1° 37' N.; long. 28° 50' \Y. Barometer, 27/.. Winds: N. E., S. E., S. E.; light airs and clear ; very warm. . . . April 16. Lat. 0° 59' N.; long. 29° 10' W. Barometer, 27{e. Winds: S. E., S. E., S. S. E.; light airs and fine weather ; St. Paul's in sight, bearing W. S. W., distant about fifteen miles. April 17. Lat. 0° 06' S. ; long. 29° 20' W. Barometer, — . Winds: E. N. E., S. E. by S., S. E. by S. ; fine weather, with passing clouds and baflling flaws from E. N. E. to S. E. We have at last crossed the equator, in nineteen days and seventeen hours, from Boston light-house. Distance to the line, 3,600 miles. April 18. Lat. 0° 37' S.; long. 29° 35' W. Ten miles westerly current. Winds: S. E., calm, S. E.; light airs and calm during the day. April 19. Lat. 1° 22' S. ; long. 29° 50' W. Winds: calm, E. N. E., calm ; fine weather with baflling aira. When shall I get out of the doldrums ? Current, W. N. W., eighteen miles. April 20. Lat. 3° 02' S.; long. 30° 00' W. Winds: S. E., E. N. E., calm; first part, light airs; middle, fresh breezes ; latter, calm, with heavy southerly swell. April 21. Lat. 3° 52' S. ; long. 30° 10' W. Winds: calm, E. S. E., E. S. E.; commences calm; middle and latter parts, light airs ; fine Aveather. April 22. Lat. 5° 27' S. ; long. 30° 35' W. Winds: E. S. E., E. S. E., E. S. E.; first part, light airs ; middle, squally with torrents of rain ; ends with a steady breeze. - . _ Ship Competitor (Moses Hows), Boston to San Francisco, twelve days out. April 8, 1853. Lat. 20° 15' K; long. 32° 14' W. Barometer, 29.95; temperature of air, 74°; of water, 74°.5. Winds : N"., N., N. Light breezes and pleasant weather. April 9. Lat. 18° 16' N. ; long. 32° 07' W. Barometer, 29.95 ; temperature of air, 74° ; of water, 73|°. Wind: N. throughout. Light aii's and hot weather. April 10. Lat. 16° 13' N.; long. 31° 47' W. Barometer, 29.95; temperature of air, 81°; of water, 741°. Winds: N". N. E., N. E., and E. by S. Light airs and warm weather. • . April 11. Lat. 13° 24' K; long. 31° 40' W. Barometer, 29.85; temperature of air, 78°; of water, 73°. AVind: E. S. E. throughout. : April 12. Lat. 10° 00' N.; long. 30° 00' W. Barometer, 29.85; temperature of air, 82°; of water, 77°. Winds: E. by S., E., and E. by N. Light winds and cloudy; under studding-sails. Aprd 13. Lat. 6° 31' N.; long. 28° 20' W. Barometer, 29.80; temperature of air, 83°; of water, 79°. Wind: E. throughout. Light winds and cloudy. KOUTES TO KIO, ETC. 473 April 14. Lat. 4° 09' N.; long. 28° 20' W. Barometer, 29.80; temperature of air, OP; of water, 81°. Wunh: M, E. N. E., E. N. E. Light wiu.ls and cloudy weather. April 15. Lat. 3° 03' K; long. 28° 12' W. Barometer, 29.85; temperature of air, 91°; of water, 81°. "Winds : E. S. E., E.S. E., and S. E. Light and baflling airs, with scpially appearance. April 1(3. Lat. 2° 17' N.; long. 28° 11' W. Barometer, 29.85; temperature of air, 98°; of water, 81°. Winds: calm, E., and calm. Baffling airs from the eastward, and cloudy weather. April 17. Lat. 1° 35' N.; long. 28° 10' W. Barometer, 29.85; temperature of air, 88°; of water, 83°. Winds: calm, calm, and E. S. E. Calms, and light squalls from the eastward. April 18. Lat. 1° 20' N.; long. 28° 45' W. Barometer, 29.90. Current, S. 30° W., 16 miles. Tem- perature of air, 88° ; of w^ater, 81°. Winds: S. by W., S. S. W., and S. S. W. Light airs. April 19. Lat. 0° 57' N. ; long. 28° 50'. W. Barometer, 29.90 ; temperature of air, 85° ; of water, 81°. Winds: calm throughout. April 20. Lat. 0° 10' N. ; long. 28° 45' W. Barometer, 29.93 ; temperature of air, 85° ; of water, 80°. Winds : calm, calm, and E. S. E. Light airs and calm, and cloudy weather. [I have quoted from the Competitor's abstract, merely to illustrate the track of the Climax (p. 471), and to impress navigators with the foct that nothing is to be gained by crossing 20° N. to the east of 35° W. ; but, on the contrary, there is generally a loss. These two vessels crossed that parallel within a day of each other; the Climax, which crossed to the west of that meridian, gaining on her competitor two days to that parallel, and making another gain of another two days thence to the line.] April 21. Lat. 0° 35' S.; long. 29° 04' W. Barometer, 29.90. Current, S. 24°, W. 10 miles. Tem- perature of air, 88°; of water, 80°. Winds: calm throughout. Crossed the line at 3 o'clock P. M. ; daring the last week I have not taken in royals, and have made but 218 miles. April 22. Lat. 1° 43' S.; long. 29° 32' W. Barometer, 29.85; temperature of air, 84°; of water, 81°. Winds: calm, calm, S. S. E. ; first and middle part calm ; latter part, light breezes and cloudy. April 23. Lat. 4° 47' S. ; long. 30° 30' W. Barometer, 29.90; temperature of air, 86°; of water, 82°. Winds: S. E. by S., S. E., and S. E. First part, light breezes and passing clouds; middle and latter part, fresh breezes. . '. .■ . Aprd 24. Lat. 7° 48' S.; long. 32° 34' W. Barometer, 29.90; temperature of air, 90°; of water, 82. Winds : S. E. throughout, fresh breezes and line weather. Bark Tremont (Joseph Taylor), Boston to Cape Town, eighteen days out. April 16, 1853. Lat. 19° 50' K ; long. 35° 22' W. Current, J knot per hour, S. S. W. Barometer, 30.00; temperature of air, 72°; of water, 72°. Winds: E. by N., E. by N., E. by N. Moderate breezes, and clear. April 17. Lat. 17° 31' N. ; long. 33° 12' W. Current, § knot per hour, S. S. W. Barometer, 30.00; 60 474 THE WIND AND CUKEENT CHARTS. temperature of air, 72°; of water, 72°. Winds: E. by N., E. by N"., E. by N. Fair weatlier, and moderate. April 18. Lat. 15° 03' IST.; long. 31° ii' W. Current, 1 knot per hour, W. Barometer, 29.16; temperature of air, 73° ; of water, 74°. Wiuda : E. N. E., E. by N., E. by N. Fair and moderate ; some tide rips. April 19. Lat. 12° 15' N. ; long. 30° 22' ^Y. Current, f knot per hour, W. Barometer, 29.15 ; temperature of air, 74° ; of water, 74°. Winds : E. by N., E. by N., E. by N. Squally, with some rain and tide rips. April 20. Lat. 9° 35' N.; long. 28° 50' W. Barometer, 29.18; temperature of air, 78°; of water, 76°. Winds : E. N. E., E. N. E., E. N. E. Squally, with some rain and tide rips. April 21. Lat. 6° 45' N.; long. 27° 40' W. Barometer, 29.18; temperature of air, 80°; of water, 78°. Winds : E. N. E., N. E., N. E. Squally, with some rain and tide ri^is. April 22. Lat. 4° 03' N. ; long. 27° 15' W. Barometer, 29.15 ; temperature of air, 80° ; of water, 79°. Winds : N. E., E. N. E., E. N. E. Many tide rips. First part, almost cloudless sky. April 28. Lat. 2° 00' N. ; long. 26° 45' W. Barometer, 29.15; temperature of air, 81°; of water, 79°. Winds : N. E., E. N. E., E. N. E. Moderate, and sky overcast ; a little rain. April 24. No observations. Barometer, 29.15; temperature of air, 80°; of water, 79°. Winds: N., E. N. E., E. N". E. Light airs ; thunder, and some rain. April 25. Lat. 1° 21' S.; long. 26° 20' W. Barometer, 29.18; temperature of air, 80°; of water, 80°. Winds : E., E. S. E., S. E. Fine weather, and clear sky. April 26. Lat. 3° 25' S.; long. 27° 46' W. Barometer, 29.15; temperature of air, 82°; of water, 81°. Winds : E. S. E., S. E., S. E. by S. Fair and moderate. April 27. Lat. 5° 22' S.; long. 28° 41' W. Barometer, 29.15 ; temperature of air, 81°; of water, 80°. Winds : S. S. E., S. E., S. E. Fair and moderate. Bai-k Golden Em (E. P. Sleeper), New York to Panama, tAventy-five days out. April 19, 1852. Lat. 20° 06' N.; long. 38° 22' W. Winds: S., and variable, S. E., S., and variable. Very light variable airs, and calms. A heavy sea from the N. W. April 20. Lat. 19° 49' N.; long. 38° 07' W. Temperature of air, 76°; of water, 76°. Winds: calm, N. N. W., N. N. AV. Ycvj light airs and calms. April 21. Lat. 19° 08' N. ; long. 37° 38' W. Temperature of air, 77°. Winds : N. N. W., N. N. E., E. N. E., variable. Light airs and calms. April 22. Lat. 17° 58' N.; long. 36° 51' W. Temperature of air, 75°. Winds: E.N.E., E., vari- able, E. S. E., variable. Liglit breezes ; middle part, light squalls and i-ain. April 23. Lat. 16° 8' N. ; long. 35° 37' W. Temperature of air, 76°; of Avater, 78. Winds: E., variable; E. by N. E., variable. Moderate breezes, light squalls, and rain. ROUTES TO KIO, ETC. ft75 April 24. Lat. 13° 40' N. ; long. 33° 50' W. llaroinctor, 29.08; temperature of air, 70°; of water, 70°. Winds: E., E. by N., E. N. E.; fresh breezes tlirougliont. April 25. Lat. 11° 10' N.; long. 32° 20' W. Temperature of air, 77°; of water, 77°. Winds; E. N. E., E. by E. N". E., N. E. ; good breezes. April 20. Lat. 8° 58' N.; long. 30° 39' W. Temperature of air, 78°; of water, 79. Wind: E. N. E. ; first part good breezes ; middle and latter part moderate breezes. April 27. Lat. 6° 42' N. ; long. 29° 07' W. Temperature of air, 79° ; of water, 80°. Winds: E. N. E. ; moderate breezes. April 28. Lat. 4° 23' N. ;Jong. 27° 55' W. Temperature of air, 81° ; of water, 82°. Winds : E. X. E., N. E. by E., N. E. by E. ; moderate breezes. April 29. Lat. 3° 04' N. ; long. 27° 14' W. Temperature of air, 82° ; water, 82°. Winds : K E. by E., N. E. by E., N. E. by N.; light breezes. April 30. Lat. D. R. 1° 48' X.; long. D. R. 27° 15' W. Temperature of air, 81°; of water, 82°. Winds : N., N., variable, X. W. to E. ; first })art very light breezes ; middle and latter, showers of rain. May 1. Lat. 00° 34' X. ; long. 20° 40' W. Current, E., 24 miles, during the last two days; tempera- ture of air, 84° ; water, 83°. Winds : X., X., X. E. ; very light breezes, and pleasant. May 2. Lat. 0° 09' S.; long. 20° 18' W. Current, 30 miles, E. S. E.,;during the day. Winds: X. X. E., calm, S. E. ; very light airs, and pleasant. May 3. Lat. 0° 37' S. ; long. 20° 55' W. Current, 30 miles E.; temperature of air, 83°. Winds: S. S. E., variable, S., variable, S. by W., variable ; first part, very light airs ; middle and latter, light breezes. SJii}) White Squall (Samuel Kennedy), Xew York to San Francisco, fourteen days out. April 23, 1852. Lat. 21° 29' X.; long. 33° 7' W. Current south, 12 knots per day. Barometer (Aneroid*), 30.55; temperature of air, 78°; of water, 73°. Moderate trades all day. First part, X". E. ; middle part, E. X. E. ; latter part, east. April 24. Lat. 17° 32' K; long. 31° 47' W. Current S.E., 7 knots per Jay. Barometer, 30.55; temperature of air, 80° ; of water, 70°. Fresh trades all day. Winds : E. S. E., E., E. by X. April 25. Lat. 13° 30' N. ; long. 30° 27' W. Current S. S. E., 23 knots per day. Barometer, 30.45; temperature of air, 80° ; of water, 77°. Wind : E., E. X". E., E. X^. E. Fresh trades all day. April 20. Lat. 9° 50' X.; long. 29° 23' W. Barometer, 30.40; temiierature of air, 81°; of water, 78°. Moderate trades all day ; E.X.E. throughout. April 27. Lat. 0° 58' X.; long. 28° 36' W. Barometer, 30.45; temperature of air, 83°; of water, 80°. Winds: E. N. E., X. E., X. E. Light trades all day; tide rips. April 28. Lat. 3° 53' X. ; long. 28° 22' W. Current, S. S. W., 27 knots per day. Barometer, 30.40. temperature of air, 84° ; of water, 80°. Winds: E. X. E., X. E., X. X. E. Light trades all day ; tide rips. * Four-ti'iitli.s to be deJucted from the Anoi-oid, for ciu-li clay u]i to tlie 21st of May, for want (jf acljiLstineiit. 470 THE WIND AND CURRENT CHARTS. April 29. Lat. 2° 22' N. ; long. 28° 20' W. Current, E. S. E., 13 knots per day. Barometer, 30.40 ; temperature of air, 8G° ; of water, 82° Winds : N. N. E., N., N. Light breeze all day. April 30. Lat. 48' N. ; long. 27° 10' W. Current east, 32 knots per day. Barometer, 30.35; temperature of air, 87°; of water, 84°. Winds : N., S. S. W., N. Ligkt breeze all day ; middle part, rain. May 1. Lat. 39' S. ; long. 26° 47' W. Current E. S. E., 33 knots per day. Barometer, 30.35 ; temperature of air, 89° ; of water, 87°. Winds : N., E. N. E., N". E. Light airs ; tide rips. May 2. Lat. 1° 22' S.; long. 26° 37' W. Current S. E., 27 knots per day. Barometer, 30.30; temperature of air, 91° ; of water, 85°. Winds : N., N. E., S. Light airs ; tide rips. May 3. Lat. 1° 50' S.; long. 27° 36' W. Current E. by S., 29 knots per day. Barometer, 30.45; temperature of air, 88° ; of water, 86°. Wind: S. S. W. throughout. First part, nearly calm ; ends, light breezes ; rain squalls. May 4. Lat. 4° 52' S. ; long. 29° 24' W. Current, S. S. W., 11 knots per day. Barometer, 30.40; temperature of air, 91°; of water, 89°. Winds: S.S. W., and S.E., S.S. E., S. E. Eainy until 1 P.M.; wind hauls to S. E., and clears. Roxiie to Rio, etc. — May. distances. WINDS; PER CENT. itude. Lougi tilde. Course. Total No. L:U observa- % True. Per cent. Average. Head. SLANTS FROM Fair. Calms. tions. N. &E. S. & W. From port to 39° 11' N. 70° 00' E.S.E. 199 9.8 218 2.5 10.8 8.3 78.4 2.1 599 39 11 65 00 E. 238 11.5 464 6.4 12.8 11.2 69.6 2.8 315 37 34 60 00 E.S.E. 254 9.1 277 2.8 ^.% 8.8 81.8 1.6 181 35 55 55 00 E.S.E. 259 10.2 285 1.8 9.1 w 15.2 73.9 3.6 163 35 55 50 00 E. 243 9.9 267 0.7 15.2 12.4 17.9 2.7 145 35 00 47 17 E.S.E. 144 5.5 152 0.9 0.0 w 16.9 82.2 1.7 112 33 06 45 00 S. E. 194 9.1 211 3.3 0.0 w 11.5 85.2 1.6 61 30 00 41 23 S. E. 263 14.7 301 3.3 13.9 w 19.1 63.7 5.6 151 27 00 40 00 S.S.E. 194 6.5 206 2.6 w 10.4 0.0 87.0 2.5 39 25 00 40 (10 S. 120 9.4 131 3.4 5.1 5.1 86.4 0.0 60 20 00 37 46 S.S.E. 325 0.3 326 0.0 1.8 0.0 98.2 0.0 54 15 00 35 36 S.S.E. 325 0.8 327 0.0 w 4.4 0.0 95.6 0.0 23 10 00 33 29 S.S.E. 325 0.0 325 0.0 0.0 0.0 100.0 0.0 54 5 50 31 24 S.S.E. 325 0.5 325 0.0 lu 4.8 0.0 95.2 0.0 42 Eq uator • 31 24 S.S.E. 300 0.6 302 0.0 IV 5.2 1.7 93.1 3.4 115 3708 3917 1 00 S. 31 49 S. S. W. 65 2.1 QQ 0.0 ('.; 9.9 0.4 89.7 0.0 264 1 27 22 00 S.S.W. 29 0.0 29 0.0 0.0 0.0 100.0 6.2 15 3 00 32 39 S.S.W. 101 3.3 104 0.0 w 16.7 0.0 83.3 0.0 12 3 51 33 00 S.S.W. 55 0.0 55 0.0 0.0 0.0 100.0 0.0 21 5 00 33 28 S.S.W. 75 0.0 75 0.0 0.0 0.0 100.0 0.0 6 6 24 34 00 S.S.W. 84 0.0 84 0.0 0.0 0.0 100.0 0.0 9 7 00 34 15 S.S.W. 39 14.2 45 0.0 w 48.9 2.4 48.7 0.0 41 7 00 33 30 E. 44 3.2 45 0.0 0.0 w 11.8 88.2 0.0 23 8 13 34 00 s. s. w. 79 32.0 104 13.0 w rj2:2 0.0 34.8 0.0 23 ROUTES TO RIO, ETC. 477 In tills montli, and near tliis route, tlic calms of tlu; llorsc Latitudes arc most prevalent between the meridians of 40° and 45°, and the juirallel.s of o2° and 03° N. Between the meridians 25° and 30°, the equatorial calms are most })revalent from 5° north to the line, the greatest prevalence of cahns being between 3° and 4° north. Between the meridians of 30° and 35°, the equatorial calms jirevail most between 3° and 5° N. Here they extend also a little to the south of the line. In the main, the c<|uatorial calms prevail as you go to the east. When you cross the line to the west of 29°, draw a line from the point of crossing to St. Augustine, and aim to keep to the eastward of it, and for this purpose take advantage of all slants.* This direction applies to every month. You should aim generally to make easting, when easting becomes necessary after crossing the line, before crossing 7° south. If you can cross 7° S. to the east of 34°, there will probably be no necessity of steering the east course, as by the table. Observe that calms are seldom or never found along this route, in this month, south of 1° S. The equatorial calms in April, between 25° and 30° W., prevail from 5° S. to 3° N., being most prevalent between 1° S. and 1° N. Between 30° and 35° W., they prevail from 3° N. to 3° S., being most prevalent between 2° N. and the line. Observe, also, how the winds in this month hang from the southward, in latitude 35° to 30° N., and between the meridians of 40° and 45° W. Schooner Tennessee (A. B. Lamkin), from Richmond to Pernambuco, twenty-one days out. April 30, 1853. Lat. 19° 57' N".; long. 35° 3(3' W. Wind: E. throughout; fresh breeze, with occa- sional showers of rain. May 1. Lat. 1G° 29' N. ; long. 34° 28' W. Winds: E., E., E. by S.; brisk breezes, with showers of rain. May 2. Lat. 13° N.; long. 32° 41' W. Wind : E. throughout ; fresh breezes, with passing squalls. May 3. Lat. 09° 30 K; long. 31° 44' W. Wind: E. tlu-oughout ; pleasant breezes, and fine weather. May 4. Lat. 06° OG' N. ; long. 31° 12' W. Winds : E., E. N. E., and E. ; light winds, and cloudy weather. May 5. No observation. Winds : variable from E. N. E.; h'ght breezes, and showery weather. May 6. Winel and weather the same. Ko observation. ; May 7. Lat. 3° N. ; long. 31° 17' W. Winds: variable and heavy showers of rain. May 8. Lat. 1° 30' N. ; long. 31° 41' W. Winds : calm, calm, S. E. by E. ; light baffling winds and calms. May 9. Lat. 00° 36' S; long. 32° 14' W. Winds: S. E. by S., S. E., and S. E by S.; light winds, with fine pleasant weather. ■ * Vide p. 417. 478 THE WIND AND CURRENT CHARTS. May 10. Lat. 3° 58' S.; long. 82° 02' W. Wind: S. E. by S. throughout; light winds with fine weather. May 11. Lat. 5° 46' S.; long. 32° 22' W. Winds: S. E. by S. and S. E. ; light air with clear weather. Shi]) Vidonj (O. G. Lane), New York to San Francisco, nineteen days out. May 10, 1853. Lat. 20° 40' N.; long. 38° 23' W. Winds: E., E. S. E., and S. E. ; variable breezes and squally. May 11. Lat. 17° 51' N.; long. 32° 25' W. Winds: S. E. by S., E. by S., and E. by S. ; fresh breeze and cloudy. May 12. Lat. 14° 24' N. ; long. 31° 19' W. Winds: E., E., and E. by N. ; fresh breezes and cloudy weather. May 13. Lat. 10° 06' N.; long. 80° 15' W. Wind: E. by K tliroughout ; fresh breezes and passing clouds. May 14. Lat. 7° 49' N. ; long. 29° 21' W. Winds: E. by N., E., and E. by N. ; gentle breezes. May 15. Lat. 4° 38' K ; long. 28° 19' W. Winds: E. by N., E. N. E., and E. N. E.; fine breezes and cloudy weather. May 16. Lat. 3° 30' N.; long. 28° 25' W. Wind: E. N. E., variable and calm; variable breezes and light showers of rain. May 17. Lat. 1° 44' N. ; long. 29° 87' W. Winds: S., S. E. by S., and S. E. ; moderate breezes and squally weather. May 18. Lat. 00° 49' S.; long. 80° 18' W. Wind: S. E. throughout; fine breezes and pleasant weather. At 4 A. M. passed the equator, twenty-six and a half days out; distance sailed, 3,890 miles. May 19. Lat. 3° 18' S. ; long. 31° 04' W. Winds: S. E. throughout; fine breezes and pleasant weather. ; May 20. Lat. 6° 07' S.; long. 31° 50' W. Winds: S. E. throughout; fresh breezes and pleasant weather. Sliij) Uncle Toby (E. C. Soule), Boston to San Francisco, 1853, twenty-one days out. May 10. Lat. 20° 49' N. ; long. 31° 57' W. Winds: E. K E., E., and E. S. E.; moderate breezes and clear weather. May 11. Lat. 17° 15' N.; long. 30° 01' W. Winds: E. S. E., E. S. E., and E. ; strong breezes and clear. May 12. Lat. 18° 13' N. ; long. 31° 44' W. Winds: E., E., and E. N. E. ; strong breezes throughout. May 18. Lat. 9° 27' N. ; long. 30° 41' W. Winds: E. N. E., E. N. E., and E. ; strong breezes throughout. ROUTES TO RIO, ETC. 479 May 14. Lat. G° 03' N. ; long. 29° 39' W. Winds: E., E., and E. S. E. ; moderate breezes and cloudy wcatlicr. May 15. Lat. 3° 01' X.; long. 29° 28' W. AViiids: E., N. K., and E. N. !-:. ; IVesb brccze.s and squally. May 16. Lat. 1° 53' N. ; long. 30° 25' W. Wind.s: S. S. E., S. E., and S. S. E. ; liglit variable breezes, and squally. May 17. Lat. 00° 50' S. ; long. 31° 44' W. Winds: S. S. E., S. E., and S. S. E. ; fresh breezes throughout. May 18. Lat. 3° 44' S. ; long, no observation. Winds: S. E., E. S. E., and E. S. E. Fresh breezes throughout. At 10 A. M. made Fernando de Norouha. May 19. Lat. 6° 53' S. ; long. 33° 10' W. Winds : E. S. E., S. E., and S. E. Light breezes and j^leasant ; passed close to leeward of Fernando de Noronha. Flying Cloud (.1. P. Creesy), New York to San Fi-ancisco, eleven days out. May 10, 1853. Lat. 20° 50' N.; long. 38° 47' W. Winds: S. E. by E., S. E. by E., E. S. E. First part, moderate; middle, rain; latter, squally. May 11. Lat. 16° 47' N.; long. 37° 48' W. Winds: S. E. by E., S. E. by E., S. E. by E. First part, light; middle, squally; latter, fresh and squally. May 12. Lat. 12° 11' N.; long. 36° 26' W. AYind: E. by S. throughout. Fresh and squally. May 13. Lat. 8° 00' N.; long. 34° 46' W. Wind: E. by S. Fresh and squally. May 14. Lat. 3° 37' N.; long. 34° 08' W. Wind:E. S. E. Fresh and squally. May 15. Lat. 1° 00' N.; long. 34° 03' W. Wind: S. E. by E. Light and squally. Civil time, 15'. At 7 P. M. crossed the equator, in long. 34° 20 W. Seventeen days from Sandy ILook, or 408 hours, averaging nine knots ; when determined in short lines, from noon to noon of each day, 3,672 miles. [Dis- tance, as calculated in the tables, 3,708.] May 16. Lat. 0° 27' S.; long. 34° 07' W. AVinds: baffling throughout. May 17. Lat. 3° 11' S.; long. 34° 42' W. Wind:S. E. Light breezes and fine weather. May 18. Lat. 4° 46' S; long. 34° 57' W. Winds: baffling throughout. Beating to the eastward, with light winds and line weather. Current, W. by N., 46 miles. May 19. Lat. 2° 31' S.; long. 33° 41' W. Winds: S. E., S. E., S. E. by E. Light breezes and fine Aveather. At 1 hour 15 min., tacked S. by W. i W. At 4 hours 20 min., tacked N. E. by E. Stood on this tack 21 hours; lost 135 miles in latitude, and gained 76 miles easting, after having been currented at 82° W., 55 miles. • May 20. Lat. 5° 47' S.; long. 34° 19' W. Wind: S. E. by E. Light winds and fine weather. Cur- rented west, 20J miles. I would here remark, the current sets much stronger to the westward and north- ward and westward, when close in with the land and shoals about Cape St. Eoque, than it does in the offing, say 40 or 50 miles. Should recommend all ships to work to the eastward on the northern limit of the S. E. 480 THE WIND AND CURRENT CHARTS. trades, say between 1° N. lat. and 2° S. lat., wlien they are so unfortunate as to cross the equator too for west. [This recommendation should be very cautiously adojD ted. Captain Creesy falls to leeward, crosses the line in 3-i°, stands boldly on, tacks when he must, and in 22 days out is clear of St. Eoque ; and yet, notwith- standing this extraordinarily good passage, all navigators arc cautioned against following so good an examjile as he himself set, after having the misfortune to be forced to cross the line so far to leeward as 34°. It is true, no vessel should willingly cross so far, but cases are not unfrequent of vessels, after crossing in 3-±°, and even in 37°, having no difficulty in clearing St. Eoque. They do this by following the Sailhuj Directions, which advise them in such cases to stand or trust to chance for a change of wind, and to luck for favorable slants. I think that Captain Creesy would have done very unwisely had he, on the ITitli, wlion he found him- self to leeward, and on "the northern limits of the southeast trades," attempted, instead of standing on south, as he did, to beat to windward there in the doldrums. If there bo any one point upon which I feel myself clear, touching the best course of procedure in such cases, it is in the caution which I have so often given and here repeat, viz: that navigators should not attempt to beat to windward in the doldrums. If a vessel find herself to leeward in them, and the wind will allow her to lay a course well to windward, as it did the Eagle, let her lay it, but do not attempt to Ijcat in a part of the ocean where you know you are not to have wind enough for beating.] May 21. Lat. 7° 52' S. ; long. 3-4° 30' AV. Wind : S. E. by E. First part, light breezes and fine weather; middle and latter, faint airs and calms. Currentcd N., 49° W., 11 miles. I find the strength of the current about here depends much, if not altogether, upon the direction and velocity of the wind ; in crossing with the wind, and vice versa. Barque SoiilJierncr (E. Hooper), New York to San Erancisco, nineteen days out. May 11, 1852. Lat. 14° 24' N.; long. 39° 05' W. Strong easterly wind with a head sea. May 12. Lat. 11° 53' N. ; long. 37° 21' W. Strong easterly winds, and clear. May 13. Lat. 9° 19' N. ; long. 35° 53' W. Eine easterly breezes, and clear. May 14. Lat. (3° 49' N. ; long. 33° 58' W. Eresh breezes at E. by N., and clear. May 15. Lat. 5° 11' N. ; long. 31° 47' W. Wind: E. N. E. Eine breezes, and clear. May 16. Lat. 4° 10' N. ; long. 31° 15' W. . Eirst part, wind all round the compass with rain ; middle part, wind S. E. and squally ; latter part, east, with rain squalls. May 17. Lat. 2° 28' N. ; long. 29° 40' W. Eirst part, squally with rain ; middle and latter parts, fresh breezes from E. to E. S. E., and clear weather. May 18. Lat. 0° 25' N. ; long. 29° SO' W. Eine breezes with rain squalls. At 6 A. M. made St. Eaul's Island. At 8 A.M. it bore N". E. true, distant al)out 12 miles. Eound (by observation) that Blunt places the island too far cast. English books agree with my chronometer. HOL'TES TO KTO, ETC. 481 May lit. Lat. 1). K. 00° If.' S. ; long. D. 1{. 29° 55' W. ; fir.st part, liglit breezes from K. S. E ; middle aid latter parts, wiud all roimd the compass, accompanied with heavy showers. May 20. Lat. D. R. 1° 00' S. ; long. D. K. 30° 29' \V. ; light airs, and raiu squalls from all p.-iuts of ,he compass. May 21. Lat. D. E. 1° 10' S. ; long. D. K. 31° 05' W. ; light airs, calms, with rain from all iwints, jut }irincipally N. AV. May 22. Lat. D. R. 1° 23' S. ; long. D. E. 30° 3G' W. ; light baffling airs from S. E. to S., with con- inual rain squalls. May 23. Lat. 2° 38' S. ; long. 30° 59' W. ; first jiart, light, baffling airs, and raiu squalls; at mid- light, took the trades at S. E. by E. Ends wntli fresh trades, and clear. May 24. Lat. 4° 05' S. ; long. 32° 5(3' W. ; fine fresh breezes from S. E. by E., and clear, with a leavy sea from S. May 25. Lat. 6° 44' S. ; long. 33° 09' W. ; strong gales and a high, irregular sea. Wind : S. E. May 26. Lat. 7° 10' S. ; long. 33° 18' W. ; strong S. S. E. gales. At 5, made a tack off shore, and it 4 A. M. on again. Current, N. W., 1 mile per hour. JBark Olioiva (S. G. Brooks), New York to Eio Grande, Brazil, twenty days out. May 26, 1853. Lat. 20° 50' IST.; long. 43° 30' \Y. Barometer, 30.05; temperature of air, 79°. fVinds : E. S. E., E. by S., E. ; first part, moderate breezes ; middle and latter, light. May 27. Lat. 18° 55' N.; long. 42° 18' W. Barometer, 30.00 ; temperature of air, 78°. Winds: 5., E.N. E., E. ; fresh breezes, and squally throughout. May 28. Lat. 16° 42' N. ; long. 41° 15' W. Barometer, 29.90; temperature of air, 79°. Winds: S. by S., E., E. by N. to E. by S. ; fresh squalls throughout ; tumbling sea. May 29. Lat. 14° 40' N.; long. 40° 02' W. Barometer, 29.90; temperature of air, 79°. Winds: E. by S., E. by S., E. by N. to E. by S. ; fresh breezes and squally. May 30. Lat. 12° 44' N.; long. 38° 31' W. Barometer, 29.90 ; temperature of air, 78°. Winds: E. by S., E. by S., E. N. E. ; fresh breezes with squalls. May 31. Lat. 11° 03' N. ; long. 36° 39' W. Barometer, 29.89 ; temperature of air, 80°. Winds : E. by N., E. N. E., N. E. by E. ; light breezes, and flawy. June 1. Lat. 9° 18' N.; long. 34° 44' W. Barometer, 29.82; temperature of air, 82°. Winds: N. E. by E., E. N. E., E. by N.; moderate breezes; clouds rising from the southward. June 2. Lat. 7° 34' N. ; long. 83° 08' W. Barometer, 29.85 ; temperature of air, 81°. Winds : E. by N., E. by N., W. S. W. ; first and middle parts, moderate breezes; latter, light. June 3. Lat. 6° 00' N. ; long. 32° 37' W. Barometer, 29.89; temperature of air, 83°. Winds, calm ; 3. E., E. to E. N. E. ; first part, calm ; middle, light breezes ; latter, fresh. June 4. Lat. 4° 33' N.; long. 32° 07' W. Barometer, 29.90 ; temperature of air, 82°. Winds: E. to E. N. E., E. to E. S. E., and S. E. Moderate breezes and squally. 61 482 THE WIND AND CURRENT CHARTS. June 5. Lat. 2° 33' N. ; long. 33° 20' W. Current, AV. S. W., | of a knot per hour. Barometer, 29.89; temperature of air, 83°. Winds: S. to S. S. E., S. S. E., S. E. Throughout, light breezes; looks like ti'ades. June G. Lat. 00° 50' N. ; long. 34° 13' W. Current, W. by S., 1 knot per hour. Barometer, 29.87- temperature of air, 84°. Winds : S. E. by E., E. S. E., S. E. by E. Light breezes and fine weather ; quite smooth. June 7. Lat. 1° 05' N.; long. 33° 38' W. Cnrrent, W. by S., 1 ,-„ knots per hour. Barometer, 29.85; temperature of air, 83°. AVinds : E. S. E., S. E., and S. E. by S. to S. by E. Moderate, and fine weather. June 8. Lat. 1° 43' N. ; long. 31° 56' AV. Current, AV. by N., 1^ knots per hour. Barometer, 29.85 ; temperature of air, 83°. AVinds: S. by E., S., S. by E. First and middle parts, light breezes. Latter, fresh. June 9. Lat. 1° 24' N. ; long. 32° 21' AV. Barometer, 29.89; temperature of air, 83°. AVinds: S. S. E. I E., S. E. by S. S., E. Throughout, moderate breezes. You doii't catch me here aijain. June 10. Lat. 00° 24' S. ; long. 33° 06' AA". Current, 1 ;\ knots per hour, AA^. Barometer, 29.89 ; temperature of air, 83°. AA^inds : S. E. by E., S. E., S. E. Throughout, moderate breezes, and squally. Strong currents. June 11. Lat. 2° 40' S.; long. 82° 30' AV. Not much current. Barometer, 29.85; temperature of air, 83°. AAHnds : S. E. by S., S. E. by E., E. Moderate breezes. June 12. Lat. 4° 54' S. ; long. 32° 04' W. Barometer, 29.90; temperature of air, 84°. AVinds: east, E. N. E., E. by S. Throughout, moderate breezes ; stronger in the night. June 13. Lat. 7° 07' S.; long. 32° 40' AV. Barometer, 29.89; temperature of air, 82°. AVinds: S. E. by S., S. E., S. B. by S. First part, light breezes ; middle, and latter, fresh and squally. ROUTES TO niO, ETC. 483 Route to Rio, etc. — JuXE. I..I titude. From New 39° 11' N. 37 34 35 55 35 00 34 13 32 30 30 45 30 00 27 28 25 00 20 00 15 00 10 00 5 00 Equator 1 00 s. 3 00 5 00 5 34 7 00 7 58 9 00 Longitude. York to 70° 00' 65 00 60 00 57 17 55 00 50 00 45 00 42 54 40 00 87 15 35 00 32 50 30 43 28 37 80 41 31 31 32 33 06 06 46 00 33 36 34 00 84 26 Course. E.S.E. E.S.E. E. S. E. E.S.E. PIS.E. E. S. E. E.S.E. E.S.E. S.E. S. E. S. S. E. S. S. E. S. S. E. S. S. E. s. s. w. s. s. w. s. s. w. s. s. w. s. s. w. s. s. w. s.s.w. s. s. w. DISTANCES. True. 199 254 259 144 123 271 276 118 215 209 325 325 325 325 325 Per cent. Average. WINDS; PER CENT. 8693 65 880 180 37 98 68 67 10.1 18.4 5.9 8.8 2.0 6.1 5.8 19.3 15.0 16.2 2.6 0.8 2.0 17.6 8.8 3.0 5.8 10.0 10.0 7.7 6.6 6.4 219 287 272 157 125 2«7 292 140 247 242 333 326 331 381 353 3992 67 138 143 41 100 67 71 Head. 2.6 5.3 2.0 2.2 o!o 0.0 1.1 6.7 O '_> 6.0 0.0 0.0 0.0 5.8 2.8 0.0 0.0 0.0 0.0 0.0 0.0 0.0 SLANTS FHOM N'd. S'd. 7.8 w 10.7 2.8 6.8 IV 10.0 10.0 2.1 17.4 (/• 22.9 IV 13.0 IV 9.0 0.7 IV 7.5 18.2 IV 16.1 12.0 28.5 50.0 50.0 83.4 27.0 24.0 ^v 11.4 4.0 v; 6.2 IV 10.9 0.0 10.0 K 17.0 16.0 QA 9.0 0.0 0.9 1.5 13.8 2.8 0.0 0.0 0.0 0.0 0.0 0.0 2.0 Fair. Ciilras. iToLal No. observa- tions. 78.2 80.0 89.0 80.6 90.0 80.0 79.7 59.9 67.2 72.0 91.0 99.1 91.0 67.7 78.3 88.0 71.5 50.0 50.0 78.0 74.0 3.1 1.3 1.2 0.9 20.0 0.0 19.7 9.7 4.2 4.8 1.8 0.8 0.0 16.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 340 300 245 238 20 30 94 149 67 100 5(i 116 152 106 171 21 12 12 21 O/ 50 If the wind should, as it probably will, head you ofi', after crossing the line to the west of 80°, so as to force you to leeward of 83° before crossing 5° SO' S., stand E. for a few leagues, or until the wind hauls so as to let you lay up. Aim to cross the equator near 29°; and do not, if it can be avoided, go to the cast of 28° 30' after crossing 10° X. The farther you go east there, the more prevalent are the calms. Endeavor to cross 30° N. in about 40° \Y., so you may get to 25° N. by a south course. It is difficult to get to the S. E. between those two parallels. Southwest winds are not uncommon here. Between 10° and the equator, calms are much more frequent E. of 30° than to the W. of 30°, and they become more prevalent as you go east. Be- tween 25° and 80° W., from 3° to 5° X., are the calm latitudes in this month. See the Charts, Pilot and Track. Vessels should aim never to get to leeward of the track here laid down after crossing the line. The winds hang obstinately to the southward in June. Therefore, take advantage of all slants for making east- ing in south latitude, until you get to 9° S. Don't consider yourself too far eastward, if in this month you cross this parallel in 31° W. Xo calms obtain in June, south of the line, and between 29° W. and the 48J: THE WIND AND CURRENT CHARTS. coast. Among 1,000 observations examined in this part of the ocean, for this month, not one cahn is re- corded. Between G5° and 70° W., 30° and 33° N., is a great place for cahns ; also from 25° to 28° N., between 60° and G5°. On the average, you will carry the N". E. trades to 8° or 9° N. Equatorial calms are most prevalent between 6° and 10° N., and 25° and 30° W. But between 30° and 35° W., the calms are most prevalent between 5° and 7° N. Between 30° and 35° W., you sometimes get the S. W. monsoons, and you are liable to them from 9° to 1° N. S/iij> Avdnhon (C. Whiting), Boston to Canton, seventeen days out. May 26, 1852. Lat. 21° 01' N. ; long. 38° 34' W. Winds: light, S. E., E. S. E., E. S. E.; weather pleasant. May 27. Lat. 18" 38' N. ; long. 37° -iiV W. Wind : fresh, E. by S. ; weather pleasant. May 28. Lat. 15° 39' N. ; long. 3G° 26' W. Winds : fresh and flawy, E. by S., E. ; weather pleasant. May 29. Lat. 12° 51' N. ; long. 35° 15' AY. Winds: fresh with squalls, E., E. by N.; weather variable. May 30. Lat. 10° 00' N. ; long. 33° -13' W. Winds: fresh and flawy, E. N. E., E. by N.; weather cloudy. May 31. Lat. 7° 36' N.; long. 32° 23' W. Wind: fresh, with squalls, E. by N. E.; weather hazy. June 1. Lat. 6° 03' N. ; long. 32° 25' W. Winds : fresh, squally, E., E. S. E., S. E. ; weather cloudy, with rain. Juno 2. Lat. -l" -49' N. ; long. 32° 00' W. Winds : S. E., E., moderate, S. S. E. to E. Light and liafifling ; cloudy weather. June 3. Lat. i° 31' N. ; long. 31° 27' W. Winds : light and baffling ; N. E. to E., N. E., E. N. E. to N. ; weather pleasant. June 4. Lat. 3° 49' K; long. 31° 07' W. Winds: light; K, N. E., N. E. ; weather clear and pleasant. June 5. Lat. 3° 28' N. ; long. 31° 12' W. Winds: light and baffling; W. S. W., S. S. E., S.; weather pleasant, passing squalls. June 6. Lat. 1° 46' N. ; long. 31° 52' W. Winds: moderate; S. S. E., S. S. E., S. E. ; weather pleasant. June 7. Lat. 0° 02' S. ; long. 31° 53' W. Winds : moderate ; S. E., E. S. E., E. S. E. ; weather pleasant. June 8. Lat. 2° 14' S. ; long. 32° 12' W. Winds : moderate ; E. S. E. to S. E. by E. ; weather pleasant. UOIITES TO KIO, ETC. 485 Juno 9. Lat. 3° 25' S. ; long. 32° 20' W. Winds : moderate ; S. K., E. by S., E. S. E. ; weather fine ; made Fernando de IS'oronlux. June 10. Lat. 3° IG' S. ; long. 31° 30' \V. Winds: moderate; S. E., S. E. by S., S. E. ; weather pleasant. Juue 11. Lat. 5° 20' S. ; long. 31° 27' W. Winds : fresh ; S. E., S. S. E., S. E. ; weather pleasant. tSMp Milton (Freeman), Boston to Madras, twenty-three days out. June 7, 1851. Lat. 20° 31' N. ; long. 35° 50' W. Fresh winds with oeeasional squalls ; E. S. E., S. E. June 8. Lat. 18° 55' N. ; long. 34° 40' W. Fresh winds and elear weather ; E. to E. S. E. June 9. Lat. 16° 53' N. ; long. 33° 31' W. Fresh breezes and passing clouds; E. by N. June 10. Lat. 14° 48' N. ; long. 31° 33' W. Fresh breezes and hazy weather ; E. by N. June 11. Lat. 12° 48' N. ; long. 30° 12' W. Fine breezes and pleasant ; E., E. by N. June 12. Lat. 11° 05' N. ; long. 28° 23' W. Fine wind and pleasant ; E. by N. June 13. Lat. 9° 16' N. ; long. 27° 01' W. Fine breezes and squally ; E., E. by N. June 14. Lat. 7° 47' X. ; long. 25° 48' W. Moderate ; breezes with occasional .squalls ; E., E. N.E., N. E. June 15. Lat. 6° 45' N. ; long. 25° 10' W. Light airs and pleasant; N. E., E. June 10. Lat. 5° 57' N. ; long. 25° 18' W. Light baffling airs; calms, thunder and lightning; N. E. baffling. June 17. Lat. 5° 17' N. ; long. 26° 02' W. Light airs first part ; latter, heavy squalls with rain. South ; variable. June 18. Lat. 4° 47' N. ; long. 25° 11' W. Calms and squalls, first and middle part; latter part, fine weather ; calm, S. by E. June 19. Lat. 3° 18' N. ; long. 26° 02' W. Gentle breezes and pleasant ; S. by E. June 20. Lat. 1° 36' N. ; long. 27° 21' W. Fine weather ; S. S. E. Juno 21. Lat. 0° 24' S. ; long. 28° 26' W. Fine weather ; S. E. June 22. Lat. 2° 52' S. ; long. 28° 44' W. Fine weather ; moderate breezes ; S. E. by E., S. E. by S., S. E. June 23. Lat. 5° 17' S. ; long. 28° 54' W. Fine weather ; S. E. /6i7«}j Mf^scnijer (Frank Smith), Xew York to Califoi'nia, eleven days out. June 13, 1852. Lat. 19° 37' N. ; long. 38° 46' W. Winds: east throughout. First part, fine winds and weather ; middle and latter parts, light and S(j^ually. June 14. Lat. 16° 18' N. ; long. 38° 44'. Moderate breeze, E. S. E., S. E. by E., E. S. E. Occasional squalls. June 15. Lat. 13° 30' N. ; long. 36° 44' W. First part, light breezes and squally ; latter, moderate and fair, E., E. to E. by N., E.N. E. 4SG THE WIND AND CURRENT CHARTS. June 10. Lat. 11° 00' N. ; long. 34:° 39' W. First part, fine breezes ; mitUle and latter, light, at E. by N. throughout. June 17. Lat. 9° 00' N. ; long. 31° 49' ^Y. Light Avinds and fair weather, E. by N. to E. N. E. June 18. Lat. 7° 18' N. ; long. 30° 24' "\Y. First part, moderate breezes; latter, baflliug airs and calms; E.K. E.; northerh^ baflling. June 19. Lat. 7° 08' N. ; long. 29° 50' W. First part, calm and cloudy; latter part, light breeze from southward. June 20. Lat. G° 28' N. ; long. 29° 10' W. First part, light airs, S. by W., and clear; middle and latter part, calm with heavy rain. June 21. Lat. 5° 51' N.; long. 25° 43' W. First part, calm with showers; middle and latter, light breeze, S. by W., S. S. W. ■ .... June 22. Lat. 4° 27' N. ; long. 27° 53' W. Moderate breezes and clear ; S. by W., S., S. by E. June 23. Lat. 3° 2(3' N. ; long. 29° 20' W. Very light airs and calms ; S. by E., calm, S. June 24. Lat. 2° 25' N. ; long. 81° 05' W. Light airs ; S. by E., calm, S. S. E. June 25. Lat. 0° 30' N. ; long. 81° 54' AY. Light breezes; S. S. E., S. E. by S., S. E. to S. E. by E. June 26. Lat. 2° 12' S. ; long. 81° 50' W. Moderate breezes and squally, S. E. by E., E. S.E. June 27. Lat. 5° 04' S. ; long. 32° 40' W. Light winds in first and middle parts, S. E. by E. ; latter part, fine breezes, S. E. by E. Ship Eliza Mallory (John E. Williams), New York to San Francisco, sixteen days out. June 4, 1852. Lat. 21° 24' N. ; long. 35° 14' W. Barometer, 80.05 ; temperature of air, 78. Winds: E., E. N. E., E. N. E. Light and baffling. June 5. Lat. 18° 33' N. ; long. 84° 00' W. Barometer, 30.00; temperature of air, 78°. Winds: E. N.E., E., E. First part, light breezes; middle and latter, strong. Came through a tide rip. June 6. Lat. 15° 47' N. ; long. 32° 89' W. Barometer, 29.95; temperature of air, 78°. Winds: E.N. E., E., E.by S. First part, strong breezes ; middle and latter, squally. June 7. Lat. 12° 50' N. ; long. 81° 10' W. Barometer, 29.95; temperature of air, 78°. Winds: E. S. E., E., E. N.E. Strong breezes. June 8. Lat. 10° 27' N. ; long. 30° 08' W. Barometer, 29.9 ; temperature of air, 78°. Wind : east. Strong breezes and rain squalls. Came through tide rips. Current setting to the eastward. June 9. Lat. 7° 54' N. ; long. 29° 8' W. Current, eastwardly. Barometer, 29.9 ; temperature of air, 82°. Winds: E. by N. Strong breezes. June 10. Lat. 7° 8' N. ; long. 28° 40' W. Current, to the eastward. Barometer, 29.9; tempera- ture of air, 82°. Winds : E. N. E., and calm. First part, strong, with rain squalls ; middle and latter, calm and rainy. June 11. No observation. Current, to the eastward. Barometer, 29.9; temperature of air, 78°. ROUTES TO KIO, ETC. 487 "Winds: S. S. W., and baffling. First part, squalls from S. W. ; middle and latter, rain squalls from all quarters. June 12. Lat. G° 40' N. ; long. 27° 23' \V. Eastcrl}^ current. Barometer, 29.9 ; temperature of air, 78°. Winds: S. W. Wind baffling from west to S. W., witli rain squalls. Heavy sea from S. W. June 13. Lat. 0° N. ; long. 27° 22' W. Easterly current. Barometer, 29.95; temperature of air, 82°. Wind: S. W.; calm, S. E. Eirst part, rain squalls; middle, calm; latter, liglit. June 14. Lat. 5° 18' K ; long. 27° 21' W. Barometer, 29.90. Temperature of air, 80°. Wind: S. E. First part, light ; middle and latter, light and squally. June 15. Lat. 3° 45' N". ; long. 28° 30' W. Barometer, 29.9 ; temperature of air, 82°. Winds : S. S. E., S. S. E., S. by E. First part, light and rainy ; middle, squally ; latter, strong. June 16. Lat. 2° N. ; long. 80° 30' W. Barometer, 29.9; temperature of air, 80°. Winds: S. by K., S. E. by S., S. S. E. First part, strong; middle and latter, moderate. June 17. Lat. 1° 40' N. ; long. 31° 37' W. Westerly current. Barometer, 29.9 ; temperature of air, 81°. Wind: S. S. E. Light winds. At 8 A. M. came through a tide rip. June 18. Lat. 2° N.; long. 30° 54' W. Westerly current. Barometer, 30; temperature of air, 80°. Winds : baffling, S. S. E., S. S. E. Strong current going to the westward. Tacked to the eastward. June 19. Lat. 15' S. ; long. 31° 13' W. Westerly current. Barometer, 30; temperature of air, 80°. Winds: S. E. by S., S. E., S. E. by E.; light. Tacked ship; came through tide rips. Ship N'. B. Palmer (C. P. Low), New York to San Francisco, thirteen days out. June 4, 1852. Lat. 22° 3' N.; long. 32° 29' W. Barometer, 30.30. Winds: north, N.E., and E. S. E. Moderate breeze and pleasant. June 5. Lat. 18° 14' N. ; long. 31° 24' \X. Barometer, 30.30. Wind: E. S. E. June 6. Lat. 14° 21' N.; long. 29° 48' W. Barometer, 30.30. Wind:E.S.E. Bleasant trades. June 7. Lat. 11° 16' K; long. 28° 28' W^ Barometer, 30.20. W^ind:E. byS. Pleasant trades. June 8. Lat. 8° 44' N.; long. 26° 54' W. Barometer, 30.20. Wind: E. by S. Pleasant trades. At 2 A. M. came up with and passed the clipper ship Gazelle, which sailed 6 da3's before us. June 9. Lat. 7° 82' K; long. 26° 30' W. Barometer, 30.20. W^inds: E. by S. Light airs and calms. Gazelle twelve miles astern. June 10. Lat. 7° 20' N. ; long. 25° 52' W. Barometer, 80.30. Winds: E., S., N. Light airs and calms. June 11. Lat. 6° 30' N. ; long. 24° 55' W. Barometer, 80.30. Winds: S., S. S. W., S. S. E. Light airs and calms. June 12. Lat. 5° 49' X.; long. 25° 14' W. Barometer, 30.1. W^inds: S. S. E. Light airs and calms. June 13. Lat. 8° 45' N. ; long. 26° 40' W. Barometer, 30.1. Winds : S. by E., S. S. E., S. E. by S. Moderate breezes from S. to S. E. by S. Gazelle out of sight astern. 488 THE WIND AXD CURRENT CHARTS. June 14. Lat. 1° 16' N. ; long. 28° 10' W. Barometer, 30.20. Wind: S. S.E. Moderate breezes. June 15. Lat. 1° 28' i^.; long. 29° 32' W. BaroTuetcr, 30.30. Wind: S.E. by S. Moderate breezes, and cloudy. June 16. Lat. 4° 24' S. ; long. 30° 38' W. Barometer, 30.30. Wind: E. S. E. Ship Oneidti (William A. Creesy), New York to China, nineteen days out. June 6, 1852. Lat. 15° 53' N. ; long. 31° 25' W. Barometer, 80.00; temperature of air, 75°; of water, 75°. Winds : E. by S., E. by S., E. by S. Eresh breezes and hazy weather ; sun obscured. June 7. Lat. 12° 49' N. ; long. 30° 37' W. Barometer, 30 ; temperature of air, 76° ; of water, 75°. Winds : E., E., E. Moderate breezes, and squally, with showers of rain ; heavy dew. June 8. Lat. 10° 31' N. ; long. 29° 20' W. Barometer, 29.95 ; temperature of air, 76° ; of water, 75°. Winds : E., E., E., gentle. Night-showers ; latter pleasant. S. E. sea. June 9. Lat. 8° 3' N.; long. 27° 50' W. Barometer, 29.95; temperature of air, 82°; of water, 79°. Winds : E., E. by N., E. by N. Overcast; heavy clouds hanging at the S. E. and S. Ends rainy. June 10. Lat. 7° 16' N. ; long. 27° 40' W. Barometer, 29.95 ; temperature of air, 77° ; of water, 80°. Winds: E., calm, calm. Heavy rains; frequent airs from all points, but generally calm. Saw a ship, apparently a clipper, bound same way. June 11. Lat. 6° 58' N.; long. 27° 30' W. Barometer, 29.95 ; temperature of air, 81° ; of water, 81°. Winds: calm, S., S. E., light airs from S. to S. E., and S. W., and calm, with heavy rains. Ends pleasant. Signalized shipi Tartar, from New York, May 12, for Canton. June 12. Lat. 6° 18' N. ; long. 27° 5' W. Barometer, 29.95 ; temperature of air, 79° ; of water, 81°. Winds: calm N. N. W., calm N. N. W., calm, calm, most of the time. Cats-paws from all points; frequent 2'ains. June 13. Lat. 5° 34' N.; long. 26° 41' W. Barometer, 29.95; temperature of air, 82°; of water, 81°. Winds: calm, calm, S. E. ; first and second calm, baffling, and rainy; latter, light airs from S. E. June 14. Lat. 4° 44' N. ; long. 26° 50' W. Barometer, 29.95 ; temperature of air, 82° ; of water, 81°. Winds: S. E., calm, S. E. ; first and second, pleasant; latter, hanging squalls and rains. June 15. Lat. 3° 10' N. ; long. 27° 49' W. Barometer, 29.95 ; temperature of air, 79° ; of water, 81°. Winds: S. S. E., S. S. E., S. S. E.; first part, rainy and squally; night and morning, steady trades. June 16. Lat. 57' N.; long. 29° 28 W. Barometer, 29.95; temperature of air, 80°; of water, 80°. Winds : S. S. E., S. E., S. S. E. ; pleasant, with gentle breezes. Made Saint Paul's Rocks E. by S., four or five miles. ■ ; ■ . .'..•'. June 17. Lat. 1° S.; long. 30° 11' W. Barometer, 29.95; temperature of air, 79° ; of water, 77°. Winds: S. E. by S., S. E., S. E. Pleasant, with gentle breezes at times, approximating to a calm. June 18. Lat. 2° 46' S. ; long. 30° 25' W. Current, E. N. E., half knot per hour. Barometer, 29.95 ; temperature of air, 79° ; of water, 79°. Winds : S. E., E. S. E., E. S. E.; first and second very light ; latter, brisk breezes, squally appearances. ROUTIOS TO KIO, ETC. 489 June 19. J.at. 4° 2G' S. ; long. 30° 45' W. Iku-oiiictcr, 29.95; temperature ol'air, 79; of water, 79°. Winds : S. E. by S., S. S. E., S. E. S([\ially, with slunvens of rain. Stood cast twenty miles. June 20. Lat. 7° S.; long. 32° 11' W. Barometer, 30; temperature of air, 80°; of water, 79°. Winds: S. S. E., E. by S., S. S. E. Brisic bree;^es, and line. Flying lish. Juno 21. Lat. 9° 2' S.; long. 33° 55' W. Curnnit, half knot per hour, llarometer, 30; temperature of air, 80°; of water, 79. AVinds: S. S. E., S. S. E., S. S. E. ISrisk breezes, and eloudy tlirongliout. liutile No. 1 it) Jiio, dx. — -Jul A". (EoJ{ FAST Vk.SSKI.S.) DISTANCES. WINDS; PER CENT. Lijiigi tudo. Course. Total No. Latitude. observa- True^ I'er ccut. .Vverngc. Head. SLANTS FROM Fair. Calms. tions. N'd 01- E'd. S'd or W'd. From Sandy Hook to 39° 11' N. 70° 00' E.S.E. 199 11.4 222 2.2 11.8 10.8 75.2 4.0 310 37 33 65 00 E. S. E. 256 5.4 269 0.2 8.2 6.5 85.1 10.7 411 35 54 60 00 E. S. E. 259 7.7 278 2.6 4.7 6.9 85.8 7.5 234 35 00 57 21 E.S.E. 141 5.3 148 0.4 4.7 IV 7.9 87.9 3.4 256 34 12 55 00 E.S.E. 126 19.2 150 6.2 ■IV 18.5 10.8 64.5 12.2 65 32 28 50 00 E. S. E. 272 20.6 297 7.2 9.6 w 22.8 60.2 0.0 84 30 00 50 00 S. 148 14.4 173 1.7 ■w 19.9 17.4 61.0 1.7 116 25 00 50 00 s. 300 10.6 352 5.3 w 10.5 0.0 84.2 5.0 19 20 24 45 00 S. E. 390 3.5 402 0.0 IV 0.0 17.4 82.6 0.0 23 20 00 44 34 s. 1*:. 34 5.1 36 0.0 2V 18.0 0.0 82.0 0.0 28 15 40 40 00 S. E. 368 5.8 389 0.0 IV 28.7 0.0 71.3 0.0 28 15 00 39 10 S. E. 57 11.5 57 0.0 w 1.4 0.0 98.6 0.0 72 10 48 35 00 S.E. 356 5.9 377 0.0 10 25.0 0.0 75.0 7.2 64 10 00 34 40 S. S. E. 52 6.4 55 1.0 IV 8.2 1.0 89.8 5.8 98 8 06 30 00 E.S.E. 299 11.7 334 1.0 w 18.6 15.5 61.9 13.4 97 t; 03 25 00 E. S. E. 322 14.2 367 2.4 15.6 tu 18.0 64.0) 10.7 l(i7 5 00 25 26 S. S. W. 68 29.8 88 8.4 20 35.4 12.6 44.6^ Equator 27 30 S.S.W. 325 7.4 348 1.3 IV 21.9 0.0 76.8 0.0 78 3972 4322 3 36 S. 29 00 S.S.W. 234 6.9 348 2.0 w 21.0 2.0 75.0 0.0 401 4 36 30 tio S. W. 85 0.0 85 0.0 w 39.8 0.9 69.2 0.0 35 5 00 30 10 s. s. w. 26 2.9 27 0.0 14.2 0.0 85.8 o.<:» 21 5 50 31 00 s.w. 70 0.0 70 0.0 0.0 0.0 100.0 0.0 33 7 00 31 30 S.S.W. 76 5.0 80 0.0 24.9 0.0 75.1 0.0 12 7 30 32 00 s.w. 42 0.6 42 0.0 3.4 0.0 96.6 0.0 29 8 29 33 00 s.w. 84 2.9 86 0.0 14.4 0.0 85.6 0.0 21 9 00 33 51 s. w. 44 1.9 45 0.0 9.6 0.0 90.4 0.0 42 10 14 34 00 s. s. w. 80 7.2 86 0.0 26.0 0.0 74.0 5.0 39 11 00 34 19 S.S.W. 50 4.2 52 0.0 23.4 0.0 76.6 0.0 39 The difficulties for this month consist in calms and baflling winds, in certain regions, which it is neces- sary to avoid. I have therefore given two tracks for this mouth, viz: One for bold navigators and flist- sailing vessels, that can lay up within six points of the wind; and the other for dull saders, that cannot do well close-hauled. Both tracks avoid the calms of the Horse Latitudes. 62 490 THE AVIND AND CUERENT CHARTS. There is not nuicli difference between them as tliey are here given, in point of average sailing distance. The difl'erence consists in better working breezes by ronte No. 1, than the other, and I now confine myself] to this route, viz: No. 1. In taking this route, if you keep much to the east of the track, say between the parallels of 35° and 80° N., you will get into the calms of the Ilorsc Latitudes. See, by the Trade- Wind-Charts, where these calms most prevail along this route, and at this season. After reaching the meridian of 50° W., .south is given as the course which a vessel will n:iake on the avercuje thence to the parallel of 25°. But it should be recollected that the tracks given in these Directions, and which every navigator who intends to be guided Ijy them is recommended to project on his cliart, are in no case the track which the vessel herself is expected actually to make. Suppose a large number of vessels at different times should take this route as their guide, the mean of all their tracks would be represented by the route which I re- commend ; though perhaps it would not represent the track of a single vessel taken separately. Some would be on one side, some on another; some would cross it in one place and some in another. It is difficult to get navigators to comprehend this. Many of them think that, to go the routes re- commended by me, they must actually run on the lines whicli I have drawn to serve merely as guides for them, and for the purpose of my own convenience in illustration. Vessels that attempt to follow these routes will sometimes find themselves hundreds of miles on one side or the other of the track, as projected; and when they find themselves so driven off from the track as laid down in the books, they should not attempt to get back upon the line itself, as though it were a channel- way, but taking the direction in which it lies as a guide, and consulting the Charts with which they are supplied, they should shape their course and be governed accordingly. Every track that I have drawn shows that head winds may be expected along it; and when these head winds are encountered, the vessel so encountering must expect to be turned aside; and whether she should beat or not, or stand off altogether upon this or that track, the master must decide ; and he should bo governed in his decision by the Sailinr/ Directions and the Charts themselves. With this general explanation for ail the routes, navigators who try this July route Avill perceive that I do not I'ecommend that they should, after reaching the meridian of 50° AY., actually stretch away due south for 500 miles until they reach the parallel of 25° N"., where the wind will allow them to lay up to the southward and eastward. Suppose that a vessel on this route should, on reaching the meridian of 50°, near lat. 32° 28', have the wind to come out from S. E. — as she will find it to do, on the average, 12 times in 100— she should not in this case stand to the northward and eastward, because she would then run up into a part of the ocean where the calms and light airs of the Horse Latitudes are most vexatious. If she cannot lie south, she should stand down to the soulhwaixl and westward until the wind hauls, or until she can reach the parallel of 31°, and then go about, taking care not to recross the parallel of 32° to the west of 45°. After crossing 30° N., strive not to fall -to the westward of the projected track. Consider yourself in KouTKs TO nro, etc. 491 the best possible position if you can cross the parallel of 25° N. between -10° and 45°. or the parallel (jf 20° between 35° and 40°. From cither of lliese po.silions, you will have no diniculty in reaehing- the meridian of 30° or .j1° between the })arallels of 9° and 12° N., wlicre yon will lose the N. K. trades; you will then take the equatorial calms, and they may hang on you obstinately, // yo" rjo tmi.cli furllitr to l/ie fast: but you will seldom or never carr}- them with you below G° X. Cross 0° N. bv the shortest possible course. Losing these calms, you will generally get the S. E. trades ; for t(j the west of 30°, the S. W. monsoons seldom blow — though they do sometimes; to the east of 30° they blow quite constantly in July. To the east of 30°, the equatorial calms prevail from 15° N. to 80° N.; and you will be liable to the S. \Y. monsoons from 11° to 2° N. Hence, you will observe that it is important you should, if the winds will allow you, cross the equatorial doldrums about 30° \V., and not go farther east than 27 if you can pos- sibly avoid it. After crossing the line and getting the S. E. trades, if you should find yourself unable to clear the land, stand on boldly to the southward, unless the wind should slant so as to allow you to lay well up to the eastward on the other tack, until you cross 5° S. to the west of 33°. Between this parallel and 9° S. 3'on can make either a south or an east course good on the average twice out of three, and in some regions three times in four ; or even when you get near the land, four times in five. It is better to take the chances of these slants, than it is to attempt to make your easting in the d(.>ldrums north of the line. If a vessel strike these calms to the east of 27° west, she may consider herself lucky if she gets clear of them in less than a week or ten days. Don't fear to pass west of Fernando de Noronha. July is an unfavorable month for quick passages, let a vessel take what route she will. Route i\ "o. 2, to 7?/'), ( Cr.— July. DISTANCES WINDS; PER CENT. itude. Long itude. Coiirse. Total No. La SLANTS FROM observa- Direct. Per cent. Fair. Calms. tions. True. Head. N'd or EM. S\l or Wd. From Sand V Hool, : to 39° 11' N. 70° 00' E. S. E. 199 11.4 222 2.2 11.8 10.8 75.2 4.0 310 37 33 65 00 E. S. E. 256 5.4 269 0/2 8.2 6.5 85.1 10.7 411 37 33 60 00 E. 238 9.0 259 3.4 lu 8.6 5.2 82.8 7.5 234 37 33 55 00 . E. 238 9.0 259 4.3 3.0 ^v 6.3 85.0 3.4 256 37 33 50 00 E. 238 6.7 254 1.1 4.9 w 9.0 84.1 5.8 262 37 33 45 00 E. 238 8.2 257 2.9 1.2 to 10.2 85.7 2.8 243 35 54 40 GO E. S. E. 259 5.9 274 1.6 2.0 lU 11.1 85.3 3.3 244 35 00 38 54 S.E. 77 14.9 88 3.6 9.0 tv 19.5 67.9 5.5 329 31 41 35 00 S.E. 274 9.6 300 1.0 to 16.0 10.0 73.0 3.8 100 30 00 34 09 S.S.E. 115 6.2 122 0.0 tv 17.6 11.0 71.4 8.3 46 25 00 31 49 S.S.E. 325 8.5 352 3.0 7.0 8.0 82.0 3.0 98 21 00 30 00 S. S. E. 260 0.3 261 0.0 1.5 0.0 98.5 0.0 130 20 00 29 34 S.S.E. 65 0.3 65 0.0 0.0 2.1 97.9 1.4 142 15 00 27 24 S. S. E. 325 0.5 327 0.0 2.5 0.0 97.5 1.8 163 10 00 25 17 S.S.E. 325 4.3 339 0.6 IV 8.2 5.2 86.0 9.2 158 Thence S.orS.S.E. to intersection of track J To.l. 492 THE WIND AND CURRENT CHARTS. This route is intended for dull sailers and timid navigators. Do not cross 35° N., to tlie west of 45°; nor 33° N., to the west of 40°. After crossing 30° N. in about 33°, you have, as the track shows, all the chances nearly of fair Avinds in your favor, until you get between 13° and 8° N. ; between which parallels, if you be between the meridians of 25° and 3U°, vou may expect to lose the N. B. trades, and then to contend with southerly winds, light airs, and calms (if between these two meridians), till you get between 5° and 2° jST., where the S. E. trades will bo found. The getting from the IST. E. into the S. E. trades is the difficult jiart of the passage, and the flxrther you go east, the more difficult this is. In July, you can carry the N. E. trades two or three degrees farther down, by keeping between the meridians of 30° and 35°, than you are liable to do between the meridians of 25° and 30°. In like manner, you will get the S. E. trades farther to the nortli lietween the two fn-mcr, than you will between the two latter meridians. And in this fact is the great secret of the advantage to bo gained by keeping to the west. tShij} Albany (L. B. Gorham), from New York to San Francisco, twenty-one days out. June 24, 1852. Lat. 20° 04' N.; long. 40° 29' W. Winds: E. by K, E. by N., E. by N. Fine breezes and weather. June 25. Lat. 19° 14' N. ; long. 39° 30' W. Winds: E., and E. by N. Moderate breezes and pass- ing clouds. June 26. Ko observation. Wind : E. by N. Fresh breezes, with fresh squalls of rain. June 27. Lat. 15° 43' N. ; long. 36° 45' AV. Wind : E. by N. Fresh breezes and squally. June 28. Lat. 14° 08' ; long. 35° 00' W. Wind: E. N. E. Moderate breezes with fresh squalls. June 29. Lat. 12° 53' N. ; long. 33° 25' W. Wind : E. by N. Squally with rain. June 30. Lat. 11° 27' K ; long. 31° 30' W. AVind: E. N. E. Moderate breezes and pleasant. July 1. Lat. 9° 57' N. ; long. 27° 32' W. AVind: E. N. E. Fine breezes and clear weather. July 2. Lat. 9° 07' N.; long. 29° 13' AY. AYinds: N. E. to S. E. Light, variable winds, and calm with rain. [This ship is now entering the doldrums, and the region of southwardly monsoons. That tack is the best, which, under these circumstances, would enable her to make most southing. She was baffled in this region until the 19th, seventeen days; for it was not until the 19th that she cleared the rains which mark this region.] July 3. Lat. 8° 59' N. ; long. 28° l(i' AY. AYinds: variable, S., and S. liy AY. Light air and squally, with rain. July 4. Lat. 8° 38' N. , long. 27° 00' AY. AA'ind : S. S. W. Light breezes and fine weather. July 5. Lat. 7° 40' N. ; long. 26° 00' ^V. AYinds: S. AY., calm, and S. AY. ; light airs and calm. July G. Lat. 6° 53' N.; long. 29° 39' AY. AVinds: S. AY. by S., S. S. W., and S. ; moderate and passing clouds. July 7. Lat. 6° 07' N. ; long. 26° 10' AY. AVinds: S. S. E., S. E. by S. ; light and liazy. ROI-TES TO niO, KTC. 403 July 8. Lat. 5° 07' N.; long. 2G° 12' \V. Winds: S. S. E., S. S. E., S. E. by S.; moderate and clear. July 9. Lat. -1° Oi' K ; long. 26° 57' W. Wind: S. E. l.y S. ; moderate and cK-ar. July 10. Lat. 8° 24' N. ; long. 28° 25' AV. AVind : S. E. liy S. ; gentle breezes and fine wcatlier. July 11. Lat. 3° 42' N. ; long. 28° 00' W. Wind : S. S. W. ; moderate and eloudy. July 12. Lat. 4° 04' N. ; long. 27° 00' W. Wind: S. by W. to S.; moderate and cloudy. July 18. Lat. 3° 21' N. ; long. 27° 28' W. AVinds : S., S. S. E., S. E. by S. ; moderate and plt-asant ^\■eatber. July 14. Lat. 2° 01' N. ; long. 28° 40' W. Winds: S. E. by S., S. E., ,S. E. by E. ; gentle breezes and pleasant. July 15. Lat. 1° 38' N.; long. 29° 45' W. Winds: S. E., S. E. and S. by E.; gentle and ligbt airs, and fine weather. July IC. Lat. 2° 04' N. ; long. 29° 30' W. AVinds: S. S. E., S. by E., and S. ; light breeze and clear. July 17. Lat. 2° 24' N.; long. 29° 25' W. Winds: S., S. S. E., S. E. byS.; light winds and clear. July 18. Lat. 2° 42' K; long. 29° 20' W. Winds: S. S. E., S. E. by S., S. E. by E.; light breeze and squally with rain ; latter part, fine breezes and clear. July 19. Lat. 1° 03' N.; long. 30° 20' W. Winds: E. S. E., S. E., S. E. by E.; moderate breezes and clear. July 20. Lat. 0° 57' S. : long. 31° 05' W. Winds : S. E., and E. S. E. ; moderate and clear. July 21. Lat. 2° 55' S.; long. 31° 03' ^V. Wind: E. S. E.; moderate and pleasant. July 22. Lat. 4° 57' S. ; long. 31° 24' W. Winds : S. E. by E., E. S. E. ; moderate and rain. July "23. Lat. 7° 08' S. ; long. 31° 43' W. Winds : S. E. to E. S. E. ; moderate and pleasant ; latter part, fresh breezes and .squally. ." ' ' Ship ndena (F. II. Cave), New York to Port Philip, fifteen days out. June 25, 1852. Lat. 21° 18' N. ; long. 33° 18' W. Strong trades with passing clouds ; E. by S., E. June 26. Lat. 17° 14' N. ; long. 32° 37' W. Strong trades with passing clouds, east. June 27. Lat. 13° 25' N. ; long. 31° 65' W. Moderate winds, smoky weather, east. June 28. Lat. 10° 12' N. ; long. 31° 28' W. Moderate breezes, east. June 29. Sun obscure; lost the trades; middle part, baflling winds and calms, with storms of rain; ends thick and rainy. June 30. Lat. 7° 13' N. ; long. 30° 29' W. Begins squally with rain, wind baflling; at nudnight heavy rains ; 9 A. M. weather inore clear with passing clouds, W. S. W. July 1. Lat. 6° 24' N. ; long. 29° 39' W. Baflling winds with rain, W. S. W., S. W., S. S. AV. July 2. Lat. 5° 31' N. ; long. 29° 00' W. Baffling winds, with heavy rains, S. S. W. 494: THE WIND AND CURRENT CHARTS. July 3. Lat. 3° 41' N. ; long. 29° 40' W. First part, baffling winds. Ends with fine breezes; S. S. ^Y., S., S. S. E. July 4. Lat. 0° 30' N. ; loug. 31° 32' W. Strong trades : S. E. by S., S. E. [Compare the track of the Helena and Sabine (pp. 493, 494), with the track of the Alboni (p. 424). They all came along about the same time. The two former did not go east of 29°, and were detained by the baffling winds of the doldrums, only two or three days each, against the Alboni's two or three weeks.] July 5. Lat. 1° 45' S. ; long. 32° 15' W. Moderate trades : S. E. to E., E. S. E., S. E. July 6. Lat. 2° 28' S.; long. 31° 30' W. Moderate winds : S. E., S. S. E., S. E. July 7. Lat. 3° 47' S. ; loug. 32° 22' W. Fresh breezes, with sf^ualls and rain ; made the Island of Fernando do. Noronha. Winds : S. E., S. S. E., E. S. E. July 8. Lat. 0° 45' S. ; long. 32° 32' W. Strong breezes : E. S. E., S. E. by E. ^7//)) Saline (11. Liljbey), Boston to Calcutta, 20 days out. June 25, 1852. Lat. 21° 54' N. ; long. 35° 00' W. Moderate breezes and cloudy weather. E. | S. throughoiit. June 26. Lat. 18° 2G' N. ; long. 34° 20' W. Strong trades with squalls, east. ' June 27. Lat. 15° 13' N.; long. 33° 24' W. Strong trades with squalls, east. June 28. Lat. 12° 13' N. ; long. 32° 04' W. Strong trades with squalls, E. N. E. June 29. Lat. 10° 06' N. ; long. 30° 57' W. Ileavy squalls from eastward, between them moderate breezes, cloudy. E. N. E., E. by N. . . ' ' .".. ' . ' ■ . ' ' June 30. Lat. 8° 52' N. ; loug. 30° 25' W. First part pleasant ; very light breeze ; middle part, very light, with squalls from S. E. Latter part, squalls from noi'thward to eastward, and S. S. E. July 1. Lat. 7° 54' N.; long. 29° 48' W. First part, moderate breeze, N. E. by E. with heavy rain. Middle part, squally from S. E. Latter part, moderate from southward, with squalls. July 2. Lat. 6° 43' N.; long. 28° 30' W. First and middle parts, light breezes, with frequent rain squalls, W. S. W ; latter part, cloudy, S. W. by S. July 3. Lat. 6° 11' N. ; long. 28° 45' W. Squally, with rain. South throughout. July 4. Lat. 5° 09' N.; long. 39° 15' W. Moderate breeze and pleasant. South, S. E. by S., S. by E. July 5. Lat. 4° 28' N. ; long. 29° 00' W. Moderate breeze and pleasant; S. S. E., and S. by E. July 6. Lat. 2° 14' N. ; long. 30° 15' W. Strong breezes ; S. E. by S., S. E. i S. July 7. Lat. 0° 01' S. ; long. 31° 15' W. Fresh trades, S. E., E. S. E., E. by S. July 8. Lat. 2° 30' S.; long. 31° 00' W. Fresh breezes and pleasant, E. by S. July 9. Lat. 5° 00' S. ; long. 32° 05' W. Fresh breezes and pleasant, E. S. E. Shi2o Prohus (David Branscum), New York to Panama, thirty-eight days out. July 2, 1853. Lat. 19° 44' N, ; long. 30° 05' W. Winds : E. N. E., E. N. E., and east. Fresh breezes and cloudy weather. ROUTES TO KIO, ETC. 495 July 3. Lat. 17° 22' N.; long. 2'J° 25' AV. "Winda: east, K. N. E., and cast. Fine breezes and clear weatlier. July 4. Lat. 15° 12' N. ; long. 29° 03' W. ^V\mh: cast, cast, E. N. E. Tleasant bree/.o and clear weather. Julys. Lat. 12° 52' K; long. 28° 45' W. Winds: E. N. E., X. E., and K. E. Pleasant brera^s and cloudy weather. July 6. Lat. 11° 54' N. ; long. 28° 2i)' W. Winds: N. N. E., E. >;. E., and cast. Moderate breeze. July 7. Lat. 10° 30' K ; long. 28° 11' W. Wind : cast. Moderate breezes and cloudy. July 8. Lat. 9° 01' N.; long. 27° 42' W. Winds; E.N. E., N.E., and east. Light breezes and clear weather. July 9. Lat. 8° 08' N. ; long. 28° 18' W. Wind : S. S. E. Baffling winds and cloudy, with thunder, lightning, and rain. July 10. No observation. Winds: S. S. E., S. by E., and south. Light breezes and cloudy weather; showers. July 11. Lat. 7° 18' N.; long. 27° 50' W. Winds : variable. Weather squally. July 12. No observation. Winds: S. W., S. AV., S. W. Moderate breezes and thick weather. ; July 13. Lat. 5° 17' N.; long. 27° 22' W. AVinds; south, south, and S. by W. Pleasant breezes and cloudy weather, with rain. July 14. Lat. 5° OG' N.; long. 25° 48' W. AVind: S. by AY. throughout. Fresh breezes from the southward, and clear. July 15. No observation. AVind : S. by W. throughout. Moderate breezes, with thick rainy weather. July 1(>. Lat. 3° 58' N.; long. 2(3° 44' \V. AVinds: S. AV., south, and south. Moderate breezes and rainy weather. July 17. Lat. 2° 43' N.; long. 28° 37' AV. AVinds: south, S. by AV., and S. by E. Pleasant breeze and clear. . ' . , : . July IS. Lat. 0° 32' N.; long. 30° 00' W. AVinds : S. S. E., S. E. by S., and S. E. Fresh breezes and clear weather. ...... July 19. Lat. 1° 35' S.; long. 31° OS' AV. AVind: S. E. Moderate breezes and pleasant. July 20. Lat. 3° 43' S.; long. 31° 10' AV. AVinds: S. E. by E., and E. S. E. Modci'ate breezes and squally; cloudy weather. • July 21. Lat. 5° 47' S.; long. 32° 21' AV. AVinds: S. E. by E., S. E., and S. E. by S. Pleasant breezes and cloudy, with light rain squalls. Barqve Reindeer (Wm. AA'card), Baltimore to San Francisco, seventeen days out. July 7, 1853. Lat. 20° 57' N.; long. 45° 03' W. AVinds: E., E. by N., E. by N. Ah. derate breezes and squally weather. 496 THE WIND AND CURRENT CHARTS. July 8. Lat. 19" 06' N. ; long. 43° 41' W. Winds : E. by N., throughout ; fresh breezes and showers of rain. July 9. Lat. 10° 52' K; long. 42° 04' W. Winds: E. by K, E. N. E., and E. by N. Strong breezes with cloudy weaLlicr. July 10. Lat. 14° 41' N". ; long. 40° 27' W. Winds : E. by N. throughout, strong breezes and cloudy with rain. July 11. Lat. 12° 4.5' N. ; long. Sb° 38' W. Winds : E. by N., E. N. E., E. K E. Strong trades with fresh squalls. July 12. Lat. 10° 56' N. ; long. 36° 36' W. Winds : E. N. E., K E.by E., and E. K E. Brisk breezes and hazy weather. July 13. Lat. 9° 30' N. ; long. 34° 24' W. Winds : E. N. E., N. E. by E., E. by N. Brisk breezes with squally liazy weather. July 14. Lat. 8° 58' N. ; long. 33° 03' W. Winds : variable from the southward. Variable breezes and squally weatlier. July 15. Lat. 7° 19' N.; long. 31° 05' W. Winds: S. S. W. throughout, fresh breezes and heavy squalls. July 10. Lat. 5° 44' N.; long. 28° 29' W. Winds: S. W., S. S. W., and S. by W. Brisk breezes and passing squalls. July 17. Lat. 5° 24' N. ; long. 20° 10' W. Winds : S. by W., S., and S. Moderate breezes and squally. July 18. Lat. 4° 00' N. ; long. 27° 34' AY. Winds : S., S. by E., and S. S. E. Moderate breezes and passing squalls. : , . ' July 19. Lat. 1°35'N.; long. 28° 52' W. Winds: S.S.E., S.E., and S.E. by S. Moderate breezes, with passing squalls of rain and wind. : July 20. Lat. 1° 34' S.; long. 30° 22' W. Winds: S.E. by S., S.E., and S.E. Brisk breezes and inie weather. July 21. Lat. 4° 30' S.; long. 31° 20' W. Winds : S. E., S. E. by E., and S. E. by E. Brisk breezes, with squalls of wind and rain. July 22. Lat. 7° 12' S. ; long. 32° 17' W. Winds : S. E.by E., S. E., and S. E. by S. Strong breezes, with heavy squalls of wind and rain. Ship Rohert Binion (John W. Dicks), New York to Columbia River, thirty days out. July 19, 1852. Lat. 21° 20' N. ; long. 37° 48' W. Winds : E. S. E., E. by S., E. by S. Fresh winds and squally. July 20. Lat. 18° 49' N.; long. 30° 53' W. Winds : E. by S. Squally throughout. July 21. No observations. Winds : E- by S. Squally. liOUTES TO KIO, ETC. 497 July 22. Lat. l-i° 08' ; long. 35° 14' \V. Winds: !•:. by S., E. by S., E.N. E. First part, squally; latter part, pleasant. July 23. Lat. 12° 25' N. ; long. 33° 00' \V. Winds : K. N. E., E. N. E., N. W. iMrst pari, moderate ■with rain; latter, light wind from N. W. July 24. Lat. 11° 26' N.; long. 31° 43'. W. Winds: N. \V., N. W., S. \V. Showery all day. July 25. Lat. 10° 47' K; long. 30° 31' W. AViud : S. W. Kainy and sexually all through this day. July 26. Lat. 10° 00' K. ; long. 30° 20' W. AViuds : S. W., S. \\^, N. Rainy, squally, and variable weatlicr through this day. July 27. Lat. 8° 48' S.; long. 29° 25' AY. Current, 1.7 knots i)er hour. AVinds, first part, north; middle aud latter, all around the compass. Rain}', s([ually, and variable weather. July 28. Lat. 8° 02' N. ; long. 28° 50' AV. AVinds : N., S. S. W., S. W. First part, light airs ; wind hauled to S. S. AV. in a heavy squall. July 29. No observations. AVinds: S. S. AV., S. AV. by S., S. AV. by S. Rainy, cloudy, disagreeable weather. July 30. Lat. 7° 41' N. ; long. 24° 55' AV. AVind: S. AV. by S. Cloudy, rainy weather. July 31. Lat. 6° 58' N. ; long. 23° 19' AV. AVinds: S. AV. by S., S. S. AV., S. S. AV. Clouds moving with great rapidity, N. E. by E. ; the upper clouds moving slowly S. by AA'. Aug. 1. Lat. 5° 59' N.; long. 21° 50' AV. AA'ind: S. AV. Feel I am steering too far east, but have had the neuralgia for the past twenty days, so as to be hardly able to move, aud the ship is so crank we do not get along very well by the Aviud. Aug. 2. Lat. 4° 31' N. ; long. 20° 05' AV. AVind : S. S. AV. Shall tack if no change occurs. Aug. 3. Lat. 4° 58' N.; long. 20° 28' AV. AVind: S. S. AA". Tacked— lay up AV. half S. Saw many Carey Chickens. Beautiful weather. Aug. 4. Lat. 4° 01' N.; long. 22° 2G' W. W^iuds: S. S. AV., S. S. AV., S. Fine weather, aud the wind hauling more favorable. Aug. 5. Lat. 2° 13' N. ; long. 24° 27' AV. A^^ind : S. S. E. Have now the S. E. trades, I hope.' Aug. 6. Lat. 0° 19' S. ; long. 20° 47' W. AViud : S. S. E. Crossed the equator at 8 hours 15 min. A. ir., in long. 26° 25' AV. Aug. 7. Lat. 3° 02' S. ; long. 28° 33' AV. AVinds : S. S. E., S. E., S. E. A'cry beautiful weather, and fine breeze. Aug. 8. Lat. 5° 46' S. ; long. 30° 19' AV. AViuds : S. E. by S., S. E. by S., S. E. Fine weather and winds. Aug. 9. Lat. 7° 40' S.; long. 32° 15' AV. AVinds: S. E., S. E., S. S. E. Sipially ; heavy baid 25.3 60.9 6.5 43 29 32 45 00 E.S.E. 72 39.2 100 8.0 vj 48.0 28.0 16.0 7.4 25 25 00 42 54 S.S.E. 294 6.4 312 1.5 iu 19.1 0.0 79.4 2.9 68 22 21 40 09 S.E. 225 7.7 242 0.0 7u 16.8 7.2 77.0 6.7 42 20 00 38 57 S. S. E. 153 4.8 160 2.0 w 8.0 0.0 90.0 0.0 49 15 00 36 47 S.S.E. 325 7.0 347 3.7 ?y 5.5 0.0 90.8 0.0 54 10 50 35 00 S.S.E. 271 8.5 294 2.8 w 8.6 4.7 83.9 7.1 105 10 00 34 38 S.S.E. 54 11.5 60 3.4 tv 11.1 6.6 78.9 9.0 90 8 06 30 00 E.S.E. 297 8.0 320 0.0 8.8 10- 15.8 75.4 8.1 57 5 00 26 53 S.E. 263 4.6 275 0.0 4.4 2v 15.9 79.7 7.4 114 Equator 28 57 S.S.W. 325 10.1 358 4126 1.3 w 35.1 0.0 63.6 1.2 78 3781 1 00 S. 29 22 s.s.w. 65 1.4 66 0.2 4.5 0.8 95.0 0.0 402 2 32 30 00 s. s. w. 99 5.7 105 0.0 28.5 0.0 71.5 0.0 21 3 00 30 12 s. s. w. 30 13.3 34 0.0 66.6 0.0 33.4 0.0 9 5 00 31 00 s. s. w. 130 6.7 139 0.0 33.3 0.0 66.7 0.0 18 7 00 31 50 s. s. w. 130 0.0 130 0.0 0.0 0.0 0.0 0.0 18 Tlience ad lib The only precaution to give with regard to this route— fur in August the passage is liable to be tedious by any route— is not to cross the meridian of 50° W. to the north of 31°, or to the south of 29° N. After reaching the meridian of 35° between the parallels of 11° and 10° K, stand straight as the winds will allow for tlie equator in about 29° or 30°, not caring if you fall upon the line as far as 30° ^Y. After getting the S. E. trades in this month, there is no difSculty in making stretches to the E. ; for the S. E. trades, frequently, at this season of the year, blow from S. S. E. ; and if navigators will bear this fact in mind, they should not be discouraged if the wind should force them to cross the equator as flir west as 85° ; some have even crossed in 41°, and made good passages by taking advantage of slants south of the line to make easting with. But, of course, no navigator would willingly cross so far to the westward as longitude 40°. Vessels from ports south of the Capes of Virginia, that intend to try this route, should run up to 34°, and continue between the parallels of 34° and 35°, until they fall in with the route as projected, which they will do somewhere between the meridians of 55° and 60°. This they are recommended to do on account of the calms of the Horse Latitudes, with which, by keeping south of 34° in this season, and part of the ocean, thev are liable to be botliered. ROUTES TO KIO, ETC. 499 111 August, if between tlic meridians of 30° antl 35°, expect to lose tbc N. E. trades from li° to 10° N.; to have the equatorial culms from lo° to 9° N. ; and the S. AV. monsoons occasionally onlij from 12° to 5° N. Between the meridians of 25° and 30° "W., the N. E. trades are sometimes lost in 17° N., generally in 12°, though they are occasionally carried to 9°; seldom below. The calms prevail from 15° to 8° N., and the S. W. monsoons with considerable regolarity from 1-1° N. to the equator. That is, j'ou are liable to get them somewhere between 14° N. and the equator, as 3'ou are liable to encounter the calms and to lose the X. E. trades between the parallels above stated. Ship LeamuH (W. B. Daniels), New York to San Francisco, fifteen days out. Aug. 18, 1852. Lat. 2iJ° 03' K ; long. 39° 29' \V. Winds: calm, S. E., S. First part cahn ; middle part, light and baffling airs ; thick banks of fog and very dark ; latter ]iart, fresh and pleasant. Aug. 19. Lat. 22° 09' N.; long. 38° 57' W. Barometer, 30.20; temperature of air, 81°. Wind: E. ; fresh trades, with passing squalls. Aug. 20. Lat. 18° 21' N.; long. 38° 02' AV. Current, N. W., I knot per hour. Barometer, 30.10. "Wind : E. by N. ; fresh trades, and squally. Aug. 21. Lat. 15° 12' X.; long. 3G° 50' W. Current, X. X. W., | of a knot per hour. Wind: E. by X. ; brisk trade-winds, and squally gloomy weather. Aug. 22. Lat. 11° 52' X.; long. 35° 25' W. Temperature of air, 82°; of water, al°. Wind: E. by X. ; fresh trades ; and squally. Aug. 23. Lat. 11° 07' X. ; long. 35° 06' W. Barometer, 30.00. Winds : E. calm, calm ; first part light winds; middle and latter part calm. Observed tide rips. Aug. 24. Lat. 9° 20' X. ; long. 34° 20' W. Winds : calm, S. S. E., S. W. by S. ; first part calm ; middle, moderate and rainy ; latter, fresh and squally. A large swell from S. E. Aug. 25. Lat. 7° 50' X. ; long. 31° W. Current, X., | knot per hour. Barometer, 30.00 ; tempera- ture of air, 82° ; of water, 81°. Winds: S. S. W. ; fresh breezes, with passing squalls. Aug. 26. Lat. G° 46' X^. ; long. 28° 28' W. Current, N., J knot per hour ; temperature of air, 81°. Wind : S. S. W. ; first and middle parts, moderate ; latter fresh. Aug. 27. Lat. 5° 46' X.; long. 27° 28' W. Current, X., J knot per hour. Wind: S. by W.; fresh breezes and squally. Aug. 28. Lat. 4° 46' X. ; long. 28° 54' W. Temperature of air, 82°. Wind : S. J W. ; moderate breezes and pleasant weather. Aug. 29. Lat. 3° 31' X.; long. 30° 26' W. Temperature of air, 81°. Wind: S. by E. ; light winds and pleasant. Aug. 30. Lat. 1° 53' X. ; long. 30° 52' W. Winds : S. by E., S. S. E., S. E by S. ; moderate breezes and pleasant. Aug. 31. Lat. 0° 15' X. ; long. 31° 45' W. Current, W.X. W., h. knot per hour. Barometer, 30.10; temperature of air, «0°; of water, 80°. Wind: S. E. byS. ; moderate breezes and pleasant. 500 THE WIND AND CURRENT CHARTS. Sept. 1. Lai. 2° 08' S. ; long. 32° 30' W. Barometer, 30.00; temperature of water, 79°. Winds: S. E. by S., S. E. by S., S. E. ; moderate breezes and pleasant. Sept. 2. Lat. 3° 45' S. ; long. 32° 15' W. Temperature of water, 78°. "Wind : S. E. ; first and middle parts, light and pleasant ; ends with strong breezes. At noon, saw Fernando de Noronha, bearing W. S. W. ten miles distant. Sept. 3. Lat. 7° S. ; long. 33° OG' W. Barometer, 30.10. Wind : S. E. by E. ; fresh trade-winds and pleasant weather. Ship Eaijle (John S. Farrou), New York to San Francisco, fifteen days out. July 25. Lat. 19° 5' N. ; long. 46° 30' W. AVind.s : E. by S., E. S. E., E. S. E. Fair weather. July 26. Lat. 15° 20' N.; long. -44° bo' W. Wind: E. by S., east, and east. Fresh breezes and squally, with rain. July 27. Lat. 12° 48' N. ; long. 44° 30' W. Winds : E. by S., E. by S., E. S. E. Pleasant weather. July 28. Lat. 10° 58' N. ; long. 44° 10' W. Winds: E. S. E., E. S. E., and east. Fleasant weather. July 29. Lat. 8° 57' N. ; long. 43° 47' W. Wind : E. by S. Occasional squalls with rain. July 30. Lat. 7° 49' N.; long. 43° 39' W. Winds: E. by S., E., and S. S. E. Calms, squalls, and rain. July 31. Lat. 7° 12' N. ; long. 42° 10' W. Wind from S. to N. W. Baffling, with squalls. Aug. 1. Lat. 7° 44' N.; long. 39° 16' W. Winds: S. W., W., and S. W. Squally, with hard rain. Aug. 2. Lat. 7° 56' N.; long. 36° 41' W. Winds: S., S. S. E., and S. E. by S. Squally, rainy weather. Aug. 3. Lat. 7° 42' N ; long. 35° 53' W. Wind : S. by E., and calm ; constant rain. Auf. 4. Lat. 7° 50' N. ; long. 35° 01' AV. A'ariable winds, and squally, with rain. Aug. 5. Lat. 7° 40' N.; long. 35° 21' AV. AA'inds: S. S. AV., S. A\^., and S. AV., squally, with rain. Aug. 6. Lat. 7° 29' N. ; long. 33° 47' W. AVinds : S. S. AY., S. S. AY., and S. E. Moderate breezes and squally. Aug. 7. Lat. 7° 3' N.; long. 33° 16' AY. AVinds: calm, S. AA^. by S., S. AYbyS. Squally, with rain. Aug. 8. Lat. 6° 56' N.; long. 29° 52' \Y. AA'inds: S. S. W., calm, and S. by E. Squally with rain. Aug. 9. Lat. 6° 34' N. ; long. 26° 48' AY. AYinds : S., S. S. AY., and S. S. W. Squally, with rain. Aug. 10. Lat. 5° 45' N. ; long. 22° 53' AY. AYinds: S. by AV., S. S. AY., and S. by AA^. Squally with rain. [The Eagle had bad luck cci'tainly, inasmuch as she found the N. E. trades witli .southing in them. She met the doldrums just south of the parallel of 9° N. and near the meridian of 44° AY. Here, Captain 501 l'"arroii availed liimself of tlic monsoons to go cast; and at tlic end of 9 days finds liimsclf to leeicard on tlic other side of his route. On August 8, being in 29° oO', lio finds tlio monsoon S. by E., right in liis teeth. Ife stands on, and the lu^xt day is so far to the east that liis course now is S. S. W. ; at that point, he gets the wind ; and thus he is forced to go as far as 22° W. before he can cross the parallel of 5° N. I do not think that the focts exhibited on the Charts would justify any one in pronouncing an opinion against the propriety of the course pursued to get to the eastward. Compare the Kagle's track with tliat of the Candace (p. 502). The C. crossed the parallel of 20° N. nearly 500 miles east of where the Eagle crossed it ; yet, notwithstanding the Eagle's misfortunes, she beat the Candace a week to Cape St Roque.] Aug. 11. Lat. -4° 7' N. ; long. 24° 41' AV. Winds : S., S. by E., and S. S. E. Pleasant. Aug. 12. Lat. 2° N. ; long. 26° 36' W. Winds : S., S. by E., and S. S. E. Eair weather. Aug. 13. Lat. 24' S. ; long. 28° 29' W. AVinds : S. by E., S. S. E., and S. by E. Eair weather. Aug. 14. Lat. 2° 24' S. ; long. 30° 4' W. AYinds : S. S. E. and S. by E. Eair weather. Aug. 15. Lat. 4° 59' S. ; long. 32° 30' AV. AViuds : S. S. E. and S. by E. Eair weather. Aug. 16. Lat. 6° 1' S.; long. 34° 16' AV. Winds: S. S. E., S. by E., and S. Strong gales and heavy squalls, rain. Barque Pancliita (Peterson), New York to Buenos Ayres, twenty days out. Aug. 5, 1850. Lat. 21° 12' N.; long. 40° 46' W. Fresh and cloudy. AVind : E. N. E. Aug. 6. Lat. 19° 25' N. ; long. 39° 48' AA^. Fresh and cloudy. AVinds: E., E. by N. Aug. 7. Lat. 17° 41' X.; long. 38° 37' AV. Variable, with squalls. AVind : E. Aug. 8. Lat. 15° 32' N.; long. 37° 10' AV. Fresh and cloudy. AViud : eastward. Aug. 9. Lat. 13° 21' K; long. 35° 43' AV. Moderate and clear. AVind: E. Aug. 10. Lat. 10° 42' N. ; long. 34° 28' AV. Moderate breezes; variable, rain squalls. Wind: N. E. ' Aug. 11. Lat. 9° 5G' N. ; long. 33° 18' W. Moderate and cloudy. AVinds : E. S. E., S., S. AA". by S. Aug. 12. Lat. 8° 34' N. ; long, (no obs.). Strong breezes and heavy rain scpialls. AVind: S. AV. by S. Aug. 13. Lat. 8° 2' N.; long. 29° 45' AA". Moderate breezes and hazy. AVinds: S. AV., S. Aug. 14. 7° 48' N.; long. 28° 27' AV. Light airs and foggy. AVind : S. liy AA^ Aug. 15. Lat. 7° 42' X. ; long. 28° 00' AV. Light breeze, S. by AV. Aug. 16. Lat. 7° 28' N. ; long. 28° 30' AV. Strong breeze, S. E., S., S. W. Aug. 17. Lat. 6° 43' ^;. ; long. 26° 42' AV. Fresh breeze and cloudy, AV. S. W., S. AV., S. by W. Aug. 18. Lat. 6° 10' N. ; long. 25° 04' AV. Moderate and clear, S. S. AV. Aug. 19. Lat. 5° 00' N.; long. 23° 20' AV. Light breeze and hazy, S. S. AV., S. AV. Aug. 20. Lat. 4° 21' N. ; long. 24° 12' AV. Moderate and pleasant, S. ^V. by S. Aug. 21. Lat. 3° 31' N.; long. 25° 55' AV. Aloderate and pleasant, S. AA^ by S. Aug. 22. Lat. 2° 03' X. ; long. ( ?) AV. Moderate and pleasant, S. S. E. 502 THE WIND AND CUIUiENT CHARTS. Aug. 23. Lat. 0° 15' N. ; long. 28° 47' W. Fresli breeze, S. S. E. Aug. 24. Lat. 1° 23' S. ; long. 29° 30' W. Strong breezes and cloud}^, S. S. E. Aug. 25. Lat. 3° 35' S ; long. 30° 34' W. Moderate, S. E. Aug. 26. Lat. 6° 23' S. ; long. 31° 35' W. Moderate, S. E. Barque Canduce (Joseph Arguit), New York to Shangliai, 23 days out. Aug. 9, 1849. Lat. 19° 30' N. ; long. 39° 23' W. Winds : E., E. by S., E. by S. Fresb breeze and pleasant ; a heavy sea. Aug. 10. Lat. 1(3° 57' N. ; long. 37° 48' W. Wind : east. Brisk breeze and pleasant. Aug. 11. Lat. 14° 20' N. ; long. 36° 17' W. Winds: E., E., and E. S. E. Brisk winds, and clear weather. . . ^ ; . ' Aug. 12. Lat. 12° 48' N.; long. 35° 48' W. Winds : E., E. N. E., and E. N. E. Moderate breezes and passing squalls. Aug. 13. Lat. 11° 25' N. ; long. 35° 53' W. Wind: E. N. E. Moderate breezes and clear. . Aug. 14. Lat. 10° 41' N.; long. 32° 59' AV. Winds: E. N. E., E. S. E., and S. W. Baffling winds and weather. Aug. 15. Lat. 9° 31' N. ; long. 31° 17' W. Winds : S. W., S. W. by W., W. S. W. Baffling winds. Aug. 16. Lat. 8° 00' N.; long. 29° 45' W. Winds: S. W. to N. W. Brisk baffling winds, and rain squalls. Aug. 17. Lat. 7° 32' N.; long. 27° 00' W. Winds : S. S. W., S. S. W., and S. W. Strong winds ; much rain. Aug. 18. Lat. 6° 42' N.; long. 24° 50' W. Wind : S. S. W. Strong winds and pleasant weather. Aug. 19. Lat. 6° 40' N. ; long. 23° 02' W. Winds : S. S. W., S., and S. S. W. Light winds and clear pleasant weather. Aug. 20. Lat. 6° 10' N. ; long. 23° 08' W. Winds : S. S. W., and S. S. W. ; light winds, and clear. Aug. 21. Lat. 5° 52' N. ; long. 23° 29' W. Winds : S. S. W., S., and S. S. ^Y. ; variable winds and weather. Aug. 22. Lat. 5° 26' N. ; long. 21° 44' W. Wind : S. S. W. ; strong wind, passing squalls. Aug. 23. Lat. 4° 50' N. ; long. 22° 29' W. AVind : S. ; light winds and calms. Aug. 24. Lat. 3° 51' N. ; long. 21° 50' W. Winds : S. S. W., S. W., S. W. ; moderate breezes and st^ually. Aug. 25. Lat. 2° 56' N. ; long. 20° 23' W. Wind : S. W. ; brisk winds, and cloudy. Aug. 26. Lat. 1° 38' N. ; long. 22° 27' W. Winds: S., S., and S. S. E.; light winds. Aug. 27. Lat. 0° 16' S. ; long. 24° 08' W. Winds : S. S. E., S. E. by S., and S. E. by S.; moderate trades and pleasant. Aug. 28. Lat. 2° 24' S.; long. 25° 23' W. Wiu.l : S. S. E. ; light winds and pleasant. ROUTES TO RIO, ETC. " 503 Aug. 29. Lat. 5° 05' S. ; long. 27° OV W. Winds : S. S. E., S. E. 1)y S., and S. V. by S. ; moderate trades and pleasant. Ship Louis Philqij)e (R. Beutliall), Baltimore to Valparaiso, twenty-two days out. Aug. 10, 1849. Lat. 18° 22' N.; long. 35° 15' W. Winds: E. by N., E. by S., and S. E. ; eloudy and hazy. Aug. 11. Lat. 15° 55' N.; long. 36° 48' W. AVind : E.; damp, cloudy weather. Aug. 12. Lat. 13° 05' N. ; long. 35° 10' W. Winds : E., and E. by N. ; cloudy and damp. Aug. 13. Lat. 11° 17' N. ; long. 34° lU' W. Winds: E. by N., and E. N. E. ; cloudy. Aug. 14. Lat. 10° 51' X.; long. 33° 24' W. Wind: varial)lo. Cloudy, with light showers. Aug. 15. Lat. 10° 07' N.; long. 32° 33' W. Winds: S. W. and W. X. W. Cloudy, with light rain. Aug. 16. Lat. 1° 13' X.; long. 31° 26' W. Wind: X. W. Cloudy and rainy. - . Aug. 17. Lat. 7° 55' X.; long. 30° 01' W. Wind:S. AV. Rainy weather. Aug. 18. Lat. 7° 52' X.; long. 26° 46' W. Wind: S. S. W. Squally and rainy. Aug. 19. Lat. 7° 19' X".; long. 24° 52' W. Wind: southerly. Clear and pleasant. Aug. 20. Lat. 7° 05' X.; long. 24° 80' W. Wind: southerly. Cloudy; a large sea. Aug. 21. Lat. 6° 09' X.; long. 23° 33' W. Winds: S. W., W. S. W., and S. S. W. Cloudy, with squaUs. Aug. 22. Lat. 5° 45' X. ; long. 21° 30' W. Winds : S. S. M ., S. S. AV., and south. AA\-ather pleasant. Aug. 23. Lat. 5° 23' X.; long. 20° 55' W. AVind: S. S. W. Clear weather. Aug. 24. Lat. 3° 57' X. ; long. 19° 23' AY. AVinds: S. AY., S. AY., and S. S. AY. Cloudy, with light raiu. Aug. 25. Lat. 3° 04' X". ; long. 18° 24' AY. Winds: S. AY., S. AY., and S. S. AY. Cloudy weather. Aug. 26. Lat. 1° 51' X. , long. 20° 46' AY. Winds : S. S. AY., S. by W., and S. by E. Pleasant. Aug. 27. Lat. 0° 14' X.; long. 22° 59' AY. AYinds: south, S. by E., and S. E. by S. Pleasant. Aug. 28. Lat. 1° 26' S.; long. 24° 27' AY. AYind: S. E. by S. Pleasant weather. Aug. 29. Lat. 3° 41' S.; long. 26° 27' AY. AYind: S.E. by S. Clear weather. Aug. 30. Lat. 6° 22' S.; long. 28° 28' AY. AAlnd: S.E. AYeather pleasant. Ship Sea Witch (G. W. Eraser), Xew A^ork to San Francisco, sixteen days out. Aug. 17, 1851. Lat. 21° 37' X.; long. 42° 39' AY. AYiuds: E. by S., E. by S., and E. S. E.; fresh single reef gale, heavy sea. Aug. 18. Lat. 18° 42' X. ; long. 40° 20' AY. AYind : E. by X. ; fresh breeze and pleasant. Aug. 19. Lat. 15° 49' X. ; long. 39° 14' AY. AYinds : E. by S., E. S. E., and E. by S. ; fresh bree/.es with cloudy weather. Aug. 20. Lat. 13° 00' X. ; long. 36° 44' AY. AYinds : E., E. by S., and E. N. E. ; fresh breezes and sqiially. 504 THE WIND AND CUKRENT CHARTS. Aug. 21. Lat. 11° 25' K ; long. 35° 31' W. Winds : E. N. E., calm, sontlierly ; moderate and light breezes and pleasant. Aug. 22. Lat. 10° 38' K; long. 34° 11' W. Winds: southerly, S. S. W., and S. S. W.; variable breezes and squally. Aug. 23. Lat. 10° 0'.V N. ; long. 34° 17' W. Winds: calm, calm, and X. E. ; calms and light airs. Aug. 2L Lat. 8° 24' N. ; long. 33° 10' W. Winds: N. Is. E., N. E., and N.; light breezes and squally. Aug. 25. Lat. 7° OS' N.; long. 31° 35' W. Winds: N. W., S. W., and S. W. by S.; light breezes and squally. Aug. 2G. Lat. 5° 58' K; long. 29° 2G' W. Winds: S. W., S. S. W., and S. W. by S.; light airs and squally. - : Aug. 27. Lat. 5° 09' K; long. 29° 2G' W. Winds: S. S. W., S., S.; moderate breezes and cloudy. Aug. 28. Lat. 3° 50' N. ; long. 2-4° 44' W. Wind: S. S. W. ; moderate breezes and pleasant. [This is another case of falling to leeward on the other side. When the navigator gets as far east in the doldrums as ho wants to go, he finds the monsoons so changed that they are directly in his teeth. As an illustration, see the track of the Panchita (p. 501), Aug. 19. I should advise navigators on such occasions, when they have got as far to the east as 30° west, to beat down on that parallel ; for there is reason to believe that, by remaining stationary, these doldrums will leave you quite as soon as you can get clear of them by running along with them to the east.] Aug. 29. Lat. 2° 13' N. ; long. 25° 19' W. Winds: S. S. W., S. by W., and S.; moderate breezes and pleasant ; at 9, tacked ship. Aug. 30. Lat. 0° 20' S. ; long. 27° 11' W. Wind: S. S. E. ; moderate trades and pleasant. Aug. 31. Lat. 3° 40' S. ; long. 2G° 11' W. Wind: S. S. E. ; weather pleasant. Sept. 1. Lat. G° 4G' S.; long. 32° 08' AV. AVinds: S. S. E., S. E. by S., and S. by E. ; moderate breezes with passing showers of rain. ROUTES TO RIO, ETC. 605 Route to Rio, &c. — September. DIST.VNXES. WINDS; PER CENT. Longitude. Course. Total No. Latitude. Direct. Per cent. .Average. Head. SLANTS FEOM Fair. Calms. observa- tions. 1 N'd or E'd. S'd or W'd. 40° 27' N. 70° 00' E. 186 13.0 210 2.5 w 17.0 IV 14.0 66.5 3.4 200 38 52 65 00 E.S.E. 249 9.9 274 2.2 w 12.4 7.5 77.9 5.1 184 37 14 60 00 E.S.E. 256 7.4 275 0.1 v: 12.6 7.7 79.0 3.3 447 35 35 55 00 E. S. E. 260 7.4 279 1.6 8.8 7.2 82.4 4.0 123 35 00 54 18 S.E. 48 25.3 60 9.4 13.7 u: 16.6 60.3 3.5 139 33 31 50 00 E.S.E. 232 15.0 267 3.0 3.0 w 42.0 52.0 0.0 34 31 47 45 00 E.S.E. 272 15.4 313 6.0 4.0 IV 22.0 68.0 5.7 50 30 00 42 55 S.E. 151 15.0 174 2.9 11.5 XV 21.7 03.9 4.2 69 27 27 40 00 S.E. 217 17.9 255 2.8 11.2 to 25.2 60.8 2.7 36 25 00 37 16 S.E. 208 16.8 243 3.4 17.9 1().8 61.9 1.1 89 20 00 37 16 S. 300 4.2 313 4.2 to 10.5 0.0 85.3 2.6 38 15 00 35, 06 S.S.E. 325 0.0 325 0.0 0.0 0.0 100.0 0.0 23 10 00 32 58 S. S. E. 325 7.8 349 1.6 w 11.3 9.8 77.1 6.1 61 8 47 30 00 E.S.E. 191 16.8 223 2.8 3.6 w 30.8 60.8 4.0 73 5 00 27 11 S.E. 321 18.4 380 5.8 9.6 XV 23.0 61.6 7.1 104 Equator* 29 15 S.S.W. 325 14.1 370 6.2 w 34.3 1.4 58.1 0.0 70 3866 4310 1 58 30 00 S.S.W. 118 17.4 138 4.4 wl3.3 5.7 58.6 0.0 297 3 00 31 02 S.W. 88 9.6 96 0.0 w 48.2 0.0 51.8 0.0 27 5 00 31 52 S.S.W. 130 12.5 145 0.0 w 62.5 0.0 37.5 0.0 24 5 19 32 00 S.S.W. 21 3.4 22 0.0 tv 16.7 0.0 83.3 0.0 12 7 00 32 42 S.S.W. 108 7.2 115 0.0 lu 35.7 0.0 64.3 0.0 14 7 43 33 00 S.S.W. 47 1.3 48 0.0 10 6.0 0.0 94.0 0.0 17 9 00 33 32 S.S.W. S3 8.0 91 0.0 lu 36.6 0.0 63.4 0.0 30 It may be said that the X. E. trade-AviucLs prevail in Septemher and October only to the east of longitude 50°, and then only between the parallels of 15° and 25° N. They sometimes blow in other parts of the ocean, but it cannot be said that they ^rer«i7. Endeavor to cross the meridian of 50°, in September and October, before you do the parallel of 30° N., and do not consider yourself hopelessly to leeward, if you be forced to cross the parallel of 20° X., as far west as longitude 45°, or the parallel of 10 N., as far as 36° or 37° W.; for in September and October, as the Pilot Charts show, you may frequently meet, between 10° N. and the equator, the S. E. trade-winds. The S. E. trades may be calculated on with certainty between 7° N. and 13° N., between 35° and 40° W. Occasionally, the S. W. monsoons are found between the same parallels. The S. E. trades, when taken iu the northern hemisphere in this month, are frequently at S. S. E. ; and therefore it is not difficult for ves- sels that find themselves as far west as longitude 37°, in latitude 10° N., to get to the eastward before crossing the line. Between long. 30° and 35°, the equatorial calms arc found from 4° to 12° Is., and between long. 25° * The best routes for October and November do not differ materially from those for September and December. See Pilot Charts. 64 506 THE WI.VLI AND CURIIENT CHARTri. and 30°, they, and the S. W. monsoons, are found i'rom 12° to the cqnatoi-; and as a general rule they are found more and more vexations as you go east. Captain Sinclair, when in command of the U. S. frigate Congress, on her way to South America, with that close observation of all the phenomena about him which gives a particular value to his remarks, observed the difficulties of crossing this belt lar to the eastward. He crossed it in January, 1818, and inferred that there was a belt of monsoons between the two trades. lie was mistaken as to the time of the year. He crossed this belt in January; and though, in January, the wiuds arc sometimes from the S. W., yet, at that time of the year, they have nothing of the character of monsoons about them. I quote a passage from his Journal : — " We made a great run from their latitude (the Cape de Verdcs), to about 7° 30', when the N. E. trade began gradually to leave us, which it did eftectually before we reached the latitude of 6° 30' N., having run from 19° 30', a distance of near nine hundred miles, between the 31st December and the 5th January; and from this time to the 17th there was little else than a continued calm, excejit when occasion- ally disturbed by a thunder-squall and violent rains. Though, considering we were at one time as far east as long. 19° W., we had very little rain and very few squalls of wind; those we had were principally from S. S. W. to W. S. W. ; indeed, there appears to be, between the N. E. and S. E. trade-winds, which we found to be from (3° 30' N. to the equator, a light monsoon from the S. W." Had this remark been made in the summer instead of the winter it would have been perfectly correct. If, after getting within these latitudes, /. e. those in which the calms are mentioned as prevailing, and the wind should come out at S. E., prefer the port tack ; for, befoi'e you make the land, you are almost sure to have the wind out from the S. S. E., when you can make your easting within the regions of the perpetual S. E. trades. After getting the S. E. trades, and finding hin^self a little pinched for easting to clear the land, the skilful navigator will see tliat, by standing on with the wind at S. E., all the chances arc in his favor. If the wind haul to S. S. E., he can go about and make easting. If it veer to E. S. E., or farther, he can lay up and clear the land ; for whether you go this or that side of Fernando de Noronha, in this or any other month, is a matter of no sort of consequence, excepting only so far as the difference of longitude is concerned. If you can weather it, do so, but do not waste time simply that you may pass to the eastward of it. Good passages are sometimes made in September, but, as a general rule, the most tedious seasons of the year are the summer and fdl months for passages. After losing the N. E. trades, the navigator may consider himself fortunate in this month if he is not balllcd about for more than a week before he gets the S. E. trades. Schooner Da rid C. Foster (N. II. Canput), New York to Para, twenty days out. Aug. 30, 1850. Lat. 19° 33' N. ; long. 43° 40' W. Winds: E. by ,S., E. by S., and E. Fresh breeze and clear weather. Aug. 31. Lat. 16° 13' N.; long. 43° 38' W. Wind: East. Fresh breeze and clear. ROUTES TO RIO, ETC. 007 Sept. 1. Lat. 13° 13' K ; long. 48° 20' W. Winds: E., K K E. Trade-winds, and heavy tide rips. Sept. 2. Lat. 10° 27' N. ; long. -13° (>' W. Winds : N. E., E. N. E., N. E. Fine weather. Sept. 3. Lat. 8° 36' X.; long. 43° 7' W. Wind: variable, from N. E. to S. Baffling and squall3^ Sept. 4. Lat. 8° 24' N.; long. 42° W. \\'ind : soutl}erly. Variable breezes, and heavy tide rips. Sept. 5. Lat. 7° 52' N.; long. 41° W. Light .southerly winds, and squalty. Sept. 6. Lat. 6° 37' N.; long. 40° ^V. Winds: southerly, light, and squally. Sept. 7. Lat. 5° 15' N.; long. 39° 30' W. Winds: light, S. E. trades. Sept. 8. Lat. 3° K; long. 41° 22' W. AVinds: S., S. E., S. Iv by E. Pleasant weather. Sept. 9. Lat. 1° 10' K; long. 43° W^ Winds: S. E., E., S. E. by E. Squally, and heavy rain. ' Sept. 10. Lat. 00° 38' S. ; long. 4G° 43' W. AVinds : S. E. by E. Fresh breeze, and clear weather. Sept. 11. Lat. 00° 40' S. ; long. 45° 00' AV. AVinds : S. E. by E. I're.sh breeze, and clear weather. Sept. 12. Arrived at Para, Brazil. Steamer Chesapeake (C. H. Baldwin), New York to Eio Janeiro, twenty-one days out. August 31, 1849. Lat. 19° 36' X. ; long. 39° 22' AY. Winds : AY. X. AY., S. S. AY., and S. E. Moder- ate breeze, and rain squalls. Sept. 1. Lat. 17° 44' X. ; long. 38° 28' AV. AVinds : E., E. by X'., and E. Moderate and strong breeze, and pleasant. Sept. 2. Lat. 15° 46' X. ; long. 37° 30' AY. AVinds : E. and E. by X. Squally, witli fresh breeze. Sept. 3. Lat. 13° 42' N. ; long. 36° 25' AV. AVinds : E. by X., E. X. E., and E. Fresh breeze, and squally. Sept. 4. Lat. 12° 46' X.; long. 36° 48' AV. AVinds: variable from the southward. Squally, with light rain. Sept. 5. Lat. 11° 30' X. ; long. 34° 40' AY. Winds : X. AY., AY. X. W^, and S. AY. Squall}-, with rain. Sept 6. Lat. 9° 42' X.; long. 32° 20' AY. AVinds: X. AA^, W., and S. AV. Squally, with rain. Sept. 7. Lat. 8° 00' X.; long. 30° 50' W. AVinds: S. AY., S. S. AY., and S. W. Light breeze and squally, with rain. Sept. 8. Lat. 7° 04' X. ; long. 29° 34' AA". AVinds : S. AA"., variable, S. W\, rain squalls and calms. Sept. 9. Lat. 6° 37' X. ; long. 27° 30' AV. AVinds : S. S. AY., S. by AV., and S. Squally, with heavy rain. Sept. 10. Lat. 5° 27' X^.; long. 26° 46' AV. AVind : S. Light breeze, and pleasant. Sept. 11. Lat. 4° 10' X.; long. 26° 36' AV. AViud : S. S. AV. Moderate and pleasant. Sept. 12. Lat. 3° 00' X.; long. 26° 10' AY. AVind: S. by AY. Light and plea.^ant. Sept. 13. Lat. 1° 30' X.; long. 26° 30' AY. AVind: S. Pleasant weather. Sept. 14. Lat. 0° 26' X.; long. 27° 00' AV. AVinds: S. S. E., S. E. by S., and S. E. by S. Light breeze, and pleasant. Sept. 15. Lat. 0° 11' X. ; long. 27° 37' AY. Winds : S. S. E., S. E. by E., S. E. by E. Moderate and pleasant. 508 THE WIND AND CURRENT CHARTS. ' Sept. 16. Lat. 1° 22' S. ; long. 28° OG' W. AVinds: S. by E., S., and S. S. E. Light airs. Sept. 17. Lat. 2° 38' S.; long. 29° 10' W. Winds : S. E., S. E. by S., and S. S. E. Pleasant weather. Sept. 18. Lat. o° -Ki' S. ; long. 30° 31' W. Winds : S. S. E., S., and S. S. E. Moderate breeze, and pleasant. Sept. 19. Lat. 5° 31' S.; long. 32° 16' W. Wind: S. S. E. Fresh breeze, and pleasant. Barh Antdope (R. D. AVliite), Baltimore to San Francisco, twenty days out. Sept. 4, 1853. Lat. 19°53'N.; long. 12° 15' W. Winds: E., E.S.E., and E. S. E. Squally with rain. ■ -, • Sept. 5. Lat. 18° GO' N. ; long. 41° 54' W. Winds: E., and E. S. E. Squally with rain. Sept. 6. Lat. 15° 23' N. ; long. 41° 38' W. Winds : S. E. by E., S. E., and E. S. E. Occasional rain squalls. Sept. 7. Lat. 13° 44' N. ; long. 39° 45' W. Winds : E. N. E., N. E. by E., and N. E. by E. Light winds and occasional rain squalls. Sept. 8. Lat. 12° 47' N. ; long. 37° 50' W. Winds : N. E. by E., N. E., and E. N. E. Strong variable winds and rain. Sept. 9. Lat. 11° 37' N. ; long. 36° 34' W. Winds: calm, squally, and south. Much rain. Sept. 10. Lat. 11° 35' N. ; long. 35° 28' W. Winds : calm, S. E., and N. E. Squally with rain. Sept. 11. Lat. 9° 27' N. ; long. 34° 18' W. Winds : N. E., E. N. E., and E. Occasional light squalls of rain. Sept. 12. Lat. 8° 18' N. ; long. 33° 24' W. Winds : E., E., W. N. W. Squally with much rain. Sept. 13. Lat. (3° 50' N. ; long. 30° 57' W. Winds : W., W. S. W., and W. S. W. Squally and much rain. Sept. 14. Lat. 6° 28' N. ; long. 29° 02' W. Winds : S., S. S. W., S. by W. Much rain, with variable winds. Sept. 15. Lat. 6° 25' N. ; long. 26° 30' W. Wind : S. Pleasant. Sept. 16. Lat. 5° 53' N. ; long. 26° 49' W. Winds : S., S., and S. S. E. Moderate breezes and pleasant. Sept. 17. Lat. 5° 38' N. ; long. 26° 40' AY. Winds : S. by E., S., and S. Light breezes and pleasant. Sept. 18. Lat. 5° 08' N. ; long. 26° 34' AV. AVinds: S. by E., S. by W., and S. Light breezes. Sept. 19. Lat. 4° 37' N.; long. 27° 00' AV. Winds: S. by AV., S., and S. Light breezes and pleasant. Sept. 20. Lat. 4° 25' N. ; long. 25° 20' AY. AYinds: S. by AY., S. by E., and S. S. AY. Fresh breezes and flying clouds. Sept. 21. Lat. 2° 31' N. ; long. 26° 47' AY. AYinds : S. by E., S. S. E., and S. by E. Fresh breezes. Sept. 22. Lat. 00° 02' S. ; long. 28° 26' W. AYind : S. S. E. Strong breezes and pleasant. Sept. 23. Lat. 2° 54' S. ; long. 29° 1 1' AY. AYinds : S. S. E., S. E., and E. by S. Good breezes and clear weather. Sept. 24. Lat. 4° 26' S.; long. 29° 32' AY. AYind: E. by S. Steady breezes. Sept. 25. Lat. 6° 05' S. ; long. 30° 05' AY. Winds: E. by S., E. S. E., and E. Moderate breezes. ROUTES TO lUO, ETC. 609 Ship Monsoon (L. Winsor), Boston to San Francisco, twenty days out. Sept. 18, 1852. Lat. 19° 58' N. ; long. 41° 44' W. Winds : E. S. E., 1']. S. E., and X. E. Light breezes and squally. Sept. 19. Lat. 17° 20' N. ; long. 40° 19' W. Winds : 1-:., E.S. E., E. S. E. Fresh breezes and passing squalls. Sept. 20. Lat. 14° 57' N. ; long. 38° 58' W. Winds: E., E.S.E., and E. S. E. Fresh trades, and thick cloudy weather. Sept. 21. . Lat. 12° 18' N. ; long. 87° 08' \Y. Wind : E. Fresh trades and cloudy. Sept. 22. Lat. 11° 09' N. ; long. 30° 21' W. Winds : E. S. E.,S.S. W., and W. N. W. Fresh breezes and fresh squalls, with heavy tide rips ; latter part, light breezes. Sept. 23. Lat. 10° 12' N.; long. 34° 24' W. Winds: variable and calm. Frequent s(iualls and heavy tide rips. Sept. 24. Lat. 9° 12' N.; long. 34° 12' W. Light variable breezes and frequent .squalls. Sept. 25. Lat. 9° 17' N. ; long. 33° 30' W. Winds : E. N. E., variable, and calm. Light breezes and pleasant ; much lightning during the night. Sept. 26. Lat. 8° 21' N. ; long. 81° 55' W. Winds: W.N W., W. N. W., and W. Light breezes and pleasant weather. Sept. 27. Lat. 6° 33' N.; long. 29° 30' W. Winds: W., W., and S. W. Fresh breezes and squally. Sept. 28. Lat. 6° 39' N.; long. 26° 39' W. Winds : S. S. W., S. W., and S. Fresh gales, and heavy squalls with rain. Sept. 29. No observation. Winds: S. AV., S. S. W., and S. W. Calms and squalls. Sept. 30. Lat. 5° 55' N. ; long. 25° 13' W. Calm, with constant rain. Oct. 1. Lat. 4° 25' N. ; long. 27° 10' W. Wind : S. Squally and variable ; pleasant weather. Oct. 2. Lat. 2° 33' N. ; long. 29° 30' W. Wind: S. Firm breezes and pleasant weather. Oct. 3. Lat. 00° 01' S.; long. 32° 25' W. Wind: S. S. E. Light breezes and fine weather. Cur- rent, 28' S. W. Oct. 4. Lat. 2° 55' S.; long. 34° 37' W. Wind: S. S. E. Fine breezes and pleasant weather. Cur- rent, 30' S. W. Oct. 5. Lat. 4° 55' S.; long. 35° 23' W. Wind:S. E. Fine breezes and pleasant weather. Current, 12 miles, S. W. Oct. 6. Lat. 5° 11' S. ; long. 34° 30' W. Wind: S. E. Fine breezes and pleasant weather. Ship Thomas W. Sears (Joseph Osgood), New York to California, thirty days out. Sept. 18, 1852. Lat. 19° 41' N.; long. 35° 42' W. Current, 1.1 knot per hour, N. 53° W. Baro- meter, 30.00 ; temperature of air, 79° ; of water, 80°. Winds : S. S. E., S. E. by E., E. First part, light airs ; middle part, moderate breezes ; latter, fine trades. Sept. 19. I,at. 16° 53' N.; long. 34° 54' W. Current, west, 0.4 knot per hour. Barometer, 30.00; 510 THE WIND AND CURRENT CHARTS. temperature of air, 81°; of water, 80°. TVinds: E. by N., E., E. S. E. Strong trades and pleasant. A cross sea on. Sept. 20. Lat. 1-1° 21' N".; long. 33° 54' W. Current, N. 63°, W., 0.4 knot per hour. Barometer, 29.90; temperature of air, 80°; of water, 81°. Wind: E. Fine trades and pleasant weather. Sept. 21. Lat. 12° 24' N.; long. 32° 21' W. Barometer, 29.83; temperature of air, 81°; of water, 80°. Winds : E., E. by N., E. Fine trades and hazy weather. Saw strong tide rips. Sept. 22. Lat. 11° 49' K; long. 31° 38' W. Barometer, 29.90; temperature of air, 83°; of water, 83°. Winds : E. by E., W., N. W. First part, moderate winds ; middle and latter, light airs and cahns. Saw several tide rips. . _ . . Sept. 23. Lat. 10° 35' N". ; long. 30° 36' W. Current, N. W., 0.5 knot per hour. Barometer, 29.90; temperature of air, 83°; of water, 81°. Winds: N., N. E., N. First part, moderate breezes; middle and latter, baffling. Sept. 24. Lat. 9° 29' N. ; long. 29° 51' W. Current, W. K. W., 0.6 knot per hour. Barometer, 29.90 ; temperature of air, 83° ; of water, 82°. Winds: N. W., N., N. W. Very light winds throughout. Sept. 25. Lat. 8° 20' N. ; long. 28° 34' W. Barometer, 29.83 ; temperature of air, 83° ; of water, 81°. ' Wind: N. W.; moderate breezes, and pleasant. A S. E. swell on. Sept. 26. Lat. 6° 17' N.; long. 26° 46' W. Barometer, 29.90; temperature of air, 82° ; of water, 82°. Winds : N. W., W., S. W. ; first part, strong breeze and squally. Latter part, fresh gale, with an ugly "sea. Sept. 27. Lat. 5° 54' N. ; long. 24° 54' W. Barometer, 29.90 ; temperature of air, 81° ; of water, 81°. Winds : S. S. W., S. by W., S. by W. ; weather moderating, made sail, some head sea. Sept. 28. Lat. 5° 32' N.; long. 23° 11' W. Barometer, 29.90 ; temperature of air, 80° ; of water, 81°. Winds : S. S. W., S. by W. A W., S. by W. ; light airs, and cloudy. Sept. 29. Lat. 4° 47' N. ; long. 23° 40' W. Barometer, 29.90 ; temperature of air, 79° ; of water, 80°. Winds : S., S. by W., S. ; moderate and cloudy. Sept. 30. Lat. 3° 41' N". ; long. 25° 30' W. Barometer, 29.84 ; temperature of air, 80° ; of water, 80°. Winds : S., S., S. by E. ; fine breezes and pleasant weather. Oct. 1. Lat. 1° 52' N. ; long. 27° 14' W. Current, W.N. W., 15 miles per 24 hours; variation 10° 30' W. Barometer, 29.90 ; temperature of air, 79° ; of water, 79°. AYind : S. S. E. ; fine trades and pleasant. Oct. 2. Lat. 0° 24' N. ; long. 28° 44' W. Current, W. K W., 0.5 knot per hour. Barometer, 29.95; temperature of air, 80° ; of water, 79°. Winds : S. S. E., S. by E., S. S. E. ; moderate and pleasant. Oct. 3. Lat. 1° 35' S.; long. 30° 33' W. Current, N. 54° W., | knot per hour. Barometer, 29.90 ; temperature of air, 79° ; of water, 77°. Winds : S. S. E., S. S. E., S. E. by S. ; fine trades and pleasant. The water looks green. ' ■ . Oct. 4. Lat. 3° 35' S.; long. 31° 27' W. Current, N., 10 miles during the day. Barometer, 29.90 ; temperature of air, 79° ; of water, 78°. Wind: S. E. byS. ; pleasant trades. 511 Oct. 5. Lat. 5° 28' S.; long. 32° 29' AY. Current, ^\ ., 1.3 miles during the day. Barometer, 29.98; tcmjieraturc of air, 78°; of water, 79°. "Wind: S. E. by S. ; moderate trades and fine weatlicr. Oct. G. Lat. 7° 3-i' S.; long. 33° 40' W. Current, S. 5G° W., J of a knot per hour. Barometer, 29.9-i ; temperature of air, 79° ; of water, 79°. Wind: S. E. LyS. ; moderate trades and fine weather. Ship John Wade (J. H. Little), New York to San Francisco, thirteen days out. Sept. 26, 1853. Lat. 21° 28' N.; long. 34° 58' W. Barometer, 29.80; temperature of air, 81°; of water, 81°. Winds : S. S. E., S. E., and S. E. by E. Light baflling winds and fuic weather. Sept. 27. Lat. 17° 44' N.; long. 35° 10' W. Barometer, 29.90; temperature of air, 82°; of water, 82°. Wind : E. Fresh breezes and clear. Sept. 28. Lat. 15° 00' N.; long. 34° 50' W'. Barometer, 21.40; temperature of air, 80°; of water, 80°. Winds : E., and E. S. E. First part, fresh breezes ; middle part, strong gale. At 8 A. M. hove to under close-reefed main-to[)sail. At 8, barometer 29.60 ; at 10, 29.7 ; at 12 Al., 29.3. Sept. 29. Lat. 14° 32' N.; long. 34° 31' W. Barometer, 29.60; temperature of air, 80°; of water, 80°. Winds: AY., S. S. W., S. S. AY. Heavy gale, with violent squalls of wind and rain; middle part, by sharp lightning ; latter part, moderate. ]SIade sail. I think I was near the track of a hurricane. Sept. 30. Lat. 13° 30' N.; long. 32° 53' AY. Current, E. by K, 30 miles. Barometer, 29.80; tem- perature of air, 79° ; of water, 79°. Winds : S. S. AY., S. S. W., AY. S. W. First part, squally ; latter part, a light breeze. Oct. 1. Lat. 13° 16' N. ; long. 32° 00' W. Current, E. X. E., 35 miles. Barometer, 29.80 ; tempera- ture of air, 79° ; of water, 79°. Winds : AA^, S. W., S. W., and calm. Oct. 2. Lat. 12° 57' N.; long. 32° 10' AY. Current, 10 miles, S. Y'. Barometer, 29.90; temperature of air, 79°; of water, 79°. AA'ind : calm throughout. Ship without steerage way. Oct. 3. Lat. 11° 51' N. ; long. 32° IS' AA". Current, N. i Y^, 40 miles. Barometer, 29.90 ; tem])era- ture of air, 80° ; of water, 80°. AVinds : N. N. E., X. E., E. by S. Surprised at finding so much current, there being no sign of any. Oct. 4. Lat. 9° 20' N. ; long. 31° 40' W. Barometer, 29.90 ; temperature of air, 80° ; ,of water, 80°. AA'inds : E. by S., E. S. E., and S. E. Squally and baffling; strong tide rips. Oct. 5. Lat. 8° 58' N. ; long. 31° 18' W. Current, for yesterday and to-day, 60 miles east. Barome- ter, 29.90 ; temperature of air, 81° ; of water, 80°. AYinds : S. E., calm, calm. Light breezes and showery. Oct. 6. Lat. 8° 01' N. ; long. 30° 41' W. Barometer, 29.90 ; temperature of air, 82° ; of water, 81°. AVinds : calm, E. S. E., and E. Baffling air ; latter part, hard rain. Oct. 7. Lat. 7° 23' N.; long. 30° 10' W\ Barometer, 29.90; temperature of air, 82°; of water, 82°. AVinds: calm, S. S. AA^., X. E. Light baffling airs, calms, and rain. Oct. 8. Lat. 6° 42' X. ; long. 29° 17' W. Cui-rcnt, for two days, 30 miles E. by X. Barometer, 29.90 ; temperature of air, 82 ; of water, 82. AVinds : calm, S. \Y., and calm. Light baffling airs and rain ; S. YT. and east winds striving for the ascendency. 512 THE WIND AND CURRENT CHARTS. Oct. 9. Lat. 5° 32' N. ; long. 28° 30' W. Current, E. i IST., 25 miles. Barometer, 29.80 ; temperature of air, 82°; of water, 82°. Winds: calm, W. S. W., N. First part, calm; latter part, baffling airs, and showery. Oct. 10. Lat. 3° 57' N. ; long. 26° 52' ^V. Current, east, 24 miles. Barometer, 29.80 ; temperature of air, 83° ; of water, 81°. Winds : S. W., S. S. W., S. by W. Light baffling airs and cloudy. Oct. 11. Lat. 3° 10' N. ; long. 26° 2-4' W. Current, W. by N., 20 miles. Barometer, 29.90 ; tempera- ture of air, 82° ; of water, 82°. Winds : S. by W., S. by W., S. Moderate breezes and cloudy. Tacked ship three times ; have been as far east as 25° 50' W., lat. 3° 22' N". Oct. 12. Lat. 1° 27' N. ; long. 28° 04' W. Barometer, 29.90 ; temperature of air, 82° ; of water, 81°. Winds: S. S. E., S. by E., S. by E. ;^ light breezes, and cloudy, six days without any observation, and only two days pleasant since we left New York. Oct. 13. Lat. 00° 33' S.; long. 29° 40' W. Barometer, 29.80 ; temperature of air, 81°; water, 81°. Winds: S. S. E., S. by E., S. by E. ; light breezes and showery, crossed the equator in 29° 12' W. at 7 P. M. 32 days out. Oct. 14. Lat. 3° 09' S.; long. 31° 12' W. Barometer, 29.80; temperature of air, 81°; of water, 80°. Winds : S. S. E., S. E. by S., S. S. E. ; light breezes, and fine weather. Oct. 15. Lat 5° 37' S. ; long. 32° 30' W. Barometer, 29.80 ; temperature of air, 81° ; of water 79°. Winds : S. S. E., S. E. by S., S. E. ; light breezes and fine weather ; saw several meteors last night. Oct. 16. Lat. 8° 18' S. ; long. 32° 22' W. Barometer, 29.90 ; temperature of air, 80° ; of water, 79.° Winds: S. S. E., S. E., S. E. ; moderate breezes and fine weather. I have not had any current for 4 days past. . . ■ From Capl. George ScoU, to Lieut. Maur)j. _ , San Francisco, April 29, 1853. Inclosed is the abstract log of ship Adelaide Metcalf, under my command, on her last passage from New York, via Callao, to this place. I owe an apology for not forwarding it before now, as I have been in port since the 13th ult. I understood on my arrival here, that you had an agent to receive such communications, and endea- vored to find him, but did not succeed ; and, latterly, thought I would not send it until I had looked at the ship's bottom, to see if that had not something to do with my very long passage. I find upon heaving her out, that portions of the keel and shoe are gone, also, several planks cut nearly through, and the bot- tom quite ragged, caused by striking on the reef in East Eiver, near Governor's Island, while coming out, and I am satisfied that this has been the cause of my long passage ; although I think you will notice some peculiarities in the winds, as I found them in tlie northern tropic of the Atlantic and Pacific. I have all faith in your Charts and books, and value them highly, and endeavored to follow out your instructions. If I did not do so, hope I shall be .convinced of my error at some future time. I shall continue to keep the abstract, on my future passages; and although poorly, still, I hope they will be of some slight service. ROUTES TO RIO, ETC. 513 SItip Adelaide (Mctcalf), George Seott, New York to Saii Francisco, twenty-four days out. Oct. 8, 1852. Lat. 15° 21' N.; long. 40° 22' W. Current, \V. N. W., half knot per hour. Tem- perature of air, 83° ; surface, 81° ; of water, at ten feet six incites depth, 81°. Winds : E., K. by N., E. S. E. First and middle, moderate; latter, light at llh. oOm. Sipiall from W.S. W Noticed many and strong tide rips, with intervals of very smooth water. It seems rather problematical when, where, and liow I am to make my easting, but so long as I can make a south, or S. by W. course on this tack, I shall keep on. Barometer, 80.06. Oct. 9. Lat. 13° 27' N. ; long. 40° 35' W. Current, W. N. W., three-quarter knots per hour. Baro- meter, 30.0(3; temperature of air, 80i° ; surface of water, 81°; water, at ten feet six inches depth, 81°. Winds: S. E., E. by S., E. S. E. First and middle, good breezes; latter part, light. Noticed tide rij)s aud smooth places yesterday. Oct. 10. Lat. 11° 57' N.; long. 39° 3-1' W. Current, W. N. W., one knot per hour. Barometer, 29.9 ; temperature of water, 81^° ; of air, 82° ; water, at ten feet six inches deiHli, 81°. Winds : E., E. N. E., E. N. E. From 12 to 2 P. M. two smart squalls from S., N. N. E., with rain, middle and latter part. Good breezes, with sc^ualls of rain; ends with a thick haze on the horizon at the N. E., and strong tide rips, as j'esterday. Oct. 11. Lat. 9° 51' N.; long. 37° 52' W. Current, W. by N., half knot per hour. Barometer, 29.93; temperature of air, 82°; of water, 82°; water, at ten feet six inches depth, 82°. Winds: E. N. E., E. N. E., E. N. E. Good breezes and cloudy weather ; squalls and showers ; very powerful tide rips. Oct. 12. Lat. 9° 05' N. ; long. 37° 22' AV. Current, S. E. by E., half knot per hour. Barometer, 29.98 ; temperature of air, 80°; of water, 83° ; of water, at 10 feet 6 inches depth, 83°. Winds: E., E., variable. Light bafQing winds and squalls, with heavy showers of rain. Some tide rips ; the wind has been around the compass several times. Oct. 13. Lat. 8° 24' N. ; long. 3G° 20'. Current, S. E. by E., half knot per hour. Barometer, 29.98 ; temperature of air, 80°; of water, 82°; of water, at 10 feet 6 inches depth, 82°. Winds: calm, E. N. E., calm. Middle part, lightning in the N. W. ; at 10 P. M. had a violent squall from the N. E. attended with heavy rain. Oct. 14. Lat. 7° 48'; long. 35° 41'. Current, S. E. byE., one-quarter knot per hour. Barometer, 30.00 ; temperature of air, 81° ; of water, 82° ; water, at 10 feet 6 inches depth, 82°. Winds : calm, S. S. W., S. S. W. First part, calm ; middle and latter part, light airs. Oct. 15. Lat. 7° 40' N.; long. 85° 22' W. Current, E.S.E., three-quarters knots per hour. -Baro- meter, 30.04 ; temperature of air, 83° ; of water, 83° ; of water, at 10 feet 6 inches depth, 82|°. Winds : calm, calm, calm. First and middle parts, dead calm; latter [lart, light airs from south for four hours. Oct. 16. Lat. 6° 50' N.; long. 34° 43' W. Current, one knot per hour. Barometer, 29.98; temper- ature of air, 81° ; of water, 82|-°; of water, at 10 feet 6 inches depth, 82i°. Winds : S. W., S. W., S. S. W. Light airs, and clear pleasant weather. I confidently expected the S. E. trades here, and, iu fact, G° north of this, but there seems to be nothing for us but head winds aud calms. 65 514 THE WIND AKD CUKREXT CHARTS. Oct. 17. Lat. 5° -10' N. ; long. 33° 50' W. Barometer, 2it.07 ; temperature of air, 79° ; of water, 82°. of water, at 10 feet (3 inches cleptli, 82°. Winds: S. S. W., S. W., S. AV. Constant and heavy rain with calms ; light winds and heavy sij^ualls, and veiy bad sea. Oct. 18. Lat. (3° 05' N. ; long. 32° li' W. Current, N.N.E., one knot per honr. Barometer, 30.00; temperature of air, 82° ; of water, 82°; of water, at 10 feet 6 inches depth, 82°. Winds: S., S.byE., calm. Stood E. by S. 12 hours, when, finding we were losing the wind, tacked to the S. AV. Oct. 19. Lat. 5° 30' N. ; long. 32° 13' W. Barometer, 30.00 ; temperature of air, 82}° ; of water, 82° ; of water, at 10 feet 6 inches depth, 82°. Winds: calm, calm, E. First and middle part, calm; latter, light wind and clear weather. Oct. 20. Lat. 5° 15' N.; long. 32° 53' W. Current, ^Y., three-quarters knot per hour. Barometer, 30.01; temperature of air, 82 J°; of water, 83° ; of water, at 10 feet G inches depth, 821°. Winds: calm, calm, S. by E. Noticed many and strong tide rips. . ' Oct. 21. Lat. •1° 29' X. ; long. 33° 41' W. Barometer, 3(X03 ; temperature of air, 82i° ; of water, 81° ; of water, at 10 feet G inches depth, 82i. Winds: S. S.E., S. S. E., S. S.E. Moderate breezes, stood S. W. 20 hours, and then tacked east; think we have got the trades. Oct. 22. Lat. 4° 14' N. ; long. 33° 49' W. Current, N. W., one knot per hour. Barometer, 30.03 ; temperature of aii-, 81-1°; of water, 81^°; of water, at 10 feet G inches depth, 81°. Winds: S., S. S. E., calm. Light baflling winds and calms, and currents as per log. If I can get across the line anywhere, I shall do it as (juick as possible, and take the chances at the soiithward of making easting, or beat by St. Eoc[ue near the land. Oct. 23. Lat. 3° 58' N. ; long. 32° 35' W. Barometer, 29.98 ; temperature of air, 80° ; of water, 81° ; of water, at 10 feet 6 inches depth, 81°. Winds: calm, S.byE., S. S. E. Middle and latter part, fresh breezes with thunder, lightning, and rain. Stood E. by S., and E. S. E., all day, excepting in two short but heavy scpirdls from east, when we stood south ; no ol)servations. Oct. 24. Lat. 4° 30' N. ; long. 31° 32' W. Barometer, 30.03 ; temperature of air, 8U° ; of water, 81 J°; of water, at 10 feet 6 inches depth, 81°. Winds: S., S., S. Stood E. S. E. all day, excepting in two or three short squalls. Find, liy observations, to-day, that wc have had a very strong current the last two days. Oct. 25. Lat. 3° 48' N.; long. 31° 5G' W. Current, KN.W., one knot per hour. Barometer, 30.05 ; temperature of air, 821° ; of water, 81° ; of water, at 10 feet G inches depth, 81°. Winds: E. S. E., S. E., S. by E. Light winds and cloudy weather, with heavy swells from S. S. E. Oct. 2G. Lat. 2° 47' N. ; long. 32° 23' W. Current, KN.W., one and a quarter knots per hour. Barometer, 32.02 ; temperature of air, 82° ; of water, 81° ; of water, at 10 feet G inches depth, 81°. Winds : S.S. E., S. S. E., S. S. E. Light winds and clear weather. Oct. 27. Lat. 2° 16' N. ; long. 33° 00' W. Current, N. W., one knot per hour. Barometer, 30.02 ; temperature of air, 80° ; of water, 80° ; of water, at 10 feet G inches depth, 791°. Winds : S. by E., S. S. E., S. Light winds and clear weather ; water colder than it has been since entering the tropics; tacked three times. IIOUTES TO IlIO, KTC. 515 Oct. 28. Lat. 1° 44' X.; long. 33° 33' W. Current, W. X. W., one knot per liour. Barometer, 29.97 ; tomperature of air, 81° ; of water, 71)°; of water, at 10 feet G inehes deptli, 79°. Winds: .S. i E., S. S. E., S. E. bj-E. Light winds and pleasant weather ; stood E. S. E. J E. 8 hours. Oct. 29. Lat. 0° 03' N.; long. 34° 58' W. Current, X. W. by AV., 1 knot per hour. Barometer, 1^9.95 ; temperature of air, 81° ; of water, 79° ; watci", at 10 feet 6 inches depth, 79°. "Winds : S. E., S. S. I-"., S. E. by S., moderate breeze and cloudy. I am now on the line, after a passage of 46 days, and so far west that I shall ftill to leeward of St. Eoque, no doubt : and the question arises in my own mind, could I have done better by taking some other course? I have all faith in Mter, 29.96; temperature of air, 81° ; of water, 79° ; water, at 10 feet 6 inches depth, 78J-°. Winds: E., E., E. All this day making short tacks from the land, and into 7 fathoms on St. Roque Banks. Nov. 5. Lat. 4° 47' S. ; long. 35° 08' W. Current, X. W., h knot per hour. Barometer, 29.96 ; temperature of air, 82° ; of water, 79 J; w^ater, at 10 feet 6 inches depth, 79i. Winds: E. S. E., E. S. E., E. S. E. Light winds, clear; making short tacks off the land, in 7 fathoms of water, on St. Roque Banks. Nov. 6. Lat. 5° 44' S.; long. 35° 05' W. Current, X. W. by X., 1 knot ]H-r hour. Barometer, 29.95 ; temperature of air, 81° ; of water, 79° ; water, at 10 feet 6 inches depth, 79°. Winds: E. S. E., 516 THE WIND AND CURRENT CHARTS. E. S. E., E. S. E. I am now south of St. Roque, and in tlie five days I have been heating, I have not had one hour's stout wind, but less current than north of the line. I have been on the bank every tack, and in one instance into 4 fathoms, off Point Calcanhar : I think the soundings in the vicinity of the banks are correct in many phxces. Nov. 7. Lat. 6= 20' S.; long. 34° 50' W. Current, N.K W., | knots per hour. Barometer, 29.99; temperature of air, 80°; of Avater, 79°; water, at 10 feet 6 inches in depth, 79°. Winds: S. E., E. S. E., S. E. by E. Light winds and clear. Tacked twice near the land. Nov. 8. Lat. 6° 40' S.; long. 34° 37' W. Current, N. N. W., A knot per hour. Barometer, 30.01 ; temperature of air, 81°; water, 79° ; water, at 10 feet 6 inches in depth, 79°. Winds: S. S. E., S. E. by E. Light winds and clear ; tacked several times as the wind varied a point or two. Nov. 9. Lat. 7° 50' S. ; long. 34° 42' W. Current, N., | knot per hour. Barometer, 30.03 ; tempera- ture of air, 81° ; of water, 79i° ; water, at 10 feet 6 inches in depth, 79i°. Winds : S. E. by E., E. S. E., E. S. E. At 10 P. M. hail a squall from N. E. for half an hour, attended with heavy rain. Remainder of the day clear, with light wind. [This tack is not quoted as an illustration of the route; for the vessel, as it appears from the eaf)tain's letter, had sustained injuries to her bottom by striking aground, which injured her sailing. This abstract, however, may be studied with profit by those who are making an October passage, for it gives much information touching the winds, &c., during that mouth.] Annie Buckram (Barber), New York to Canton, nineteen days out. Oct. 18, 1852. Lat. 16° 39' N. ; long. 30° 50' W. Barometer, 29.9 ; temperature of air, 82° ; of water, 80°. Winds: E. S. E. to S. W., calm and east. Good breeze; night wind baflling to S. E. and S. W., quite light; 4 A. M., calm; ends light airs from the east. Oct. 19. Lat. 15° 02' N. ; long, 30° 29' W. Barometer, 29.9 ; temperature of air, 82° ; of water, 81°. Wmds : E., E. by S., E. S. E. Light winds and fair weather all day. Several current ripples, but have had no current. Oct. 20. Lat. 13° 28' N.; long. 30° 05' W. Barometer, 30.00; temperature of air, 82°; of water, 81°. Winds: E. by S., E. S. E., E. S. E. Light winds and overcast; light showers passing over us from westward witliout the wind's hauling. Latter part, moderate and pleasant. Oct. 21. Lat. 10° 40' N.; long. 29° 46' W. Barometer, 30.00; temperature of air, 83°; of water, 82°. Wind : E. S. P]. Moderate breeze and passing squalls all day. Oct. 22. Lat. 8° 24' N.; long. 29° 15' W. Barometer, 29.9; temperature of air, 83°; of water, 82°. Winds: E. S. E., E. by S., E. S. E. to S. Moderate and pleasant ; right good breeze; latter part, unsteady, baffling, with light showers. Oct. 23. Lat. 7° 30' N. ; long. 29° 43' W. Barometer, 29.9; temperature of air, 82° ; of water, 82°. Winds: S., S. S. E., S. S. E. Light winds and calm ; night, same; latter part, moderate breeze. Oct. 24. Lat. (;° 43' N. ; long. 29° 33' W. Barometer, 29.9 ; temperature of air, 82° ; of water, 82°. ROUTES TO RIO, ETC. 517 Winds : S. by E., S. S. W., calm ; strong breezes. 8 P. M. tacked to S. E. Night rainy, with squalls ; latter part, calm ; and a bad bubble of southerly sea. Oct. 25. Lat. G° IS' N.; long. 29° 5' W. Current, 20 miles, S. E. Barometer, 29.0 ; temperature of air, 84°; of water, 82°. Winds: calm, all round calm; calm and hazy; night, light squalls all around; latter part, calm. The ship has not gone more than 20 miles through the water all day. Oct. 26. Lat. 5° 32' N.; long. 28° 50' W. Current, 18 miles, S. by W. Barometer, 29.9 ; tempera- ture of air, 83°; of water, 82°. Winds: calm, S. W., S. W. Calm in the beginning; during the night and latter part, very fixint airs from S. W. Oct. 27. Lat. 4° 55' N.; long. 28° 29' W. Current, 15 miles, S. Barometer, 29.9; temperature of air, 81° ; of water, 82°. Winds : S. W., S. S. W., S. S. W. Very light airs all day ; hardly steerage way ; during the night, heavy showers ; Avind baffling from west to south. Oct. 28. Lat. 4° 43' N.; long. 27° 39' W. Barometer, 20.9; temperature of air, 82°; of water, 82°. Winds: S. S. W., S. W., S. Light winds and squally, with plenty of rain ; at times, nearly' calm ; a heavy southerly swell. Oct. 29. Lat. 3° 38' K; long. 28° 40' W. Barometer, 29.9 ; temperature of air, 81° ; of water, 82°. Winds : S., S. by E., S. by E. First six hours squally ; during the night and latter part, moderate and pleasant. Stood to eastward first three hours, then S. W. by W. Oct. 30. Lat. 2° 20' N.; long. 30° 6' W. Barometer, 29.9 ; temperature of air, 80° ; of water, 82°. Winds: S. by E., S. S. E., S. S. E., calm, S. by E. Unsteady breezes, with showers, from S. E. to S., every few minutes ; calm for three hours. Oct. 31. Lat. 1° 10' N. ; long. 31° 2' W. Barometer, 29.9; temperature of air, 81°; of water, 82°. Winds : S. by E., S. S. E., S. E. by S. Moderate and ftiir weather. Stood 5\ hours to the eastward ; tacked to the southward and westward at midnight. Nov. 1. Lat. 55' S. ; long. 32° W. No current. Barometer, 29.9; temperature of air, 82°; of water, 82°. AVinds : S. E., S. E., S. E. to S. S. E. Moderate breezes and pleasant. Crossed the equator about midnight, 35.\ days from New York, in long. 31° 30'. Stood to the eastward the last two hours. i[y last three passages have been 27, 28, 27 days; in all of which, I went as far east as 26°, and crossed east of 29°. This time there was no choice ; go ahead or beat. [And you did right.] Nov. 2. Lat. 3° 14' S. ; long. 31° 38' W. No current. Barometer, 29.9; temperature of air, 80°; of water, 80°. Winds : S. S. E. to S. E., E. by S., E. Moderate trades and pleasant. Stood to the east- ward 2 hours; tacked to the southward at 2 P. M. During the night and latter part, good breezes. Nov. 3. Lat. 6° 19' S. ; long. 31° 42' W. Barometer, 29.9 ; temperature of air, 80° ; of water, 80°. Wind: E. to E. S. E. aU day. Good breeze and fine weather. Steering south most of the time, wind free. No current since crossing the equator. Nov. 4. Lat. 9° 34' S.; long. 31° 31' W. Barometer, 29.9 ; temperature of air, 80° ; of water, 80°. Winds: K. by S., K. by S., E. Good breezes and fine weather. This is the first time I ever made a south 518 THE WIND AND CURRENT CHARTS. course from the equator to tins latitude. We niiglit have made easting, the wind being free on a south course. No current. Longitude O and £ comes within 9 miles of chronometer. Robert Wing (L. Crowell), New York to Buenos Ayres, fifteen daj's out. Oct. 18, 1852. Lat. 20° 21' N.; long. -±4° 31' W. Temperature of air, 83° ; of water, 83°. Winds: E. by S., E. S. E., S. E. Very fresh breezes, attended with squalls of wind and rain, with high sea from S. E. ; wanting to make more easting; wind hung very obstinate to E. S. E.; am afraid the wind may hang on too long to cross the equator where I intended ; I never knew the trades to work so far to the southward and eastward at this or any other season. Oct. 19. Lat. 18° 40' N.; long. 43° 30' W. Temperature of air, 84°; of water, 83°. AVinds: E. S. E., E., E. Fresh breezes, with hard squalls of rain; very bail appearances; bad sea running from S. E. Oct. 20. Lat. 17° 40' N.; long. 43° 08' W. Temperature of air, 85° ; of water, 82°. Winds: E. by N., E. by S., E. S. E. Fresh breezes, with hard squalls of wind and rain. Latter part, pleasant. Oct. 21. Lat. 1(3° 51' N. ; long. 42° 07' W. Temperature of air, 85° ; of water, 82°. Winds : S. S. E., S., S. by W. Light winds and pleasant; wind varying from E. S. E. to S. and S. W. ; have had no N. E. trade-winds hanging obstinately at S. and E. Oct. 22. Lat. 17° 15' N. ; long. 40° 36' W. Temperature of air, 84; of Avater, 82°. Winds: S. by W., S., S. S. E. Moderate breezes and pleasant; wind vaiying from S. by W. to S. E.; very dull prospects, not finding any trades; wind hanging obstinately at southward and eastward. Oct. 23. Lat. 16° 08' N.; long. 40° 09' W. Temperature of air, 84°; of water, 82. Winds: E. by N., E. by N., east. Moderate breezes and pleasant ; all sail set. ■ Oct. 24. Lat. 14° 17' K; long. 39° 00' W. Temperature of air, 83°; of water, 82-1°. Winds: E., E., E. by S. Moderate breezes and pleasant; all sail set. Oct. 25. Lat. 12° 22' N.; long. 38° 55' W. Temperature of air, 85° ; of water, 82°. AYinds: E. S. E., E. S. E., S. E. First part, fresh breezes, E. S. E., Avith srpialls; middle and latter part, moderate, winds baffling from S. W. to E. ; tacked to make easting Avlicn opportunity ofll-rs ; appearances of strong current; heavy ti<:le rips. Oct. 26. Lat. 12° 12' N.; long. 38° 55' W. Temperature of air, 84°; of water, 82°. Winds: calm, calm, S. E. First and middle parts, calm; latter part, light airs from S. E. to N. ; 11 to 12, heavy rain. Oct. 27. Lat. 11° 31' N.; long. 38° 30' W. Temjierature of air, 83°; of water, 83°. Winds: east, E. S. E., E. by S. Light bafiling airs from E. N. E. to S. E. ; })leasant weather ; very heavy tide rips, more so than I have ever seen in the Atlantic, equal to the rippling on George's Bank, yet I have not experienced any current about here. Oct. 28. Lat. 10° 05' N ; long. 37° 45' W. Temperature of air, 86° ; of water, 84°. Winds : E. S. E., E. by S., S. E. Fresh breezes and pleasant; middle and latter, bafiling airs from E. N. E to S. E. ; heavy tide rips. Barque steering north. • Air, E. N. E. Current, 15 miles during last 24 hours. Oct. 29. Lat. 8° 11' N. ; long. 36° 29' W. Temperature of air, 86° ; of water, 84°. Winds: E. by N., liOU'l'KS TO KIO, JiTC. 519 E. by N., E. by S. Fine breezes aud jileasanf, with occasional liglit squalls ol' rain ; 25 miles easterly current. Oct. 30. Lat. 7° 17' N.; long. 35° 58' W. Temperature of air, 85°; of water, 8-1°. Winds: E., E. S. E., S. E. First and middle part, liglit variable winds; latter part, fresh breezes, heavy appearances. Oct. 31. Lat. 5° 31' N. ; long. 36° 12' W. Temperature of air, 85° ; of water, 84°. Winds : E. S. E., S. E., S. E. First part, fresh breezes; middle and latter, baffling fi-oin E. to S. ; had rain squalls. Nov. 1. Lat. 5° 07' N. ; long. 35° 09' W. Temperature of air, 84° ; of water, 84°. Winds : E., E. by S., E. ; light variable winds, from E. to S. E. with squalls; tacked several times, to take advantage of starts of wind, having had very bad chances to make easting when I wished, not getting any N. E. trade. Nov. 2. Lat. 3° 12' N. ; long. 34° 35' W. Temperature of air, 84° ; of water, 82°. Winds : E. S. E., E. N. E., S. E. ; light breezes and pleasant, from E. S. E. to S. E. ; tacked three times, to make slants to the east. I have had 120 miles easterly current between lat. 11° 30' and 3° X. in five days. Here, I should recommend a vessel to make her easting, in case the S. E. trades reach as far north as tiiis parallel, as they have with me. I shall stand on for Cape St. Roque, rather than tack back to the X. and E. Xov. 3. Lat. 2° 07' N. ; long. 35° 08' W. Temperature of air, 83° ; of water, 82°. Winds: E. S. E., S. E., S. E. : light winds and squalls ; find it very difficult to make easting, unless making too much north- ing, having had no chance for a slant. The most iinfavorable chance I ever saw. Xov. 4. Lat. 00° 12' S. ; long. 35° 45' W. Temperature of air, 82° ; of water, 82°. Wind : S. E. ; fresh breezes and clear. I have availed myself of every opportunity to make easting, since I first entered the region of the X. E. trade-winds, but have found none — a very singular occurrence; have verj- unwill- ingly crossed the equator in 35° 45'. Shall stand on for the laud, unless I am favored with a slant ; shall evidently fetch to leeward of Cape St. Eoque ; this I expected when I found the X. E. trades to fail me. If I Ml to leeward of Cape St. Roque, it will not be the fault of Lieut. Maur}', unless he can govern the elements ; this we do not look for him to do ; although the great improvements for navigators that he has been so attentive to, is indeed wonderful. Xo current. Xov. 5. Lat. 2° 35' S. ; long. 35° 51' W. Temperature of air, 80° ; of water, 82°. Winds : S. E., S. E. by E., E. by S. ; fresh breezes and pleasant ; standing on for the land. Xov. 6. Lat. 4° 48' S. ; long. 36° 08' W. Temperature of air, 82° ; of water, 78°. Winds : E. S. E., E. by S., E. by S. ; fresh breezes, and clear. At 11 A. 1^1. the water discolored; at 11 hours 30 min. saw the laud 60 miles to the leeward of Cape St. Roque ; meridian, on the reef; saw breakers J mile distant to S. W. ; tacked off" the land ; the land here is low and sandy ; but there is no danger with a good lookout ; you can always tell by the water, as it becomes while as you near the Bank. A barque in sight, standing in. Xov. 7. Lat. 4° 09' S.; long. 35° 07' W. Temperature of air, 82°; of water, 80°. Winds: S. E. by S., S. E., S. S. E. Fine breezes and pleasant ; middle and latter part moderate. At 6 A. M. tacked to the southward. This is the first chance I have had to make a start to the eastward, for fifteen days. Xov. 8. Lat. 5° 11' S.; long. 35° 15' W. Temperature of air, 83°; of water, 81^°. Winds: S. E., 520 THE WIND AND CUBRENT CHARTS. S. E. by E., S. E. First part, moderate breezes; middle and latter part, fine breezes and clear. At 5 P. !^^. tacked to tlie E. N. E. two hours ; tacked to tke southward, stood five hours ; stood E. N. E. four hours ; tacked to, eight hours. At 11 hours 30 niin. A. M. water discolored ; stood in to ten fathoms ; saw the laud, Point Calcanhar, bearing W. by N. 6 miles; found no difficulty in making to windward. Current, half mile, W. K W. Nov. 9. Lat. 5° 52' S. ; long. 85° 05'. Temperature of air, 84° ; of water, 80°. Wind : S. E. Fresh breezes and pleasant ; high sea from S. E. ; standing ofl" and on in shore ; working along the coast ; find the sounding quite regular, from 7 to 12 fathoms; reef showing very plain; little or no current about here. Nov. 10. Lat. 6° 35' S. ; long. 35° 05' W. Temperature of air, 84° ; of water, 80°. Winds : S., S. S. E., S. E. by S. Fresh breezes and pleasant ; working all along the coast. Tliis has been a very unfavor- able chance for any vessel to work up the coast ; notwithstanding, I have made as much headway as I could have expected to, on the coast of North America; and I would also say that one need not fear Cape St- Eoque, unless it is much different from what I found it. I shall always aim to cross the equator west of 31°, being sure that there is but little current about this cape. Nov. 11. Lat. 6° 41' S.; long. 34° 00'. Temperature of air, 85°; of water, 80°. Winds: S. S. E., S. E., S. S. E. Fresh breezes and fine weather. Working up the coast ; wind obstinate at S. S. E, and S. E. Nov. 12. Lat. 7° 5G'S.; long. 34° 27' W. Temperature of air, 83° ; of water, 80°. Winds: S. E., S. E., S. E. by S. Light breezes and fine weather. Saw several catamaraus. Land in sight, off Pernam- buco. This is the sixth day since I first made the land sixty miles to leeward of Cape St. Roque ; have ■worked nearly dead to windward. [Up to this time she had had the winds from the westward, principally from the northward and west- ward. She did not take sufficient advantage of them, and therefore crossed the equator farther to the west- ward than it is desirable to do. Nevertheless, her abstract proves that, by crossing as far west as 30°, one is not hopelessly to leeward. It is very easy, after one sees how the winds have been, to say what the course should have been. But I hope navigators will not regard my critiques upon their tracks ever in an oiiensive light. We must profit each by the experience of others ; and, though Captain Crowell did keep to the west of the track pre- scribed, it does not, therefore, follow that he is to blame. Whether the navigator be to blame or not, is no concern of mine. It is my aim to give sailing directions, and to lay them down so clearly that all who will, may understand them. And I know no better way of doing this than by making examples teach by the experience which others are kind enough to spread before me. Though Captain Crowell did "stick her away south" sooner than in my judgment it was advisable, yet he had no cause to regret it. He gained upon the old route some ten or fifteen days, and in a week afterwards he was running off with topmast studding-sails set, with Cape St. Roque a long Avay oft' under his lee.] KOUTKS TO HIO, ETC. 521 Shi]} Capitol (Gorham), Richmond, to San Francisco, 16 days out. Nov. 4, 1852. Lat. 19° 30' N. ; long. 34° 53' W. Squally, E., S. E. Nov. 5. Lat. 17° 16' N.; long. 33° 55' W. Moderate breezes, E. by S. Nov. 6. Lat. 14° 54' N. ; long. 33° OS' W. Moderate breezes, E. Nov. 7. Lat. 12° 34' N. ; long. 32° 20' W. Fresh breezes, E. by S. Nov. 8. Lat. 10° 06' N. ; long. 31° 10' W. Squally, E., E. N. E., N. E. Nov. 9. Lat. 8° 04' N. ; long. 30° 38' W. Squally, with rain, E., S. E., E. Nov. 10. Lat. 7° 35' N. ; long. 29° 58' W. Squally with rain, E., S. E., E. by S. Nov. 11. Lat. 6° 39' N. ; long. 29° 30' W. Squally with rain, S. E., E. S. E., E. N. E. Nov. 12. Lat. 5° 29' N. ; long. 29° 04' W. Squally with rain, N. E., E., S. E. Nov. 13. Lat. 4° 51' X. ; long. 28° 52' W. Light and baffling, S. S. E., N. E., S. E. Nov. 14. Lat. 3° 45' N. ; long. 28° 50' W. Squally, S. E., E., N. E. Nov. 15. Lat. 2° 47' N. ; long. 29° 35' W. Squally, S. E., E. X. E., E. X. E. Xov. 16. Lat. 2° 31' N. ; long. 30° 00' W. Calm and rain squalls, baffling airs. Nov. 17. Lat. 1° 01' N.; long. 30° 15' W. Moderate breezes, S. S. W., S. E. by E., E. Nov. 18. Lat. 1° 18' S.; long. 31° 16' W. Moderate breezes, S. E. Nov. 19. Lat. 3° 49' S. ; long. 32° 16' W. ^Moderate breezes, S. E. Nov. 20. Lat. 6° 37' S.; long. 33° 19' W. Moderate breezes, S. E. Shi]) George liayncs, Boston to San Francisco, twenty-two days out. Nov. 4. Lat. 22° 00' N. ; long. 27° 18' W. Winds : E. N. E., E., E. by S. First part, squally ; latter part, moderate breezes. Nov. 5. Lat. 18° 15' X. ; long. 26° 50' AV. Wind : E. Fine weather. Nov. 6. Lat. 1.5° 58' N. ; long. 26° 40' W. Wind: E. Pleasant breezes. Nov. 7. Lat. 13° 06' X. ; long. 26° 40' W. Wind : E. Pleasant breezes. Nov. 8. Lat. 10° 15' X. ; long. 26° 24' W. Winds: E., E.X.E., E. X.E. During the night, sharp lightning to S. E. ; at noon, wind hauled to S. E. in a squall. Xov. 9. Lat. 8° 30' N. ; long. 26° 20' W. Winds : E. S.E., S. E., E. S.E. Begins with moderate breezes ; middle part, squally. Ends light breezes. Nov. 10. Lat. 7°34'X.; long. 26°44'W. Winds: S. S.E.,cahn, E. First part, light airs; middle, calm ; latter part, light airs. Xov. 11. Lat. 6° 32' X.; long. 26° 36' W. Winds: E., E. X.E. Light airs and calms ; considerable lightning in S. and X. E. Nov. 12. Lat. 5° 26' X.; long. 26° 48' W. Winds: E., E.S.E., calm. Begins calm with rain ; at 8 P.M. wind hauled in, squall to S.E. Ends calm. Nov. 13. Lat. 4° 55' N. ; long. 27° 04' W. Winds: E. S. E., S.S E., calm. Light airs. 522 THE WIND AND CURliENT CHARTS. Nov. 14. Lat. 3° 27' N.; long. 27° 18' W. Winds: E.S.E., S.E. First part, squally; middle, light breezes ; latter, moderate breezes. Nov. 15. Lat. 2° 07' N.; long. 28° 00' W. Winds: S.E.byS. Moderate breezes and squally. Nov. 16. Lat. 1° 15' S.; long. 28° 42' W. Winds: S., S.S.E. Light breezes. Nov. 17. Lat. 0° 02' S.; long. 29° 00' W. Winds: S. S.E., S.E. Moderate breezes and fine weather. Nov. 18. Lat. 2° 06' S. ; long. 29° 24' W. Winds: S. E., E. S. E., S. E. by E. Steady breezes. Nov. 19. Lat. 4° 44' S.; long. 30° 55' W. Winds: S. E. by E., S.E. Steady breezes. Nov. 20. Lat. 7° 40' S. ; long. 31° 50' W. Winds : S. E., E. S. E. Steady breezes. Brig Georijiana (Chase), New York to Mozambique, eighteen days out. Nov. 13, 1851. Lat. 20° 04' N. ; long. 31° 13' W. Winds : S. W., S. S. W. Fresh breezes and fine weather. Nov. 14. Lat. 19° 54' N. ; long. 29° 24' W. Wind : S. S. W. Light breezes with fine clear weather. Nov. 15. Lat. 18° 35' N. ; long. 29° 53' W. Winds: S., S. S. W. Light airs and cloudy. Nov. 16. Lat. 17° 52' N. ; long. 30° 25' W. Winds : calm, S. S. W., calm. Cloudy weather. Nov. 17. Lat. 15° 55' N.; long. 30° 14' W. Winds: S.S.W., S., S. E. First part, light; latter, fresh breezes. Nov. 18. Lat. 13° 49' N.; long. 29° 56' W. Winds: S.E., E. S.E., E. S.E. Pleasant gales and fair. Nov. 19. Lat. 10° 55' N. ; long. 29° 00' W. Winds : E., E.byN. Fresh trades. Nov. 20. Lat. 8° 26' N. ; long. 28° 04' W. Winds : E. N. E., N. E. by E. Pleasant gales. Nov. 21. Lat. 5° 39' N. ; long. 27° 05' W. Wind : E.N.E. First part, fresh breezes and pleasant ; latter part, light and squally. Nov. 22. Lat. 4° 55' N. ; long. 27° 35' W. Winds : S., W. S. W., S. W. Light and baffling airs ; clear weather. Nov. 23. Lat. 4° 01' N. ; long. 27° 20 W. Winds : S., S. S. W., W. S. W. Light baffling airs with heavy raiu squalls. Nov. 24. Lat. 2° 33' N. ; long. 28° 41' W. Winds: S. E. by E., S. E. Strong breezes ; very heavy squalls. Nov. 25. Lat. 0° 10' N. ; long. 29° 40' W. Winds: S. S.E., S.E. by S. Fresh breezes and fine weather. Nov. 26. Lat. 1° 35' S. ; long. 30° 35' W. Wind : S. E. Fine breezes and pleasant. Nov. 27. Lat. 4° 06' S.; long. 30° 40 W. Wind: E. S. E. Weather pleasant. Nov. 28. Lat. 6° 59' S.; long. 30° 30' W. Wind : E. S. E. Fresh breezes with squalls. Fhjinrj Fish (E. E. Nickels), Boston to San Francisco, nine days out. Nov. 15, 1851. Lat. 21° 27'.N.; long. 37° 29' W. Winds: N. W. to S. W.; pleasant weather; all sail. ROUTES TO mo, ETC. 523 Nov. 1(5. Lat. 19° 00' N.; long. 34° 3G' \Y. Winds: S. W.; cliangeaLle weather. Nov. 17. Lat. 17° 24' N. ; long. 33° 38' \V. Win.ls : S. \\. to S. S. K. ; eliangealile weather; all sail. Nov. 18. Lat. 10° 21' N.; long. 34° 3S' \V. Winds: S. to S. K., liglit; weather nnsettled, rainy; all pail. Nov. 10. Lat. 13° 14' N.; long. 35° 10' W. Winds: S. E. by E., moderate; plea.sant, tradedikc weather. Nov. 20. Lat. 9" 50' N.; long. 34° 00' W. Wind: S. E. to E., brisk; pleasant weather; all sail; two weeks out ; average, 213 miles per day. Nov. 21. Lat. 6° 34' N. ; long. 31° 55' W. Winds: E. by S. to E. by N.; changeable weather; some rain; all sail. Nov. 22. Lat. 5° 02' N.; long. 30° 45' W. Winds: E. by S., S. to S. W. moderate; changeable weather; taeked twice; all .sail. Nov. 23. Lat. 4° 58' N.; long. 30° 07' W. Wind: southerly; light or calm ; very pleasant; all sail. Nov. 24. Lat. 2° 31' N. ; long. 30° 48' W. Wind : S. E., brisk ; changeable weather; all .sail. Nov. 25. Lat. 0° 24' S.; long. 32° 04' W. Wind: S. E.; pleasant; all sail; nineteen days to the line, averaging 196 miles. Saw two American ships bound home. Nov. 26. Lat. 2° 40' S. ; long. 32° 30' W. Moderate winds ; weather changeable and shower}'; all sail. Nov. 27. Lat. 5° 04' S.; long. 32° 50' W. W^ind: E. S. E.; pleasant weather; all sail; pas.sed Fernando de Norouha Islands ; 190 miles average. Nov. 28. Lat. 7° 14' S.; long. 32° 44' W. AVind : S. E., baffling, moderate; unsettled weather; all sail. Saw a ship bound to the northward. Ship F. IF. Brune (D. C. Landis), New York to California, eighteen days out. Nov. 18, 1852. Lat. 19° 44' N. ; long. 35° 50' W. Barometer, 30.05 ; temperature of air, 79° ; of water, 80°. Winds: N. to N. N. E., N. E. to S. E., E. S. E. to E. ; pleasant; light squalls with rain, and smooth sea ; middle part, light easterly bi'eezo ; latter part, light easterly breeze and smooth sea. Have not seen the Sargosso this twenty-four hours. The liarometer has been fluctuating for some days past, being down to 30.00 in the evening, and uj) to 30.05 in the morning, similar to the tide of the ocean. I have observed this before in the South Atlantic beyond the trade-winds, but never .so much difference — not being more than ^%\. Nov. 19. Lat. 18° 22' N.; long. 34° 49' W. Variation, 12° 45'. Barometer, 30.25; temperature of air, 79°; of water, 80°. Winds: E., E., E. by S. Moderate breezes and pleasant weather. Has the appearance of a strong current by the tide rips, but did not observe any by the observations. Sea smooth. Nov. 20. Lat. 16° 20' N.; long. 34° 11' W. Current, W. S. W., i knot per hour. Barometer, 30.25 ; temperature of air, 78°; of water, 81°. Winds: E. S. E., and E. to E. S. E. Eirst and middle parts, moderate breeze and pleasant ; latter, fresh breezes and head sea ; strong tide rips similar to those in the nei";hborhood of George's Shoals. 624 TUK WIXD AND CURRENT CHARTS. Nov. 21. Lat. 14° 34' N. ; long. 32° 53' W. No current. Barometer, 30.5 ; temperature of air, 80° ; of water, 81°. Wind: E. Pleasant weather; large swell from S. E. Did not observe any current. Nov. 22. Lat. 12° 40' N.; long. 31° 15' W. Current, west, f of a knot per hour. Barometer, 30; temperature of air, 80°; of water, 81°. Winds: E. to E. N. E. First and middle parts, fresh breezes; calm and pleasant Aveather ; heavy head sea ; latter part, moderate and hazy. Nov. 23. Lat. (D. K.) 11° 12' N.; long. 30° W. Barometer, 29.95; temperature of air, 78°; of water, 80°. Winds : E., E., E. S. E. Moderate breezes and unpleasant weatJier ; not so much swell ; latter part, heavy dark appearance to the southward, and I think the trade-wind is done; which is certainly farther north than I ever lost them before at this season of the year, though I have been 5° farther east. Nov. 24. Lat. 10° 5'N.; long. 28° 50' W. Barometer, 29.95; temperature of air, 78°; of water, 81°. Winds: E. to S. S. E., E. by N., E. First pai-t, cloudy gloomy weather; light baffling breezes; middle, moderate aud unsteady ; latter, light and pleasant ; some swell. Nov. 25. Lat. 8° 20' N.; long. 27° 12' W. Current, N. W., | knot per hour. Barometer, 29.95; temperature of air, 80°; of water, 81°. Winds: E. to E. N. E. Fine breezes and pleasant. Still looks as though we were in the middle of the trades ; but I do not think they will remain with us much longer. Nov. 2G. Lat. (D. R.) G° 45' N.; long. (D. R.) 26° 12' W. Barometer, 29.90; temperature of air, 80°; of water, 80. Winds: E., E., and S. First part, moderate aud pleasant; ends, squally and baffling; a heavy turbulent swell. Nov. 27. Lat. 6° 9' N.; long. 20° 13' W. Barometer, 29.90; temperature of air, 81°; of water, 81°. Winds: S. to E., S. to E., E. S. E. Squally weather, with baffling winds; heavy swell from the south. Nov. 28. Lat. 5° 13' N.; long. 26° 30' W. Current, N. W., 1 knot per hour. Barometer, 29.95 ; temperature of air, 81° ; of water, 81°. Winds : E. S. E. to S. S. E. Squally, with light baffling breezes ; heavy swell from the south. Nov. 29. Lat. (D. R.) 4° 23' N. ; long. (D. R.) 26° W. Barometer, 29.90 ; temperature of air, 81° ; of water, 81°. Winds : S. S. E. to E. S. E. Light winds and squally ; swell from S. E. Nov. 30. Lat. (D. R.) 3° 38' N.; long. (D. R.) 26° 30' W. Barometer, 29.90 ; temperature of air 78° ; of water, 82°. Winds: S. S.E. to E., S. S. E. to E., S. S. E. to E. S. E. Light baffling winds ; squally and showery ; heavy head swell. Dec. 1. Lat. 2° 45' N. ; long. 27° 25' W. Current, -i knot, W. Barometer, 29.70; temperature of air, 78° ; of water, 82°. Winds : S. S. E. to S. E. calm, S. by E. First part, light baffling airs ; middle and latter, squally ; heavy head swell. Dec. 2. No observations. No current. Barometer, 29.90; temperature of air, 77°; of water, 82°. Winds : S., S., E. N. E. to E. S. E. Moderate breezes, and squally weather. Still heavy swell from S. E. Dec. 3. Lat. 1° 27' N.; long 27° 55' W. Barometer, 29.9; temperature of air, 84; of water, 82. Winds: calms, and squalls, S. by E. First and middle parts, cloudy; squally weather; latter part more settled ; a heav}^ head sea. KOUTK.S TO nU), KTC. 525 Dec. -i. Lat. 00° W N. ; long. 28° 13' W. Current, 1 knot, W. N. W. Barometer, 29.95 ; tempera- ture of air, 84°; of water, 82°. Winds: S., S. and S. l)y K. Moderate wind.-;, and squally; the wind some- times S. S. W. ; pleasant weatlicr; lias the appearance of llie trade-winds; God knows it is nearly^ time we had them ; must have had a strong current to the westward, tliese three days past ; heavy swell. Dec. 5. Lat. 00° 56' S.; long. 29° 20' W. Current, i knot, W.N. W. Barometer, 29.95; tempera- ture of air, 83° ; of water, 79°. Winds : S. by E., S. S. E., S. S. E. Liglit breezes, and pleasant ; large head swell. Dec. 6. Lat. 2° 48' S.; long. 30° 35' W. Current, J knot, per hour, W. Barometer, 29.95; tempera- ture of air, 83° ; of water, 79°. Wind : S. S. E. Light winds, and pleasant weather ; close by the wind : heavy head swell. Dec. 7. Lat. 3° 30' S.; long. 31° 40' W. Current, 1 knot per hour, W. X. W. Barometer, 29.95; temperature of air, 82°; of water, 79°. Winds: S. by E., S. by E., S. S. E. Moderate and pleasant; some swell ; the wind hanging far south. Latter part, scpuilly appearances. Birds around. Dec. 8. Lat. 5° 37' S. ; long. 31° 33' W. Current, none. Barometer, 29.92 ; temperature of air, 82° ; of water, 79°. Wind : S. E. by S. Moderate and jnleasant; smooth sea. Dec. 9. Lat. 8° 00' S. ; long. 32° 41' W. Current, | knot per hour, west. Barometer, 29.95 ; tempera^ ture of air, 83°; of water, 79°. Winds: S. E. by S., S. E., S. E. by E. Fine breezes and smooth sea. Dec. 10. Lat. 10° 47' S.; long. 33° 01' W. No current. Barometer, 30.00; temperature of air, 82°; of water, 80°. Winds : S. E. by E., S. E. by E., E. by S. Fine breezes and a smooth sea. Dec. 11. Lat. 13° 56' S. ; long. 33° 20' W. Current, J knot per hour, south. Barometer, 30.00 ; temperature of air, 80° ; of water, 80°. Winds : S. E. by E., S. E. by E., E. Fine breezes. The barometer fluctuating /g°g, which I never observed before in the heart of the trades. Smooth sea. Danube, New York to San Francisco, twelve days out. Nov. 25, 1852. Lat., at noon, 24° 29' N.; long. 42° 16' W. Barometer, 30.10; temperature of air, 71° ; of water, 73°. Moderate breeze all round the compass, and very dark, no one hour from one point. Evidently a very strong current setting S. W. No part of the 24 hours has ship's head been to south of S. S. E. Sharp lightning at S. E. Observations of yesterday and to-day, good. Ship, when heading E. N. E and S. S. E, carrying strong starboard helm. Strong ripplings like tide rips. Large quantities of dead-looking brown gulf-weed ; no fish ; no birds. Ileavy swell from N. W. ; frequent rain squalls from W. S. W. to S. E. Current, 1 mile per hour, S. W. Nov. 26. Lat. 24° 29' N. ; long. 40° 29' W. Barometer, 30.10 ; temperature of air, 76° ; of water, 76°. Winds : S. S. E., S. by E., S. Fresh bi'ceze ; close atmosphere ; no lightning ; trade-clouds ; 19' W. S. W., current. Observations good. Nov. 27. Lat. 24° 49' N. ; long. 37° 27' W. Barometer, 30.05; temperature of air, 75°; of water, 75°. Wind: S. by E. throughout the day. Fresh breeze; gulf- weed ; flying fish ; lead-colored clouds. [This vessel was quite f;ir enough to the eastward for her latitude; and had the wind been fair she 626 THE WIND AND CUERENT CHARTS. could not liave wished a better tbau a soutli course. Slie should have beat across this belt, and should have gone in search of a wind,, instead of dallying along in this calm place waiting for a wind to come to her.] Nov. 28. Lat. 25° 25' K; long. 35° 27' W. Barometer, 30.05; temperature of air, 74:°; of water, 74°. "Winds : S. by E., S. by E., S. E. Hard, long, heavy squalls ; double reefs. Much gulf- weed. Nov. 29. Lat. 23° 49' N.; long. 36° 40' W. Barometer, 80.00; temperature of air, 75°; of water, 75°. Winds: S. E., S> S. E., S. E. Much lightning at S. E. ; heavy, hard-looking weather. During the 24 hours, the wind has varied from S. to S. E. Alternate calms and hard squalls ; gulf-weed in abundance. Flying-fish, but no birds. Nov. 30°. Lat. ; long. ■. Barometer, 30.00 ; temperature of air, 72° ; of Avater, 75°. Winds: all around the compass; ver3' dark; heaviest kind of thunder and lightning, and hard, steady rain, with frequent and sudden heavy sc^ualls from S. E. to S. S. E., S., S. W., back to S. E., calm ; then very heavy from N. W. ; then N. ; then E. N. E.; then N. E., with steady rain, heavy thunder, sharp chain lightning. This noon it blows a gale from N. E.; am now in hopes the weather will change; close reefs; have now had the winds from the south for thirteen days. Dec. 1. Lat. 21° 34' N. ; long. 36° 04' W. Barometer, 30.00 ; temperature of air,. 74° ; of water, 75°. Winds : N. E. to E., S. S. E., S. S. E. Dec. 2. Lat. ; long. . Barometer, 30.00; temperature of air, 75°; of water, 7G°. Winds: S. S. E., S., S. Extremely dark and squally ; barely see the lines to write in front of a four-paned window. The squalls have not been so heavy this 24 hours, as previously, although the rain continues unabated; no gulf- weed, no birds, and no observations ; every appearance of a strong westerly current ; almost impossible to keep dead reckoning, as the squalls run in all manner of ways. Dec. 3. Lat. 21° 57' N.; long. 34° 00' W. Barometer, 30.05; temperature of air, 74°; of water, 76°. Winds: S., variable, S. W., S. S. E. Dark, inky-looking weather ; the current has set to the west- ward, I should judge, full 1' per hour. Dec. 4. Lat. 21° 29' N.; long. 33° 57' W. Barometer, 30.00; temperature of air, 75°; of water, 76°. Winds: S., S. S. E., S. E., S. E., S. S. W., S.W. Variable. Dec. 5. Lat. 20° 49' N. ; long. 35° 05' W. Barometer, 30.00 ; temperature of air, 76° ; of water, 76°; variable winds from S. to E. Dec. 6. Lat. 20° 24' K; long. 35° 06' W. Current, -J knot per hour, W. by N. Barometer, 30.10; temperature of air, 75° ; of water, 76. Winds : E., S. E., E. ; very light airs, sometimes dead calm. Dec. 7. Lat. 20° 20' N. ; long. 35° 06' W. Barometer, 30.00 ; temperature of air, 75° ; of water, 76° ; calm. Dec. 8. Lat. 17° 50' N.; long. 34° 06' W. Barometer, 30.10 ; temperature of air, 75° ; of water, 76°. Winds: E. S. E., E., E. S. E. ; trades at last; fine breeze. Dec. 9. Lat. 16° 00' N.; long. 33° 10' W. Barometer, 30.10; temperature of air, 76°; of water, 76°. Wiuds: E. S. E., S., S. W., E. S. E. ; gone again ; clear trade looking westward. 527 Dec. 10. Lat. 12° 18' N. ; long. 32° 00' ^Y. Barometer, 30.00 ; temperature of air, 70° ; of water, 7(3°. Winds : K, K. S. E., E. S. E. ; fresh breeze. Dec. 11. Lat. 7° 47' N. ; long. 32° 00' \V. Barometer, 30.00 ; temperature of air, 76° ; of water, 76°. "Wind : E. S. E. tlirougliout ; steady, fresh gale. Dec. 12. Lat. 5° 47' N. ; long. 30° 00' \Y. Barometer, 30.00 ; temperature of air, 76° ; of water, 70°. Winds : E., E., E. N. E. ; steady, fresh gale. Dec. 13. Lat 4° 00' N.; long. 2"J° 00' W. Barometer, 2!t.0O ; temperature of air, 77°; of water, 78°. Winds : E. S. E., S. E. by E., S. E. ; first part, fresh breeze ; latter ])art, moderate. Dee. 14. Lat. 2° 6' N. ; long. 29° 43' W. Barometer, 29.90 ; temperature of air, 78° ; of water, 78°. Winds: S. E., S. E. by S., S. E. by S. ; first and middle parts, very moderate; last part, fine. Dee. 15. Lat. 1° in' N. ; long. 30° 27' W. Barometer, 29.90 ; tempeniture of air, 7C.° ; of water, 77°. Wind: S. S. E. throughout ; will stand on if possible ; wind inclines far to the S. but varies to S. E. at times ; much rain. Dee. 16. Lat. 0° 57' N.; long. 31° 00' W. Current, IJ knot per hour, W. X. W. Barometer, 29.90 ; temperature of air, 7G° ; of water, 77°. Winds : S. S. E., S. E. by S., S. E. by S. Dec. 17. Lat. 0° 10' X. ; long. 32° 00' W. Current, 1| knot per hour, W. X. W., I W. Barometer, 29.90; temperature of air, 76°; of water, 76°. Wind: S. S. E. throughout. Very moderate; tacked to the eastward. Dee. IS. Lat. 0° 8' X. ; long. 30° 00' W. Current, IJ knots per hour, W. by X". Barometer, 30.00; temperature of air, 77° ; of water, 76°. Winds: S. S. E., S. E., i E., S. E. J E. Moderate ; fine weather ; large sharks, flying-fish, albicore, nautilus. Dee. 19. Lat. 0° 43' X. ; long. 29° 50' W. Current, 38' W. X. W. i W. Barometer, 30.00 ; tem- perature of air, 77° ; of water, 76°. Wind : very moderate from S. E. to S. S. E. Dec. 20. Lat. 0° 50' X.; long. 29° 08' W. Current, IJ knots per hour, W. -| X. Barometer, 30.00; temperature of air, 77° ; of water, 70°. Winds : S. S. E. to S., S. to S. S. E., S. E. Tacked to the south- ward; very moderate weather. •Dee. 21. Lat. 1° 06' S. ; long. 29° 57' W. Barometer, 29.90 ; temperature of air, 76° ; of water, 76°. Wind : S. E. b}' S. throughout. Fine breeze. Dee. 22. Lat. 3° 28' S. ; long. 30° 41' W. Barometer, 29.90 ; temperature of air, 76° ; of water, 70°. Wind : S. E. by S. throughout. A fine, steady breeze. Dec. 23. Lat. 6° 02' S.; long. 31° 26' W. Barometer, 29.90; temperature of air, 70°; of water, 76°. Winds: S. E. by S., S. E. by S., S. E. by E. Fine, steady breeze. Boarded by U.S. frigate Raritan. These tracks ou the route to Rio, or Cape Horn, or Cape of Good Hope, are given, not so much for any light they themselves throw as to the passage, but because they serve, many of them at least, to illus- trate the computed route of the tables ; because they demonstrate the correctness of these routes, and because they serve, or ought to serve, to give navigators confidence in the Charts and the Sailinr/ Directions based upon them. 528 THE WLJJD AND CURRENT CHARTS. Ill reviewing tliese tracks, one thing will not fail to arrest the attention of the navigator, and that is, the success with which the line may be crossed as far west as 32°. Seldom, indeed, has it occurred that any vessel, after crossing the line, upon that meridian, has experienced any difficulty in clearing St. Eoque. A new edition of the Pilot Cliarts of the NorOi Atlantic is just out. The wind roses of these Charts, south of 30° N., are now nearly all pretty well filled up. Vessels bound from Europe to ports beyond the equator, Avill be guided with fidelity by these Charts along the best routes, which for the most part is plain sailing. As a rule, it will be out of their way to come west of 25°, before they reach the doldrums. In them, they should beat across rather than steer E. S. E. or W. S. W., for any length of time along them. They should also beat when necessary, and when not, stand due south, across the calm belt of the Ilorse Latitudes. In these Sailing Directions, dull captains, and dull ships, are ignored. In crossing the calm belts and shaving ticklish points, such ships must crab it along as best they may, for I do not pretend to give any directions that are suited to them. TIDE RIPS. The appearance thus designated, is a ripple in the water, such as is seen in a tide way, or at the meet- ing of two currents. All the information that I have upon the subject, tends to show that, in these rips, there is no current, or, at least, none which can affect the ship. These tide rips are met, most generally, about the region of the equatorial doldrums. They are occa- sionally seen in other parts of the ocean. But those to which I now refer particularly, are those which almost every vessel encounters near the equator, and which are so often mentioned in the preceding abstracts. What produces this singular appearance so constantly in this part of the ocean? Vessels sail through these rips and feel no current. How would it be with a boat ? for it appears to me that the motion in the water, which produces the appearance, is a horizontal, not a vertical, motion. If the former, the question comes up, can the trade-winds produce it? C)n one side of this calm Ijelt, near the borders of which these tide rij^s are seen, the S. E. trade-winds are perpetually blowing ; on the other, the N. E. Each of these systems of winds operating upon the ruffled surface of the ocean day after day, through a course of two or three thousand miles, has the tendency to drive before it a gentle surface current, and to pile the water up, one on one side, the other on the other, in this calm belt, into which these two systems of winds are blowing. We know that the wind, as is often seen, when long unbroken sheets of water are ojjen to its sweeping force, is capable of piling the water up at one end of a long canal or pond. After the water is so piled up, suppose the wind should suddenly go down, what would take place ? Should we not expect to see the piled up Avater, and not that below it, running back as a thin surface current? These two trade-winds blow at right angles with each other (N. E. and S. E.), and may not the tide ROUTliS TO lilO, KTC. 629 rips be caused by the accumulation of water wliicli the S. E. trades are driving before them, meeting with what the N. E. trades are driving before them? Some arc, perhaps, so caused ; others, it may be, are produced by the water whicli the two trade-winds have piled up or accumulated in this calm belt, breaking loose, as it were, now here, now there, and escap- ing as a rippling shallow current, running, as it were, on the top of the sea. The vast amount of rain water which falls within this belt, would assist, both to pile up and make lighter. This view, I am aware, has some plausibility, but it wants confirmation, and the subject is quite inter- esting enough to commend itself to the attention of navigators. In what direction do those tide rips appear to run? and though the ship may not fuel any current in them, will a boat? and do chips or other light substances thrown overboard show any signs of a current? Co-operators will roniendjer that these rips have been the subject of special inquiry for abstract lo"-s for years, and now that light is breaking in upon us with regard to them, it is hoped that attention will not sleep nor inquiry cease. PLATES XI. AND XII. The tracks with the arrows (Plates XL and XII.), are the tracks whicli I have recommended, and the dotted tracks are some of the tracks which have actually been performed. Now, suppose we had the tracks of a hundred ships, hence to Eio, all made in the month of January of difierent years ; that in every instance and with every change of wind, each one of the ships making these tracks had been managed without a mistake — that they had in every instance steered the best course it was possible to steer — that when necessary to go about, each one had gone about exactly at the right moment ; and, that whenever the wind came out ahead, they had, all of them, without exception, in- variably gone off on the right tack; and that the tracks of these hundred vessels — no two of them having, let it be supposed, sailed in company — was projected on a chart before us. What should we have? We should probably have a hundred separate tracks, for it can scarcely be supposed that any two of them would coincide all the way. And the navigator with that chart before him, would have displayed before him, as clear as he has the sun at mid-day in a cloudless sky, the best route to Eio in the month of January. Now, suppose that with these 100 tracks before us, we should wish to draw a line or describe a route, which should represent the mean average trade of the entire 100 ships. We should then point to this track and say, this is the route pursued by these 100 vessels, and this, therefore, is the route for all vessels to take in the month of January ; and when we should come to look at the January route thus recom- mended, we should find, probably, that not one of these 100 vessels had actually sailed, even for one mile, or for one foot, upon it ; tliat they had crossed this mean path, now in this place, now in that ; at one time from this side, and again from that. Under such circumstances, no right-minded mariner would hesitate for a moment about taking this route. But he would not attempt to describe, with the keel of his ship, the lino that he had drawn on the Chart merely to designate the parts of the ocean through which she was to pass. 67 530 THE WIND AND CURKENT CHARTS. NoAv, tliis has been actually done with regard to the routes here recommended : they arc the mean or average tracks, in some parts of the way, of 700 such vessels in a month ; in other parts, only for 20, or whatever be the number of observations that could be procured. It is true that, in the case of the Charts, I have not actually liad 100 such unerring vessels to give me the mean or best average route for each month, but I have had what perhaps was better. I have had the direction of the wind in each district of the ocean given fur lOU times and upwards for each month in dif- ferent years; and when tlio navigator is tuld the direction whence the wind comes, he can tell as well what course he could have steered as though he had himself been there, and actually steered it. I have, therefore, summed up all the winds and calms for each month in every district on the Pilot Chart, and calculated the chances of head winds, and of fair winds, for every point of the compass, through every such district. With these, I then proceed to determine, by mathematical discussion, the mean or avei'age route, which, taking both calms, head winds, and increase of distance into account, should give on the average the shortest passage, in time, to the equator. Of course, then, when a vessel comes to try the new route thus computed, and to project on the Chart the track she actually makes through the water from day to day, it is not to be expected, that the track so performed, will, when laid down, exactly overlay the one already projected on the Chart as her guide. There will be a general eonforniity between the two, but nothing like the actual coinciding of two lines. These remarks are called forth by the fact, that some navigators appear to think that there is some sort of virtue in the black mark on the C'hart, wluch represents any one of these routes — as the April route, for instance : if driven from the April route by head Avinds, one of these navigators, had he been in the Memnon, at a (Plate XL), would have stood north to get her keel on the black mark for April ; and again at h, he would have stood to the southward and westward to get upon the April track again. Now, the Memnon at c, or at b, was in just as good a position as she would have been had she been " right upon the track." Her very clever master, therefore, did right ; he conformed to the Sailing Direc- tions^ and was pursuing the route recommended, as closely and as Avell as though his track had fallen all the way, from b down to the equator, upon the line with the arrows, which is i)rojected on the Chart to represent the April route. Tlie tracks of the vessels projected on Plate XI. and XII., have not been selected on account of their short passages ; many other vessels have made passages shorter than these. I have taken them only for the purpose of illustration and demonstration. In the conformity between the April route of the Chart, and tlie actual track of the Memnon, in crossing the calms of Cancer, the Charts show a sharp elbow thence to the equator. The Memnon, without intending to make this elbow, was forced by the winds to make it; and the Sailing Directions in- dicated that there probably would be an elbow here. The Memnon (Capt. Joseph R. Gordon), crossed the line in 19 days ; she had no difliculty in clearing Cape St. Roque, and made a fine passage. It was the same case with the Surprise (Captain P. Dumaresq) ; with the Seaman (Captain Joseph Myrick), and with the Dragon (Captain Andrew), and with a host of others whom I am now (Dec. 1853) MISTAKES IN TIIK UOUTE TO RIO, ETC. 531 able to (luotc. These had to the equator 22, 20, and 24 days respectively. Aiul it is remarkable how the tracks of these vessel.^, and all others tiiat have followed tiiese tSuiliiuj Direclions, liavc conformed in their •windings and irregularities to the tracks of the Charts. See the place at which all four of these vessels crossed the parallel of 5° N., to the place where they crossed the line ; it is very nearly a direct south course, as represented by the tracks with the arroAvs, gen- erally for winter and spring; and as before remarked, the lines which represent the tracks for these months do not represent the tracks wliicli it is possible for one ship in 100 actually to make, but they represent the mean or average track, wliicli lOO shi})s, sailed by navigators that never were wrong, would make. Let ns turn now to Plate XII., which is an illustration of the summer and fall i-outes : — This is the season of the year in which short passages arc the most difficult by any route, old or new. Track x is the track of a ship that had the Charts on board. Tlie captain of that ship, judging from the track tliat he made, evidently undertook to set up his "own experience" against the experience of the thousand of navigators who had gone before him, all of which the Charts held spread out before him. The track of the brig Acasta is given as an illustration of an attempt often made to "split the difference" between the old and new route. She sailed from Sag Harbor, September 20, 1850 ; went as far as 22° "W., and crossed the line in long. 26° — November 14 — 55 days. She got the doldrums in about 11° N., and they stuck by her for 15 days, and until she reached 2° N. The fragment of the track zc, illustrates the ease of a vessel that attempted the new route, and aban- doned it when she iell in with the eriuatorial doldrums in 11° N. — September 25, 1850. She was going on very well, but here she met the southerly monsoons which the Charts warned her of at this season of the year. The wind came out S. S. W., and she went on faiming to the eastward and to leeward. From this 23laee, it took her 16 days to reach the line. Such cases as these are common — the errors are generally committed by standing too much towards the old track. Sometimes, though rarely, vessels make mistakes by going on the other extreme. I find an example of this sort in the case of the U. S. ship Yincennes, Commander Hudson, on a vo\'age from New York to ■Eio, in 18-19. She had the Wind and Current Charts on board, and claims to have taken them for lier guide. Hut I have not been able to reconcile the course pursued by her with the route recommended. The Yincennes beautifully proves the correctness of the Charts ; her track conforms in its general direction to the track of the Charts, but it is too far ofl'. Any one who will examine the log of that sliip — her track, and my Sailing Directions — will see that it would be just about as reasonable for tluit sliip to have gone over to the Cape de Yerdes (which would have been not quite as f;ir on the otlier extreme), and then, meeting with a long passage of 60 days, to ascribe it to the Charts. The ship whose track I have marked ;r, might, witli the same propriety, ascribe her long passage to the Charts also. Navigators often follow the new route bravely, until they get into the ecpiatorial calms ; here their 532 THE WIND AND CURRENT CHARTS. heart seems to fail tlicm, and tlicy bolt at the very time when they should stick more closely to their guide. The region which these calms usually include is in the shape of a wedge; it shifts about, but Plates XI. and XII. show its mean place at the four seasons. In each season, it is sometimes above and sometimes be- low the place assigned it on the Chart. But I have drawn it there to show navigators how they mistake, when being as far west even as 31° or 32°, they fall into these calms, and think of making longitude by fanning along to the eastward or an E. N. E. or perhaps a N. E. coi^rse. The farther they go on such occa- sions, the broader grows the belt, and the greater becomes the difficulty of getting across it. I have projected on Plato XII., by a dotted line, the track of a ship, and marked it //, as an illustration of bad management iinder such circumstances, though it is by no means an extreme case. This ship had 40 days to the line, took the new route, and followed it bravely until she reached the equatorial calms, in longitude 29°. She was then far enough to the eastward, and should not have been afraid to cross the line as far west as 32°. But instead of proceeding to make the best of her way across this belt where it was narrow, and where two or three days at most would have sufficed for crossing it, she proceeded to flap along to the eastward as far as 21° ; and thus, in consequence of the monsoons, found herself to leeward. Wheii at /i, that ship should, instead of making about an E. by S. course, have stood on the other tack, making the best of her way south, and not caring to get east of 30°. She might have been content to keep herself between 29°, or 30° and 31° or 32°, while she crossed these calms. I have not yet found a single case in which there has been, after crossing the line as far as 32°, the least difficulty in clearing St. Eoque. Navigators should not hesitate, if they are pinched, to go inside of Fernando de Noronha. But in doing that, they should take care not to run foul of the Rocas, lat. 3° 51' S. ; long. 33° 49' W. These shoals were carefully surveyed by Lt. S. P. Lee, U. S. brig Dolphin. I have the track of one vessel that dashed on, crossed the line in 41° the 19tli day out, and on the 32d day was south of the parallel of Rio. This, though, was in the winter and spring, when vessels can afford to keep to the westward, and it was going further west than I should advise. But suppose a vessel to cross in 32° or 33°, and to get the S. E. trades at S. E. By standing on S. S. W., she keeps herself in a position in which any change of wind is favorable. If it haul to the eastward, she can lay up and clear the land ; if it haul to the southward, she can go about aud make easting, and get along rapidly by stretches upon long aud short legs. The current so much dreaded oiT St. Roque is a good deal of a bugbear. Navigators have been frightened at this current ever since some transports were cast ashore by it, some time in the last century. But it should bo borne in mind that it was quite as much of an undertaking for the clumsy transport-built ships of England in the last century, to contend against a current of one knot, as it is now for one of our first-rate sailing clipper-built ships, to contend with one of 4 or 5 knots. The log-book of the Celia, quoted in the 3d edition of this work, is an example. It woidd have been impossible for that ship to beat against a one-knot current. In the days of this wreck, the passage from England to India averaged nine months. Warren Hastings, wlicn he wont out, was 10 months on the way. MISTAKES IN TllE liOUTE TO KIO, ETC. 533 The passage is now often made Ijy our sLips in less than 3 months. Tlierefore, the ships of those days might be well cautioned against currents as dangerous, Avhieh the ships of the present day would scarcely regard. Now, my investigations show that there is rarely off Cape St. Roqnc, and in the fair way from the equator south, cither a sweeping or a horsing current. Indeed, many accurate and close observers pass there without reporting any current at all ; and though navigators should always be on the look-out for a current there, and should always make allowance for one that is to set them on the land, yet when they do encounter a current there, they may be assured that, as a general rule, it is neither difficult to overcome, nor dangerous on account of its set. For the guidance of navigators who follow the new route, and are pinched in clearing St. Roque, as they no doubt will occasionally be, I repeat the following suggestions : — From the line, in longitude 83°, Cape St. Roque bears S. S. ^Y. From this crossing-place, in a smart ship, that will fetch where she looks, a S. E. wind all the way froni the line would just prevent the vessel from clearing. But the chances are more than a hundred to one that the wind will not hang steadily at S. E. all the way from the line to St. Rocj^ue. If it haul to E. S. E. you can lay up and clear. If it haul to S. S. E. you can }iut about, and make easting. But suppose the wind holds steadily at S. E. or at any other point which will prevent you from clearing the cape; draw a line from your place on the Chart to the cape, and avoid falling to the west of that line, by taking advantage of slants, or by beating, accordingly as you may have the wind, and making long and short stretches. I quote the case of the Stag Hound as an example. Ctain Richardson to Lieutenant J/. F. Mauri/. "San- FiiANCisco, June 12, 1851. "Herewith I send you abstract of ship Stag Hound's passage from New York to San Francisco, stopping at Valparaiso. Our passage from New York to A'alparaiso was sixty-six days ; from Valparaiso to San Francisco was forty-two days — nearly all the way light trades : S. E. and N. E. " Six days out from New York, broke off main to^juiast, and that in its fall took all three topgallant masts. Soon after took a W. S. W. and west gale— run the ship dead before the sea and wind ; in consequence of this, crossed the equator in about longitude 28° 30' W. in twenty-one days from New York. Losing topmast, we had no main topsail in the ship for nine days, and no topgallant sails for twelve days ; had we not met with this accident, I think we should have been down to the line in sixteen days. "In latitude 4° N. the N.E. trades left us, then baffling down to latitude 2° N. Then took the wind at S. S. E. and S. E. until near the coast of Brazil, when the wind hauled, so we did not have to make a tack; presume, had we crossed in longitude 30° W., we should have fetched along the coast." This letter of Captain Richardson is quoted as an illustration of what I have endeavored to impress 534 . THE WIND AND CURRENT CHARTS. upon navigators, with regard to their course, after crossing the line well to the westward, and when it appears to be touch and go, as to clearing St. Eoque, viz: stanar(|ue). . . (;th45 20 45 00 43 00 40 20 35 00 32 15 33 00 35 37 Audubon Boston, 8tli42 30 39 50 38 00 36 00 ;33 43 32 00 31 53 24 28 ;Mary Maukin (seli'r)* G. Town, 13th 33 00 32 10 32 30 31 00 29 15 28 15 30 15 32 36 Means 42 30 39 08 37 07 34 57 32 39 29 36 '30 29 33.2 36.5 Means of the best five 43 37 39 25 37 04 34 51 32 12 30 00 '30 55 25.5 28.2 June. Union N. York, 2d 43 00 40 00 42 00 40 00 40 00 40 00 39 00 38 00 37 00 36 00 27 00 30 20 24 22 26 Flying Cloud . . . 3d 32 00 33 00 24 Kussell (brig) . . . Salem, 6th '35 00 33 00 32 00 29 00 27 00 23 00 28 00 32 35 Boston, 17th;48 00 43 00 40 00 37 00 31 00 25 00 26 00 32 34 Valparaiso .... N. York, 18tli,35 30 35 00 35 00 32 00 31 (10 27 00 31 41 34 37 Witch of the Wave . Boston, 23d 51 00 50 00 49 00 47 00 44 00 38 00 33 25 27 32 Defianee N. York, 26th :44 00 46 00 45 00 43 00 39 00 27 00 31 00 36 38 Miantonomi (barque) . 28th45 00 43 00 41 00 40 00 36 00 26 00 32 13 36 40 Helena* lOth'34 40 33 30 33 20 32 15 31 20 29 10 31 50 25 29 Messenger .... lst43 30 '41 42 1 39 30 38 00 33 20 27 00 31 54 24 26 Means 41 58 40 43 39 29 37 31 34 34 28 07 30 57 29.2 32.1 Means of the best live 42 26 41 14 40 22 38 51 36 20 31 38 32 05 24.4 25.4 * Forced to eastward. 68 538 THE WIND ANJJ CURRENT CHARTS. Neiv Route Crossings — Continiied. NAME OK VESSKL. Mermaid (IxiiNjue) Telegrapli . . Horatio . . . Hazard (l:)ai-t|iit') Wild Pigeon . Jolm Gil|nii . . Eobert Wing (brig) Georgiana (brig) Parana . . . Capitol . . . SAILED FROM. LONGITUDE OF CROSSING PARALLELS OF- 30° X. 25° N. 20° N. 15° N. 10° N. Jl-ly. Long. W.'Long. W, N. York, 2d 52°00' 13tlij50 00 15tbl39 00 lGtbJ36 05 llthl-iS 30 28th;35 50 29th4:9 20 2GtbU6 00 2dk4: 00 Riclnn'd, 18tb'-±4 00 '52°00' '48 00 86 10 !84 30 ;38 00 34 10 '45 30 40 00 ^4 45 37 30 Long. W 50°00' 46 00 34 30 34 30 36 20 33 30 44 20 30 30 44 16 \ 00 Long. W. 46°00' 43 00 33 30 34 00 35 30 32 50 39 30 30 00 39 45 ; 08 Long. W. 43°00' 39 00 32 10 33 20 32 50 31 15 37 60 28 45 38 10 31 00 5°N. Long. W. 30=00' 26 30 29 48 31 30 30 30 29 40 35 00 27 30 35 25 29 00 CROSSED EQUATOR, Long. W, Days. 34°00' 29 00 30 55 34 00 33 30 31 00 35 40 29 50 34 45 30 15 Means 43 39 39 19 36 12 33 38 31 bH 128 59 130 23 I I I 33 33 83 32 33 25 33 31 38 80 33 PASSED ST. KOQUE. Means of tbe best six Eaven Sea Witch . . . , Typhoon Seaman Winged Arrow . , liaven Cohota Sovereign of the Seas Sea Witch . . . . Oliver J. Hays . . . Seaman 41 49 38 23 35 40 34 24 32 33 '28 59 '30 50 August. N. York, Boston, " 11th N. York, 14th 23d " 29th l.?t34 00*34 00 2dj47 00 |45 00 3d47 00 46 00 3d 40 00 !39 00 5th 47 00 [46 00 (!th44 00t41 00 44 00t'41 00 34 00 41 00 43 30 3d ,40 00 34 40 87 00 41 00 89 00 Means Means of the best six Senator Iloland . lieaha . . . . John Wade . . Annie Bnckram Revere . . . . Eolus (barque) . Anstiss . . . A. F. Jenness September. iN. York, Boston, u Richm'tl Philad., 12th 23d 12th 26th 15th 28th 28tli 27 th Means Means of the best five 41 57 40 20 43 10 42 00 39 00 00 25 42 40 40 00 40 00 37 30 57 00 40 45 42 16 37 08 36 80 32 30 37 30 33 00 37 45 34 45 47 50 39 20 39 30 35 54 34 00 41 00 45 00 38 00 45 00 39 00 39 00 34 50 36 00 89 00 38 00 34 00 28 00 42 00 36 00 43 00 37 00 86 00 83 45 84 00 35 00 36 00 39 00 37 07 40 30 38 20 34 30 32 35 31 00 00 20 35 00 32 15 40 20 38 80 83 45 31 20 84 51 30 29 33 30 31 00 87 45 37 30 34 21 33 14 82 48 33 00 35 00 35 00 35 00 39 00 38 00 29 00 88 00 30 00 34 00 35 00 26 00 26 00 26 00 27 00 30 00 25 30 28 00 27 10 25 00 30 00 27 00 81 00 27 00 29 00 31 51 31 00 28 00 24 00 36 00 27 00 28 00 31 51 34 00 34 50 80 80 31 00 32 00 29 80 31 30 28 45 34 00 36 00 26 57 27 00 31 01 30 27 26 30 28 10 28 00 28 30 27 50 27 15 26 00 27 30 27 27 29 52 30 28 29 00 30 45 29 00 81 80 32 30 80 20 29 00 30 30 30 17 27 37 30 28 30.6 33 28 28 29 28 25 29 25 29 51 29 30.5 27.1 38 43 32 36 85 88 45 77 38 35.8 * Winds forced lier to go too far east. •)■ Got S. W. monsoon, and went unnecessaril}- too far east. 539 New Route Crossings — Contmuccl. NAME OK VKSSKL. SAII.KI) FUOM. Comet .... IJusscll . . . Miautouomi . . Sorner.set . . . Willi Pigeon . (jokleii Gate . . Miguelou (barque) Helena . . . Means Means of the best four Celestial . Newton Flying-Fish E. C. AVinthr Swordfish Horatio Esther May Lucia Field (I Geo. Brown Esther May Uriel . . Tuscany . Contest Living Age Alboni Thos. Church Walter . Danube Trade- Wind Tingqua . Gray Feather Kentucky Cygnet Telegraph Sophronia op pie OCTOBKK. N. York, 2d 3d " 3d 4th 14th 14th 15th 30th Boston, N. York, Salem, N. York, November. N. York, Boston, N. York, I " Boston, I ^' jPhilad., Boston, N. York 2d 7tl: 7tl 8t.l 12th 18th 19th 20th 24th 19th 27th LONGITfUE or CROSSIN(i I'AUALLELS OF 30° N. Long. W. Long. W 45°00' 41 00 46 00* 51 00 40 00 40 00 48 00* 50 00 45 42 49 42 44 44 35 37 41 38 45 28th j43 l(>th48 Boston, Salem, 24th 21st 20th 29th 13th 13th 24th 8th 24th 3d 15th 0th 42 46 48 49 50 49 43 38 46 39 49 40 25° N. 20° N. 15° N. 44 30 41 15 00 00 00 30 00 00 00 00 00 00 00 00 00 50 00 00 30 00 00 00 30 30 80 00 30 41°00' 36 00 46 00 44 00 36 00 36 00 45 00 44 00 37 15 59 20 37 42 42 42 39 33 32 00 00 00 00 00 00 00 34 00 35 00 33 00 39 00 36 20 37 40 39 37 45 46 00 30 00 20 Means ^rc;m,~ of the best six 43 09 36 00 30 00 40 00 84 40 39 25 86 00 40 00 41 12 38 01 Long. W. r°oo' 33 00 45 00 38 00 32 00 32 00 49 00 40 00 33 30 '32 15 Long. W. 35°00' 31 00 41 35 00 00 31 00 32 00 34 00 40 00 : 00 41 00 36 00 41 00 37 00 31 00 83 00 31 00 : 00 32 00 36 00 34 30 36 00 35 00 37 50 34 00 39 40 35 06 30 20 39 25 35 40 36 34 31 25 34 40 41 10 35 20 45 40 36 50 34 17 32°00' 29 00 41 00 31 00 32 00 32 00 33 00 40 00 20 '34 40 32 00 40 00 35 00 30 00 36 00 30 00 33 00 30 00 30 00 33 00 33 00 33 20 35 30 32 00 35 30 32 00 36 40 32 40 31 00 37 45 35 00 34 50 30 00 34 80 39 00 10° N. 6°N. Long. W. 'Long. W 29°00' 26 00 37 00 29 00 28 00 27 00 30 00 37 00 33 10 32 40 31 15 27 30 30 OO 38 00 00 00 00 29 00 32 00 29 00 28 00 32 00 31 00 32 20 33 00 28 40 32 45 29 00 34 00 82 00 30 20 38 50 !2 80 33 00 28 00 31 45 36 40 28 00 35 00 30 00 34 00 31 00 |29 00 '31 00 |28 00 |28 00 30 00 29 00 ,30 20 29 56 26 00 32 00 26 00 30 30 29 30 30 00 31 20 29 00 30 20 26 00 30 00 32 20 33 27 32 01 29 53 PASSED CKO.SSEI> EQIATOU. ST. i ROQUE. Long. W.I Diivs. j Diivs. 31°00' 25 28 12 36 34 00 47 30 25 48 28 00 27 28 00 27 32 00 40 32 10 89 29 38 i 32.8 35.8 88 59 82 07 30 41 28 48 31 00 32 30 32 00 32 30 32 00 30 30 31 00 31 00 29 00 31 45 30 00 32 00 31 00 28 80 32 20 29 40 31 00 29 20 34 00 32 00 32 00 32 45 30 00 32 00 30 20 31 11 30 55 28.7 31 24 34 19 32 23 25 27 31 29 27 26 42 27 29 26 29 38 87 22 20 32 24 38 27 82 28.6 22.2 39 51 46 29 29 43 45 26 38 21 35 25 27 31 34 34 29 30 45 29 32 28 82 35 40 26 28 34 27 41 29 35 31.5 24.7 Not inclu.lcj in mean crossings, because slie fell to leeward. 540 THE WIXD AND CUKRENT CHARTS. Nctv lioute Cross smr/s- -Continuecl. PASSED LONGITUDE 01' CROSSING RARAI LELS OF— CROSSED EQUATOR. ST. NAME OF VESSEL. SAILED FROM. ROQfE. 30 °N. 25° N. 2n J^ 15 °N. 10° N. 5^ N. Long. W. Days. Days. Lou K. W. Long. W.Lon -. w. Lon s- w. Long. \V. Lon -. W. December. Soutlierncr (lianjue) . N. York, 1st 40°00' 41°00' 40°00' 88°00' 35°00' 32°00' 30°00' 88 42 ITazanl U 4tli 45 00 41 00 39 00 38 00 35 00 32 00 32 00 21 24 Samuel Eussell . . . u 5th 53 00 46 00 43 00 41 00 36 00 32 00 30 00 19 20 Element a 5th 44 00 42 00 39 00 36 00 33 00 31 00 31 00 22 24 Gi-aftoii (barque) . . u 8th 35 00 31 00 33 00 32 00 32 00 30 00 29 00 29 81 Lantao u 8th 44 00 41 00 41 00 41 00 37 00 31 00 29 00 80 32 St. Lawrence, U.S.frig'te u 12th 42 00 39 00 36 00 35 00 33 00 30 00 31 00 31 34 Seaman's Bride . . . a 12th 41 00 40 00 40 00 36 00 34 00 30 00 31 00 28 82 Portsmouth (U.S. ship) Boston, l(5tli 36 00 39 00 38 00 38 00 36 00 33 00 31 00 26 80 Hurricane .... N. York 17 th 45 00 42 00 41 00 40 00 38 00 34 00 34 00 27 80 Benjamin Howard . . Boston, 25th 41 00 35 00 33 00 32 00 29 00 26 00 27 00 25 28 Pontiac u 25tli 43 00 38 00 36 00 35 00 32 00 30 00 80 00 23 27 Winged Racer . . . N. York 12th 39 00 36 00 34 80 32 00 30 00 28 15 31 00 22 24 Golden Gate .... a 6th 46 14 40 30 37 00 35 10 33 30 31 20 33 56 20 23 John Holland . . . u 1st 45 30 42 10 38 40 36 50 33 40 29 14 81 00 39 43 Storm (harriue) . . . a 21st 44 00 41 00 39 00 37 30 34 45 33 80 35 30 18 25 Golden West . . . Boston, 13th 41 00 39 20 38 30 38 20 36 00 34 00 31 20 28 30 Dancing Feather (sch'r) a 12th 53 00 47 80 43 00 38 51 34 80 30 00 80 42 33 85 John Bertram . . . it 12th 49 30 45 20 44 00 38 13 36 45 31 00 29 30 27 29 Flying Childers . . a 18th 49 30 47 30 43 30 41 00 86 40 32 30 80 40 23 25 Aldebaran .... a 25th 39 20 36 20 36 10 32 50 29 15 26 10 28 00 87 40 Means 43 05 40 30 38 43 36 54 34 03 30 50 30 48 25.1 29.9 Means of the best six 45 57 42 10 39 15 37 06 33 59 31 16 32 01 20.5 23.5 MISTAKES IN 'lUK ROUTE TO UIO, ETC. :.4i ^fid(lle Route Crossimjs. I'ASSED LONGITUDE OF CROSSING PARALLELS OF— - CROSSED EQUATOR. ST. XAMK OF VESSEL. SAILED 1 UOM. ROQIE. 30° N. 25° N. 2f °N. 15° N. 10° N. f) = N. Lor g. w. l)iiy.s. Dil.VS. Bostoa .... Boston, Jan. 1st 32°00'*>28°00' 27 =00' 26°00' 25°00' 23°00' 24 '50' 27"! 31 Star of tlic Union " 2Sth 35 40 '33 00 29 00 29 50 29 45 29 20 29 50 34 36 Wisconsin . . N. York, " 20th 30 00*30 30 31 00 31 00 28 00 27 00 28 11 25 ■ 37 J 28 Vandalia . . . " 20th 31 00*29 30 27 00 26 30 26 30 26 00 28 00 41 St. Lawrence " Feb. 8th 31 30 :29 30 28 00 28 30 28 15 28 00 28 00 36 41 Bark Eniilj^ . . Philad., " 20th 33 00 |31 30 30 40 29 40 28 40 28 30 28 40 80 84 M. Hawes . . . N. York, " 22d 40 oof 32 00 30 00 27 00 26 30 26 00 26 18 35 41 Rose Standish . March 1st 33 00 129 00 28 00 27 00 26 80 26 00 27 00 271 80 y 27] 30 Ariel .... " 10th 33 00 131 00 30 30 29 30 28 00 26 30 26 26 34 Harriet Iloxie . " 24th 30 00*,26 00 28 00 28 30 29 00 29 30 30 20 30 Queen of the East " April 8th 31 00*27 00 27 00 26 00 25 00 23 00 23 00 ?,l\ 36 1'hames . . . Portland, " 24th 50 00+,42 00 38 00 33 00 30 00 25 00 26 08 41 43 ^ 44 Eome .... N. York, " 2Bth 32 00*,30 00 30 00 29 00 26 00 25 00 26 00 46 Arthur Pickering Salem, " 30lh 38 00 36 00 36 00 83 00 29 00 26 80 27 50 36 J 89 Miltou .... Boston, ^fay loth 37 00 36 30 35 00 32 00 27 30 26 00 28 15 37 40 Lamartinc . . N. York, June 10th 34 00 32 00 31 30 81 00 29 00 26 00 28 49 38] 37 Z. D " 15th 39 OOt'37 00 39 oof 36 00 35 00 34 00 33 00 24 80 28 50 35 , 38 [ 37 Sarah H. Snow . Boston, " 23d 33 00 31 00 29 00 28 00 27 00 42 Talbot .... N. York " 27th 35 80 34 00 30 00 28 30 25 00 19 00 25 00 4rj 43 Thactus . . . " 29th 34 00 32 00 30 00 27 00 25 00 24 30 30 48 43 46 Plato .... Bo.ston, July 1st 40 00+136 00 34 00 29 30 26 00 20 00 27 00 35] 37 Wessacumcon . 7th 41 00+;39 00 35 00 80 00 25 00 23 00 29 00 50 88 ^ 54 Eagle .... N. York, " 11th 49 00+47 30 46 ootids 00 46 80 44 30 44 00 23 00+ 28 00 35 Cohansey . . . " 20th 40 00 37 00 84 00 24 30:; 28 56 85 J 38 John Wade . . Boston, Sept. 5th 45 00 42 00 41 00 39 00 32 00 24 00 29 00 34 87 U.S.S. Relief . iN". York, " 27th 42 15 38 30 37 15 31 42 27 00 25 20 28 00 53 57 Lewis .... Salem, Oct. lOtlj 37 00 33 00 30 00 27 00 26 00 25 00 28 00 34 37 Sartelle . . . N. York, " 23d ;59 00 28 00 29 00 28 00 27 00 24 00 26 55 43 46 Loo Choo . . . Boston, Nov. 2d 35 30 35 00 35 00 33 00 30 00 27 00 30 00 84) 37 Juniata . . . Baltimore, " 23d 30 00 27 00 27 30 27 30 27 30 27 80 28 00 28 y 30 Europe .... N. York, " 25th 37 00 30 00 28 00 26 00 25 30 25 80 26 22 32 j 35 John Stuart . Dec. 9th 29 20 33 20 34 50 34 00 31 00 29 30 31 40 35 38 It will be seen, by consulting the crossing table, that the mean crossing-place on the equator, by the vessels of the new route, is in 30° 5' west : that out of the 180 vessels there recorded, but three fell to lee- ward — two in October, and one in December. The two in October crossed 5° N. in 37° W.; a smai't ship, we ma}^ therefore infer, need not fear to cross the line as far as 33° or 34° west, especially in the winter time. Lieut. Kennedy, commanding the L^. S. storeship Supply, on her recent voyage to Rio, mention.s a striking instance of the advantage of sticking to the Charts, and conforming to the Sailing Direr/inns. He crossed in the month of February, 34 days out, in long. 33° W. He was pinched, and made the land 7 * Should not have eareJ to make any more eastings than she couUl help, after this. f Started on the new route, but abandoned it. J Entered on the doldrums too far to the eastward. 542 THE WIND AND CURRENT CHARTS. miles to leeward of Cape St. Roquc. He stood boldly on ; took advantage of a slant, as recommended, and got by witlioutany difficulty. The barque Pulka, however, which was in company, stood off to the northward and eastward in order to get an offing, and ]iass to windward of the Island of Fernando de Noronha. This brig, though a better sailer than the Supply, did not arrive until several days after the Supply.* The chief jDolnt of information as to the new route, appears now to be in the practical answer to this question: Which is tlie best way of crossing the "equatorial calms?" The region most liable to these calms is, as 1 have before explained, wedge-shaped, with the point of the wedge directed towards South America. The winds in these calm regions are often from the southward and westward ; indeed, as you ap- proach the coast of Africa in summer and fall, these southwardly winds assume the character of a regidar monsoon. * Extracts from Lorj of the United Blatcs storeship Supi>ly, Lieutenant C. II. Kennedy, comvianding. January C, 1850 (lit. 39° N. ; long. G3° W ) ; at 10 .-V. M. a whirlwind passed between our fore and mainmasts, doing no damage. At the same time, two others were observeil, one on the port-beam, the other on the starboard quarter. Their formation was very sudden, giving no warning whatever of their approach ; nor was the force or direction of the wind, which, at the time, was blowing fresh, in the least affected ; the diameter of the one which passed between oiu- masts was about ten feet, with a rotary velocity of about one hundred miles per hour, and a progressive velocity of about sixty or seventy miles per hour. The one on the port-beam was much larger, carrying with it large quantities of water, and moving with a higher velocity. February 6, 1850 (lat. 1° 40' N. ; long. 32° W.) ; at 3 hours 30 min. a large and heavy whirlwind passed across our bow, about two hundred yards distant, with a very high velocity, and carrying with it large quantities of water. The ship did not sail well during the first part of the passage, having been stored out of trim, and griping to such a degree that all the sails on her mizzcn-mast were useless. I could not make any change in her trim by shifting weight from one extreme (a bad way at best) as every crack and crevice was crammed with stores, baggage, &c. The first part of the passage was rough, and the southwesterly winds drove me far out of my track. I was at one time ajiprehensive of being forced in sight of the Cape de Verde Islands. When the trade-winds north of the equator began to fail me, the weather became squally, and the wind light ; though in general the squalls were of rain only. On the Gth of February, however, we had some wind in them, and a violent whirlwind p.assed ahead of the ship about two hundred yards. It would have passed over the ship, had it not been met, and driven ahead of a squall. I was forced across the line in long. 32° 50' on the 7th of February. To avoid being back-str.ipped, I stood to the east for twelve hours between the 8th and 9th, and twenty-one and a half hom-s between the lOtli and 11th ; biit I am nowinclined to believe that I might have fetched past St, Roque by standing on. On the 11th, stood in for the land, and made it on the 12th at 2 P. M. At 3 hours 30 min. tacked ship in a half twelve ; shells and gray sand mixed with coral, which was the general character of the soundings every time we got bottom. Stood off shore ; 4 hours 45 min. tacked and laid up along the land, which was again made on the 13th ; stood in to ten fathoms, and tacked at 2 hours 30 min. V. M. Cape Branco bearing, per compass, S. by W. \ AV., distant about thirty miles, and the land abeam, distant about eight miles. At 9 P. M. tacked again and laid well up along the land, which we did not again see till we made Cape Frio. The wind fanned us on both tacks, and when we "went about" the last time, we made a S. by E. compass course. Thus we cleared the land in two off-shore tacks, each of 5 hours 30 min., the current sweeping along or onshore. The distance run per log is six thousand five hundred and sixty-three miles. No vessel that sailed in January has yet arrived. We spoke the Green Point between 1° and 2° N., and 30° 54' W., bound to Rio; she had sailed two days before us (January 1) from New York. We also saw the bark Polka standing in for the land on the afternoon of the 10th of February. We were on the opposite tack, having gone about to avoid the bight to the westward of St. Roque. I have endeavored to obtain accurate information of the passages made in December, but the Register is so loosely kept that I can learn nothing more than the number of d.iys of the voyage, not even the time of sailing or arrival, or the meridian on which they crossed the equator. I MISTAKES IN THE KOUTE TO KIO, ETC. 54 Tlio place of llicso calms varies, too. It is sometimes at the equator ; sometimes in 5°, 10°, or even in 15° nortli, according to the season of the year. And the answer to the question, "IIow to cross them?" is tliis. Unless you are fearful of falling to leeward, or you arc already too far to leeward, and want to make casting in the southwardly winds of the doldrums, do your best to make southing, lor by that course you will clear them soonest. By that course you run directly across them ; by an cast or west course, you run along with thum. It appears, however, by these tables, that the average passages to the equator, by the new route, have been greatly reduced. Moreover, by comparing the new route crossings with the "middle route,'" as the tracks made by those navigators Avho attempt to "split the difference" between the old route and the new arc called, we shall see how much they lose: they lose on the avei'age, during a i)ortion of the year, a week or more, and several days at any season. It will not escape the notice of men who study these tables as carefully as they ought to be studied, that from May to Novendjcr, inclusive, vessels that go the new route cross the parallel of 5° N., farther to the eastward on the average, than they do the equator. The cause of this is obvious : it is owing to the monsoons of the doldrums. Hence, we deduce a rule Avhich will apply to all mouths, and it is this : When you cross the parallel of 10° N. in 30°, or 31°, or 32° W. and can make a south course good, don't care to go any farther east. Of course, if you meet these southwest monsoons, as in the summer and fall you will sometimes do, even as far west as 32°, you will in that case be compelled to obey the wiuds, and make easting ; but when you are east of 30° always prefer the tack that will give you most southing, because it will jnit you across the doldrums soonest ; and if it bring you across no fiirther west than 31°, or even 32°, you may consider yourself in a good position, and clear of a region of light airs and baffling winds. The average passage for the year by the "middle" route is 35 days; by the old it is 41 ; by the new 29. Thus, it will be perceived that those who attempt to "split the difference" between the old route and the new, split it as completely with regard to time as they do with regard to distance. It is hoped that this exhibit, including everything that I have received with regard to the liio passage, since the publication of the last edition of these Sailing Diredions, will serve to convince the skeptical that these Charts arc what they purport to be: /. e. the result of the experience of all the navigators, whose logs I could lay hand on for comparison, and that they are not based on any theory of any body. Some vessels are put down on the middle route, which did not intend to take it. They were forced farther to the eastward, before crossing the horse latitudes, than they intended to go. They did the best they could ; and might have been classed under the new route ; for when winds are ahead, the "new route" expects the navigator to do the best ho can, for head wiuds will now and then drive him broad i)iY the track. If the few passages that come under this category had been so classed, the contrast in favor of the new route would have been still more strikinjr than it is. 544 THE WIXD AND CUERENT CHARTS. There is a remarkable conformity between the average track by the crossing tables and the computed route, or what may, in some sort, be called the theoretical route ; inasmuch as it was predicated on the Pilot Charts, and is tlie deduction entirely of figures and calculation. Thus, the average crossing of the six vessels that made the best passages in February, were in reality — Latitudes: 30°, 25°, 20°, 15°, 10°, 5°. Line, in longitude U° 15'; 40° 53'; 38° 37'; 36° 14'; 34°; 31° 12'; 30° 8' ^Y. By table: 45° 40'; 37° -15'; 35° 3.5'; 33° 28'; 31° 23'; 31° 23' W. It appears from this, that the best average route which, according to the Pilot Charts, a vessel should take to reach the equator in February, deviates from the mean of the six best tracks that have been actuall3' made, nowhere more than 75 miles. Thus, we find that the routes of the tables have stood every test. The time it would take to make the passage by them was computed, entered in the tables, and recommended to navigators for adoption. Shijis try the route, and find the time correct. The distance to be sailed through the water, taking into the account the detour which a vessel under canvas must make on account of head winds, was calculated. Trial proves the tables surprisingly forrect here too, for navigators have kept their run by the log, summed it up at the equator, turned to the com- puted distance to be sailed by the new route for that month, in the tables, and found the two agreeing in some cases within ten miles of each other, and seldom dlflering in any over a hundred. In a voyage of 4,000 or 5,000 miles, a steamer could not run closer to the actual distance than this. But of all the tests to which these calculated routes were to be subjected, perhaps the severest one was that whicli related to the track which the vessel should make through the water — the path she was to follow over the ocean and to make these quick runs. ; -- The winds had been tabulated, the currents had been considered, and taking into account these fickle elements, with such arguments as might be legitimately drawn from the doctrine of chances, the actual course whicli a vessel under all these influences would make from day to day on her destination was, like the path of a comet through the skies, made the subject of calculation, determined and announced. Now, when we come to compare the mean track which, for any month, the vessels that have best fulfilled the requirements of the new route with the track of the tables, we find the two tracks identical. These tracks are quite as close together as would be the tracks of the individual vessels of a fleet attempting a vo^^age of such a length iu company. Thus, these Charts are bringing out the fact that thei'e are, upon the broad ocean, great higlivvays or turnpikes, if you please, almost as clearly marked out by the winds and the currents, as are the common highways of the eartli, by marks upon the land. There is another valuable piece of information which this table of crossings affords, and it is this : that from the line, in 34°, it seldom takes more than four days to clear Cape St. Eoque; and, that iu July, vessels are most apt to Ml to leeward, so as to have to cross the line west of 32°. Out of the ten whose crossings we have for that month, five crossed west of 32° ; and each one of the five— though one of them, the Robert Wing, crossed in 35° 40'— had four days thence to St. Roque. MISTAKES IN TIIK KOUTK TO KIO, ETC. 545 Tn January, there was no difficulty except with the Simoom, who split the difference by taking the old route for the first part of the voyage, the new for the lust. Slic fell to leeward, crossed iu 34° 45', and was a week thence in clearing St. Eoque. Neither in February nor March was there a single miscarriage. In April there was one, the Hazard. She crossed in 37°, and was eight days in clearing St. Ko(£ue. In May, two crossed as far as 33° ; but iu two days they both got clear of St. Roque, notwithstanding the fabled mill-tail current around that headlaud, which needlessly makes so many navigators afraid. There is a current there sometimes to the westward, but it is not a horsing current, or one which any smart ship need dread to encounter. In Juue, two also cross as far as 33°, but one clears Cape St. Eoque in two days; the other, in live. The latter, therefore, had some difficulty ; but found it easily overcome. ' : ' .• In July, failures to cross as far east as 32° were common ; but they only caused the loss of a day on the average ; for three da^'s from the old crossing to the parallel of St. Roque was a fair passage. And none of them was more than four. In August and September no failures occurred. In October, there was one crossing in 34°, and one other west of 32°, viz: in 32° 10'. And this one had more difficulty in weathering the cape than the other had. In November, five out of twenty-two fell on the line west of 32°, but none of them lost more than a day (though one crossed in 34°) by it. One, the George Brown, crossed iu 29°, and had five days in clearing Cape St. Roque. That was a longer time from the line to this headland than any other of the twenty-two. ■ ■ . In December, three had to cross west of 32°, and but one of these was delayed in consequence; that was the Storm ; though she was a week in getting round from her crossing, yet she made the capital time of only twenty-five days from New York to Cape St. Roque. The Jenness had seventy-seven days from Philadelphia to the line. Her case is an exception to the rule ; and, therefore, I do not include it among the averages ; though, to adhere to the rule of not selecting, I have recorded her among the September vessels. In viewmg the Rio routes, w^hich include the routes of all vessels bound from the Northern into or tlirough the Southern Atlantic Ocean, and comparing them, as recommended in this work, with them as they formerly were, we find the gain, on the average by the new route over the old, to be for January, 3.1 days; j^Iay, 9.5 days; September, 4.9 days; February, 8.6 June, 12.3 October, 6.3 March, 16.0 July, 15.0 November, 14.0 April, 11.3 August, 12.1 December, 13.4 The passage to the line by the old route the 3'ear round was forty-one days. By the new route, notwithstanding the bad running in September, it is thirty daj^s. A saving of twenty-five per cent, in time, for all the men and the commerce that pass that way, is 69 546 THE WIND AND CURRENT CHARTS. certainly an aL-lii(;vemLnit, wliicli those wlio have co-operated, and worked together to bring about, may well contemplate with pleasure and satisl'aotion. And who are they? Sailormcn, all; tlie navigator, who has assisted in the collection of materials, and the bi'other officer who has so faithfully and patiently helped to discuss them hei'e. OF THE PASSAGE AROUND CAPE HORN. The force engaged upon the Charts at the Observatory has been so much interrupted, that I have not vet had time to discuss the Cape Horn route, according to the method used for discussing the best routes to the line. Pilot Charts from 50° S. to 62° S., and from 55° W. to 91° W., on a scale of 1° lat. 2° long., have been published to aid navigators in their Cape Horn perplexities. A careful study of these Charts is necessary to a proper knowledge of this passage. The first injunction, therefore, in a set of Sailing Direc- tions for doubling Cape Horn, is to consult, whenever the winds are adverse, the Cape Horn Pilot Charts. Vessels bound round tlie Cape, should lirst, however, after leaving Cape St. Eoqne, airn, if the winds will let them, to cross 25° S. in about 35° W. At any rate, as far off from the land as, with a good clean rapfull, they can withont going to the east of 33° or o-i°. After passing the parallel of Cape Frio, they should make the best of their way south, aiming always to pass inside of the Falkland Islands, and, if wind and daylight serve, through the Straits of Le Maire. The reason for this recommendation is this : After crossing the parallel of Tierra del P'uego, the diffi- culty is to get to the westward. Therefore, it is bettor to make westing on this side, when it is practicable, and where the weather is mild, than to put it off for the stormy latitudes, where it is more difficult. Captain Smylcy, who has been engaged for many ycai's in tlie seal fishery of the South Seas, has fur- nished me with some remarks and sailing directions in relation to this part of the ocean ; so also have Captain Br3'son, and others ; navigators may find these remarks useful ; I therefore copy them. From Captain Leslie Brt/son, of the Brfij Daniel, to Lieut. M. F. Maury. In compliance with your published request, I avail myself of the earliest opportunity to forward to you an abstract journal of the brig Daniel, formerly the United States bomb brig Hecla, kept by me on her voyage from New York to California, which is but a poor tribute for the manifest advantage and valuable knowledge, imparted by the aid of your truly useful and ingenious system, which I regard as one of the most valuable inventions of the age, and doubtless will yet lead to results, far beyond its present apparent purpose, to speed the voyage. Noticing your intimation to West India traders for farther data, to complete your Wind and Current Chart of the West Indies, I have written a friend to send you my private journals, embracing a period of about six years, commencing May, 1838. These journals were kept for the purpose of fixcilitating a prac- tical knowledge of winds, &c., for \yhich I thirsted, without the means of obtaining any reliable information, except the divers accounts furnished by casual observers, which, like the various sailing directions for Cape OK TIIK PASSAGE AKOU.NI) CAl'K IIOHX. Tj-IT Horn, serve rather to distract the mind than to assist the judgment. I was in the constant hahit for several years of referring to these journals, willi tlic sole view of obtaining the very information that your Charts so plainly and beautifully illustrate. My personal observation, therefore, confirms me in the truth of your system. Having been kept solely for pi-ivate use, you will find many remarks in those journals cjuite irre- levant to your purpo.se; nevertheless, in 3'our bauds, I ti'ust tlioy will be acceptable. The temperature of the air and water was only noted in approaching and departing;' IVom our coast. At different times, I have found a cold place in the centre of the gulf, bearing about S. K. by S. from Moutauk. I do not know whether the remark is noted in my ji)uruals, but 1 am certain of the fact. The currents may not always have been regularly- nested, except when unusually strong. In reference to my present passage, I would state that I followed your directions, as near as winds would ])crmit. Al- though the vessel was deep, and sailed heavy, I have reason to thiidv our passage was thus materially shortened. About the parallel of 45° S. a marked change in the weather occurred, followed by a constant succes- sion of gales. The temperature of the sea had also suddenly fallen some G° below the temperature of the air, as indicated b3'the thermometer attached to the barometer in the cabin. The difference of temperature between the air and the water continued with little variation, until we passed the cape, except a part of the lith, 15th, and 16th of February, when we stood far enough eastward to bring Falkland Islands in a line with Cape Horn. At those times, the temperature of the sea rose to about the same range as the air; from that circumstance, in connection with the N. E. current, I was strongly impressed with the idea that a steady cold stream set to the northward and eastward, like the Gulf Stream on our coast, the elements being only reversed, which would account for the continual storms that seem to prevail in that region. The current continued more or less strong in proportion to the strength and duration of the gales; but varying more easterh^ as we drew up with the Horn, until we were fiirly past it, and nearly up witli tlie latitude of Cape Pilar, amounting to no less than 650 miles ! Considering this great drawback in connec- tion with the almost constant adverse gales, many of which were so heavy that no .ship could bear canvas, it seems highly important to ascertain the most desLi'able route, if possible, to avoid such serious dangers and delays. It was my intention to have doubled the cape close, and keep near the land all the way round. But after making Diegos, the violence of tlie gale seemed to render it a matter of prudence to keep an offing; then there was difficulty in making northing without also making much easting. When we finally succeeded in again attaining the latitude of the Ilorn, the gales were not so furious but that we coidd carry close-reef topsails. The second day after our departure from Diegos, the current had set us so far to the E., I could not believe my chronometer, and supposed I might have inadvertently stopped her 10', which I deducted in order to make our position where I wished it to be. I continued to work time every day when an opportunity offered, and seldom missed a day, considering the dreadful weather. Arriving at Juan Fernandez, I found my chronometer perfectly correct, and have since corrected the longitude for the 10' subtracted. I mention the above, to show that you may rely upon my oliservations upon the currents, &e., with more accuracy than is usually bestowed by merchantmen. Adverting to the winds of Cape ITorn, I 548 THE WIND AND CURRENT CHARTS. would state that I projectcrl wind circles, like yours on the margin of your Chart of Tracks for the cape. The result led me to expect S. W. and N. W. as the prevailing winds for the months of February and March ; but it was our hard fate to find them from W. S. W. to W. N. "W. per compass. I contemplate making the voyage round via China. If so, shall continue the abstract, with such remarks on the movement of the elements and natural phenomena as may come within the range of my observation. From Cajitain SmyJey In the mine. In looking over your valuable SailiiKj Directions and Charts, which I consider the best guides ever given to the navigator in pointing out the means of shortening the passage to his port, as well as shunning the calms, which has caused so much detention in vessels crossing the line, and also of the advantages taken by standing more to the westward, and passing nearer Cape St. Eoquc. I have tried both routes to my own satisfaction, and am well satisfied on my own part that the western route is far the best, and have for several years recommended it to be taken, and I am happy to say I have been since told by many that it is the most preferable. I sailed from Newport, E. I., July 3, 183G, in the schooner Sailor's Eeturn — myself master — bound to the Falkland Islands and Sovtth Shetlands. The schooner Geneva, Captain A. Padack, my consort, sailed the same day, and kept company with me until we arrived in the latitude of 4° N. and 25° W. The winds were light and baflling, from S. W. to S. S. W. for one or two days. I stood to the westward, but he began to worry for fear of falling to the leeward. I left him, giving him instructions to proceed with all possible dispatch, and meet me at the Falkland Islands; we were then in i° 1(3' N"., and 26° W., wind S. S. W. The Geneva stood on her eastern tack, / to the westward, and arrived at the Falkland Islands twenty-one days before her. - On examining our journal, I found I gained thirteen days of the time between 4° N". and 8° S., by nothing but his being afraid of falling to leeward ; whilst I could lay the land along, he was eontimtally tacking about; and as for a current, I tried several times, and found but very little setting N. "W. There was the schooner Ann Iloward, of New London, had the same passage as the Geneva, and took the same route ; she had eighty-one days to the coast of Patagonia, and eighty -three to Port Desire, latitude 47° 45' S. ; longitude 65° 54' W. The A. H. sailed within one day of the Geneva, and arrived within two days of her, giving me twenty days ahead of one, and twenty-three ahead of the other. Sailor's Eeturn, a second voyage, sailed 22d August, 1838 ; and in thirty days was cast away at Cape St. Eoque, standing along shore on the off-shore tack, having made the land that morning. T was bound in, to Eio Grande, north, to repair my sheathing, which had started off the bottom. I crossed the line in 35° 40' ; I found no trouble in getting up the coast, until I struck on the reef at Cape St. Eoque. I found the tides tolerably regular at the cape during the two days I was on shore, and the pilots .say the currents are trifling on the coast from St. Eoque to St. Augustine, when you are in more than forty fathoms water ; and I believe it is. true, for I have tried it since, and found very little, if any. Schooner Benjamin De Wolf, W. H. Smyley, master, sailed from Newport, E. L, for the Falkland OF THE PASSAGE ABOUND CAPE HORN. 549' Islands, 2d of April, 1839. Having a sharp vessel, and every confidence in my own mind of the western route, I determined to steer mj' course as if bound to Fernando de Noronha, and to pay no attention cither to winds, weather, or currents, no more than if such were not to be found on the route. I found no calms, and but little rain. 1 passed inside of Fernando do Noronlia, distant twelve or fifteen miles, and passed Olinda in twenty-one days and eight hours ; and from St. Augustine to Port Fgmont, I had but twenty day.g — making but forty-one days and eight hours passage to the Falklauds. Schooner Benjamin de Wolf, second voyage, W. H. Smyley, master, sailed fi-orn Newport, R. I., 28th May, 1840, for Patagonia, and arrived at Eio Negro, latitude 41° 4' S., longitude 02° 49' \\'., in forty-one days, passing about fifty -five miles east of Fernando de Noronha, and crossing the line in 3G° 15'. I found the wind from N. W. to S. W., more than from any other quarter, from the line to St. Ilocj^ue. The current I had no opportunity to trj-, but am sure it is more governed by the wind than anything else, but far less than people in general suppose. Schooner Ohio, W. II. Smyley, master, from Newport, R. I., to Rio Negro, Patagonia, sailed Sep- tember 29, 1842, in com})any with the Sarah Ann, Gough, master — consort to the Ohio ; kept company- until in 16° north and 40° west. Captain Gough, as well as Padack, wished to cross the line well to eastward, and although they were both under my instructions and control, I permitted them to have their choice. After leaving Captain Gough, I steered for Fernando de Noronha, as before, but kept on until I found myself in siglit of Cape St. Roque, passing inside of the Rocas, ten miles, and by making a short tack off Mernanguajsa, passed Pcrnambuco, distant about eight miles, being then out thirty days. I stoj:)ped three days at San Francisco, and three at Isapacaray, making my passage to Rio Negro in sixty days in- cluding stoppages. The Sarah Ann made no stoppages and came in ten days after me, making my passage sixteen days shorter than hers, exclusive of being embayed two days. I found by overhauling their journal and log that they kept well to the eastward in that old heakn turnpike of former navigators, crossing in from 24° to 25° W., and that most of my gaining was from about 4° N. to 8° S., which convinced me of the advantages of the western route. Schooner Ohio, first voyage, W. II. Smyley, master, sailed from Newport, R. I., July 14, 1841— making my passage in fifty days, including two days' stoppage at the Brazils for recruits. I passed so close to the Rocas, and not being able to get good observations, owing to the weather, that I am not sure which side I went on. On my arrival in the Brazils, I tried my chronometer by artificial horizon, and found it correct. It was in the daytime, and I kept a good look out for them, until I was sure I was to the south of them. This voyage I had no consort; I found but little current setting W. N. W.; this was near the Rocas, perhaps one degree, or a little more, north of them. There is another thing still more remarkable ; although you have more wind near the land, yet the sea is much smoother than it is further to the eastward. The natives who fish on the catamarans along the coast, have repeatedly told me that tlie current was but trifling; you will often see two of these catamarans 550 THE WIND AND CURRENT CHARTS. at .indior, tailing in diiTerent directions, but generally with tlie wind. If tlie current about Cape St. Roque was as strong as persons in general imagine it to be, the clumpdjuilt coasters would not be able to make headway, and beat from up to Pernambuco, at all seasons of the year, as they do. Schooner Catharine, of Newiiort, W. II. Smyley, master, bound to Patagonia. I left Newport, Sep- tember 10, 184.'., and stood to sea, with the intention of taking my old route, that is, to steer for Fernando de Noronha, or nearly that course, so as to pass east of the Bermudas, but the wind prevailing more to the south, gave me a chance to keep well to the eastward. I stood boldly on ; but had the wind light, with lieavy rain squalls, and much thunder and lightning; crossed the line in 23° 32', making little headway, having light airs and a very irregular sea. Although I found so much rain and light winds, the sea did not seem to flill in the least, causing the vessel to thresh heavily, and be very uneasy. I spoke a brig, which had been eight days longer than myself in these rainy regions, and off Pernambuco I spoke one which had been ten days less, being to the westward of me. I was forty-five days to Olinda, and twenty days from there to Rio Negro, Patagonia ; and I fully believe, if I had taken the western route, I should have made a very short passage, as the vessel sailed very fast, was in good trim, and well manned. Pilot-boat John E. Davidson, W. II. Smyley, master, from New York, towards coast of Patagonia, sailed July 5, 1849. Jidy 6. - - The Ilook and Light-house in siwht. 7. - - Wind W. S. W. Latitude 3S° 43' N. Longitude none. True Longitude. 8. - - Wind light S. E. " 38 31 9. - - " S. S. E. and S. E. " 38 14 10. - - " S. S. E. and calm " 38 03 11- - - " Calm. " 38 00 12. - - " North. " 35 07 13. - - " S. W. and calm " 35 04 14. - - " South " 34 48 15. - - " South " 34 29 " 61 23 47 40 1<3. - - " Variable " 33 38 Longi tud e none. u none. a none. (1 none. a none. 6(3° 53' a 65 02 u 63 32 11 61 23 u GO 52* * NoTE.-Tlio above is taUei, fi-oi,i tlio lo--book of tlio mate: tlie wiii.Is aii.l latitudes are put down correotly. but the longiturle is 13° 15' out of the way. I merely put down this to show you liow erroneous some persons will be. I gave him his longitude on the ItJth, when I spoke a vessel whose longitude agreed with mine within four miles, but, in crossing the lino, he was almost as far out again. I crossed the line in 31° 15' on the 5th of August, and on the 7th passe.l ten miles west of Fernando de Noronha, the weather clear, the Island plainly in sight. On the 9th, passed Pernambuco ; I found no trouble in getting to the southward. It was my intention to have .stopped at Pernambuco, for the purpose of landing some of my crew, who had mutinied on the passage, nearly killing my mate, and shooting me with a pistol. Their attcmiit to take the vessel left me without a sufficient number of men to work her, which caused my passage to be much longer than it otherwise would have been. I kept but little reckoning afterwards, and that mostly in my head, for fear of another mutiny, for the crew shipped in New York for the purpose of taking the vessel, and nearly succeeded in doing so. The weather being squally off Pernambuco, I kept on for St. Catharine's, and arrived tliere on the li2d of .August; on the 23d or 24th gave my men up to the U. S. Co.isul ; on the 7th of (September got under way from St. Cafharine-s ; and on the KUh anchored on the bar off Kio Negro, Patagonia. Giving me 30 days to the line. 47 days to St. Catharine's. 5() days to Rio Negro. 3ays. Hours 27 4 2(5 •M U 39 i(> OF THE PASSAGE AKOLNJJ CAl'E lIoUN. 551 Homcwanl ]).issagcs in the above-mentioned vessels, Sailor's Keturn, from Rio G ranch; North to Newport . . . . Benjamin DeWolf" first voyage, ari-ived from Morca Mcrnanguapa - " " second voyage, arrived in March from Morea Mernanguapa Ohio, from Rio de Janeiro to New York ...... John E. Davidson, Rio Negro to New York In these five passages, after passing Cape St. Roque, I have kept "good full;" and always louud, as I neared the West India Islands, that the wind haided favorably, and the weather became less sexually. Mernanguapa is a small port near Parahiba. — See Chart. There are few portions of the continent of America less known than from the Rio de la Plata to Capo Horn, and none of more importance. The whole of that portion of country, except part of Belgranna and Rio Negro, being inhabited only by Indians. It has been the custom of vessels bound to the Pacific, after passing the La Plata, to go to the eastward of the Falkland Islands; some wishing to avoid running by La Agle shoal, others fearing to get jammed on the coast of Patagonia. This should no longer be an excuse; for the first does not exist, and of the latter there is no danger. I have cruised for the above-mentioned shoal several times, taking a good dejiarture from the JasaTLS and from New Island in the Falklands, and crossed to Cape Virginis and back in the long summer days, seeing no signs of it. In 1842, I left East Harbor, Staten Land, with my consort in company, and steered for the shoal, keeping about eight miles apart; the weather was clear. I kept men at the mastheads, and saw nothing of it. My observations were to be relied upon ; for I had on board three chronometers, -which had been -well proved at Cape St. John. I kept on for Rio Negro, and cm my arrival, again tried mj- chronometers, and found them correct. I am well aware that no such shoal exists. I have since then tried to find it with the schooner, but without suc- cess. The Beagle and Adventure, and Captain Sullivan of the Navy, have also hunted for this shoal with- out finding it. As for a vessel getting blown on shore on the coast of Patagonia by N. E. gales, it is out of the ques- tion. I have spent twenty--two j'ears of my life mostly from South Shctlands to the River La Plata, and once I remained six years without coining north of 41° S., and I cannot say that I ever knew, during that time, the wind to blow heavily directly on shore for twelve hours. Mj- voyages being principially made for sealing or whaling, caused me to keep close into the coast, whereby I had the best opportunities for observ- ing the weather, currents, tides, &c. ; in fact, my voyages depended jjartly on these, and it stood me in hand to make myself acquainted with them. I have always found that the sooner I got to the westward, after crossing the line, the better. I always try to make the Peninsula of St. Joseph's, between New Bay and Port Valdez. The land is high, steep, clay cliffs, flat on top. Then, I endeavor to keep near enough to see the land until I get well to the south, so as to pass close by Staten Land ; by doing this, I have smooth water, winds from N. W. to W. N. "W"., and pleasant weather; while another vessel will have the wind from W. N. W., and S. W. olf the Falkland Islands, and on the south side of the islands the wind will be from S. W. to S. This I have proved by 552 . THK WIND AND CUKRENT CHARTS. liaving left men on the Jasans and tlie Bnslicnes (these being the extremes of the ishmJs, both seabng grounds), and requiring them to keep a journal of wind and weatlier. I found the wind to prevail much more from the S. W. and S. S. W., about one-third or one-half way between Cape Horn and , and beyond that distance it drew more to the westward, and even to the northward of west. It was a common thing, while at anchor under Diego Eamirez, or sealing on shore, to see a vessel pass in shore of the island heading up two points higher than another vessel off shore of them; and I have often started to go in to anchor, heading well up for the place I wanted to come to at, and found, as I drew in shore, the wind gradually headed me off. When bound to Shetlands from the cape, or from Staten Land (Shetland is our rendezvous, on account of getting wood there to last until our return), we always find, after passing the latitude (30° S., the weather much milder, fewer blows, but more fog. The currents as well as the winds are generally the reverse of what they are off Cape Horn. The prevailing wind at Shetland is N. E., while in the track generally taken by vessels, it is S. W. The current is similar, for it seems more like a gulf stream than a common current following the direction of the wind. ■_ ' ■ No navigator should be afraid to approach the coast. Soundings are found far out; the water is much discolored, as the land is neared ; and we have another sign, which seldom fails in the daytime, /. e. the small gulls, which will always be found in forty or fifty miles of the coast, making their presence known by the noise they make as soon as a vessel is perceived. This seldom fixils to be the case. The navigator should not be backward in tacking as soon as he finds himself getting offshore, for the wind will often lead him along for two or three points, and then favor him for a short distance again, by which means vessels often get so far to the eastward as to lose much time. I would always recommend a ship to tack in shore, even if she could make no better than a W. N. W. course, in preference to going to the eastward; fijr by keeping well in, she will have smooth w'ater, clear weather, and wind more off shore. While, on the other hand, when she nears the Falklands, she would begin to have fogs, rain, and sleet; and south of the islands the rain becomes hail-stones and snow. A short distance in these latitudes makes a great difference in wind, weather, and tides. For comparison, take Santa Cruz harbor, on the coast of Patagonia, latitude 50° 8' S. ; longitude 68° 21' W. ; tide in spring, forty-eight feet. The Jasan Island, belonging to the Falklands, latitude 51° S., longitude 61° 20' W.; tide but sLx feet. Here is a great difference in 7° of longitude, about 260 true miles. This will show the extraordinary difference made in tides by a short distance, and the weather in propor- tion to the tides ; on the one it is seldom known to rain, at the other it rains half the time. At the Straits of Magellan, in a similar way; it seldom rains at the eastern entrance, and at the western it seldom stops ; but this is owing more to the mountains leading from Cape Forward along the straits, and from thence to Cape Tres Montes, or Chili. Hereabouts, we have but little thunder and lightning, but one may be on a hill above the rain, while those below have a lieavy storm ; I have seen this occur on Staten Land, also on Juan Fernandez and Massafuera. OF TlIK I'ASSAGK AROUND CAPE IJOKN. 553 Temperature in liigli soutliern latitudes differs greatly from temperature in iiortlierii ; in soullieru lati- tudes there seems to be uo extremes of heat and cold as at the north. Newport, for instance, latitude 41° N., longitude 71° W., and liio Negro, latitude -11° S., longitude 63° W., as a comparison. In the former, the cattle have to be salted and fed during the winter, not being able to get along in the fields on account of snow and ice. In tlie latter, the cattle feed in the fields all the winter, there being plenty of vegetation, and uo use for hay. On the Falkland Islands, thousands of bullocks, sheep, and horses, are running wild in the country, getting a living all through the winter. This could not be in similar northern latitudes. On the other hand, in the latitude of 50° to 51° N., rye, barley, wheat, &c., can be raised during the summer, but in south latitude there is not sufBieient heat in the summer to bring such things to maturity, for, even in the depth of summer, you would be liable to snow squalls. After passing the latitude of -±0° S., the summer is not so warm, and the winter not so cold, as in northern latitudes. You can see, by reference to the book published by Commodore Wilkes, that the extreme cold had but in one instance been as low as 5° below zero. This I ascertained from a self-regulating thermometer, in latitude 63°, and gave him. Since that time, it has never been so low. The heat I could not ascertain, as the index in the tube shifted while I was lifting the instrument uji. I tried to procure one sometime ago in New York, but could not find one. I intended to have placed it in a much higher latitude, as very little is known about either extreme of temperature on the land. For instanee, many suppose that Palmer's Land is a continent, and connects with the land laid down by Wilkes ; however, this is not the case, for I have sailed round Palmer's Land and for south of it. * *■»*•»** Owing partly to negligence and partly to disasters, I have no logs or books which will be of use to you. But I will try this cruise to send you some ; and if you know of anything particular from the La Plata, to as far as 70° S., I may be able to give you some information, for to that place I have given most of my attention, as my business has been there during the greater part of the time. While I was at this book, it occurred to me to send some leaves out of a scratch book, which might be of some use in showing tides, harbors, &c., so I tore them out and send them to you. I have done this very hastily and in a most bungling manner, but I did not know that I would have to go away so soon and would not be able to finish. So I have driven ahead and done what I could. K you choose, I will distribute those Charts to men who I know will take care to return the journal to you, on their return home, for I consider them to be a benefit to all seafaring men. I will wTitc you again before I leave.'- ; • ■ The opinions expressed by these two navigators — Captains Bryson and Smyley — as to the passage to the line, and the Cape Horn Route, are fully confirmed by the Pilot Charts; and though sometimes a vessel, by going to the east of the Falkland Islands, may have good luck, fine ^Yeather, good winds, and a 70 554 THE WIND AND CUREENT CHARTS. short passage, it sliould be considered as tlie exception, but by no means as the rule. The combined experience of all the Cape Horn navigators, whose journals have been consulted during the progress of my investigations, is against the eastern, and in favor of the western, or in-shore passage, as a general rule. I find in the abstract log of the ship Defiance (Robt. McCerran), the following excellent remarks, concerning this pas.sage : — September 26, 1852. At i hours 30 rnin. A. M. hove to for daylight. At 8 hours 30 min. A. M. entered the Straits of Le Maire ; wind at N. N. E. At 10 A. M. Cape St. Diego bore west per compass, and Staten Land S. E., entirely covered with snow. At 11 hoiirs 30 min. clear of the strait. I am sur- prised that this strait is not passed by all ships in preference to passing east of Staten Land ; Le Maire being free from shoals, and 11 miles wide. An experience of 21 years command in the Liverpool trade convinces me that the passage between Tuskar and the Smalls are trebl}^ dangerous, and I can see no difficulty in this passage that is not much greater in the navigation of the Irish Channel, either north or south about. I should certainly beat through in preference to going within 3 miles of the land. I have no doubt that an eddy from eastward — I found a current close in shore setting S. W., and by keeping the current from the S. W. — must prevail under any circumstances. Good Success Bay affords easy access and good anchorage. It may be said that heavy gales ahead, and thick weather, make the passage dangerous. In answer I say, that it cannot blow harder than it does in the Irish Channel, and the fog cannot be so dense as it is on the coast of Ireland, as the water is deeper and the air colder in Le Maire. Besides, the number of vessels on the Irish coast increases the danger by the chance of collision, and there is no other passage to approach. Sh'ii) Defiance (Robert McCerran), bound from New York to San Francisco. Aug. 3, 1852. Lat. 6° 11' S.; long. 34° 39' W. Current, 31 miles, S. AV. I S. Barometer, 80.00; temperature of air, 78° ; of water, 80°. Winds: S. S. E., S. E., S. by E. Made the land 60 miles south of St. Roque ; too far E., 15 miles. I am satisfied that tlie Sailing Directions of Lieut. Maury have thus far shortened my passage, and this abstract proves that ; though I was forced as far W. as 10° 30', when in 11° 30' N., yet, by watching chances, I was enabled to cross the line in 31° 55' AV. without making northing over 30 miles ; and though under anxiety on account of the bugbear of westerly current, I did not find it but one day, and generally on the current track I found a S. E set. Sept. 29. Lat. 56° 11' S.; long. 71° 01' W. Barometer, 29.8; temperature of air, 41°; of water, 44°. Winds : W. by S., W. S. AY., W. Fresh gales and squally, with heavy sea. Sept. 30. Lat. 56° 11' S. ; long. 71° 26' W. Barometer, 29.7 ; temperature of air, 42° ; of water, 44°. Winds : W. by N., AY., W. by S. Fresh gales and head sea. Oct. 1. Lat. 56° 51' S. ; long. 72° 58' W. Barometer, 29.2 ; temperature of air, 40° ; of water, 42° ; Winds : AY., A¥. S. AY., AY. N. AY. Strong gales and heavy sea. Oct. 2. Lat. 56° 35' S. ; long. 73° 15' W. Barometer, 29.00 ; temperature of air, 39° ; of water, 42°. Winds : W., W. S. AY., S. AY. Strong gales, rain, hail, and snow. OF THE PASSAGE AROUND CAPE nOKX. 555 Oct. 3. Lat. 56° 34' S. ; long. 72° 42' W. Barometer, 28.8 ; temperature of air, 39° ; of water, 42°. Winds : W. S. W., W., W. S. W. Strong gale.s, rain, liail, ami snow. Oct. 4. Lat. 5(5° 39' S. ; long. 72° 48' W. Barometer, 28.G ; temperature of air, 40° ; of water, 41°. Winds : S. W., W., S. W. Strong gales and heavy sea. Oct. 5. Lat. oG° 19' S. ; long. 73° 01' W. Barometer, 29.0 ; temperature of air, 41° ; of water, 41°. Winds : W., W. S. W., W. by S. Fresh gales, sea subsiding. Oct. 6. Lat. 56° 51' S. ; long. 73° 25' W. Barometer, 29.7 ; temperature of air, 43° ; of water, 42°. Winds : W., W. by S., W. Fresh gales and heavy sea. Oct. 7. Lat. 56° 34' S.; long. 76° 29' W. Barometer, 29.5; temperature of air, 41°; of water, 42°. Winds : W. by N., W., N. W., N. W. by W. Fresh gales, long rolling swell. Oct. 8. Lat. 57° 05' S. ; long. 78° 17' W. Barometer, 29.6 ; temperatureof air, 42° ; of water, 42°. Wind : N. W. throughout. Fresh gales, rain and hail. During the above ten days, from close reefs to top-gallant sails ; tacking as occasion required, yet not so bad as a \\-iuter passage from Liverpool to Now York. Capt. Young, of the ship Venice, of Pliiladelphia, iu his admirably kept abstract, makes also some judicious remarks upon the subject of the Cape Horn passage. Capt. Young's log is deserving of special notice also, for the very excellent use he makes of the baro- meter. Ilis remark that the indications of the barometer will show when the navigator enter.s, and when he quits the trades, is perfectly philosophical. In the calms, both of Cancer and Capricorn, the barometer ought to stand higher- — say one-tenth of an inch (0.1) on the average — than it does either in the " variables'' on the polar side of these belts, or in the " trades" on the equatorial side of them. In the belt of the equatorial calms, it also ought to stand, on the average, a little lower than it does in the IST. E. or S. E. trades on either side of those calms. The close attention which Capt. Young gives his barometer, will, as a general rule, enable navigators in most cases to tell whether they have crossed the calms or the trade-wind belts, or not. See also the log of the Great Britain, for Capt. Caldwell's remarks on his barometer during his Capo Horn passage. Shi2} Voiice (John II. Young), of Philadelphia, New York to Calilornla. Jan. 29, 1850. No observations. Barometer, 29.4; temperature of air, 59°; of water, 68°. Winds: S. S. W., S. W., W. N. W. Discharged pilot at 3 hours 30 min. P. M. At 6 P. M. Ncvcrsink Lights bore W. I have determined, during the coming voyage, to keep the abstract log of Lieut, ilaury, and thereby add my mite to tlie cause of science, in the hope that the day is not far distant when navigation shall be so simplified and reduced to "fixed principles," that all uncertainty may be removed. First and middle part, 556' THE WIND AND CURRENT CHARTS. variable and baffling; latter, fine breezes. Strong rippling, which I jndge to be the connter current of the stream. ^ - • - Jan. 30. Lat. 87° 50' N.; long. 68° 12' W. Current, one and a half knots, E.byK Barometer, 29.00; temperature of air, 62°; of water, 73°. Winds: W. K W., N.KW., N.K W. At 4 P.M. the water rose to 70°, and to 73° at 5 ; water remarkably smooth, with a fine breeze blowing ; ship going fast. Jan. 31. Lat. 36° 55' N. ; long. 63° 32' W. Current, 19 E., and 5 AV. S. W. Barometer, 29.4 ; tem- perature of air, 68° ; of water, 72°. Wind: N. N. W. throughout. Fine breezes and water smooth; temperature, 73°, during the night fell to 72°. At 9 hours 30 min. water, 71°. Have paid particular attention to the log since entering the stream, and find that we began to leave the stream about 9 A. M. Feb. 1. Lat. 35° 21' N.; long. 60° 27' W. Current, 15, S. W. Barometer, 29.6 ; temperature of air, 64°; of water, 71°. Wind: N. throughout. Strong breezes with considerable sea; barometer rising. I have determined to cross latitude 30° to the west of longitude 50°, if permitted by the wind. Feb. 2. Lat. 34° 16' N. ; long. 58° 12' W. Current, 8, S. W. Barometer, 29.8; temperature of air,- 66° ; of water, 71°. Winds : N., KN. W., W. N. W. Fresh breezes and pleasant weather. Feb. 3. Lat. 33° 32' N.; long. 56° 55' W. Current, 6 knots, S. W. Barometer, 29.7 ; temperature of air, 67°; of water, 71°. Winds: W., W. S. W., S. Fine, clear weather; barometer high and steady. Feb. 4. Lat. 34° 05' N.; long. 54° 04' W. Barometer, 29.7 ; temperature of air, 69°; of water, 72°. Winds : S., S., S. S. E. Fine, clear weather, such as is rarely met with at this season of the year in the North Atlantic. I almost regret the wind hanging here, as I desire much keeping to the west, for the purpose of giving the " Theory" of Lieut. Maury a fiiir trial, having a " weatherly ship," and no fear of Cape St. Eoque. Feb. 5. Lat. 34° 42' N.; long. 51° 30' W. Barometer, 29.6; temperature of air, 68° ; of water, 72°. Wind : S. S. E. throughout. Fine, clear weather ; the horizon astonishingly clear. I scarcely recollect having more delightful weather — steady glass — smooth water — everything indicating midsummer, more than the last 48 hours. Feb. 6. Lat. 34° 59' N.; long. 49° 01' W. Observed variation, 9° 40' W. Barometer, 29.6; tem- perature of air, 68°; of water, 72°. Winds: S. S. E., S., S. First part, fine; middle, barometer falling fast; dirty appearances; observed variation at sunset, 9.40 W. Feb. 7. No observations. Barometer, 29.00; temperature of air, 66°; of water, 72°. Winds: S. S. W., W., N. N. E. Cloudy, dirty weather; not much wind; barometer steadily falling; ship under short canvas ; heavy appearances all round, and every appearance of a heavy gale. Feb. 8. No observations. Barometer, 28.6 ; temperature of air, 64° ; of water, 72°. Winds : N. N. E., N. E., S. W. Glass still falling; heavy appearances; everything "snug" for a "blow." Feb. 9. No observations. Barometer, 28.4; temperature of air, 64° ; of water, 72°. Winds: S. W., W., W. N. W. During the first and middle part, barometer fell to 28.2, with very bad-looking weather. At sunrise there Avas but little wind, but in less than half an hour, it blew furiously at S. W., veering to the west ; the sea rose so rapidly I was obliged to " scud ;" by 9 A. M., although tlie wind w.as blowing very heavy, OF THE PASSAGE AKOUND CAPE HORN. 557 the glass began to riie. Owing to the ship being deep and steering badly, I was induced to try what I had frequently heard of; namely: paying a hawser out astern. I middled and payed out 4:5 Aithoms of 11 inch hawser on each quarter, and found instant relief; so much so that I shall most assuredly adopt it hereafter in bad-steering ships. Feb. 10. No observations. Barometer, 2S.G ; temperature of air, 68°. Wind: W. X. W. throughout. The gale still continuing, but every appearance of abating. I cannot forbear expressing the great benefit losulting from the trial with " hawser ;" feel satisfied I could not have " scudded" without it. I regret being driven to the E. Feb. II. Lat. 27° 06' N.; long. 38° 42' W. Current, S. E. Barometer, 29.00; temperature of air, 70°; of water, 72°. Winds: W., W. S. W., S. W. First part, moderating and hauling to westward and southwest. Since observation of 6th, we have had 40 miles of S. E. set. In all my voyages across the equator, I have never been so fxr east in tliis parallel before; for although there can be no doubt that the westwardly route is best, yet I have had a great desire to give it a fair trial l)y keeping farther than usual to the westward. Feb. 12. Lat. 25° 34' N. ; long. 36° 31' W. Current, W. S. W., i knot. Variation, 11° W. Baro- meter, 29.6; temperature of air, 70°; of water, 72°. "Winds: S. W., S., S. Throughout, moderate from southern board, with a heavy N. W. swell, for which I allow 15 miles set ; during the 24 hours, everything apparently combines to capsize my calculations. Variation observed, 11° 5' W. Feb. 13. Lat. 25° 18' N. ; long. 35° 42' W. Current, W. S. W., i of a knot. Barometer, 29.8 ; temperature of air, 72°; of water, 72°. Winds: S. S. E., S. E., S. E. During these 24 hours tacked several times to avail of a point or two in the wind. My great object is to make southing when possible. Feb. 14. Lat. 24:° 34' N. ; long. 35° 56' W. No current. Barometer, 29.7 ; temperature of air, 72° ; of water, 72°. Winds: S. S. E., S. S. E., S. Wind still hanging to the southward as I have never known before. Of course, I fully expected the trades ere this, which perhaps increases the annoyance, as I shall almost entirely be deprived of availing of the Pilot Cliart, which I approve of so much, that a trial thereof is imperative on me. Feb. 15. Lat. 23° 30' N. ; long. 35° 12' W. No current. Barometer, 29.6 ; temperature of air, 73° ; of water, 72°. Wind: variable, from S. to W. throughout. I feel buoyed up, that I am really to have the "trades" soon ; since the 12th, a heavy N. W. swell. Feb. 16. Lat. 21° 40' N. ; long. 34° 00' W. No current. Variation, 13° 20' W. Barometer, 29.06 ; temperature of air, 73°; of water, 72°. Wind: west throughout. Wind breezing up again from west- ward. Feb. 17. Lat. 20° 26' N. ; long. 32° 58' W. Barometer, 29.9 ; temperature of air, 72° ; of water, 72.° Wind : AV. S. W. throughout. Wind light and steady from W. S. W., with a tremendous N. W. swell, giving strong assurance that a gale has prevailed in that quarter, which may have interrupted the " trades." I think this the only reasonable way of accounting for their absence; longitude per sun and moon 33° 3', .chronometer 32° 58'. 558 THE WIND AND CURRENT CHARTS. Feb. 18. Lat. 20° 00' N. ; long. 31° 44' W. No current. Barometer, 30.10; temperature of air, 74°; of water, 73°. Winds: S. W., ealm, N. N. W. Light airs from southward; middle, calm — heavy clouds with lightning to the N. W. ; the only indication of "trades" is in the rise of the barometer, which I have generally paid some attention to. During 15 voyages across the equator, as master, I have never expei'i- enced anything like the present voyage ; for at this season of the year we have every reason to expect the favorable winds of the " trades" after passing the parallel of 25°. It would be a matter of much satisfac- tion to know what influence has thus thwarted them. Feb. 19. Lat. 17° 20' N.; long. 32° 52' W. Current, i knot, W. S W. Barometer, 30.10; temper- ature of air, 75° ; water, 74°. Winds: N., N. E., N. E. First part, light from northward ; middle, inclin- ing to eastward; latter, fine breezes and hazy appearances of these winds. The weather is really delightful, and quite a treat, after the annoyances of the last ten days. I hardly yet dare to congratulate myself that the long looked-for trades have come at last, but hope such will prove the case. Feb. 20. Lat. 14° 32' N.; long. 32° 20' W. Current, J knot, W. S. W. Observed variation, 11° 15'. Barometer, 30.02 ; temperature of air, 70° ; of watei-, 75°. Winds : N. E., E. N. E., E. N. E. Fine breezes; everything out, skysails, royal-steering sails, &c., going about 6 knots. The atmosphere extremely hazy ; the remains of a new swell still perceptible; observations, sun and moon, 32° 17'; chron. 32° 20'. During these 24 hours, have observed ver// great rij)j)ling, resembling in some instances the " tide rips" of " Nantucket Shoals ;" tried the temperature frequently without experiencing any change. I had intended to make the remark before, that we have not seen a bird or fish of any kind since crossing the tropic, which must be considered very unusual, particularly with regard to the birds. Feb. 21. Lat. 12° l(j' N. ; long. . Current, \ knot, AY. Barometer, 30.02; temperature of air, 70° ; of water, 75°. Winds : E. N. E., E., N. E. Light winds, and every indication of losing the " trades ;" the glass, hoivevcr, Ircps iq). It may not perhaps be amiss to pay some attention throughout this abstract to the barometer with reference to indicating the trade-winds. The rise and fall thereof, I have frequently noticed on entering and leaving the vicinity of trades. Daring these 24 hours, the ripplings have been very strong, without any apparent change in temperature. Feb. 22. Lat. 9° 49' N. ; long. 30° 30' W. Current, one knot, W. N. W. Variation, 10°. Barometer, 30.2 ; temperature of air, 77°; of water, 7(3°. AVinds: N. E., E. N. E., E. Light winds and hazy atmo- sphere ; "Very frequent ripplings, more apjiareut from the extreme smoothness of the water ; during the night squalls, unattended with rain; sun and moon, 20° 31'; variation observed, 10°. Feb. 23. Lat. 7° 13' N.; long. 29° 45' AV. Current, one and a half knots, N. AV. Barometer, 30.1 ; temperature of air, 78°; of water, 78°. AVinds: E. by N., E. N. E., E. by N. Light breezes and hazy weather ; water smooth, rippling very strong, indicating a strong N. AY. current. These 24 hours the weather very fine, and, although the barometer has fallen -/^, there is no ap]iarcnt indications of losing our present favorable wind. Feb. 24. No observations. Current, one and a quarter knots, N. AY. Barometer, 29.9 ; temperature of air, 79°; of water, 79°.5. Winds: E. N. B., N. E., E. S. E. First and middle parts, fine; midnight, OF TUE PASSAGE AROUND CAl'E IIOKN. 559 barometer 30.1, at 4 A. 'M. 29.9; daylight, heavy appearances to S. E. ; from daylitrht to meridian, frequent squalls of wind and rain i'rom S. K. Since liUli, \]\c liarometer has remained up until witliin two hours of change from N. E. to S. E. I hero predict it will remain below i!U° until we ero.ss the e(juator, or get without the infiuenco of the rainy latitude. Feb. 25. Lat. 3° 10' N.; long. 28° 40' W. Current, one knot, N. W. Barometer, 20.9 ; temperature of air, 83°; of water, 81°. Wind: E. S. E. Heavy squalls during first part; middle, strong breezes and heavy head sea ; latter part, squally. During these 24 hours, the barometer has fluctuated a tenth several times; weather very warm and sultry; the first " Mother Carey's chicken" of the voyage seen to-day. Thus far, the voyage has beeu extremely barren of incident, not having seeu any vessels for 20 days, and scarcely a bird or fish of any kind. Feb. 26. No observations. Current, three-quarters of a knot, N. W. Barometer, 29.9 ; temperature of air, 82°; of water, 82°. Winds: E. S. E., S. E. to S. S. E., S. E. to S. by E. Throughout, heavy squalls rising at south; Avorking round to S. E., with frequent heavy rain; weather very murky and close, at times quite oppressive. Feb. 27. Lat. 2° 24' N. ; long. 28° 57' W. Half knot current, W. N. W. Barometer, 29.8 ; tempera- ture of air, 82°; of water, 82°. Calm throughout, with much rain; a confused sea from S. S. E. Feb. 28. No observations. Current, half knot, W. Barometer, 29.8; temperature of air, 82° ; of water, 82°. Wind: E. S. E., calm. Throughout, light airs and calm; heavy looking squalls, but unat- tended with -wind ; considerable rain at times. March 1. Lat. 0° 29' N.; long. 29° 55' AV. Current, three-quarters of a knot, W. Barometer, 29.8 ; temperature of air, 84°; of water, 82°. Winds: E. S. E., E. S. E., S. E. First and middle part, heavy squalls of rain; barometer fell to 29.7 at 4 A. M., up again to 29.9 ; heavy head sea from S. by E. March 2. Lat. 1° 27' S.; long. 80° 49' W. Current, one knot, W. Barometer, 29.7 ; temperature of air, 82°; of water, 82°. Winds: S. E., S. E., S. S. E. Throughout, fresh and S(pally from S. E., with rain; of course, ship " close hauled ;" heavy head sea from S. by E. March 3. Lat. 2° 44' S. ; long. 32° 04' W. Current, one knot, W. Barometer, 29.8 ; temperature of air, 83° ; of water, 82°. Winds: S. E. by S., S. S. E., S. S. E. Throughout, moderate weather, assuming the settled weather of the "trades," onl!/ requiring a rise in the harorneter to assure ine . Lat. 58° 8' S.; long. 77° 44' W. Temperature of air, 42°; of water, 42. Winds: W., W., W. Light airs and calm. ■ Feb. 17. Lat. 5(3° 55' S.; long. 78° 35' W. Temperature of air, 43°; of water, 42. Winds: W., W., W. Light airs and calm. Feb. 18. Lat. 55° 7' S.; long. 79° 30' W. Temperature of air, 43°; of water, 44°. Winds: W., W., W. Light airs and calm. Feb. 19. Lat. 51° 34' S.; long. 80° 20' W. Temperature of air, 41°; of water, 4G°. Winds: W. S. W., AY. S. AY., AY. S. AY. Fresh breezes and squally. Feb. 20. Lat. 47° 40' S.; long. 82° 30' AY. Temperature of air, 4(3°; of water, 50°. Winds: S. AY., S. AY., S. AY. Strong breezes and squally until S A. M. Ends calm. Wir/r/ed Rarer (Wm. Ilomans), Boston to San Francisco. Jan. 30, 1853. Lat. 49° 37' S.; long. G5° 4G' AY. Barometer, 28.9 ; temperature of air, 52° ; of water, 50°. AYiuds : S., W., K Jan. 31. Lat. 51° 12' S.; long. 6G° 8' AY. Barometer, 28.6; temperature of air, 50°; of water, 48°. Winds: K, S.AY., S. Feb. 1. Lat. 52° 16' S.; long. 05° 10' AY. Barometer, 28.6; temperature of air, 50° ; of water, 48°. Winds: S., S., S. Feb. 2. Lat. 53° 12' S.; long. 65° 12' AY. Barometer, 29.1 ; temperature of air, 46°; of water, 47°. AA'inds: S.AY., calm, calm. Feb. 3. Lat. 55° 23' S.; long. m° V AY. Barometer, 28.7; temperature of air, 46°; of water, 47°. AA'iuds : E., N.N. E., N. At 5 A. M. made the land west side Straits of Le Maire, bearing S. by AA''. by com- pass. The Boll A[ouutaiu twenty-five miles distant ; strong breezes at north, and west end Staten Land plain in siglit. Two barques, boand through the straits to southward, in sight. At 8 A. M. Cape Good Success, bearing N. W. l)y N. five miles ; a very strong tide setting to northward. CAPE IIOKN TRACKS. 683 Feb. 4. Lat. 56° 43' S.; long. GS° 35' W. Barometer, 28.6; temperature of air, 52°; of water, 49°. Winds : N. N. E., W., N. K. At 8 P. M. Cape Horn in sight, bearing W. N. AN", fifteen miles ; distant 53 days from New York, and run a distanee, by log, of 8,420 miles from New York to Cape Horn. Feb. 5. Lat. 56° 50' S.; long. 71° 20' W. Barometer, 28.7 ; temperature of air, 5U° ; of water, 40°. Winds: N., N. W., N. AV. Feb. 6. Lat. 56° 32' S.; long. 73° 2' AV. Barometer, 29.0; temperature of air, 47°; of water, 49°. Winds: S. S. E., S.S.E., W. Feb. 7. Lat. 56° 7' S.; long. 76° AV. Barometer, 20.02; tem[iorature of air, 46°; of water, 4-5°. Winds: AA'., S. AV., AV. S. AY. Feb. 8. Lat. 56° 11' S. ; long. 78° 30' \Y. Barometer, 28.8 ; temperature of air, 4G° ; of water, 48°. Winds: AY. by S., AY. N. W., N. AV. by N. Feb. 9. Lat. 55° 46' S. ; long. 82° 46' ^Y. Barometer, 28.9 ; temperature of air, 46° ; of water, 48°. Winds : N. Y'. by N., AY. N. AY., S. Feb. 10. Lat. 54° S. ; long. 82° AY. Barometer, 29.8 ; temperature of air, 46° ; of water, 48°. AYinds : S., S. W., N. AY. Feb. 11. Lat. 53° 3' S. ; long. 82° 47' AY. Barometer, 28.7 ; temperature of air, 46° ; of water, 48°. Wind : N. AY. throughout. Feb. 12. Lat. 51° 3' S. ; long. 82° AV. Barometer, 28.6 ; temperature of air, 46° ; of water, 48°. AVind : N. AV. througliout. Feb. 13. Lat. 50° S.; long. 82° W. Barometer, 29.0; temperature of air, 52° ; of water, 48°. AVind: N. AV. throughout. O On leaving New York, I followed your Directions as near as the wind and weather would allow, and crossed the equator in the Atlantic in long. 31° 16', and found no difficulty in getting past the Brazil coast. Time to equator 21 days, 21 hours, and passed through the Straits of Le Maire; and off Cape Horn had light fine weather. Off the Iloru, I tried to follow your Directions in getting west ; but the wind prevented me, hanging to N. AA^. after around the Ilorn ; and I passed about three degrees to west of Juan Fernandez. The S. E. trades I had far to the eastward, sometimes E. N. E., and from that to E. S. E. Crossed the equator 7th of March, 1853, 85 daj^s out, in long. 106° 24' west. Took N. E. trades in about 3 or 4, wind N.N. E. to N., and arrived off' this bar, Sunday, 27th of iLxrch, in a thick fog, which continued until AVednesday, 30th, when it cleared up aud I run in. I should folltiw your Directions again if 1 was coming round the Horn, as near as the wind aud weather would permit me. Although I am of opinion that, with the wind I had in the South Atlantic, after jiassing lat. 38° south, had I gone to east of Falkland Islands, I think I should have gained some 5 days in the passage, and should have got in in 100 days. I was 105 days to the bar. I am going from this to ^lanilla and thence to New York; on my arrived at tiie latter port, I shall send an abstract from this to that port. 584 THE WIHD AND CUKKKNT GHAKTS. I take this opportunity to acknowledge tlie great benefit I have derived from your Charts and Direc- tions, and shall most readily contribute what little I can to aid you in the great and good undertaking. We have been sadly iu want of Avhat you arc now so happily doing in the Avay of /Sailinr/ Directions and Charts for this navigation, say from U. S. A. round the Horn into North Pacific. fSI/iji ■Tiihn Bertram (F. Liudliolni). Feb. S, 1852. Lat. 5-i° 53' S. ; long. 02° 24' W. Current, north, 22 miles. Barometer, 29.G7. Winds: S. W., varialjle. varialjlc. First part, moderate breezes and rainy weather ; no pro.spects of clearing up, so as to get hold of the land ; kept oil' to the eastwanl, and gave up the idea of going through the straits, which I was very soriy to do. In my opinion, every vessel bound aroimd the cape, should endeavor to go through the Straits of Le iTaire [a good opinion], provided they can get a sure bearing of the land, to know their true position. I have been through three diflerent times and found no diificulty, but gained a great advantage of being so much farther to windwa,rd ; I have also strong reasons to think that there is better weather generally under the land, than off from it. At sundown, the weather clearing up, saw Staten Land, bearing S. W. i W. 5 leagues. Middle part, variable winds and squally weather, with rain ; latter part, pleasant weather ; a strong current setting to the north. Feb. 9. Lat. 57° 24' S.; long. 62° 28' W. Current, E. by K, 37 miles. Barometer, 29.82. Winds: S. W. by W., W. S. W., and S. W. hj W. Throughout these 24 hours, fresh breezes and passing rain S(|ualls. Feb. 10. Lat. 55° 58' S. ; long. 64° 26' W. Current, N. by E., 21 miles. Barometer, 29.80. Winds: S. W. by W., S. W . by W., and X. W. by W. First part, strong breezes and squally weather ; under single reefs ; middle part, gentle breezes and squally, with hail ; morning, calm for three hours. At G A. M. a breeze sprang up from the N. W. l^y N., tacked to the S. W., and made all sail ; latter part, light breezes and pleasant. Feb. 11. Lat. 56° 09' S.; long. 70° 20' W. Current, east, 49 miles. Barometer, 29.62. Winds: N., N. by W., and N. by W. First part, fine breezes from the north, and pleasant weather ; middle part, brisk breezes. At 1 A. M. Cape Horn bore per compass N. N". W., distant 5 miles. A strong current, by the appearance of the ^^'ater, which I found to have set me 49 miles to the eastward, by meridian observa- tion. At 4 A. ]\L saw Diego Eamirez Island, bearing S. W. by W. Latter part, fine breezes and heavy weather. At meridian. Island of St. Ildefonso bore per compass, due north. Feb. 12. Lat. 57° 00' S.; long. 75° 17' W. Current, east, 25 miles. Barometer, 29.70. Winds: N. N. W., N. N. W., W. Fine breezes and pleasant weather ; evening, squally ; middle part, strong breezes and squally, with hail, snow, and a head beat sea; latter part, strong breezes and squally, with a heavy head sea. Feb. 13. Lat. 57° 42' S.; long. 79° 08' W. Current, east, 20 miles. Barometer, 29.82. Winds; W. N. W., N. W. by W., and N. W. First part, strong breezes and pleasant; middle part, moderate CAl'K llOKN TRACKS. 585 breezes and squally; wind variable, veering five or six points for several liours; latter part, fresh breezes and squally rainy weather. Feb. 14. Lat. 55° IS' S. ; long. 81° 20' W. Current, E. l X., 33 miles. Barometer, .30.10. "Winds: N. N. "\Y., S. W'., and W. by .S. Strong breezes, and rainy, squally weather. At 9 P. .M. wind liaujed suddenly to the S. W. ; nuddle part, strong breezes and squally, with a heavy head .sea; lattur part, brisk breezes; wind inclining more to the westward, with an increasing .sea from tliat quarter. Feb. 15. Lat. 52° 59' S.; long. 81° 12' W. Cnrrcut, K. by S., IS miles. Barometer, 30.27. Winds: W. X. AV., W. by S., and W. by S. First part, line breezes and cloudy ; middle and latter parts, moderate and pleasant, a heavy sea running from the west. Feb. 16. Lat. 51° 12' S. ; long. S2° 20' \V. Current, none. Barometer, 30.53. Winds : S. W. by \V., "W. S. W., calm. First part, fine breezes and line weather; middle part, light winds; latter part, calm and cloudy; little or no current; the log has probably not been strictly attended to. Feb. 17. Lat. 50° 10 S.; long. 84° 10' W. Current, E. S. E., 31 miles. Barometer, 30.60. Winds: N. by W., X. W. by X., W. X. W. Light breezes from the X., and pleasant weather ; middle part, mode- rate, with light rain ; morning, foggy ; latter part, light breezes and foggy weather ; at meridian, fog lifted and got observations. Feb. 18. Lat. 46° 32' S.; long. 85° 17' W. Xo current. Barometer, 30.35. AVinds: W. by X., "\V. S. AV., and S. "\V. First part, brisk breezes and cloudy; middle ]mrt, strong breezes and squally, with a heavy head sea ; latter part, strong bi'eezes, with cloudy hazy weather. S/n2) Golden West (Samuel E. Curwcn). Feb. 10. Lat. 49° 41' S.; long. 03° 01' W. Barometer, 29.40 ; temperature of air, 49°. Winds: N. X. W., X. X. W. to X., S. S. E. First part, brisk breezes and pleasant ; middle part, moderate and thick foggy weather. Sharp lightning at S. E. and S. W.; latter part, brisk breezes from S. S. E. and cloud}^ Distance, 157 miles. Appearance of soundings. Feb. 11. Lat. 50° 88' S.; long. 65° 31' W. Barometer, 29.55; temper.atnre of air, 56°. Winds: S. S. W., W. by S., W. X. W. Commences with brisk breezes and cloudy ; middle part, light airs and pleasant ; latter part, gentle breezes, and passing clouds. Distance, per log, 125 miles. Water much dis- colored. Feb. 12. Lat. 52° 58' S. ; long. 60° 13' W. Barometer, 29.45 ; temperature of air, 54°. Winds : W. X. W., X. W. to X., S. W. by W. First jiart, gentle breezes, and pleasant; middle part, light baffling airs, and cloudy. Ends with brisk breezes and clear weather. Sounded in 6o fathoms ; gray sand. Dis- tance, 146 miles. Feb. 13. Lat. 54° 48' S.; long. 63° 44' W. Barometer, 29.55; temperature of air, 51°. Winds: S. W. by W., S. S. W. to X. W., W. Commences with fine breezes and pleasant. During the night, light airs from S. S. W. to X. W. and cloudy, at times. At 9 P. il. sounded in 60 fathoTus ; white and gray sand, and gravel. At 3 hours 30 niin. A. M. saw Staten Land, bearing from S. E. to S. Ends with brLsk breezes 74 566 TUE WIND AND CURRENT CnARTS. from tbe westward and passing clouds. Passed several large tide rips having every appearance of heavy breakers. At noou, Cape St. John, Staten Land, bore N. "W. per compass, distant 2 miles. Distance run, 151 miles. Feb. 1-1. Lat. 56° 09' S. ; long. 66° 01' W. Barometer, 29.20 ; temperature of air, 41°. "Winds : W. N. W., S. W. to S., N. to W. S. W. First piart, brisk breezes and cloudy ; midnight, light airs and cloudy; 2 A. M. calm; 5 A. M. light northerly airs, and thick rainy weather. Ends with light airs from W. S. W., and passing clouds. Very large swell from S. W. Land in sight bearing from W. by S. to W. by N. Experienced 10 miles cui-rent, setting N. 72° E. Distance run, 113 miles. Feb. 15. Lat. 57° 06' S.; long. 67° 16' AV. Barometer, 29.05 ; temperature of air, 50°. Winds: S. W. by W., W. to S. W., N. N. W. First part, strong breezes and cloudy; middle part, moderate and baffling ; squally at times ; latter part, light airs and pleasant. Current of no consequence. Distance run, 67 miles. ■ . . ■. Feb. 16. Lat 57° 15' S.; long. 68° 36' W. Barometer, 28.90; temperature of air, 45°. Winds: K W., W., N. N. W. First part, brisk breezes, and pleasant; middle part, heavy gales, blowing violently, in squalls ; latter part more moderate, large sea, 82 miles easterly current. Distance, by log, 91 miles. Feb. 17. Lat. 57° 07' S.; long. 70° 12' W. Barometer, 28.80; temperature of air, 42°. Winds: N. W. by N., W., S. W. First part, strong gales, and sqvially, with raiu ; midnight, heavy squalls. Barometer, 28.70 ; latter part, brisk breezes, and passing clouds. Distance, 87 miles. Feb. 18. Lat. 57° 32' S. ; long. 72° 06' W. Barometer, 28.95 ; temperature of air, 45°. Winds : W. S. W., W. by S. to W. N. W., calm. First part, brisk breezes and pleasant ; middle part, light and baffling passing clouds; latter part, calm and pleasant. Distance, per log, 107 miles. Feb. 19. Lat. 57° 42' S. ; long. 73° 00' W. Barometer, 29.25 ; temperature of air, 47°. Wind : baffling, from S. W. to N. AV. ; very light baffling airs, and calm; at intervals squally appearances; tacked sovei'al times. Distance, 29 miles. Feb. 20. Lat. 57° 18' S.; long. 74° 26' ^Y. Barometer, 29.70; temperature of air, 44°. Winds: calm, calm, S. S. AV. ; first auel middle pjarts, calm and clear ; latter part, light airs and pleasant. Distance, 42 miles. Feb. 21. Lat. 54° 34' S. ; long. 77° 00' W. Barometer, 29.95 ; temperature of air, 43°. Winds: S. S. W., S. S. AV. to W. S. W., W. S. AV.; first part, light winds and pleasant; middle part, strong breezes, and equally, and continues the same throughout, with thick cloudy weather. Distance, 191 miles. Feb. 22. Lat. 51° 57' S. ; long. 77° 45' AV. Barometer, 30.10 ; temperature of air, 49°. AVinds: W. S. W., AV. S. W. to AV., AA^. to N. AV. by K.; first and middle parts, strong breezes, squally and cloudy; latter part, light and baffling, passing clouds. Distance, 174 miles. Feb. 23. Lat. 51° 29' S. ; long. 81° 02' AV. Barometer, 29.65; temperature of air, 47°. Winds: AV. N. W., N. AV. to N. N. AV., N. by W. Commences moderate and pleasant ; middle part, strong gales and cloudy ; large swell from S. AV. ; latter part, strong gales, and thick foggy weather. Distance run, 142 miles. CAPE HORN TRACKS. 58f Feb. 24. Lat. 50° 28' S. ; long. 80° 53' "W. Barometer, 29.80 ; temperature of air, 48°. Winds : N. N. "W., W. X. '\\'., X. "W. ; first part, strong gales and squally ■\vitli rain; middle and latter parts, strong gales, passing clouds, and rough sea. Distance, 112 miles. Feb. 25. Lat. 48° 39' S.; long. 78° 09. W. Barometer, 29.95; temperature of air, 50°. Winds: N. W. by N., to N. by TV., N. by "W., N. W. by X.; brisk breezes and puffy, cloudy at times ; weather look- ing squally; heavy swell from south. Distance, 190 miles. Ship Bald Eagle (P. Dumaresq), New York to San Francisco. Feb. 13, 1853. Lat. 49° 26' S. ; long. G4° 20' W. Barometer, 29.72 ; temperature of air, 5G° ; of water, 52°. Winds : S. W., X. N. E., X. X. W ; moderate and pleasant. Feb. 14. Lat. 52° 14' S. ; long. 65° 40' W. Barometer, 29.33; temperature of air, 54°; of w-ater, 50°. Winds: W., X.X. W., W. S. W. ; light breezes, and pleasant; barometer falling. Feb. 15. Lat. 54° 50' S.; long. 64° 51' W. Barometer, 29.00; temperature of air, 56°; of water, 50°. Winds: X. W., W. X. W., X. E.; light breezes, and pleasant ; barometer indicating a heavy gale ; in the Straits of Le Maire. Feb. 16. Lat. 56° 8' S. ; long. 67° 20' W. Barometer, 28.90 ; temperature of air, 48° ; of water, 46°. Winds: X. E., S. W., X.; strong breezes ; night squally, with rain; vivid lightning. Ends fresh gales; passed Cajie Horn. Feb. 17. Lat. 56° 36' S. ; long. 70° 41' W. Barometer, 28.82 ; temperature of air, 44° ; of water, 43°. Winds : X., W^ S. W. by S. ; fresh gales ; passed inside of Diego Kamirez ; light and sexually. Feb. 18. Lat. 57° 1' S. ; long. 72° 30' W. Barometer, 28.94 ; temperature of air, 42° ; of water, 44°. Winds: S. W., W. by X., W. ; fresh breezes ; middle part, light and squally. Ends with light airs. Feb. 19. Lat. 57° 14' S. ; long. 73° 34' W. Barometer, 29.17 ; temperature of air, 43° ; of water, 43°. Winds : westerly, westerly, W. X. W. ; light airs throughout. Feb. 20. Lat. 56° 46' S. ; long. 75° IS' W. Barometer, 29.66 ; temperature of air, 42° ; of water, 45°. Winds : X. W., E., S. S. E. ; light airs throughout. Feb. 21. Lat. 53° 50' S. ; long. 79° W. Barometer, 29.60; temperature of air, 44° ; of water, 44°. Winds : S. by W., S. W., W. S. W. ; light breezes ; middle and latter parts, fresh and cloudy. Feb. 22. Lat. 51° 29' S.; long. 80° 46' W. Barometer, 29.92; temperature of air, 47°; of water, 47°. Winds : W. S. W., W. by X., X. X. W. ; fresh gales ; middle part, moderate. Ends fresh and pleasant. Feb. 23. Lat. 50° 6' S. ; long. 84° 43' W. Barometer, 28.36 ; temperature of air, 46° ; of water, 47°. Winds : X. by W., X. W., X. by W. ; fresh breezes ; middle part, rainy. Ends strong gales. Ship Phantom (A. J. Ilallett), Boston to San Francisco. Feb. 25, 1853. Lat. 49° 03' S.; long. 65° 07' W. Variation observed, 22° E. Barometer, 29.09; 588 THE WIND AND CURRENT CHARTS. temperature of air, 58°; of water, 50°. Winds: N. N. W., S., S. IMoclerate breezes and clear weather. At 4 P. M. made Cape Blanco, bearing S. W., distant 15 miles; tacking during the night and forenoon. Feb. 2(3. Lat. 53° 14' S. ; long. G5° 50' W. Eipples. Variation observed, 22° E. Barometer, 29.8; temperature of air, 65°. Wimls: S. S. E., N. E., N. N". AT. First part, moderate and fine weather, with a smooth sea; midnight, fresh breezes and cloudy, with a thick scud flying from the N. E.; latter part, fresh breezes, and a heavy sea running ; no observation. Distance run, 264 miles. Feb. 27. Lat. 55°05'S. ; long. 62°30' W. Heavy ripples. Variation observed, 22° E. Barometer, 29.7 ; temperature of air, 59° ; of water, 52°. Winds: N. N. W., N. W., S. W. First and middle parts, fresh breezes with rain, and thick weather ; latter, moderate and fine; hard luck. Feb. 28. Lat. 56° 55' S.; long. 64° 05' W. Variation ol)served, 17° E. Barometer, 29.7; temper- ature of air, 54° ; of water, 50°. Winds : W. S. W., AV. S. W., N. W. Moderate breezes throughout the day ; latter, thick and drizzly, with rain. March 1. Lat. 56° 45' S.; long. 67° 02' W. Eipples. A^ariation observed, 19° E. Barometer, 29.5 ; temperature of air, 54° ; of water, 50. AVinds: AV. by N., AV. N. W., S. W. First and middle parts, squally, Avith rain ; latter, heavy gales from the S. AA^., and a heavy sea running ; ship laboring hard ; water making a clear breach over her ; close-reefed topsail. March 2. Lat. 57° 07' S.; long. 67° 32' AV. Variation observed, 19° E. Barometer, 29.7; temper- ature of air, 60° ; of water, 53°. AVinds: S. AV., AV. S. AV., W. S. AV. Heavy gales throughout the day. At 4 P. M. Cape Horn bore by compass K. by AV. J AV., distant 25 miles; wore ship. UiXYch 3. Lat. 58° 23' S. ; long. 69° 45' AV. Variation observed, 20° E. Barometer, 29.2 ; temper- ature of air, 64°; of water, 54°. AVinds: AV. by ]Sr., AA^., S. AA''. by AA^. Comes in with fresh breezes and squally, with rain ; middle, still raining ; the Aveather looking bad, double reefed the topsails. At 4 A. M. heavy gales ; put the ship under storm canvas ; heavy sea. . ' , March 4. Lat. 58° 42' S. ; long. 72° 35' AV. A'ariation observed, 22° E. Barometer, 29.2 ; temper- ature of air, 56° ; of water, 50°. AYind : S. AA'"., N. AV., X. AA''. Fresh breezes and squally throughout the day ; heavy sea running. ]\Larch 5. Lat. 59° 21' S. ; long. 73° 10' AA^. Variation observed, 22° E. Barometer, 28.8; temper- ature of air, 56°; of water, 44°. Wind: N. AV. throughout. Fresh gales and squally during 24 hours; very heavy sea running; ship laboring hard. March 6. Lat. 59° 36' S. ; long. 75° 50' AV. Variation observed, 22° E. Barometer, 28.9 ; temper- ature of air, 54°; of Avater, 45°. Winds: N. W., N. AV., S. AV. Fresh gales, with a heavy sea running. At 6 A. M. took the wind from S. AV. ; Avore ship. March 7. Lat. 58° 57' S.; long. 77° 36' AV. A^ariation observed, 22° E. Baronioter, 29.2 ; temper- ature of air, 55°; of water, 46°. AVinds: S. AV., AV., N. AV. First part, moderate breezes and cloudy; middle, light airs and thick hazy weather; latter, calm, and thick hazy Aveather. March 8. Lat. 57° 48' S.; long. 80° 80' AV. A^ariation observed, 22° E. Barometer, 28.8; temper- I'Al'K Il(ll!\ TIJACKS. HSO ature of air, G0°; of water, 49°. Wimls: N. W., X. X. E., S. W. Comes in with light breezes and thick hazy weather. At 7 P. M. tacked ship ; at 1 1 I'. M. fresh gales ; a heavy sea from W. X'. W., making a clear breach over the ship, and lilling her with water; latter part, fresh gales and heavy sqnalls at times; passed near an American .ship bound to Califoniia. ^ilarch 9. Lat. 55° OS' S.; long. 80° 25' W. A'ariation observed, 22° E. llaronieter, 21».:i ; temper- ature of air, 58°; of water, 48°. AViuds : W. S. W., W., \V. :M<)derate breezes and .s(|iially, with a heavy sea running; middle and latter part, moderate breezes; no observations ; tliis is a hanl wind to get along ■with. March 10. Lut. 5.3° 1(3' S.; long. 79° 08' W. Variation observed, 22° l-l P-arometer, 29.5; temper- ature of air, 00°; of water, 49°. Winds: W., calm, E. S. E. First part, light airs and thick weather; middle, calm, and thick weather with heavy clouds hanging around : lattei-, moderate breezes and line weather. March 11. Lat. 50° 40' S.; long. 81° 47' W. Variation observed, 23° E. Barometer, 29.5; tem- perature of air, 58°; of water, 50°. Winds: S. E., calm, X". X". E. First part, moderate; middle, calm; latter part, fresh gales. The sea making a clear breach over the ship fore and aft; heavy srpialls, with rain. March 12. Lat. 51° 17' S.; long. 83° 45' W. A^ariation observed, 22° E. Barometer, 29.3; tem- perature of air, 60° ; of water, 52°. AA^inds : X. X. V.., X". AV., X. AV. Fresh gales and heavy sea running. Pitched away flying jib-boom and drew away a good many bolts from the bows. Laboring very hard, and men much used up by the sea breaking over the ship. March 13. Lat. 50° 43' S.; long. 84° 10' AA". A^ariation observed, 22° E. Barometer, 29.G; tem- perature of air, 00° ; of watei', 48°. AA'inds : X. AV., AV. S. AV., AA'. by X". First part, fresh gales ; lying to. At 5 P. M. wore ship and made sail. Middle part, squally, and bad sea running. At 8 A. M. tacked to the S. AV., and at noon to north; latter part, fresh breezes and thick, hazy, rainy weather. Xo ob.servation to-day. Saw a ship to leeward, standing to the northward and eastward. March 14. Lat. 47° 35' S.; long. 83° 10' AV. A'ariation observed, 22° E. Barometer, 29.7; tem- perature of air, 02° ; of water, 49°. AViads: AV. X'. AV., S. AA"., S. by AV. First part moderate, and thick, hazy weather; middle part, squally, with heav\' rain. At midnight, a wind shifted suddenly from X. AV. to S. W., and blowing fresh ; continued so up to noon with a clear sk}' ; ship going 15 knots per hour from 1 A. M. to noon. At 5 P. ]\I. spoke and passed clipper ship Toronto, bound same way, sixty-nine days out. Latter part, fresh breezes and fine weather, with jiassing clouds. Got a good observation to-day. i[arch 15. Lat. 44° 27' S. ; long. 85° 24' AV. A'ariation observed, 22° E. Barometer, 30.00: tem- perature of air, 01° ; of water, 4'^°. AVinds : S. S. AV., S. S. W., S. AV. First and middle parts, fine breezes and fine weather; latter part, light airs and cloudy; smooth sea. Pate, from 14 to 3 knots per hour. March 16. Lat. 43° 37' S.: long. 88° 29' W. A'ariation observed, 22° E. Barometer, 30.20; tern- perature of air, 63° ; of water, 49°. Winds: AV. S. AA^., X. X. AV., S. E. Ccjmes in with light breezes and cloudy. Middle, squally, with rain. At A. M. took a squall of wind from thi> south, which soon cleared 590 THE WIND AND CURRENT CHARTS. the weather. Latter part, gentle breezes and fme weather. Ship going 1-1 knots with light sails. Now shall make a sti'aight eoursc for 115° longitude, in parallel of 37° south, as per your valuable Sniling Direc- tions, which I think much of. John S. Fairan to Licvf. JIfauri/. I have the pleasure of forwarding you the abstract log of the clipper ship Eagle, under nay command, from New York to this port, where I arrived on the 30th ult. You will perceive by it that, from the latter part of the ISth to the 23d January, I had the wind from S. by AY., and south, which obliged me to go farther to the eastward than you rccoinmended, and that I crossed the equator also a little to the ea.st- ward of your route for that month — on the 24tli day. On the 1st February, at noon, during a squall from N. N. K., a whirlwind, veering on its axis from right to left, and moving with an unequal and unsteady motion from E. N. E. to W. S. W., 2iassed within twenty j^ards of the ship's stern, the ship going 6 knots; when right astern, we were taken aback by the eddy for about two minutes, or until it had passed on our c^uarter; it moved at the rate of about five miles per hour, and raised the water as if boiling, and seemed to increase as it progressed ; but the rain that succeeded shortly after, obscured it from our view. I did not take the S. E. trades until in the latitude of 3° 30' S., and had a fair run of 10 days to the River Plata, and, passing through the Straits of Le Maire, I made Cape Horn on the fifty -fourth day. I had to go as far south as 50° 20' S. ; and had bad weather until I reached the parallel of 30°, and found no trade until in 22°, and then on the average at E.N. E., which made me regret striving so much to get to the westward. Uowever, I crossed the equator on the ninety-first day, in 115° 30'. I would call j^our attention to the great fall in the temperature of both air and watci', immediately on passing the line; which, taken in connection with the variableness of tiie wind for some days, the overcast appearance of the weather, and heavy swell coming from the W. N. W., inclines me to think that it has been blowing heavily from the N. W. at some distance in that direction from us, so as to change the direction and interrupt the regular trade, which I think we ought to have carried hirthcr than the parallel of 19° N. You will observe, also, with respect to the currents in the Pacific, that I found none observable after the 15th March, the observations and the dead reckoning agreeing very nearly, excepting on the 18th, when there was a rise in the temperature of 7°, and a great difference in the latitudes by observation and D. P., which would intimate a current uearlj^ south ; but after that there was no indication of auj'. I am bound home from this port, via ll'io de Janeiro, but I have not yet made up my mind what track I shall pursue, and have no data to guide me ; however, I incline to the opinion of not going too far to the eastward. Trusting I shall be able to give you a good report, I remain, dear sir, youi's, &c. Eagle (Jno. S. Fai-ran). Feb, 2(3. Lat. 19° 30' S. ; long. 58° 5-4' W. Barometer, 30.10 ; temperature of air, 1G° ; of water, 16°. Winds : N. to E., E., N. to E. Throughout, winds very variable with cloudy weather. Feb. 27. Lat. 50° 19' S. ; long. (31° 47' W. Current, i knot per hour. Barometer, 29.90 ; tempera- CAl'E IIORX TKACKS. Ci'Ji turc of air, 51° ; of water, 4S°. Winds : strong N., N. W., S. S. W. First part, hazy ; middle, flawy, cloudy, and hazy ; latter, clear. At 7 A. iL 8 fathoms, dark gray sand. Feb. 28. Lat. 51° 20' S. ; long. 05° 5(;' W. I'.aromctcr, 20.81 ; temperature of air, 52° ; of water, -18°. Winds: S. S. W., N. W., N. First part, clear; from 8 to 12, calm; midart, strong gales, with heavj- squalls, hail, and snow; middle, the same. Ends with moderate winds, and snow squalls. March 29. Lat. o6° 35' S.; long. 69° 47' \V. Barometer, 29.60; temperature of air, 36°; of water, 46°. Winds: S. by AY., S. b}^ AA"., S. Commences with strong gales and heavy squalls, and much snow; at 10 A. M. more moderate. Ends with fresh gales and light squalls. March 30. Lat. o{J° 30' S. ; long. 71° 21' AY. Current, 2 knots, E. N. E. Barometer, 29.10; tem- perature of air, 36° ; of water, 43°. AYinds : S., S. by E., S. Commences fresh gales and tine weather ; middle, light, variable wind.s, with light snow squalls. Ends fine; with good observations find a 2 knot current (easterly) for the last three daj's. M:iTch 31. Lat. 56° 07' S.; long. 73° 26' W. Current, 1 knot, E.KE. Barometer, 29.00; tem- perature of air, 36° ; of water, 43°. AYinds : S. S. E., S. by E., S. S. E. First part, strong winds, with light snow squalls; middle, light and variable, with heavy clouds; latter, moderate and fine. April 1. Lat. 55° 36' S. ; long. 78° 18' W. Barometer, 29.45 ; temperature of air, 38° : of water, 43°. Winds : S. E., S., S. S. E. First part, moderate ; middle and latter parts, strong gales, with snow squalls. April 2. No observation. Barometer, 29.64 ; temperature of air, 43° ; of water, 45°. AYinds: S. S. W., S. S. W., S. AY. Commences with strong winds, rain, and snow ; middle, strong winds and cloudy ; latter, strong gales, with snow and rain. . .' April 3. No observation. Barometer, 29.64; temperatui-e of air, 45° ; of water, 46°. Winds : S. AY., S. S. AY., S. Commences with strong gales and thick weather, which continue throughout the day. April 4. No observation. Barometer, 29.85 ; temperature of air, 47° ; of water, 50°. AYinds : S. S. AY., S. W. by S., S. W. Commences with strong winds, and rainy appearances ; midnight, strong gales, and thick cloudy weather. Ends with fresh breezes, and cloudy. Lat. (D. E.) supposed to be about 50° S. A. Chiseborowjh (R. C. Chiseborough), New York to San Francisco. March 19, 1853. Lat. 50° 57' S. ; long. 65° 46' W. Barometer, 30.00 ; temperature of air, 56° ; of water, 52°. Winds: N., W., S. AA''. First part, wind light and pleasant ; middle and latter parts, moderate breezes and pleasant. Barometer varying from 29.55 to 30.20, without any change. March 20. Lat. 53° 24' S.; long. 65° 17 AY. Barometer, 29.90; temperature of air, 58°; of water, 54°. AYinds : S. AY., W., N. First and middle parts, moderate and pleasant ; latter part, light. 696 THE WIND AND CUBKENT CHARTS. March 21. No observation. Barometei', 29.70 ; temperature of air, 58° ; of water, 48°. Wind north. First and middle jiarts, pleasant; latter, foggy; wind varialde. March 22. No observation. Barometer, 29.50; temperature of air, 5G° ; of water, 49°. Winds: yariable throughout. Begins with light winds and a thick fog. At noon, sounded in 40 fathoms ; wore ship to the westward ; at 3 P. M. saw N. W. point of Staten Land bearing E., distant 3 miles ; wore ship to the southward ; strong tide setting E. N. E. ; tacked ship to N. E. ; 8 P. M. fell calm ; 9 P. M., light southerly breeze ; saw the land, bearing east, 8 miles distant ; midnight, rain ; 2 A. M. calm ; 6 A.M. St. Diego bearing W., 10 miles distant; Cape St. Bartholomew, S. by E., 14 miles; being in 45 fathoms water, and finding a strong tide setting to the eastward, concluded not to go through the Straits of Le Maire; ends with light winds; at 11 hours 30 min. Cape St. John, E. S. E., 15 miles distant. March 23. No observation. Barometer, 29.50; temperature of air, 53°; of water, 48°. Winds: W., N. N. E., N. First part, light wind, with fine weather. At G P. M. calm ; 8 P. M. light N. N. E. breeze ; at 10 moderate ; strong current W. S. W., and finding we could not clear Cape St. John, tacked to the west- ward, and stood again for the Straits of Le Maire; at 7 hours 30 min. entered with a strong favorable tide and light north wind; at 9 A. M. passed Cape Good Success; ends clear. March 24. Lat. 56° 29' S.; long. 6()° 40 W. (D. E.) Barometer, 29.30; temperature of air, 49°; of water, 48°. AViuds: N. N. E., calm, W. Begins with light winds and fine weather; middle part, calm; at 2 A. M. strong gales from the westward, with rain and hard squalls ; ends moderate, with the sun out at times. March 25. Lat. (D. E.) 57° 10' S.; long. (D.E.) 68° 50' W. Barometer, 29.00; temperature of air, 44° ; of water, 48°. Winds : W., N., N. W. Begins moderate ; at 3 P. M. Cape Iloru in sight, bearing N. W., 40 miles distant ; 8 P. M. wind light from the northward ; midnight, strong gales ; 4 A. M. squally, with hail ; ends strong gales and heavy sea. March 26. Lat. 58° 15' S.; long. . Barometer, 28.85; temperature of air, 40°; of water, 44°, Winds : W., W., W. S. W. Commences with hard gales and heavy squalls ; at 1 P. M. barometer, 28.85 ; wind increasing; at 2 barometer, 29.10 ; squalls not so heavy ; middle and latter parts, strong gales and hard squalls of liail and rain. March 27. Lat. 57° 40' S. ; long. 70° 10 W. Barometer, 28.80 ; temperature of air, 40° ; of water, 44°. Winds : W. S. W., calm, S. W. First part, moderate ; middle, calm ; at 2 A. M. light from S. E. ; 4 A. M. south; 8 A.M. S. W.; strong gales and squalls; ends same; barometer, 29.10. March 28. Lat. 56° 30' S.; long. 71° 30' W. Barometer, 28.90; temperature of air, 86; of water, 42°. Winds: W., calm, S. W. First part, strong gales; at 9 P. M. calm; 11 P. M. east; 1 A. M. S. E. ; Barometer, 28.70 ; 8 A. M. hard gales, and squalls, and high sea ; ends the same ; barometer, 29.15. March 29. Lat. 55° 40 S.; long. 73° 10' W. Barometer, 29.10; temperature of air, 38°; of water. 42°. Winds : S. W., S. W., S. E. First part, hard squalls and calms ; middle part, light ; at S A. M. light from the eastward ; barometer, 29.20. March 30. Lat. 53° 57' S. ; long. 75° 30' W. Barometer, 20.20 ; tempei'ature of air, 40° ; of water, 43°. CAI'E IIOKN TKACKS. 597 Winds: S. K., S. S. W., S. S. W. First part, liglit i'roni the soutlnvai'd, with light snow sqnalls ; at 3 P. ^L pleasant; middle and latter parts, moderate, with light suo\vs<|na]ls; at 11 hours oO niin. A. M. i)asscd through strong tide rips. March 31. Lat. 52° 48' S.; long. 77° 87' W. Barometer, 29. Temperature of air, 42°; of water, 46°. Wind : variable throughout. Frequent squalls of snow, and .sometimes calm. April 1. Lat. 49° 41' S.; long. 78° 80' W. Barometer, 29.20. Temperature of air, 45°; of water, 47°. Winds: variable, S., S. Fir.st part, variable, with light srjualls of rain and snow. At 6 P. M. strong gales and hard squalls from the southward ; middle and latter parts the same ; at noon barometer, 29.70. Lnchwic (S. riumer), Boston to California. .March 7, 1853. Lat. 47° 51' S. ; long. 03° W. Current, slight, N. Barometer, 29.08. Temperature of air, 54°; of water, 58°. Winds : N. W., S. S. W., W. S. W. Begins with a fine ]S. W. wind and pleasant weather ; at evening, it hauled to the westward. During the night, wind baflling from W. to S. At 8 A.M. sounded in 65 fathoms; black and yellow fine sand. Latter part, fine breezes and pleasant. Baro- meter rather low for such weather, 29.00 to 29.70. Much kelp and sea-weed. 2 A. M. tacked to W., and at 8 A. M. to S. March 8. Lat. 50° 26' S.; long. 65° 83' W. Barometer, 28.88. Temperature of air, 58°; of water, 5S°. Winds: W. S. W., N. W., W. BcErins with light breezes and fine weather; evenint;-, wind hauliii"- to X. W., and increasing; middle, fresh gales; barometer falling, 29.40; latter part, hard gales and cloudy; barometer at a stand, 28.88 ; wind hauling to S. W. March 9. Lat. 51° 22' S.; long. 64° 86' W. Slight northerly current. Barometer, 29.25. Temi}era- ture of air, 52°; of water, 48°. Winds: W. S. W., S. W., S. S. W. First part, hard gales and furious squalls ; middle and latter parts, hard gales. Barometer rising very slowly. March 10. Lat. 51° 51' S.; long. 64° 56' W. Current (per hour), 1 knot, N.N. W. Barometer, 29.30. Temperature of air, 50°; of water, 48°. Winds: S. W. by S., S. W. by W., S. W. Unsteady winds and dark cloudy weather, with showers of rain. At 1 P. ^1. wore ship to the westward, and at 8, to the southward. March 11. Lat. 51° 53' S.; long. 05° 26' W. Current (per hour), f knot, N. Barometer, 29.55. Temperature of air, 49°; of water, 48°. Winds: S. W., S. S. E. to S., S. S. W. Begins with unsteady, gloomy, rainy, and squally weather. Barometer falling. 11 P. M. wind hauled S. S. E. suddenly in a squall; wore to the westward; barometer rose j*y- with this change of wind. Ends with hard gale, rough sea, and clear sky. March 12. Lat. 52° 34' S. ; long. 66° 28' W. Current (per hour), | knot, N. N. W. Barometer, 29.60. Temperature of air, 53° ; of water, 49°. AVinds : S. S. W. to S. E., S. E. to N. E., N. E. to N. N. W. Moderating; sea going down; during the night, a light air hauling to the northward. Ends with a moderate N. N. W. wind and cloudy weather. Barometer from 29.90 to 29.60. March 18. Lat. 54° 50' S.; long. 65° W. Barometer, 29.18. Temperature of air, 51°; of water. 598 THE WIND AND CUKRENT CHARTS. 49°. Winds: N. N. W., N. W., K "W. to W. Begins with light breezes and cloudy. Sounded in from 47 to 54 fathoms. At daylight saw the land. At 10 hours 15 miu. entered the Straits of Le Maire with a fine N. W. wind, which hauled to "W. in the straits. Found a six kuot-curreut setting through, and of course quite a turbulent sea. At noon, Cape Good Success bore S. AY. I W., and Cape St. Bartholomew (Staten Land) P]. J N. (per compass). Clear in the straits, but cloudy over the laud. Barometer falling gradually, with a continued light breeze and pleasant weather. March 14. Lat. 55° 56' S. ; long. 64° 18' W. Current (per hour), h knot, N. E. Barometer, 29.25. Temperature of air, 40° ; of water, 44°. Winds : W., W. S. W., S. AV. by W. Begins with light airs and calms. At 4 P. M. a fresh breeze sprung up at AV. S. AV., which soon became a gale. Middle, hard gales and harder squalls. Latter, more moderate. Saw cape pigeons and other birds. March 15. Lat. 56° 05' S. ; long. 63° 34' AA^. Barometer, 29.60 ; temperature of air, 42° ; of water, 44°. Winds : S. S. AV., S. S. AV. Hard gales and heavy squalls ; wind from S. S. AV. to S. ; wore ship twice ; wind and sea gradually increasing ; no observation. Barometer rising slowly all day. March 16. Lat. 55° 25' S. ; long. 63° 35' AV. Barometer, 29.76; temiierature of air, 44° ; of water, 43°. Winds : S. by W., S., S. by AV. Commences with hard gales and squalls, with snow and hail — wea- ther same during the night. At 6 A. M. saw Staten Land bearing from N. AV. to N. ; wore ship to the S. E. ; latter part, moderating, but squally; found 40 miles northward in the last two days. March 17. Lat. (bearings) 55° 18' S.; long, (do.) 63° 35' AV. Current (per hour) 1 knot, N., 42° E. Barometer, 29.82; temperature of air, 43°; of water, 43°. AVind: S. ; unsteady winds, and cloudy, with hail, snow, and rain, during first and middle parts; latter part, light winds and cloudy. Tacked twice, and laid up well on both tacks. March 18. Lat. 57° 08' S. ; long. 63° 34' AA^. (D. 11.) Barometer, 29.40 ; temperature of air, 45° ; of water, 44°. AA^iuds: S. S. AA^., AV. Begins with light breezes ; during the night, unsteady; morning, fresh- ening. Ends with a settled gale from AA^. ; cloudy during the day, with rain the latter part; barometer falling slowly ; no observation. March 19. Lat. 58° 31' S. ; long. 63° 04' AV. (D. R.) Barometer, 29.45 ; temperature of air, 47° ; of water, 43°. AVinds : AA^. S. AV., AA^. by S., AV. Hard gales and foggy, with rain squalls ; barometer sta- tionary ; a rough, irregular sea running. March 20. Lat. 58° 48' S. ; long. 62° 10' AV. Current (three last daysX 52 miles, N. by E. Barome- ter, 29.55 ; temperature of air, 45°; of water, 39°. AVinds: AV. by S., AV. S. AV., S. AV. by W. Hard gales and rainy, with a bad sea running. 4 A. M. moderated for a short time, a little ; barometer fell to 28.25. March 21. Lat. 59° 25° S. (D.E.); long. 64° 10' AV. (D. R.) Barometer, 29.40; temperature of air, 44°; of water, 40°. AVinds: S. W. by W., W., N. AV. First, unsteady breezes and foggy, with a heavy sea from S. W. ; middle, light N..AV. wind; latter, fine N. AV. wind and foggy; ship pitching heavily into a head sea. March 22. Lat. 60° 19' S.; long. 67° 23' AV. Current, E., 20 miles in two days. Barometer, 29.20; CAPE HORN TRACKS. 599 temperature of air, 44°; of water, 41°. Wind.s : N. W. hy \Y., N. W. by W., W. N. W. Un.steady l)reczes from ^V. N. W. to N. W., and fogg}' througliout. March -IS. Lat. 60° lo' S. ; long. 08° 41' W. Current, ■/ knot per hour, K. X. K. Barometer, 29.02 ; temperature of air, 44° ; of water, 43°. ^\'mh : \V. N. \V., \V., N. N. W. to W. N. W. Begins witli brisk breezes, aud foggy. 6 P. M. tacked to t!ie noilhward ; middle, light air.s, and calm, pleasant. 3 A. M. brisk breeze from N. N. W., tacked to W. Ends squally ; plcut}- of por[>oises, penguins, &c. in sight about the ship. March 24. Lat. 60° 50' S. ; long. 70° 21' W. Current, 1 knot per hour, K. N. K. Barometer, 28.82 ; temperature of air, 45°; of water, 41°. Winds: N. W., W. N. W., N. W. ; winds unsteady, from N. \V. to W.N. W., with squalls, fog, aud rain; from a calm to a gale, with some very pleasant weather. Tacked ship twice ; a heavy swell from W. S. ^V. March 25. Lat. 60° 37' S.; long. 70° 42' W. (D. R.) Barometer, 28.26 ; temperature of air, 43° ; of water, 41°. Winds: N. W. by N., W. by N., W. by IST. Begins with brisk breezes, rainy, and squally, which gradually increased to a gale with heavy squalls and torrents of rain. 8 P. M. a sudden shift of wind to west : wore to the N. Ends with hard gales aud heavy sea running. ilarch 26. Lat. 59° 27' S. ; long. 70° 14' W. Barometer, 28.75; temperature of air, 42; of water, 43°. Winds : W. N. W., W., W. by S. First part, hard gales and squall}^, with a high sea ; middle, hard squalls with rain, sleet, hail, and snow ; latter part, unsteady, but moderating ; snow squalls ; heavy sea from W. S. W. March 27. Lat. 58° 03' S.; long. 71° 00' W. Barometer, 29.00 ; temperature of air, 42°; of Avater, 43°. Winds : W. by N., W. S. W. First part, unsteady breezes with snow sipualls ; middle, calm ; morn- ing, hard gale and hard squalls, from S. W. to W. S. W. Ends with snow aud rain; heavy sea running; no current the last two days. March 28. Lat. 57° 04' S.; long. 72° 40' W. Barometer, 29.00 ; temperature of air, 38° ; of water, 44°. Winds : W. by S., baffling, S. by W. First part, hard gales from westward, and squally ; 8 P. M. fell calm; barometer, 28.60; light snow falling; middle, light breeze from east, which soon hauled to the south, and increased to a gale ; clear weather ; passing snow squalls. Barometer rose at 4 A. M. Ends with a hard gale, hard and long snow squalls, and a heavy sea. March 29. Lat. 56° 08' S.; long. 74° 42' W. Current, J knot per hour, E.X. E. Barometer, 29.12 ; temjierature of ah-, 40° ; of water, 44°. Winds : S. by W., S. W., S. First part, hard gales and hard snow squalls ; middle part, moderate but squally ; latter part, strong gales and cloudy. March 30. Lat. 55° 14' S. ; long. 78° 38' W. Barometer, 29.25 ; temperature of air, 42° ; of water, 45°. Winds : S. by W., S. W., S. Unsteady gales and cloudy with snow squalls and a high sea. Baro- meter fell ,\ or ^*u ; rose again. Many birds about. March 31. Lat. 53° 40' S. ; long. 81° 19' W. A slight westerly current. Barometer, 29.10 ; temper- ature of air, 44°; of water, 46°. Winds: S. W., S. W. by W., S.S. W.toS. First part, light winds aud cloudy with light snow squalls ; middle part, fresh gales and cloudy ; latter part, wind hauling to southward ; heavy gale and heavy sea. 600 THE WIND AND CUKKENT CHARTS. April 1. Lat. 51° 42' S. ; long. 85° 09' W. (D. E). Barometer, 29.85; temperature of air, 45° ; of water, 47°. Winds : S. by E., S., S. by W. First part, hard gales and squally with hail, and a bad sea. Runnino' with wind and sea on the quarter, and shipping much water. Middle, moderating, sea more regular. Ends unsteady gales, cloudy and squally. Barometer rising all day. April 2. Lat. 49° 58' S. ; long. 88° 22' W. Barometer, 30.00 ; temperature of air, 48° ; of water, 48°. Winds : S. W. by S., S. AV., S. W. Eresh and cloudy. Sluj) Fs liter. March 7, 1853. Lat. 49° 48' S. ; long. 64° 05' W. Barometer, 29.20; temperature of air, 51°; Winds : N. AV., S. S. W., W. S. W. First part, strong ; middle and hitter })arts, pleasant breezes. March 8. Lat. 52° 15' S. ; long. 64° 35' AV. Barometer, 28.40. AVinds : AV. S. AV., AV.N. W., AV. S. AV. First part, strong breezes ; latter part, moderate. March 9. Lat. 51° 54' S. ; long. 63° 55' AA^. Barometer, 28.20. AYinds: W. S. AY., AY. S. AY., S. AY. by S. At 9, commenced blowing a hurricane, with a heavy sea. Ship under main spencer, lying to. At 7, shipped a sea breaking adrift water-casks, &c. ; barometer ceased to fall. At 3 P.AI. began to rise ; wind abated a little. March 10. Lat. 52° 50' S.; long. 63° 50' AY. Barometer, 20.90; temperature of air, 45°; of water, 40°. AYiuds : S. AY., AY. S. AY., AY. S. AY. Strong gale ; latter jiart, heavy squalls of hail and rain. March 11. Lat. 53° 53' S. ; long. 62° 55' AY. Barometer, 29.90; temperature of air, 45°; of water, 46°. AYiuds : W. S. AY., S. W., S. AY. ; fresh gales. March 12. Lat. 54° 20' S. ; long. 63° 25' W. Barometer, 29.30 ; temperature of air, 45° ; of water, 46°. AYiuds: S. AY., S. S. E., W.; heavy gales and squalls, first i)art; latter, fresh breeze; made Stateu Land at 2 hours 10 min. A. M. March 13. Lat. 55° 30' S. ; long. 65° 20' AY. Barometer, 28.90 ; temperature of air, 49° ; of water, 45°. AYinds: N. AY., calm, N. AY.; first part, strong breezes and squally looking weather; middle, calm; latter, strong breezes; passed Statcn Land at 5 P. M. March 14. Lat. 56° 23' S.; long. 65° 00' AY. Current, E., 1 knot per hour. Barometer, 29.00; temperature of air, 44° ; of water, 43°. AYinds : AY. S. AY., AY. S. AY., AY. S. AY. ; first part, light and baffl- ing; at 6 P. M. wind increased suddenly to a very hard gale, wdth a heavy hard sea from south. March 15. Lat. 55° 55' S.; long. iiG° 12' AY. Current, N. N. E., Ih knot per hour. Barometer, 29.40; temperature of air, 42° ; of water, 45. AA'inds: S., S., S. ; heavy gales and squalls. March 16. Lat. 55° 38' S. ; long. 65° 45' AY. Barometer, 29.50; temperature of air, 42°; of water, 45°. AYinds : S., S., S. ; heavy gales and squalls. Marcli 17. Lat. 55° 30' S.; long. 65° 00' AY. Current, N. E., 2 knots per hour. Barometer, 29.50; temjterature of air, 50°; of water, 43°. AYinds: baffling throughout. AYe have had 130 miles current, this last 4 days, setting to N. N. E. CAl'E HOKX TRACKS. tiOl March 18. Lat. .57° 10' S.; long. G.")" 30' W. Barometer, 2i).10 ; temperature of air, ol°; of water, i3°. Winds: S. S. Iv, W., \V. by S. ; first part, light and pleasant, latter, heavy gales. March 19. Lat. :>S° 00' S. : long. 05° 30' W. Barometer, 29.00; temperature of air, 52°; of water, |41°. Winds: W. S. W., calm, W. S. W.; first and last part heavy gales with rain, uiiddlc ]iart calm. March 20. Lat. 58° 00' S. ; long. 05° 00' \V. Current, E. N. K., 1 knot per houi-. Ikrometer, 29.30; temperature of air, 50°; of water, 4L A\'iuds: W. S. W., W. S. W., W. S. W.; heavy gales and heavy sea. March 21. Lat 58° 30' S. ; long. GG° 10' W. Barometer, 29.10 ; temperature of air, 50° ; water, -13°. Winds: W. S. W., W. N. \V., ^V. ; light hreezcs, and thick weather. March 22. Lat. 59° 30' S. ; long. 08° 30' W. Barometer, 28.90; temperature of air, 50° ; water, 43°. Winds: W. by X., W. X. "W., W. by N.; first part, light; latter, good breezes. March 23. Lat. 00° 17' S.; long. 72° 15' W. Current, S. E., I knot per hour. Variation, 23° E. Barometer, 28.70; temperature of air, 50°; of water, 42. Winds: W.N. AY., AV. N. AY., N. AY. Fresh breezes. March 24. Lat. 00° 40' S.; long. 74° 40' \Y. Barometer, 28.2; temperature of air, 49°; of water, 41°. AA^inds: N. W., AA^. S. AY., N. W. Strong breezes at 4 A. M., for an hour. Latter part, strong gale. March 25. Lat. 00° 40' S.; long. 74° 45' W. Barometer, 27.90; temperature of air, 49°; of water, 41°. AYinds: AY. X. AY., AY. X. AY., AY. A^ery heavy gales. March 20. Lat. 59° 28' S.; long. 74° 00' AY. Current, east, h knot per hour. Barometer, 28.40; temperature of air, 50°; of water, 42°. AYinds: AY. S. AA^., AY., AY. Last part, fresh breezes with squalls. March 27. Lat. 57° 45' S.; long. 74° 00' AA". Barometer, 28.50; temperature of air, 47°; of water, 43°. Winds: W., S. AY., AY. S. Vi. First part, strong breezes; calm, from P. ]\L to K) P. M. Latter part, strong from AA^. S. AA^. March 28. Lat. 50° 28' S.; long. 75° 15' AY. Barometer, 28.90; temperature of air, 45°; of water, 43°. Winds: W., bafBing, S. by AY. First part, strong breezes and squalls at P. M. to 10 P. M. ; baflling from X. to X". E. ; at midnight, took heavy squall from south. Latter part, strong gales. March 29. Lat. 55° 00' S.; long. 77° 00' W. Current, east, i knot per hour. Barometer, 28.90; temperature of air, 45°; of water, 44°. AA^inds: S. by AY., AY. S. AY., S. E. Fir-st part, strong gales; middle part, moderate ; latter part, strong and squally. March 30. Lat. 52° 50' S.; long. 80° 00' AY. Barometer, 28.90 ; temperature of air, 47° ; of water, 40°. AYinds : S. S. E., S. AY., S. S. E. First part, strong breezes, with squalls ; middle, light ; latter part, strong. ■ .... March 31. Lat. 50° 30' S.; long. 81° 00' AY. Barometer, 28.80; temperature of air, 47°; of water, 46°. AYinds : S. AY., S. S. W., S. S. AY. First part, moderate ; latter part, strong gale. Shi2i Aldeharan. March 4, 1853. Lat. 50° 13' S.; long. 66° 27' W. Barometer, 29.50; temperature of air, 02°; of 76 602 'J'ilK WIND AND CUKHENT CUAKTS. water, 56°. Winds: variable, N. N. E., N. N. W. First and middle, pleasant; latter part, thunder and li"'lituin!i". March 5. Lat. 51° 28' S. ; long. 6(3° 15' W. Barometer, 29.00. Winds: S. W., W., N. W. From 4 P. M. to 4 A. M. heavy gales. March 6. Lat. 53° 18' S. ; long. 65° 11' W. Barometer, 20.50 ; temperature of air, 65° ; of water, 58°. Wind : variable from north to west. Moderate breezes and jileasant. March 7. Lat. 54° 26' S. ; long. W. Barometer, 29.20 ; temperature of air, 54° ; of water, 60°. Wind: IST. W. Comes in fresh breezes from W. N. AV., and cloudy; middle part, same. Lay head to the northward during the night; morning stood to the southward ; A.M. clouds lifting; saw the land. At noon, Cape St. John (Staten Land) bore, per compass, S. E. by E., 20 miles. March 8. No observation. Barometer, 28.70; temperature of air, 56° ; of water, 52°. Winds: W. N. W., W. N. W., N. W. Fresh breezes and pleasant. Passed the land about eight miles off. From 8 to to meridian, faint airs. Ends pleasant. Barometer falling. ?i[arch 0. Lat. 55° 11' S. ; long. W. Barometer, 29.00; temperature of air, 54°; of water, 50°. Winds: N. W., S. W. by W., S. AV. by S. Commences with strong gales, with rain, thunder, and lightning ; from 5 P. M. to 4 A. M., I think as haixl a gale as I ever experienced, and as bad a sea. Baro- meter, 28.65. At 9 A. ^L wind and sea going down; wore ship to the N. AV. ; ends strong gales, but sea falling, and barometer rising. March 10. Lat. 55° 33' S.; long. 62° 38' AV. Barometer, 29.50; temperature of air, 52°; of water, 50°. AVinds : S. S. W., AV. S. W., S. AV. Strong breezes, and pleasant ; ends squally. March 11. Lat. 55° 27' S., long. 62° 40' AV. Barometer, 29.50; temperature of air, 45° ; of water, 45°. AVind : S. AV. Strong gales, and heav}^ sea. March 12. No observation. Barometer, 29.45 ; temperature of air, 48° ; of water, 46°. AVinds : S. S. E., S. AV., N. AV. Strong gales, and rough sea. March 13. No observation. Barometer, 29.40; temperature of air, 44°; of water, 44°. AVinds: W. N. AV., AV., AV. Moderate ; saw land about Cape Horn. March 14. No observation. Barometer, 29.85; temperature of air, 45°; of water, 42°. AVinds: W., S. W., S. AA''. by S. LLeavy gales, and dirty weather. March 15. No observation. Barometer, 29.90; temperature of air, 46°; of water, 44°. AVinds: S., S., S. S. W. Strong gales, and cloudy. March 16. Lat. 56° 30' S.; long. 66° 17' W. Barometer, 30.00; temperature of air, 48°; of water, 46°. AVinds : S., S. S. W., S. S. AV. Begins with strong gales ; ends more moderate. March 17. Lat. 56° 31' S. ; long. 67° 16' AV. Barometer, 30.05. AVinds : S., S. S. E., S. S. E. Light breezes, and cloudy. At noon. Cape Horn bore N. N. W. March 18. Lat. 57° 54' S. ; long. 68° 37' W. Barometer, 29.80; temperature of air, 45° ; of water, 44°. Winds : AV. S. W., AV., AV. S. AV. Begins fixint ; ends strong gales, and bad -sea. March 19. No observation. Barometer, 29.80 ; temperature of air, 50° ; of water, 56°. AVind : S. AV. Very heavy gales, and bad sea. CAI'E HORN TRACKS. 603 March 20. Lat. r>7° 51' S.; long. 00° 2()' W. Barometer, 29.95; temperature of air, 55°; of water, 46°. Winds: \V. l)y S., \V. S. W'., ^V. S. \V. Strong decreasing gales. IVfareli 21. Lat. 57° 58' S.; long. 0'.)° 81/ W. Barometer, 29.75; temperature of air, 46°; of water, 42°. Winds : W. S. W., N. W., W. N. W. Light breezes; fogg}' during the night. March 22. Lat. 58° 34' S.; long. 69° 34' W. Barometer, 29.60 ; temperature of air, 48° ; of water, 44°. Wind : W. N. W. Begins moderate ; ends with strong breezes and passing clouds. March 23. Lat. 5'.)° 02' S.; long. 71° 25' W. T.anmicter, 29.05; temperature of air, 48°; of water, 44°. Wind: W. X. W. Strong breezes, and cloudy. March 24. Lat. 69° 32' S. ; long. 73° 28' W. Barometer, 29.50; temperature of air, 48°; of water, 44°. Winds: W. N. W., X. W. by N., N. W. Barometer falling, and other indications of a blow. March 25. Lat. ; long. . Barometer, 28.75 ; temperature of air, 44° ; of water, 42°. Wind : AV. X. W., and variable. Very heavy gale, and tremendous sea. March 26. Lat. 59° 47' S.; long. 73° 36' W. Barometer, 29.30 ; temjierature of air, 45° ; of water, 43°. Wind: W. IST. W., and variable. Begins heavy gale ; ends more moderate. March 27. No observation. Barometer, 29.40 ; temperature of air, 46° ; of water, 44°. Winds : W. by S., S. S. W., S. W. Strong breezes, and snow squalls. March 28. Lat. 57° 30' S.; long. 75° 30' W. Barometer, 29.60; temperature of air, 50° ; of water, 46°. Winds : AV. S. W., W. S. W., S. S. W. Strong breezes, and snow squalls. March 29. Lat. 56° 07' S.; long. 70° 52' AV. Barometer, 29.50; temperature of air, 56°; of water, 54°. Winds : S. S. W., S. W., S. S. E. Begins with snow ; ends fine rain. starch 30. Lat. 54° 24' S.; long. 79° 52' W. Barometer, 29.50; temperatiiro of air, 50°; of water, 48°. Winds : S. S. AV., S. S. AV., S. Moderate, with snow squalls ; ends pleasant. March 31. Lat. 52° 10' S.; long. 81° 52' AV. Barometer, 29.40; temperature of air, 50° ; of water, 46°. Wind : S. S. E. Latter part, heavy gale of wind ; lying to. April 1. Lat. 50° 28' S.; long. 84° 40' W. Barometer, 29.90; temperature of air, 54°; of water, 52°. Wind: S. S. E. Begins with a heavy gale; ends with fine breezes. Sea Serpent (Howland), New York to San Franci.sco, forty-one days out. March 26, 1853. Lat. 49° 2' S.; long. 64° 36' W. Barometer, 29.00 ; temperature of air, 02° ; of water, 55°; water, 18 feet below the surface, 50°. AA'iuds: N., N. W., S. to S. AV. First and middle parts, brisk and pleasant; latter, light and fine weather; forty-one days out. March 27. Lat. 51° 32' S. ; long. 05° 20' AV. Barometer, 29.00; temperature of air, 52° ; of water, 54°; water, depth 18 feet, 54°. AVinds : N. N. W., N. W., AV. S. AV. Moderate and clear first part ; middle, brisk, unsteady, and gusty; latter, a hard gale and squally. March 28. Lat. 52° 24' S.; long. 60° 00' AV. Barometer, 29.10; temperature of air, 45°; of water, 49°; water, depth 18 feet, 48i°. Winds: W. S. AV., AV., S. AV. Moderate gale and unsettled, first part; middle, unsteady ; latter, strong gale and passing clouds. 604 THE WIND AND CURRENT CHARTS. March 29. Lat. 44° 06' S.; long. 65° 26' W. Barometer, 29.10; temperature of air, 43°; of water, 45°. "Winds: W. S. AY. tlirougliout. First part, strong gale and passing clouds; middle, more moderate and squally. Ends light. At noon, Capo St. Diego, N. N. W. 32 miles. TIio whole land covered Avith suow. March 30. Lat. 54° 46' S.; long. 65° 12' W. Barometer, 29.10; temperature of air, 45° ; of water, 47°. Winds : W. S. W., S. W. to S. S. E., S. W. to S. S. E. Moderate breezes, all night ; light baffling winds and snow sfpialls. Ends same. At noon, Diego N. N. W. 6 miles ; S. W. point Staten Land, S. E. J E. true. March 31. Lat. 55° 00' S.; long. 65° 20' W. Barometer, 29.10 ; temperature of air, 45° ; of water, 46°. AVind : variable i'roni S. S. E. to S. W. Variable squalls of snow ; the tide set through the straits until 5 P. M. ; being in mid passage got into a strong rip, and although we had a livcdcnot breeze, our vessel was unmanageable for an hour, until we cleared it. Tlie current then set us baclv, but the wind coming off the land light, we kept our ground until the morning's tide. I have my doubts, if it is always advisable to attempt tliis strait ; it has detained us full three days; we could have reached the east of Staten Land much sooner with a free sail ; at any rate, our detention in rounding the island conld not have been more. After passing the strait the wind inclined south, so that we could not malce a AV. S. W. course to have cleared the land on the starboard tack. At noon, Cape Good Success bore N. AV. 6 miles. [Let us see how the case really was, and if the Sea Serpent really did lose " full three days" by going through the Straits of Le Maire. The Golden Racer, at the same time, was on tbe san:e voyage, and she was directly east of the Sea Serpent, March 28. March 29, the Sea Serpent was 68 miles farther to the s(jutli ; on the 30th, she was 86 ; 31st, she was 74 ; and April 1, she was 80 miles flirther south, and 6° fortlier west than her com- petitor. The Sea Serpent got clear of the cape, cro.sslng the parallel of 50° in the Pacific two days ahead of the Racer. This, I am sure, does not look like a loss of three days in the straits, but more like a gain of two. March 30, the Simoom (Smith), beat through Straits of Le Maire. On the 31st, she was just 34 miles south of the Sea Serpent. She hugged tbe laud close, and, on April 13, was in 49° 32', and 90° 10' AV., which was nearly a degree ahead in latitude, and in a much better position in longitude. I quote the abstract log of the Golden Racer, that those who choose may compare the two. It will be perceived that she passed east of the Falklands. The Sword-Fish (Collins), was also along there at the same time. She was forced east of the Fallvlands, March 29, lat. 51° 23', long. 57°. April 2, she had only got as far as 55° S., and 63° AV.] April 1. Lat. 55° 50' S. ; long. 66° 14' AV. Barometer, 29.20; temperature of air, 45°; of water, 43°. AVinds: N. AV. to AV. N. AV. ; variable, E. to S. S. E.; light and unsteady; fine weather; variable and squally ; at noon, cape in sight 35 miles distant ; 48 days out. Ajiril 2. Lat. 56° 37' S.; long. 67° 16' AV. Barometer, 29; temperature of air, 46°; of water, 44°. AVinds : all round the compass, calm, N. AV. ; variable four times round the compass, and snow squalls CAPE HORN TRACKS. 605 all niglit ; calm, and hail, sleet, and snow ; at 7 A . M. a breeze from N. W. ; at noon W. S. W. ; at noon cape horc N. 38 miles; saw it at 10 hours ;iO niiu. A. M. ; land entirely covered with snow. Ai)ril o. Lat. 57° 08' S. ; long. 67° 10' W. Barometer, 28.50; temperature of air, 40°; of water, 41°. Winds: W., W. S. ^V., S. W.; strong breezes, hail, snow, and rain all night; strong gales, and squally ; latter, more |)leasant, with an occasional snow squall. April -1. Lat. 5G° 37' S. ; long. 07° 40' W. Barometer, 28.70; temperature of air, 39°; of water, 40°. AVinds: S. W. by W., S. S. W., W. S. AV"., and variable; strong and squally; middle, moderate; latter, variable, all round the compass. April 5. Lat. 58° 17' S.; long. G8° 08' AV. Barometer, 28.(30; temperature of air, 40°; of water, 40°. AViuds: W. S. W., W., N. AV. to N. E.; strong and squally; middle, more moderate; latter, light snow and hail. April 0. Lat. 58° 04' S.; long. G9° 00' AY. Barometer, 28.30; temperature of air, 44°; of water, 42°. AVinds: S. AV., AY., AA". N. A\^. ; strong squalls, hail, and snow; middle, same; latter, mo:-e pleasant. April 7. Lat. 57° 48' S.; long. 71° 02' AY. Barometer, 29 ; temperature of air, 39°; of water, 41°. AYinds : N. AY., AY. N. AY., AY. S. AY. ; light and variable ; middle, rain, strong winds. Ends squally. April 8. Lat. 57° 18' S.; long. 73° 11' \Y. Barometer, 29 ; temperature of air, 40° ; of water, 41°. AYinds: W., AY. S. AY., N. N. AY. ; brisk gale ; middle, moderate ; latter, strong gales, heavy head sea. April 9. Lat. 57° 28' S.; long. 75° 00' AY. Barometer, 29 ; temperature of air, 42° ; of water, 42°. AYinds: N.N. AY., calm, calm. Commences strong; calm from 9 P. ^NI. to noun, with a cross swell and light rain. April 10. Lat. 55° 13' S.; long. 77° 10' AY. Barometer, 29.30; temperature of air, 42°; of water, 42°. AYinds : AY. N. AY., AY. S. AY., AY. S. AA^ ; light and steady ; middle and latter, brisk, and line weather. April 11. Lat. 53° 13' S.; long. 79° 20' AY. Barometer, 30. Temperature of air, 43°; of water, 43°. AYinds: S. AY., AY. S. AA^., calm. Moderate breezes and fine weather ; middle part, hazy. April 13. Lat. 52° 35' S.; long. 81° AA^ Barometer, 29.70. Temperature of air, 48°; of water, 44°. AYinds: N. AY., and N.N. AY. Moderate breezes and fine weather; middle part, strong breezes and rainy hazy weather. April 13. Lat. 50° 34' S.; long. 81° 25' AY. Barometer, 30; tcmperalurc of air, 50°; of water, 47°. AA^inds: W., S. A\^., aud calm. AYeather light and misty; latter part calm; a heavy head sea. May 7. Lat. 5° N. ; long. 106° 43' AY. Barometer, 29.70. Current, 50 miles, N. AY. Temjjcratnre of air, 78°; of water, 82°. AYinds: S. E. by S., S. E., S. by E. Moderate breezes and unsteady faint lightning in the N. E.; we have experienced a strong current, which is uncommon in these parts, and only encountered off the Cape of Good Hope. May 8. Lat. 7° 55' N.; long. 108° 10' AY. Current, 12 miles, N. E. Barometer, 29.70; tempera- ture of air, 80°; of water, 82°. AYinds: S. S. E., S. by AA"., S. AA^ :Moderatc breezes and pleasant; middle part, variable breezes and squally appearances, with rain. May 9. Lat. 9° 52' N.; long. 109° AY. Current, 20 miles, AY.N.A\\ Barometer, 29.70; tempera- 606 THE WIND AND CURRENT CHARTS. ture of air, 83°; of water, 85°. Winds: W.S. AY., W.S.W., W. ]\[oderatc breezes and squally, with rain ; latter part, calm. May 10. Lat. 11° N.; long. 109° 23' W. Barometer, 29.70; temperature of air, 83°; of water, 84°. Winds : W., variable, N. W. Moderate breezes and squally ; latter i>art, steady and pleasant. At 5 P. M. Clifferton Rock bore N. N. W. } W., just visible from the deck, 15 miles distant. This island, in the track of outwarddjound vessels, is about one hundred and fifty feet high, of a conical shape. Care should be taken when approaching it at night. We passed to the northward of it in moderate clear weather, when the roar of the surf warned us of our near proximity. We could not see the island distinctly, but what we supjiosed to be a white cloud, proved in the morning to be the island, bearing E. N. E., 7 miles distant. May 11. Lat. 11° 53' N".; long. 109° 20' W. Barometer, 29.75; temperature of air, 78°; of water, 84°. Winds: N. W., N. E. and calm, N. E. Light baffling winds and calm; throughout the night thunder and lightning ; latter part, moderate breeze and pleasant ; appearances of a trade-wind. May 12. Lat. 14° 04' N.; long. 111° 21' W. Barometer, 29.75 ; temperature of air, 83° ; of water, 85°. Winds: N. E., K E. by E., and N. E. Finst part, light breezes and squally; middle part, moderate and unsteady, with rain; ends, pleasant. Golden Racer (B. M. ISIelcher), Boston to San Francisco. March 26, 1853. Lat. 48° 49' S.; long. 54° 05' W. Barometer, 29.80; temperature of air, 55°; of water, 47°. W^inds : E. S. E., E., N. W. First and middle, moderate breezes; latter part, fresh breezes. March 27. Lat. 51° 30' S.; long. 55° 50' W. Barometer, 29.40; temperature of air, 44°; of water, 44. Winds: N. AY. to S. W., S. W., N. W. Commences with strong breezes; middle part, moderate. Ends with strong breezes and heavy squalls. March 28. Lat. 52° 27' S.; long. 56° 37' W. (D. R.) Barometer, 29.20; temperature of air, 44°; of water, 44°. AYinds : W. by S., AY. byS., AY. by N. First part, strong gales with hail squalls, lying to; middle and latter parts, more modei-ate. Barometer fell ,-„ in four hours. March 29. Lat. 52° 58' S.; long. 56° 42' AY. Barometer, 29.20; temperature of air, 38°; of water, 43°. Winds : W. l)y S., AY. by S., AY. by S. Strong gales and heavy squalls varying from AY. N. W. to S. W., accompanied by hail. March 30. Lat. 53° 50' S. ; long. 57° 36' W. Barometer, 29.00 ; temperature of air, 38° ; of water, 42°. AA'^inds: S. AY., N.toE., S. W. Commences with strong breezes and hail squalls ; middle, light and variable and thick snowy weather. Ends fresh breezes and passing clouds. March 31. Lat. 53° 46' S. ; long. 58° 58' AY. Barometer, 29.30 ; temperature of air, 43° ; of water, 43°. AYinds : S. E., calm, S. AY. Light baffling airs. April 1. Lat. 54° 30' S.; long. 60° 30' AY. Barometer, 29.45; temperature of air, 40°; of water, 44°. Winds: S. AY. by S., calm, S. E. to N". E. First, light; middle, calm ; latter, moderate lireezes with fine weather ; whales in sight daily during the last three days; water colored. April 2. Lat. 55° 19' S.; long. 63° 00' W. Barometer, 29.40; temperature of air, 40°; of water, CAPE HOKN TKACKS. 607 •12 \ "Winds: N.E., X. W. to S. S. E ; S. S. E. to N. W. Commeuces with moderate breezes; middle part, liail squalls. Ends light and variable. Staten Laud insight. April 8. Lat. 56° 42' S.; long. G4° 37' W. Barometer, 28.80; temperature of air, 39° ; of water, 11 39°. Winds: W. by N., S. "W., W.S. W. Commenees with fresh breezes; middle and latter parts, heavy II snow aud hail squalls and southwest swell. April 4. Lat. 5(3° 17' S.; long. G4° 35' W. Barometer, 29.00; temperature of air, 41° ; of water, IJ 41°. Winds: S. W., S., W. S. W. First and middle parts, heavy snow aud hail squalls. Ends with I light airs. j April 5. Lat. 57° 30' S.; long. 65° 00' W. (D. R.) Barometer, 28.80; temperature of air, 40°; of ■water, 40°. Winds: W. N. W., W. S. W., W. by N. First and middle, heavy snow and had squalls. Ends moderate. April 6. Lat. 56° 49' S. ; long. 64° 20' W. Barometer, 29.55 ; temperature of air, 40° ; of water, 41 °. Winds: W. N. W., S. W., W. N. W. Commences with strong breezes; during the afternoon and night hard gales. Ends light airs. April 7. Lat. 57° 29' S. ; long. G7° 35' W. Barometer, 29.00; temperature of air, 40°; of water, 41°. Winds : W. N. W., N. W. by W., W. X. W. to S. W. Commences with light airs ; middle part, fresh breezes. Ends moderate, variable, and thick. April 8. Lat. 57° 32' S.; long. 67° 40' W. Barometer, 29.40 ; temperature of air, 47° ; of w-ater,' 42°. Winds : S. W. by W., S. W. by W.., S. W. to X. W. First and latter parts, variable airs ; middle part, fresh breeze. For ten or twelve days have had a current of about one knot to X. E. or ¥,. X. E. To day have found, by good observations, thirty-five miles current E. X. E. true. April 9. Lat. 57° 30' S. ; long. 72° 40' W. Barometer, 29.10 ; temperature of air, 44° ; of water, 41°. Winds : W. X. W., X. W., X. X. W. Commeuces with fresh breezes ; middle and latter parts, fresh breezes and squally thick mist}' weather. April 10. Lat. 56° 36' S.; long. 74° 00' W. Barometer, 29.70; temperature of air, 40°; of winter, 42°. Winds: S. W., S. W., S. S. W. F'irst and middle parts, light breezes; heavy sea from westward. Ends with fresh breezes and squally weather. April 11. Lat. 54° 17' S.; long. 76° 36' W. Barometer, 30.15; temperature of air, 44° ; of water, 42°. Winds : S. W., S. W., W. First part, strong breezes ; middle, moderate ; latter, light and variable. April 12. Lat. 54° 58' S.; long. 80° 36' W. (D. R.) Barometer, 29.70; temperature of air, 40° ; of water, 41°. Winds: W. by X., X. W., W. X. W. Begins moderate; middle and latter parts, thick misty weather. April 13. Lat. 53° 27' S.; long. 82° 20' W. Barometer, 30.00; temperature of air, 42°; of water, 43°. Winds: S. E., S. E. to X. E., X. First part, calm and light breezes; middle, fresh breezes. Ends moderate, variable breezes, and cloudy. April 14. Lat. 52° 16' S.; long. 85° 42' W. Barometer, 30.00; temperature of air, 42° ; of water, 608 THE WIND AND CUKRENT CHAKTS. 44°. Winds: N. W., N. W.to S., S. W. Begins with thick rainy -weather; middle, strong breezes. Enart, with lightning ; latter, a strong west wind and pleasant. April 2. Lat. 46° 17' S. ; long. 01° 30' AY. Barometer, 29.13 ; temperature of air, 40° ; of water, 52°. AYinds : AY. by S., S. S. AY., S. S. AY. First part, strong and squally ; middle, more moderate ; latter, fresh, with rain. April 3. Lat. 47° 18' S. ; long. 02° 11' AY. Barometer, 29.02 ; temperature of air, 53° ; of water, 53°. AYinds: S. AY. by S., AY.S. AY., AV. by S. First and middle parts, fresh breezes and squally; latter part, fresh breezes and pleasant. April 4. Lat. 47° 52' S. ; long. 63° OS' AA". Barometer, 29.00 ; temperature of air, 51° ; of water, 52°. AYinds : AY., S. S. AY., AY. Eirst part, strong breezes and squally, with lightning to the S. S. AA^. ; barometei", fluctuating 16 inches ; middle })art, with rain ; at 10 P. M. barometer 28.80 ; latter, strong moderating wind, with a large sea from S. S. AY. April 5. Lat. 49° 03' S.; long. 62° S3' AA^. Barometer, 29.54; temperature of air, 51°; of water, 50°. AA^inds : S. AA^., S. S. AY., W. Strong breezes and pleasant. April 0. Lat. 50° 40 S. ; long. 63° 31' AY. Barometer, 29.50 ; temperature of air, 51° ; of water, 48°. CArE IIOUN TRACKS. 609 Winds: W., S. W. by W., W. S. W. Moderate and jilcasaiit, first part; middle, light airs and dew; latter, light airs and pleasant. April 7. Lat. 53° 2G' S. ; long. G3° 55' W. barometer, 28.92 ; temperature of air, 50 ; of water, 4G°. A\^inds: N., N., N. N. W. First, light airs and jjleusant; middle, fresh and overcast; latter, light winds, ' : drizzling, and foggy ; no observation. April 8. Lat. ui° 25' S. ; long. 6o° 00' W. Barometer, 28.90 ; temperature of air, 4i° ; of water, -l-i". R Winds : X. N. W., S. W. to S. E., S. E. First part, light airs and foggy ; middle, fresh breezes and overcast ; latter, light breeze and clear weather; tide rips; current setting N. E. April 9. Lat. 51° -if S. ; long. 64° 35' W. Barometer, 20.0-4 ; temperature of air, 4G°; of water, 48°. Winds: S. E., calm, W. X. W. First part, light winds and ]ilea.sant; many tide rip.s; middle, calm and pleasant ; latter, moderate and pleasant. April 10. Lat. 56° 00' S.; long. GG° 45' W. Barometer, 29.00; temperature of air, 48°; of Avater, 49° . Winds : X. X. W., X. W . by X., X. Fresh, moderate, and light breezes, and pleasant weather. April 11. Lat. 5G° 11' S. ; long. 69° 53' W. Barometer, 29.53; temperature of air, 44°; of water, 48°. Winds : S. S. E., S. S. E., S. Commences with fresh breezes, with rain and thick fog ; ends moderate, with snow scpialls. April 12. Lat. 56° 48' S. ; long. 72° 56' W. Barometer, 29.30 ; temperature of air, 45° ; of water, 45°. Winds : S. S. W., W. S. W., X. W. by W. First part, moderate breezes and pleasant ; middle, light airs and calm; latter, strong and rainy. April 13. Lat. 55° 56' S. ; long. 75° 48' W. Barouietcr, 29.50 ; temperature of air, 42° ; of water, 45°. Winds : W. S. W., S., S. E. Light and moderate unsteady winds, with, during the first and middle parts, rain and mist ; ends pleasant. April 14. Lat. 55° 02' S.; long. 79° 00' W. Barometer, 29.20; temperature of air, 44°; of water, 45°. Winds: X. W., X. W., S. S. W. Commences and ends with light breezes ; during middle part, fresh and light winds and rainy. April 15. Lat. 53° 06' S. ; long. 81° 10' W. Barometer, 29.46 ; temperature of air, 42° ; of water, 46°. ^\^inds : S. W., S. W. by S., S. W. Fresh and moderate breezes and cloiidy, with squalls and some rain. April 16. Lat. 51° 17' S. ; long. 82° 54' W. Barometer, 29.6G ; temperature of air, 43° ; of water, 48°. Winds: S. W. throughout. Fresh, moderate, and light breezes, and cloudy, squally weather. April 17. Lat. 50° 10' S. ; long. 84° 19' W. Barometer, 29.50 ; temperature of air, 45° ; of water, 48°. Winds: S. W. throughout. Moderate and light baffling winds and cloudy weather. Paragon (Samuel Duncan), Xcw York to San Francisco. April 17, 1853. Lat. 50° 19' S. ; long. 62° 16' W. Temperature of air, 4G° ; of water, 46°. Winds : S. W., S. W., W. S. W. Comes in strong, with passing clouds; middle part, strong, with snow-squalls; ends, blowing hard ; close-reefed topsails ; heavy head sea. 77 610 THE WIND AND CURRENT CHARTS. April 18. Lat. 51° 13' S. ; long. 62° 31' W. Temperature of air, 18°; of water, 1G°. Winds: "W. S. W., W. S. W., W. Strong breezes and clear; lieav}' Lead sea; stood four hours to the N. W. April 10. Lat. 52° 12' S.; long. 62° 10' W. Temperature of air, 17° ; of water, 16°. Winds : W. by S., W. by S., W. b}' S. Strong breezes ; ends, hazy and overcast. April 20. By bearings, lat. 51° 50' S. ; long. (m° 10' W. Temperature of air, 16° ; of water, 16°. Winds: W. by S., W. by X., W. Commences brisk and clear; middle, do. uutil 2 A. M., when it became cloudy, with small rain ; 1 A. M. under close reefs ; 8 A. M. saw Capo St. Diego, S. S. W., distant 4 leagues; at 10 A. M. it bore west; at noon Good Success Bay bore west ; a moderate southerly tide; mountains covered with snow. Ends moderate, thick, and rainy. Seventy days out. April 21. Lat. 55° 59' S. ; long. 63° 11'. Temperature of air, 10°; of water, 38°. Winds: S. W., S. W., W. S. W. Commences light; at 1 P. M. calm, and the tide ahead; I was afraid of drifting back through the straits. At 3 P. M. the breeze sprung up, and enabled us to clear the land before dark. Middle, wind increasing, with snow-si|ualls. Ends, heavy gales with snow. Lying to. April 23. Lat. 55° 16' S. ; long. 65° 08' W. Temperature of air, 38° ; of water, 10°. Winds: S. S. E., S. E., calm. Commences fresh, with appearances of better weather ; middle, moderate ; ends calm antl cloudy. No observation. Land in sight, bearing north. April 21. Lat. 56° 22' S. ; long. 67° 00' W. Current, cast, IJ miles per hour. Temperature of air, 41°; of water, 16°. Winds: N. E., N. E., N. E. Calm, until 3 P.M., then a light breeze. Middle and latter parts, moderate and fine. At noon. Cape Horn bore N. W. by N., distant, 10 leagues. April 25. Lat. 57° 10' S. ; long. 73° 08' AV. (D. P.). Current, 1 mile east, per hour. Temperature of air, 15° ; of water, 12°. AViuds: N. E., N. E., N. E. Commences with a moderate breeze, and cloudy. 5 P. AI. thick and rainy. Spoke a vessel that sailed 10 days before us. Sexually and rainy daring the night. Ends, strong breezes and cloudy. April 26. Lat. 56° 17' S.; long. 76° 37' W. (D. P.). Current same. Temperature of air, 41°; of water, 13°. AYinds : K E., K K AV., N. N. AV. Commences brisk, with beautiful weather; during the night, strong breeze, and thick, rainy weather; ends strong breezes, with a black, heavy appearance. April 27. Lat. 57° 17' S. ; long. 77° 3i)' AV. Current, E., f mile per hour. Temperature of air, 14° ; of water, 43°. AVinds : N. E., N. AY., N. W. Commences with strong breezes ; middle, strong and squally; ends more moderate. April 28. Lat. 50° 22' S.; long. 80° 09' AY. Temperature of air, 43°; of water, 44°. AYinds: N. AY., N. N. E., E. Commences moderate, with a large ground swell from AY. S. AY. ; middle, fresh and squally, with rain; ends very light, with thick fog. April 20. Lat. 54° 35' S. ; long. 81° 02' AY. Temperature of air, 11°; of water, 11°. Winds : S., AY. S. AY., N. AA^. Commences strong and foggy ; middle, moderate ; ends light. April 30. Lat. 51° 10' S. ; long. 83° 27' W. (D. P.). Temperature of air, 17° ; of water, 11°. AYinds : N. AY., N. AY., N. AY. First part, moderate, with fog ; middle, same, with drizzling rain ; ends fresh. Noon, wind veered to west, and the weather cleared. C.M'K llOIiX TRACKS. (jll Jlay 1. Lilt. 52° 13' S.; long. 81° 40' W. Temperature of air, 47°; of water, 48°. Winds: W., ■\V. N. W., N. AV. Comes in uiotlcratc ami fine; niidtUe and latter parts, frcsli, with good weather. At 8 F. it. observed a comet, bearing AV. S. AV., about 15° high. May 2. (D. E.) lat. 50° 41' S. ; long. 79° 48' AV. Current, X., I mile per hour. AVinds : X. W., W. K. AV., AV. by X. First part, fresli and cloudy ; middle and latter, strong, with thick and dirty weather. May 3. (D. R.) lat. 49° 13' S.; long. 79° 00' AV. Current, .y mile per hour, X. Temperature of air, 50°; of water, 51°. AViuds; AV., AV., W. S. W. Strong breezes, with thick, rainy weather dui'ing the night. Herculean (AV. M. Chamberlin). April 20. Lat. 50° 18' S.; long. G5° 01' AV. Barometer, 29.48; temperature of air, 47°; of water, 46°. A\"iuds: calm, X'. X. AA'., X. AV. ]\liddle and latter parts, fresh breezes. April 21. Lat. 52° 25' S.; long. 65° AV. Baroinetei-, 29.38; temperature of air, 43°; of water, 44°. AA'inds: AV. N. AV., S. AV., S. AV. by S. First part, fresh breezes and pleasant; middle, strong winds and cloudy, witb some rain. Barometer fell to 29.12, and when it commenced rising, the wind hauled to S. AV. Ends, strong winds, with heavy squalls of hail, snow, and rain. April 22. Lat. 52° 88' S.; long. 63° 55' AV. Barometer, 29.50; temperature of air, 36°; of water, 44°. AVinds : S. S. AV., S. S. E., S. E. First part, strong winds and heavy sea ; middle, more moderate ; ends cloudy, with light winds. April 23. Lat. ; long. . Barometer, 29.05; temperature of air, 36°; of water, 42°. Winds: S. E., E. S. E., X. E. Commences light winds and cloudy; middle part, light winds and calm; latter part, light airs and thick. April 24. Lat. 55° 19' S. ; long, (bearings) 65° 15' AA^. Barometer. 29.60; temperature of air, 40°; of water, 44°. AVinds: X., X. X. AV., X. E. Commences thick and light winds ; middle, fresh winds, thick and rain3% 7 A. M. entered the Straits of Le Maire; 7 hours 30 min. St. Diego bore AV. X. AV. AVhen the weather cleared, saw Staten Land bearing E.X. E. Ends, strong winds and squally, with rain. April 25. Lat. ; long. . Barometer, 29.40 ; temperature of air, 40° ; of water, 42°. AVinds : E. X. E., E. X. E., X. E. Strong winds and thick rainy weather. April 26. Lat. 56° 24' S. ; long. . Barometer, 29.40 ; temperature of air, 40° ; of water, 42°. AVinds: X. E., X., X^. AV. First part, strong winds and cloudy; middle and latter parts, strong gales and squalls of hail and rain. April 28. Lat. 56° 18' S.; long. 78° 4' AV. Barometer, 29.05; temperature of air, 42°; of water, 41°. AVinds: X., X. E., calm and variable. Commences strong winds and cloudy ; 4 P. Af. more moderate ; 8 P. M. strong winds and squally; barometer fell to 28.92 ; ends, light airs and calm. Dead reckoning puts the ship in 80° 15' W., consequently, we have had an easterly current. April 29. Lat. 55° 6' S. ; long. 79° 20' AV. Barometer, 29.80 ; temperature of air, 43° : of water, 42°. 612 THE WIND AND CURRENT CHARTS. Winds: S., S. W., W. N. W. Begins with light winds, and cloudy; middle, strong breezes; ends, light winds and calm. April 30. Lat. ; long. . Barometer, 29.75; temperature of air, 41°; of water, 42. "Winds; N. "W., N. AY., N. K. W. Fresh breezes and foggy, with a drizzling rain. RLay 1. Lat. ; long. . Barometer, 29.90; temperature of air, 43°; of water, 42°. "Winds: "W. S. W., 'W., N. W. 1 P. M. the weather cleared ; middle and latter parts, fresh breezes and thick. May 2. Lat. ; long. . Barometer, 29.75 ; temperature of air, 45° ; of water, 43°. "Winds: N. W., W. N. ^y., W. N. W. strong winds, and thick, rainy weather. May 3. Lat. 52° 54' S. ; long. 81° 30' "W. Barometer, 92.38 ; temperature of air, 44° ; of water, 44°. "Winds: calm, AV. S. "W., W. S. W. Middle part, fresh winds, with rain squalls; ends, strong gales and clear; ship leaking badly. May 4. Lat. ; long. . Barometer, 29.51; temperature of air, 44°; of water, 43°. "Winds: AY. S. AY., S. AY., S. AY. Begins strong winds and clear weather ; middle, heavy gales and hard squalls ; ends moderate and thick. May 5. Lat. ; long. . Barometer, 29.49 ; temperature of air, 48° ; of water, 46°. AYinds : AY., AY. N". AY., AY. N. AY. Strong winds and thick weather ; ends, strong gales. May 0. Lat. ; long. . Barometer, 29.44 ; temperature of air, 50° ; of water, 48°. AYinds : N. AY. by AY., N. AY. by AY., W. N. AY., and baffling. First and middle parts, strong gales and thick rainy weather ; ends with baffling winds and rain. New York (David C. Baxter). April 22, 1853. Lat. 50° 55' S.; long. 57° 00' AY. Barometer, 28.09; temperature of air, 38°; of water, 42°. Winds: S. S. AY., S. W., S. S. AY. First part, a moderate breeze; at 8 P. 'M. -wind increasing; midnight, blowing a heavy gale ; at 8 A. M. moderating ; ends with a moderate breeze. April 23. Lat. 50° 48' S.; long. Gl° 36' AY. Barometer, 29.01 ; temperature of air, 40°; of water, 43°. AV^inds : S. by AY., S. by E., S. First part, strong breezes and smooth sea, with snow ; middle part, brisk breeze ; ends pleasant ; made the Jason Isle (Falkland Islands) bearing S. S. "W. 12 miles. April 24. Lat. 52° 14' S. ; long. 63° 12' AY. Barometer, 29.00 ; temperature of air, 40° ; of water, 41°. AYinds: AY., N. N". A\''., N. N". E. From 1 to 6 P. M., calm; then a breeze from west; middle part, brisk breezes; latter part, strong breezes and thick Aveather ; saw findiack whales. April 25. Lat. 56° 10' S. ; long. 63° 30' AY. Barometer, 29.01 ; temperature of air, 38° ; of water, 40°. AYinds : N. N. E., N. N. E., N. N. E. Strong breezes, with snow squalls. April 26. Lat. 57° 20' S. ; long. 69° 00' AY. Barometer, 28.09 ; temperature of air, 41° ; of water, 41°. AYinds: N. N. E., N. E., K AY. Commences a moderate gale; middle, heavy squalls; ends brisk breezes. April 27. Lat. 57° 31' S.; long. 74° 20' AY. Barometer, 28.05 ; temperature of air, 40° ; of water, CAPE IK)|{\ TRACKS. 01;] 40°. Winds: N. W., N. W., W. N. W. Fii'st ]iart, strong increasing breezes; miikllc part, heavy squalls; ends, strong winds, witli a licavy S. "\\^. swell. April 28. Lat. 57° 17' S.; long. 76° 02' \V. Barometer, 28.0G; teniperatnre of air, 40°; of water, 40°. Winds : W. N. W., N. AY., N. First part, .strong breezes, with a heavy S. W. swell ; middle, .srpially ; ends fine weather, light airs. April 29. Lat. 55° 45' S. ; long. 79° 08' W. Barometer, 29.01; temperature of water, 42°. Winds; S., W., N. W. Commences, and until 2 P. yi. calm ; then a good breeze ; middle part, occasionally foggy ; cuds fine ; saw a great many whales. April 30. Lat. 55° 52' S.; long. 82° 40' W. Barometer, 29.03; temperature of water, 42°. Winds: X. W., N. W., W. X. W. Foggy; at 11 A. M. wiud hauled W. S. W., tacked to X. \V.; saw a great mau}' whales ; I thiuk, s])erm and right. May 1. Lat. 53° 20' S.; long. 80° 10' W. Barometer, 29.04 ; temperature of air, 42° ; of water, 44°. Winds: W. N. W., W. X. W., X. W. by W. Strong head winds. May 2. Lat. 53° 00' S. ; long. 80° 00' W. Barometer, 29.00 ; temperature of air, 42° ; of water, 44°. Winds : W. X. W., W. X. W., W. by X. Commences with a strong breeze, which increased to a gale ; wore to the northward. May 3. Lat. 52° 38' S. ; long. 79° 40' W. Barometer, 29.01 ; temperature of air, 42°; of water, 44°. Winds : W., W., W. S. W. Commences blowing a gale ; more to the S. W.; during the uio° OW W. (D. R.); mueh current, by appearances. Barometer, L".».15; temperature of air, 52°; of water, 4;.")°. Winds: E. N. E., N. E., E. by S. At 2 P. M. thick wea- ther, and very bad to run for land ; fresh breeze; at P. M. made a high blulT; land has the appearance of an island— took it to be one of tlie new islands. Tacked and stood ofl" X. N. \V^.; at midnight, tacked jain, E. S. E., and stood over but saw nothing; hauled up south at noon ; wind growing light, sea smooth, and strong tide rips; rau.st set strong to tlu; eastward, as J cannot sec Staten Land. May 1. Lat. 54° 4(5' S. ; long. ()o° OG' W. (D. R.) A strong current, easterly. Barometer, 29.80; temperature of air, 52°; of water, 4<)°. Winds: N. E., light, calm, calm ; light N. Iv winds first ))art, and thick, rainy weather ; fog and rain all night ; smooth sea, and a very strong current somewhere by the many- tide rips; no sun to be seen since the 29th ult., consequently, cannot find out how much current, nor its course ; see penguins. May 2. Lat. 5(3° o' S.; long. GG° 27' W. Barometer, 29.50; temperature of air, 50°; of water, 46°. Winds: calm, S. W., W., W. X. W., calm, and thick fog until 4 P. M. ; a light breeze .sprung up from S. W. by W.; at 8 fine, clear weather. The third mate called me to see a cov)cl — a good-sized comet, about 8° S. W. from the middle star of the belt of Orion ; latter part, strong W. X^. W. wind to sun this day. May 3. Lat. 57° 3' S. ; long. 66° V W. Current, for (bur days, easterly, only 1° 5'. Barometer, 28.75 ; temperature of air, 4(1° ; of water, 42°. Wind W., W. Ijy S., W. S. W. Commences with a violent gale for a few hours; middle jiart, more moderate ; latter part, violent snow storm, a very heavy sea, thick ■weather; did not see the comet; good ob.scrvation; found I had not lost so much as I anticipated — 40 miles in three days' current. May 4. Lat. 57° 41' S.; long. 65° 52' W. Yery little current. Barometer, 28.40; temperature of air, 43° ; of water, 39°. Winds : S. W., W. S. W., W. S. W. S.pially weather, snow, hail, rain, &c. ; wore ship to southward ; middle part, wind very strong in scjualls ; saw two barques; saw the comet, but a long way X. E. of where we first saw it, in about 12° X. E. of Orion Belt, going very fast to the eastward ; latter part, very heavy squalls, as much as a close reef can stand. May 5. Lat. 58° 13' S. (D. R.); long. 60° 34' W. (D. R.) Barometer, 28.40 ; temperature of air, 41° ; of water, 38°. Winds: S. W. by W., W. by S., W. S. W. Strong heavy squalls, with rain, hail, and snow all day and night. Barometer rose to 28.70 ; at 4 P. M. fell to 28.30 ; some three or four of the mo.st terrific squalls I ever witnessed in the night; mastheads, yardarms, every one of them, had a bright light. After 7 A. M. barometer commenced rising; at noon, barometer, 28.50 ; heavy head sea; no observations; comet not in sight. . ■ ' ' May 6. Lat. 57° 47'. S. (D. R.); long. 70° 19' W. (D. R.) Barometer, 28.50; temperature of air, 41°; of water, 38°. Wind all around the compass. Barometer rose to 28.95 and then fell to 28.50. A squally day with a rough sea. Xot able to make much headway. 620 THE WIND AND CURRENT CHARTS. May 7. Lat. 58° 03' S. ; long. 68° -10' W. Strong easterly current for the last three days. Baro- meter, 28.88; temperature of air, 47°; of Avater, 42°. Winds all around the compass. Cloudy with rain and very rough head sea. Ship dipping a great deal of water ; men breaking down ; barometer rising and falling as the day before. Cape Horn is no bugaboo. It is much worse than I expected. 55 days out. May 8. Lat. 57° 50' S. (D. E.); long. G9° 30' W. (D. 11.) Appearances of a strong easterly current. Barometer, 29.25; temperature of air, 40° ; of water, 45°. Winds : S. W., W. N. W., N. W. Commences squally. At 1 P. M. wind hauled to S. W. ; blew a hard gale, and then hauled back to N. W. Barometer from 29.10 to 29.37, and fell to 29.25 as the wind hauled to the westward. Wild looking weather. May 9. Lat. 58° 25' S.; long. 72° 52' W. Barometer, 29.85 ; temperature of air, 45° ; of water, 40°. Winds: N. N. W., W. N". W., W. by N. Stormy, and such a head sea that we cannot get along; several sharp flashes of lightning to S. S. E. of us. May 10. Lat. 58° 51' S. (D. E.) ; long. 73° 50' W. Barometer, 29 ; temperature of air, 45° ; of water, 41°. Winds: W., AV., N. W. Snow squalls and lightning in the south; short S. W. sea; barometer unsteady. May 11. Lat. 59° 32' S. (D. E.); long. 73° 4G' W. (D. E.) Current, E.N. E., 30 miles. Barometer, 28.80 ; temperature of air, 45° ; of water, 40°. Winds : W. N. W., W. N. W., N. W. Heavy gales, with hail, rain, snow, &c. May 12. Lat. 59° 23' S.; long. 75° 40' W. Barometer, 28.40; temperature of air, 46°; of water, 39°. Winds: W., N. N. W., W. N. W. Light winds; nearly calm. Barometer fell from 28.90 to 28.40. Latter part, squally, with hail, rain, and snow ; Aviud increasing. May 13. Lat. 58° 09' S. ; long. 76° 25' W. Barometer, 28.86 ; Winds: N. and N. W., S. W., S. S. W. to W S. W. Commences with a gale, with heavy squalls of hail, rain, and snow. Barometer unsteady; squalls the same, without any apparent effect on the barometer; I do not trust to it. At noon a gale at W. S. W. May 14. Lat. 56° 16' S.; long. 75° 55' W. Barometer, 28.90 ; temperature of air, 48° ; of water, 42° ; Winds : S. W., W., W. Commences with a strong moderating gale ; sea heavy, and breaking over the ship everywhere ; trying to get north ; it is of no use to try to get to the westward here ; barometer acts curiously here, rising and falling very often and very fast. May 15. Lat. 56° 35' S. ; long. 77° 59' W. Barometer, 29.20 ; temperature of air, 44° ; of water, 44°. Winds: W. | N., N. W. by W., N. W. by W. Commences with thick, stormy weather, wdth rain, hail, and snow ; flashes of lightning. Latter part, more moderate, thick mist, heavy head sea. Barometer falling. May 16. Lat. 56° 38' S. ; long. 78° 04' W. Current, 50 miles, the last three days. Thick, cloudy, and all sorts of bad weather. Winds: N. W. by W., W. S. W., W. by N. Barometer, 28.90; tempera- ture of air, 52° ; of water, 42°. May 17. Lat. 54° 41' S. (D. E.) ; long. 78° 35' W. (D. E.) Barometer, 29.60 ; temperature of air, 42° ; CAPE HORN TRACKS. 621 of water, 42°. Winds: "W. N. W., S. ^Y., and ^Y. S. W. Stormy -looking weatbcr; blowing liard in squalls ; short head sea. May 1.^. Lat. 52° 39' S.; long. 78° 45' W. Barometer, 20.90; temperature of air, 4s° ; of water, 42°. Winds: AV., W., variable. Stormy weather ; moderated during the night ; noon almost calm ; at 11 A. M. a light breeze sprung up at E. N. E. Barometer high. May 19. Lat. 50° 15' S.: long. 82° 22' W. Current, S. E., 20 miles. Barometer, 28.35 ; temperature of air, 54°; of water, 48°. Winds: E. N. E., E. X. E., variable. Commences Avith fine weather; wind soon increased; barometer foil very fast, ranging between 29.80 and 28.35; wind inerca.sed to a gale; during the forenoon liaulcd to the westward, going around by soutli. ilay 20. Lat. 50° OG' S.; long. 84° 00' W. Barometer, 28.30; temperature of air, 55° ; of water, 48°. Current, 16 miles, south. Winds: N. W., N. W., N. N. W. and S. W., 1 lunir. Cloudy and a^ually; wind hauling to the northward. Barometer ranges from 28.35 to 28.50, too low to venture much sail. At 11 A. ^I. wind came out S. W. May 21. Lat. 48° 08' S.; long. 83° 15' W. Barometer, 28.70. Winds: S. W. and W., W. N. W., W. All appearances of a S. W. wind, which amounted to nothing; during the evening rainy; weather generally bad. Houqua (Richard W. Dixey). April 25. Lat. 49° 1' S.; long. 63° 43' W. Barometer, 29.20 ; temperature of air, 45 ; of water, 49°. Winds: N. W., N. X. E., E. First part, line winds, and pleasant; middle and latter, strong winds, and cloudy. April 26! Lat. 52° 14' S.; long. 64° 06' W. Barometer, 29.70; temperature of air, 45; of water, 46°. Winds : E., E., E. N. E. ; fine winds, and cloudy. Birds and kelp in abundance. April 27. Lat. 54° 39' S.; long. 62° 45' W. Barometer, 29.60; temperature of air, 44°; of water, 46°. Winds: N. E., N. E., N". ; strong Avinds, and cloudy ; middle, sti'ong gales. Lay to for daylight and the land. April 28. No observation; 64° 45' W.(D. R.) Barometer, 29.60; temperature of air, 40°; of Avater, 39°. Winds: N., variable, N. E.; strong Avinds, and cloud)-. At 2 P.M. judged the ship clear of Statcn Laud ; hauled up S. W. by S. April 29. Lat. 57° 06' S.; long. 68° 30' W. Barometer, 29.65; temperature of air, 43°; of water, 43°. Winds: K N. E., N. N. E., S. ; strong winds, and thick Aveather ; middle, moderate and rainy ; latter, moderate and foggy. April 30. Lat. 56° 52' S. (D. R.); long. 70° 12' W. Barometer, 30.00; temperature of air, 41°; of water, 43°. Winds: S. S. E., variable, calm; light breezes, and clear; middle, do.; latter, do. and foggy. At 7 P.M. a bright comet, bearing W. S. W. per comp., alt. 10° 20', in fine view; its range and tail about E. and W. true. May 1. Lat. 57° 22' S. (D. R.) ; long. 72° 22' W. Barometer, 29.90 ; temperature of air, 42° ; of water, 622 THE WIND AND CURRENT CHARTS. 43°. TVincIs: calm, W. N. W., variable. First, calm, and thick foggy weatlier; middle, squally; latter, strong winds and thick. May 2. Lat. 5S° 10' S. (D. E.) ; long. 73° 48' W. Variation observed, 28° 00' E. Barometer, 29.00 ; temperature of air, 41°; of water, 43°. Winds: "\Y., W., W. ; strong gales, and thick weather; middle, strong gales ; latter, strong gales and snow squalls. May 3. Lat. 57° 15' S.; long. 72° 18' W. Current, E., 1 mile per hour. Barometer, 28.84 : tempera- ture of air, 39°; of water, 41°. Winds: W. S. W., W. S. W., W. S. W. ; heavy gales first part ; middle, less wind; latter, squally. May 4. Lat. 56° 57' S.; long. 71° 00' W. Barometer, 28.62; temperature of air, 37°; of water, 41°. Winds : W. S. W., W. S. W., W. S. W. ; heavy gales and heavy sea ; snow squalls ; lying to. May 5. Lat. 57° 10' S. ; long. 70° 00' W. Barometer, 28.65 ; temperature of air, 36° ; of water, 42°. Winds : W. S. W., W. S. W., W. S. W. ; heavy gales, with snow squalls at times. At 7 hours 30 min. a violent squall passed over the ship. Apparently at the time of its striking her, a meteor, about the size of a man's head, burst at the masthead, and resembled a large rocket ; came down the mainmast and passed oS" to leeward withoiTt doing any damage; thank God for the mercy; ship hove to. May 6. Lat. 57° 19' S.; long. 70° 10' W. Barometer, 28.62; temperature of air, 41°; of water, 42°. Winds : W. S. W., variable, W. S. W. ; heavy gales ; high sea running ; part of the time hove to. May 7. Lat. 57° 32' S.; long. 69° 45' W. Barometer, 28.95; temperature of air, 37°; of water, 43°. Winds: W. S. W., N. W., W. S. W. First part, heavy gales; middle, calm; latter, heavy gales; lying to. ]\ray 8. Lat. ; long. 71° 30' W. Current, E., 1 mile per hour. Barometer, 29.60; temperature of air, 41° ; of water, 42°. Winds: W. S. W., variable, N. W. ; strong gales, and cloudy; high sea. May 9. Lat. 58° 20' S.; long. 72° 59' W. Barometer, 23.80; temperature of air, 40° ; of water, 40°. Winds : N. N. E., W. N. AV., W. N. W. ; strong gales, and very heavy squalls ; cloudy. The sea runs very liigli- ■ ' ' May 10. Lat. ; long. 74° 30' W. (D. E.) Barometer, 29.10; temperature of air, 39°; of water, 41°. Winds: W. X. W., W. N. W., W. N. W.; heavy gales and clear, first part ; snow and rain squalls, latter ; occasionall}^ a chance to make sail, but for verj^ short periods. May 11. Lat. ; long. 75° 50' W. (D. E.) Barometer, 29.10; temperature of air, 39°; of water, 41°. Winds: N. W., N. AY., N. W.; heavy gales and rain; 7 P. 'SI. violent squalls; middle, snow and rain ; clear at intervals. Ends, strong gales and clear. May 12. Lat. ; long. 77° 05' W. (D. E.) Barometer, 28.37 ; temperature of air, 42°; water, 42°. Wind: variable throughout; moderate and cloudy; 10 A. M. barometer very low; made ready for a heavy gale ; ends, strong gale ; hove to part of the day. May 13. Lat. ; long. 7G° 45' AV. (D. E.) Barometer, 28.26 ; temperature of air, 35° ; of water, 39°. AYinds: IST. AY., N. W. ; very heavy gales and squally; high sea. May 14. Lat. 58° 22' S. ; long. 73° 00' AY. Barometer, 29.20 ; temperature of air, 41° ; of water 42°. Winds: S. AA"., W., AY.; heavy gales and squally ; rain and hail. CAI'E UORN TKACKS. ' 623 May 15. Lut. : long. 73° 22' W. Barometer, 29.25; temperature of air, -12°; of water, 42°. Winds: W., W. X. W., ^V. N. W.; strong gales and squally. May 16. Lat. 57° 27' S. ; long. 73° 4i' W. Barometer, 29.50 ; temperature of air, 37° ; of water, 42°. Winds: X. AV. by W., W. X. W., W. by S. ; strong gales, rain and fog; middle, do. and rain; latter, moderate. . . May 17. Lat. ; long. 75° 03' W. Barometer, 29.40; temperature of air, 38°; of water, 41°. Winds: X". W., W. S. W., S. \V. ; .strong winds and clear; latter part, strong gales and cloudy. May 18. Lat. 56° 02' S. ; long. 74° 42' W. Barometer, 29.70 ; temperature of air, 41° ; of water, 43°. Winds: W. S. W., W. S. W., W. S. W. ; strong gales and heavy squalls; middle, squally, hail and rain. May 19. Lat. ; long. 78° OS' W. Barometer, 28.90: temperature of air, 42°; of water, 43°. Winds : W. S. W., X. X. E., X. E. ; first, moderate and cloudy; middle, do. ends hard storm. May 20. Lat. ; long 80° 18' W. Barometer, 28.17 ; temperature of air, 46° ; of water, 43°. Winds : X. E., X. X. W., X. X. W. ; heavy gales and thick weather ; lying to ; shipped a sea, doing some slight damage ; ends moderate and cloudy. May 21. Lat. ; long. 81° 21' W. Barometer, 28.60; temperature of air, 43°; of water, 42°. Winds: X. W. by W., variable throughout ; commences moderate and cloudy; barometer, low ; often the barometer has indicated heavy weather, when it was not experienced; generally very correct. May 22. Lat. 53° 49' S. ; long. 81° 05' W. Barometer, 29.50; temperature of air, 33°; of water, 41°. Winds: variable throughout ; squally, with hail, rain, and snow. May 23. Lat. ; long. 82° 40' W. Barometer, 22.60; temperature of air, 43°; of water, 42; Winds : W. S. W., W., W. ; first, and middle parts, strong winds and squally ; latter, strong gales and rainy. May 24. Lat. 49° 10' S. ; long. 83° 00' W. Current, X. E., about | knot. Barometer, 29.90; tempera- ture of air, 46°; of water, 48°. Winds: W. S. W., W., W. ; strong gales, and thick weather; midnight, rainy; latter, moderate. Barque Parthian (Smith). May 13, 1853. Lat. 50° 55' S. ; long. 63° 52' W. Barometer, 29.1 ; temperature of air, 50° ; of water, 48°. Winds : X., X. W., S. S. W. Fine weather ; whole sail breeze. May 14. Lat. 53° 17' S.; long. 64° 38' W. Barometer, 29.3; temperature of air, 47°; of water, 47°. Winds : W. S. W., W., W. S. W. Middle and latter parts, strong breeze and clear. Double reefs. May 15. Barometer, 29.3; temperatui-e of air, 46°. Wind: W. At 10 P. M. hove to for daylight, to pass through the Straits of Le Maire ; at 9 A. M. entered and at noon cleared the straits. Fine weather ; all sail. May 16. Lat. 56° 40' S. ; long. 67° 1' W. Barometer, 29.2 ; temperature of air, 45° ; of water, 43°. Winds : X. W., W., S. W. Middle part, strong breeze and rainy. Ends calm, with a heavy S. W. swell. At meridian, Cape Horn W. by N. 15 miles. 624: THE WIND AND CURRENT CHARTS. May 17. Lat. 57° 59' S. ; long. 68° 40' AV. Barometer, 28.7 ; temperature of air, -42° ; of water, 43°. WiDcls: N., N. W., S. S. W. First and middle parts, moderate and rainy. Ends with a hard gale, with snow squalls. May 18. Lat. 58° 21' S. ; long. . Barometer, 28.9 ; temperature of air, 40° ; of water, 41°. Winds : S. S. W., W., W. S. W. Throughout, a hard gale and squally. May 19. Lat. 58° 51' S. ; long. — — . Barometer, 29.0 ; temperature of air, 39° ; of water, 40. Winds : W. S. W. Latter part, moderate, inclining to calm. May 20. Lat. 58° 32' S. ; long. . Barometer, 28.2 ; temperature of air, 44° ; of water, 41°. Winds: N. E., N., N. N. W. Latter part, strong breeze and rainy. Double reefs. May 21. Lat. 58° 45' S. ; long. 77° 10' W. Barometer, 28.1 ; temperature of air, 44° ; of water, 41°. Winds : N. N. W., N. W., W. N. W. Throughout, and at times rainy. Barometer, 28 lower than I have ever seen it. At meridian, rising a little ; since my last chronometer observations, the current, if any, very trifling to the N. E. ...... May 22. Lat. 57° 47' S. ; long. 78° 53' W. Barometer, 28.0 ; temperature of air, 40° ; of water, 39°. Winds: N., varial)le, W. S. W. Moderate, with much snow; middle part, wind went round the com- pass, from W. to N. and E., and W. May 23. Lat. 55° 50' S. ; long. . Barometer, 28.7 ; temperature of air, 40° ; of water, 40°. AVinds : W. S. W., W., W. by N. Latter part, rainy ; double reefs in the topsails. May 24. Lat. 53° 40' S.; long. . Barometer, 29.0; temperature of air, 46°; of water, 42°. Winds : W. S. W., S. W., W. S. W. Third and last parts, moderate and fine weather ; all sail. May 25. Lat. 53° 2' S. ; long. . Barometer, 28.5; temperature of air, 40°; of water, 43°. Winds : W. S. W., N. W., W. S. W. Third and last i^arts, blowing hard, with much rain, and heavy head sea ; double reefs. May 26. Lat. 50° 40' S. ; long. 81° 25' W. Barometer, 28.7 ; temperature of air, 47° ; of water, 44°. Winds : S. W., S. W., W. S. W. Middle and latter parts, moderate ; all sail. Lanlao (Geo. 11. Bradbury). May 15, 1853. Lat. 51° 15' S.; long. 68° 10' W. Winds: N. K W. to N. throughout. First part, moderate ; middle, strong ; and latter, fresh breezes. Bluff, at Santa Cruz, in sight, bearing W. N. W. ; sea very smooth. May 16. Lat. 53° 05' S.; long. 56° 30' AV. AYinds: N. to W., N. W. throughout. Moderate and cloudy; nasty swell from N. N. E. May 17. Straits of Le Maire. Current, N. E., strong. Barometer, 29.37. AVinds : W. N. AY. to N. N. AY., W. N. W., N. N. W. to S. AY. First part, moderate and fine ; middle, moderate and overcast ; made Bell Mountain at 2 A. M., and soon after passed Cape St. Diego ; was struck by a S. W. squall (in the middle of the straits), which settled into a heavy gale ; ran back, and lay to under the lee of St. Diego. May 18. Off Cape Good Success. Current, N. E., strong. Barometer, 29.80 ; temperature of air, 42° ; C.Vl'E IIOKX TRACKS. 625 ipf water, 45°. Wiudrf: S. W., W., S. W. First part, strong gales and heavy squalls; middle, moderate ; stood for the straits, and passed Cape Good Suceess at daylight; at noon it bore N. by AV., distant 15 miles; the mountains covered with snow. May 19. Lat. 56° 10' S. ; long. G(5° 30' W. Current, easterly, light. Barometer, 29.G5 ; temperature of air, 41° ; of water, 44°. Winds : W., W., and ealm; calm, and K. E. to N. Strong gales and heavy squalls until midnight ; then light to 4 A. M. ; calm to 6 A. M. ; breezed up from east, and round to north ; at noon, fresh. :May 20. Lat. 5G° 00' S. ; long. 71° 30' AV. Current, easterly, light. Barometer, 28.70; temperature of air, 46° ; of water, 46°. Winds : X. X. K., X. X". E., X. Strong breezes and cloudy ; ends rainy ; at 4 P. M. Cape Horn X. by W., 15 miles ; the laud at 9 A. AI., X. X". E. May 21. Lat. 57° 00' S. ; long. 75° 30' W. Barometer, 28.62 ; temperature of air, 43°. AViuds: X. "W. by N. throughout. Strong gales, with occasional lulls; little rain; sipialls, not heavy. May 22. Lat. 57° 40' S.; long. 77° 00' W. Barometer, 28.52 ; temperature of air, 35° ; of water, 42°. Winds : N. N. AY., X. AY., AY. Commences fresh and rainy, and threatening. At 3 P. M. a heavy squall, which lasted three hours and settled into a strong west gale ; 6 A. M. moderating. Ends, strong breezes and squally. May 23. Lat. 55° 00' S.; long. . Barometer, 29.10; temperature of air, 42°; of water, 42°. Winds : W. S. W., AA'. by S., AY. Strong breezes with heavy snow squalls. May 24. Lat. 53° 25' S. ; long. 79° 00' AY. Barometer, 29.75; temperature of air, 41°; of water, 44°. AYinds : AY. to AA'. S. AY. throughout. Fresh gales and rainy with heavy S(j^ualls. Ends fresh but moderating ; snoAV and hail in the squalls. ]\Lay 25. Lat. 52° 25' S.; long. 79° 45' W. Barometer, 29.05; temperature of air, 45°. AYinds: W. S. AY., calm, AY. to X.X. AY., AY. Fresh until 6 P. M., then calm; middle, strong gales and squally. Ends, do., with sleet, hail, &.c. ; heavj^ sea from southwest. May 26. Lat. 49° 45' S.; long. 79° 25' AY. Barometer, 29.25 ; temperature of air, 45°; of water, 4ii°. Wind : AY. by X". to W. by S. throughout. Com.meuces strong gales and hard S(p.ialls. Ends the same, but moderating; hail, snow, and rain in the squalls. Competitor (Aloses IIows). May 18, 1853. Lat. 50° 58' S. ; long. 63° 52' AY. Barometer, 29.90 ; temperature of air, 47° ; of water, 46°. AYinds : S. W. by S., S. S. W., and S. S. AY. Strong head winds. May 19. Lat. 54° 07' S. ; long. 63° 45' AY. Barometer, 29.70. (Broke the thermometer.) AYinds : S. AY., S. W., and X.AY. First part, strong breezes ; latter part, more moderate. At 4 A.M. wind hauled to the northwest; weather fine. At noon made Staten Land, S. S.E., 36 miles distant. May 20. Lat. 56° 34' S. ; long. 68° 34' W. Barometer, 29.50. AYinds : X., X., and X'.X. W. Begins fine breezes from the north. At 4 P. M. passes the east end of Staten Land, four miles distant. At 4 A. M. Cape Horn, north ten miles ; during the night, squally with rain. Latter part, moderate ; all sail set. Xoon, Isle Diegos X. AY. one mile distant. 79 026 TUE WIND AND CUBRENT CHARTS. May 21. Lat. 07° -±0' S. ; long. 72° 20' W. Barometer, 29.10. AVinds : N., N., and W.by N. Strong winds and S(|aally, witli rain. ■ ■■ ■ May 22. Lat. 57° 30' S.; long. 7-4° 20' W. Barometer, 28.50. Winds : W.N. W., N., and W. S. W. A heavy sea and gale ; shipping much water; washed oft' the eagle and .split the stem ; three feet water in the hold ; Avorked the pnmps till midnight. Ship making three inches water per hour. May 23. Lat. 56° 08' S. ; long. 73° 50' AV. Barometer, 28.70 ; Winds : W., W. S. W., and W. S. W. Strong gales, heavy sea and thiek weather. May 24. Lat. 50° 03' S. ; long. 75° 1 0' W. Barometer, 29.30. Winds : W. S. W., S. W., and W. S. W. Strong gales; ship leaking three and a half inches per hour. Ends cloudy and heavy sea. May 25. Lat. 55° 50' S.; long. 76° 50' W. Barometer, 28.50. Winds: S. W. by W., W.KW., W. N. AV^. First part, strong breezes ; latter part, moderate with rain. May 26. Lat. 55° 48' S. ; long. 77° 50' W. Barometer, 28.40. Winds: W., AV. N. W., calm. A heavy swell. At daylight, put the ship before the wind ; all hands emploj'ed strapping the bows together ; put four jiarts of chain around through the hawse-pipes, and set it up with lashings over the bowsprit and across the stem. Ends with dark and gloomy weather. May 27. Lat. 54° 58' S. ; long. 79° 10' AV. Barometer, 29.00. Winds: K, AV.N.W., and K E. Begins with light breezes from the northward; made all sail; fine weather. May 28. Lat. 53° 18' S. ; long. 79° 40' AA^. Barometer, 28.80. AVinds : E., S. AA"., AV. S. AV. First part, light breezes ; latter part, a gale. May 29. Lat. 52° 12' S. ; long. 79° 45' W. Barometer, 29.15. AVinds : AV. S. AV., S. AV., and S. AV. Heavy gale and sea; middle part, more moderate; latter part, heavy sipialls. i[ay 30. Lat. 51° "12' S.; long. 79° 5' AV. Barometer, 27.02. AVinds: S. AV. by AA^ S. S. AV., AV. S. AV. A'iolent gales. May 31. Lat. 51° 14' S. ; long. 78° 30' W. Barometer, 29.10. AVinds : AV. by S., W. S. W., AV. S. AV. Violent gales and a heavy sea. June 1. Lat. 50° 42' S. ; long. 78° AV. Barometer, 29.10. AVinds : AV. S. AV., AV. by S., W. S. AV. Violent gales and heavy sea. Fhjinrj Cloud (Creesy), New York to San Francisco, forty-live days out. June 12, 1853. Lat. 52° 17' S.; long. 67° 06' W. AVinds: N. AV., AV.N. W., S.S.AV. First part, fresh ; middle and latter, strong gales, clear, and cold. June 13. Lat. 54° 35' S. ; long. 65° 21' AV. AVinds : S. S. AV., AV. N. AV., AV. N. AV. Strong gales. At noon. Cape Sau Diego bearing S. E. by E., distant 10 miles. June 14. Lat. 56° 22' S.; long. 07° 34' AV. AVinds: AV. N. AV., AV. N. AV., baHling; strong gales and very heavy squalls from off the land; passed through the Straits of Le Mairc; middle part, moderate and cloudy; latter, threatening weather. Juiie 15. Lat. 56° 32' S. ; long. 69° 08' AV. Winds: S., S. AV. by S., S. AV. First part, moderate, CAPK IIOKN TRACKS. 627 with lieavy squalls of snow aiul bail. At hours 30 miu. Diego Kamirez Islands in sight, bearing south 5 miles distant ; middle part, heavy squalls ; latter part, hard gale, with harder stjualls. June IG. Lat. 55° 18' S.; long. 72° 27' ^\^ Winds: S. S. W., calm, S.S.E. First part, hard gale, with heavy squalls: middle j)art, mostly calm; lattei', hard squalls. June 17. Lat. 53° 07' S.; long. 76° 18' \V. Winds: S. S. E., calm, baffling. First part, strong gales, with heavy squalls ; latter, faint ; barometer, 30.30. June 18. Lat. 53° 38' S. ; long. 81° 50' W. Winds : baffling, X. X. W., X. X^. W. First part, light and squally; middle, strong gale; latter, very heavy gale. At 11, hove the ship to. Barometer fell rapidly to 28.35. June 19. Lat. 53° 10' S. ; long. 81° 23' W. Wind : 'SV. X. W. throughout. First part, hard gale without violent squalls; ends moderate. June 20. Lat. 50° 5G' S. ; long. 77° 57' W. Wimls: baffling, baffling, and X. W. Strong and squally. Bad sea, running shiji continualh' under water; double reefed sails. Golden Era (E. P. Sleeper). June 3, 1853. Lat. 51° 18' S.; long. G5° 31' W. Barometer, 29.3 ; temperature of water, 44°. Winds: W. X. W. Moderate breezes. At 8 A. AL sounded ; had 75 fathoms water. June 1. Lat. 53° 05' S. ; long. 01° 49^ W. Barometer, 29.2 ; temperature of air, in the cabin, 51° ; of water, 44°. Winds : W. S. W., W. S. W., variable, X. W., variable. Light breezes, and pleasant. June 5. Lat. 54° IS' S. ; long, not observed. Cape St. John, Staten Land, bearing S. E. by S. Baro- meter, 29.00 ; temi^erature of air in the cabin, 48° ; of water, 43°. Winds : W. X. W., X. W., X". W. to S. E. Light breezes. At daylight, Staten Laud in sight ; plenty of snow — very good place to slide down hill. June 6. Lat. (D. E.) 54° 25' S. ; long. (D. E.) 63° 25' W. Barometer, 29.00; temperature of air, 46° ; of water, 42°. Winds : E., S. E. by S., S. E. by S. First part, light breezes ; middle and latter, fresh breezes, and thick, with snow squalls. June 7. Cape St. John bearing S. W. by S., 45 miles distant. Barometer, 29.30 ; temperature of air in the cabin, 42°; of water, 42°. Wind: S. Fresh gales and snow squalls all this day. June 8. Lat. p. E.) 55° 40' S. ; long. (D. E.) 62° 00' AV. Barometer, 28.9 ; temperature of air, 42° ; of water, 40°. Winds: S., W., S. W. Fresh gales, with snow squalls. June 9. Lat. (D. E.) oiJ° 09' S. ; long. 62° 07' W. Barometer, 28.9 ; temperature of air in the caViin, 37° ; of water, 39°. Winds : S. W., S. W., to S. S. W., S. E., variable. Fresh gales and snow squalls. June 10. Lat. 56° 04' S.; long. 62° 25' W. Barometer, 29.3 ; temperature of air in the cabin, 34° ; of water, 38°. Winds : S. E., S. E. to S. W., S. W. Fresh gales, with heavy squalls of snow and hail. Plenty of ice about deck. June 11. Lat. (D. R.) 56° 51' S. ; long. (D. E.) 62° 03' W. Barometer, 29.1 ; temperature of air, 32° ; of water, 36°. Winds : S. W., S. W., variable, S. S. W. to S. The same as the last 24 hours. 628 THE WIND AM) CURRENT CHARTS. June 12. Lat. (D. R.) 5(3° 17' S. ; long. (D. 11.) 64° 12' W. Barometer, 29.8 ; temperature of air, 31°; of water, 36°. "Wimis ; S. S.E., S. E., S. S. E. to S. The same as the last 21: Lours — darnVl unpleasant. June 13. Lat. r..:)° iO' S. ; long. Gi" 30' W. Barometer, 29.8 ; temperature of air, 34° ; of water, 35°. Winds : S. S. W., S. AV. liy S., S. W. by S. Fresh gales, with heavy squalls of snow and liail ; a very bad sea. June 14. Lat. 56° 16' S. ; long. 63° 45' W. Barometer, 29.7 ; temperature of air, 36° ; of water, 35°. Winds : S. S. W. to S. W., S. W. by S., S. S. W. Weather the same as yesterday. June 15. Lat. (D. E.) 56° 09' S. ; long. (D. R.) 64° 40' W. Barometer, 29.80 ; temperature of air, 43° ; water, 37°. Winds : S. S. W. to S., S. to S. S. W., S. W. to W. Fresh gales and cloudy, with a very bad sea. June 16. Lat. (D. R.) 57° 00' S. ; long. 64° 17' W. Barometer, 29.5 ; temperature of air, 44° ; water, 36°. AVinds : AV., AY. by S., AY. S. AY. Ileavy gale, thick and rainy. June 17. Lat. (D. R.) 57° 44' S. ; long. (D. R.) 63° 43' AY. Barometer, 29.4 ; temperature of air, 45° ; of water, 36°. AA^inds : AY. S. AY., AY. S. AY. AYcathcr the same as yesterday. June IS. Lat. (D. R.) 58° 28' S. ; long. (D. R.) 63° 16' AY. Barometer, 29.4 ; temperature of air, 45°; of water, 37°. Winds: S. AY., AY. S. AY., AY. liy S. Heavy gale, thick and rainy weather; very bad sea. June 19. Lat. 57° 33' (D. R.) S.; long. (D. R.) 63° 40' AY. Barometer, 29.20 ; temperature of air, 42° ; of water, 40°. Winds : AY. by S., AY. N. AY., AY. to S. AYeather the same as yesterday. June 20. Lat. (D. R.) 57° 48' S.; long. (D. R.) 03° 48' W. Barometer, 29.1 ; temperature of air, 43° ; of water, 36°. AYinds : S. E. to N". E., N. E. to N. W., N. W. by N. First part, very light breezes ; latter part, fresh, thick, and rainy ; very bad sea. June 21. Lat. (D. R.) 58° 39' S.; long. (D. R.) 64° 30' AY. Barometer, 28.7 ; temperature of air, 38° ; of water, 32°. AYinds: S. AY. variable, AY. IST. AY., AY. by N. variable. First and middle parts, fresli breezes; latter, fresh gale, with snow. June 22. Lat. (D. R.) 59° 27' S. ; long. (D. R.) 64° 30' AY. Barometer, 28.7 ; temperature of air, 25° ; of water, 29°. AYinds: AY. S. AA''., AY. variable, AY. to S. AY. Fresh gale, and light breezes; very heavy S(|ualls of snow and hail throughout. June 23. Lat. (D. R.) 59° 47' S.; long. (D. R.) 64° 30' AY. Barometer, 29.00; temperature of air, 16°; of water, 28°. AYinds: AY. to S. W., W. N. W., calm. First part, fresh gale; at 2 A. M., calm; at daylight the whole ocean was one sheet of ice, or slush, from aljout six to ten inches in thickness; no water to be seen; ends with fresh breezes; snow throughout. June 24. Lat. (D. R.) 59° 00' S. ; long. (D. R.) 69° 15' AY. Barometer, 29.2 ; temperature of air, 20° ; of water, 36°. AYinds: E., E. by S., S. E., variable. Fresh gales, with a regular "down east" snow storm. At 3 P. M. run out of the ice. For the last three days the vessel has been covered in ice, being from one to two feet thick on the outside. June 25. Lat. (I). R.) 58° 4-7' S. ; long. (D. R.) 71° 34' W. Barometer, 29.2 ; temperature of air, 27° ; of water, 36°. AYinds : S. E., S. E. variable, S. E. Light breezes and calms ; moderate snow squalls. CAl'K IIOHN THACKH. 029 June 26. Lat. (D. R.) 57° 30' S. ; long. (D. R.). 74° 21' ^Y. liarometer, 29.0 : temperature of air, 37° ; of water, 39°. Winds : S., S. by ^Y., S. to AY. S. "\Y. Virst part, liylit breezes ; middle and latter, moderate breezes, thick and rainy. June 27. Lat. 50° 12' S. ; long. 70° 00' \V. r>arometer, 29.7 ; temperature of air, 39° ; of water, 40°. Winds: S. S. W. to S. W., S. S. W., S. W. by S. Fir.st part, moderate breezes, with light snow squalls; latter part, quite pleasant for Cape Horn ; but if I was in any other part of the world I should call it unpleasant. June 28. Lat. 55° 26' S. ; long. 78° 24' W. Barometer, 29.50 ; temperature of air, 39° ; of water, 40°. Winds: S. S. W., S. S. W., calm. Moderate breezes and (piite jtleasaut. June 29. Lat. 53° 35' S. ; long. 79° 18' W. Barometer, 29.50 ; temperature of air, 38; of water, 41°. Winds : S. W., W. S. W., S. W. to W. Light breezes throughout. June 30. Lat. (D. R.) 52° 45' S. ; long. (D. R.). 79° 30' W. Barometer, 29.1 ; temperature of air, 39° ; of water, 41°. Winds : W., W. to W. X. W., AY. by N. First part, fresh breezes, hinds a heavy gale, with squalls of hail. July 1. Lat. 50° 49' S. ; long. 79° 55' W. Current, E., 40 miles during the last 24 hours. Baro- meter, 29.4 ; temperature of air, 39°; of water, 42". Winds : S. W by S., S. W., S. W. by W. Fresh gales with very heavy sea. Squalls of hail and snow. Ship White Stjuall (S. Kennedy), New York to San Francisco. May 28, 1853. Lat. 50° 7' S.; long. 63° 37' W. Barometer, 29.40 ; tempernturc of air, 48° ; of water, 48°. Winds : Y"., X. AY., X'. Moderate all day ; cloudy weather. May 29. Lat. 52° 6' X. ; long. 63° 32' W. Barometer, 28.80; temperature of air, 44° ; of water, 44°. AYinds : X., X. W., S. IModerate ; very gloomy. May 30. Lat. 52° 31' S. ; long. 63° 18' AY. Barometer, 28.30 ; temperature of air, 48° ; of water, 46°. AYinds: S., calm, baffling. Begins calm; ends X. E. gale. May 31. Lat. 54° 30' S. ; long. 63° 31' W. Barometer, 28.90 ; temperature of air, 40° ; of water, 38°. Winds: calm, E., X.E. Strong gale until 4 A.]\[., when it hauled to the S. AY. and cleared up. June 1. Lat. 56° 32' S. ; long. 66° 2' W. Barometer, 29.80 ; temperature of air, 38° ; of water, 38°. Winds: X'. E., X. E., S. AY. The same low barometer until 2 A.M., then rises, and the wind hauls X.E.; moderate. June 2. Lat. 56° 45' S. ; long. 66° 28' AY. Barometer, 29.30 ; temperature of air, 34° ; of water, 36°. Winds: AA"., S.W., calm and X.E. Begins fresh breezes X'.E. ; at 10 P. AI. X. AY. Ends a gale at west, and snow. June 3. Lat. 57° 34' S. ; long. 68° 43' AY. Barometer, 29.90 ; temperature of air, 32° ; of water, 34°. Winds : X. E., N. AY., AY. S. W. Commences a gale at AY. S. AY. Ends more moderate. June 4. Lat. 57° 47' S. ; long. 68° 47' W. Current, E. X. E., 27 knots per day. Barometer, 29.95 ; 030 THK WIND AND CUERKNT CHARTS. temperature of air, 33°; of water, 37°. Winds: S. W., ^Y., ^Y. Commences a moderate gale; ends a moderate breeze. Saw Diego Kamirez, bearing N. W. by N. June 5. Lat. 56° 40' S. ; long. 68° 54' W. Current, E., 35 knots per day. Barometer, 29.70; temper- ature of air, 34°; of water, 42°. Winds: AY., N. W., S. E. Strong breezes and passing snow squalls all day. June 6. Lat. 55° 47' S. ; long. 75° 30' W. Current, E. S. E., 15 knots per day. Barometer, 29.70; temperature of air, 2S°; of water, 41°. Winds: S. S. E. throughout. Fine breezes all day; saw Aurora Australis. June 7. Lat. 52°49'S.; long. 78° 57' AV. Current, C.E., 25 knots per iVdj. Barometer, 30.10; temperature of air, 32° ; of water, 43°. AViuds: S. S.E., S., S. AV. Cloudy weather all day. Moderate breeze. June 8. Lat. 49° 12' S.; long. 77° 4G' W. Current, E., 10 knots per day. Barometer, 30.15 ; tem- perature of air, 36° ; of water, 45°. AVinds: AV., N. AY., N. AA^ Nearly calm all d;iy. SJi>2i Victory (0. G. Lane), New York to San Francisco, 55 days out. June 15, 1853. Lat. 51° 03' S.; long. 56° 49' W. Barometer 28.60 ; temperature of air, 44°; of water, 42°. Winds: N. N. AY., N. AV., AY. S. AV. First part, heavy gales and haz}'; second part, fresh breezes; third part, at times calm, and Hue breezes with mist and rain. June 16. Lat. 52° 12' S. ; long. 56° 20' W. Barometer, 28.90. temperature of air, 31 ; of water, 42°. AVinds : AV. S. W., S. AV. by W., S. AV. by AY. First part, fresh and rainy ; sccoud part, hard gales, and heavy snow-squalls ; third part, heavy gales and tliick snow-squalls. June 17. Lat. 52° 13' S.; long. 55° 50' AV. Current, E. N. E., IJ knot per hour. Barometer, 29.45; temperature of air, 32° ; of Avater, 41°. AVinds: S. AY., S. AY., S. W. Strong breezes with snow squalls. June 18. Lat. 52° 54' S. ; long. 54° 38' AA^. Current, K E. by E., 1 mile per hour. Barometer, 29.62; temperature of air, 37°; of water, 40. AVinds: S. AY., S. S. AY., S. S. AV. Fresh breezes with snow squalls. June 19. Lat. 53° 40 S. ; long. 57° 00' AY. Barometer, 29.40 ; temperature of air, 40 ; of water, 41°. AVinds: S. S. AY., N. AY., N. AV. by AV. First and second parts, fresh breezes ; third part, gale. June 20. Lat. 54° 30' S. ; long. (50° 46' AY. Barometer, 28.85 ; temperature of air, 42° ; of water, 42°. AVinds : N. W. by AY., AV. N. AA"., N. AV. First part, strong gale and cloudy ; second and third parts, fresh and cloudy. June 21. Lat. 55° 05' S. ; long. 63° 43' AV. Current, E. N. E., h knot. Barometer, 28.60 ; tempera- ture of air, 42° ; of water, 41°. AVinds : N. AV. by AY., AV. N. AV., N. N. AV. First part, moderate, cloudy, and misty; second part, moderate and foggy; third part, light and pleasant. June 22. Lat. 56° 20' S. ; long. 66° 30' W. Current, IJ knot, N. N. E. Barometer, 28.30; tempera- ture of air, 42° ; of water, 41°. AVinds: N. N. AY., N. N. E., E. First and second parts, moderate and cloudy ; tliii'd part, light breezes and rain. CAPE HOKN TRACKS. G31 Jwnc 23. Lat. 56° 40' S.; long. 0(5° 50' W. Current, 1 knot, X.E.by X. Barometer, 28.40; tem- perature of air, 42° ; of water, 42°. Winds: S. ; ealm ; S. W. First part, liglit airs; .second part, calm ; third part, fresh breezes and cloudy misty weather. June 24. Lat. 57° 33' S.; long. 08° 20' W. Barometer, 28.70 ; temperature of air, 40°; of water, 40°. Winds: S. W. ; calm; X. N. AV. First part, fresli ; .second i>art, calm; third part, liglit airs and calm at times. June 25. Lat. 57° 35' S.; long. 71° 20' W. P.arometer, 28.07; temperature of air, 37° ; of water, 39°. Winds : X. X". W., X. W., X. \\^. First part, fresh ; second and tliird parts, strong gales and stronger snow sqnalls, rain, and hail. June 26. Lat. 57° 20' S.; long. 71° 30' W. Barometer, 20.60; temperature of air, 37°; of water, 39°. Winds : X. W., W., \V. S. W. Heavy gales and hard snow squalls. June 27. Lat. 56° 31)' S.: long. 71° 33' W. Barometer, 28.95; temperature of air, 39°; of water, 41°. AVinds: W. S. W., W. S. AV., AV. First part, strong gales and S([ualls; second and third parts, moderate. June 28. Lat. 56° 26' S.; l.nig. 75° 29' W. Barometer, 28.80; temperature of air, 40°; of water, 41°. Winds: calm; X". W., X.W. First part, calm ; second part, liglit breezes; third part, moderate and cloudy. June 29. Lat. 55° 29' S.; long. 75° 23' W. Current, E., 1 knot. Barometer, 28.80; temperature of air, 39°; of water, 41°. "Wimls: X. W., W. S. W., S. E. First and second parts, moderate and cloudy; third part, light airs and pleasant. June 30. Lat. 53° 30' t>. ; long. 79° 03' AV. Barometer, 29.05 ; temperature of air, 39°; of water, 42°. Winds: E., S. E., S. S. E. First part, moderate; second and third piarts, fresh breezes with snow squalls. July 1. Lat. 51° 04'. S.; long. 82° 16 A^. Barometer, 29.50 ; temperature of air, 39° ; of water, 43°. AVinds: S. S. E., S. S. AV., S. AY. First part, fresh breezes and cloudy; second part, moderate with light snow squalls; third part, moderate with light snow S(pialls. July 2. Lat. 49° 14' S. ; long. 84° 32' W. Barometer, 30.00 ; temperature of air, 40° ; of water, 44°. Winds: S. S. AV., S. S. E.; calm. First part, moderate, snow S(pialls; second part, light breezes and cloudy ; third part, baflling airs and calms. Schooner L. P. FoMrr (J. V. Keller), Boston to Puget Sound, seventy days out. June 8, 1853. Lat. 49° 16' S.; long. ^3^)° 38' \V. Barometer, 30.20; temperature of air, 41°; of water, 46°. Winds: A\'., calm, X. AV. Fine fair day; noon, 50 fathoms water. First ami latter jiarts, light breezes; middle, calm. At 4 P. M. land about Port Julien in sight, bearing \V. X. ^V., true, about 30 miles. June 9. Lat. 50° 42' S. ; long. 67° 15' AA". A'ar. obs. 18° 30' E. Barometer, 30 ; temperature of air, 42°; of water, 45°. AVinds: X. AA'., variable, S. AV. by S. Commences with a decreasing breeze; middle, 032 THK WIND ANU CJUKKENT CUAXiTS. ligTit, calm, and variable, from N. W. to S. S. W. ; Jay only S hours long ; weather fine ; ends with a fresh breeze, dying away. '■ : June 10. Lat. 51° W S.; long. (37° 20' W. Barometer, 30.05; temperature of air, 41°; of water, 44°. Winds: S., N. W., N. ^7. Fine weather. At 5 A. M. sudden fall of wind, and veering westward; 9. A. M. calm ; noon, light breeze ; dark green and smooth sea ; at noon, off the Straits of IVlagellan. June 11. Lat. 53° 45' S. (D. R.); long. 6Q° 54' W. (D. E.) Barometer, 29.55; Winds: N. W., N. N. AY., N. W. First part, gentle breezes, with dark flying clouds; probably fog; as daylight came on, the sky became obscured by this vapor. At 9 A.M. barometer falling; laud in sight about Cape Pinas; noon, quite thick and dark ; barometer, 29.35 ; lower than I have noticed it before ; no change in the weather except the fog. Thus far I have made no remarks upon the barometer. If I should dare to hazard an opinion, would say that, with the wind at N. E. and E., north of the equator, it ranges highest; and with southerly winds south of it, and particularly south of Capricorn, lowest; or at least that southerly winds may be expected when low, and westerly and northwesterly when quite high ; though we have had our strongest wind (even a terrific gale for a few hours) after the barometer had fallen to 29.40 some two hours and stopped. I think it was rising at the time ; wind from about west, perhaps a little northerly and inclining southward. Eunning along the land; wind veering north; saw what looked like snow on the mountain tops; at 10 P.M. up with Cape Diego, in sight; at the end of the day in the straits; weather getting fair ; wind strong at N. W. June 12. Straits of Lc Maire. Barometer, 30.20; temperature of air, 41°; of water, 40°. Winds: W.N. W., S. S. W., W. N. W. At 2 A.M. well through the straits; wind now strong, having just had doldrums and an agitated sea ; sea probably effect of currents ; doldrums, of high lands. At 4 A. M. wind increasing; 7 hours 30 min. A. M. wind S. S. W., wore to the westward; hail showers. At 10 A. M. bore up for straits ; strong gale and snow squalls ; rough sea ; moderating towards the latter }>art ; at end standing back; strong N. E. current. June 13. Off west end of Staten Land. Current, N. N. E. Barometer, 30.05; temperature of air, 39°; of Avater, 42°. Winds: W., AA^. N. W., N. AA"". Strong breezes and fresh gales. At noon, standing through the straits again; wind veering northward; barometer, 8 A. AL, 29.50. At 4 P.M. Cape Good Success AA^. N. W. miles; wind N. AA^., and iucreasing; 10, moderating; barometer falling. At midnight, quite moderate and civereast. June 14. Capo Horn, N. AV., 20 miles. Barometer, 29.20 ; temperature of air, 38° ; of water, 41°. Winds : IS., S., S. S. W. At 4 A. M. kept up for the cape ; heavy westerly swell. At 8 A. Al. cape, snow covered, W. N. AA^. 20 miles; wind light. At noon, calm, dark, and cloudy. At 1 P.M. rain}- ; wind south ; barometer, 28.90 ; enS° ; of \vater, 39°. "Winds: S. S. E., N. S. W. First part, strong breezes and fine weather; second part, blowing fresh ; third part, eabn and cloudy. Jidy 17. Lat. 53° 33' S. ; long. 80° 10' W. Current, E., 27 miles. Barometer, 29.08; temperature of air, 35° ; of water, 35°. Winds : S. W., N. N. W., N. W. Hard gales. July IS. Lat. 52° 35' S. ; long. 78° 57' \V. Current, S. E., 24 miles. Barometer, 28.93 ; tempera- ture of air, 37° ; of water, 38°. Winds : W., W. S. W., W. S. \V. Fresh gales throughout. July 19. Lat. 53° 18' S.; long. 79° 20' W. ]?arometer, 28.97 ; tcmpei-aturc of air, 37°; of water, 39°. Winds: W., W. N. W.,N. W. Heavy gales and scpially. ' . July 20. Lat. 54° 10' S. ; long. 78° 33' W. Current, E. S. E., 36 miles. Barometer, 29.06 ; tem- perature of air, 38° ; of water, 11°. Winds : N. W., W. N. W., N. W. Heavy gales ; lightning, hail, and rain. July 21. Lat. 53° 32' S. ; long. 79° 19' W. Current, S. E., 42 miles. Barometer, 29.28 ; tempera- ture of air, 36°; of water, 40°. Winds: W., calm, E. First, gale; middle, calm; latter, blowing hard; snow, hail, and rain. July 22. Lat. 51° 28' S. ; long. 81° 45' W. Barometer, 28.87 ; temperature of air, 38°; of water, 42°. Winds: E., S., S. W. First, heavy gales; second, tremendous gales; third part, moderate. July 23. Lat. 48° 51' S. ; long. 79° 52' W. Current, S. S. E., 41 miles. Barometer, 29.60 ; tempera- ture of air, 38° ; of water, 13°. Winds : W.N. W., W., S. W. ; moderate and plea.saut. K B. Palmer (C. P. Low), 49 days out. July 10, 1852. Lat. 48° 47' S.; long. 57° 52' W. Barometer, 29.90. Winds: S. W. by W., W. N. W., S. S. W. Light airs, and variable, with much snow. July 11. Lat. 51° 54' S. ; long. 55° 43' W. Barometer, 29.8. Winds: S., W. S. W., W. N. W. Stiff breezes, and cloudy. July 12. Lat. 53° 23' S.; long. 55° 04'. Barometer, 29.2 : Winds: W. S. W. Stiff breezes and cloudy, hazy weather. July 13. Lat. 54° 42' S.; long. 56° 02' W. Barometer, 28.8. Winds: N. N". W., W. S. W., W. S. W. First part, moderate topgallant breeze ; middle and latter, gales, with heavy sea. July 14. Lat. 55° 02' S. ; long. 56° 51' W. Barometer, 29.4. Winds : S. W., S. W. by W., S. Heavy gales. July 15. Lat. 54° 31' S. ; long. 61° 12' W. Barometer, 28.8. Winds : S., W. N. W., X W. Double- reefed topsails, and reefed courses ; heavy sea. July 16. Lat. 54° 40' S. ; long. 62° 56' W. Barometer, 28.8. Winds : K N. W., K N. W., S. W. by W. First part, moderate breezes. At 10 A. M. made Staten Land, bearing S. S. AA'. ; distant 20 miles. Ends strong gales. 638 TnE WIND AND CURRENT CHARTS. July 17. Lat. 56° 41' S.; long. 66°00' W. Barometer, 29.G. Wind: W. S. W. First part, under close reefs; euds, under double reefs. July 18. Lat. 50° 35' S.; long. 6S° 00' W. Barometer, 29.2. Winds: W. N. W., N. N. E., N. N. E. Under double reefs ; Cajae Ilorn bearing north, by compass, 36 miles distant. July 19. Lat. 57° IS' S. ; long. 69° 30' W. Barometer, 29.6. Winds : W. N. W., W. by N., W. First part, heavy gales, with heavy sea ; middle, close reefs ; latter, single reefs. July 20. Lat. 57° 40' S. ; long. 72° 82' W. Barometer, 29.6. Winds : S. S. E., S., S. S. W. Single reefs, with top-gallant sails. July 21. Lat. 56° 21' S.; long. 73° 47' W. Barometer, 2S.5. Winds: S. S. E., S. S. W., S. S. W. First part, very heavy suow squalls from the south ; middle and latter, close reefs. July 22. Lat. 55° 20' S.; kmg. 77° 30' W. Barometer, 29.2. Winds: N. E., N., N. W. First, moderate breezes and cloudy ; euds, double reefed to2:)sail breeze. July 23. Lat. 54° 44' S.; long. 78° 04' W. Winds: N. N. W., W., W. Stiff double-reefed topsail breeze. . July 24. Lat. 52° 58' S. ; long. 78° 04' ^Y. Barometer, 29.6. Winds : W., AY. S. W., S. W. First part, double reefs ; middle, close reefs ; latter, heavy gales, with hail and snow. July 25. Lat. 51° 46' S. ; long. 76° 50' W. Barometer, 29.6. Winds: S. S. W., W. N. W., W. N. W. First part, heavy gales ; middle and latter, more moderate. July 26. Lat. 50° 33' S. ; long. 77° 34' W. Barometer, 29.6. Winds : W. N. W., W., W. by N. First part, stiff gale ; ends, single reefs. July 27. Lat. 50° 42' S.; long. 77° 38' W. Barometer, 29.2. Winds: N. W., N. N. W., W. S. W. First part, heavy gale ; at 6 P. M. hove to under close-reefed main topsail, &c. July 28. Lat. 51° 03' S.; long. 77° 25' W. Barometer, 29.2. Winds: W. S. W., W., W. First part, heavy gale, with very dangerous sea ; middle, heavy rain squalls ; ends more moderate. July 29. Lat. 50° 07' S.; long. 77° 47' W. Barometer, 29.6. Winds: S. W., N. N. W., N. N. W. Stiff breezes ; first part squally. July 30. Lat. 50° 03' S. ; long. 79° 18' W. Barometer, 29.2. Winds : N. K W., W. N. W., W. N. W. Commences calm and cloudy, then heavy gales ; middle part, gales ; latter, single-reefed topsails. /S'Ay) Flying Cloud (Josiah P. Creesy), New York to San Francisco, forty-seven days out. July 19, 1853. Lat. 49° 39' S. ; long. 66° 17' W. Winds : calm, N., N. Mostly calm thick weather ; sometimes rain. July 20. Lat. 54° 25' S. ; long. 65° 00' W. Winds : E. K E., E. N. E., N. E. First part, light ; second part, moderate and sleet ; third part, hard gale, with snow squalls. July 21. Lat. 54° 02' S. ; long. 65° 00' W. Winds: N.E., N. E., S.E. Hard gales, with suow and rain. CAPE HORX TRACKS. 689 July 22. Lat. 5-1° 41' S. ; long. 64° 50' TV. Winds : E. S. E., S. E. by S., E. nard gales, with sleet and snow. July 23. Lat. 56° 04' S. ; long. 68° 16' W. AVinds: E., E., E. Moderate; passed tlirougli Strains of Lc Maire; strong tide setting to nortliwarel ; middle, I'ainy. July 24. Lat. 55° 43' S. ; long. 72° 51' W. Winds: E.N.E., N. E., N.W. Light bree/.es with moderate snow squalls. Latter part, clear. July 25. Lat. 53° 36' S.; long. 78° 04' W. Winds: N., N., N. E. Moderate breezes, with rain and suow squalls. July 26. Lat. 50° 57' S. ; long. 80° 33' W. Winds : S., S., S. W. First and second part, light and cloudy; third, moderate and clear. July 27. Lat. 47° 55' S. ; long. 84° 06' W. Winds : S. S. W., S. S. W., S.by E. Light breezes and cloudy. Southerner (E. Ilooper). July 6, 1852. Lat. 51° 02' S. (D. E.) ; long. 64° 20 W. (D. 11.) Temperature of air, 50° ; of water, 48°. Commences with strong gales and clear. AYind : S. E., and inclining westerly ; 8 P. M. wind shifted S.W. ; barometer falling; middle and latter parts, moderate breezes with rain; wind, W. N.W. at noon. Barometer fell suddenly from 28.80 to 28.35. July 7. Lat. 50° 36' S.; long. 64° 26' W. (D. R.) Comes in with heavy gales and rain. At 8 P. II. the barometer at 28.10 ; wore ship to the westward. Wind : S. S. E., gale increasing at 10 P. M. At 2 A. M. the gale suddenly increased so much as to knock the vessel's lee sail under water; run her off before the wind and furled main topsail, then brought by and lay to under storm sails ; sea rising fast. At 4 A. M. wind increased to a violent hurricane, keeping the whole of the starboard side under water; decks full up to the hatches ; vessel laboring very much. Found it necessary for the safety of the ship and people to throw overboard cargo. Ends with a violent hurricane ; the barometer at 28.10; all hands engaged throwing overboard cargo ; heavy sea. July 8. Lat. 50° 03' S.; long. 64° 06' W. Commences as the last ended. The vessel laboring very much and shipping heavy seas; decks filled with water fore and aft; still very unsafe; all hands still throwing overboard cargo. At 11 A. M. the vessel making better weather; stopped throwing overboard the cargo ; secured things about decks. Current, N. E., 40 miles iu 24 hours. Barometer commences to rise at 5 P. M. ; at noon, barometer, 28.50. July 9. Lat. 50° 34' S. ; long. 63° 28' W. Barometer, 28.90. Current, N. E., 40 miles in 24 hours. Commences with more moderate S. W. gales ; middle and latter })arts, strong gales from S- S. W. July 10. Lat. 51° 21' S.; long. 62° 14' AY. Barometer, 29.05; temperature of air, 40°; of water, 41°. Current, E. N. E., 20 miles. Commences with fresh S. S. AV. gales and squally ; middle and latter parts, much the same. At noon, wind west. July 11. Lat. 52° 43' S.; long. 02° 33' W. Barometer at noon, 29.30; temperature of air, 42° ; of 640 THE WIND AND CUKRENT CHARTS. water, 40°. Current, E. N". E., 24 miles. Fresli westerly gales, first and middle parts; latter part, moderate southerly winds. July 12. Lat. 54° 07' S. ; long. 02° 31' W. Barometer, 29.50 ; temperature of air, 45° ; of water, 40°. Current, E. N. E., 24 miles. Comes in, with a moderate southerly wind ; at 8 P. M. wind west ; tacked south. Ends with a westerly breeze and clear. July 13. Lat. (D. E.) 55° 50' S. ; long. (D. E.) 64° 08' W. Barometer, 28.60; temperature of air, 46° ; of water, 40°. Current, E. N. E., 30 miles. First part, wind west and moderate ; middle part, fresh gales and clear ; latter part, heavy gales and cloudy. Ends with the wind at N. W. July 14. Lat. 57° 03' S. ; long. 65° 53' W. Barometer at noon, 28.50, and rising; temperature of air, 42° ; of water, 40°. Current, N. E. by E., 24 miles. Commences with strong N. W. gales, with rain ; middle part, more moderate; latter part, fresh gales at S. S. W. with squalls of snow and hail. July 15. Lat. 56° 30' S.; long. 67° 01' W. Barometer at noon, 29.40; temperature of air, 34°; of water, 40°. Current, E. N. E., 20 miles. Commences with strong gales, and passing squalls, of hail and snow. Barometer rising fast ; middle part, a light south wind and clear; latter part, a moderate S. W. wind. July 16. Lat. (D. E.) 57° 11' S. ; long. (D. E.) 69° 59' W. Barometer at noon, 28.08; temperature of air, 38° ; of water, 40°. Current, E. N. E., 2 miles per hour. Comes in moderate and clear. Wind : W. S. W. inclining northerly. At 3 P. M. saw Cape Horn, bearing per compass, W. IST. W. distant about 25 miles ; at 4 P. M. tacked south, and hauled by the wind, to double the cape as sharp as possible ; middle part, fresh N. W. winds and clear; latter part, strong gales, with a heavy cross sea; wind N. N. W. July 17. Lat. 57° 11' S. ; long. 70° 34' W. Barometer at noon, 28.90 ; temperature of air, 36° ; of water, 41°. Current, E. N. E., 2 miles per hour. Commences with a strong increasing gale, from N. N. W. inclining to west. Barometer, 28.45 ; moderating during the night ; latter part, fresh gales from W. S. W. July 18. Lat. (D. E.) 58° 01' S.; long. (D. E.) 72° 48' W. Barometer at noon, 28.60, and foiling. First part, fresh W. S. W. winds, with occasional squalls of snow, rain, and hail; middle part, moderate and clear ; latter part, strong N. N. W. gales ; lying to. . . July 19. Lat. (D. E.) 58° 20' S. ; long. (D. E.) 72° 14' W. Barometer at noon, 28.50 ; temperature of air, 46° ; of water, 41°. Commences with heavy N. N. W. gales ; 2 P. M., barometer, 28.50, and at 6 P. M., 28.20; middle part, strong gales, with rain; midnight, barometer rising; latter part, moderate N. W. gales, and cloudy. July 20. Lat. (D. E.) 58° 10' S; long. 74° 37' W. Barometer, 28.50; temperature of air, 40; of water, 41°. Commeuces with strong gales and overcast; middle, light E. S. E winds, and thick weather; latter, fresh S. E. gales ; hail, snow, and rain. July 21. Lat. 57° 51' S.; long. 77° 24' W. Temperature of air, 44°; of water, 40°. Commences with strong S. E. gales, with snow ; middle and latter parts, moderate S. E. winds, with snow ; barometer at noon, 28.94. July 22. Lat. (D. E.) 57° 18' S. ; long. (D. E.) 80° 40' W. Barometer at noon, 28.70, and rising ; temper- ature of air, 42° ; of water, 41°. First ))art, light bafiling winds, and flying clouds; middle part, fresh N. CAPE HORN TRACKS. 641 N. E. gales, with snow ; latter part, frcsli N. N. W. gales, with rain ; at noon, wind shifted to S. S. W. ; cur- rent, during the last three days, E. N. E., 70 miles. July 23. Lat. 56° 50' S.; long. 82° 11' W. Barometer unsteady; temperature of air, -11°; of water, 41°. Current, 26 miles, E. N. E. First part, light S. S. W. wind ; at 8 P. M. it shifted to N. N. W., and blew a gale, with rain and snow. July 24. Lat. 55° 32' S. ; long. 83° 05' W. Barometer at noon, 28.20; temperature of air, 40 ; of water, 41°. Commenees with fresh westerly gales, with snow squalls ; at 8 P. M. the wind shifted to E. S. E. ; barometer falling to 28.00 ; during the night, heavy gales and squally ; 4 A. M. barometer rose to 28.25 ; latter part, moderating gales, and clear. July 25. Lat. 54° 27' S.; long. 81° 37' W. Barometer at noon, 28.10; temperature of air, 40° ; of water, 41°. Current, E N. E., 2 miles per hour. First part, moderate N. W. gales, and squally ; middle part, strong westerly gales; barometer fell during the night, to 27.00, and at 8 A. M. rose to 28.10; wind shifted to S. "\V., and blew strong, with snow squalls. July 20. Lat. (D. E.) 52° 27' S. ; long. (D. E.) 81° 00' W. Barometer at noon, 29.80 ; temperature of air, 41° ; of water, 42°. First part, strong W. S. W. gales, with heavy squalls of wind, hail, and snow; middle and latter parts, more moderate ; at 8 A. M. wind hauled to N. W. ; ends light breezes, with over- cast sky. July 27. Lat. 53° 10' S. ; long. 81° 31' W. Barometer at noon, 27.97; temperature of air, 43°; of water, 42°. Commences with moderate breezes, and cloud}^. At 3 P.M. wind N. N. W. ; tacked to the westward. Barometer falling. At 8 P. M. blowing a hard gale, with heavy squalls; lying to. Ends with violent gales, and tremendous squalls of wind, hail, and rain from N. N. W. July 28. Lat. 52° 13' S.; long. 81° 12' W. Barometer at noon, 28.77 ; temperature of air, 48°; of water, 44°. First part, heavy gales, with squalls of wind and hail; at 4 P. M. the wind hauled to west; wore to the north; at 8 P. M. the barometer rose 0.2. Jliddle and latter parts, fresh W. S. "\V. gales, with snow and hail squalls. July 29. Lat. 50° 59' S.; long. 79° 19' W. Barometer at noon, 29.10; temperature of air, 46° ; of water 44°. First part, fresh west gales ; at 8 P. M. barometer commenced rising ; middle and latter parts, light breezes, and fine, clear weather. July 30. Lat. 50° 55' S. ; long. 80° 15' W. Barometer at noon, 28.88 ; temperature of air, 50° ; of water, 45°. First part, light N. W winds, and clear ; at 2 P. M. tacked west ; at 8 P. M. strong gales which continued from N. N. W. ; at 8 A. M. the wind moderating at west; ends with fine weather. July 31. Lat. 50° 00' S.; long. 78° 10' W. Barometer at noon, 28.95; temperature of air, 52°; of water, 46°. Commences with moderate N. W. winds ; middle part, strong gales ; at 4 A. M. tremendous heavy gales ; lying to under storm fore and aft sails. Barometer in this case gave no warning. Ends with a more moderate wind at west. Aug. 1. Lat. 50° 23' S. ; long. 78° 38' W. Barouieler at noon, 28.90. Commences with moderate 81 642 THE WIND AND CURRENT CHARTS. west gales ; at 4 P. M. wind hauling northward ; wore ship to S. W. ; middle and latter parts, heavy gales ; lying to under storm sails. Ship Levanter (Wm. A. FoUansbee), New York to San Francisco, eighty-one days out. July 14. Lat. 48° 25' S. ; long. 64° 46' W. Current, easterly, 1|- knot per hour. Barometer, 29.4; temperature of air, 47°; of water, 45°. "Winds: W. by N., W. J N., W. i S. Moderate and pleasant. July 15. Lat. 50° 33' S. ; long. 64° 10' W. Current, 1^- knot. Barometer, 29; temperature of air, 44° ; of water, 45°. Winds : W. N. W., \N . N. AV., S. W. by W. First and second parts, moderate ; third part, gale. July 16. Lat. 50° 23' S.; long. 65° 21' W. Current, S.E., f knot. Barometer, 29.4; temperature of air, 38°; of water, 44°. Winds: S. AV. by W., S. W., S. W. First part, moderate; second and third pai'ts, hard gale, with snow squalls. July 17. Lat. 53° 15' S.; long. 64° 56' W. Barometer, 29.1; temperature of air, 40°; of water, 42°. Winds: W. N. W. to K W., S. W., S. W. First part, fresh; second part, gale; third part, strong and squally. July 18. Lat. 54° 40' S. ; long. none. Barometer, 28.8 ; temperature of air, 45° ; of water, 42°. Winds : AV. S. AA^., W. N. AV., N. AV". Fresh breezes and thick ; passed through the Straits of Le Maire. July 19. Lat. 50° 08' S. ; long. 65° 30' AV. Barometer, 29.8 ; temperature of air, 41° ; of water, 41°. AViuds : AV. to AV. S. AV., calm and AV., AV. N. AV. Strong gales and heavy squalls. July 20. Lat. 56° 44' S. ; long. 67° 22' AV. Barometer, 29.2 ; temperature of air, 42° ; of water, 43°. AVinds : AV., N. N. AV., N. N. AV. First part, fresh breezes ; second and third parts, strong gales. July 21. Lat. (D. E.) 57° 10' S.; long. 67° 56' W. Barometer, 29.4; temperature of air, 38°; of Avater, 42°. AVinds : N. N. AV., AV. N. AV. to W., S. AV. Hard gales ; ends calm. July 22. Lat. 57° 32' S. ; long. 69° 16' AV. Barometer, 28.5 ; temperature of air, 38° ; of water, 41°. AVinds : calm, E. N. E., E. N. E. to N. AV., E. N. E. to S. S. W. First part, calm ; second part, moderate ; third part, hard gales and snoAV. July 28. Lat. (D. R.) 58° 21' S.; long. 09° 40' W. Barometer, 28.5; temperature of air, 38°; of water, 41°. AVinds : S. S. AV., W. S. AV. to AV. N. AV., N. AV. by W. Hard gales and heavy snow squalls. July 24. Lat. (D. E.) 58° 30' S.; long. 69° 10' W. Barometer, 28.9; temperature of air, 36°; of water, 40°. AVinds: S. S. AV., AV. S. AV. to S. W., S. AV. to AV. S. AV. Hard gales and heavy snow squalls; calm for 10 minutes. July 25. Lat. (D. E.) 58° 40' S. ; long. 67° 09' AV. Barometer, 29.2 ; temperature of air, 25° ; of water, 39°. AVinds: S. AV. throughout. Hard gales; third part, moderate. July 26. Lat. (D. R.) 58° 08' S. ; long. 67° 34' AV. Barometer, 29.1 ; temperature of air, 30° ; of water, 40°. AVinds: S. W., calm, E., calm. First part, moderate; second part, calm; third ]iart, light airs and calm, snowing. July 27. Lat. 50° 31' S.; long. 73° OS' AV. Barometer, 29.07; temperature of air, 28°; of water. CAPE HORN TRACKS. 643 40°. AViiids: S. E., S. to S. E., S. to S. E. First part, light air.s; second and third jiarts, fresh, and snow squalls. July 28. Lat. (D. R.) 55° 31' S. ; long. 77° ^Y. Barometer, 30.1 ; temperature of air, 38° ; of water, 41°. Winds: S. E. to S., S. E., S. to W. N. W. Eirst and second part.?, moderate and pleasant; third part, light airs and calm. July 29. Lat. 53° 45' S.; long. 79° 83' W. Barometer, 30.2; temperature of air, 40°; of water, 42°. Winds: W. N. W., W. K W. to W., W. Fresh breezes and squalls of rain. July 30. Lat. 52° 26' S.; long. 79° 55' W. Barometer, 30.1 ; temperature of air, 40° ; of water, 43°. Winds: W., W., W. Fresh breezes and rain squalls, and misty all day. July 31. Lat. (D. R.) 50° 07' S.; long. 81° 04' W. Barometer, 30.2 ; temperature of air, 44°; of water, 44°. Winds : W. S. W., S. W. l)y W., W. by S. to W. Moderate breezes and fog showers. Aug. 1. Lat. 48° 37' S. ; long. 82° 00' W. Barometer, 30.1 ; temperature of air, 48° ; of water, 46°- Winds: W. by S., W. S. W. to S. W., S. to S. W. i[oderate breezes and foggy ; latter, nearly calm. JSliza Mallory (John E. Williams). July 30, 1852. Lat. 50° 38' S. ; long. 62° 34' W. Barometer, 29.8 ; temperature of air, 46°. Winds: S. S. E., E., N. E. First part, calm, and light winds; middle and latter, strong. Barometer, going down. July 31. Lat. 53° 34' S.; long. 64° 41' W. Barometer, 29.3; temperature of air, 40°. Wind: N. N. E. ; strong breezes, cloudy, thick and rainy. Aug. 1. Lat. 54° 36' S.; long. 63° 15' W. Barometer, 29.3; temperature of air, 40°. Winds: N. W. to W., W., W. First part, strong breezes from N. W., and thick; middle, wind shifting to west, cleared up; blowing strong gale. At 8 A. M. made Staten Land; unsettled glass, going up and down. Aug. 2. Lat. 54° 31' S.; long. 65° 40' AV. Barometer, 29.02; temperature of air, 40°. Winds: N. AY., N. N. AA''., N. N. AY. First part, strong gale ; at 6 P. M. passed close to Cape St. John ; heavy squalls ofl' the land ; latter part, squalls not so heavy ; at daylight, made Terra del Fuego. Aug. 3. Lat. 56° 00' S. ; long, not observed. Barometer, 29.2; temperature of air, 42°. AYinds : N. N. AA^., N. First part, strong gale ; middle, heavy squalls, with snow ; latter, pleasant. At noon, about 20 miles east of Cape Horn. Aug. 4. No observations. Barometer, 29.05; temperature of air, 37°. AYinds: N., AA"., AY. First part, moderate and pleasant ; at 5 P. M. Cape Horn bore north, distant about five miles ; at 8 P. M. heavy bank coming up from the west, and barometer going down; at midnight, close-reefed ; latter part, hail squalls. At 7 A. M. made the Diego Rocks. Aug. 5. Lat. 57° 28' S.; long. 69° 00' AY. Barometer, 29.1: temperature of air, 38°. AYind: AY. N. AY. First part, strong gale, with hail squalls; middle, more moderate; latter part, moderating; under topgallant-sails. Aug. 6. Lat. 57° 02' S.; long. 70° 51' AY. Barometer, 29.00; temperature of air, 40°. Winds: 644 " THE WIND AND CURRENT CHARTS. N. W., N"., N. N. E. First part, strong breezes and rain squalls. Ends, liglit and bafHing ; heavy sea from west ; weather looks bad. Aug. 7. Lat. 56° 04' S.; long. 72° 30' W. Barometer, 29.5; temperature of air, 36°. Winds: S., S. W., S. "W. First part, light ; middle, hail and snow squalls — under close reefs ; latter part, more mode- rate j made sail. Aug. 8. No observation. Barometer, 29.3 ; temperature of air, 38°. Winds : W. to W. N. W., N. W., N. First part, strong breezes, and baffling. Barometer, going down ; at 3 P. M. it stood at 28.85. Ends, witli snow and rain — double I'eefs. ■ ■ Aug. 9. Lat. 54° 30' S.; long. 78° 36' W. Barometer, 29.5; temperature of air, 34°. Winds: N. W., S. W., S. W. First jiart, all sorts of weather — fog, rain, and calm, with heavy sea from N. W.; middle part, strong gale ; latter, more moderate, but still squally. Aug. 10. No observation. Barometer, 30.2; temperature of air, 34°. Winds: S. W., S. W., E. First part, strong breezes, with snow and hail squalls; middle, moderate breezes, and baffling; latter, moderate and cloudy. The weather changes very quick about here; from all sail to close reefs. Aug. 11. Lat. 48° 38' S.; long. 83° 25' W. Barometer, 29.8; temperature of air, 44°. Winds: E. N. E., E. N. E., N. E. First part, strong breezes ; middle part, same ; barometer going down fast ; latter, strong and hazy : heavy sea from the north. Ship Pelican State (S. Weeks), Philadelphia to San Francisco, 76 days out. July 30. Lat. 50° 30' S. ; long. 64° 45' W. Barometer, 30° 03' ; temperature of air, 41° ; of water, 43°. Winds: calm; S. W., S. W. First part, calm; second part, moderate ; third part, fresh breeze. July 31. Lat. 51° 17' S.; long. 66° 00' W. Barometer, 30; temperature of air, 41°; of water, 42°. Winds: W. S. W., S. W., W. S. W. Fresh breezes and pleasant. Aug. 1. Lat. 52° 58' S.; long. 66° 10' W. Barometer, 29.7; temperature of air, 42°; of water, 42°. Winds : W. S. AV". throughout. Strong gales and squally. Barometer falling. Aug. 2. Lat. 54° 18° S. ; long. 65° 35' W. Barometer, 29.8 ; temperature of air, 42° ; of water, 42°. Winds: S. W., K, N. W. First part, moderate weather, dark and cloudy. Aug. 3. Lat. 55° 00' S.; long. 63° 32' W. Barometer, 29.5; temperature of air, 38° ; of water, 42°. Winds: N. W., S. W., S. W. First part, moderate. Should have gone through Straits of Le Maire, but wind contrary, south, and night coming on, thought it prudent to go round Staten Land. Third part, gales with squalls of hail and snow. Current, E. N. E., 15 miles. Aug. 4. Lat. 55° 30' S. ; long. 63° 32' W. Barometer, 29.8; temperature of air, 30° ; of water, 41°. Winds : S. S. W., S. S. Heavy gales with squalls of snow and hail. Current, E. N. E., 36 miles. Aug. 5. Lat. 55° 50' S.; long. 64° 00' ^Y. Barometer, 30.2 ; temperature of air, 31°; of water, 40°. Winds : S., S., S. S. E. Strong gales and dark cloudy weather. Current, E. N. E., 30 miles. Aug. 6. Lat. 55° 25' S. ; long. 64° 20' W. Barometer, 30.3 ; temperarure of air, 33° ; of water, 41°. CAPE HORN TRACKS. 645 "Winds: S. S. E. throughout. First part, strong winds and heavy squalls of snow. Second part, strong gales. Third part, moderate. Strong current setting northward at E.N. E. 40 miles. Aug. 7. Lat. 55° 25' S. ; long. 63° 45' W. Barometer, 30.3; temperature of air, 33° ; of water, 35°. Winds : S., S., S. W. ; moderate snow squalls and cloudy. Aug. 8. Lat. 56° 40' S. ; long. 63° 40 ' W. Barometer, 30.1 ; temperature of air, 38° ; of water, 35°. Winds: S. W. throughout; moderate and dark cloudy weather. Current, E., 20 miles. Aug. 9. Lat. 57° 00' S.; long. 63° 00' W. Barometer, 29.5; temperature of air, 38°; of water, 35°. Winds: S. W., W. N. W., W. N. W. ; moderate. Second part, light ; third part, calm. Current, E., 20 miles. Aug. 10. Lat. 57° 18' S. ; long. 63° 30' W. Barometer, 29.5 ; temperature of air, 41° ; of water, 42°. Winds: N. W., calm, calm. First part, light airs and dark cloudy weather; second part, calm and baf- fling ; third part, calm. Current, E. N. E., 20 miles. Aug. 11. Lat. 57° 10' S. ; long. 66° 33' W. Barometer, 29.5 ; temperature of air, 41° : of water, 42°. Winds: E.N. W. First part, light airs and dark cloudy weather ; second part, balUing ; third part, light breezes. Current, E., 25 miles. Aug. 12. Lat. 57° 40' S. ; long. 68° 30' W. Barometer, 29.8 ; temperature of air, 35° ; of water, 38°. Winds : W. S. W., W. S. W., E. First and second parts, fresh breezes and rainy ; third part, light winds and cloudy ; strong tide rips. Current, E. by N., 35 miles. Aug. 13. Lat. 56° 49' S. ; long. 73° 20' W. Barometer, 29.5 ; temperature of air, 42° ; of water, 40°. Winds : N. E., N. E., N. N. E. First part, light airs ; second part, moderate ; third part, fresh breezes. Current, E. by N., 30 miles. Aug. 14. Lat. 55° 57' S. ; long. 75° 53' W. Barometer, 29.3 ; temperature of air, 44° ; of water, 40°. Winds : N. E., N. E., N. N. E. First part, fresh ; second part, light and bafQing, and cloudy ; third part, light winds. Current, E., 15 miles. Aug. 15. Lat. 55° 44' S.; long. 76° 30' W. Barometer, 29; temperature of air, 45° ; of water, 42°. Winds: E., calm, calm. First part, light winds and cloudy; second and third parts, calm. Current, E., 15 miles. Aug. 16. Lat. 54° 08' S. ; long. 78° 45' W. Barometer, 28.5 ; temperature of air, 46° ; of water, 43°. Winds : E., S. E., S. First part, light airs ; second part, fresh and squally, witli snow ; third part, light airs. Current, E., 20 miles. Aug. 17. Lat. 53° 48' S. ; long. 80° 45' W. Barometer, 29.3 ; temperature of air, 45° ; of water, 43°. Winds: S., S., S. First part, light airs ; second and third parts, fresh gales and rainy. Current, E., 20 miles. Aug. 18. Lat. 53° 20' S. ; long. 82° 00' W. Barometer, 29.00 ; temperature of air, 42° ; of water, 40°. Winds : variable, variable, calm. First and second variable ; third, from calms to strong gales, and fine weather to squalls of snow and rain. Current, E., 20 miles. Aug. 19. Lat. 51° 16' S. ; long. 83° 30' W. Barometer, 29.3 ; temperature of air, 41° ; of water, 42°. 6-16 THE WIND AND CURRENT CHARTS. "Winds : calm, S. W., S. W. First part, calm ; second, fresli southwest gales with squalls of snow and hail; third, moderate. Current, E. S. E., 30 miles. Aug. 20. Lat. 48° 10' S. ; long. 84° 30' W. Barometer, 30.00 ; temperature of air, 46° ; of water, 48°. Wind : S. W. throughout. Fresh gales with heavy squalls of wind, rain, hail, and snow. Current, S. E., 20 miles. SJirp White SwaUoiu (F. W. Lovett), Boston to San Francisco, eighty-six days out. Aug. 21, 1853. Lat. 49° 33' S. ; long. 62° 55'. Barometer, 20.40 ; temperature of air, 33° ; of water, at surface, 32°; at 10 feet below surface, 35°. Winds: W., S., S. Fresh breezes and pleasant. At 10, wind changed to south in a squall, and blew a gale for the remainder of the day. Hail and snow. Aug. 22. Lat. 50° 40' S.; long. 63° 50' W. Barometer, 29.40 ; temperature of air, 40° ; of water, 85° ; do. 36°. Winds : S. W., W. N. W., W. N. W. Fresh gales ; cloudy and cold. Aug. 23. Lat. 53° 15' S. ; long. 62° 46' W. Barometer, 29.25 ; temperature of air, 41° ; of water, 34° ; do. 35°. Winds : W., W. S. W., W. S. W. Strong gales ; middle and latter, more moderate. Aug. 24. Lat. 55° 38' S. ; long. 61° 46' W. Barometer, 28.67; temperature of air, 37°; of water, 34° ; do. 35. Winds : W., N. E., W. Fir.st part, fresh breezes ; middle and latter, strong gales. Aug. 25. 'Lat. 55° 42' S. ; long. 60° 42' W. Barometer, 28.38 ; temperature of air, 29° ; of water, 38°; do. 37. Winds: W. by S., W.S. W., S. W. First part, gales with had and snow; middle, more moderate ; latter, light breezes. Heavy westerly swell. Aug. 26. Lat. 56° 29' S. ; long. 62° 56' W. Barometer, 28.67 ; temperature of air, 38° ; of water, 36° ; do. 37°. Winds: S., N. E., W. All kinds of weather; middle, light and calm; latter, strong gale with hail and snow. ■ ■ Aug. 27. Lat. 56° 16' S. ; long. 63° 33' W. Barometer, 28.63 ; temperature of air, 38°; of water, 36°; do. 37°. Winds: AV., calm, 8. W. Commences fresh gale ; middle, quite moderate ; latter, calm and thick ; snow storm. Aug. 28. Lat. 56° 14' S.; long. 65° 10' W. Barometer, 29.50. Temperature of air, 39°; of water, 37°; do. 37°. AVinds: calm, AV., N. AY. Commences light airs and snow; middle, light; ends same. Aug. 29. Lat. 57° 00' S.; long. 67° 40' A\^. No observation. Barometer, 29.07 ; temperature of air, 40° ; of water, 38° ; do. 38°. AVinds: N. AY., AY. N. AY., N. E. Commences fresh breezes; middle, wind working southerly with rain ; latter, N. E. to N. AY.; moderate and raining. Aug. 30. Lat. 57° 40' S.; long. 70° 30' AY. Barometer, 28.65; temperature of air, 41°; of water, 39° ; do. 38°. AYinds : N. AY., N. AY., AY. N. AY. Fresh breezes and raining. Aug. 31. Lat. 58° 42' S. ; long. 71° 41' AY. Current, east, 36 miles. Barometer, 28.40 ; temperature of air, 40° ; of water, 38° ; do. 37°. AYinds : AY. N. AY., AY. N. AY., N. N. AY. Strong breeze, heavy squalls, with snow and hail ; midnight, moderate. Sept. 1. Lat. 59° 18' S. ; lt)ng. 73° 11' AY. Strong easterly current. Barometer, 28.30 ; temperature CAl'E HORN TRACKS. 647 of air, 40° ; of water, 88° ; do. 37°. Winds : W. N. W., W. N. W., N. N. K. Fresh breezes and squally, with snow and hail. Sept. 2. Lat. 58° 32' S. ; lonj^. 74° 00' W. Current, cast, strong. Barometer, 2.S.;J7 ; temperature of air, 40°; of water, 39°; do. 37°. Winds: N. N. E., W., S. S. E. Commences light breezes, and snow; middle, light ; ends good breeze. Sept. 3. Lat. 55° 24' S. ; long. 7G° 15' W. Current, east, li knots per hour. Barometer, 29.05 ; temperature of air, 39° ; of water, 38°; do. 38°. Winds: S., S. W., W. Fine breeze. During the last four da3\s we have had an easterly eurrent, from 1 to li knot per hour. Sept. 4. Lat. 54° 27' S.; long. 76° 25' W. Current, east, 1 knot per hour. Barometer, 29.05; tem- perature of air, 40° ; of water, 39°; do. 38°. Winds: W., W. N. W., N. W. Commences fresh breezes, and cloudy ; ends heavy gales and squally, with hail, rain, and snow. Sept. 5. Lat. 52° 57' S. ; long. 76° 22' W. Barometer, 29.10 ; temperature of air, 41° ; of water, 40° ; do. 38°. Winds: N. W., W. N. W., W. N. W. Strong gales, with hail and snow; middle, more moderate. Sept. 6. Lat. 49° 52' S. ; long. 79° 29' W. Barometer, 29.50 ; temperature of air, 44° ; of water, 43° ; do. 42°. Winds: W. N. W., S. W., S. W. Strong breeze, with heavy squalls, with rain and hail; at 4 r. M. wind hauled to S. W. in a squall, and lasted strong throughout the day. Ship Corinne (John K. Stickney), New York to San Francisco, ninety-two days out. July 29. Lat. 49° 09' S.; long. 64° 52' W. Current, west, half knot per hour. Barometer, 30.26; temperature of air, 37°; of water, 43°. Winds: S. to S. E., calm, calm. First part, sijually, and fresh winds ; second and third, light airs and calm. July 30. Lat. 51° 11' S. ; long. 64° 52' W. Barometer, 30.03 ; temperature of air, 39° ; of water, 42°. Winds: S. by W., S. W., W. S. W. First, light airs and cloudy; second and third, moderate and pleasant. July 31. Lat. 52° 35' S.; long. 65° 00' W. Barometer, 29.77; temperature of air, 41°; of water, 41°. Winds: W. by S., S. W. by W., S. W. by W. First, moderate; second, hard gales; third, mode- rate. Aug. 1. Lat. 54° 23' S. ; long. 64° 03' W. Barometer, 29.50 ; temperature of air, 40° ; of water, 42°. Winds : S. W. throughout. First, moderate ; second, suddenly a furious gale ; third, hard gale. Aug. 2. Lat. 54° 33' S. ; long. 63° 50' W. Barometer, 29.60 ; temperature of air, 39° ; of M-ater, 42°. Winds : S. W., W. S. W., W. N. W. First, hard gales ; second, same ; third, more moderate, and thick weather. Aug. 3. Lat. 56° 21' S.; long. 63° 08' W. Barometer, 29.20; temperature of air, 35°; of water, 36°. Winds: W. S. W. to W., S. W. by W., S. W. by W. First, fresh breezes and thick ; second, light breezes and thick ; third, strong breezes, with squalls of sleet and snow. Aug. 4. Lat. 56° 25' S. ; long. 63° 24' W. Barometer, 29.92 ; temperature of air, 26° ; of water, 34°. 648 THE WIND AND CUKRENT CHARTS. "Winds : S. by W., S. S. E., S. S. E. First part, fresh gale and thick snow ; second, hard gale, with heavy- squalls of sleet and snow ; third, moderating. Aug. 5. Lat. 56° 40' S. ; long. 66° 17' W. Barometer, 30.30 ; temperature of air, 34° ; of water, 40°. Winds : S. S. E. to S., S. S. E., S. S. E. to S. First part, fresh gales and frequent snow squalls; second, moderating ; third, moderate and cloud}^ Aug. 6. Lat. 56° 57' S. ; long. 66° 22' W. Barometer, 30.38 ; temperature of air, 33° ; of water, 41°. 'Winds : S. S. E. to S. S. W. throughout ; winds variable, with frequent squalls of suow and sleet. Aug. 7. Lat. 50° 40' S. ; long. 65° 50' W. Barometer, 30.10 ; temperature of air, 34° ; of water, 39°. AVinds: S. to S. S. W., S. W., S. W. by W.; fresh and flawy, also cloudy. Aug. 8. Lat. 58° 49' S. ; long. 66° 06' W. Current, N. E. strong, rate not ascertained. Barometer, 29.86; temperature of air, 36°; of water, 37°. Winds: S. W., S. W. by W^., W. by S. ; squally and cloudy. Aug. 9. Lat. 60° 07' S. ; long. 68° 06' AV. Current, E. N. E., 1 mile per hour. Barometer, 29.54 ; temperature of air, 36°; of water, 81°. AVinds: W., W., W. S. AV. ; moderate, with frequent squalls of sleet and snow, and drizzling rain. Aug. 10. Lat. 59° 42' S. ; long. 69° 11' AV. Current, easterly. Barometer, 29.55; temperature of air, 34° ; of water, 37°. AVinds: W. S. AV., S. AV. to AV. S. AV., S. S. AV. to S. S. E. ; light, variable winds, and calms ; squalls of snow and sleet. Aug. 11. Lat. 59° 39' S. ; long. 71° 05' W. Current, for 56 hours, N. 87° E., 54 miles. Barometer, 29.56 ; temperature of air, 34° ; of water, 38°. AVinds: S. E. by S., S. E. by E., E. First part, light airs; second, moderate ; third, fresh and cloudy. Aug. 12. Lat. 58° 25' S. ; long. 76° 18' AV. Current, easterly. Barometer, 29.72; temperature of air, 33°; of water, 39°. Winds: E., E., E. to N. E. First part, fresh, with snow squalls; second, mode- rate, with snow ; third, fresh snow squalls and sleet. Aug. 13. Lat. 57° 09' S. ; long. 78° 00' AV. Current, for 48 hours, S. 71° E., 42 miles. Barometer, 29.35; temperature of air, 40°; of water, 40°. Winds: N. N. E. to calm, N. E. do. First part, strong, and rainy; calm for a few moments; second, light airs; third, moderate, and drizzling rain. Aug. 14. Lat. 55° 27' S.; long. 81° 30' W. Current, S. 17° E., 29 miles. Barometer, 28.85; tem- perature of air, 38° ; of water, 40°. AVind : N. E. throughoixt. First and second parts, fresh breezes and thick weather ; third, light airs and calms, thick fog. Aug. 15. Lat. 54° 23' S. ; long. 83° 10' AV. Barometer, 29.07 ; temperature of air, 40° ; of water, 40°. AVinds : N. E., calm and baffling, S. S. E. First, light breezes and dense fog ; second, calm and baf- fling airs ; third, gentle breezes. Aug. 16. Lat. 53° 37' S. ; long. 83° 46' W. Barometer, 29.22 ; temperature of air, 37° ; of water, 40°. AVinds : S. S. E., S. AV. to N. AV., S. W. to N. AV. Light variable breezes ; latter, squalls of rain. Aug. 17. Lat. 52° 38' S. ; bug. 84° 14' AV. Barometer, 29.03 ; temperature of air, 42° ; of water, 41°. AVinds : W. to AV. N. AV., AV. N. AV. to N. N. AV., W. to W. N. AV. Fresh breezes and squally weather. CAPE nORN TRACKS. 649 Aug. 18. Lat. 52° 00' S. ; long. 84° 13' W. Barometer, 28.85 ; temperature of air, 40 ; of water, 41°. Winds : W. N. W., W. N. W., W. N. W. to W. S. W. First, fresh and sciually ; second, fresh gales, squally ^vith sleet and rain ; third, fresh breezes and squally. Aug. 19. Lat. 50° 12' S.; long. 84° 40' W. Barometer, 29.45 ; temperature of air, 40°; of water, 42°. Winds: S. W. by S. throughout. Strong gales; heavy squalls of snow and hail. "Your Sailmr/ Directions, with the accompanying Charts, contain much valuable information, and I would recommend them to every shipmaster, in whatever trade he may be, with regard to doubling Cape Horn. I should prefer running down between the parallels of 58° and 00°, rather than contend with adverse winds, heavy sea, and strong easterly currents, between 58° and the cape. I experienced smooth sea, good weather, and easterly winds, while other ships 2° or 3° N. of me were lighting westerly gales, and had a much stronger easterly set." Ship Wild Ranger (J. Henry Sears), Boston to San Francisco, sixty days out. Aug. 20, 1853. Lat. 51° 00' S.; long. 62° 00' W. Barometer, 29.50; temperature of air, 36°; of water, 36°. Winds: S. W., W. S. W., W. S. W. Moderate breezes and pleasant. Aug. 21. Lat. 51° 40' S.; long. 63° 10' W. Barometer, 29.95; temperature of air, 31°; water, 32°. Wind: S. S. W. throughout. First part, light winds ; at 4 P. M. made Cape Percival (Falkland Islands); at 8 P. M. violent squall from S. S. E. ; ends moderate. Aug. 22. Lat. 54° 25' S. ; long. 63° 50' W. Barometer, 29.60 ; temperature of air, 34° ; of water, 35°. AVinds : W. S. W., S. W., S. W. Strong breezes and squally ; snow and hail. Aug. 23. Lat. 55° 00' S. ; long. 04° 00' W. Northerly current. Barometer, 29.30 ; temperature of air, 32°; of water, 34°. Wind : S. W. throughout. At 1 P. M. made east end of Staten Land, bearing S. J W. ; strong gales, and heavy snow squalls. Aug. 24. Lat. 56° 00' S.; long. 64° 20' W. Current, N. E., IJ knot per hour. Barometer, 28.40; temperature of aif, 29°; of water, 31°. Winds: W. N. W., S. W., S. W. At 6 P. M. Staten Land bore W. N. W. 25 miles ; strong gales from S. W. Aug. 25. Lat. 55° 23' S. ; long. 63° 30' W. Current, east, 2 knots per hour. Barometer, 28.80 ; temperature of air, 28° ; of water, 30°. Winds : S. W., S. W., S. S. W. Strong gales and heavy snow squalls ; ends more moderate. Aug. 26. Lat. 56° 08' S.; long. 62° 40' W. Current, east, 3 knots per hour. Barometer, 28.10; temperature of air, 27° ; of water, 27°. Winds : S. by W., N. W., W. S. W. Commences moderate breezes and cloudy ; midnight, fresh breezes, squally weather ; ends a heavy gale. Aug. 27. Lat. 56° 20' S.; long. 63° 00' W. Current, same. Barometer, 28.30; temperature of air, 30° ; of water, 32°. Winds : W. S. W., S. W., W. S. W. Commences heavy gales ; ends more moderate. Aug. 28. Lat. 56° 28' S. ; long. 64° 00' W. Current, east, IJ knot per hour. Barometer, 28.60 ; temperature of air, 36°; of water, 34°. Winds: calm, S. W., N. W. First and middle parts, light and calm ; ends moderate ; cloud}^, with rain. 82 650- THE WIND AND CURRENT CHARTS. Aug. 29. Lat. 56° 53' S. ; long. G7° -iS' W. Current, east, 1 knot per hour. Barometer, 28.85 ; temperature of aii', 38° ; of water, 30°. Winds: W., calm, N. W. First and middle, light airs and calm ; ends fresh breezes, thick and rainy. Aug. 30. Lat. 57° 30' S. ; long. 70° 22' W. Current, same. Barometer, 28.80 ; temperature of air, 41° ; of water, 39°. Winds: W. N. W., W. N. W., W. N. W. Strong breezes and rainy. Aug. 31. Lat. 58° 23' S.; long. 72° 17' W. Current, same. Barometer, 28.80; temperature of air, 36°; of water, 37°. Winds: W. N. W., W., W. Strong gales, and squally; snow. Sept. 1. Lat. 51° 17' S.; long. 73° 20' W. Current, same. Barometer, 28.75; temperature of air, 34° ; of water, 36°. Winds : W. N. W., N. W., N. W. Fresh breezes and squally. Sept. 2. Lat. 56° 55' S.; long. 73° 40' W. Current, east, 28 miles. Barometer, 28.80; temperature of air, 36° ; of water, 36°. AViuds : W., W. N. W., W. N. AV. Strong breezes and squally. Sept. 3. Lat. 54° 38' S. ; long. 76° 20' AV. Current, east, 29 miles. Barometer, 29.40 ; temperature of air, 35° ; of water, 34°. AVinds: AV. S. AV., S. AV., W. Strong breezes, and heavy snow squalls. Sept. 4. Lat. 53° 41' S. ; long. 77° 14' W. Barometer, 29.50; temperature of air, 36° ; of water, 35°. AVinds: AV. S. W., S. AV., AV. N. AV. Strong breezes and squally. Sept. 5. Lat. 52° 15' S.; long. 77° 42' W. Current, south, 12 miles. Barometer, 29.80; temperature of air, 39°; of water, 37°. Winds: W. N. W., AV. S. W., AV. Fresh breezes and squalls of hail and rain ; hope I am most clear of bad weather, and worse winds. Sept. 6. Lat. 49° 21' S.; long. 80° 55' AV. Current, south, 12 miles. Barometer, 29.95 ; tempera- ture of air, 43° : of water, 40°. AVinds : W. S. AV., S. W., S. Fresh breezes, with squalls of hail and rain ; latter part, wind hauling to south ; first fair wind for a month. "San Francisco, October 25, 1853. "I followed your track to the equator for July, and had a passage of 28 days to the equator; crossed in 32° 30', just clear of Eocas, and then had a very hard chance to Cape Horn. I highly approve of your track from Boston to the equator, and have no doubt but that I gained by following your instruc- tions. " I found very little current near St. Roque. I intended to have gone through Straits of Le Maire, but the wind being S. AV., I could not get far enough to westward, and thought it better to pass east end of Staten Land. AVith reganl to a passage around Cape norn, I would say I have seen worse weather between Boston and Liverpool, in September, than I have seen yet in this passage. North of equator, I had a long spell of calm weather which prolonged my passage ; but find, on arrival, that I was in company with four other clipper ships, and all arrived here same day." Barque Mermaid (George Smith), Pernambuco to San Francisco, fi-om Cajie St. Roque, thirty-one days. Aug. 20, 1851. Lat. 50° 30' S. ; long. 65° 35' AV. Winds : N. AV., N. N. AV., and N. N. E. Fresh breezes. CAPE HORN TRACKS. 651 Aug. 21. Lat. 54° 31' S. ; long. 65° 16' W. Winds : W. N. W., W., and W. S. W. Fresh gales at meridian, Cape St. Diego bore S. E., distant, \0 niile.s. Aug. 22. Lat. 56° 14' S.; long. 64° oO' \V. AVind.?: AY. S. W., S. W. by W., W. S. W. At 1 P. M. entered the Straits of Le Maire, and was set to the southward by a tide at the rate of 6 rniles per hour. At 5 P. M. Cape Good Success bore N. W., distant 25 miles. After getting through the straits, experienced a heavy irregular sea from the S. W., which lasted until midnight; latter part squally. Aug. 23. Lat. 57° 05' S.; long. 65° 12' W. Winds: W. S. W., S. W., and S. by W. Squally weather. Aug. 24. Lat. 56° 45' S.; long. 67° 35' W. Winds: N. W., S. S. W., N. Unsteady wind; ship under all sail. Aug. 25. Lat. 57° 30' S.; long. 70° 45' W. Winds: N. K E., N. W., and W. Temperature of air, 43°; of water, 41°. Strong winds; made Diegos Island. Aug. 26. Lat. 67° 20' S.; long. 70° W. Temperature of air, 40°; of water, 41°. Winds: W. N. W., N. W., and N. W. Heavy gales ; hove to. Aug. 27. Lat. 57° 40' S.; long. 71° 10' W. Temperature of air, 39°; of water, 41°. Wind.s : N. N. W., W., and W. Strong gales ; under close reefs. Aug. 28. Lat. 56° 48' S. ; long. 72° 50' W. Temperature of air, 38° ; of water, 41°. Winds : W. S. W., S., and S. First part, strong gales ; middle and latter part, moderate. Aug. 29. Lat. 55° 19' S.; long. 78° 00' W. Temperature of air, 38° ; of water, 41°. Winds: S., S. S. W., and S. W. Fresh wind. ; . . ■ " Aug. 30. Lat. 53° 12' S. ; long. 79° 00' W. Temperature of air, 39° ; of water, 42°. Winds : S. W., W., and W. N. W. First part, moderate; middle and latter parts, squally. , . Aug. 31. Lat. 51° 45' S. ; long. 78° 45' AY. Temperature of air, 41° ; of water, 43°. AYinds: W. N. AA\, N". AY., and AY. N. AY. Fresh gales, and squally. . Sept. 1. Lat. 51° 10' S. ; long. 78° 18' W. Temperature of air, 43°; of water, 43°. Winds: N. W., AY. N. AY., and N. E. Fresh winds. Sept. 2. Lat. 49° 42° S. ; long. 80° 10' AY. Temperature of air, 44° ; of water, 44°. AYinds : N. E., N. AY., and E. First and. latter part, moderate ; middle part, squally. Ship Queen of Clippers (John Zerega), New York to San Francisco, 61 days out. Aug. 30. Lat. 49° 53' S. ; long. 64° 57' AY. Barometer, 29.30 ; temperature of air, 47° ; of water, 43°. AYinds: N. AY. by AY., AY. N. AY., AY. by S. First, moderate ; second and third, fresh and squally; water, at 12 feet 2 inches below surface, 43°. Aug. 31. Lat. 54° 05' S. ; long. 65° 00' W. Barometer, 29 ; temperature of air, 39° ; surface of water, 43° ; below surface, 12 feet 2 inches, 43°. First, moderate and squally ; second, fresh ; third, blow- ing hard in squalls. Sept. 1. Lat. 54° 52' S. ; long. 65° 02' AY. Barometer, 29 ; temperature of air, 42° ; of water, at 652 THE WIND AND CURRENT CHARTS. surface, 41°; below, 41°. Winds: W. by N., W. N. W., N. First and second, strong gales; third part, light winds. Sept. 2. Lat. 56° 08' S.; long. 65° 27' AV. Barometer, 28.70 ; temperature of air, 36°; of water, at surface, 40° ; below, 40°. Winds : W. N. W., S. S. W., W. by S. First, light winds and strong tide rips ; second, calm ; third, heavy gales and squalls of hail. I see in your book of Directions, that some of the captains state that they do not consider the barometer as a guide in high southern latitudes ; but I differ from them. Although I may not have had as much experieuce as some of them — having been thirteen years at sea, of which time I have been captain six years — I think if the glass falls three or four-tenths in a few hours, it will be succeeded by a gale and very heavy gust, which will last several hours — altliough the simple fact that the barometer falls, does not, as a natural consequence, predict wind; it only shows that there is a commotion in the atmosphere in your vicinity, which may be succeeded by wind or rain, but I think more likely by the former. Sept. 3. Lat. 56° 30' S. ; long. 66° 50' W. Barometer, 29 ; temperature of air, 34° ; surface of water, 40° ; below, 40°. Winds : W. by S., W. by E., S. S. W. Strong gales and snow squalls. Sept. 4. Lat. 57° 28' S. ; long. 66° 50' W. Barometer, 29.3 ; temperature of air, 36° ; of water, 40° ; below surface, 40°. Winds : " not put down." Squally and misty weather. Sept. 5. Lat. 58° 37' S. ; long. 68° 15' W. Barometer, 29.00 ; temperature of air, 35° ; of water, 40° ; below surface, 40°. Current, E., IJ knot. Winds: W. i S., W., W. by N. Heavy gales and squalls. Sept. 6. Lat. 58° 00' S.; long. 69° 40' W. Barometer, 29.03 ; temperature of air, 31° ; of water, 40° ; below surface, 40°. Current, E., 1 J knot. Winds : W., S., S. by W. First, gales ; second, gales and snow squalls ; third, blowing very hard. Sept. 7. Lat. 56° 09' S. ; long. 73° 33' W. Barometer, 30.18 ; temperature of air, 33° ; of water, 40° ; below surface, 40°. Current, N. E., 1 knot. First part, gales ; second, more moderate ; third, fine weather. Sept. 8. Lat. 54° 29' S. ; long. 76° 00' W. Barometer, 30.03 ; temperature of air, 32° ; of water, 40° ; below surface, 40°. Winds: S. by W., S. W. by S., S. E. First and second, moderate with rain squalls; latter, light airs and calm. Sept. 9. Lat. 53° 30' S. ; long. 80° 13' W. Barometer, 29.05 ; temperature of air, 86° ; of water, 40° ; below surface, 40°. Winds: B., E., N.W. Light breezes and squally. Sept. 10. Lat. 53° 05' S. ; long. 82° 30' W. Barometer, 29.00 ; temperature of air, 36° ; of water, 40° ; below surface, 40°. Winds : N. W. by N., N. N. W., W. by N. Strong gales. Sept. 11. Lat. 50° 24' S. ; long. 82° 00' W. Barometer, 29.40 ; temperature of air, 40° ; of water, 42° ; below surface, 42°. Winds : N. W. by N., S. W., W. First part, strong gales and misty ; second, moderate ; third, moderate and squally. Ship John Bertram. (F. Lendholm), Boston to San Francisco, fifty-eight days out. Aug. 28, 1853. Lat. 49° 27' S. ; long. 65° 17' W. Barometer, 29.70 ; temperature of air, 49° ; of water, 43°. Winds : W. by S., S. W. by W., N. W. l)y W. First and middle parts, light breezes. Sounded in 60 fathoms. Ends fine breezes and pleasant. CAFE IIOItN TRACKS. 653 Aug. 29. Lat. 51° 55' S.; long. 66° 80' W. Barometer, 20.46; temperature of air, 46° ; of water, 4 1 °. Winds : W. X. 'W., W. N. ^Y., N. W. First aiul middle parts, light breezes ; latter part, faint airs. Aug. oO. Jjat. 54° 03' S. ; long. 65° 32' \V. Barometer, 29.07 ; temperature of air, 40° ; of water, 41°. AVinds : variable, variable, N. W. Commences light variable airs. Ends fine breeze. Aug. 31. Lat. 56° 45' S. ; long. 66° 57' W. Barometer, 29.00 ; temperature of air, 43° ; of water, 41°. AVinds: N. \V., N. W. by N., AV. by S. Commences with fine breezes and pleasant. At 2 P. il. Cape St. Diego bore, by eompass, S. E. At 3 hours 30 min. P.M. i>assod it and entered Straits of I;e Mairc. Be- calmed two hours. A strong northerly current. At 7 P. if. clear of the straits. Middle, unsteady winds witli snow. At 6 hours 30 min. A. II. Cape Ilorn bore W. i S. Ends strong gales. Sept 1. Lat. 57° 00' S.; long. 69° 01' W. Barometer, 28.82 ; tem[ierature of air, 44° ; of water, 42°. Winds : W., W. S. W., W. by S. First part, moderate breezes with frequent snow squalls ; nriddle, dark gloomy weather. Ends with unsteady winds and snow squalls. Sept. 2. Lat. 57° 27' S. ; long. 09° 45' W. Barometer, 28.70 ; temperature of air, 37° ; of water, 39°. Winds : W. by S., W. S. W., AV. by N. Moderate breezes with snow squalls, and a high sea. Sept. 3. Lat. 56° 02' S. ; long. 72° 00' AY. Current, E. N. E., 26 miles. Barometer, 28.97 ; temperature of air, 37° ; of water, 40°. AA^iuds : variable, S., AV. S. AV. First, light baffling winds ; middle and latter fresh breezes with snow s(.|ualls. Sept. 4. Lat. 57° 21' S. ; long. 73° 13' AV. Barometer, 29.28 ; temperature of air, 40°; of water, 40°. AViuds : W. S. AV., AV. S. AV., AA". by N. ; strong gales with a heavy sea. Sept. 5. Lat. 58° 17' S. ; long. 74° 01' AV. Barometer, 29.07 ; temperature of air, 38° ; of water, 39°. AVinds : AV. S. AV., AV., AV. N. AV. ; heavy gales and a heavy sea. ... Sept. 6. Lat. 57° 24' S.; long. 74° 28' AV. Current (two days), E., 29 miles. Barometer, 29.00 ; temperature of air, 35°; of water, 39°. AA^inds: AV., AV. S. AV., S. S. W. ; strong gales and heavy sea; long and heavy squalls. Sept. 7. Lat. 56° 10' S. ; long. 77° 28' AV. Barometer, 30.23 ; temperature of air, 39° ; of water, 40°. AA'inds: S. S. W., S. S. AV., S. AV. by S. First part, strong gales and stronger squalls: middle, strong breezes and squally; ends, moderate breezesand cloudy. Sept. 8. Lat. 54° 56' S. ; long. 79° 11' AV. Barometer, 30.48 ; temperature of air, 36° ; of water, 40°. AVinds: S. W. by W., S. S. W. to AV. by S. ; calm. First part, light breezes and light squally weather; middle, baffling ; ends, calm and foggy. Sept. 9. Lat. 53° 34' S. ; long. 83° 00' \V. P.arometer, 29.96 ; temperature of air, 38° ; of water, 40°. AVinds : calm, N. E., N. W. by N. Commences, calm and foggy ; middle and latter parts, fine breezes. Sept. 10. Lat. 53° 11' S. ; long. 85° 28' AV. Barometer, 29.08 ; temperature of air, 40° ; of water, 41°. Winds: N. AA^. by N., AV. by S., AV.; strong breezes and strong gales, and cloudy squally weather. Sept. 11. Lat. 50° 26' S. ; long. 85° 48' AV. Barometer, 29.46 ; temperature of air, 40° ; of water, 41°. AA'inds: W. N. AA^., S. W., S. AA". by \V. Commences, strong breezes and squally, with rain ; 9 P. M. wind hauled to S. AV. ; middle and latter parts, strong breezes and squally, with a heavy cross sea. 654 THE WIND AND CURRENT CHARTS. Ship Eagle (John S. Farran), Ne-w York to San Francisco, sixty -two days out. Sept. 10, 1853. Lat. 48° 38' S. ; long. 49° 35' W. Current, N. 6G° E., 20 miles. Barometer, 29.28 ; temperature of air, 42° ; of water, 46°. "Winds : S. AY. by S., S. W. by W., S. W. by W. First and second parts, fresh ; latter, hard gales and cloudy. Sept. 11. Lat. 50° 31' S.; long. 51° 10' W. Current, N. 80° E., 22 miles. Barometer, 28.93 ; tem- perature of air, 42°; of water, 38°. Winds: W.by S., W.by K, W.N. W. ; strong gales, cloudy and rain. Sept. 12. Lat. 51° 20' S.; long. 51° 06' W. Current, E., 20 miles. Barometer, 29.20; temperature of air, 40°; of water, 38°. Winds: W. byK, W., W. ; heavy gales, hail, and lightning. Sept. 13. Lat. 52° 20' S.; long. 51° 41' W. Current, S. 81° E., 24 miles. Barometer, 29.38; tem- perature of air, 41°; of water, 37°. AYinds: W. S. W., S. W., W. by N. First part, strong gale; second and third parts, moderate. Sept. 14. Lat. 54° 01' S. ; long. 54° 46' W. Current, S. 83° E., 26 miles. Barometer, 29.09 ; tem- perature of air, 41°; of water, 39°. Winds: W. by N., W. N. W., W.byN. ; moderate, cloudy and hazy. Sept. 15. Lat. 55° 05' S.; long. 59° 42' W. Current, S. 80° E., 20 miles. Barometer, 29.03 ; tem- perature of air, 34°; of water, 39°. Winds: E. S. E., E., S. ; moderate breezes, with sleet of snow. Sept. 16. Lat. 53° 00' S. ; long. 60° 53' W. Current, S. 86° E., 25 miles. Barometer, 29.64; tem- perature of air, 32° ; of water, 39°. Winds: S. W. by S., S. W. by S., S. S. W. Heavy squalls of sleet and snow ; latter, passing clouds. .... Sept. 17. Lat. 55 °07' S.; long. 62° 56' AV. Current, E., 32 miles. Barometer, 29.85; temperature of air, 43°; of water, 39°. Winds: S., S. W., W. N. W. Moderate, and cloudy. Sept. 18. Lat. 56° 58' S. ; long. 67° 23' W. Current, S., 25 miles. Barometer, 29.28; temperature of air, 43° ; of water, 40°. AVinds: N. N. AV., AY. N. AY., AY. N. AY. First, moderate; second, variable; third, fresh gales, and cloudy. Sept. 19. Lat. 58° 21' S.; long. 69° 5' AY. Barometer, 29.62 ; temperature of air, 42°; of water, 39°. AYinds : AY., W. by S., AY. by N. Strong breezes, and cloudy. Sept. 20. Lat. 59° 38' S. ; long. 71° 33' AY. Barometer, 29.48 ; temperature of air, 39° ; of water, 39°. AYinds : AY. N. AY., AY. N. AY., AY. Hard squalls and hail ; latter, fair. Sept., 21. Lat. 61° 07' S.; long. 73° 30' AY. Barometer, 29.45; temi^erature of air, 38°; of water, 36°. Winds : AY., AY. by S., AY. Moderate, and thick drizzling rain. Sept. 22. Lat. 61° 48' S. ; long. 76° 36' AA^. Barometer, 28.65 ; temperature of air, 37° ; of water, 34°. AYinds : AY. N. AY., N. AY., N. AY. by AY. Moderate, cloudy, and rainy. Sept. 23. Lat. 60° 59' S. ; long. 76° 50' W. Current, N". 82° E., 16 miles. Barometer, 28.70 ; tem- perature of air, 36° ; of water, 36°. AYinds : W. S. AY., E. S. E., AY. N. AY. First, light, with snow ; lat- ter, cloudv. SeiJt. 24. Lat. 59° 45' S.;'long. 78° 50' W. Barometer, 28.42; temperature of air, 37° ; of water, 38°. AYinds: AY. l»y N., N. AY., N. N. AY. Moderate and cloudy, with drizzling rain. CAPE HORN TRACKS. 655 Sept. 25. Lat. 59° 1(3' S.; long. 80° 47' \V. Barometer, 28.30; temperature of air, 39°; of water, 37°. AViiiils: N. N. W., calm, S. S. "W. Fii.-^t and second, drizzling ; third, snow. Sept. 26. Lat. 56° l-i' S. ; long. 83° 1' W. Barometer, 29.03 ; temperature (jf air, 32° ; of water, 39°. AVinds: S. W. by W., S. K., S. E. by S. Fir.st, baffling, with snow squalls; second, snow; third, cloudy. Sept. 27. Lat. 52° 50' S.; long. 84° 45' W. Barometer, 28.80; temperatnrc of air, 30°; of water, 40°. AVinds: S. E. throughont. Fresh breezes; dark cloudy weather, with heavy snow squalls. Sept. 28. Lat. 50° 00' S.; long. 85° 16' W. Barometer, 20.25 ; temjieraturc of air, 40° ; of water, 42°. Winds : S. E., S., S. E. First and third, baiUing and fair; latter, rain. Barque Sarah H. Snow (Laban Rawes), Boston to A''alparaiso, thirty-eight days from Cape St. Roque. Sept. 11, 1851. Lat. 49° 46' S.; long. 65° 00' AV. Barometer, 29.40; temperature of air, 46°; of water, 42. AVinds: AA^. S. AV., AA^., and AV. S. AV. Strong breezes and clear weather. Sept. 12. Lat. 51° 30' S.; long. 64° 59' AA^ Barometer, 29.60; temperature of air, 44°; of water, 42°. AA'inds: AV. S. AA''., S. AV., and AV. S. AV. Fresh breezes and passing clouds. Sept. 13. Lat. 54° 33' S.; long. 65° 12' AA'". Barometer, broke; temperature of air, 46°; of water, 42°. AVinds: AA^. N. AV., JST. AV., and AV. N. AV., Strong gales, with quick passing clouds; made Cape St. Diego, bearing S. E. Sept. 14. Lat. 55° 45' S. ; long. 65° 39' AV. Temperature of air, 40° ; of Avater, 42°. AA^iuds : AV. N". AA^., calm, and S. E. AVeather variable ; passed through the Straits of Le Mairo. Sept. 15. Lat. 56° 37' S. ; long. 64° 56' AA'". Temperature of air, 37° ; of water, 42°. AVinds : S. E., S. by E., and S. AA^. by S. Hard gales, with snow. Sept. 16. Lat. 56° 45' S.; long. 65° 00' AV. Temperature of air, 35°; of water, 42°. AVinds : S. S. AV., S. S. AV., and variable. First and middle parts, blowing hard, with snow; ends fair. Sept. 17. Lat. 57° 20' S.; long. 65° 50' AV. Temperature of air, 42°; of water, 41°. AVinds: vari- able, variable, and AV. N. AV. Moderate breezes and squally; latter part, fresh and scpially. Sept. 18. Lat. 57° 46' S. ; long. 69° 33' AV. Temperature of air, 42° ; of water, 40°. A\"iud : AA^. N. AV. Fresh breezes and hard gales, with rain. Sept. 19. Lat. 58° 50' S.; long. 70° 50' AV. Temperature of air, 42° ; of water, 40°. Winds: W., W. S. W., and AV. Blowing hard, with squalls and high sea. Sept. 20. Lat. 59° 50' S.; long. 71° 47' AV. Temperature of air, 39° ; of water, 40°. AVind : AA^ Hard gales, with squalls, and rain, and snow. Sept. 21. Lat. 59° 50' S. ; long. 72° 00' AV. Temperature of air, 40; of water, 40. Wind: AA". Dull, rainy weather, blowing hard. Sept. 22. Lat. 60° 27' S.; long. 72° 58' W. Current, E., 24 miles. Temperature of air, 39°; of water, 37°. AA'iud : W. N. AV. Blowing hard, cloudy and rainy. Sept. 23. Lat. 60° 26' S.; long. 73° 00' AV. Temperature of air, 40; of water, 37°. AVinds: W. Strong gales, with rain and heavy sea. G56 THE WIND AND CURRENT CHARTS. Sept. 24. La,t.'59° 50' S.; long. 74° 00' W. Temperature of air, 38°; of water, 38°. Winds: W., "W"., and S. W. Fresh breezes, and liglat squalls of rain and snow. Sept. 25. Lat. 59° 41' S. ; long. 70° 30' W. Temperature of air, 40° ; of water, 39°. Winds : N. W., N. W. by W., and variable. Strong breezes and squally, with snow and rain. Sept. 26. Lat. 57° 31' S.; long. 77° 35' W. Temperature of air, 38° ; of water, 40°. Winds : S. W., S. W., and S. S. W. Fresh winds, with hail and snow squalls. Sept. 27. Lat. 55° 02' S.; long. 79° 41' W. Temperature of air, 39°; of water, 40°. Winds: S., S. S. E., and S. E. by E. Strong breeze, Avith dark clouds ; hail and snow. ■ . Sept. 28. Lat. 52° 00' S. ; long. 81° 25' W. Temperature of air, 38° ; of water, 42°. Winds : S. E., S., and S. S. W. Fresh winds and squall}^, with rain and snow. Sept. 29. Lat. 50° 10' S.; long. 81° 45' W. Temperature of air, 42° ; of water, 42°. Winds: S.W., S. W. by W., and N. N. E. First part, snow and hail squalls ; latter part, fresh gale and rain. Ship Haven. (W. 11. Ilenry), New York to San Francisco, nineteen days from Cape St. Roque. Sept. 23. Lat. 50° 51' S.; long. 65° 20' W. Current, E., 20 miles. Barometer, 29.70; temperature of air, 40° ; of water, 40°. Winds : W. S. W. calm, E. S. E. ; light airs and calm. Sept. 24. Lat. 51° 4(3' S. ; long. 04° 31' W. Current, N. E. | E., 23 miles. Barometer, 29.80 ; temperature of air, 38° ; of water, 40°. Winds : S. E., S., and S. S. E. Moderate breeze and squally. Sept. 25. Lat. 52° 53' S. ; long. 66° 10' W. Current, N., 14 miles. Barometer, 29.80 ; temperature of air, 30° ; of water, 40°. Winds: S. E., baffling, E. S. E., light and variable. Sept. 26. Lat. 54° 26' S. ; long. 65° 10' W. Current, E., 24 miles. Barometer, 29.00; temperature of air, 38°; of water, 40°. Winds: N. N. E., light and variable; made the land of Terra del Fuego ; at noon. Cape St. Diego bore S. by E., 12 miles. Sept. 27. Lat. 55° 58' S. ; long. 69° 05' W. Current, E., 24 miles. Barometer, 29.50 ; temperature of air, 42° ; of water, 42°. Wind : N. AV. Moderate and cloudy ; passed through the straits of Le Maire, and cleared them at 6 A. M. ; at 5 A. M. Cape Horn bore N. N". W., 2 miles. Sept. 28. Lat. 56° 14' S. ; long. 71° 05' W. Current, none. Barometer, 29.50. Winds : calm and W. N. W., light and calm. Sept. 29. Lat. 55° 45' S.; long. 73° 00' W. Current, E., 36 miles. Barometer, 29.70; temperature of air, 40° ; of water, 40°. Winds : W., S. S. W., and W. S. W. Fresh breezes and squally, with rain. Sept. 30. Lat. 55° 38' S. ; long. 74° 35' W. Barometer, 29.70; temperature of air, 40°; of water, 40°. Wind : W. Fresh gales and thick cloudy weather ; double reefs. Oct. 1. Lat. 56° 03' S.; long. 75° 24' W. Barometer, 29.20; temperature of air, 40°; of water, 40°. Wind : W. N. W. Heavy gales and violent squalls, with rain. Oct. 2. Lat. 55° 57' S.; long. 74° 35' W. Current in three days, E., 88 miles. Barometer, 29.40; temperature of air, 41°; of water, 41°. Winds: W. N. W., W. S. W., and S. W. Hard gales and squalls. CAPE U014N TKACKS. 657 Oct. 3. Lat. 55° 32' S. ; long. 74° 35' W. Current, E., 30 miles. Barometer, 29.40 ; temperature of air, 40° ; of water, 41°. Winds: W., anil W. N. W. Strong gales and hard squalls; turbulent sea. Oct. 4. Lat. 55° 36' S. ; long. 74° 45' W. Barometer, 28.70 ; temperature of air, 41° ; of water, 41°. AVinds : W., and W. N. W. Strong gales and violent squalls, with rain.' Oct. 5. Lat. 55° 26' S. ; long. 75° 45' W. Barometer, 28.50 ; temperature of air and water, 41°. Winds: W. N. W., W., W. S. W. Heavy gales. Oct. 6. Lat. 53° 47' S. ; long. 75° 20' W. Barometer, 29.70 ; temperature of air, 46° ; of water, 45°. AVind : W. Light winds and passing squalls, with rain. Oct. 7. Lat. 54° OS'S.; long. 78° 21' W. Current, E., 12 miles. Barometer, 29.60; temjierature of air, 46°; of water, 46°. AVinds: N. AY., N. N. W., and N. AV. First part, light; latter part, fresh breezes. Oct. 8. Lat. 54° 25' S.; long. 80° 18' W. Barometer, 29.70; temperature of air, 43° ; of water, 42°. AVind: N. W. Strong gales, and thick rainy weather. Oct. 9. Lat. 54° 04' S. ; long. 83° 25' W. Barometer, 29.50 ; temperature of air, 43° ; of water, 43°. AVinds : AV., N. AA"., and X. N. AV. Strong breezes, and thick rainy weather. Oct. 10. Lat. 53° 10' S.; long. 82° 40' W. Current, E., 12 miles. Barometer, 29.50; temperature of air, 42° ; of water, 43.° Winds : AV., calm, and N. AV. A^ariable breezes, and thick weather. Oct. 11. Lat. 50° 55' S. ; long. 79° 10' W. Current, E., 18 miles. Barometer, 29.70; temperature of air, 42°; of water, 42.° Wind: N. AV. Moderate breeze, and cloudy. Oct. 12. Lat. 50° 02' S. ; long. 80° 18' AV. Barometer, 29.70 ; temperature of air, 44° ; of water, 45°. Winds: AV. N. AV., N. N. AV., and N. N. AV. Variable breezes, and thick weather. Ship SamuelHussell (Jose'ph. Limeburner), from New York to San Francisco, twenty-six days from Cape St. Roque. •• Oct. 8, 1852. Lat. 51° 18' S.; long. 64° 00' W. Barometer, 30.30; temperature of air, 54°. Winds : E. N. E., N., and N. N. AV. Fresh breeze and calms ; thick and foggy. Oct. 9. Lat. 55° 46' S. ; long. 65° 03' W. Barometer, 30.29 ; temperature of air, 52°. Winds : N. AV., S. AV. by W., and calm. Foggy weather. Oct. 10. Lat. 55° 00' S. ; long. 63° 43' AV. Barometer, 30.10 ; temperature of air, 46.° AVinds: calm, N., and N. AA''. First part, light breeze and thick fog ; latter part, clear. Oct. 11. Lat. 56° 22' S. ; long. 67° 50' W. Barometer, 30.10; temperature of air, 42.° AVinds: W. S. W., baffling. Strong breezes and snow squalls. Oct. 12. Lat. 56° 35' S. ; long. 67° 50' AV. Barometer, 30.10; temperature of air, 42°. AVinds: AV. S. AV., baffling. Light breezes and thick weather. Oct. 13. Lat. 56° 49' S.; long. 71° 40' AV. Barometer, 29.65; temperature of air, 46.° Winds: N. E., N., and N. AV. First part, light ; latter part, strong breezes. 83 658 TUE WIND AND CUEKENT CHARTS. Oct. 14. Lat. 57° 3-i' S.; long. 73° 59' W. Barometer, 29.50; temperature of air, 40°; of water, 54°. Winds: N. W., W., W. N. W. Strong gales and rain during first part; latter part, clear. Oct. 15. Lat. 57° 12' S. ; long. 75° 13' W. Barometer, 29.90; temperature of air, 40°. Winds: W. by N"., S. W., and W. N. W. Heavy gales, and squally. Oct. 16. Lat. 57° 33' S.; long. 77° 50' W. • Barometer, 29.70; temperature of air, 42°. Winds: N. W. by W., N. W., and K. W. Strong gales, and heavy sea. Oct. 17. Lat. 57° 10' S.; long. 79° 12' W. Barometer, 29.70 ; temperature of air, 38°. Winds: AV. N. W., W., and W. by S. Strong breezes and clear. Oct. 18. Lat. 54° 34' S.; long. 78° 12' W\ Barometer, 29.75; temperature of air, 40°. Winds: W. N. W., W., and W. Heavy gale and squalls. . , , , Oct. 19. Lat. 52° 02' S.; long. 77° 29' W. Barometer, 29.80; temperature of air, 43°. Winds: W., AV. S. W., and N. W. by W. Strong breezes and thick weather; heavy head sea. Oct. 20. Lat. 52° 45' S.; long. 78° 31' AY. Barometer, 29.00 ; temperature of air, 42°. AVinds: W. S. AV., AV. and S. by W. Heavy gales and heavy head sea. Oct. 21. Lat. 52° 30' S.; long. 78° 50' A¥. Barometer, 29.50; temperature of air, 46°. AVinds: S. S. W., W. S. AV., and N. W. Strong gale, and hail squalls. Oct. 22. Lat. 52° 37' S.; long. 77° 49' AV. Barometer, 29.10; temperature of air, 40°. AVind: W. Strong gales and hail squalls. Oct. 23. Lat. 50° 44' S.; long. 79° 18' AV. Barometer, 29.00; temperature of air, 40. Winds: AV. by S., AV. S. W., and S. AV. Strong gales and rainy. Ship Winged Arrow (F. Bcarre), Boston to San Francisco, twenty-one days from St. Eoque. Sept. 25. Lat. 50° 05' S.; long. 66° 41' AV. Barometer, 29.5; temperature of air, 56°; of water, 55°. Winds : S. E., calm, variable. Light airs and calms. Sept. 26. Lat. 52° 30' S. ; long. 67° 00' W. Barometer, 29.5 ; temperature of air, 56° ; of water, 55°, Winds: S. E. throughout. Light breezes and cloudy weather. Sept. 27. Lat. 55° 00' S. ; long. 64° 15' W. Barometer, 29.5 ; temperature of air, 56° ; of water, 55°. Winds : N. E., N. E., N. First and second parts, moderate ; third, fresh breezes. Sept. 28. Lat. 56° 30' S. ; long. 67° 80' W. Barometer, 29.5 ; temperature of air, 56° ; of water, 55°. Winds : N., N., N. AV. Moderate and pleasant. Sept. 29. Lat. 56° 40' S. ; long. 69° 14' W. Barometer, 28.7 ; temperature of air, 56°. AVinds : AV., S. S. AV., AV. S. W. Fresh gales and heavy squalls. Sept. 30. Lat. 57° 15' S. ; long. 70° 15' AV. Barometer, 28.6 ; temperature of air, 50°. AVinds : W., S. AV., S. AV. by AV., AV. S. AV. Fresh gales and variable weather. Oct. 1. Lat. 57° 20' S.; long. 71° 00' AV. Barometer, 28.8. Winds: AV., AV. by N., AV. by K Heavy gales. Oct. 2. Lat. 57° 33' S. ; long. 70° 42' AV. Barometer, 28.8. AVinds : AV., AV., S. S. W. Heavy gales. CAPE UORN TKACKS. Q59" Oct. 3. Lat. 57° 52' S.; long. 71° 51' W. B.irometer, 28.8. Winds: W., W., W. hy S. Heavy gales and rain. Oct. -1. Lat. 58° 00' S.; long. 71° 50' W. Barometer, 28.9. Winds: W. by N. llirougliout; heavy gales, with constant rains and snow. Oct. 5. Lat. 56° 12' S.; long. 71° 30' W. barometer, 29.0. Winds: W. by S., ^\Mn• S., W.; fresh gales ; third part, more moderate. Oct. 6. Lat. 55° 49' S.; long. 72° 03' W. Barometer, 29.7. Winds: W. by S. throughout; squally and variable. Oct. 7. Lat. 57° 03' S.; long. 74° 19' W. Barometer, 29.(). Winds: W., W. N. W.,N. W. First and second parts, moderate; third }iart, fresh. Oct. 8. Lat. 57° 50' S.; long. 74° 30' W. Barometer, 29.3. Winds: W. N W. throughout; fresh gales and rainy. Oct. 9. Lat. 57° 30' S. ; long. 76° 30' W. Barometer, 29.3. Winds : W. by N., W. by N., N. N. W. ; moderate and rainy. Oct. 10. Lat. 56° 13' S.; long. 78° 39' W. Barometer, 29.6. Winds: N. X. W., W.; variable, moderate and foggy. Oct. 11. Lat. 56° 43' S.; long. 79° 57' W. Barometer, 29.4. Winds : N. W., W. N. W., W. by S. ; moderate breezes. Oct. 12. Lat. 56° 30' S.; long. 82° 10' W. Baroijjetcr, 29.3. Winds : W. S. W., calm, N. First part, moderate; second part, calm; third part, gales. Oct. 13. Lat. 55° 13' S. ; long. 84° 10' W. Barometer, 29.02. Winds : W. N. W., W. N. W., AV. by N. ; fresh gales and rain. Oct. 14. Lat. 52° 19' S.; long. 83° 03' W. Barometer, 29.5. Winds: W., W., W. by S. ; fresh breezes and light squalls of rain. . Oct. 15. Lat. 48° 43' S. ; long. 83° 37' W. Barometer, 29.8. Winds: W., throughout; fine breezes and clear pleasant weather. Ship Louis Philippe (Robert Benthall), Baltimore to Valparaiso, thirty days from St. Roque. Sept. 29, 1849. Lat. 50° 00' S.; long. 63° 02' W. Current, K 56° E., 0.6 mile per hour; tempera- ture of air, 43°; of water, 41°. Barometer, 30.05. Winds: W., S. W., S. W.; moderate breezes and pleasant. Sept. 30. Lat. 51° 54' S.; long. 63° 20' W. Current, N. 45° E., 0.5 mile per hour; temperature of air, 42° ; of water, 40°. Barometer, 29.92. Winds: W. S. W., W. S. W., W. ; moderate and clear. Oct. 1. Lat. 53° 18' S.; long. 63° 54' W. Current, N. 78° E., 1 mile per hour. Barometer, 29.8. Winds : W., W. S. W. to W. ; variable, light breezes and clear. Oct. 2. Lat. 54° 52' S. ; long. 65° 14' W. Current, S. 74° E., 1.7 mile per hour; temperature of air, 660 THE WIND AND CURRENT CHARTS. 43° ; of water, 41°. Barometer, 29.47. Winds : N., W. N. W. to K W., N. W. to variable ; light breezes, cloudy and rainy. Passed throngh the Straits of Le Maire; strong tide rips. Oct. 3. Lat. 56° 29' S.; long. 65° 55' W. Current, N. 19° E., 0.6 mile per hour; temperature of air, 42° ; of -water, 38°. Barometer, 29.35. Winds : W. throughout ; moderate breezes and rainy. Oct. 4. Lat. 57° 29' S. ; long. 66° 42' W. Current, N. 19° E., 0.6 mile per hour; temperature of air, 39° ; of water, 38°. Barometer, 29.34. Winds : W., W. to W. N. W., W. N. W. to W. ; cloudy, with hard snow .sqiialls, moderate breezes. Oct. 5. Lat. 56° 20' S.; long. 66° 19' W. Current, S. 77° E., 1 mile ; temperature of air, 42° ; of water, 38°. Barometer, 29.62. Winds : S. W. to W. S. W., W. S. W., W. N. W. ; cloudy, with hail squalls, moderate breezes. Oct. 6. Lat. 56° 08' S.; long. 70° 40' W. Current, S. 57 E., 1.5 mile per hour; temperature of air, 46°; of water, 40°. Barometer, 29.20. Winds: N.W.andS.W., K W. by N., N. by AV. ; moderate breezes, and cloudy with rain. Oct. 7. Lat. 57° 07' S.; long. 70° 50' W. Current, N. 57° E., 1.5 mile per hour. Temperature of air, 40° ; water, 38°. Barometer, 28.82. Winds: N. by E. to N. W., W. N. W., W. N. W ; strong breezes and snow squalls. Oct. 8. Lat. 57° 18' S.; long. 71° 42' W. Current, N. 64° E., 1 mile per hour. Temperature of air, 39° ; of water, 38°. Barometer, 28.70. Winds: N. W. to ^Y. N. W., W. N. W., S. E. to S. W., W. N. W. ; strong winds, and hard snow squalls. Oct. 9. Lat. 57° 25' S.; long. 71° 43' W. Current, N. 26° E., 0.7 mile per hour. Temperature of air, 40°; of water, 41°. Barometer, 28.97. Winds: W. N. W., W., S. W. to S. S. W. First part, moderate gales and snow squalls ; second and third parts, moderating. Oct. 10. Lat. 56° 50' S. ; long. 72° 40' W. Current, N. 69° W., 0.7 mile per hour. Temperature of air, 40°; of water, 41°. Barometer, 29.42. Winds: S. W., S. W. to W. S. W., W.; moderate and cloudy, with snow and. hail. Oct. 11. Lat. 58° 00' S.; long. 74° 54' W. Current, N. 70° W., 0.7 mile per hour. Temperature of air, 38°; of water, 39°. Barometer, 28.97. Winds: W. N. W., W. N. W. to N. W., W. to W. N. W.; moderate and cloudy, with rain. Oct. 12. Lat. 58° 21' S.; long. 77° 09' W. Current, S. 74° W., 1.3 mile per hour. Temperature of air, 40° ; of water, 39°. Barometer, 28.45. Winds : N. N. W., N. N. W. to W. N. W., W. N. W. First part, moderate and cloudy ; second and third parts, light breeze and rain. Oct. 13. Lat. 56° 31' S.; long. 77° 04' W. Current, S. 13° E., 0.5 mile per hour. Temperature of air, 37° ; of water, 40°. Barometer, 28.82. Winds : S. W. to W. N. W., W. S. W. to W. by N., W. S. W. to W. by N. ; moderate breezes, with snow squalls. Oct. 14. Lat. 54° 42' S.; long. 76° 31' W. Current, S. 49° E., 0.5 mile per hour. Temperature of air, 40°; of water, 39°. Barometer, 29.17. Winds: W. to W. S. W., W. to W. S. W., W., W. K W.; moderate breezes, with snow squalls. CAPE HORN TRACKS. 661 Oct. 15. Lat. 55° 26' S. ; long. 7G° 53' W. Temperature of air, 43°; of water, 42°. Barometer, 28.82. Winds : W. to W. S. W., W. S. W. to W. N. W., W. N. W. ; strong winds and cloudy, with rain. Oct. 16. Lat. 55° 24' S. ; long. 77° 27' AV. Temperature of air, 37°; of water, 39°. Barometer, 28.94. Winds: W.N. W., W., W. S. W. First part, moderate and cloudy, with snow squalls; second part, moderate and rainy ; third part, moderate, with snow and rain. Oct. 17. Lat. 55° 20' S.; long. 77° 47' AV. Current, S. 39° E., 0.6 mile per hour. Barometer, 28.82. Winds : S. W. to W. S. ^Y., W. to W. N. AV., AV. N. AV. to N. by AV. First and second parts, moderate and clear; third part, stormy, with rain. Oct. 18. Lat. 55° 34' S.; long. 77° 25' AV. Current, S. 39° E., 0.6 mile per hour. Temperature of air, 40° ; of water, 39°. Barometer, 28.67. AViuds : N. AV. to AV. N. AV., AV. N. AV., AV. ; stormy weather, with snow squalls. Oct. 19. Lat. 55° 28' S. ; long. 77° 17' W. Current, S. 46° E., 1 mile. Temperature of air, 40° ; of water, 39°. Barometer, 29.18. AVinds: AA'., AV. S. W. ; cloudy, and fresh breezes, with snow squalls. Oct. 20. Lat. 52° 50' S. ; long. 78° 15' AV. Current, S. 46° E., 1 mile. Temperature of air, 40° ; of water, 40°. Barometer, 29.52. AVinds: S. AV., S. AV. by W., S. W. by AV.; fresh breezes and cloudy, with snow, rain, and hail. Oct. 21. Lat. 50° 10' S.; long. 79° 53' AV. Current, S. 42° E., 0.5 mile per hour. Temperature of air, 43° ; of water, 43°. Barometer, 30.17. AVinds : S. AA^. to S. S. AY., S., S. S. E. to S. S. AA'. ; moderate, with passing clouds and light hail. Schooner Cliflon. (Daggett), New Yoi-k to Acapulco, from Cape St. Roque, 32 days out. Sept. 26. Lat. 50° 31' S. ; long. 64° 27' AV. Barometer, 28.48 ; temperature of air, 44° ; of water, 42°. AVinds : AV. by N., N. N. E., and N. Strong breeze. Sept. 27. Lat. 51° 57' S.; long. 64° 27' AV. Barometer, 28.48 ; temperature of air, 46° : of water, 41°. AVinds: N. X. AV., N. N. E., and N. Misty and cloudy. Sept. 28. Lat. 53° 40' S. ; long. 64° 28' AV. Barometer, 28.25; temperature of air, 44°; of water, 44°. AVinds : N. W., S. W., and S. AV. Strong breezes and passing squalls. Sept. 29. Lat. 54° OS' S.; long. 63° 42' W. Temperature of air, 40° ; of water, 42°. Barometer, 28.94. Winds : AA''. S. AY., S. AY., and S. AA''. Snow squalls and strong breezes ; saw Staten Land. Sept. 30. Lat. 54° 54' S. ; long. 63° 28' AV. Barometer, 29.25 ; temperature of air, 44°; of water, 42°. Winds : N., N. E., and N. E. Fair weather ; saw Cape St. John. Oct. 1. Lat. 56° 32' S. ; long. 66° 00' AV. Barometer, 28.65 ; temperature of air, 40° ; of water, 41°. AVinds : AV. by S., AY. S. AV., and AV. S. AY. Squally. Oct. 2. Lat. 56° 55' S.; long. 65° 48' W. Barometer, 28.85; temperature of air, 42°; of water, 39°. AVinds : W. N. AA'., N. N. AY., and N. N. W. Some rain ; wind strong. Oct. 3. Lat. 57° 13' S. ; long. m° 37' AV. ]?aronioler, 28.85 ; temperature of air, 41° ; of water, 39°. AVinds: N., N. N. AA^., and N. Squally; an occasional blue sky. 662 THE WIND AND CURRENT CHARTS. Oct. 4. Lat. 57° 22' S.; long. 67° 31' W. Barometer, 28.87; temperature of air, 44° ; of water, 41°. Winds : N., E., and E. N. E. Cloudy and misty ; light wind. Oct. 5. Lat. 56° 57' S. ; long. 70° 30' W. Barometer, 28.30 ; temperature of air, 46° ; of water, 44°. Winds : N. E., N. E., and S. W. Snow squalls. Oct. 6. Lat. 57° 05' S. ; long. 71° 13' W. Barometer, 29.68 ; temperature of air, 40° ; of water, 43°. Winds : W. N. W., N., and W. N. W. Strong winds, and snow squall. Oct. 7. Lat. 57° 20' S. ; long. 73° 19' W. Barometer, 28.80 ; temperature of air, 41° ; of water, 40°. Winds : N. by W., N., and N. E. Moderate breezes and rain. Oct. 8. Lat. 56° 52' S.; long. 76° 50' W. Barometer, 28.57 ; temperature of air, 44° ; of water, 41°. Winds : N. W., S. W., and W. S. W. Cloudy, light winds. Oct. 9. Lat. 56° 14' S. ; long. 79° 17' W. Barometer, 29.27 ; temperature of air, 43° ; of water, 42°. Winds : S. E., S. E., and S. S. E. Cloudy ; fresh winds. Oct. 10. Lat. 54° 29' S. ; long. 81° 49' W. Barometer, 29.60 ; temperature of air, 40° ; of water, 41°. Winds : S. W., S. W., and W. N. W. Cloudy and rainy ; light winds. Oct. 11. Lat. 52° 20' S.; long. 82° 14' W. Barometer, 29.60; temperature of air, 43°; of water, 42°. Winds: W., W. N. W., W. Cloudy; fresh winds with rain. Oct. 12. Lat. 50° 21' S. ; long. 82° 25' W. Barometer, 29.65 ; temperature of air, 43° ; of water, 43°. Winds : W., W., W. by K Some rain. Ship Sea Witch (George W. Eraser), New York to San Francisco, twenty-one days from St. Roque. Oct. 14, 1852. Lat. 51° 43' S.; long. 64° 15' W. Temperature of air, 50°; of water, 42°. Winds: N. N. E., N., N. W. First and second parts, fresh and foggy ; third part, light airs. Oct. 15. Lat. 52° 51' S.; long. 63° 40' AV. Temperature of air, 48° ; of water, 42°. Winds : S. W., S. E., E. S. E. First and second parts, fresh breezes ; third part, moderate. Oct. 1 6. Lat. 54° 15' S. ; long. 64° 46' W. Barometer, 29.47 ; temperature of air, 48° ; of water, 41°. Winds: S. E., calm, W. First part, moderate; second part, calm; third part, light breezes. Oct. 17. Lat. 55° 33' S. ; long. 66° 40' W. Barometer, 29.25 ; temperature of air, 46° ; of water, 42°. Winds: W., calm, W. S. W. First and second parts, light breezes ; third part, calm. Oct. 18. Lat. 56° 30' S.; long. 67° 16' W. Barometer, 29.02; temperature of air, 46°; of water, 42°. Winds: W. S. W., W., W. N. W. First part, light airs; second part, fresh gales; third part, heavy gales. Oct. 19. Lat. 56° 02' S.; long. 67° 12' W. Barometer, 28.70; temperature of air, 42°; of water, 42°. Winds : W. N. W., W. S. W., W. S. W. Hard gales ; third part, moderate. Oct. 20. Lat. 56° 30' S. ; long. 69° 8' W. Barometer, 28.35 ; temperature of air, 44° ; of water, 42°. Winds: W. N. W., N. K W., W. N. W. Heavy gales. Oct. 21. Lat. 56° 15' S. ; long. 70° 56' W. Barometer, 28.3 ; temperature of air, 41° ; of water, 40°. Winds : W. N. W., S., N. N. W. Hard gales, with .squalls of rain, hail, and snow. CAI'E llOKX TRACKS. (jij'6 Oct. 22. Lat. 57° 12' S. ; long. 71° 44' W. Barometer, 28.22; temperature of air, 39°; of water, 40°. Winds: W. N. AV. throughout. Hard gales, with gales of hail and snow. Oct. 23. Lat. 5G° 23' S. ; long. 72° 18' W. Barometer, 28.12 ; temperature of air, 38° ; of water, 39°. Winds: W. S. W., W. S. W., calm. First and second parts, hard gales; third part, calm. Oct. 24. Lat. 55° 22' S.; long. 73° 25' W. Barometer, 27.89 ; temperature of air, 40° ; of water, 40°. Winds: W. S. W., W. S. W., calm and E. First part, fresh; second part, heavy gales; third ]>art, calms and light airs. Oct. 25. Lat. 54° 49' S. ; long. 77° 29' W. Barometer, 27.97 ; temperature of air, 40° ; of water, 42°. Winds: E., N. W., S. W. Hard gales and rain. Oct. 26. Lat. 54° 18' S. ; long. 78° 47' W. Barometer, 28.15; temperature of air, 44°; of water, 43°. Winds: S. W., N.N. W.,N.W. Hard gales and cloudy. Oct. 27. Lat. 52° 29' S. ; long. 79° 24' W. Barometer, 28.50 ; temperature of air, 44° ; of water, 44°. Winds: W., W. S. W., W. Fresh gales and squally. Oct. 28. Lat. 51° 41' S. ; long. 80° 15' W. Barometer, 28.43 ; temperature of air, 44° ; of water, 43°. Winds : W. N. W., W. N. W., W. Fresh gales and squally. Oct. 29. Lat. 49° 47' S.; long. 79° 5' W. Barometer, 29.10; temperature of air, 45°; of water, 44°. Winds: W. by N., W. by N., W. N. W. Fresh gales and squally weather. Thomas W. Leach (Joseph Osgood), New York to San Francisco, sevent^'-livc days out. Nov. 1. Lat. 49° 32' S. ; long. 65° 27' W. Current, N. 35° E., 1.1 knot per hour. Barometer, 29.74; temperature of air, 48°; of water, 44°. Winds: N., N. N. W., S. First and middle parts, fresh gales. Ends pleasant breeze. Nov. 2. Lat. 50° 50' S. ; long. 65° 04' W. Barometer, 29.86 ; temperature of air, 46° ; of water, 48°. Winds : E., N. E., S. Light winds throughout. Nov. 3. Lat. 51° 36' S.; long. 64° 57' W. Current, N. 31° E., 0.3 knot per hour. Barometer, 29.90 ; temperature of air, 50° ; of water, 44°. Winds : S. S. AV., calm, E. by S. Light airs and calms this day. Nov. 4. Lat. 52° 55' S. ; long. 65° 13' ^Y. Current, S. 53° W. 0.6 knot per hour. Barometer, 29.79; temperature of air, 50° ; of water, 47°. Winds: E.N. E., E.N.E.,E. S.E. Light airs and pleasant throughout. Nov. 5. Lat. 53° 34' S. ; long. 65° 58' W. Current, N. 20° AY., 0.8 knot per hour. Barometer, 29.35 ; temperature of air, 47° ; of water, 46°. AVinds: E., E., S. Light airs and pleasant throughout. Nov. 6. Lat. 54° 15' S. ; long. 64° 85' W. Current, N. 58° AV., 30 miles. Barometer, 29.40 ; tempera- ture of air, 52° ; of water, 44°. Winds: S. E.by S., calm, N. W. First and middle parts, light airs and calm; latter, fine breeze. At 8 hours 30 min. A. AL saw Cape St. A^incent bearing south, distant 40 mUes. Nov. 7. Lat. 56° 16' S.; long. 65° 55' W. Current, S. 44° AV., 27 miles. Barometer, 29.08; tem- 664 TIIK WIND AND CUERKNT CHARTS. perature of air, 47°; of water, 44°. Winds: KW., KW., KW.byN. Strong breezes. At 6 P.M. Cape St. John bore west. Land in sight in the morning. Nov. 8. Lat. 56° 55' S.; long. 65° 18' W. Barometer, 29.20 ; temperature of air, 41° ; of water, 43°. Winds : W. S. W. throughout. Hard gale, with rain, snow, and hail. An ngly sea. Nov. 9. Lat. 57° 09' S. ; long. 67° 57' W. Barometer, 28.90 ; temperature of air, 44° ; of water, 43°. Winds : W. S. W., N. W., N. W. Commences moderating. Morning, light and baflling airs. Nov. 10. Lat. 57° 23' S. (D. E.); long. 67° 12' W. (D. K.) Strong easterly current. Barometer, 28.50; temperature of air, 39°; of water, 41°. Winds: calm, W., N. N. W. At 6 P.M. looking bad to the westward. At 10 A. M. hard gales, with hail, rain, and snow. Ends hard gales. Nov. 11. Lat. 57° 38' S. ; long. 66° 00' W. Current, strong easterly. Barometer, 28.57 ; temperature of air, 42° ; of water, 41°. Winds : S. W., S. W., W. S. W. Heavy gales. During the forenoon a snow storm. Nov. 12. Lat. 68° 07' S. ; long. 05° 27' W. Barometer, 28.80 ; temperature of air, 38° ; of water, 40°. Winds : W. S. W., S. W., S. W. Hard gales and squally with hail and snow. Nov. 13. Lat. 58° 30' S. ; long. 65° 05 W. Current, E. S. E., 27 miles. Barometer, 28.78 ; tempera- ture of air, 37°; of water, 3S°. AVinds : S. W. by W., S. W., W. Commences fresh gales and squally; middle part, baffling airs with snow; latter part, light airs. Ends squally. Nov. 14. Lat. 57° 55' S. ; long. 65° 44' W. Current, E., 20 miles. Barometer, 29.03 ; temperature of air, 37° ; of water, 38°. Winds : W., S. W., W. Strong breezes, with snow. Nov. 15. Lat. 59° 01' S. ; long. 68° 36' W. Current. E. by S., 20 miles. Barometer, 28.48 ; temper- ature of air, 40°; of water, 39°. Winds: W. N. AY., N. AV. by AV., AV. by S. Fresh gales, with frequent snow squalls. Nov. 16. Lat. 58° 08' S.; long. 69° 31' W. Current, S. 43° E., 17 miles. Barometer, 29.04; temper- ature of air, 36°; of water, 40°. AA^inds: W. S. W., S. S. W., S. S. AV. Commences squally; snow and hail ; at 8 P. M. hard gales, which lasted all night. Ends moderating. Nov. 17. Lat. 58° 00' S.; long. 71° 30' W. Current, E., 15 miles. Barometer, 28.64; temperature of air, 43°; of water, 40°. AVinds: S. AV., N. N. AY., W. N. AY. Commences light breezes; middle and latter parts, cloudy with rain. Nov. 18. Lat. 57° 33' S.; long. 71° 44' W. Current, easterly. Barometer, 28.98; temperature of air, 40° ; of water, 40°. AYinds : AY., AY., S. AY. At 4 P. M. wore ship to the west. Evening, hard squalls from west ; bad sea ; wind increased to a hard gale. Nov. 19. Lat. 56° 48' S. ; long. 73° 00' AV. Barometer, 29.10 ; temperature of air, 40° ; of water, 40°. AYiuds : S. AY., baffling, N. Commences moderating ; middle part, light breezes ; morning fresh breeze and rainy. Nov. 20. Lat. 55° 48' S.; long. 77° 39' AY. Barometer, 29.06 ; temperature of air, 40° ; of water, 40°. AYinds : S. E., E., E. by N. Strong breezes and large sea. CAl'E HORN TKACKS. 665 Kov. 21. Lat. 54° 05' S. ; long. 81° 12' W. Barometer, 29.12 ; temperature of air, 40° ; of water, 40°. AVimls : E. throughout. Strong breez;es and cloudy. Nov. 22. Lat. 51" 52' S.; long. 84° 24' AV. Barometer, 29.38; temperature of air, 43°; of water, 41°. Winds : E. N. E., E. S. E., E. S. E. Fine breezes and cloudy. Nov. 23. Lat. 50° 89' S.; long. 85° 17' W. Barometer, 29.78; temperature of air, 44° ; of water, 41°. Wind.s : E. S. E., S. S. E., S. E. Light breezes and cloudy. Nov. 24. Lat. 49° 41' S.; long. 86° 05' W. Barometer, 21) .«0 ; temperature of aii-, 44° ; of water, 42°. "Winds : W. N. "W., E. N. E., E. Light airs aud caha ; cloudy weather. John Wack (J. II. Little), fifty-two daj's out. Nov. 4, 1852. Lat. 50° 00' S. ; long. 63° 58' W. Barometer, 29.40 ; temperature of air, 45° ; of water, 43. Winds: E., E.bv S., E. Strong breezes and squalls, with constant rain. Nov. 5. Lat. 50° 50' S. ; long. 60° 45' "W. Barometer, 29.30 ; temperature of air, 44° ; of water, 43°. Winds: E. S. E., S., and S. by W. Light breezes and rainy; latter part, clear. A Imnpie in company, sounded iu 70 fathoms water. Nov. 6. Lat. 51° 41' S.; long. 66° 16' \V. Barometer, 29.50 ; temperature of air, 50°; of water, 54°. Winds : S. W., calm, and N. Light baffling winds and fine weather. Nov. 7. Lat. 53° 35' S. ; long. 64° 36' W. Barometer, 29.30 ; temperature of air, 52° ; of water, 45°. Winds : N. E., N. E., N. N. E. Light breezes and cloudy. Saw many whales. Nov. 8. Lat. 55° 34' S. ; long. 64° 36' W. Current, E. N. E., 40 miles. Barometer, 29.10 ; tempera- ture of air, 45° ; of water, 44°. Winds : N., N. W., and W. Light baffling winds and squally, and calm. At 5 P.M. Staten Land bore south, distant 26 miles. At 8 A.M. Cape St. John, S. byE., distant 18 miles. A strong easterly current. . ' Nov. 9. Lat. 56° 26' S. ; long. 66° 58' W. Current, E., 20 miles. Barometer, 28.80; temperature of air, 45°; of water, 48°. Winds: N. N. E., N., N.N. W. Light breezes and pleasant. Latter part, moderate breezes aud perfectly clear. At 12 M. Capo Horn bore N. by W. -J W., true, distant 80 miles. Barometer falling steadily. Nov. 10. Lat. 57° 02' S. ; long. 67° 01' W. Barometer, 28.60 ; temperature of air, 40°; of water, 42°. Winds: S. W., S.S. W., N. W. First part, light airs; middle and latter parts, heavy gales, with heavy squalls of wind and rain. At 12 M. close reefed the topsails. At 6 P. M. spoke the ship Golden City, who sailed four days previous. Cape Horn bore N. W., distant 18 miles. Passed another ship standing the same way with ourselves. Barometer falling very fast. Nov. 11. Lat. 57° 50' S. ; long. i)(j° 00' W. Barometer, 28.40 ; temperature of air, 88° ; of water, 39°. Winds : S. S. W., S. W., S. W. Weather the same as yesterday. Nov. 12. Lat. 58° 13' S. ; long. 65° 27' W. Current, E., for two days, 60 miles. Barometer, 28.50; temperature of air, 37° ; of water, 38°. Winds : S. W., S. W., and S. W.by S. Weather the same, with frequent snow squalls. 84 666 THE WIND AND CURRENT CHARTS. Nov. 13. Lat. 57° 39' N. ; long. 66° 27' W. Current, ea.st, 20 miles. Barometer, 28.60 ; tempera- ture of air, 35° ; water, 37°. Winds : S. W., S. S. W., and S. W. Heavy gales, and squalls of snow and sleet. Nov. 1-i. Lat. 57° 27' N.; long. 67° 47' W. Current, E., 1-i miles. Barometer, 28.80; temperature of air, 3S°; water, 37°. AVinds: S. S. W., S. W., and W. S. W. First and middle parts, fresh gales, with lieavy squalls of wind and snow ; a heavy head sea. Two barques in company. Nov. 15. Lat. 28° 20' S. ; long. 69° 53' W. Current, E. by N., 20 miles. Barometer, 28.50 ; tem- perature of air, 38°; of water, 37°. Winds: W. S. W., AV. N. AY., and AY. Calms, and very heavy squalls of snow ; double reefs ; exchanged signals with the barque Isabelita Hyne. Nov. 16. Lat. 57° 18' N.; long. 71° 39' AY. Current, east, 10 miles. Barometer, 28.90; tempera- ture of air, 39° ; of water, 38°. AVinds: S. S. AY., S. S. AY., S. AY. First and middle parts, heavy gale; close reef topsails and courses ; severe squalls of snow. Latter part, moderate. Nov. 17. Lat. 57° 51' S. ; long. 73° 55' AY. Current, E. N. E., 20 miles. Barometer, 28.50 ; tempera- ture of air, -40° ; of water, 38°. AYimls : N., AY. by S., AY. Moderate breezes, and showery ; at 4 P. M. wore ship. Nov. 18. Lat. 55° 51' S.; long. 76° 05' AY. Barometer, 28.90; temperature of air, 10°; of water, 41°. AYinds : AY. S. AY., S. AY., AY. S. AY. Heavy squalls and heavy sea. Nov. 19. Lat. 55° 02' S. ; long. 78° 12' AY. Current, E. N. E., 20 miles. Barometer, 28.60 ; tempera- ture of air, 42°; of water, 41. AYinds: AY., N. W., and AY. Moderate breezes and cloudy. Nov. 20. Lat. 53° 50' S.; long. 78° 41' W. Current, E. N. E., 20 miles. Barometer, 29.00; tem- perature of air, 44° ; of water, 43°. AYinds: AY. by N., AY. by N., and AY. S. AY. Light baffling squalls and calms. Nov. 21. Lat. 50° 48' S.; long. 82° 00' AY. Barometer, 28.70; temperature of air, 45°; of water, 44°. AYinds: AY. S. AY., E. N. E., E. N. E. Moderate; latter part, strong breezes and rain. Nov. 22. Lat. 49° 24' S. ; long. 84° 01' AY. Current, east, 35 miles in two days. Barometer, 29.10 ; temperature of air, 46°; of water, 46°. AYinds: E. S. E., E. S. E., and S. S. E. Light breezes and rainy; passed two vessels steci'ing north. Ship White iS'jiiall (B. Lockwood), New York to San Francisco, twenty-two days from Cape St. Eoque. Nov. 8, 1850. Lat. 51° 12' S.; long. 64° 50' W. Barometer, 29.70; temperature of air, 64°. AYinds : N. AY., and S. E. Moderate weather. Nov. 9. Lat. 53° 38' S.; long. 65° 15' W. Barometer, 29.60 ; temperature of air, 65°. Winds: AY. and S. Moderate winds. Nov. 10. No observation. Barometer, 29.40 ; temperature of air, 50°. AYind: W. Gale at 12 hours 30 min. ; made Capo St. John at 11 A. M. ; passed the Straits of Le ^[aire. Nov. 11. Lat. 56° 36' S.; long, no observation. Barometer, 29.40 ; temperature of air, 35°. AYind: W. Close reefs; rain and hail squalls. CAl'K HORN TRACKS. 667 Nov. 12. Lilt. r,ij° 13' S. ; long. G5° 58' W. Barometer, 20.10; temperature of air, 35°. Wind: W. Snow and hail .si|uall.s. Kov. 13. Lat. 56° 37' S.; long. 66° 05' W. Barometer, 29.10. Winds : W., W. by N., and W.by N. Strong snow and hail squalls. Nov. 14. Lat. 57° 15' S. ; long. 65° 52' W. Barometer, 28.75 ; temperature of air, 34°. Wind: W. N. W., strong ; snow and hail squalls. Nov. 15. Lat. 57° 50' S.; long. 65° 59' W. Barometer, 28.70; temperature of air, 33°. Wind: AV. N. W., strong; snow and hail squalls. Nov. 16. Lat. 57° 57' S.; long. 65° 40' W. Barometer, 29.00; temperature of air, 35°. Wind: AY. N. AY., strong ; snow and hail squalls. Nov. 17. Lat. uQ° 56' S.; long. 6{j° 43' W. Barometer, 29.20; temperature of air, 34°. AA'ind : AY. S. AY., strong ; hail and snow. Nov. 18. Lat. 57° 16' S.; long. 66° 28' AY. Barometer, 29.40 ; temperature of air, 33°. AYind : W., strong ; hail and snow squalls. Nov. 19. Lat. 57° 37' S. ; long. 66° 38' W. Barometer, 29.00 ; temperature of air, 34°. AYinds : W., W. N. AY., and W. N. AY., strong ; snow and hail squalls. Nov. 20. Lat. 65° 52' S.; long. 57° 28' W. Barometer, 29.00; temperature of air, 35°. AYind: AY., strong ; snow and hail squalls. Nov. 21. Lat. 57° 07' S.; long. 08° 10' AY. Barometer, 29.20; temperature of air, 32°. Winds: S. AY., AY. N. AY., strong ; saw Diego Ramirez. Nov. 22. No observation. Barometer, 29.00 ; temperature of air, 35°. AA'inds : S. AY., and AA'.N. AY., strong breeze ; snow and hail. Nov. 23. Lat. 57° 49' S.; long. 70° 20' W. Barometer, 29.00; temperature of air, 28°. AYind : AY. Close reefs ; snow and hail. Nov. 24. Lat. 59° 23' S. ; long. 74° 10' AY. Barometer, 29.20 ; temperature of air, 29°. Wind : W. N. AY. Close reefs. Nov. 25. No observation. Barometer, 29.00; temperature of air, 28°. AYiud : AY. Lying to; snow and hail squalls. Nov. 26. Lat. 58° 42' S.; long. 74° 27' AY. Barometer, 28.90 ; temperature of air, 30°. AYind: W.N. AY. Lying to; snow and hail squalls. Nov. 27. Lat. 57° 47' S. ; long. 74° 10' AY. Barometer, 28.20 ; temperature of air, 33. AYinds: N. N. AA'. and AY. S. AY. Lying to, snow and hail. Nov. 28. Lat. 55° 19' S. ; long. 73° 28' AY. Barometer, 29.20 ; temperature of air, 37°. Wind : AY. S. AY. Close reefs. Nov. 29. Lat. 54° 51' S. ; long. 74° 25' AY. Barometer, 29.60 ; temperature of air, 45°. AA'ind : S. W. First part, elose reefs; latter part, light airs and calm. THE WIND AND CURRENT CHARTS. Nov. 30. Lat. 52°29' S. ; long. 78° 28' AV. Barometer, 29.80. Wind: S. W. Fine weather; all studding sail. Dec. 1. Lat. 50° 23' S. ; long. 80° o4' W. Barometer, 30.25 ; temperature of air, G0°. Winds : S. W., S. W., and S. E. Fine weather. Ship Scnnlor (Roland F. Coffin), New York to San Francisco, 60 days out. Nov. 12, 1853. Lat. 50° 04' S. ; long. 63° 00' W. Barometer, 20.19 ; temperature of air, 52° ; of water, -46°. Winds : AV., calm, W. First jiai-t, good winds ; at 1 P. M. until 4 A. M. calm ; barometer fell to 29.32 ; went up in an hour, to 29.40, as the breeze freshened; after 4 A. ^[. it again fell; at 8 A. M. barometer, 29.30. I do not see tliat it is a guide to be depended on certainly ; my experience this passage would show its flxU to be followed by delightful weather. Ends light breeze from west. Nov. 13. Lat. 52° 04' S.; long. 03° 56' W. Barometer, 29.04; temperature of air 48°; of water, 46°. Winds: W. by S., W. by S., S. W. by S. Fine weather; barometer still falling at 10 P. M. 28.97 ; we shall certainly have some l-ind of weather. Ends with fresh breezes ; heavy dew for the last two nights. Nov. 14. Lat. 52° 27' S. ; long. 65° 34' W. Barometer, 29.45; temperature of air, 46°; of water, 46°. Winds: S. W. by S., ealm, S. W. by S. First part, fresh; middle, calm ; saw Aurora Australis; the quadrant from S. E. to S. W., to altitude of 30° ; sky cloudless ; heavy mass of clouds in S. E. ; latter part, moderate breezes. Nov. 15. No observation. Barometer, 28.80 ; temperature of air, 38° ; of water, 40. Winds : W., W. N. W., N. W. to S. W. First part, fine weather ; middle part, moderate gale. At 4 A. M. made Cape St. Diego, bearing S. per compass, distant 20 miles ; intended to pass through the Straits of Le Maire, but wind headed me off. Kept away for Cape St. John ; at meridian it bore E. S. E., distant 15 miles. Nov. 16. Lat. 55° 20' S. ; long. 63° 00' W. Barometer, 29.0 ; temperature of air, 40° ; of water, 42°. Winds: ealm, AV., S. S. AV. Begins calm; middle, fresh breezes; latter, a gale with snow and hail. Nov. 17. Lat. 55° 30' S.; long. 62° 30' AV. Barometer, 29.07 ; temperature of air, 40° : of water, 40°. AVinds : S. AV., culm, AV. Begins hard gale ; found we had been set to the eastward li knot the last 24 hours ; middle, calm ; latter, light airs. AVe had a strong set to the N. E. this day. Nov. 18. Lat. 56° 40' S. ; long. 63° 12' W. Barometer, 28.88 ; temperature of air, 42° ; of water, 42°. AVinds; AV., S. AV., AV. S. AV. First and middle part, fine weather; latter, hard gale from AV.S. W. Nov. 19. No observation. Barometer, 29.15; temperature of air, 41°; of water, 42°. AVinds: AV.S. AV., AV. S. AV., AV. N. AV. First, hard gale ; middle and latter, moderate with snow. Nov. 20. Lat. 57° 00' S. ; long. 06° 41' AV. Barometer, 29.29 ; temperature of air, 40° ; of water, 44°. AVinds: AV.N. AV., AV.S. AV., E. First and middle, fresh breezes ; latter, moderate. Nov. 21. Lat. 57° 00' S. ; long. 71° 40' AV. Barometer, 29.29 ; temperature of air, 38° ; of water, 42°. AVinds : E. N. E., E. N.E., S.E. First part, thick snow storm ; middle, snow storm ; latter part, heavy snow. Point Blancard just in sight astern. CAPE HOUN TRACKS. 669 Nov. 22. Lat. 56° 25' S.; long. 74° 22' W. Barometer, 29.28; temperature of air, 40°; of water, 42°. WiiuLs: S. E., S. \i., S. Fine weather and smooth sea. Nov. 2o. Lat. 54° 26' S. ; long. 76° 30' W. Barometer, 29.70; temperature of air, 42°; of water, 44°. Winds: S. \V., S. W'., W. S. W. First part moderate, with squalls of snow aad hail; middle and latter parts, moderate. Nov. 24. Lat. 52° 07' S.; long. 78° 36' W. Barometer, 29.96; temperature of air, 48°; of water, 48°. Winds: W.S. W., S. W., S. \\^. Sky overcast; wind increasing; middle and latter parts, moderate. Nov. 25. Lat. 50° 59' S.; long. 80° 30' ^\^ Barometer, 30.07; temperature of air, 52°; of water, 48°. Winds : S. 8. W., E.S. K., E. S. E. Light winds and ]>k-asaut. Bri(/ Tigris (0. Howe), Salem to San Francisco, from Cape St. Eoque, thirty-two days. Nov. 14, 1850. Lat. 50° 32' S. ; long. 61° 52' W. Temperature of air, 57° ; of water, 48°. Winds : W. by S., S. W., and W. by S. Strong gales, and cloudy. Nov. 15. Lat. 51° 58' S.; long. 64° 16' W. Temperature of air, 51°; water, 48°. Winds: W., N. N. W., and W. N. W. Strong winds and large sea. Current, S. 51° E., 48 miles. Nov. 16. Lat. 53° 35' S. ; long. 63° 50' W. Temperature of air, 50°; of water, 48°. Winds: W. N. W., W. by N., "W. N. AV. First part, strong winds and clear; middle part, heavy gale. Current, E., 24 miles. Nov. 17. Lat. 55° 12' S. ; long. 63° 41' W. Temperature of air, 50°; of water, 48°. Winds: W. S. W., W. N. W.. and variable. Fresh breezes and cloudj', squally weather; at 5 A. M. made Statea Land. Current, E., 24 miles. Nov. 18. Lat. 56° 09' S.; long. 65° 00' W. Current, E., 20 miles. Temperature of air, 50°; of water, 47°. Winds: W., N. W., and W. Light breezes and cloudy; latter part, fresh breezes. Nov. 19. Lat. 56° 41' S. ; long. (io° 57' W. Temperature of air, 51°; of water, 47°. Winds: W., X. W., and W. N. W. Fresh gales and squally ; at 9 A. ^1. wind hauled to N. \V. Nov. 20. Lat. 57° 00' S. ; long. 65° 48' W. Temperature of air, 50° ; of water, 47°. Winds : W. by S., W. N. W., and N. W. Heavy gales, with lightning. Nov. 21. Lat. 56° 55' S.; long. 65° 46' W. Temperature of air, 48°; of water, 48°. Strong gales and squally, with rain; middle part, more moderate, and calm ; latter part, gales and rain. Nov. 22. Lat. 56° 26' S.; long. 68° 00' W. Current, E., 21 miles. Temperature of air, 51°; of water, 47°. W'inds: N. W., W., and S. W. Strong gales and heavy sea. Nov. 23. Lat. 57° 43' S.; long. 69° 08' W. Current, E., 24 miles. Winds: N. \V., W'., and S. W. Temperature of air, 51° ; of water, 47°. Hard gales. Cape Horn bearing north, 25 miles. Chronometer is right. Nov. 24. Lat. 57° 17' S. ; long. 71° 30' W. Temperature of air, 45° ; of water, 44°. Winds : W. by S., N. W., and N. W. Strong gales and cloudy, with rain. 670 THE WIND AND CURRENT CHARTS. Nov. 25. Lat. 57° 17' S. ; long. 72° 28' W. Temperature of air, U° ; of water, 42°. Wiuds : W., W. N. W., and AV. N. W. Hard gales and squally, with bail and snow. Nov. 2(5. Lat. 69° 31' S.; long. 74° 57' W. Tempei'ature of air, 45°; of water, 42°. Winds: W. N. W., N. W., and N. Heavy gales and squally, with hail and snow. Nov. 27. Lat. 59° 10' S.; long. 76° 24' W. Temperature of air, 45°; of water, 43°. Winds: N. N. W., W. S. W., and S. W. Strong gales, and squalls with rain. Nov. 28. Lat. 57° 50' S. ; long. 76° 30' W. Current, E., 24 miles. Temperature of air, 45°; of water, 44°. Winds : W., S. AY., and W. Strong galesand hard squalls, with snow and sleet. Nov. 29. Lat. 56° 04' S. ; long. 78° 56' W. Current, E., 26 miles. Temperature of air, 46°; of Avater, 44°. Winds : S, AV. by S., S. S. AY., and S. Fresh breezes, and squalls of snow and hail. Nov. 30. Lat. 53° 46' S. ; long. 80° 41' AA". Current, E., 24 miles. Temperature of air, 49° ; of water, 45°. AVinds: S., S. S. AY., and S. AY. Fresh breezes from the S. W., and snow squalls. Dec. 1. Lat. 52° 20' S. ; long. 81° 33' AY. Current, E., 24 miles. Temperature of air, 53° ; of water, 47°. AYiuds: S. AY., S., and S. by E. Light breezes and cloudy weather. Dec. 2. Lat. 50° 05' S. ; long. 81° 40' AY. Temperature of air, 52°; of water, 48°. Winds: E. S. E., E., and E. by S. Moderate winds and cloudy weather. Shij} Revere (Charles AY. Hamilton), Boston to California, sixty-two days out. Nov. 16, 1852. Lat. 49° 24' S.; long. 52° 41' W. Barometer, 29.31; temperature of air, 40°. Winds : N. N. AY., AA^. N. AY., AY. First part, moderate ; middle and latter, squally, with gales of snow and hail. Nov. 17. Lat. 50° 48' S. ; long. 52° 51' AY. Barometer, 29.36 ; temperature of air, 40°. AYinds: AY., AA^. S. AY., AY. by N. ; squally, with gales of snow and hail. Nov. 18. Lat. 51° 49' S.; long. 55° 19' AY. Barometer, 29.26; temperature of air, 40°. AYinds: W. by N., AY. N. AY., N. AY. ; baffling and squally weather. Nov. 19. Lat. 53° 49' S. ; long. 56° 04' AY. Barometer, 30.1 ; temperature of air, 40°. Winds : N. AY. by AY., AY., AY. ; changeable and squally, with heavy sea from S. S. AY. Nov. 20. Lat. 58° 40' S. ; long. 86° 13' AY. Barometer, 29.23 ; temperature of air, 48°. Winds: W., N. N. AY., S. AY. by S. ; weather changeable ; ends, light airs and rain. Nov. 21. Lat. 55° 04' S. ; long. 60° 47' AY. Barometer, 29.28 ; temperature of air, 40.° AYinds: S. AY. by S., N. to N. W., N. AY.; light breezes and light rain ; middle, calm ; latter, airs. Nov. 22. Lat. 55° 46' S.; long. 64° 32' AY. Barometer, 29.26; temperature of air, 40°. Winds: N. AA^., S. to S. S. E., S. S. E.; changeable and cloudy, with snow squalls, calms, and baffling airs. Nov. 23. Lat. 56° 43' S.; long. 66° 19' W. Barometer, 29.28 ; temperature of air, 40°. Winds: S. S. E. to S. AY., AY., AY. S. AY. ; changeable and baffling; made Staten Land, distant about 50 or 60 miles ; had a current in our favor for last 48 hours. CAl'E HORN TKACKS. 671 Nov. 24. Lat. 57° 58' S. ; long. 66° 09' W. Barometer, 29.30. Winds : W. S. W., S. W., S. S. W. ; strong breezes and .si|uallj, rain, liail, and snow. Nov. 25. No observation. Barometer, 30.12. Winds: S. S. W., S. S. W., S. W.; changeable weather; made the land off Cape Horn, bearing uortli. Nov. 26. Lat. 56° 48' S.; long. 67° 54' W. Barometer, 30.12. Winds : W. S. W., S. ^V. ; calm and baffling airs, light breezes and fine weather. Nov. 27. Lat. 57° 42' S.; long. 70° 24' W. Barometer, 29.:!1. Winds: E., W.N. W., N. N. W. First part, light breezes and })leasant; middle, fresh; latter, moderate; cloudy and foggy weather. Nov. 28. Lat. 28° 45' S. ; long. 73° 28' W. Barometer, 29.21. Winds: W. N. W. throughout; fine breezes and squally. Nov. 29. Lat. 59° 08' S.; long. 74° 33' W. Barometer, 29.19. Winds: W.N. W., W., W. S. W. to N. W^. ; baffling airs and squally, with snow, hail, and rain. Nov. 30. Lat. 58° 56' S.; long. 74° 37' W. Barometer, 29.23. Winds: N. W. and calm, calm and S. S. W. ; changeable airs and calms, and squally appearances. Dec. 1. Lat. 56° 23' S.; long. 76° 45' W. Current, E. by N., 24 miles. Barometer, 29.35. Winds: bafiling S. S. W., S. W. by W., W. S. W. ; variable airs; squalls of snow, hail, and rain. Dec. 2. Lat. 55° 11' S. ; long. 77° 48' W. Current, S. by E., 16 miles. Barometer, 29.36. Winds: baffling W. S. W., S. S. W., S. ; variable breezes and calm ; latter, good Ijreezes. Dec. 3. Lat. 53° 04' S.; long. 80° 06' W. Barometer, 30. Winds: S. by W. to S. W., S. E. E. to N. E. ; variable airs and cloudy. Dec. 4. Lat. 50° 54' S. ; long. 83° 29' W. Current, S. W. by S., 37 miles. Winds : N. E., S. E., S. W. ; variable breezes, and cloudy, rainy weather. Adelaide Metcalfe (George Scott). Dec. 4, 1853. Lat. 45° 09' S. ; long. 53° 42' W. Barometer, 29.55 ; temperature of air, 52°; of water, 49^°; water, at 10 feet 6 inches depth, 49i°. Winds: W. S. W., W. S. W., N. W. First and middle, moderate and clear ; latter, light airs, calm and rainy. At 8 P. M. water 64° and at 9 A. il. as per log. I think it very singular, so great a change from cold to warm, and the reverse, when we have made so little distance. Saw one patch of kelp. The water has the appearance of being shoal, and has most of the time for several days. At 12 M. the barometer down to 29.44, and falling slowly; think it indicates northerly winds ; no observations. : Dec. 5. Lat. 46° 01' S.; long. 54° 02' W. Current, E. N. E., | knot per hour. Barometer, 29.49; temperature of air, 62°; of water, 51 J° ; Avater, at 10 feet 6 inches in depth, 51J°. Winds: N. N. W., S. E., N. E. First and last parts, cloudy at times, some rain; wind baffling, but averaging as per log; middle part, clear; barometer has varied several times, and the water from 2° to 3°; twice saw several patches of kelp ; most of the time a bad sea from southward : ends clear, and very light airs from N. N. W. Think my D. R. was wrong yesterday. 672 THE WIND AND CUKKENT CUAKTS. Dec. 6. Lat. 47° 07' S.; long. 55° 04' AY. Barometer, 29.00; temperature of air, 47°; of water, 47 J° ; water, at 10 feet inches in deptli, 47i°. Winds: W., W. S. ^Y., N. N. AY. All this day moderate and cloudy, with smooth sea ; no observation ; saw some sea- weed and kelp. First part, barometer stationary at 29.46 ; middle, rose as per log, and so remained until 11 A. AI., then fell. Dec. 7. Lat. 48° 32' S. ; long. 57° 44' AY. Barometer, 29.67 ; temperature of air, 45° ; of water, 44° ; water, at 10 feet 6 inches depth, 44°. AYinds : N. N. AY., AY. N. AY., S. Commences moderate ; barometer falling; at 4 P.M. strong breeze; barometer, 29.45, and stationary; middle part, moderate ; barometer stationary ; at 4 A. M. tacked to the westward ; latter, moderate ; barometer rising fast ; at noon, stood at 29.77; ends, fine clear weather, and bad sea from S. AY. ; saw much kelp and sea- weed at 6 P. At., and until 8 P. M. the water had the peculiar green appearance it usually has on soundings, so much so that it was noticed by every person on board. Dec. 8. Lat. 49° 06' S. ; long. 59° 03' AY. Current, AY. N. AY., J knot per hour. Barometer, 29.87; temperature of air, 48°; of water, 46°; watei-, at 10 feet 6 inches depth, 46°. AA^inds: calm, AY. N. AY., AY. All tliis day fine clear weather; middle part, barometer rising; at 4 A. M. stood at 29.92 ; at noon, 29.81, and falling slowly; saw kelp and sea- weed; latter part, water has the appearance of being very shoal. Dec. 9. Lat. 50° 35' S.; long. 61° 20' AY. Current, AY. S. AY., ^ knot per hour. Barometer, 29.43 ; temperature of air, 48°; of water, 46|°; water, at 10 feet 6 inches iu depth, 461. AYinds: N. AY., N. AY., AY. S. AA*". First part, moderate ; middle, strong breeze ; latter part, light airs. First part, barometer falling, and so continues to do until midnight, when it stood at 29.43, and has so remained since; at 4 P. M. (the water still liaving the appearance of being very shoal) hove to, to get a cast of the lead, but did not get bottom with 60 fathoms; at 10 A. M. made the Jason Islands, bearing S. by E. by compass, distant 25 or 30 miles ; saw much kelp and sea- weed and one right wliale. Dec. 10. Lat. 52° S.; long. 01° 55' AY. Barometer, 29.20; temperature of air, 47°; of water, 46°; water, at 10 feet 6 inches depth, 46°. AYinds : AA^., K. AY., AY. S. AY. First part, fiue weather and moderate; barometer falling; middle, strong breeze; barometer at midnight, 29.20, and stationary ; latter part, fresh gales ; saw a great number of whales, and much kelp and sea- weed. Dec. 11. Lat. 52° 12' S. ; long. 62° AY. Current, N. N. E., f knot per hour. Barometer, 29.38; temperature of air, 42°; of water, 46^°; water, at 10 feet inches depth, 46°. AYinds: AY. S. AA"., calm, calm. First four hours, strong gales and very heavy sea. Fi'om 4 P. M. until 8 P. M. little more moderate; middle aad latter parts, calm; and light baffling airs all round tlie compass. First part, Imrometer rose 18, and has remained stationary since ; saw several whales, and much kelp and weed. Dec. 12. Lat. 53° 40' S. ; long. 65° 17' AY. Barometer, 29.1 ; temperature of air, 44° ; of water, 43J° ; water, at 10 feet 6 inches depth, 431°. AYinds: calm, N. AY., AY. All this day clear weather; middle and latter, light winds; saw much weed and several whales; latter })art, barometer falling. Dec. 13. In Straits of Le Maire. Barometer, 28.85 ; temperature of air, 44° ; of Avater, 44° ; water, at 10 feet 6 inches depth, 44°. AYinds: AY., ., N. AY. First and last ]3art, moderate breeze, clear and rainy alternately ; middle part, calms, heavy sc^ualls of two or three minutes' d uration, and the wind all round CAPE HORN TRACKS. 073 the compass. At 8 P. M. made Statcn Land to tlic S. S. \V. ; at noon, Cape Good Success bore AV. by S., distant 6 miles. Barometer falling steadily ; saw several whales. Dec. 14. No observation. Barometer, 28.73; temperature of air, 36J°; of water, 41°; water, at 10 feet G inches depth, 41°. Winds : N. W., W., S. W. First six hours, good breeze from N. W. ; next ten hours, fresh gales, as per log, with occasional short spells of calms; at 4 A.M. commenced a heavy gale from S. W., attended with snow, rain, and hail, and bad sea ; wore ship to the W. N. AY. ; barometer station- ary, as per log. Dec. 15. No observation. Barometer, 29.10 ; temperature of air, 37° ; of water, 42° ; water, at 10 feet 6 inches depth, 42°. AVinds : S. W., S. S. AY., south. First part, very heavy gales ; barometer rising ; middle part, tremendous gale; latter part, moderate; made sail and wore to the AY. S. AY. ; at 10 A.M. made Staten Land to the N. N. AY., distant 18 miles; barometer, rising. All through the day thick weather, snow, rain, and hail. Dec. 1(3. No observation. Barometer, 29.25; temperature of air, 42°; of water, 44°; water, at 10 feet 6 inches depth, 44°. AYinds: S., calm, N. N. E. First part, light winds and clear weather; middle, calm; latter, moderate breeze and thick rainy weather, with very heavy swell from the eastward. First part, barometer rising, and middle part up to 29.39; at 2 A. M. started down; at 9 A. M. as per log, and at noon 29.14, and still falling. Dec. 17. No observation. Barometer, 29.03; temperature of air, 39^°; of water, 40 J° ; water, at 10 feet inches depth, 40°. AYinds : N. N. AY., AY., S. AY. ; first three hours rain^', and wind from N. N. E. ; barometer falling from that time until 10 A. M. ; wind veering nearly every hour from AY. to S. by AY., with strong breeze, light airs, and calms, and the weather looking most of the time very dirty, attended with drizzling rain, sleet, snow, and hail. At 10 A. M. wind jumped suddenly to S. S. E. ; at midnight, barometer 29.91, and stationary at 9 A. M. as per log; and at noou 29.15, and rising fast. Dec. 18. Lat. 56° 43' S. ; long. 66° 02' AY. Current, N. E., 62 miles in two days. Barometer, 29.5 ; temperature of air, 42° ; of water, 42° ; water, at 10 feet 6 inches depth, 41°. AYinds : S. S. AY., AY. S. AY., N. N. AY. ; first four hours strong squalls, with snow and rain ; middle part, light and baffling, with very fine weather ; latter part, strong breeze and cloudy. First part, barometer rising fast ; at 10 A. M. near 29.67 ; latter part, falling. Dec. 19. Lat. 57° 51' S. ; long. 67° 18' AY. Current, N. E. by E., 1 knot per hour. Barometer, 29.14 ; temperature of air, 42° ; of water, 41° ; water, at 10 feet 6 inches depth, 41°. AYinds : N. A\^. by AY., A^^., AY. First and middle parts, strong gales, most of the time rain, hail, and snow; mercury fluc- tuating several times, but rising. Dec. 20. Lat. 58° 01' S. ; long. 67° 10' AY. Current, N. E., i knot per hour. Barometer, 29.54 ; temperature of air, 39°; of water, 40J° ; water, at 10 feet 6 inches depth, 40°. AYinds: S. AY. by AY., S. S. AY., S. AY. First part, fresh gales and heavy squalls, with snow, rain, and hail ; middle, heavy gales at 8 A. ^I. ; latter part, very light all this day, mercury rising steadily. Dec. 21. Lat. 58° 01' S.; long, 66° 42' W. Current, E. N. E., IJ knot per hour. Barometer, 29.5 ; 85 67-i TIIK WIXD AND CURRENT CHARTS. temperature of air, 41° ; of water, 40J° ; water, at 10 feet 6 inches depth, 40J°. Winds : W. by S., W. S. W., W.; all this day light airs and baffling, and fine weather, with heavy swell from westward; mercury very steady ; at 10 A. M. light breeze from the eastward. Dec. 22. No observation. Barometer, 29.41; tem^jerature of air, 41°; of water, 42° ; water, at 10 feet 6 inches depth, 42°. Winds : E. by N., E. by N., E. by S.; all this day moderate breezes and cloudy weather ; mercury fell a little the first part. Dec. 23. Lat. 56° 24' S.; long. 75° 19' W. Current, E. by S., i knot per hour. Barometer, 29.53 ; temperature of air, 40°; of water, 42^°; water, at 10 feet 6 inches depth, 42°. Winds : E. by S., E. by S., E. S. E. ; all this day, moderate ; last two hours clear, and mercury rising slowly ; thus far, I think the barometer has been an infallible guide as to the weather. Dec. 24. Lat. 54° 50' S. ; long. 78° 06' W. Barometer, 29.65 ; temperature of air, 40° ; of water, 44°; water, at 10 feet 6 inches depth, 44°. W^inds: E., E. N. E., N. E. ; all this day light breezes and cloudy. First part, mercury rising ; middle part, 29.74 ; latter part, foiling slowly, and wind hauling to the north. Dec. 25. Lat. 53° 09' S. ; long. 79° 08' W. Barometer, 29.47 ; temperature of air, 45° ; of water, 45° ; water, at 10 feet 6 inches depth, 45J°. Winds : N. N. E., N. N. E., calm, W. First twelve hours good breeze and rainy weather; next four hours calm; last part, light breeze and cloudy. Dec. 26. Lat. 52° 19' S.; long. 79° 04' W. Barometer, 29.44; temperature of air, 46°; of water, 47 J° ; water, at 10 feet 6 inches depth, 47J°. Winds : N. ^V., W., W. First part, fresh gales ; middle and latter parts, more moderate, but squally. . ' Dec. 27. No observation. Barometer, 29.7 ;. temperature of air, 49° ; of water, 48|° ; water, at 10 feet 6 inches in depth, 48°. Winds: W., W. by S., W. N. W. ; all this day strong breezes; middle and latter parts, rainy; mercury rising steadily. I intend to touch at Juan Fernandez. tShij} Flying Fish (Edward C. Nickels), New York to San Francisco, forty-eight days out. Dec. 18, 1852. Lat. 48° 15' S. ; long. 63° 39' W. Barometer, 29.78 ; temperature of air, 51° ; of water, 50°. Winds: S. W., S. W., N. N. E. Wind, fresh ; middle and latter, light. Dec. 19. Lat. 51° 11' S.; long. 64° 54' W. Barometer, 29.90; temperature of air, 48° ; of water, 46. Winds : N. N. E. to N. N. W., N. to N. W., S. W. Moderate and cloudy ; latter, clear. Dec. 20. Lat. 54° 56' S.; long. 65° 07' W. Barometer, 29.50; temperature of air, 47°; of water, 46°. Winds : S. W., S. S. W. to W., westerly. First part, clear and pleasant ; latter, cloudy. Dec. 21. Lat. 55° 16' S.; long. . Temperature of air, 52°; of water, 45°. Winds: S., E., N. First part, light airs ; passed through Straits of Le I^Iaire ; middle, nearly calm ; latter part, fresh N. E. breezes, with fog ; Staten Land bearing N. by W. ; true distance, 28 miles. Dec. 22. Lat. 56° 06' S.; long. . Winds : N. W. to N. E., N. E., N, E. First part, light airs ; middle and latter parts, passed Cape Horn, bearing N. \ E., distant 7 miles; foggy. Dec. 23. Lat. 55° 08' S. ; long. 74° 29' W. Barometer, 29.30 ; temperature of air, 45° ; of water, CAPE HORN TRACKS. . 675 . 43°. Winds : N. E. throughout. Fresh breezes, and foggy ; St. Ildefonso Island bearing N. E. by X., 18 miles. Dec. 24. Lat. 51° 55' S.; long. 70° 35' W. Temperature of air, 45°; of water, 45°. Winds: E., baffling, N. E. First part, fresh winds and thick weather ; middle, light baffling breezes and. showers ; latter part, N. E. wind. Dec. 25. Lat. 49° 15' S.; long. 80° 0«' W. Barometer, 29.50 ; temperature of air, 48° ; of water, 47°. Winds: N., W., W. Strong northwardly winds and rain; wind suddenly hauled to westward, with light rain. Ship John Giljmi (Justus Doane), New York to San I'Vanciseo, forty-si.K da^-s out. Dec. 13. Lat. 48° 40' S.; long. 60° 36' W. Barometer, 29.32. AVinds: W., W. by S., W. by S. Strong breezes, and squally. Dec. 14. Lat. 51° 05' S.; long. 63° 58' W. Barometer, 29.10. Winds: W. by K, S. S. W., S. S. W. First and middle, moderate ; latter, squalls and gales. Dec. 15. Lat. 49° 50' S.; long. 63° 02' W. Barometer, 29.65. Winds: S. W., S. AY., S. W. by S. Hard squalls and gales. Dec. 16. Lat. 51° 07' S.; long. 65° 12' W. Barometer, 29..55. Winds: S. S. W., S. W., W. by S. Light baffling airs, and calm. Dec. 17. Lat. 53° 56' S. ; long. 65° 10' W. Barometer, 29.55. Winds : W. N. W., W. by N., S. S. W. First part, light breezes ; middle and latter, gales. __ ... Dec. 18. Lat. 55° 06' S.; long. 64° 40' W. Barometer, 29.80. Winds : S. W. by S., W. S. W., K W. by W. First part, moderate ; middle, light ; latter, squalls, with rain. Dee. 19. Lat. 56° 42' S. ; long. 66° 07' W. Barometer, 29.45 ; temperature of air, 46°. Winds: N. W. by W., S. W. by W., N. W. by W. Moderate gales and puffy. Dec. 20. Lat. 56°20'S. ; long. 66° 32' W. Barometer, 29.95; temperature of air, 42°. Winds: W. by N., W. by S., S. W. First and middle gales, with hail, rain, and snow; latter, light. Dec. 21. Lat. 56° 45' S.; long. 67° 20' W. Barometer, 29.62; temperature of air, 43°. Winds: S. W., W.X. W., calm. First part, light; middle, light airs and calms; latter, calms and fog. Dec. 22. Lat. 56° 20' S.; long. 72° 10' W. Barometer, 29.45; temperature of air, 46''. Winds: E. S. E., E. by N., E. by X. Light breezes and hazy. Dec. 23. Lat. 55° 48' S.; long. 79° 08' W. Barometer, 29.70; temperature of air, 42°. AVinds: E. by N., E. by X., E. Moderate breezes and hazy. Dee. 24. Lat. 53° 48' S.; long. 83° 24' AY. Barometer, 29.55; temperature of air, 46°. Winds: E., E. X. E., X. X. E. First, light breezes ; latter, fresh breezes and rainy. Dec. 25. Lat. 51° 41' S.; long. 84° 07' AY. Barometer, 29.45 ; temperature of air, 48°. AYinds: AY.X. AV., X., X. AY. First part, light; middle part, moderate; latter part, strong breezes and rainy throughout. 676 THE WIND AND CURRENT CHARTS. Dec. 26. Lat. 48° 32' S.; long. 83° 40' W. Barometer, 29.92 ; temperature of air, 49°. Winds: "W. N. W., W., W. Strong breezes, rainy and hazy throughout. >S7»}j Wild Pigeon {W. Putnam), New York to San Francisco, forty-two days out. Dec. 9. Lat. 49° 82' S.; long. 65° 13' W. Barometer, 29.40; temperature of air, 48°; of water, 48°. Winds : W. N. W., W. N. W., AV. S. W. Moderate and fair. At midnight, a blow. Dec. 10. Lat. 52° 09' S. ; long. 65° 31' W. Barometer, 29.35 ; temperature of air, 44° ; of water, 46°. Winds: W. S. W., S. W., S. W. First, moderate; second, strong and squally; third, a gale from southwest. Dec. 11. Lat. 58° 08' S. ; long. 65° 08' W. Barometer, 29.45 ; temperature of air, 40° ; of water, 45°. Winds: S. W. hauling to W., calm, calm. First part, blowing hard ; second and third parts, calm. Dec. 12. Straits of Le Maire. Barometer, 28.90; temjierature of air, 45°; of water, 42°. Winds: W. S. W., N. W., calm. First, moderate and cloudy ; second, same ; latter, calm and cloudy. Dec. 13. Lat. 56° 27' S.; long. 65° 45' W. Barometer, 28.60. Current, easterly, 24 miles. Temper- ature of air, 42° ; of water, 41°. Winds : N., N. W., K W. First, light winds. At 10 P. M. a white squall. Second and third parts, moderate. Dec. 14. Lat. 56° 28' S.; long. 66° 44' W. Barometer, 28.40. Current, easterly, IJ mile. Temper- ature of air, 39° ; of water, 41°. Winds : N. W. and variable, S. S. E., S. W. First, moderate ; middle and latter, squalls. Gales, hail, rain, and snow. Dec. 15. Lat. 56° 52' S.; long. 66° 52' W. Barometer, 28.80; current, easterly, 1 mile per hour; tem- perature of air, 88° ; of water, 40°. Winds : S. W., S. S. W., S. E. First part, hard gale ; second part, blowing in hard squalls ; third part, moderate. Dec. 16. Lat. 56° 59' S. ; long. 68° 13' W. Barometer, 29.00; current, easterly, | mile per hour; temperature of air, 42° ; of water, 42°. Winds : calm, calm, N. W. First and second, parts, calm; latter, moderate. Dec. 17. Lat. 56° 52' S. ; long. 70° 24' W. Barometer, 28.75 ; current, easterly, 1 mile per hour. Winds: N. W. by W., S. W., S. S. W. First part, fresh breezes and rainy; second part, hard gale ; third part, moderate. Dec. 18. Lat. 56° 21' S. ; long. 72° 59' W. Barometer, 29.15 ; current, easterly, 1 mile per hour. Winds : S. W., W., W. N. W. First part, light ; second part, moderate ; third part, gale. Dec. 19. Lat. 59° 20' S. ; long. 78° 29' W. Barometer, 29.10 ; current, easterly, 30 miles ; temperature of air, 40°; of water, 42°. Winds: W. by S., W. S. W., W. N. W. First part, gale; second part, gale; third part, gale ; rainy throughout. Dec. 20. Lat. 56° 24' S. ; long. 73° 42' W. Barometer, 29.15 ; temperature of air, 43° ; of water, 42°. Winds: S. W., W.S. W., W. First part, gale and rainy; second part, moderate and rain; third part, moderate and fair. Dec. 21. Lat. 56° 14' S. ; long. 75° 58' W. Barometer, 29.40 ; temperature of air, 45° ; of water, CAPE HORN TRACKS. 677 44°. Winds: W. N. W., calm, N. E. Fir.st part, liglit breezes; second part, culm and rainy ; third part, moderate and fair. Dec. 22. Lat. 55° 14' S. ; long. 78° 43' W. Barometer, 29.25 ; temperature of air, 47° ; of water, 43°. Winds: N. by E., W. N. W., N. E. First and second parts, light breezes and rainy; tliird parts, moderate. Dec. 23. Lat. 53° 07' S. ; long. 81° 35' W. Strong easterly current. Barometer, 29.70 ; temperature of air, 46" ; of water, 44°. Winds : E., S. E. by E., E. S. E. ; moderate and rainy. Dec. 24. Lat. 51° 35' S. ; long. 84° 50' W. Current, easterly, 45 miles. Barometer, 29.40 ; tempera- ture of air, 45°; of water, 44°. Winds: E. by S., N. E., jST. W. First part, moderate; second part, baf- fliug winds and rainy ; tliird part, .strong breezes. Dec. 25. Lat. 49° 05' S. ; long. 84° 41' W. Barometer, 29.40 ; temperature of air, 48° ; of water, 46°. Winds : W., W. N. W., N. W. ; moderate and rainy. Ship John Jay {J. B. B. Engleman), Xew Bedford to San Francisco, seventy-six days out. Dec. 12. Lat. 48° 56' S. ; long. 62° 63' W. Barometer, 29.40 ; temperature of air, 48° ; of water, 48°. Winds : W. by N., N. to N. E., W. N. W. ; light and ballling. Dec. 13. Lat. 51° 01' S. ; long. 65° 00' W. Barometer, 29.10 ; temperature of air, 49° ; of water, 46°. Winds : N. N. E., N., N. ; moderate and pleasant. Dec. 14. Lat. 52° 54' S. ; long. 64° 05' W. Barometer, 29.24 ; temperature of air, 44° ; of water, 44°. Winds : S. S. W., S. W., S. W. to W. N. W. ; moderate and pleasant. Dec. 15. Lat. 54° 07' S.; long. 64° 24' W. Barometer, 29.40 ; temperature of air, 50° ; of water, 45°. Winds : W. S. W., calm, N. N. E. ; light airs and middle calm. Dec. 16. Lat. 55° 24' S.; long. 64° 20' W. Barometer, 29.20 ; temperature of air, 48° ; of water, 44°. Winds : N. N. W., N. N. W., N. W. ; light breezes and pleasant. Dec. 17. Lat. 55° 41' S.; long. 63° 30' W. Barometer, 29.28 ; temperature of air, 47° ; of water, 42°. Winds: S., calm, N. W.by W.to W. First and third parts, light ; middle, calm. Dee. 18. Lat. 56° 89' S.; long. 65° 40' W. Barometer, 28.65; temperature of air, 40° ; of water, 39°. Winds: X. N. W., N. by W., N. W. by W. Strong breezes and rainy. Dec. 19. Lat. 56° 37' S.; long. 66° 00' W. Barometer, 28.77; temperature of air, 41°; of water, 40°. Winds : N. N. W., W., W. Light breezes and rainy. Dec. 20. Lat. 56° 23' S. ; long. 67° 29' W. Barometer, 29.30 ; temperature of air, 41° ; of water, 41°. Winces : W., N. E. to E. N. E., E. N. E. First part, light ; second and tliird parts, brisk breezes. Dec. 21. Lat. 57° 04' S.; long. 72° 29' W. Barometer, 29.23; teinperature of air, 38°; of water, 41°. Winds : E. N. E., E. N. E., E. S. E. Fresh breezes and cloudy. Dee. 22. Lat. 56° 03' S.; long. 75° 40' W. Barometer, 29.30; temperature of air, 40° ; of water, 41°. Winds: S. S. E. to S. by W., S. to S. W., S. S. W. First and third parts, light; second, moderate. 678 THE WIND AND CUKRENT CHARTS. Dec. 23. Lat. 55° 16' S.; long. 76° 30' W. Barometer, 29.30; temperature of air, 42° ; of water, 42°. Winds: S. W., to S. S. W., S. W. Calm, light breezes; latter, calm. Dec. 2-4. Lat. 54° 52' S.; long. 77° 40' W. Barometer, 29.40; temperature of air, 42°; of water, 44°. Winds: S., calm, calm. First }tart, light airs; second and third parts, calm. Dec. 25. Lat. 54° 25' S.; long. 79° 30' W. Barometer, 29.00; temperature of air, 44°; of water, 44°. Winds: N. K W., N. N. W., S. W. by W. Strong winds and squally. Dec. 26. Lat. 52° 45' S. ; long. 79° 07' W. Barometer, 29.00 ; temperature of air, 44° ; of water, 44°. Winds : W. S. W., W. by S., W. by S. Strong breezes and rainy. Dec. 27. Lat. 51° 10' S. ; long. 79° 15' W. Barometer, 28.90 ; temperature of air, 46° ; of water, 46°. Winds : S. S. W., S. W., N. N. W. Fresh gales and rainy. Dec. 28. Lat. 49° 50' S.; long. 78° 50' W. Barometer, 29.20; temperature of air, 46°; of water, 46°. Winds: S. S. W., S. W., N. AT. Fresh gales and rainy. Dec. 29. Lat. 50° 56' S.; long. 79° 31' W. Barometer, 29.08; temperature of air, 46°; of water, 44°. Winds : N. W., N. W. by W., W. S. W. Strong gales and cloudy. Dec. 30. Lat. 50° 35' S.; long. 79° 26' W. Barometer, 29.20; temperature of air, 42°; of water, 44°. Winds : W. S. W., S. W., S. S. W. Hard gales and cloudy weather. Dec. 31. Lat. 48° 04' S. ; long. 80° 07' W. Barometer, 29.40 ; temperature of air, 44° ; of water, 46°. Winds : W. S. AV., AV. by S., AY. First and second parts, strong gales ; latter, moderate. Shi2y Anstlss (Milton P. Iledge), Richmond to San Francisco, 25 days from Cape St. Roque. Dec. 10, 1852. Lat. 50° 16' S.; long. 62° 14' AY. AYinds : AY. S. AY., AY., and AY. S. AY. Heavy gales. Dec. 11. Lat. 50° 44' S. : long. 62° 22' AY. Winds : AY. S. W., S. S. W., and S. AY. Moderate gales. Dec. 12. Lat. 51° 37' S. Dec. 13. Lat. 53° 48' S. Dec. 14. Lat. 54° 30' S. Dec. 15. Lat. 54° 43' S. Dec. 16. Lat. 54° 58' S. Dec. 17. Lat. 55° 57' S. Dec. 18. Lat. 56° 42' S. Dec. 19. Lat. 57° 44' S. Dec. 20. Lat. 57° 57' S. Dec. 21. Lat. 57° 57' S. Dec. 22. Lat. 57° 10' S. Dec. 23. Lat. 56° 09' S. Dec. 24. Lat. 55° 02' S. long. 63° 56' AY. Winds : W., N. W., and AY. S. AY. Fresh and squally. long. 64° 30' AY. Winds : AY. S. AY. and AY. N. W. Fresh and squally. long. 63° 00' AA''. AYind : baffling. Strong breezes and heavy gales. long. 62° 38' AA^. AYinds: S. E., S., and N. Light breezes and rain. long. 63° 08' AY. Baffling winds. " long. 63° 19' AY. AYinds : N., S. AY., and AY. S. AY. Light winds and rain. long. C)b° 18' W. Winds : S. AY. and N. A\^. Light winds and rain. long. 66° 28' W. AYinds: N. W., AY., and W. Heavy gales. long. 66° 53' AY. Wind : AY. Light breeze. long. 67° 06' AY. AYinds : AY., S. AY., B. N. E. Light breezes. long. 71° 58' AY. AYind : E. by N. Strong breezes. long. 77° 20' AY. AYinds: E. by N., E. S. E., E. S. E. Strong breeze. long. 80° 30' AY. AYinds : E. S. E., E., N. N. E. Strong breeze. CAI'K IIOHN TRACKS. (;79 Dec. 25. Lat. 54° 24' S. ; long. 82° 30' \V. Winds : N. X. E., W., and W. N. W. Heavy gales. Dec. 26. Lat. 53° 00' S. ; long. 81° 00' W. Winds ; N. W., N. \V., and W. Strong gales. Dec. 27. Lat. 51° 05' S.; long. 79° 38' W. Winds: badling. Strong winds and squally, witli rain. Dec. 28. Lat. 49° 24' S.; long. 78° 34' W. Winds: W. N. W. Strong breezes and squally, with rain. I have given such copious extracts, witli regard to tlie Cape Ilorn passage, because I wanted, bj^ prac- tical illustrations and example, to impress navigators with a correct estimate as to its diniculties. And, still farther to illustrate this route, the following table of Cape Ilorn crossings has been pre- pared. It shows the crossings according to the month ; it shows the time from the parallel of St. Eoque, to the parallel of 50° S. in the Atlaiitic ; the longitude in which each vessel crossed the parallel of 50°, 53°, and 56° S., east of the Horn ; then, as the course is west, it shows the parallels upon which the meridians of 67°, 71°, and 73° W., are crossed. Now the course is to the northward again, and the table then shows the meridians upon which the parallels of 55°, 53°, and 50° S., in the Pacific are crossed. The last column shows the time from lat. 50° in the Atlantic, to the same parallel in the Pacific. 680 THE WIND AND CURRENT CHARTS. Ca-pc Horn Crossings. FROM LONGITUDE OF CKOSSING LATITIIUE OF CROSSING LONOITUDE OF CROSSING FROM 50° PARAL- PARALLELS EAST OF MERtUIANS SOUTH OF PARALLELS WEST OF S. IN THE NAME OF SHIP. LEL OF JAPE HOR.N. CAPE UOHN CAPE HORN ATLANTIC ST. EOQUE TO 60° S. IN THE TO 50° S. 50° S. 5.3° S. 5G°S. 67° W. 71° W. 75° W. 55° S. 53° S. 50° S. PACIFIC. Days. Long. W. Long. W. Long. W. Lat. S. Lat. S. Lat. S. Long. W. Long. W. Long. W. Days. January. Danube 33 63° 64° 69° 56° 56° 57° 77° 80° 80° 23 Contest . . . 23 61 64 67 56 59 57 78 80 81 12 Tingqua . . 26 61 66 64 57 57 56 80 80 80 14 Alboni . . . 26 61 64 64 57 57 56 76 79 85 16 F. W. Brune . 33 61 64 63 60 59 59 84 87 89 21 Cygnet . . . 33 61 Qb 67 56 57 56 77 80 85 21 Gray Featlier 25 61 64 63 57 57 56 76 77 79 19 Gi)ldeu Gate . 20 65 64 67 56 56 55 75 77 79 11 Telegraph . . 2-± 60 65 65 57 58 56 76 78 81 15 Trade \\^ind . 22 65 65 67 57 58 59 75 82 81 12 Means . . . 26.5 63.1 64.5 66.6 56.9 57.4 56.7 77.4 80 80.1 16.4 February. John Ilolland . . 31 65 m 68 58 59 57 76 80 79 26 Kentucky . . 33 61 65 71 56 56 56 77 78 82 25 Storm . . . 23 57 61 67 57 58 58 77 78 79 12 A. F. Jenness . ■i-i 66 66 66 57 58 57 76 78 80 20 John Bertram 25 65 65 63 56 56 57 81 81 84 12 Flying Childers 26 65 65 65 58 58 58 79 80 81 12 Golden West . 30 65 66 66 57 57 57 77 78 81 14 Bald Eagle 19 64 65 69 56 57 57 77 79 84 10 Phantom . . 23 65 66 64 57 58 59 80 79 84 15 Winged Eacer 26 66 65 69 57 57 56 81 83 82 14 Anna Kimball 30 66 m 66 57 57 58 78 79 79 17 Means . . . 28 64 65.1 66.3 57 57.4 57.3 78.1 79.1 81.3 16 March. Aldebaran .... 28 QQ 65 66 56 59 57 77 80 84 28 Esther May 29 61 62 65 58 60 56 77 80 81 23 Lucknovv . . 26 65 66 63 60 58 56 78 81 86 25 Masconoma 32 65 65 66 57 56 56 78 Tornado . . 25 65 65 65 56 58 57 77 80 84 13 Eagle . . . 24 61 65 66 57 58 58 78 83 86 13 Celestial . . 24 63 64 66 56 57 56 77 79 81 18 Amelia . . . 26 63 64 63 59 57 55 78 79 80 26 Phantom 23 65 66 63 57 59 59 80 79 81 14 Stag Hound . 22 65 64 65 57 57 55 73 78 78 12 Courser . . . 26 65 65 66 56 57 57 77 78 79 12 Means . . . 26 61.5 64.6 64.9 57.2 57.8 56.5 77.3 79.7 82 18.4 CAl'li IIOIIN CKOSSIKGS. 681 Ccqx Horn Crossitujs — Continued. FROM LOSGITfOF; l)F CKOSSINO LATirr l)E OF CROSSINd LO.NGITI L)E OF CUOSSINli FUO.M 50° PAUAL- PARALLELS EAST OF MERIDIANS SOITII OF | PARALLELS WEST OF S. IN THE NA.ME OF SUM'. ' LKL OF CAPK HORN. CAPE HORN. CAPE HOUN. ATLANTIC ST. 1 TO 50° S. BOQIIE IN THE TO 5U° S. 50° S. 1 53° S. 50° S. 67° W. 71° W. 75° W. 65° S. 53° S. 50° S. PACIFIC. Days. Loug. W. Long. W. L/ong. W. Lat. S. Lat. S. ! Lat. S. Long. W. Long. W. Long. W.| Dtiys. April. Simoom .... 29 65° 65° 68° 56° 56° 56° 76° 79° 85° 14 Sea Serpent . . 21 65 66 66 56 57 57 77 79 81 18 Stai^ IIouuil . . 30 65 64 78 55 55 56 79 80 78 12 Golden Kaeer 21 55 57 64 57 57 55 75 82 86 lit Paragon . . . 36 62 63 67 56 56 57 81 82 79 16 David Baxter . . 83 61 63 63 57 57 57 80 80 80 12 Herculean . . . 39 65 64 78 15 Sword Fish . . 19 57 60 64 58 58 58 83 86 87 17 Astrea .... 38 57 57 59 57 57 57 81 82 83 21 Gov. Morton . . 30 62 63 67 56 56 55 79 81 84 11 Burlington . . 39 62 65 63 57 58 58 80 80 80 15 Francisco . . . 35 63 65 65 56 56 57 77 80 82 28 :»tcans . . . 30.8 61.6 62.6 66.8 56.4 56.6 56.6 78.9 81 82.3 16.5 May. Surprise .... 24 63 64 66 58 58 59 79 79 84 22 Competitor . . . 24 64 64 67 56 57 56 79 80 78 15 Empress of the Sea 27 65 65 65 56 57 57 80 80 85 13 Houqua* .... 31 64 63 65 57 58 58 81 82 83 29 Parthian .... 25 63 64 67 56 58 58 79 80 81 13 Climax 23 61 65 67 56 56 56 76 78 79 12 Sirocco 34 64 66 67 56 57 58 79 82 80 20 Archer 33 64 64 66 57 57 56 82 84 84 23 Eobt. Harding'" . . 33 66 65 65 57 58 55 75 78 78 26 Seaman's Bride . 26 64 63 m 57 58 56 81 81 81 15 Lantao 27 67 67 71 56 56 57 79 79 80 11 Hampton .... 37 (S'i 65 66 57 58 56 78 79 80 21 Hugh Birckhead 34 64 65 67 56 58 58 Ml-' 78 79 23 Eosario 28 64 64 65 57 58 56 81 81 81 19 Eoscoe 29 65 65 65 57 59 58 81 81 82 22 Means . . . 28.5 64 64.7 66.5 56.5 57.5 57 79.3 80 81 17.6 June. Staffordshire . . . 25 62 66 66 56 56 53 73 77 79 14 White Squall . 24 64 63 65 57 56 56 76 79 78 11 L.P.Foster* . 43 67 67 70 56 56 58 83 83 85 20 Finland . . . 41 64 63 64 57 57 56 81 87 90 14 Golden Era 29 65 65 65 59 59 56 78 79 80 28 North America 20 54 58 61 57 58 54 75 78 80 23 Cohota . . . 27 64 64 63 58 58 56 78 81 84 18 Flying Cloud . 27 67 66 66 56 55 54 73 76 78 09 John Land . . 26 64 63 65 57 58 57 80 80 85 15 ITncle Toby 32 65 65 65 58 58 57 78 80 86 13 Hornet . . . 25 63 65 64 58 59 58 79 79 1 79 14 Means . . . 27.1 63.2 63.7 64.4 57.3 57.4 65.7 77.1 79.6 81.9 15.9 * Not included in the means. 86 682 TilE WIND AND CUEKEXT CHARTS. Cape Horn Crossings — Continued. FROM LONfilTUOE OF CROSSING LATITUDE OF CROSSING LONGITUDE OF CROSSING FROM 50° PARAL- PARALLELS EAST OF MERIDIANS SOUTH OF PARALLELS WEST OF S. IN THE NAME OF SHIP. LEL OF CAPE HORN. CAPF, HOR> CAPE UORN. ATLANTIC ST. ROQnE TO 50° S. IN THE TO 50° S. .00° S. f)3° S. 5G° S. 07° W. 71° W. 75° w. 55° S. 53° S. 50° S. PACIFIC. Days. Long. W. Long. W. Long. W. Lat. S. Lat. S. Lat. S. Long. W. Long. W. Long. W. Days. July. N. B. Palmer . . . 22 56° 55° 67° 57° 58° 56° 77° 78° 78° 19 Southerner . . . 25 6-i 63 64 56 57 58 88 81 79 26 A. Buckrain . . . 87 66 m 68 56 57 56 76 77 80 14 Senator 19 64 65 65 57 57 56 77 80 81 18 Queen of the East . 80 63 68 61 56 56 55 77 78 79 23 White Squall . . . 22 64 64 65 56 58 58 78 79 80 18 Ellen Noyes . . . 28 55 56 64 58 58 57 77 78 79 21 Flying Cloud . . . 28 66 65 m 56 56 55 73 78 80 7 Eome 88 55 55 61 57 56 55 76 79 80 24 Victory 26 57 55 66 57 57 56 76 80 84 17 Cleans . .' . 26.5 61 60.7 64.9 56.6 57 56.2 77 78.8 80 18.7 August. E. Mallory .... 35 63 65 67 57 57 56 78 79 88 13 Pelican State . . . 81 65 66 64 ■57 V 57 56 76 82 83 20 White Swallow . . 30 64 63 63 57 58 57 76 76 79 17 Corinne . . . . 38 64 65 63 59 60 59 81 84 85 21 Wild Eanger . . . 27 62 63 64 57 57 55 76 77 80 17 Mermaid .... 81 65 65 65 57 57 57 78 79 80 13 Samoset .... 29 62 64 64 57 57 57 78 80 83 12 Fenelon 40 63 67 65 56 57 55 75 76 81 18 Union 28 64 65 68 57 58 58 78 81 84 13 Carioca 81 65 64 64 56 58 56 77 81 84 11 Moans . . . 82 63.7 64.7 64.2 56.8 57.6 50.6 78.3 79.5 81.9 15.5 September. Albany 32 63 m 56 56 55 75 77 79 16 Z. D 37 67 67 57 56 57 71 80 81 18 Sarah Snow . . . 38 65 65 65 57 59 60 79 81 82 17 Carrington . . . 28 65 65 66 57 58 56 82 88 83 21 Defiance .... 82 65 67 70 56 56 85 84 83 22 Eagle 28 51 54 59 57 59 61 83 84 85 18 Queen of Clipi^ers . 26 65 65 65 56 56 55 76 80 82 12 John Bertram . . 25 65 m 67 57 56 57 79 85 86 14 Sovereign of the Sea 19 64 66 67 56 56 56 78 78 79 9 Jamestown . . . 21 64 65 66 56 57 57 79 82 83 17 Means . . . 28.1 64 65 Qij 56 57 57 79 81 82 16.3 CAl'E IIOKN CROSSINGS. 68S Cape Uorn Crossings — Continued. FROJI 1 LOXOITIDE OF CROSSING LATITCDE OF rROSSINQ LONOITUnK OF f-ROssixr, 1 FROM .50° PABAL- PAI!AI.t,KI.S EAST OF illERIIIIANS SOITTH OF i'AUAI,I.KI.S WV.HT OF S. IN TIIF. NAME OF Sllir. LEI. OK I APE IIORX CAPE llOIt.N CAPE IKIUX . ATI.AXTIC ST. BOQIF. TO 50° S. 1 IN TIIK TO 50° S. 50° S. 53° S. 50° S. G7° W. 71° W. 75° W. ■1 1 S. ■ ■ 1 > . ■-,ip s. PACIFIC. Days. fjODg. W. Long. W. Long. W. Lat. S. Lat .S. L.it. S. Long. W. Long. W. Long. W. Dajs. October. Seaman 20 65° 65° 69° 55° 57° 58° 77° 76° 77° 24 Louis Philippe . 30 63 64 65 56 56 58 76 78 80 22 Sea Witch . . . 20 64 64 67 56 56 00 77 79 80 14 Typhoon . . . 21 64 65 66 56 57 56 76 79 ( i 10 Eaven .... 18 64 66 69 56 56 56 76 82 80 19 Schooner Clifton . 49 64 64 66 57 0/ Oi 81 82 82 16 S. D. Horton . . 27 m 06 66 57 59 ot 80 76 80 33 :\Iatikla .... 41 26 65 64 64 65 67 68 56 56 58 57 58 57 76 78 78 78 79 79 32 Samuel Russell . 15 Winged Arrow . 21 67 67 67 56 57 58 84 83 83 20 Means . . . 27.3 65 65 67 56 57 57 78 79 80 20.5 November. Thomas W. Sears . 28 65 66 65 59 58 56 77 81 85 21 Monsoon .... 21 63 67 67 56 58 59 78 78 80 17 John Wade 20 64 64 67 56 57 56 76 78 82 17 Senator . . . 20 63 (37:> 63 57 57 56 76 78 81 24 Revere . . . 24 53 56 m 57 57 59 78 80 83 17 Tigris . . . 30 62 64 6b 56 58 59 79 81 82 18 Fanchon . . 31 64 65 64 57 56 00 75 i i 79 22 White Squall . 28 65 65 66 57 58 54 73 78 81 23 Comet . . . 20 65 65 66 56 58 56 76 81 84 12 Delegate . . 26 65 66 69 iji 57 78 79 81 22 Means . . . 24.8 63 65 66 57 57 57 70 79 82 19.3 December. Westward Ho . . 21 63 66 64 57 56 55 73 80 82 13 Anstiss . . . 24 62 64 64 58 57 56 80 81 79 18 Fljnng Fish 24 64 65 66 55 56 55 74 76 79 7 John (jilpiu . 19 64 65 66 57 56 57 79 83 84 11 Wild Pigeon . 23 65 65 66 56 56 56 79 82 85 16 John Jay . . 30 65 64 64 56 57 56 76 79 79 19 J. E. Donnell . 34 61 63 65 56 56 55 77 78 79 13 George Raynes 26 64 64 65 56 56 55 75 78 80 11 Tigris . . . 80 62 64 65 56 58 59 78 80 82 18 Seaman . . . 23 62 65 66 57 57 54 75 75 78 12 Adelaide . . 29 61 64 66 58 58 56 78 79 79 19 Means . . . 25.8 (to 64.5 65.4 56.6 56.6 1 55.9 76.7 1 79.2 80.5 14.3 684 THE WIND AND CURRENT CHARTS. There are some sliips whose passages, to hxtitucle 50° in the Atlantic, are too long to be taken into the average. They make such bad time as to constitute an exception from the generality. Such is the A. F. Jeuness, with her 44 days iu February. She, it will be recollected, is among the September (p. 538) crossings to St. Eoque. Her time then, from the United States to the line, was 77 days ; and in the count was rejected from the means. From the parallel of Cape St. Eoque to the parallel of 50° south, at the usual crossing-place for the Cape Horn trader, is about 2,900 miles ; not quite the distance from New York to Liverpool. Now the thing in this table, best calculated first to arrest the attention of the navigator, is perhaps the length of the time between these parallels. • • From the average crossing of 50° iu the Atlantic to the average crossing of the same parallel in the Pacific, after having doubled the cape, is nearly half the length of the distance from the St. Eoque parallel to the Atlantic crossing of 50° south ; and the time occupied around the cape is nearly in the same ratio. The average distance, made good against the current around Cape Horn, is 84 miles a day. The average distance from the parallel of St. Eoque to that of 50°, through a mild climate, and with no such opposing current, is 105 miles the day. And the average distance made good by the "liners," from Liver- pool to New York, is 95 miles a day. These Cape Horn crossings are derived from the mean of 125 passages taken at random. They therefore, it is supposed, give us a fair average. So it appears that the passage from England to New York, under canvas, in the winter time, is nearly as difficult as the passage around the Horn. It is, however, useless to go into a discussion of this table of crossings here. Every navigator can do that for himself It is only necessary to call his attention to the very tedious time which navigators have from the parallel of St. Eoque to that of 50° S., how nearly all vessels pursue the same route, and how those vessels that go east of the Falklands, though they reach 50° sooner, lose all they gain in getting west after clearing those islands. Take as an instance the four which did this in July. The average time to 50° south in the Atlantic is 27, and thence around the Horn 20 days. The average of the six inside ones for that month is 26 and 17 days, or a gain of 4 days by passing inside of the Falkland Islands. This table also shows the best months for doubling the Horn. They are our winter and summer excepting July. October appears to be the most unpropitious mouth for tlie passage. These tables afford the navigator, who is running for a quick passage, fresh points of departure in the middle of the ocean. Here he can comjiare rates with those who have preceded him at the same season of the year, and see how much he has to gain to come up with the foremost among them, or how much he has to spare, ami still hold his own with the best of them. THE BAROMETER OFF CAPE HORN. 685 TIIK 15AEOMl'7rER OrF CAPE IIOllX. In 1831, I doubled Cape lloru iu tbe U. S. ship Falmouth. I was master of the ship, and it did not escape my attention that there were certain anomalies of the barometer in those regions. I found the barometric pressure off and about Cape Horn not only much less than it is at the sea-level generally, but T observed that certain fluctuations of the barometric column "ofl" the Horn' did not, as iu other parts of the sea, always indicate changes in the weather. I communicated a paper upon this subject to the American Jonrmd of Arts and Sciences* which was published in that journal in 1834, and from which the following extract is taken : — "The barometer has not been found to be of much practical utility oft" Cape Horn; how useful soever it may be in middle latitudes, by indicating the approach of hurricanes, it is no index to the wind in the high latitudes to the south of Cape Horn. He who, in the Chinese seas, is warned by the barometer of the approaching typhoon, and can foretell the coming of a gale by the height of the mercury in it, finds that off Cape Horn the same indications are frequently followed by moderate breezes, and even by calms. Here, the mercury, below the mean height of lower latitudes, becomes very unsteady, falling and rising several inches in a few hours. During the strength of a gale, sometimes it is observed to rise ; at other times, it falls, or remains in statu quo. Its mean height, south of the latitude of Cape Horn, is 29.03 iu. " As the Pacific coast of Terra del Fuego and Patagonia is approached with the wind from the west- W'ard, the mercury in the barometer ascends. When the wind is strong, it rises above thirty inches, and close under the land, with fresh westerly gales, it frequently stands above 30.50 iu. " From lat. 45°, embracing a region towards the south of twelve or thirteen degrees in breadth, the most prevalent winds are from the westward. Vessels entering this region from the south have a rise in the barometer, when the wind is on the land. The rise is generally observed to commence about the lati- tude of the cape, continuing to increase as the laud is neared; and, when the winds are fresh, a greater accumulation of atmosphere is shown by a higher range of the mercury. " The result of my own barometrical observations, compared with others to which I have had access, shows that within this region the barometer stands higher w-hea the winds are from the westward, than it does, cmteris paribus, between the same parallels in the Atlantic. The difference is nearly as '29 to 30, and increases as the land is approached. This accumulation of atmosphere is caused from the obstruction which the mountains of Patagonia, and the highlands of Terra del Fuego afford to the winds in their pas- sage across the continent towards the Atlantic"! My opportunities for investigating this subject in 1831, 1832, were not as great as they now arc. T determined, therefore, to review the question of mean height, as well as to re-examine the opinions of navigators concerning the barometric indications as to the weather ofl" the cape. I thereupon requested * Vul. XXVI. p. 54. t On the Navigation of Cape Horn, by M. F. Jliuiry, V. Mid. U. S. Navy, Vol. XXVl. Am. .Tomn. Sciences. 08(5 THE WIND AND CURRENT CHARTS. Mr. 0. C. Badger, P. M. U. S. Navy, to extract, from the first Cape ITorii alistracts that he shoulil take up, the opinions therein expresseil with regard to the barometer. In a httle while he brought me in a number, anrong which but three, viz. Caiit. Hull, of the Charles ISlallory, (Aipt. Littlefield, of the Alboni, and Capt. Scott, of the Adelaide ^^Fetealf, spoke in favor of it. Capt. Hull says : " My barometer tells the weather here to a charm." Capt. Littlefield says: "Never, in one instance, has my barometer deceived me;" and Capt. Scott remarks : " Thus fiir, I think, the barometer has been an infallible guide as to the weather." I have also, since, received the following log of the ship Queen of Clqipers (.John Zerega), New York to San Francisco. "Sept. 2. Lat. 56° 08' S. ; long. 65° 27' W. Barometer at noon, 28.70; temperature of air, 36° ; of water, 40°. Winds: first part, W.N. W.; middle part, S. S. W. ; latter part, W. by S. Commences light winds and beautiful w'eather ; at 2 P. M. heavy tide rips, nearly turn the ship round with the wheel hard up. At 9 P. M. light wind from S. W., wore ship. At 10 P. M. calm, squall gathering from S. S. W. ; in royals, and clewed up everything except topsails and foresail; but before we got through, it struck us, and I was glad that I was so well pirepared for it. It blew very liard for three hours; close reefed fore and mizzeu topsails, and double reefed main topsail and mainsail. Latter part, heavy gales and hail ; ship lurder the same sail. We seem to be pursued by contrary winds. (I see, in your book of Directions, that some of the captains state that they do not consider the barometer as a guide in high southern latitudes; but I differ from them, although I may not have had as much experience as some of them, having been 13 years at sea, of which time I have been captain six years.) I think, if the glass falls three or four-tenths in a few hours, it is almost positive that it will be succeeded liy a gale or very heavy gust, which will last several hours, although the sim})le fact that the barometer flJls does not, as a natural consequence, predict wind ; it only shows that there is a commotion in the atmosphere in your vicinity, which may be succeeded by wind or rain, but I tliink more likely by the former. If you would be so kind as to write me, on my next voyage, a particular track which I should fjUow, you would oblige me very much; also the mistake which I made on this voyage, and, if you please, I should like to hear your opinions concerning the baro- meter." All the other opinions are adverse; I quote a few of them: — "The barometer remains low all the time; it ajipears to be of no use here." — I). C. Landis, shij) F. W. Bruuc. "Barometer useless." — W. L. Phinnei/, shij^ Ivcntucl)/. " The mercury here appears to be very lively — will rise and fill from 30.10 to 29.16 rapidly; but it is to be observed that this variation is not attended with the same degree of increase and decrease of wind that we experience elsewhere. Consider the barometer here of very little use." — T. Dahlgren, barque Byron. "Barometer, rising; Ijut find it no guide whatever."- — ;S'. j\I. Iliuhjins, harqxe lliigli BircJchcad. TUK BAKOMETElt OFF CAI'J!; IIOKN. C87 "Barometer, unsteady; squalls the same, witliout any apparent cfTect on tlic barometer. I do not trust to it." — Cliarlcs A. Rdnhll, Kliip Suriiri^c. "The mercury fell this day l.i'^ in., and no wind to speak ol'."' — 11'. .A'. Putnam, ship Empress of the Sea. " I watch the barometer closely ; but do not think it is to be depended on here as in the North Atlantic Ocean." — SumiU'l lldnlunj, ship livhcrt Ilnrding. " Mj' barometer has been almost useless since 1 was in the latitude of the Ilio dc la I'lata. Tlie heaviest gales I had, it ranged i'rom ^'.Mo to 2!).40, and it has been as low as 28.35 with a whole sail breeze. It has, however, invariably fallen for a northeily wind, and rismi for a southei'ly one. It has ranged daring the last six weeks from 28..').') to J^O." — Oli'icr II. Saunders, shij) B.Uoivard. " I have never known the barometer to range so low, and know not wdiat to make of it." — B. Buxton, ship Union. " A most extraordinary fluctuation in the barometer, from 30.3 in. to 29.3 in., the weather and appearance giving no indication of storm or rain." — Rohcrt jrcCvrrau, ship Defiance. " The barometer continues to fall, although the wind is southwest. I have always seen it rise with the wind from that quarter." — IT. B. Daniels, ship Seamcai. " The barometer ranges the highest with the wind W. S. W., and lowest from the northward. It either accompauied or followed the change, never preceded it." — John Gillan, hanpie Deler/ate. "I do not see that it (the barometer) is a guide to be depended iqion. Certainly, my experience, this passage, would show its fall followed by delightful weatlH'r." — 7?. F. C(i£ui, shij) iSenalur. These opinions full}- sustain the opinion which my own observations and experience induced nie to express twenty years ago. The anomalies, however, of a mean low pressure w'cre well deserving of a close investigation. I therefore requested Mr. A. A. Semmes, Passed Midshipman of U. S. Navy, to arrange from the log-books of the office, the following tables to show the average height of the barometer off Cape Horn, and in the trade- wind region north and south, both in the Atlantic and Pacific Oceans. With regard to these tables, I should remark that the barometer has been entered in the tables with- out any correction whatever ; and that the barometer to which the tables refer, is the common mercurial marine barometer. Though this instrument, as at present used and const i-uctcd for the sea, abounds with sources of error, there is but one of the errors arising from the many sources, for which the correction may be applied, and that is for temperature. Every navigator knows that mercury is one of the most expansible of metals, and that a column of this fluid, for instance, that is exactly thirty inches long at the temperature of 80° will not be exactly thirty inches long at any other temperature, say that of zero. Its absolute weight will be just as much at the one 688 THE WIND AND CUKEENT CHAKTS. temperature as at the other; and, therefore, the atmospheric pressure remaining the same, it is easily under- stood how the height of the barometer will change with every change of temperature. Inasmuch, therefore, as the temperature of the trade-winds is higher than the temperature of the gales olT Cape Horn, the barometer in the 02xn air ought to show a greater apparent pressure in the former than in the latter region. This difference would amount, on the average, only to the expansion of the mercurial column due the change of temperature. Tliis difference of column would probably not amount to as much as 0.'2 inch (two-tenths of an inch), if the Cape Horn barometer were kept in the open air ; but generally it is not so kept. It probably does not amount, in reality, to more than 0.05 inch, if so much ; for the usual place for the barometer is the captain's cabin, and there the temperature to which it is subjected is probably not more than a few degrees at most below that of the trade-winds. The stove in the cabin, the heat of the crew below, all tend to lessen, in the cabin, the difference of temperature between winter and summer. Nevertheless, if navigators would always require a thermometer to be attached to the barometer (or would not purchase a barometer without an attached thermometer), and would note it also whenever the barometer is recorded, the correction for temperature, be it much or little, might be applied. This correction cannot be applied here, because navigatoi-s are not in the habit of observing the attached thermometer. Now, here is a most important and interesting phj'sical phenomenon, which cannot be properly or thoroughly investigated for the want of a marine barometer capable of giving correct absolute determina- tions. Nay, we are embarrassed and crippled in the investigation for the want of the readings of the attached thermometer. If we had these, we could show, from the observations we have, very nearly the exact differ- ence between the mean height of the barometer in the trade-winds and off Cape Horn. I mention this to illustrate the importance of a nicer and more accurate system of observations, as recommended by the Brussels Conference. Let us return to the tables. Now, as the barometers in these tables, which show the pressure in the trade-winds, are the identical barometers which show the pressure olY Cape Horn also — they require no correction, save that of tempera- ture, to show the difference between the absolute barometric pressure in the trade-winds, and off Cape Horn. If the barometer have an error of 0.2 in., or one of any other value too much or too little in the trade- winds, it carries precisely the same error off Cape Horn. These tables, therefore, though they do not show truly, because of the undetected errors of the common marine barometer, the real pressure of the atmo- sphere, either in the trade- winds or off Cape Horn, yet they do show correctly, or very nearly so, the difference of pressure in those regions. The difference is truly remarkable, and is well worthy of farther investigation. BAROMETKIC ANOMALIES OFF GAl'K HOR.V AND IN TIIK TRADE-\VIND3. 6S0 Barometric Anomalies off Cai)e Horn and in the Trade- Winds. N. E. TRADES. S. E. Tl lADES. CAi'i; iioux ATLA.NTIC. PACIFIC. ATLANTIC. rAClFIC. N.l.ME OF SIIII". Month. Bar. 1 No. Month. Bar. No, .Month Bar. No. Month. Bar. No. Mouth. Bar. No. * of of 1 of of 1 of days days days Jays (lays J.\NU.\RV. ! Emily Miner .... i-ii. 30.07 5 yii. 29.95 5 IV. ta 29.20 4 II. 29.83 5 Vl. 30.02 1 5 Amelia . . i-ii. 29.80 4 ; y. 29.72 4 III. 29.36 5 II. 29.86 4 IV. 29.72 : 4 llattlei- . . 29.05 5 IV-V. 29.94 4 III. 28.80 5 II. 29.84 4 IV. 29.88 TonuiiKi 29.95 5 V. 29.92 4 111. 28.87 4 11. 29.80 4 IV. 29.85 4 Juliii Stuart 29.91 4 V. 30.05 5 11. 29.65 5 I. 29.84 4 IV. 29.88 4 Celestial . I. 29.66 4 I y. 29.81 4 III. 29.00 4 II. 29.65 4 V. 29.80 4 I'liantom ,. 29.95 4 1 y. 20.92 5 Il-lU. 29.56 5 11. 29.90 5 V. 29.80 4 Aldeliaran . 30.13 5 j V. 30 26 5 III. 29.89 6 11. .HO.OO 5 IV. 30.10 4 Lueknow 30.00 4 ! y. 29.94 5 III. 29.21 3 11. 29.87 5 V. 29.90 4 A St re a . . 29.68 5 1 VI. 29.80 5 IV. 28.97 4 II. 29.52 5 y. 29.04 5 lluricaiie 30.04 4 III. 29.99 5 II. 29.29 4 I. :i0.02 4 in. 30.04 5 49 51 49 49 49 Means 29.90 29.94 29.26 29.84 29.93 Febrdart. Burlinfrton n. 30.02 4 VI. 30.16 6 IV. 20.10 4 11. 30.00 6 V. 30.02 5 rraticisiM) . II. 30.00 4 yii. 30.30 4 IV. Ja 30.00 5 11. 29.97 4 V. 30.10 3 Kate Hayes 11. 30.04 4 VI. 30.05 4 IV. J6 28.88 5 in. 30.05 4 V. 30.16 6 Sus([uelianna 11. 30.16 5 V. 30.00 5 111. 29.20 4 II. 30.06 5 IV. 30.06 5 Stan; Hound 11. 30.15 4 V. 29.92 5 in. 29.07 4 II. 29.92 4 IV. 30.10 5 ia<;us . . ii-iii. 30.02 5 VII. 30.32 5 ly. Jc 29.82 4 in. 30.13 6 VI. 30.34 6 Helen Mcf!a\T 11. 30.28 4 Vll. 30 04 4 V. 29.04 4 III. 30.12 4 VI. 30.15 4 Delia Maria TI. 30.02 5 yi. 30.20 5 IV. 29.50 4 in. 30.07 5 V. 30.17 4 Venice . . 11. 30.08 5 VII. 30.00 5 V. td28.08 6 in. 29.98 4 vi-vii. 29.99 4 Diaileni . . 11. 29.82 5 VI. 30.06 5 111. Xe 28.06 5 n. 29.80 5 V. 29.9.'5 5 A. Cliiseborouj :'' 11. 29.78 5 y. 29.76 5 III. 28.92 4 n. 29.82 4 IV. 29.77 5 Siniooni . . II. 29.08 5 V. 29.74 4 IV. 28.50 4 II. 29 50 5 IV. 29.79 4 Star of the Union II. 29.85 4 V. 29.98 5 ly. 29.08 4 III. 29.84 4 IV-V. 29.88 4 Golden Koyer . . 11. 30.10 5 T. 30.05 4 iv. 29.19 4 III. 3017 4 y. 30.10 4 (U 66 60 63 63 Means 30.00 30.04 29.13 29.96 30.04 March. Flying Eagle . . . . III. 30,10 4 yii. 29.90 5 1 y. la 29.47 6 IV. 30.00 4 VII. 30.05 6 Ariaiia .... III. 29.92 5 VII. 29.97 5 V. 29.30 in. 29.82 5 VI. 29.94 5 Surprise . . . III. 29.93 4 VI. 30.09 4 V. 28.73 4 IV. 29.88 4 VI. 29.89 4 Swordtish . . . 111. 29.72 4 V. 29.83 4 IV. 28.46 4 in. 29.73 4 V. 29.61 5 Ilouqiia .... III. 30.09 5 VII. 30.00 4 IV. 29.74 4 III. 29.90 4 VI. 30.01 Gov. Morton . . III. 29.59 4 V. 29.70 4 IV. 29.22 4 iv. 29.56 4 V. 29.72 5 Sirocco .... 111. 30.20 4 VI. 30.12 5 ly. 29.00 4 III. 30 17 4 V. 30.37 4 Sarah Bnyd . . in. 30.16 5 VIII. 30.12 5 y. lb 28.73 5 IV. 30.00 5 Vlll. 29.95 4 Slierwood . . . III. 30.00 5 yii. 30.00 4 y. 29.10 5 IV. 29.99 5 VI. 30.00 4 Tornado . . . III. 29.95 4 yi. 29.83 5 IV. 28.42 4 in. 29.78 4 VI. 29.85 5 Francis . . . . • in. 30.00 4 IX. 29 70 4 V. 29.00 4 III. 30.00 4 vin. 29.70 5 Wallace .... 111. 30.00 5 VI. 29.95 4 IV-V. Ic 29.05 4 IV. 30.20 3 V. 30.10 5 Chenango . . . III. 30.00 5 VII. 29.!' 5 6 V. 29.42 5 IV. I 29.92 5 VI. 30.07 1 ^ Stephen Larmau . III. 29.99 4 VII. 30.09 5 V. 29.74 5 IV. 129.91 5 VI. 1 30.05 5 Rose Stanilish III. 29.90 4 VII. 30.00 V. ?r7 29.02 5 IV. 29.90 4 VI. 30.00 6 Louisa Bliss . . 111. . 29.85 5 VIII. 29.85 4 V. 29.50 5 ' III. ! 29.78 6 VI. 29.86 6 Stag Hound . . 1 111. 30.00 6 VI. 30.22 5 V. 29.32 4 iv. j 30 02 4 V. 30.00 6 Sea Serpent . . III. 29.95 4 VI. 29.99 4 y. 29.07 4 IV. 29.82 4 1 VI. 30.00 1 4 81 83 82 j 1 i 88 Means 29.97 29.90 29.18 j 29.91 1 ; 29.96 * January l)cing i., December xn. See p. 88. t a. S. W. gales. X Grdcs for the most part. „. W. to S. S. W. //. N. to S. round by W. r. S. to \V. rl. W. N. W. to .S. W. by S. c. W. to AV. S. W. I Gales for the mo.^-t part. «. N. W. to S. W. gales. /-. N. N. W. to S. \V. ,-. W. S. W. to S. W. d. S. .'^. ?.. to W. S. W. 87 690 THE WIND AND CURRENT CHARTS. Barometric Anomalies off Cape Horyi and in the Trade- Winds — Contina eJ. ■ N. E. TRADES. CAPE HORN. S. E. TRADE.S. NAME OF SHIP. ATLANTIC. PACIFIC. ATLANTIC. PACIFIC. Month. Biir. NO. of days Month. Bar. No. of tlnys Month. Bar. No, of days Month Bar. No. of d.nys Month. Bar. No. of days Aritii.. Thniiias 15. AValea Queen of the Kast Harriet Iloxie "White Squall . . llorsliurj^li . . . Kaduga .... m)n IV. IV. iV. IV. IV. IV. IV. IV. IV. IV. IV. IV. 30.12 29.95 29.92 29.87 30.41 30.19 29.92 29.81 30.10 29.83 29.90 29 64 G 4 5 4 4 4 4 5 4 4 4 5 TII. VIII. VIII. VII. VII. VII. VIII. XII. VII. VII. VI. VII. 30.00 29.42 29.42 30.74 30.02 30.04 30.10 29.98 30.08 30.00 30.10 29.82 4 5 5 4 4 5 5 5 5 6 5 5 v. VI-VII. VI. V. VI. V. VI. II. VI. V. V. V. 29.81 28.90 29.40 29.18 29.58 29.40 30.04 29.05 29.22 29.43 29,. 50 29.05 5 5 4 4 4 4 6 4 5 3 4 4 IV. V. V. IV. V. IV. V. in. V. IV. IV. IV. 30.05 29.08 29.68 29.72 30.52 30.01 29.92 29.89 30.38 29.92 29.89 29.65 6 4 5 4 5 5 5 4 5 5 5 4 VI. VII. VII. VII. VI. VI. VII. VII. VI. VI. VI. 30.00 29.82 29.82 29.75 30.12 30.09 30.00 29.96 30,08 30.00 29.96 30.10 5 5 5 3 4 4 5 5 K. C. Winthrop . Competitor . . . Empress of the Seas Parthian . . . 5 4 5 6 Means 29.98 53 5 5 6 4 29.93 58 4 5 5 29.35 52 29,94 57 5 6 4 4 29.98 56 May. V. V. y. V. 29.90 30.02 29.86 29.84 XI. Till. VIII. VIII. 30.02 30.16 29.96 29.90 VIII. VII. VII. VI. 29.60 28.84 *a 28.82 29.08 4 5 4 5 VI. VI. VI. V. 29.92 29.88 29.95 29.84 X. VII. VI. VII. 30.37 30.15 30.10 29.89 4 N. B. Palmer .... Staffordshire .... Tartar 4 4 7 Means 29.90 30.10 30.01 30 30 30.20 30.00 30.42 20 4 5 5 4 4 4 30.01 20 29.08 18 4 4 5 4 4 4 29.90 19 4 4 4 4 5 5 30.13 19 June. AVitch of the Wave . . VI. VI. VI. VI. VI. VI. VIII. IX. IX. IX. IX. IX. 30.10 29.85 30.17 29.87 29.96 30.10 3 4 4 5 5 4 VII. VIII. VIII. VIII. VII. VIII. 29.55 28.98 29.50 ta 28.50 29.28 29.70 VI. VI. VI. VI. VI. VII. 30.00 29.96 30.25 29.73 30,02 30.24 VIII. VIII. IX. VIII. VIII. IX. 30.00 29.65 30.14 29.95 30.03 30.26 5 5 F. Copeland & Co. . . 5 4 Messenger Samoset 5 5 Means 30.18 26 5 4 5 30.01 25 4 6 5 29.25 25 30.03 26 4 5 5 30.00 29 July. Defiance Matilda Had 11 .'a VII. VII. VII. 29.82 30.51 29.58 XI. XII. XII. 30.05 30.47 29.80 IX. X. X. 29,06 ta 29.82 lb 29.38 4 9 4 VIII. VIII. VIII. 30.00 30.52 29.58 X. XI. X. 29.88 30.,50 30.00 6 6 4 Means 29.97 14 4 4 5 30.11 15 29.42 17 4 5 6 30.03 14 4 5 5 29.96 16 August. Raven VIII. VIII-IX VIII. 29.80 30.00 30.05 XI. II. I. 29.90 30.20 29.93 5 5 5 IX. XI. X. 29.60 la 28.72 28.78 IX. IX. IX. 29.95 30.00 30,07 X. I. I. 30,06 30.10 30.03 <) Fancy 5 AVessacumccm .... 5 Means 29.95' 13 15 30 01 29.06 15 30,01 14 30.06 15 * Gales for the most part. a. S. to W. X Gales for the most part. a. W. N. W. to W. S. W. b. S. W. to W. I Gales for the most part. a. S. S. W. to N. W. round by W. f Gales for the most part. a. N. W. to W. S. W. B.4.U01IETUIC ANOMALIK.S OKK CAVE lIOltN AND l.N TIIK TJi A DE-WINDS. Barometric Anomalies off Cape ffum and in Oic Trade- Winds — Continued. 091 N. E. TRADES. S. E. TRADES. r M'K TTOTiY 1 ATLANTIC. 1 PACIFIC. ATLANTIC. 1 PACIFIC. NAME OF SHIP. 1 1 Month. Bar. No. of Month. Bar. No. of Month. Bar. of Month. Bar. No. of 1 Mouth. Bar. No. of 1 day.s lays day.s days di.ys Seitemher. \ i Delpgivte 1 IX. 1 30.07 3 I. 30.02 5 XI. *a 29.11 5 X. 30.08 5 I. .30.02 6 Cliiis. Mallory . . IX. 29.80 3 XII. 29.88 4 XI. 28.73 4 X. 29.87 4 XJI. 29 97 4 Maliiy IX. 30.14 4 XII. 30.19 XI. 29.05 4 X. 30.10 4 XII. 30.17 4 Kul)t. Pulsfnrd . . IX. 29.91 4 I. 29.90 3 XI. 28.87 5 X. 29.90 5 XII. 30.00 5 U. S. S. Vainlalia . IX. 30.12 4 III. 29.98 5 XII. 29.27 4 X. 30.08 4 II. 29.89 4 18 23 oo 22 23 Means 30.01 29.99 29.01 30.02 1 30.01 OCTODER. Comet X. 29.99 O II. 29.96 4 XI. 29.45 5 XI. 29.90 3 I. 29.90 4 Guillen City . X. 29.78 3 XII. 29.07 5 XI. fb 28.53 4 X. 29.70 6 XII. 29.81 4 Wild rigeun . X. 30.17 4 I. 30.30 5 XII. t. 0. Wiiitliroii XI. 29.65 4 III. 29.54 4 I. 29.35 5 XII. 29.03 5 II. 29.53 4 Swordlish . . 1 XI. 29.80 4 \ I. 29.96 5 XII. 28.95 4 XII. 29.75 4 I. 30,09 4 Imaum . . . XI. 30.04 5 ! III. 30.07 4 I. 16 29.08 1 5 XI. 29.96 5 II. 30.00 5 40 40 42 40 39 Means 29.92 29.91 29.10 29.90 29.97 1 December. Europe XII. 29.90 9 III-IV. 29.93 19 II. 28.92 14 XII-I. 29.87 6 III. 29.85 11 George Brown XII. 29.93 4 III. 29.80 5 II. 29.34 5 XII. 29.80 4 III. 29.83 5 Lucia Field XII. 29.74 5 III. 29.71 5 I. 29.43 5 XII. 29.74 5 III. 29.75 5 Southerner . Xll. 29.88 4 IV. 29 84 5 II. ia 29.32 4 I. 29.95 5 III. 29.93 6 Uriel . . . XII. 29.84 5 IV. 29.70 6 II. idWAO; 5 XII, 29.84 6 III. 29.80 9 Elsinore XII. 30.28 4 V. 30.30 5 III. 29.42 1 4 I. 30.05 4 IV. 30.21 4 Tin;;qua XII. 29.97 2 II. 30.00 4 I. 29.24 ' 5 XII. 29.92 4 II. 29.95 4 (n-av Feather ' XII. 29.89 5 II. 29.98 5 I. 29.27 < 4 XII. 29.91 4 II. 29.90 4 Gulden Gate XII. 30.12 5 III. 30.00 5 I. 29.38 5 XII. 30.00 5 i 11. 30.06 5 Telei^raph . XII. 29.85 4 ! II. 29.98 5 I. ?« 28.96 5 XII. 29.95 5 11. 30.83 5 Seaman . . XII. 30.12 6 11. 30.17 5 I. ib £9.57 4 XII. 30.09 5 II. 30.25 5 Surprise ' xn. 29.94 4 III. 30.06 5 l-II. ?'• 29.55 4 I. 29.95 5 II. 29.96 6 57 74 64 57 68 Means i 29.96 29.96 29 29 I 29.91 30.02 Mean of all . . .1 29.97 29.99 29.20 1 29.95 30.01 Whole No. of days 473 517 490 482 509, * Gales for the most part. a. W. N. W. to W. S. W. f Gales for the most part. a. W. to S. W, i. S. W. J Gales for the most part. a. N. to S. S. W. round by W. i. W. N. W. to VV. S. W. ^ Gales for the most part. a. W. to W. S. W. A. W. by S. to W. by N. c. S. W, to S. (/. W, to .S. W. <•. 8. W. to W. N. W. 692 THE AVIND AND CUKKENT CH.YRTS. Mean Monthly Height of the Barometer— - IN N. E. TRADES OF THE IN S. E. TRADES OF THE OFF CAPE HORN. ATLANTIC. r.voino. ATLANTIC. PACIFIC. MONTH. Bar. Dav.snf nl>- Bar. Days of ob- Bar. Days of ob- Bar. D.ay s of ob- Bar. Days of ob- scrvation. servation. servatiou. servation. servation. January . . . 29.90 49 30.00 50 29.34 64 29.96 22 30.04 55 Febniary . SCOil 64 29.98 42 29.24 43 29.88 74 30.03 60 March . . 29.97 81 29.95 53 29.17 53 29.97 65 29.90 45 April . . 29.98 58 29.85 34 29.17 66 29.91 76 29.93 49 May . . . 29.90 20 29.93 73 29.24 91 30.00 28 29.97 69 jTine . . . 80.18 26 80.05 57 29.37 29 29.96 36 30.03 98 July . . . 29.97 14 80.07 91 29.12 17 80.24 5 29.94 40 August . . 29.95 13 29.84 47 29.26 21 30.08 14 29.88 32 September . 80.01 18 29.94 26 29.38 12 30.01 14 30.20 10 October . . 29.95 38 29.33 19 29.95 46 30.08 19 November . 29.92 40 29.99 13 29.02 40 29.99 87 30.50 6 December . 29.96 57 80.00 31 29.13 85 29.88 65 30.04 26 Means . . 29.97 473 29.96 517 29.28 490 29.98 482 30.05 509 One of the aims kept constantly in view during the preparation of these tables, Avas to follow the same ship with its barometer through the trade-winds of the Atlantic, around Cape Horn, and thence through the trade-winds of the Pacific, so that the barometric difl'ei'ences off Cape Horn might be true. If, therefore, the vessel ])assed through the N. E. trades of the Atlantic in January, for instance, it would be some months after before she would arrive with the same barometer in the N. E. trade-wind regiou of the Pacific. Hence, the barometers are arranged by the months, in their order only, for the X. E. trades of the Atlantic. The months for the other regions are denoted by Eoman numerals — XII. for December ; I. for January; and so on in order of the months. The low state of the barometer in the trade-winds of the Atlantic, and especially in the N. E. trade- winds, will not escape attention. The S. E. trade-winds of the Pacific give the highest barometer. Tn the Atlantic, both systems of trade-winds, but the northern the most, are interfered with by the continent of Africa with its heated plains. These plains turn those winds back from their regular course, and therefore tend to lessen the pressure. I know not how better to illustrate this than b}' referring to a canal wdiich has a gentle current, and the water of which we Avill liken to the flow of the trade-Avinds. Now, suppose that, up-stream from the observer, some agent, a pump, for example, be set to work upon the canal, and that it be ])umping up vast quantities of water from the canal, as those heated plains of Africa pump up volumes of air from the trade-winds — for that those plains do cause vast columns of atmosphere to ascend there is no doubt, wdiich ascending columns are, to a great extent, drawn from the trade-wind region — what would be the effect? The level of the water in the canal would be changed; its barometric pressure would be diminished as it commenced to flow back, very much in the same way that the baro- metric pressure of the trade-winds is diminished when they are turned back, and become monsoons. BAROMETIUC ANOMALIES OKI-' CArK llOKN AND IN' TIIK 'rUAIiKWINUS. ()!I3 The same sort of agent from tlie plains of Texas, New Mexico, &c., is at work npon the X. E. trade- winds of the Pacific, producing there the monsoons of Central America. Now there is no heated plain in the rear of the S. K. trades of the western Pacific, no vis a lergo there which is capable of converting those winds into a monsoon, or of changing their direction. Hence the normal barometrical status there — its excess in comparison with that of other trade-winds. We may explain this in another way; but it amounts to the same tiling whether we say tlie effect is produced in the manner just explained, or whether we say it is produced by the greater amount of atmo- sphei'ical rarefaction caused by the great extent of heating surface on the land in the northern hemisphere, in comparison with that in the southern. But the Cape Horn anomaly — the difference of nearly an inch (0.8 inch\ in the mean height of the barometer off Cape Horn and in the trade-winds — how is tiiat to be accounted lor? The chapter on the "Barometric Anomalies of the Andes," p. 240, fifth edition of this work, treats of the converse of this anomal}', but alludes to the probability of an average low barometer on the western side of those mountains. After much reflection, no new and complete explanation of this phenomenon suggests itself. The explanation which was proposed by ine in Silliinan's Journal, I80-I, seems, after a most careful review, to be the most plausible of any that I am prepared to suggest. i'rom about 45° S. to the parallel of Cape Ilorn, lies the belt in which the westerly winds of the southern hemisphere prevail with such trade-wind like regularity. The Southern Andes stretch themselves perjiendicularly across this belt. They obstruct these winds and cause a piling up of the atmosphere, not unlike the piling up of the water which is produced by a sunken rock in a strong tide way. I take Pot Eock, in Hurlgate, as an illustration, and because most American navigators Avill recollect it. Pot Rock was some feet below the surface, 8 or 10, yet such was the effect produced by it, in arresting the waters which the powerful tides caused to sweep over it, that there was always to be seen when the tide was at its strength, an elevation or piling up of the water above — up stream from — the rock. It was a sort of recast or mould of the rock in the water. The greatest elevation in the water Avas not immediately over the rock, but it was a little up stream, i. e. to windward of it. Nor Avas the greatest depression in the water immediately over the rock; it was a little down stream, that is, to leeward of it. There was also another depression not so great as this, it is true, but still it was a depression; it was above, or up stream from, the piling up. Similar elevations and depressions, but on a scale much more grand, do I suppose the Andes to create in the air, by reason of the obstructions afforded by these mountains to the great atmospherical currents. In considering the courses which combine to make this low barometric pressure otf Cape Horn, the effect, however small, which is due increase of ^attraction on one hand, and a diminution of superincum- bent atmosphere on the other, should not be forgotten. 694 THE WIND AND CURRENT CHARTS. Owing to tlie figure of the eartli, tlic flattening in at the poles, the navigator, with his barometer, is several miles nearer to the centre of attraction when he is off Cape Horn, than he is, when at the equator. Being nearer to the centre, the force of attraction is greater ; and if it were possible to weigh the mer- cury in the tube of his barometer at the two places, he would find that 290 ounces, for instance, at the equator, would weigh 291 at Cape Horn ; in other words, that his mercury is heavier oft' Cape Horn than at the equator ; here, then, is one of the causes, though it be a slight one, which may assist in keeping the barometer down, off Cape Horn. Another one arises from the decrease in the volume of superincumbent atmosphere, on account of those agents which make the earth Hat at the poles. Suppose, for instance, that we were removed from the earth, and that, instead of seeing its shape, ac- cording to the outlines which the land and water present, we could see its shape with its aerial covering on; we should find that the diflerence between the equatorial and polar diameters of this covering would bo greater than the difference between the equatorial and polar diameters of the earth, as measured from the sea level. But these two causes — increase of attraction and oblateness, do not appear practically to affect, by any considerable quantity, the mean height of the barometer in corresponding latitudes north ; for instance, at St. Petersburg, in latitude 59° 56' N., the mean height of the barometer, reduced to the temperature of 62°, is 29.97. Upon a review of the whole subject, therefore, and without going into the question as to the precise effects due temperature, and the figure of the earth, we are still left to infer that the barometric anomalies about Cape Horn are owing, to a considerable extent, at least, to the effect of local agencies and causes. I hope navigators will not let this subject rest ; that they will continue to direct their attention to it, and to let me have the benefit of fiirther and careful observations touching the indications of the baro- meter off Cape Horn. That they may the better be able to do this, they should bear in mind that the barometric pressure off Cape Horn at 29, is the barometric pressure elsewhere, of 30 ; and that when they see the barometer off Cape Horn sink down to 28, it is no more significant of a gale, than a barometer at 29 is in the North Atlantic. Perhaps, if South Sea navigators will bear this fact in mind, and count the changes above and below 29, instead of 30, this instrument may redeem its lost character off" Cape Horn. KOUTE TO CALIFOKNIA. We have now brought the great highway around Cape Horn, to another turning ofi' place or fork of the road. At 50° S., in the Pacific, the Soutli American bound traders part company with the California fleet. Here, or near by, they all, whether bound for Valparaiso, Callao, Guayaquil, or the Intermedios, turn off; they liave sailed under our guide and in company with us so far, but now they all leave the great California trail to make the best of their way each to the port of destination. With flowing sheets, and fair winds, ROUTE TO CALIFOKNJA. 695 the course is plain. Not a \vord in addition to what the Pilot Charts contain can be said to make the way plainer to thcni, except tlie oit-rcpeated caution, to go straight across the calm belt of Capricorn, turning neither to the east nor to the west, until it be crossed, and the navigator finds himself fairly within the trade-wind region beyond. The Valparaiso bound vessel should hug the shore close enough to make the land to the southward of her port ; those for Callao, &c., keeping straight on. The California bound vessels should aim to enter the S. E. trade-wind region of the Paciricas far to the west, provided they keep tliis side of 1 15° or r20°, as they well can ; they should not fight with head winds, to nuiko westing; nor should they turn much from the direct course when the winds arc fair. But when winds arc dead ahead, stand off to the westward, especially if you be south of the trade-wind region. Having crossed the parallel of 35° S., and taken the trades, the navigator, with the wind (puirtering and all sails drawing, should now make the best of his way to the equator, aiming to cross it between 1U5° and 125°, according to the season of the year, and the directions and the tables hereinafter given. I wish here to call the attention of navigators to the winds they are to expect between the parallel of 50° S., in the Pacific -and the equator, especially as it regards their reliability. In the table of Cape Horn Crossings (p. 680), are given the times from the parallel of 7° S., to the parallel of 50° S., in the Atlantic. The distance between the two parallels there is about 2,900 miles ; the average time 27.6 days, and the mean daily run, 105 miles. The distance from 50° S., in the Pacific, to the usual crossing- place on the line — California track — is about 3,500 miles, the average time 27.8 days, and the mean daily run, 120 miles. The winds between 50° S. and the equator are so much more strong, steady, and reliable, as the baro- meter would lead us to expect, on the Pacific, than they are on the Atlantic side of the continent, that the ratio between them in these respects is as 2,900 to 3,500, for it is as easy to make 3,500 miles Avith them in one ocean, as it is 2,900 in the other. . ■ An examination of the mean monthly passages, from crossing to crossing, will also show a greater regularity, implying thereby more stable winds. The greatest monthly average on the east side is 32 days in August; on the west, 24.8 in November — extreme difference, 7.2 days. The greatest monthly average on the west side is 31 days ; the least, 2-4 days— extreme dillerence, 7 days. But a comparison of the tables for a moment only, will show wuth how much more regularity as to time the passages are made on the one side than they are on the other. The following communication from Captain Frank Smith, of the Messenger, throws light on what I have already said, and has a bearing upon something that I have to say. "You will herewith receive my abstract logs of ships Messenger and Susquehanna, on vo3'ages 'round the world.' I am sorry neither of them have been kept as full as you have desired, neither of my ships being provided with hold cocks; and I have noted none of my observations for variation of the compass; as, although 696 THE WIXD AND CURKENT CHARTS. my attention was at all times directed to tlie subject, I Lave rarely found any difierence from that marked on the late Charts. In the observations noted, I have aimed at correctness and brevity. Should you take occasion to examine the Messenger's log, you will perceive I have had more than a reasonable, or usual share, of unfavoraljle winds, light airs, and calms, the round voyage, but more especially between New York and San Francisco. 1 aimed, by the aid of your Charts and Instructions, at maintaining good posi- tions and improving all chances; you will notice, being jammed by a northwester along the coast of Chili, forcino- me 1U° of long, to the eastward in 6 days. I entered the S. E. trades in 78i° W.; being so far to the eastward, I was induced to follow your proposed track across the equator, and crossed in 102J° W., but I think it too far east, as it is certainly within the influence of some cause producing a calm sjMce at that season of the year (September); you will find my remarks at some length, noted in the log, and trust you will make proper allowance for my apparent petulance in complaining, and presumption in expressing an opinion differing from yours, when mine is founded on a limited personal observation, while yours is the result of a mass of information from a multitude of personal observations, each of which may be entitled to the same amount of credit as my own. But it rerpiires more than human iMicers of patient endurance, to be from 20 to 25 days becalmed, north of the equator, in the Pacific, on board of a clipper ship, bound to California, when your imagination paints all your competitors passing you to the westward with a breeze ; and when I arrived at San Francisco, I found ships in jiort that had crossed the equator to the westward, days after I did, one of which crossed to the westward of 120° W. Nothing would induce me again to attempt a passage to the eastward of 100° or 115° W. ; the very thought of my helpless situation there still gives me the shuddering horrors. I think the last 7 or 8 months past, must have been an ex- traordinary period of tranquillity in all the regions I have passed through. I heard many remarks and complaints of cahn and llgld airs, both in California and China, and since I entered the S. E. trades above referred to, I have been over 6 months at sea, ' running down' nearly all the trade-winds that blow, together with the N. E. monsoons of the China Sea, in the season of their strength, and yet I have ex- perienced, in all that time and sj^'"-'', ^^''■^ 1^ days with wind sufficient to keep my canvas from slating against the mast, and only two days in which my skysails where furled throughout the 24 hours. "I deem it but proper to say, ere I close, that I feel myself (in common with the great maritime interests of our country), greatly indebted to your invaluable researches, and the great skill you have developed in laving such a mass of information before us, in such an available form, as we have in your Charts ; and I trust your flattering success continues to animate you, and that you will make us in due time as familiar with the Great Pacific and Indian Oceans as you have with the Atlantic. That old and beaten track has been brought out of darkness into marvellous light, and I expect many important errors have possession of our minds, with regard to the others, which your researches are destined to dispel; and your beautiful theory on the circulation of the atmosiihere gives a charm to its study, that cannot fail to excite such an interest on the subject as will make every thinking sailor more attentive and observant of the great laws of nature in action around him. Here I suppose I should close, as I have already wrote more perhaps than you will have leisure or disposition to read ; yet, if I felt free to ask questions, and time and place admitted of it, I should KOUTE TO CAIJFUKMA. (J97 be a very teasing pupil, as, in the study of yonr important labors, man}'- suggest themselves to me. For instance, in what latitude, at different seasons, should wo look for the southern edge of the S. E. trades in the Pacific; and if they don't prevail farther to the soutliward, near tlie coast of South America, than out to the westward in the open sea? As, in the Susquehanna, iu April, 1851, in long, fi'om 87° to 02° W., I had a succession of northers for 7 or 8 days, between lat. 30° and 20° S., while ships to the eastward of me, in the same month, got the S. E. trades in 29° or oO° S. And again, what is the chance of a passage from the west coast of North America to China, in a high latitude, corresponding witli packet route from the Brilisli Chan- nel to the United States? The length of this admonishes mc ; but one thing more : What influence has the moon or its phases on the wind ? I have been, and continue in the habit of looking for and calculating upon its influence, upon wind and weather, especially, in tlic tropic, in inuk-ivinds, s.u.di near the land, during full and change ; and when studying your Track Chart, with tlic view of profiting by the experience of others, I always feel the want of some mark on each track by which the moou'.s age could be known ; as, for example, its quarterings, so noted as to express the ship's position at the time of their occurrence; then the student, by counting backwards or forwards, could inform himself of the desired particular. Excuse my tediousness, and allow me to conclude Avith the expression of my sincere hopes that your very laudable zeal, in the jrarsuit of so useful and patriotic an object as your labors tend to advance, will meet a high and just reward." Ship Messenger (Frank Smith), New York to California. "June 16, 1852. Lat. 11° 00' N.; long. 8-1° 39' W. Barometer, 30.00; temperature of air, 79°; of surface, 78°. "Winds: during the day, E. by N. First part, fine breezes; middle and latter parts, light winds. The sea has been heaving up in rips, and splashing to windward, very much like a weather tide, or current. June 22. Lat. -1° 27' N. ; long. 27° 53' W. Barometer, 30.05 ; temperature of air, 80° ; of surface, 79°. Winds : S. by W., S. by W., and S. by E. Begins moderate and clear ; middle, light airs and cloudy ; latter part, moderate and clear. At the beginning, I tacked and stood to the westward, in the hope of coming up on that track before I reached the long. 30° W. As I found myself in 25° 43' W., and nearly 6° north, I was ajiprehensive, if I stood farther to the eastward,! might run out of the wind, and be baffled with calm and light airs; and I prefer running, for a change, to waiting a Avind; and I consider it better to beat to windward in short tacks to the west of 25°, than to risk the calms to the east. [A sound cou- clusion.] July 20. Lat. 42° 31' S.; long. 58° 21' W. Barometer, 29.75; temperature of air, 52°; of surface, 43°. Began with a breeze from the west, which gradually canted to N. AV., and freshened to a ten-knot breeze; but before midnight it died away to a calm, and light airs from northward, northward and east- ward, and east. This wind, for three days, has drawn gradually around the compass against the sun, from N. E. and E. to S. and W., N. W., and E. N., which I take it is unusual weather. Since passing the parallel of St. Catharine's, have experienced more light and baflling weather than I have encountered for a long 88 TIIK WIND AND CURRENT CHARTS. time; and what makes it more strange, we have had a new moon during the intcrvaL It is now four days old. [The moon has nothing to do witli it.] August 2. Lat. 57° 28' S.; long. 7-i° 05' W. Barometer, 28.G0; temperature of air, 38°; of surfixce, 38°. Winds : N., N. W., and N. W. Began with northerly winds, which soon increased to a gale. I run the ship to S. W., taking in sail as required ; at -i P. M. found it necessary to heave the ship to under close- reefed main-topsail, and fore-topmast staysail, from 3 until 8 P. M., and afterwards in squalls, until mid- night, it blew a terriiic gale; its force seemed irresistible; its sound was deafening, and to look upon it was bewildering. Its strength seemed broken at 8 P. M., or four hours after it commenced. But the squall which followed, when accompanied by hail, seemed sufficient to flai/ everything it met with. I found the barometer of signal advantage to me, as its indications prevented my making or carrying sail, as I should have done if I had not been influenced by it. I was just in time in getting sail oft' my ship. The barometer fell to 28.60, and there remained during the gale. At meridian, both gale and sea had moderated, when glass rose to 28.90. Aug. 16. Lat. 32° 48' S.; long. 80° 10' W. Barometer, 30.05 ; temperature of air, 59°; of surface, 56°. Winds during the day, N. W. In looking back, I find this the seventieth day since we have had a wind with which the ship lay her course throughout the day ; and this is my seventy-sixth day out — under the circumstances, a short passage to Valparaiso. Aug. 18. Lat. 2-i° 01' S. ; long. 80° 36' W. Barometer, 30.00 ; temperature of air, 61° ; of surface, 60°. Winds : N. W. to W. N. W., W. N. W., S. E. Moderate, light winds throughout, with a floating fog drenching like a rain, and flying very low, as the blue sky was always visible over head. The S. W. swell increased to such enormous magnitude as to attract my particular notice, and I endeavored to esti- mate its height and distance between the ridges (or caps of the rollers), and I think they were 800 yards apart ; and when between, in the trough, the next ridge, beyond those forming the trough, could not always be seen at an elevation of twenty-five feet above the sea. Aug. 29. Lat. 21° 09' S. ; long. 83° 07' W. Barometer, 30.10 ; temperature of air, 64° ; surfiice, 62°. Winds during the day, S. E. This has been the first day for seventy-three days that I have had the privilege of recording a fair wind throughout the 24 hours, and this has to be but a light one, but steady. The first 20 hours were overcast, but the last four Ijeautiful and clear; the heavy S. W. swell subsiding, from which I am flattered with the hope we are entering the trades." Between the equator and 10° or 12° N., according to the season of the year, the California-bound navigator may expect to lose the S. E. and to get the N. E. trade-winds. He will find these last nearest the equator in January, February, and March ; but in July, August, and September, he will sometimes find himself to the north of the parallel of 15° N., before he gets fairly into the N. E. trades. And sometimes', especially in summer and Ml, he will not get them at all, unless he keeps well out to the west. Having them, he should steer a good rap full at least, aiming, of course, to cross the KOLTE TO CALIKORNIA. ' 699 parallel of 20° N., in about 125° W., or rather, not to tlic east of that, particularly from June to November. His course, after crossing 20° N., is necessarily to tlie norlliwanl anil westward until lie loses the N. Tv trades. He should aim to reach the latitude of his port without going to the west of l.'!0° W., if he can help it, or approaching nearer than 250 or 300 miles to the land until ho passes out of the belt of the X. Y,. trades and gets into the variables, the iirevailing direction of which is westerly. " Where shall we take the S. E. and lose the N. E. trades on the pa.ssage to California ?" is an important (piestion for the navigator to have answered, who is striving for a short passage on the west coast of South America. From the parallel of Cape Ilorn up to the belt of light winds and calms, througli which you generally pass before getting into the S. E. trades, the prevailing winds are westwardly winds, having northing more frequently than southing in tliem. Between the northwest coast and the meridian of 130° W., from 30° to 40° N., the prevailing direction of the wind in summer and fall is from the northward to the westward inclusive ; whereas, to the west of 130°, and between the same parallels, the N. E. trades are the prevailing winds of these two seasons. There is a marked difference in the direction of the winds on the opposite sides of the meridian of 130° W. in the North Pacific. The cause of this difference has been completely unmasked by the researches connected with these Charts. The agent which produces it has its seat in the arid plains of New Mexico, Northern Texas, and the regions round about. At this season of the j'car, the prevailing winds in the western part of the Gulf of Mexico arc from the southward and eastward; /. c. towards that great centre of rarefaction. At this season of the j'car, too, the prevailing winds in the Pacific, ofT the coasts of Central America, are from the southward, and also towards the same centre of heated plains and ascending columns of air; and we liave S(ien that off the coasts of California, between the parallels of 35" and 40° N., the prevailing winds of this season arc from the noi-thward and westwanl — also towards this great inland "blow hole.'' In it, is .seated a monsoon agent, whose inlluencc is felt for more than a thousand miles out to sea, drawing back the N. E. trades of the Pacific, and converting them into a southwardly monsoon fen- half the year; deflecting the N. E. trades of the Gulf of Mexico, and converting them into a southeasterly monsoon, during the same season; and so influencing the prevailing S. TV. winds ofi' our Northwest Pacific coast, that they, too, are almost made to blow a northwesterly monsoon. Therefore, vessels bound to San Francisco, should not^ unless forced by adver.se wind.s, go any farther beyond the meridian of 130° W. than they can help. Supposing that vessels generally will bo aljle to reach 30° N. without crossing the meridian of 130° W., the distance per great circle from Cape Horn to its point of intersection with that parallel is about 6,000 miles. And supposing, moreover, that California bound vessels will generally, after doubling Cape Horn, be a\)le to cross the parallel of 50° S., between the meridians of 80° and 100° W., their .shortest distance in miles thence to 30° N., at its inter.seetion with the meridian of 130° W., would be to cross 40° S. in about 100° W.; 30° S. in about 104°; 20° S. in about 109° ; the equator in 117° W. ; and 30° N., about 130° W. (120° if you can). By crossing the line 10° farther to the cast, or 10° farther to the west of 117°, the 700 " T"K WIND AND CURRENT CHARTS. great circle distance from Cape Horn to tlie intersection of 30° N. with 130° W., will be increased only about 150 miles. Navigators appear to tliink that the turning-point on a California voyage, is the place of ci'ossing the equator in the Pacific. But the crossing wliich may give the shortest run thence to California, may not be the crossing which it is most easy to make from the United States ; and it is my wish to give, in these Sailing Directions, the routes which on the average will afford the shortest passages to vessels that have doubled Cape Horn and are bound direct to California. First, therefore, let us see which cro.ssings of the equator in the Pacific give the shortest runs on tlie averacfe thence to San Francisco; then, let us find out which of these crossings it is most easy to reach from Cape Horn, and then, liy comparing the two, wc may be able to lay down the best route from Cape Horn to California. Independent of the information that has been elicited by these investigations connected with the Wind and Current Charts, but little was known by navigators as to the winds and currents after doubling Cape ITorn, on tlie California route. Navigators knew, indeed, that on that route they had to cross the belt botli of the S. E. and of the N. E. trade-winds. But in what longitude to cross them ; between what meridians are these trade-winds most constant, steady, and fresh ; and between what meridians is it less difficult to cross the belt of equatorial calms which separate these two systems of trade-winds; and when, at what distance from the coast, are the light airs and calms of the horse latitudes, which are found on the polar borders of the S. E. as well as of the N. E. trades, less vexatious? These are some of the questions to which definite answers had to be given, before it could be assei'ted with confidence that this or that is certainly the best route to California. The Pilot Charts, the Track Charts, and proper attention to the tables I am about to give, will tell this to all who consult them diligently. Having exhausted my materials for Pilot Charts of this route, I have, with the assistance of Lieuts. George Minor and Eobert H. Wyman, overhauled the whole series of log-books in my possession for California passages. From them is derived the following tables of California Crossings, giving the name of the vessel ; the year ; the number of days' passage from the U. S. generally, to the equator in the Pacific ; the place and month of crossing the equator; and the number of days thence to California. The crossings on the equator, and of various parallels of latitude, are also given. HOLITE TO CALIFORNIA. ;-oi Crossings in the Pacific, from 50° S. to the Equator. Date of LOXGITIDE OF CROSSIXU Till; I'AIIA I.I.UI.S OF — Longitude Date of crossing Days 1 Jays from .NAME OP VESSEL. crossing paniUcI of >f crossing the ecjuator. rom 50° ~>. to the the equa- 1 the equa- tor to San 50° S. 50° S. 1 40° S. 85° S. 00° S. 25° S. tor. ei|Uator. Francisco. Long. W. Long. \V. Long. \V., Long. W. Long. W. Long. W. 1 Days. Days. / . o / / o / o / o r J.txr.^BT. 1 1 1 Hazard .... 28, 1851 77 00 81 00 83 00 84 00, 86 00, 109 00 Feb. 21,1851, 24 24 Helena . . . 28, " 78 00 83 OO' 87 00 91 00 94 00 110 00 " 19, " 22 21 ]{u.ssell . . . 8, 1850 83 00 88 00: 84 00 85 00 89 00 110 00 7, 1850 80 37 Cvirnet . . . 27, " 84 00 88 00 79 00: 81 00 87 OOj 111 00 " 26, " 30 29 1{" C. Winthrop 81, 1851 82 00 86 00 87 00 90 00; 92 00 110 00 Mar. 8,1851 31 29 Totomac . . 31, " 80 00 79 00 79 00 83 00' 88 00 111 00 " 3, " 31 32 SwordOsh . . 2, 1852 80 00 90 00 94 00 95 oo: 98 00 110 00 Jan. 21,1852 19 20 Seamau . . . 28, 1851 79 00 83 00| 88 00 92 00 97 00 118 00 Feb. 20,1851 23 18 Aeasta . . . 81, " 82 00 86 00 87 00 91 00 92 00 121 00 Mar. 10, " 38 28 Trade-Wind . 13, 1853 81 00 87 00: 95 00 96 00 99 00 112 00 Feb. 7, 1853 25 16 Contest . . . 19, " 81 00, 82 00; 84 00' 88 00 91 00 111 00 " 9, " 21 16 Tingcpia . . 27, " 80 00 80 OO; S8 00 85 00, 84 00 106 00 " 19, " 23 27 Gray Feather 26, " 79 00 81 00' 84 00 89 00; 89 00 110 00 " 18^ " 28 25 Realm . . 9 a "J 83 00 85 00, 84 00 88 00 92 00 113 00 ti r 11 36 36 Ca])itol . . 4, " 81 00 77 00' 75 00 73 00 77 00 113 00 " 7, " 34 20 Golden Gate 29, " 79 00; 79 00; 80 00 81 00 82 00 104 00 " 24, " 26 24 Telegraph . 25, " 81 00 83 00| 85 00 88 00 90 00 110 00 " 17^ " 23 21 Samoset. 10, 1851 i 78 00, 81 00' 82 00 86 OOl 86 00 108 00 " 18, 1851 89 27 Average . . . 80 08l 82 13^ 84 24 87 00 89 00 110 .HO 27.7 25.0 February. *Whiton . . . 16, 1847 8D 00 77 00 79 00 80 00 82 00 93 00 Mar. 13,1847 25 42 Geo. Bro^^■n . . 13, 1861 80 00 86 00 88 00 89 00' 91 00 105 00 " 14,1851 29 22 Whitou . . . . 11, 1849 84 00 76 00 74 00 78 00, 87 00 109 00 " 15, 1849 32 28 Samuel Ai)2)leton 26, 1851 79 00 83 00 88 00 90 00 93 00 109 00 " 23, 1851 25 18 -Uriel . . . . 28, " 78 00 82 00 85 00 86 00: 90 00 110 00 " 30, " 30 34 Surprise . . . 8, " 79 00 82 00: 83 00 86 OOl 88 00 110 00 3, " 23 17 Hannibal . . . 23, 1850 95 00 84 00 89 00 93 oo: 98 00 115 00 " 22, 1850 27 29 Southerner 27, 1851 80 00 85 00 90 00 87 OOi 88 00 117 00 " 80, 1851 81 28 Kewton . . . . 4, " 81 00 80 00 79 00 79 oo: 85 00 117 00 " 10, " 34 26 Canton . . . • 28,1850: 85 00 88 00 89 00 94 00 97 00 118 00 " 28, 1850 28 29 Lucia Field . . 5, 1851 78 00 88 00 87 00 91 00 95 00 119 00 " 19, 1851 42 31 Europe . . . . 17, 1852 80 00 78 00, 76 00 77 00 81 00 100 00 " 17,1852 28 35 Lantao . . . . 23, 1851 81 00 84 00 88 00 92 00 94 00 118 00 " 21,1851 26 20 *A. F. Jenness 25, 1853 80 00 76 00 78 00 78 00 78 00 100 00 Apr. 12,1853 46 54 Kentucky . . . 17, " 88 00 96 00103 00 107 00 110 00 118 00 Mar. 26, " 37 25 Golden West . . 24, " 81 00 77 00 79 00 84 00 89 00 107 00 " 24, " 28 23 .Tohn Bertram . . 17, 1852 84 00 89 00 94 00 95 00 96 00 110 00 " S, 1852 20 18 Danube . . . . 18, 1858 80 00 82 00 83 00 86 00 91 00 110 00 " 23, 1853 38 26 Anna Kimball 19, " 79 00 83 00 83 00 88 00 92 00 114 00 " 22, " 31 22 Cygnet . . . . 6, " 85 00 84 00 83 00 88 00 91 00 109 00 8, " 80 30 *Thos. Church 18, " 78 00 79 OO; 76 00 79 00 81 00 111 00 " 30, " 48 46 AVinged Racer 13, " 82 00 81 oo: 84 00 89 00 93 00 106 00 11 7 ii 'i 22 21 Flying Childcrs . 19, " 81 00 88 00: 83 00 86 00 92 00 117 00 " 19, " 28 22 Living Age . . 8, " 79 00 81 00, 82 00 87 00 92 00 112 00 a 12, " 32 20 Bald Eagle . 23, " 85 00 95 OOj 99 00 97 00,100 00 111 00 " 23, " 28 19 F. W. Brune 1, " 90 00 95 00 96 00 98 00 100 00 107 00 K 9 i( 29 29 Storm . . 20, " 79 00 82 oo! 83 00 88 00 91 00 110 oo; " 17, " 25 28 Alboni . . 1, " 85 00 94 00| 96 00 98 00 102 00 114 00 Feb. 27, " 26 80 *Sartclle . 10, 1852 80 00 74 00 80 00 81 00 84 00 107 00 Mar. 10,1852 28 89 Average . . . 82 27 79 17 80 04 85 02 91 36 110 16 28.8 24.4 • Not incluc ledi 11 tlie aTCrage 702 THE WIND AND CURRENT CHARTS. Crossin gs in the Pacific , from 50° S. to the Equator — Continued. Date of LONGITUDE OF CROSSING THE PARALLELS OF Longituilc Date of ci issing Days Days from KAME OF VESSEL. crossing parallel of of crossing iLe equa- the eiiuator. fi-oni .'■|0° S. to tlie the equa- tor to San 5(1° S. 50° S. 40° S. 3.5° S. 30° s. '2^^° S. tor. equator. Francisco. Long w. Long. W. Long. W. Long. W. Long. W. Long. W. Days. Days. Makch. o / / o / o / o / / Hurricane . . . 4, 1852 81 00 80 00 82 00 85 00 88 00 103 00 Mar. 22, 1852 IS 24 Great Britain . . 25, " 79 00 81 00 74 00 74 00 78 00 104 00 Apr. 28, 11 34 30 Sartellc . . . . 2, 1850 79 00 80 00 80 00 82 00 85 00 109 00 Mar. 28, 1850 26 34 llowanl . . . . 5, 1852 80 00 80 00 80 00 83 00 88 00 110 00 " 29 1852 24 25 Wisconsin . . . 9 7 " 84 00 83 00 78 00 78 00 82 00 106 00 Apr. 22', U 26 30 Hermann . . . 27, 1850 81 00 76 00 76 00 82 00 87 00 109 00 May 11, 1850 45 37 Daniel . . . . 2(3, 1851 77 00 78 00 77 00 82 00 87 00 113 00 Apr. 28, 1851 33 33 Isette 5, 1850 84 00 87 00 88 00 90 00 92 00 no 00 May 10, 1850 66 37 Stag Hound . . 30, 1851 79 00 77 00 74 00 75 00 81 00 113 00 " -1, 1851 34 21 Isabelita Ilyne 2(1, " 83 00 81 00 83 00 84 00 88 00 116 00 Apr. 23, U 28 24 Maria .... 14, " 78 00 77 00 78 00 82 00 85 00 117 00 " 16, U 33 32 Samuel Enssell . 17, 1850 84 00 83 00 82 00 81 00 84 00 119 00 " 15, 1850 29 20 Esther May . . 81, 1853 81 00 91 00 93 00 99 00 105 00 113 00 " 28, 1853 28 33 John Holland . . 15, " 79 00 84 00 83 00 82 00 84 00 102 00 " 16, (( 32 24 Eattler . . . . 18, " 82 00 90 00 90 00 94 00 97 00 114 00 " 1(], U 29 23 Golden Eagle . . 30, " 79 00 90 00 97 00 98 00 103 00 113 00 " 20, (C 21 19 Eagle . . . . 8, " 87 00 92 00 100 00 103 00 104 00 116 00 " 8, '* 31 22 Tornado . . . 13, " 84 00 91 00 99 00 96 00 98 00 118 00 " 10, a 28 22 John Stuart . . 14, " 82 00 94 00 99 00 102 00 103 00 112 00 " 10, u 27 24 Celestial .... 18, " 82 00 83 00 84 00 86 00 91 00 109 00 " 15, u 28 23 Phantom . . . 13, " 84 00 94 00 101 00 105 00 106 00 113 00 " 6, a 24 15 Walter (Sehr.) . 11, " 81 00 83 00 87 00 89 00 94 00 108 00 9, u 29 25 Susquehanna . . 29, 1851 78 00 80 00 83 00 86 00 90 00 113 00 May 1, 1851 33 30 Elsinore . . . 30, " 81 00 85 00 94 00 91 00 89 00 108 00 " 7, U 38 31 Courser .... 9, 1852 79 00 80 00 83 00 87 00 92 00 105 00 Mar. 28, 1852 19 31 Average . . . 81 08 83 35 85 15 89 56 93 10 110 00 29.6 26.8 Ocean Bird . . . April. 17, 1849 81 00 76 00 78 00 79 00 78 00 99 00 May 23, 1849 36 38 Anonyma . 25, " 78 00 78 00 82 00 86 00 87 00 103 00 " 23, U 28 34 Aurora . . . . 18, " 81 00 79 00 73 00 75 00 75 00 110 00 " 30, u 42 31 *New Castle . . 28, " 79 00 78 00 74 00 77 00 80 00 109 00 June 11, u 44 54 E. Depau . . . 4, 1850 78 00 77 00 73 00 74 00 81 00 113 00 May 20, 1850 46 27 Diadem . . . . 7, " 81 00 74 00 74 00 89 00 82 00 116 00 " 22, U 45 36 Tornado . . . 24, 1852 83 00 80 00 81 00 85 00 88 00 108 00 " 18, 1852 24 44 Kate Hayes . . 24, " 79 00 76 00 74 00 78 00 82 00 109 00 June 3, U 40 32 Sea Serpent . . 13, 1853 81 00 87 00 85 00 85 00 88 00 102 00 May 5, 1853 22 27 A. Chiseborongh . 1, " 78 00 85 00 88 00 91 00 95 00 114 00 Apr. 26, a 25 32 Simoom . . . . 12, " 88 00 97 00 94 00 91 00 92 00 106 00 May 5, tc 23 27 Aldebaran . . . 1, " 85 00 90 00 92 00 98 00 103 00 110 00 Apr. 27, a 26 35 Lucknow . . . 2, " 88 00 99 00 108 00 105 00 103 00 118 00 May 6, u 34 28 Star of the Union 14, " 84 00 93 00 87 00 86 00 88 00 106 00 " 5, a 21 27 A.strea . . . . 17, " 84 00 89 00 93 00 96 00 99 00 114 00 " 19, u 32 37 Golden Rover . . 15, " 86 00 93 00 92 00 90 00 91 00 109 00 " 7, u 22 33 Amelia . . . . 1, " 81 00 83 00 87 00 96 00 107 00 116 00 Apr. 28, u 27 26 Swordfish . . . 15, » 88- 00 91 00 84 00 84 00 89 00 114 00 May 7, 11 22 24 Gov. Morton . . 17, " 84 00 87 00 89 00 93 00 96 00 109 00 " 15, u 28 26 Average . . . 81 15 84 35 86 00 89 18 92 00 109 35 30.2 31.3 * Not included in the average. KOUTK TO CAMFOKMA. 703 Crossiiiffs it I la ' Panjl< , /mm i )0° ,S'. to the Eqitalor—Cont'im led. Date of LONGITUDE OP CBOSSING THE PAUALLELS OF — Longitude Date of crossing Days Days from NAME OF VKS3KL. criissing i pai-iiUel of of crossing the the erjua- c'iuator. from 511° .S. to the the equa- tor to Sau 50° .S. 50° S. 40° S. .35° S. 30° s. 25° S. tor. equator. Fra nci deo. Long W. Long. W. Long. \V. Long. W. Long. W. Long. W. Days. Days. Mat. o / o / o r o / o r o / Sweden . . . . 29, 1849 80 00 88 00 89 00 90 00 84 00 102 00 June 26, 1849 28 38 Slier wo oil . . . 30, 1851 81 00 86 00 89 00 91 00 97 OU 109 00 " 25, 1851 26 40 ]no 24, " 78 00 81 00 82 00 79 00 82 0(,) 109 00 " 19, " 26 34 Edgar . . . . 29, 1850 78 00 77 00 73 00 73 00 78 00 108 00 July 2, 1850 34 39 Henry Pratt . . 1, " 79 00 80 00 78 00 79 00 84 00 110 00 June 7, " 37 41 Archiliald Graeie 7, " 83 00 86 00 85 00 85 00 87 00 111 00 " 11, " 35 36 Delia 6, 1851 87 00 91 00 87 00 84 00 85 00 114 00 " 10, 1851 35 34 Areole . . . . 5, " 84 00 98 00 99 00100 00 102 00 117 00 May 31, 1850 26 30 Kensington . . 3, 1850 81 00 88 00 88 00 89 00 90 00 123 00 June 24, 1851 52 39 Sea Serpent . . 8, 1852 79 00 78 00 79 00 76 00 76 00 102 00 " 6, 1852 29 24 Stag Hound . . 9, " 82 00 88 00 88 00 85 00 81 00 100 00 " 1, " 23 32 Michael Angelo . 31, " 8G 00 85 00 83 00 82 00 86 00 102 00| " 27, " 27 35 Eose Standish . . 19, 1850 78 00 81 00 80 00 81 00 87 00 113 00 " 20, 1850 32 44 Ariaua . . . . 23, 1853 84 00 82 00 83 00 82 00 84 00 117 00 July 1, 1853 39 40 Forrest . . . . 9, 1849 82 00 84 00 84 00 83 00 82 00 104 00 June 6, 1849 28 30 Wallace . . . . 10, 1852 81 00 84 00 84 00 82 00 82 00 112 001 " 13, 1852 34 38 Eastern State . . 10, " 84 00 82 00 80 00 80 00 85 00 101 00 u 8, " 29 34 Stephen Larman . 24, " 84 00 83 00 88 00 88 00 89 00 112 00 it 19, " 26 34* Morgan Dix . . 10, 1850 79 00 80 00 83 00 82 00 83 00 110 00 u 13, 1850 34 37 Gov. Morton . . 21, 1852 81 00 87 00 89 00 87 00 85 00 102 00 " 12, 1852 22 32 Vandalia . . . 1, 1850 83 00 86 00 87 00 87 00 88 00 108 00 " 2, 1850 32 34 Stag Hound . . 1, 1853 78 00 78 00 79 00 79 00 79 00 116 00 " 5, 1853 35 26 Surprise . . . . 20, " 84 00 85 00 88 00 91 00 99 00 111 00, " 7, " 18 32 Empress of theSeas 20, " 85 00 84 00 85 00 86 00 91 00 116 OOj " 10, " 21 32 Houqua . . . . 24, " 83 00 86 00 91 00 98 00 101 00 115 00| " 21, " 28 24 Paragon . . . . 21, " 80 00 83 00 88 00 87 00 86 00 113 00, " 18, " 37 42 Partiiian . . . 26, " 81 00 S3 00 84 00 82 00 88 00 110 00 " 25, " 30 28 Climax . . . . 27, " 79 00 80 00 81 00 81 00 86 00 107 OO' " 24, " 28 27 Sirocco . . . . 13, " 80 00 77 00 75 00 78 00 81 00 111 OOi " 11, " 29 29 New York . . . 4, " 80 00 86 00 87 00 86 00 85 00 107 00 3, " 30 35 Archer . . . . 18, " 84 00 92 00 93 00 95 00 99 00 115 00 8, " 21 37 Eascal . . . . 24, " 82 00 80 00 82 00 80 00 82 00 110 00 27, " 34 27 Herculean . . . 6, " 80 00 85 00 85 00 83 00 83 00 109 00 8, " 33 45 Eobert Harding . 24, " 1 1 00 81 00 83 00 80 00 90 00 116 00 28, " 35 39 Seaman's Bride . 24, " 81 00 83 00 83 00 88 00 92 00 115 00 19, " 26 29 Lantao . . . . 26, " 79 00 80 00 81 00 80 00 78 00 106 00 23, " 28 30 Hampton . . . 24, " 79 00 80 00 79 00 77 00 76 00 102 00 29, » 36 40 Hugh Birckliead . 20, " 79 00 78 00 78 00 81 00 86 00 109 00 17, " 28 33 Average . . . 81 45 85 05 87 15 88 30 91 00 110 00 30.3 30.4 * San Diego. 704 THE WIND AND CUKRENT CHARTS. Or OSS in gs in /he Pacific from 5 0° S. to l/ie E'luator — Continued. Date of LONGITUDE OF CnOSSING THE PARALLELS OF Longitude Date of crossing Days )ays from NAME or VESSEL. crossiiip; piivallel of )f crossing tlie equa- the equator. from 50° S. to the the equa- [ tor to San 50° S. 50'= S. ■40° S. 35° S. .30° S. 25° S. tor. equator. Francisco. Long. W. Lon-. W. Long. \V. Long. W. Long. W. Long. W. Days. Days. •TrsE. o / o / o / o / o / o / Gazelle .... 7, 1819 80 00 80 00 80 00 82 00 84 00 106 00 July 9, 1849; 32 30 Clarissa Perkins . 24, " 78 00 82 00 81 00 81 00 83 00 114 00 " 30, " 36 43 Venice .... (5, 1850 80 00 80 00 79 00 80 00 80 00 115 00 " 14, 1850 38 30 Sarah and Eliza . 2li, 1849 82 00 81 00 76 00 76 00 85 00 114 00 Aug. 12, 1849 47 36 Kaduga .... 2(5, 1851 81 00 80 00 78 00 78 00 76 00 118 00 July 28, 1851 32 25 Slieridau . . . 1, 1850 80 00 84 00 90 00 92 00 90 00 118 00 2, 1850 31 28 Tartar . . . . 29, 1851 82 00 85 00 86 00 91 00 95 00 122 00 " 24, 1851 25 30 T. B. Wales . . 3, 1852 81 00 83 00 83 00 ! 85 00 90 00 103 00 3, 1852 30 33 Louisa Bliss 1, 18.50 79 00 75 00 72 00 74 00 77 00 99 00 " S, 1850 37 52 Empire . . . . 5, 1852 78 00 88 00 93 00 95 00 99 00 102 00 " 8, 1852 33 36 Coliota . . . . 23, 1850 84 00 89 00 91 00 96 00 95 00 110 00 " 19, 1850 26 23 Horsbnrgh . . . 4, 1852 79 00 77 00 77 00 80 00 84 00 98 00 June 29, 1852 25 35 North American . 26, " 80 00 76 00 74 00 76 00 79 00 101 00 -July 28, " 32 33 E. C. Wiuthrop . 9, " 78 00 82 00 86 00 91 00 93 00 104 00 " 12, " 33 33 Abbott . . . . 15, " 81 00 78 00 78 00 80 00 84 00 112 00 " 22, 1853 37. 40 Competitor . . . 2, 1853 79 00 89 00 94 00 96 00 99 00 112 00 June 23, " 21 26 Hornet . . . . 28, " 79 00 87 00 92 00 95 00 102 00 113 00 July 23, " 25 20 St. Lawrence . . 1, " 79 00 86 00 91 00 92 00 98 00 116 00 June 25, " 24 41 White Squall . . 8, 1852 78 00 79 00 79 00 80 00 82 00 100 00 July 2, 1852 24 26 Harriet lloxie i, " 77 00 78 00 72 00 7(i 00 84 00 103 00 6, " 32 28 Sarah Bo3'd . . 6, 1850 78 00 80 00 80 00 83 00 85 00 115 00 " 15, 1850 39 32 John Land . . . 29, 1853 86 00 93 00 95 00 102 00 103 00 113 00 » 25, 1853 20 81 Flying Eagle . . 6, " 82 00 94 00 99 00101 00 106 00 114 00 K 7 U ' 1 31 34 Average . . . 80 15 83 20 85 50 89 15 91 55 109 40 31.1 32.4 St. Patrick . . . Jl-I.Y. 19, 1850 81 00 90 00 92 00 93 00 95 00 115 00 Aug. 14, 1850 26 30 Isaac Allerton 17, " 81 00 93 00 96 00 97 00 99 00 111 00 " 13, " 27 34 Caroline . . . . 15, " 81 00 82 00 86 00 88 00 93 00 113 00 " 11, " 27 34 N.B. Palmer . . 10, 1851 86 00 88 00 89 00 91 00 93 00 114 00 2, 1851 22 19 Witch of the Wavt ^' 27, " 83 00 85 00 86 00 87 00 88 00 115 00 " 18, " 22 32 Finland . . . . 2, 1850 89 00 104 00;i06 00 108 001114 00 117 00 6, 1850 35 42 Flying Cloud . . 26, 1851 81 00, 90 00 94 00 96 OO'ilOl 00 124 00 " 12, 1851 17 19 Staffordshire . . 8, 1852 79 00 85 00 86 00 87 00 94 00 110 00 " 25, 1852 48 18 Victory . . . . 2, 1853 84 00 90 00 88 00 83 00 90 00 113 00 2, 1853 81 32 N. B. Palmer* . 30, 1852 79 00 78 00 73 00 73 00 81 00 111 00 Sept. 7, 1652 39 22 Average . . . 82 24 88 30 89 36 90 18 94 48 114 18 29.4 28.2 * Touched at Valparaiso. ROUTE TO CAMl-'OKXIA. (OiJ Crossings in Ih e Pacific, from 50° *S'. to Oi'- /v/ in lor — Continued. Date of LONGITUOK. or CUdSSlNd Till'. l'.\n AI.I.ELS OK Longituile Date of croBiiing Dav.s Days from N.AJU; OF VKSSEL. ci-ossiiig panillcl of of i-vossing the equa- the equator. • from 50° .S. to the the equa- tor to San 50° S. 50° S. 40° s. 35° S. 30° S. 2.5° S. tor. equator. Franci.'sco. Long. W. Long. W. Long. W. Long. W. Long. W. J.ong. AV. Days. Days. ArcrsT. o / o / o / o / o / o r Cli;itli:un 22, 1849 78 00 78 00 78 00 80 00 81 00 99 00!Sept. 22, 1849 31 39 Tompletou . . . 11, 1850 84 00 87 00 86 00 90 00 91 00 113 00 " 10, 1850 30 27 Lady Arabella 5, " 83 00 83 00 81 00 86 00 93 00 113 00 it J. " 80 33 Virginia . . . 5, " 84 00 90 00 93 00 96 00 100 00 113 00 u 9 u 28 83 Copeland . . . 1(3, 1852 87 00 87 00 88 00 89 00 91 00 104 00 7, 1852 22 39 Carioca .... 10, " 84 00 85 00 87 00 86 00 88 00 101 UO (3, " 27 41 Unioa .... 10, " 84 00 85 00 85 00 87 00 88 00 101 00 Aug. 31, " 21 28 Southerner . . . 5, » 79 00 78 00 75 00 75 00 79 00 111 00 Sept. 15, " 41 84 Witch of the Wave 28, " 83 00 82 00 80 00 79 00 86 00 114 00 " 21, " 24 27 Eliza Mallory . . 11, " 82 00 85 00 84 00 86 00 88 00 108 00 " 10, " 30 37 Samoset .... 11, " 83 00 82 00 83 00 87 00 91 00 107 00 5, " 25 42 Union .... 11, " 8(3 00 85 00 85 00 87 00 89 00 101 00 Aug. 31, " 20 28 Messenger . . . 3, " 83 00 87 00 82 00 79 00 80 00 103 00 " 29 " 26 34 Average . . . 83 04 84 09 83 37 85 09 88 05 106 46 27.8 34 September. Angelique . . . 25, 1849 79 00 79 00 74 00 75 00 78 00 99 00 Oct. 29, 1849 84 44 Mermaid . . . 2, 1851 80 00 85 00 87 00 88 00 91 00 106 00 Sept. 21, 1851 19 27 Telegra )h . . . 27, " 81 00 82 00 82 00 81 00 84 00 110 00 Oct. 22, " 25 23 Celestial . . . 24, 1850 84 00 90 00 90 00 91 00 96 00 115 00 " 11, 1850 18 20 Thomas Perkins . 29, 1849 79 00 78 00 77 00 80 00 86 00 111 00 " 25, 1849 26 26 Eagle 28, 1851 85 00 88 00 89 00 90 00 90 00 115 00 " 20, 1851 22 28 Carrington . . . 13, 1850 83 00 88 00 88 00 88 00 90 00 115 00 5, 1850 22 26 Gertrude . . . 1(3, " 83 00 90 00 93 00 95 00 100 00 116 00 " 8, " 22 30 Cohota .... 8, 1852 80 00 86 00 88 00 88 00 89 00 105 00 6, 1852 28 26 Albanj^ .... 8 " - ) 79 00 87 00 89 00 89 00 90 00 101 00 " 6, " 28 38 Average . . . 81 18 85 18 85 42 86 30 89 24 109 18 24.4 28.8 October. Sea Witch . . . 5, 1851 i 79 00 84 00 86 00 85 00 86 00 101 00 Oct. 27, 1851 22 28 Boston .... 23, 1849 80 00 78 00 75 00 74 00 78 00 106 00 Nov. 27, 1849 31 40 Eaven .... 5, 1851 79 00 81 00 84 00 85 00 85 00 112 00 Oct. 29, 1851 24 20 Talbot .... 13, 1850 82 00 82 00 83 00 85 00 88 00 115 00 Nov. 12, 1850 29 31 Valparaiso . 1, 1851 84 00 83 00 86 00 86 00 91 00 115 00 2, 1851 32 30 Samuel Russell . 27, 1852 82 00 83 00 83 00 83 00 85 00 101 00 " 17, 1852 21 21 Winged Arrow . 15, " 83 00 81 00 85 00 90 00 93 00 115 00 " 4, " 20 23 Sea Witch . . . 29, " 79 00 86 00 84 00 87 00 93 00 114 00 " 21, " 23 18 Typhoon . . . 6, 1851 78 00 83 00 86 00 84 00 86 00 115 00 Oct. 31, 1851 25 18 Raven .... 13, 1852 80 00 82 00 81 00 85 00 88 00 105 00 Nov. 3, 1852 21 26 Seaman .... 19, " 77 00 78 00 78 00 79 00 84 00 109 00 " 13, " 25 26 So ver'gn of the Seas 1, " 78 00 86 00 98 00 100 00 109 00 120 00 Oct. 28, " 27 17 Matilda .... 22 " 79 00 82 00 82 00 84 00 89 00 108 00 Nov. 27, " 36 25 Seaman .... 18, " 77 00 78 00 78 00 80 00 84 00 109 00 " 13, " 26 26 Defiance . . . 15, " 83 00 79 00 83 00 86 00 89 00 105 00 li 7 II 23 25 Average . . . 80 00 81 44 83 28 84 52 88 32 110 00 25.7 24.6 89 706 TUE WIND AND CUKKKNT CHAHTS. Crossings in the Pucific^from 50° S. to tlic Equator — Continued. Date of LOXOITUDE OF CROSSING THE PARALLELS OF Longitude Date of crossing Days Days from NAME OF VESSEL. , crotjbing parallel of of crossing the eqiui- the equator. from 50° S. to the the equa- tor to San 50° S. 50° S. 40° S. 35° s. 30° s. 1:5° s. tor. e<|uator. Francisco. Long. W. Long. W. Long. W. Long. W. Long. W. Long. W. Days. Days. / / / / / / NOVEMDEB. Ilortou .... 11, 1850 80 00 78 00 75 00 80 00 86 00 109 00 Dec. 23, 1850 42 33 Comet .... 28, 1851 84 00 90 00 89 00 92 00 94 00 117 00 28, 1851 30 16 Wessacumcon . . 16, 1852 83 00 81 00 84 00 '6^ 00 88 00 100 00 16, 1852 30 27 Delegate . . . 22 " 82 00 83 00 84 00 86 00 88 00 106 00 1.5, a 23 24 Eaduga .... 12' " 80 00 82 00 80 00 76 00 79 00 108 00 9, u 27 26 Chas. Mallory . . 24, " 89 00 85 00 85 00 85 00 87 00 108 00 17, u 23 24 Malay .... 26, " 87 00 88 00 87 00 86 00 87 00 106 00 16, u 20 25 Golden City . . 22 " 81 00 88 00 88 00 92 00 97 00 115 00 16, u 24 18 Arcole .... is' " 79 00 78 00 76 00 74 00 78 00 96 00 8, a 25 25 John Wade . . 29, 1851 86 00 81 00 82 00 86 00 92 00 108 00 22 1851 23 22 Senator Borland . 26, 1852 81 00 85 00 85 00 90 00 96 00 111 00 2b, 1852 29 34 John Wade . . 22 " 83 00 89 00 90 00 91 00 94 00 110 00 15, a 23 23 Monsoon . . . 13| " 80 00 82 00 80 00 76 00 81 00 104 00 6, u 23 25 Thos. W. Sears . 24 " 86 00 84 00 83 00 84 00 87 00 113 00 21, (( 27 23 Average . . . 82 56 83 51 83 26 83 51 88 08 107 56 24.7 24.7 Decembeb. Golden Gate . . 20, 1851 83 00 82 00 82 00 82 00 85 00 106 00 Jan. 12, 1852 23 28 John Jay . . . 30, 1849 79 00 78 00 74 00 74 00 78 00 105 00 Feb. 6, 1850 37 37 Ambassador 19, " 78 00 78 00 81 00 85 00 87 00 113 00 " 26, U 38 32 Tigress .... 2, 1850 82 00 80 00 80 00 81 00 85 00 114 00 June 1, u * 33 Flying Fish . . 31, 1851 79 00 79 00 83 00 89 00 93 00 120 OOJan. 22, 1852 22 23 White Squall . . 1, 1850 81 00 80 00 79 00 82 00 83 00 118 OO'Dec. 2i, 1850 23 14 Westward IIo . . 20, 1852 79 00 82 00 82 00 86 00 92 00 122 06[Jan. 13, 1853 24 18 Comet .... -i, " 84 00 89 00 89 00 90 00 95 00 114 00 Dec. 27, 1852 23 20 Flying Dutchman 22, " 89 00 93 00 93 00 95 00 100 00 110 OOJan. 10, 1853 19 16 Eevere .... i,- " 84 00 87 00 86 00 87 00 92 00 109 00| " 9 a 29 27 Flying Fish . . 25, " 80 00 79 00 82 00 87 00 92 00 112 00 a 13, u 19 18 Jolm Gilpin . . 26, " 84 00 80 00 82 oO 87 00 91 00 116 00 u 15, u 20 15 Wild Pigeon . . 25, " 85 00 81 00 82 00 86 00 91 00 111 00 u 13, a 19 26 Adelaide Metcalf 28, " 78 00 77 00 79 00 79 00 79 00 104 OOiFeb. 5, a 39 35 Anstiss .... 28, " 79 00 79 00 80 00 82 00 86 00 110 00 Jan. 22 a 25 25 Average . . . 81 36 81 36 82 16 84 48 88 36 112 18 25.7 24.1 Now, let us examine these crossings by the month. From the United States to the line, and thence clear of St. Eoque, the table of crossings (p. 535) has been given. It shows the average time to the parallel of St. Eoque for each month, and the actual time by each ship. The table of Cape Horn crossings (p. 680) shows the time from the parallel of St. Eoque; also for each ship arranged according to the month to the parallel of 50° south in the Atlantic; also the time occupied in the passage thence around Cape Horn to the same parallel in the Pacific. The tables under discussion -show the time from 50° south in the Pacific to the line, and thence to California ; likewise for each vessel in detail, and every month by the average. ROUTE TO CALIFOUXIA. 707 Now, from the United States to the parallel of St. Tloqne, the average distance is about 4,500 miles, and the average time for January 26 days, with a mean daily distance of 173 miles per vessel. From St. Eoque to the parallel of 50° south in the Atlantic, the average distance is 2,900 miles, and the average time in January is 26| days, with a mean daily run of 110 miles. From the parallel of 50° south, in the Atlantic, around the Horn to the same parallel in the Pacific, the average distance is 1,400 miles; the average time for January is 16} days, with a mean daily rate of sailing of 85 miles for that month. From 50° south, in the Pacific, to the line, the average distance is 3,500 miles; the average time in January 27.7 days, and the mean daily run 126 miles. From the line to San Francisco, the average distance is about 3,000 miles ; the average time in January 25 days, and the mean daily rate 120 miles. Now, with this statement as to the distance from crossing to crossing, and the tables as to the time by vessels singly and in groups, by the month, the navigator has always the means before him of knowing when he falls behind, and when he head-reaches, where and how much. He will also have no difficulty in finding out which are the most tedious parts of the passage. I attach great practical importance to this bearing of the tables and Sailing Directions, because it is calculated to keep the ship always up to her metal. The January crossings of 50° S. give February crossings for the line. The times, both north and south of the line, show a uniformity and an average that encourage hopes on the part of the navigator, for a good run, at this season, up to the Heads of San Francisco. If he have alread}^ had a fair passage from the United States to 50° S. in the Pacific, he may now calculate on a good passage. The difference between the shortest passage from that parallel to the line and the mean, is eight days; between the longest and the mean, eleven days. For quick runs, the Contest carries off the palm among the January crossings. She performed the run from 50° S. to San Francisco, in the very excellent time of thirty-seven days. This run, however, can be made in thirty-five days, for the Swordfish went from 50° S. to the line in 19 days, and both the Trade- Wind and the Contest went thence to California in the same month, each in sixteen days. But it is only now and then that a vessel will be able to strike a vein of wind, which will carry her through with the speed that the passage of thirty -five days from 50° S. requires. In February, the A. F. Jenness comes along to spoil averages again. She requires more than double the usual time from the line, and nearly twice as much time as vessels usually do. She has been far behind time all the way, and is therefore, I presume, an extraordinary slow vessel. She had to be rejected from the averages of the passages from the U. States to the line ; again, from the Cape Horn averages. She is an exception, and, on this account, I again reject her from the averages. So, also, the Thomas Church. The February averages for the line are about a day longer, each side of the equator, than those of January. 708 THE WIND AND CURRENT CHARTS. The John Bertram bears off the pahn for this month, by her run of thirty-eight days from 50° S. to the Heads. The Surprise aud the Winged Eacer contended with her for the prize. But the Bertram seems to have won it by keeping well to the westward south of the line, and so putting herself in the full strength of the S. E trades, and other winds, and where they are uninfluenced by the land. She crossed 50° S. to the westward of either of the others, and took the S. E. trades still farther to the west. At the line, their crossing was the same. From the line, the Surprise only led her, and she by one day. The shortest passage, probable, from 50° S. in February, to San Francisco, under canvas, is thirty- seven days. This is the shortest time in which, judging by our experience so for, it is possible for a ship ever to accomplish that part of the voyage; to make it in a shorter time is possible, but the chances for any given ship to do it are but small and few. But in this month, also, winds are fine, and chances fair. In March, the Isette requires time enough for two trips to the line from 50° S. She is an uncommon case, and we reject her from the means, as one of those vessels which these Sailing Directions can do very little towards helping along, for when they get into good winds they have not the capacity to profit much by them. Now, the navigator will observe a little more uncertainty as to the tmre it will take him to go from 50° S. to California. Here, the difference between the shortest run to the line and the mean, is 11 days; in January, it was 8. Also, the difference between the longest time and the average to the line, is 16 days; in January, it was but 11. Unequal, imcertain times, are the exponents of uncertain and unsettled winds. In April, the Newcastle is the black sheep. Iler performance, because it is out of rule, and an excep- tion to that of ships generally, is rejected from the means. In April, there is seldom a succession of very good winds. In this month the average -winds of the winter months prevail for a little more than half the time south of the line, and for about one-third north. Some fine ships are on the April list ; there are about a dozen of them ; yet one-third of the whole number in January bear oftj each one of them, the palm from the best one of these ; not so much, as the Charts show, by reason of better heels as by reason of better wind.s. The probabilities are, that many ships will pass this way in April before one is found to beat the Swordfish; for, though she had -±6 days from 50° S. to "The Heads," there is but one, the Star of the Union, that led her to the line — and she only a day — and none that came within hail of her thence to San Francisco. She made the whole run in -±6 days; 45 is the possible minimum limit for this month. In May, we will take the Arcole into the account, tliough her passage does exceed the mean, 22 days. In this month, though the passage is much more tedious than in the winter months, yet it is nearly as certain. The difterence between the extremes, and the mean, being 12 and 9 for May, 8 and 11 for Janu- ary, 9 and 13 for February, and 7 and 13 for December. In this month, though the average from 50° S. to the line, is the same as the average from the equator ROUTE TO CALIFORNIA. 709 to San Francisco, j^ct we are struck witli tlio contrast which the individual cases afibrd as to the prevailing character of the winds, north and south of tlie equator. Ou the north side, the greatest difference between the mean and the extreme is with the maximum; on the south side, it is with the minimum ; showing that, from 50° S. to the line, a vessel is much more liable to meet with winds that will drive her a week or ten days ahead of her time, than she is with airs and calms, that will keep her back even for 7 days. While north of the line, she is much more liable to be beset by calms and airs, that will keep her from 10 days to two weeks behind the average, than she is to meet with winds that will set her 5 days even ahead of the average. The clever aucl observant mariner may gather from these tables of crossings much valuable informa- tion as to the character and strength of the winds he is to expect. As an example, take the May crossings. Suppose the average from 50° S. to the line was 30 days, as it is, and that, in casting his eye up the column, "Days from 50° S. to the Line," he should see all the passages ranging from 2i to 26 days, except some three or four, and that these should be 60, 40, and so on. He would conclude that, generally speaking, he was pretty sure in this month of regular or certain winds, and that it is only occasionally that navigators would be delayed liere for the want of winds. Suppose, on the other hand, when he casts his eye up the other column, to examine the time of each ship from the line to San Francisco, greater irregularities are observed, as one passage of fourteen days, another of sixty, and so on ; what would be his conclusion ? Why, certainly, that in that part of the ocean, in May, the winds would be most uncertain ; sometimes a roaring storm, sometimes a raging calm ; but always extremes, and that no reasonable reliance could be placed on them. It is hard to go quickly to San Francisco from the line at this season. The Sea Serpent and the Houqua have each done it in twenty-four days ; but they were respectively twenty-eight and twenty-nine days from 50° S. Ou this part of the route, though they did their best, they fell behind the Stag Hound, the George Morton, the Empress of the Seas, the Archer, and, more than all, the Surprise, from a week to ten days. A vessel, that shall make the run from 50° S., in May and June, to the Heads of San Francisco in forty-two days, will win laurels for her master. In June, thirty-one days is the average to the line ; and a vessel here is more ajit to be a week ahead of the average than she is to be a week behind her time. This results from the fact that a great many vessels are a day or two behind time, with occasionally one a great away ahead. Of course, this brings down the average. A bad month is June from the equator north, as it is from 50° S. to the equator. In July begins the dawn of better times. There is the Flying Cloud's famous performance of seventeen days from 50° S. to the line, and nineteen thence to The Heads, to grace this month. The Staffordshire, in this month too, had eighteen and the N. B. Palmer nineteen days each, also, from the line. August and September are both good months south of the line. But from the line up, the navigator 710 THE WIND AND CURRENT CHARTS. finds his patience, quite as much as his skill, brought into reqiiisition. I shall have more to say in another place, as to the causes whicli make the passage along here, in these months, so vexatious. In October, the winds are decidedly better and more steady, both north and south of the equator. There are the Winged Arrow, with 20, and both the Eaven and the Samuel Russell, each with her 21 days in this month, from 50° S. ; and from the line north, we have the Sovereign of the Seas, with 17, and both the Typhoon and the Sea Witch, each with 18 days. If we throw out from the average the 40 days of the Boston, which appear to be owing to some defect of the ship, quite as much as to any want of winds, we shall have the very slight difference between the mean and extremes of this month, both to and from the line, viz. 6 and 10 days to, with 8 and 6 from the line. In November, the chances for a good run from 50° S. to California, are still better. In this month, though we have more vessels, yet the difference between the mean of the v/hole and the extremes, i. e. the best and the worst of all the passages made to the line, is 5 and 6 days. Few passages, through trades, calms, and variables, for 3,500 miles, are more regular on tlie average than this. It was in this month that the Comet crossed 50° S., and made her beautiful run of 16 days from the line to The Heads. In December, we have the best running and the best averages of all. The Wild Pigeon, the Flying Dutchman, the Flying Fish (on two trips), the Jno. Gilpin, the Westward IIo, the White Squall, and the Comet, all famous ships, have made this month itself famous for quick runs. With the view of pointing out the shortest route from 50° S. to the line, in the fair way to California, I have selected from the tables already presented, the monthly mean of the best passages for each month. I have tabulated also the monthly mean longitude in which the vessels making these mean passages crossed the parallels named, including the equator. Monthly Mean of Best Passages. Mean of BEST LONGITUDE FOK CROSSING THE PAKALLELS OF— From 50° From 0° BIONTU. the best S. to 0°. to San Francisco. 50"^ S. 40': s. 35= s. 30= s. 25" s. 3 Days. Days. January . . . 9 80° 00' 83° 00' 87° 00' 90° 00' 92° 00' 111° 00' 221 21 February 8 81 00 85 00 88 00 90 00 93 00 111 00 25 20 March 13 82 00 85 00 88 00 89 00 93 00 no 00 25 24 April . . 9 83 00 87 00 86 00 89 00 92 00 109 00 241 30 .May . . 12 82 00 85 00 87 00 87 00 90 00 109 00 24| SOi June . . 11 82 00 84 00 86 00 89 00 91 00 no 00 27 28 July . . 6 82 00 88 00 90 00 92 00 95 00 115 00 23 28 August . 8 84 00 86 00 85 00 87 00 90 00 108 00 25 31 September 4 82 00 86 00 87 00 87 00 90 00 111 00 21 24 October . 12 80 •00 82 00 84 00 86 00 89 00 no 00 24 23 November 11 83 00 85 00 84 00 84 00 88 00 108 00 24 23 December 10 83 00 83 00 84 00 87 00 91 00 113 00 22 21 KOb'TE TO CALIFOKNIA. 711 It appears that in January, February, March, and April, decidedly the best place for crossing the line is between 115° and 120° W. That the quickest runs for each of the first three months were made by crossing between 110° and 115°. Also, in May and September, the quickest runs were made by these same crossings, and that the quickest passages in April, August, and October, were made by crossing between 115° and 120°. But a careful examination of the tables will show that the best average crossing-place of the line in ■winter and spring, is west of 115° ; that in May, the best crossing-place begins to fall cast of this meridian, and to approach that of 110° more and more until August, when it is, say, 108°. It now commences to go west again, being good anywhere between 110° and 120°, or even 125°, until winter, when it settles down east of 115° again. This table shows that the mean crossings on the best trips are for the most part west of the usual route pursued by vessels generally. The mean crossings on the shortest trips are west of the average crossings for each month, except for May, October, and November. In the last two, the average crossings of the whole and of the best, are nearlj^ coincident ; and so they are from 50° south to the trade-winds in May, when the best route seems to trend a little more to the eastward. From Aprd to August inclusive, appear to be the most difficult months for quick passages. This table is well calculated to impress upon the attention of navigators the propriety of the injunc- tion, which, in the present and former editions of this work, I have endeavored, with oft-repeated emphasis, to impress u\fon them : As you double Cape Horn, and gel on the Pacific side, make as much westing with your northing as you can, aiming to cross the parallel of 50° south, as far at least as 85° or 90° west. Do not beat nor dally with baffling tuinds to do this, for you want to lose no time in getting to the north. "With the view, however, of showing the best crossings of the line, I have divided it into lengths or crossino-s of 5° of longitude, beginning with the meridian of 95° W. ; and, with the assistance of Lieut. Minor, Passed Midshipman A. A. Semmes, and 0. C. Badger, am enabled to present the following tables, which show the monthly crossing of each division ; the time from the United States to this equatorial place of crossing ; the time thence to San Francisco, and the total length of passage from the United States: — • 712' THE WIND AND CUREKNT CHARTS. The Names of Vessels; their Passage from Atlantic Ports to the Line in the Pacific; the Time and Place of crossing the Equator, with the Passage thence to Calif ornia, for each Montli. AVERAGE PASSAGE. To the equator Date of crossing the equator in Longitude of crossing: the From the equator to NAME OP VESSEL. Port last from. To the From the From the in tlie the racific. equator San Fran- line line to U. .S. to raeitic. cisco. from U. S. Califor- nia. Califor- nia. Days. Days. Days. Davs. Days. Virginia Cardiff Dec. 21, 1852 99° 59'W. 43 43 Whiton . . . New York 107 March 13, 1847 93 15 42 107 42 149 Ocean Binl . . Ci 140 May 24, 1849 99 25 38 140 38 178 Stag Hound u 91 June 1, 1852 99 20 34 91 34 125 Louisa Bliss Beatifort, N. C. 153 8, 1850 100 00 52 153 52 205 llorsburirli . . New York 96 29, 1852 98 30 33 113 40.0 158 Chatham . . Boston 130 Sei^t. 22, 1849 99 15 39 130 39 169 CROSSING BETWEEN 100° .\ND 105° W. LONG. Aclehxide . . Golden Gate Europe . . . George Brown John Holland . Great Britain . Sea Serpent Anonym a . . Sea Serpent Governor Morton Sweden . . . Michael Angelo Hampton . . Thomas B. Wales AVhite Squall . Empire . . . E. C. Winthrop North America Messenger Union Carioca . Copeland Coliota . Albany . Sea Witch Eaven Samuel Eussell Monsoon . . New York Philadelphia New York Boston New York Boston New York u Boston New York Boston New York Philadelphia Bo.ston New York Boston 144 80 114 111 134 110 82 88 91 117 113 130 100 84 97 108 112 88 91 116- 119 110 127 87 93 97 100 Feb. 5 24, March 1 14, April 16, 28 May June July o 23 5 12 26 27 29 3 o O 8 12 27 Aug. 29 81 6 7, 5 6 27 2 17 6 Sept. Oct. Nov. Dec. 1853 104 1853 104 1852 100 1851 104 1853 102 1852104 1853 102 1849 102 1852101 1852101 1849 102 1852102 1853' 102 1852'l02 1852100 1852102 1852'l04 1852100 1852'l02 1852 101 1852 100 1852*103 1852'l04 1852101 1851 101 1852! 104 1852101 18521103 06 37 00 45 28 30 03 40 72 43 2(» 09 25 51 26 01 07 27 32 10 56 48 09 34 30 32 30 53 34) 24 f 35 22 24 30 26 34 25 32 38 36 1 39 J 33^ 26 35 33 34 j 34 28 41 40 26 38 28 29 22 26 !■ 112 29 112.5 28 122 27 82 30 120 34 100 32 89.5 31 117.5 40.5 108 29 95 25.5 100 26 CROSSING BETWEEN 105° AND 110° W. LONG. Eevere New York 111 Jan. 3, 1852 109 30 26) Wild Pigeon . . . u 88 10, 1852 108 59 I'h 96 22 118 Golden Gate . . . c; 90 12, 1852 106 00 23 j John Jay .... New Bedford 138 Feb. 6, 1850 105 10 37^ 26 1- Gray Feather . . . New York 100 17, 1852 109 27 Tingq^ua (1 87 19, 1852 106 25 28 1 KOUTK TO CALIFORNIA. 713 The Names of Yr^-^rh: their Passage from Atlantic Ports to the Line in the Pacific — Continued. AVERAGE PASSAGE. To the Date c f crossing Long tmle of 1 P'rom the ' NAME OF VF.SSEI,. Port last from. ecpiMtur the e luator ill cross ing the c 123 31 154 Ilerman . . . Philadelphia 155 11, 1850 108 00 37 J Gray Feather . New York 108 May 1, 1851 109 45 28] Star of the Union It 97 5, 1853 106 38 27 Golden Racer . Boston 96 6, 1853 108 45 34 Simoom . . . New York 107 6, 1853 106 41 26 ■ 104 31 135 Governor Morton (1 97 15, 1853 109 01 26 Tornado . . . u 84 17, 1852 107 07 44 Aurora . . . Nantucket 140 30, 1849 110 00 31 Kate Hays . . New York 122 June 3, 1852 109 16 31] New York . . u 103 3, 1853 107 30 35 Herculean . . (1 119 8, 1853 109 21 35 H. Birckhead . Baltimore 111 17, 1853 109 00 31 Lantao . . . New York 94 23, 1853 105 65 30 Yandalia . . 11 126 2, 1850 107 30 36 ilasconoma a 123 4, 1850 108 00 45 - 113 35 143 Sherwood . . Boston 106 25, 1851108 45 40 Climax . . . It 88 24, 1853 106 30 27 Ino .... New York 11 99 151 19, 1851109 12, 1850 109 30 40 34 49 Adirondack Home . . . Baltimore 109 10, 1850,110 00 39 Roscoe . . . New York 121 27, 1853 109 45 27 Gazelle . . . July 9, 1849 105 30 30^ Edgar . . . 11 126 2, 1850 108 15 39 „ 104 28 132 Staffordshire . Boston 83 24, 1852108 01 18 23 Cohota . . . u 103 19, 1850109 45 Ellen Noyes 11 111 Aug. 6, 1852 107 30 33 • 103 26 129 Flying Cloud . New York 95 17, 1852 105 20 19 * Capt. Shrieve to Liect. Mauby : " I approve of the route laid down by you. I have had much experience at sea, as shipmaster, in all quarters of the globe, and heartily concur in your views respecting passages. I also believe the day is not far distant when pas- sages to California mil be made frequently in one hundred days. I have often been amazed in viewing tracks of different ships to this port, and those who have the longest passages have been broad off the right track. The Benjamin Howard is a medium clipper, seven hundred tons. You will notice I have beat the whole fleet that sailed about the time I did ; experienced all sorts of weather on the passage ; neither tore a sail nor lost a spar the whole passage." 90 714 THE WIND AND CURRENT CHARTS. The Names of Vessels; their Passage from Atlantic Ports to the Line in the Pacific — Continued. Port last from. To the equator in the Pacitic. Date of crossing the equator in the Pacific. Longitude of crossing the equator. From the equator to San Fran- cisco. AVERAGE PASSAGE. NAME OF VESSEL. To the line from U. S. From tlie line to Califor- nia. From the U. S. to Califor- nia. Mermaid Eliza Mallory . . . Eureka Butler Telegraph .... Seaman Boston Horton New York (( 1( (C Rio de Janeiro New York Days. 115 141 102 102 81 151 Sept. 21, 1851 10, 1852 15, 1851 Oct. 22, Nov. 13, 1852 27, 1849 Dec. 23, 1850 105° 45' W. 108 42 108 20 109 30 109 41 106 00 109 15 Days. 27) 37 y 25] 23 26) 40 j 33 Days. 128 102 91 151 Days. 30 23 33 33 Days. 158 125 124 184 CROSSING BETWEEN 110° AND 115° W. LONG. Wild Pigeon . . . New York 104 Jan. 14, 1853 112 20 24^ Flying-Fish . . u 74 13, 1853 112 00 18 Anstiss . . . Riclmiond, Va. 116 22, 1853 110 00 25 Swordfish New York 71 21, 1852 110 15 20 - 97 24 121 Ambassador u 127 16, 1849 112 35 32 Celestial . . . u 84 23, 1852 113 30 23 George Raymond Boston 102 23, 1852 114 34 25, Trade-Wind . New York 85 Feb. 7, 1853 112 20 16-^ Capitol . . . Richmond, Va. 112 7, 1853 113 00 20 Realm . . . New York 138 8, 1853 113 35 35 Contest . . . u 84 9, 1853 111 06 16 108 24 132 Telegraph . . Boston 96 18, 1853 112 00 20 " Cygnet . . . New York 118 26, 1850 111 15 29 Lawrence . . u 134 28, 1850 113 45 26 Alboni . . . u 99 28, 1853 113 44 28 J Surprise . . . ii 80 March 8, 1851 110 30 171 Winthrop . . Boston 116 3, 1851 110 30 29 Potomac . . . Portland 133 3, 1851 111 20 32 Living Age . . New York 108 12, 1853 112 25 20 Storm . . . u 87 17, 1853 110 32 23 Anna Kimball . 11 110 22, 1853 114 10 22 - 111 25 136 Bald Eagle . . 11 88 23, 1853 111 15 19 Danube . . . u 130 23, 1853 110 32 26 Bothnia . . . 11 123 24, 1851 112 15 25 Kentucky . . Boston 122 26, 1853 113 08 25 Hannibal . . 11 120 22, 1850 114 45 40 Phantom . . 11 90 April 6, 1853 113 32 14] John Steward . New York 111 11, 1853 112 84 32 Russell Glover 11 115 14, 1850 113 00 21 Cele.stial . . . 11 98 16, 1853 110 06 22 Rattler . . . 11 98 16, 1853 114 08 23 106 27 133 Daniel . . . 28, 1851 113 15 83 Alhesdrough . ti 104 26, 1853 113 36 82 Aldebaran . . Boston 123 27, 1852 110 05 35 Sea Serpent . . 22, 1851 114 15 25 Esther May Boston 112 28, 1853 113 00 33 J Susquehanna . Philadelphia 108 May 1, 1851 113 25 29 109 28 137 ROUTK TO CAI.IFOUXIA. •15 The Names of Vessels; their Passage from Atlantic Ports to the Line in the Pacific — Continued. To the Long tuile of From tlie AVKBAOE PASSAGE. Date of crosiiin):^ NAME OF VKSSEL. Turt last from. eciuator the equator in crossing the equator to To the From the From the in the the Pacific. eiiuator. San Fran- line line to , U. 8. to Pucilic. cisco. 1 from Califor- Califor- U. S. nia. nia. Davs. Days. Days. Days. Days. F. De]iaii .... New York 139 May 20, 1850 112° 45'W. 27"" Stag llound . . a 93 4, 1851 113 30 21 109 28 137 Masconoma . . Boston 122 7, 1853 110 07 37 24 Swordfisli . . . New York 84 7, 1853 114 02 Surprise .... ti 87 June 8, 1853 110 43 30 ~ Paragon .... 11 120 8, 1853 113 25 41 Archibald Gracic . Boston 111 11, 18.50 111 00 3(5 Sirocco .... New York 117 12, 185;i 111 30 28 Delia .... 11 128 10, 1851 114 00 34 Morgan Dix . . 11 107 13, 1853 110 30 36 Tigress .... Salem 132 1, 1850 114 30 33 1 113 33 146 Seaman's Bride . New York 92 19, 1853 114 55 29 Rose Stand ish . . 11 111 20, 1850 113 00 45 Competitor . . . Boston 89 24, 1853 114 00 25 Parthian .... Richmond, Va. 94 25, 1853 HI 20 28 Emil3' Miuor(ti"a J nan Fernandez) . New York 170 27, 1853 113 55 32 Flying Eagle {via ] lio) Boston 109 July 7, 1853 114 40 34 Hornet . . . New York 87 23, 1853 112 54 20 John Laud . . Boston 94 25, 1853 114 47 31 109 31 140 Venice . . . New York 107 14, 1850 114 45 30 Abbot . . . Bordeaux 126 23, 1852 113 15 38 Amity . . . Boston 132 15, 1850 115 00 31 St. Patrick . . New York 118 Aug. 14, 1850 110 45 341 Isaac Allerton . 13, 1850 111 15 34 Caroline . . . 11 127 11, 1850 113 30 36 Sarah and Eliza 11 180 12, 1849 113 40 36 - 117.5 31.8 149 N. B. Palmer . 11 88 2, 1851 114 00 19 Victory . . . 11 103 2, 1853 112 45 32 Witch of the Wa\ •e . Boston 89 18, 1851 115 00 32 J N. B. Palmer . New York 101 Sept. 6, 1852 113 49 24 Tem])leton . . Bucksport 126 10, 1850 112 30 27 1 Southerner . . New York 141 16, 1852J112 10 33 . 119 29 148 Lady Arabella 11 138 4, 1850: 113 00 33 Virginia . Boston 90 2, 1850,114 21, 1852 113 00 50 33 25 Witch of the Wa^ re . Thomas Perkins New York 100 Oct. 25, 1849,110 45 26' Columbia . . Boston 133 12, 1850 111 45 35 Jamestown . . New York 103 20, 1852 25 Raven . . . Boston 85 29, 1851 112 00 20 100 25 125 Typhoon . . New York 87 30, 1851 114 41 19 Eagle .... 11 11 101 103 20, 1851|115 5, 1850415 00 00 28 26 •^ D • • « « Carringtou . . Celestial . . . u 83 11, 1850 115 00 21 Talbot . . . 1( 139 Nov. 12, 1850 115 00 31 ~ Valparaiso . . (1 138 2, 1851|115 00 30 116 25 141 Winged Arrow Boston 95 4, 1852 114 39 22 Sea Witch . . ;New York 91 22, 1852 114 10 17 John Wade 11 94 Dec. 15, 1852 110 30 23- \ Thos. W. Sears 11 124 21, 1852 112 59 21 y 107.7 24.7 132 Senator . . . It 105 26, 1852 111 00 30 \ 716 THE WIND AND CUBRENT CHARTS. The Names of Vesseh; their Passage from Atlantic Ports to the Line in the Pacific — Continued. CROSSING BETWEEN 115° AND 120° W. LONG. NAME OF VESSEL. John Gilpin Flying Fish Seaman . . Flying Childer; Newton . . Lucia Field . Lantao . . Canton . . Southerner . Eagle. . . Tornado . . Amelia . . Isabelita Hyne Maria ... Samuel Russell Lucknow Astrea . . Diadem . . Arcole . . Wisconsin . Valparaiso . Stag Hound Archer . . Houqua . . Empress of the Seas St. Lawrence Robert Hardin^ Houqua . . Sarah Boyd Raduga . Sheridan . Herman . Finland . Gertrude Sovereign of the Seas Comet Port last from. To the equator ill the Pacific. New York Boston New York Boston New York Boston NeAV York u Philadel]')hia New York Boston New York Philadelphia New York Philadelphia New York Days. 78 77 89 91 124: 120 103 136 120 92 79 111 101 111 90 111 138 105 100 114 95 108 120 89 141 12(3 103 129 116 103 110 133 116 83 Date of crossing the equator in the Pacific. .Jan. Feb. March April May June July Aug Oct. Dec. 15, 1853 22, 1852 20, 1850 19, 1853 10, 1851 19, 1851 21, 1851 1849 1851 1853 1853 1853 1851 1851 28, 30, 9, 10. 29, 16! 15, 6 20 22, 31 31 31 LongituJe of crossing the equator. 1850 116° 119 118 117 117 119 118 118 117 115 118 116 116 117 118 8, 1853 1853 1850 1850 1850 1850 1853 1853 21, 1853 10, 1853 29, 1853 28, 1853jll6 25, 1850 115 15, 1850:115 28, 1851 118 2, 1850118 30, 1849 120 1850117 1850116 117 115 116 117 118 119 116 115 115 115 116 6. 8, 27, 28. 1852 1851 119 117 OO'W 50 00 21 10 15 00 00 00 30 10 41 00 00 30 50 49 00 00 45 00 03 08 11 30 15 36 15 15 00 30 00 15 00 47 00 From the equator to Sau Fran- cisco. 16 23 18 221 26 31 20 29 28 211 22 23 24 { 32 I 20 J 271 35 36 30 j" 24! 28 J 26 37 24 32 37 39 28 321 25 I 28 27 42 30 20 16 r AVERAGE PASSAGE. To the line from U. S. Days. 77.5 89 116 97 113 112 From the line to Califor- 114.5 133 99.5 Days. 19.5 18 26 24 121 30 32 28 42 25 16 CROSSING BETWEEN 120° AND 125° W. LONG. Westward Ho . . . Boston 89 Jan. 13, 1853 122 06 18 89 18 107 A casta Sag Harbor 171 March 10, 1851 120 30 28 171 28 199 Kensington .... New York 129 June 24, 1851 122 45 39 129 39 168 Tartar Uncle Toby . . . Philadelphia Boston 104 103 July 24, 1851 31, 1853 121 30 121 15 30) 31 f 103.5 30.5 134 Flying Cloud . . . New York 71 Aug. 12, 1851 124 00 19 71 19 90 CROSSING WEST OP 125° W. LONG. Tagus New York 126 June 15,1851128 00 46 126 46 172 ROUTE TO CALIFORNIA. 717 Avei-age Length of best Passages of California-hound Vessels from the Atlantic Parts of the TJ. S. to the Equator in the Pacific, and from the Equator in the Pacific to San Francisco — arranged according to the Month and the Longitude of crossing the Eqiialor. Mouth of crossiiijj; I'l-oio r. ,s. No. i»r [ta>- .\vl•l■:l,;;^■^ No. of pas- Place of crossing Average .\verage Shortest pa>>age from the tlie tviuator in to the sajrcs from from the safjes tVoni the etjuator in from U. S. passage of U. S. for the mouth. the I'acific. equator in which liver- equator which aver- the Pacific. to Cali- the whole the Pacific. ages are determined. to Cali- fornia. ages are determiueil. fornia. month from U. S. Days. Dav.s. Between Days. Days. By the January . . . 9(5 3 22 3 105 110 118 97 7 24 7 110—115* 121 116 *Swordfisli, 91 days. 77 2 19 2 115 120 96 February . . 112 2 29 2 100—105 141 111 6 29 6 105—110 140 108 8 23 8 110—115* 131 134 *Contest, 100 days. 89 1 18 1 115 120 107 March . . . 107 1 42 1 90—95 149 103 10 26 10 105—110 129 111 11 25 11 110—115* 136 135 *Surprisc, 97 days. 115 6 26 6 115—120 141 April .... 122 2 27 3 100—105 149 123 3 31 3 105—110 154 134 106 8 27 10 110—115 133 97 6 24 6 115—120* 121 *Tornado, 101 days. May .... 140 1 38 1 95—100 178 82 1 30 2 100—105* 112 *Sea Serpent, 108 days, 104 7 31 7 105—110 135 138 and the 109 5 28 5 110—115* 137 *Svvordfish, 108 days. 114 5 30 6 115—120 144 June .... 113 3 40 3 95—100 153 . 108 5 33 5 100—105* 141 *Sea Serpent, 118 days. 113 13 35 13 105—110 148 146 113 12 33 12 110 115 146 112 7 32 7 115 120 144 July .... 100 5 32 5 100—105 132 104 3 28 4 105—110* 132 *Staffordshire, 101 109 6 31 6 110—115 140 days. 114 4 28 4 115—120 142 136 103 2 30 2 120—125 133 August . . . 89 2 31 2 100—105 120 103 2 26 2 105—110 129 117 6 32 ■7 110—115 149 133 1 42 1 115—120 175 138 71 1 19 1 120—125* 90 *FIying Cloud, 90 d'ys. September . . 130 1 39 1 95—100 169 117 2 41 2 100 105* 158 *Witch of the Wave, 128 2 30 3 105 110 158 154 115 days. 119 5 29 6 110—115 148 October . . . 108 3 29 3 100—105 137 102 1 23 1 105 110 125 127 99 8 25 8 110—115 124 99 2 25 2 115—120* 124 *Sovereignof the Seas, November . . 95 2 25 2 100—105 120 103 days. 91 2 33 2 115—110 124 131 116 4 25 4 110—115* 141 *Sea Witch, 108 days. December . . 100 1 26 1 100—105 126 151 1 33 1 105—110 184 107 3 24 3 110—115 131 134 88 1 16 1 115—120* 104 *Comet, 104 days. Average for year 107 29 136 136 718 THE WIND AND CURRENT CHARTS. Let us see what light the information, contained in these two tables, will throw upon the best Cali- fornia route, as well as upon the best season of the year for that voyage. The shortest monthly mean is 11(3 clays, and that is for the vessels that crossed the equator in the Pacific, during the month of January. And to this crossing they had an average run of 90 days. Vessels, there- fore, for California, that sail from the United States the latter part of September and in all October, are the vessels which, upon an average, should have the fairest winds and make the best passages. On the contrary, those that are just arriving out when these are sailing, are the vessels which, on the average, have the longest passages. Those that cross the equator in September arc those that sail from the United States and Europe in March and April. Their average to the line in the Pacific is four months (121 days). The shortest passage yet made to California at any season, was made by the Flying Cloud. She sailed from the United States about 1st of June, and crossed the equator in the Pacific, 12th August, between 120° and 125° W. The Swordfish had also a run of 71 days to the line. She sailed from the United States in the fall, the most favorable time, and crossed the equator in the Pacific in January between 110° and 115°. And the next is by the Flying Fish in the same month, but in 74 days. The crossings that have given the shortest passage to San Francisco for each month are marked (p. 717) with an asterisk (*), and the name of the vessel quoted in the last column. It is of some consequence, in deciding as to the best crossing-jjlace on the equator, that the navi- gator shoLdd have an idea as to the parallels near which he may expect to lose the S. E. trades; for the equatorial limits of these winds change with the season. In March, you will occasionally carry them several degrees over into the northern hemisphere. But in this month they are generally near the verge of their extreme declination towards the south. Wlien you lose them and get the N. E. trades, keep away with a good rap full, never aiming to cross the parallel of 20° north to the east of long. 125° west. Unless the winds force you oft", aim to be in shore of the meridian of 130° W. when you lose the N. E. trades. "When you do lose them, if then you have to fight the calms and bafiling winds of the horse latitudes, make the best of your way on a due north coarse, till you cross this belt of calms, or catch a good wind, or get into the variables beyond. I shall have more to say upon this subject. In April, you will carry these trades for a little farther, and so on farther and fiirther until October, when the northern edge of them becomes stationary and commences to return south. It reaches its farthest parallel of southern declination in March or April. It may be well here to make a remark as to the influence of extensive arid plains which the navigator may find to the east of him as he sails across the belt of the N. E. or the S. E. trade-winds. In the summer and fall, the influence of these winds is felt far out to sea. The monsoons of India are due to such an influence ; so are the monsoons in the Atlantic; in the Gulf of Mexico; and in the Pacific off the coasts of Central America; and so, indeed, are all monsoons produced. KOUTK TO CALIFOKNIA. 719 'Why, then, not have a monsoon in the southeast trades of tlie Pacific, since South America ami the pampas of Buenos Ayrcs are to windward of tlicm? In the first place, the Andes stand up as a screen between tlieni and those plains; and in the next jjlace, those plains are neither so very extensive nor so arid when we come to compare them with the vast deserts of Africa and Asia. But, nevertheless, in order to keep away from tlie huul, and clear of its influence, though feeble upon the winds of the south Pacific, navigators sliould, when winds arc fair and opportunities favorable, endeavor to make, while they are well to the south, westing enough to keep clear even of the slight influence that the land in South America exerts upon tlie winds along its west coast. Therefore, after you have doubled Cape Horn, and gained an offing from the land, there is no necessity for running a thousand miles or more olV from the South American coast, as from the coasts of Central America you have to do, in order to get better winds. The chief advantage of making, while south of the jiarallel of 3.3° or 40° S., the meridian near which you intend to cross the equator, is,- that there the degrees of longitude are short, and therefore easy to run down ; and that when you have made your westing down there, you can spread the more canvas when you get the S. E. trades, which you will then have on the quarter. If you put off making westing until you get these winds, you will then have to stand away to the northward and westward through them, which course will bring them aft, and therefore make them less favorable. The Flying Cloud's track beautifully illustrates this view. On her celebrated passage, she passed along the west of South America, in the southern winter time, when the influence of the land there, upon the winds is the least. She crossed the line in August, in l'2-±°, far beyond the influence of the disturbing agents in North America. This passage, however, of the Flying Cloud should be alluded to, not as a rule, but rather as an excep- tion. Nevertheless, she does not so out-top all hope of reasonable expectations, that other ships may not strive to surpass her. I'or, though she has set a good example, that example will j^et be more than followed. I pronounced her passage at the time to be one of the most remarkable that had ever been made under canvas in any quarter of the world. Other ships have since astonished the world by their per- formances. But the Flying Cloud's to California is still the shortest, and is therefore reinarkahle. Much greater distances have since been accomplished in less time. Claims have also been set up to greater speed than hers in twenty-four hours ; but those claims have not been accompanied by details sufficient to justify me in any decision under which the palm which she has so gallantly won and so proudly worn, may be borne off by another as yet. She passed inside of the Falkland Islands on the 20th of July, and on the 2-4th, was around the cape, having, in the meanwhile, rode out a furious gale that lasted two days. In lat. 37° S., July 31, she took the wind from the southward and eastward, and so carried it to lat. 12° N. in 127° W.; having crossed the line in the Pacific, August 12, in 124:° AV. She was a day in the doldrums, between these two systems of trade-winds. Finally, she took the 720 THE WIND AND CUEBENT CHARTS. N. E. trades about the parallel of 14° N. in 127° W. They held on to the north of N. E., having forced her on the 24th as far as 142°, on the parallel of 35° N.; from which point, after fighting for 5 days with the wind from the northward and eastward, right in her teeth, she had two days of N. W. winds, which she got as she neared the shore, and so ran into the harbor of San Francisco at daylight of Sept. 1. For 26 days consecutively, this ship averaged, according to her abstract log, two hundred and twenty- seven two fifth nautical miles a day ; her least performance for any one of these days being 93 miles, and her greatest THREE hundred and seventy-four ; 374 nautical miles are equal to 433^ English or statute miles ; which gives the extraordinary feat of a vessel, under canvas, having averaged for 24 consecutive hours the enormous rate of 15 (\; knots, or cigliteen statute miles per hour. It appears from the summing up, that the average passage to California for all classes of ships that use the Charts, is, the year round, 136 days. When these investigations commenced, the average passage the year round, of all classes of ships from the Atlantic ports of the United States to California, was 180 days. For that pai't of the route between New York and the line in the Atlantic, the average time saved is ten days to each ship : for the average passage to the equator in the Atlantic, was by the old route, 41 days; it is now by the new, 31. The following table may be interesting. It gives the crossing-places of the line in the Pacific, and the time from the United States, with the names of many of the vessels by which the shortest passage in each month was made. ROUTE TO CALIFORNIA. 721 Name of Shij) and Place of crossing the Equator in the Pacific, on the Shortest Passages for each Month. NAMK OP VESSEI,. To line in Place of crossing. Line to Cali- Total from U. S. Crossed the line in racific. fornia. to California. the month of Davs. Days. Days. Flying Fish 74 112° 00' W. 18 92 January. John Gilpin 78 IIG 00 16 94 ii Flyin": Fisli 77 120 00 23 100 II Swordlish 71 110 00 20 91 11 (Vleslial 84 113 00 23 107 II Wild Pigeon • 88 109 00 17 105 11 Golden Gate 90 106 00 23 113 II AVcstward IIo 89 122 00 18 107 It Contest 84 111 00 16 100 February. Trade Wind 85 112 00 16 101 II Seaman 89 118 00 18 107 II Ilax.ard 107 109 00 24 133 II Helena 113 88 110 00 111 00 18 19 131 107 II Bald Eagle March. Storm 87 91 110 00 117 00 23 22 110 113 11 II Surprise 80 110 00 17 97 II 103 110 00 18 121 II Tornado 79 118 00 22 101 April. 92 90 115 00 113 00 21 14 113 104 II riiautom II 98 110 00 22 120 II Samuel Kussell 90 118 00 20 110 11 Enssell Glover 115 113 00 21 136 II Swordfish 84 114 00 24 108 May. 93 114 00 21 114 11 Stag Hound 90 96 00 34 124 II 84 107 00 44 128 II Stag Hound 95 116 00 26 121 June. Surprise 87 111 00 30 117 11 Competitor 89 114 00 25 114 II 89 115 00 32 121 Seaman's Bride 92 115 00 29 121 II 88 101 00 25 113 11 Governor Morton 91 102 00 32 123 II 87 113 00 20 107 July. John Land 94 115 00 31 125 II 83 108 00 18 101 II Coliota 103 97 110 00 102 00 23 35 126 132 II Empire i: Thomas B. Wales 100 103 00 33 133 71 124 00 19 90 August. N. B. Palmer 88 114 00 19 107 II Union 91 101 101 00 114 00 28 24 119 125 II N. B. Palmer September. 90 114 00 25 115 II Templeton 123 112 00 27 150 II 103 25 128 October. Sovereign of the Seas 83 120 00 20 103 It 85 112 00 20 105 II Celestial 83 115 00 21 104 II Typhoon 87 115 00 19 106 II Sea Witch 91 114 00 17 108 November. Winged Arrow 95 115 00 22 117 II Raven 93 105 00 29 122 II John Wade 94 111 00 23 117 December. Comet 88 117 00 16 104 II White Squall From Rio 124 00 14 II 91 722 TliK WIND AND CUKRENT CHARTS. In urging upon California-bound vessels the importance of making westing about tbe parallel of 50° S., I do not mean that tliey should expose themselves to heavy weather, or contend against adverse cir- cumstances, in order to get west on this part of the route ; I simply mean that, if a vessel, after doubling the cape, can steer a W. N. W. course as well as a N. W. ; or a N. W. as well as a N. N. W. ; or a N. N. W. as well as a N. course, that she should on all such occasions give preference to the course that has most westing iu it, provided she do not cross 50° S. to the westward of 100° or thereabouts ; nor 80° S. to the westward of 120° ; nor enter the S. E. trade-wind region to the west of the last-named meridian. This is the western route. It is so called because it requires you to keep as far west within certain limits as well you may without running broad off to make westing, or without fighting with head winds, or baffling winds, or calms, to get west. . . , . . The western route from Cape Horn to California is to be preferred by all vessels that double the Horn from May till October inclusive. This route lies well out from the land; so that the influence of the land upon the winds will not be as marked as it is at the same season along the eastern or usual route. The farther from the laud, the more regular and steady the wind, may be safely taken as a general rule. There is much more land in the northern than in the southern hemisphere ; and the action of the sun's rays in our summer time upon this excess of the land, very materially interferes, as my researches abund- antly prove, with the regular course of the N. E. trades. Where is there such a thing known as a regular monsoon in the southern hemisphere? The monsoons of India and the China seas are due this excess of land in our hemisphere. So are the African monsoons of the Atlantic, the monsoons of the Pacific, and those of the Gulf of Mexico. They are all produced by the action of the rays of the sun upon extensive deserts, or wide and arid plains in the northern hemisphere. There may be a monsoon about New Holland, but we are speaking of wdiat we know certainly to be the case. In the interior of North America, between the parallels of 30° and -±0° N., thei'c is an immense region of country that is parched with drought during the summer and fall; the influence of this region is, as I have before remarked, felt by the winds of the Gulf of Mexico, by the winds of the intertropical regions of the Pacific beyond Central America, and by the winds out upon the high seas, off the coast of California and Oregon ; — these winds, for many miles out to sea, feel that influence, obey it, and assume the character more or less of mon.soons during our summer and fell. In the discovery of this fact we have the key to the California route, from the equator up. A vessel that crosses the equator in August or September, as far as 120° or 125° W., is some 1,500 miles from the Continent, and about 2,500 miles from the centre of this disturbing agent. Being bound from the crossing to California, she has the belt of N. E. trades to cross. These winds blow with much more reg- ularity to the west of 120° than they do at this season in with the coast. Having, therefore, to cross them, the vessel is enabloi.l to do it by a course on the average, between N. N. W. and N. W. This course brings her out of them as far west, it may be, as 145°, about the latitude of San Francisco. But this is the season when N. W. and wcstci'ly winds most prevail in this part of the ocean also. On account of the atmospherical disturbance situated in the interior of North America, as before explained, and in the latitude of San Francisco, or as high up as 40° (for that will be found occasionally not KOUTE TO CALIFOKNIA. 723 too far for a vessel on tlie western route to go), tlie degrees of longitude are not long, and witU fair winds it will not take many days for her, when near the parallel of 40°, to run down 10" or 15° of longitude. According to all these California passages, and the results wliii'h tlicy show, it api)ears that it is possible for a vessel under canvas to make the run from New York to San Francisco in eighty five days. And it does not appear that there has ever been a combination of circumstances and a succession of winds which would have nuule it possible for any vessel to have done this more tlian once or twice in the last tliroe years. If the Flying Cloud or tlu; Swordfisii, after crossing the line in the Pacific, had met with the winds which the White Sijuall had ilicncc to Sau l''raneisco, she would have made the run in eighty- five days. Eighty-five days may be regarded, therefore, as the shortest combined passage, and as the minimum limit of possible passages from any one of the Atlantic ports of the L'nited States. It is there- fore, we may infer, within the range of pro))al)ility tliat the i)assage by ships, at tlicir present rate of speed, may be made in eighty-five days from the Eastern States to California; but it is sc'arcely |u-obal)le, for it is barely within the range of possibility, that it will ever be made in less time. The Farallones, seven small islands about thirty miles from San Francisco, are in the foir way to the harbor. They afford a fine landmark, and should be made by all inward-bound vessels. The course froni the South Farallone to the mouth of the harbor is about N. 73° E., irue, distance 27 miles; or by compass N. E. by E. ^ E. " The fort on the south point of the Island of Aleatraces," is said to be the best course in.* Vessels upon approaching The Heads of San Francisco, especially in the winter months, are liable to be beset by fogs. I have reports of some vessels that have had fine runs all the way from the United States; and yet, when they got almost in sight of the port, have been enveloped with and delayed by fogs for many days. The positions of the following-named points or places along the coast of California have been deter- mined bv the Coast Survey. They differ somewhat from the Wind and Current Charta ; I therefore quote them in this place : — San Cleraente (S. E. end of Island of San Clemente) San Nicholas (S. E. end of Island of San Nicholas) San Luis Obispo (Bay of San Luis Obispo) . San Simeon (Bay of San Simeon) .... •j-Point Pinos (Bay of Monterey) .... Prisoner's Harbor (Island of San Miguel) Cuyler's Harbor (Island of San Miguel) . 33° 00' 00" N., 118° 3-1' 00" "W. 33° 14' 12" N., 110° 2')' 00" W. 35° 10' 37" N., 120° 43' 31" W. 35° 38' 24" K, 121° 10' 22" W. 36° 37' 59" N., 122° 00' 10" W. 34° 01' 10" N., 110° 40' 00" W. 34° 00' 00" N., 120° 20' 27" W. * See Sliding Directions by Captain Caihviilladcr lUiigKciUl, U. S. N., 18.")I. t The only place named on the Charts. Tlie others are small towns and harbors, the names of which .ire not on the Wind and Current Charts, though the places for them are. The object of these Charts should not be forgotten by navigators. They are intended to illustrate the winds and currents ; to show the tracks of vessels at sea, and to serve the practical purposes of the navigator until he reaches the lau.l, when it is presumed he will be guided by Pilot's or local Charts, and not by the Track Charts for running into port. 72-i THE WIND AND CURRENT CHARTS. THE ROUTE TO CALIFORNIA REVIEWED. The passages to California aftbrd many cases of beautiful navigation. The abstract logs which some of the ships in that trade return to this office, are studies. An examination of them often reveals instances of the most consummate seamanship, faultless management, and skilful navigation. These are, however, traits not peculiar to California traders alone ; for many who are co-operating with me in this system of research, not only return welbkept abstracts of most beautiful observations from other parts of the ocean, but they bring to bear a degree of intelligence that is most charming. But the California passage is the longest and most tedious within the domains of commerce; many are the vicissitudes which attend it. It tries the patience of the navigator, and taxes his energies to the very iitmost ; therefore, I address the above remark in particular to abstract logs from the California route. It is a great race-course, upon which some of the most beautiful trials of speed the world ever saw have come off. Last summer, there was the race between the Flying Cloud and the Hornet. For three months and more, through fair winds and foul, iu the ctorm and m the calm, these ships were neck and neck, seldom or never breaking tie throughout the entire length of that long race-course. I regret that the ab.stract log of the Flying Cloud, which Capt. Creesy was under pledge to keep for this office, has not come to hand, that a description of this race might be given. It would no doubt serve to put some ujion their mettle, and help to spur up others who are about to flag. Capt. Creesy returned his abstract as far as the equator in the Atlantic; since that, I have had nothing from him. But there are other ships also that have run over this course. Among these are the Wild Pigeon, Capt. Putnam; the John Gilpin, Capt. Doanc — alas! now no more — the Flying Fish, Capt. Nickels, and the Trade AVind, Capt. Webber. These are all clipper ships; they were ably commanded, and handled by their masters most beautifully. It was a sweepstakes ; and to win, both speed and wind were essential. The tracks of four ships are capital illustrations of what sliipmasters may gain by recollecting that the information which the Wind and Current Charts spread before them, is not of my teaching, or that of any one person ; that it is worth more than the experience of any single navigator, for it is the experience of thousands, expressed in lessons of easy comprehension. Moreover, these abstract logs furnish accounts of a race, in which each ship being put upon her mettle, was driven at her topmo.st speed, the one almost in hail of the other, for three mouths, over a course of fifteen thousand miles in length. All sailed from New York in the autumn of 1852. The Wild Pigeon, October 12 ; the John Gilpin, October 29; the Flying Fish, November 1; and the Trade Wind, November 14. It was the season for the best passages. Each one was provided with the Wind and Current Charts. Each one had evidently studied them attentively ; and each one was resolved to make the most of them, and do his best. All ran against time; but the John Gilpin and the Flying Fish for the whole course, and the Wild Pigeon for part of it, ran neck and neck, the one against the other, and each against all. It was a sweepstake with these ships, around Cape TForn and through hoi\i hemispheres. TUE ROUTE TO CALIFORNIA REVIEWED. 725 Wild Pigeon led the other two out of New York, the one by seventeen, the other by twenty days. But luck and chances of the winds seem to have been against her from the start. As soon as she had taken her departure, she fell into a streak of balUiug winds, and then into a gale, which she fought against and contended with for a week, making but little progress the while; she then had a time of it in crossing the horse latitudes. After having been nineteen days out, she had logged no less than thirteen of them as days of calms and baflling winds; these had brought her no farther on her way than the parallel of 26° N. in the Atlantic. Thence she had a fine run to the line, crossing it between 33° and 8-i° W.; the thirty- second day out. She was unavoidably foreixl to cross it so far west ; for only two days before, she crossed 5° N., in 30° — an excellent position. In proof that the Pigeon had accomplished all that skill could do and the chances against her would permit, we have the testimony of the barque Hazai'd, Capt. Pollard. This vessel being bound to Rio at the same time, followed close after the Pigeon. The Hazard is an old hand with the Charts ; she had already made six voyages to llio, with them for her guide. This was the longest of the six, the mean of which was twenty -six and a half days. She crossed the line this time in 84° 30', also by compulsion, having crossed 5° N. in 31°. But, the fourth day after crossing the equator, she was clear of Cape St. Roque, while the Pigeon cleared it in three days. So far, therefore, chances had turned up against the Pigeon, in spite of the skill displayed by Putnam as a navigator, for the Gilpin and the Fish came booming along, not under better management — but it was as good — with a better run of luck and fairer courses before them. In this stretch they gained upon her; the Gilpin seven and the Fish ten days; so that now the abstract logs show the Pigeon to be but ten days ahead. Evidently, the Fish was most confident that she had the heels of her competitors ; she felt her strength, and rejoiced in it; she was most anxious for a quick run, and eager withal for a trial. She dashed down southwardly from Sandy Hook, looking occasionally at the Charts; but, feeling proud in her sweep of wing, and trusting confidently in the judgment of her master, she ke})t on the average two hundred miles to leeward of the right track. Rejoicing in her many noble and fine qualities, she crowded on her canvas to its utmost stretch, trusting quite as much to her heels as to the Charts, and performed the extraordinary feat of crossing, the sixteenth day out from New York, the parallel of 5° N. The next day she was well south of 4° N., and in the doldrums, long. 31° W. Now her heels became paralyzed, for fortune seems to have deserted her awhile ; at least her master, as the winds foiled him, feared so; they gave him his motive power; they were fickle, aud he was help- lessly baffled by them. The bugbear of a northwest current off Cape St. Roque began to loom up in his imagination, and to look alarming; then the dread of falling to leeward came ujion him; chances and luck seemed to conspire against him, and the mere possibility of finding his fine ship back-strapped, filled the mind of Nickels with evil forebodings, and shook his faith in his guide. He doubted the Charts, and com- mitted the mistake of the passage. 726 THE WIND AND CURRENT CHARTS. The Sailfiifj Directions had cautioned the navigator, again and again, not to attempt to fan along to the eastward in the equatorial doldrums: for, by so doing, he would himself engage in a fruitless strife with baffling airs, sometimes reinforced in their weakness by westerly currents. But the winds had failed, and so too the smart captain of the Flying Fish evidently thought had the Sailing Directions. If there be a breeze, and if it be fair for making easting in the doldrums, and if the navigator be too far west, of course he should then make easting. But if the airs be light and baffling, the vessel will only continue the longer in the doldrums by steering east or west, for then she runs along with the calm belt. But by steering north or south, she goes straight across it, and in the least time possible. After passing it, and getting with a rising bai'ometer the S. E. trades, and finding them, as is often the case, at S. S. E., then the navigator, having a breeze, can make easting. At any rate, it is better to attempt to make easting by beating against the S. E. trades, than by fanning along with light airs and calms, in the doklrums. Therefore, the Sailinr/ Directions advise the navigator, in all such cases, to dash right across this calm streak, stand boldly on, take advantage of slants in the wind, and, Ijy this device, make easting enough to clear the land. So, forgetting that the Charts are founded on the experience of great numbers who had gone before him. Nickels being tempted, turned a deaf ear to the caution, and flung away three whole days and more, of most precious time, dallying in the doldrums. He spent four days about the parallel of 3° N., and his ship left the doldrums, after this waste of time, nearly upon the same meridian at which she entered them. She was still in 3-4°, the current keeping her back, just as fast as she could fan east. After so great a loss, her very clever master, douljting his own judgment, became sensible of bis error. Leaving the spellbound calms behind him, where he had undergone such great trials, he wrote in his log as follows: "I now regret, that, after making so fine a run to 5° N., I did not dash on, and work my way to windward to the northward of St. Eoque, as I have experienced little or no westerly set since passing the equator, whilst three or four days have been lost in working to the eastward, between the latitude of 5° and 3° N. against a strong westerly set ;" and he might have added, " with little or no wind." In three days after this, he was clear of St. Eoque. Just five days before him, the Hazard had passed exactly in the same place, and gained two days on the Fish, by cutting straight across the doldrums, as the Sailing Directions advised him to do. The Wild Pigeon, crossing the equator also in 33°, had passed along there ten days before, as did also the Trade Wind, twelve days after. The latter crossed the line also to the west of 3-i°, and in four days after, had cleared St. Roque, which certainly is a great deal better than stopping in the doldrums to fight with bafllling airs. But, notwithstanding this loss of three days by the Fish, who so deeply regretted the mistake, and who afterwards so handsomely retrieved herself, she found herself, on the 24tli of November, alongside of tlie Gilpin, her competitor. They were then botli upon the parallel of 5° south, the Gilpin being 37 miles to the eastward, and of course in a better position, for the Fisli had yet to take advantage of slants, and stand off shore to clear the land. THE ROUTK TO CALITOHNIA KEVIEWED. 727 The Charts showed the Gilpin now to be in the best position, and the subsequent events proved the Charts to be right, for thence to 53° S., the Gilpin gained on the Pigeon two days, and the Pigeon on the Fish one. Both tlie Pigeon and the Fisli dashed through the Straits of Le Maire ; the Gili>in going around. For the benefit of those who follow in this route, I quote the Le Maire passages of both : — From the Wild Pigeon''s Log.—'' Straits of Le Maire, Dec. 12, 1852. Lat. 54° 48' S. ; long. 64° 45' W. Barometer, 28.90; temperature of air, 45°; of water, at surface, 42°. Winds: fir.st part, W. S. W.; mid- dle part, N. W. ; last part, calm. It was now near noon, and we wore becalmed, and had some difficulty in keeping clear of the Realm ; the tide was now setting strong to the S. W. I did not expect this, for I had an impression that it always set through to the north wai'd. I have now no doubt of their being regular tides through these straits, and no one should despair of a passage through. The tide rips, races, and whirlpools, are uglydooking customers — quite equal to those of the Pentland Frith, in Scotland. These straits should be surveyed by one of our Government vessels; for I have no doubt, if the shores were well known, and by keeping close in, an eddy woidd be found that would help a vessel through, even with the tide against her, in the middle of the straits. On entering these straits, I should keep well over towards the western shore, the wind being off, that is to say, from the westward. The Eealm being six miles astern when the wind hauled to S. W., could not keep so far to windward ; the tide was now strong against us, but was with the Realm, for she passed us rapidly about three miles to the leeward, and went ahead of us four miles; between the two ships, there was a race or tide rip that fairly roared and extended north and south as far as the eye could reach ; it had the appearance of a strong tide over rocks. Seeing the Realm had a ftiir tide, and we a head one, I bore up and crossed the race to the lee- ward ; in crossing it we were shaken violently, and whirled around in spite of helm and sails by rapid whirlpools. However, we had no sooner crossed the race than we had a change in the tide, and we were soon up with the Realm. December 13, at noon. Lat. 56° 27' S. ; long. 65° 45' W. Current, easterly, one mile per hour. Baro- meter, 28.60; temperature of air, 42°; of water, at surface, 41°. Winds: during first part, N.; middle jiart, N. W.; latter part, N. W. Light winds, and very squally, bad-looking weather. At 10 P. M. had a white squall ; shortened sail ; was obliged to keep before the wind to save our sails, being caught with royal and studding-sails out ; lost no spars, but had some sails blown to pieces. This is the first white squall I ever saw and felt, and I have been to sea for thirty years and upwards. December 14, at noon. Lat. 56° 28' S. ; long. 66° 44' W. Barometer, 28.40 ; temjDerature of air, 39° ; of water, at surface, 41°. Winds: during first part, N. W., variable; middle part, S. S. E.; latter juirt, S. W. ; moderate and doubtful-looking weather. At 5 P. M. had a heavy squall from the westward, with snow and hail. Middle part, a gale from the south, and a large sea making ; ship under snug sail. At 4 A. M. thick rains and stormy ; made Cape Horn under our lee, having been set in by the tide at the rate 728 THE WIND AND CURRENT CHARTS. of one and a quarter mile per hour. Ends witli a bad gale from the S. W., and a heavy rolling sea; ship vmder close reefs. December 15, at noon. Lat. 56° 52' S. ; long. 60° 52' W. Current, per hour, one and a half mile, easterly. Barometer, 28.80; temperature of air, 38°; of water, at surface, 40°. Winds: first part, S. "W.; middle part, S. S. W. ; latter part, S. E. ; first part, hard gale from the S. W. ; second part, blowing in furious gusts ; third part, moderating fast, all sail set at noon." From the Log of the Flijing Fish.—" December 20, 1852. Lat. 54° 56' S.; long. 65° 7' AV. Barometer, 29.50; temperature of air, at 9 A. M. 47°; of water, 46°. AVinds: first part, S. AV. ; middle part, S. S. AV. to AV. ; last part, westerly. , ■ ■ First part, fresh winds and clear weather ; middle part, wind increasing and thickening up in the westward; last part, wind died away ; cloudy weather; wind hauled to westward ; gentle breezes; made the land ; entrance of Straits of Le Maire. December 21. Lat. 55° 10' S. ; long. . Barometer, ; temperature of air, at 9 A. M., 52° ; of water, 45°. AA'iuds: first part, southward ; middle part, easterly ; last part, northerly. At 4 P. ]\L wind hauled to eastward and freshened ; at 5 P. M. tacked ship off Cape Diego to the N. E.; at 6 P.M. tacked ship to southward and stood in through Straits of Le Maire ; strong flood against us until midnight. Middle part, wind died away to a flat calm ; latter part, light southerly airs and baf- fling. In the straits, passed a brig showing Danish colors. A fore-and-aft schooner and a brig in sight. AVest end of Stateu Land bearing N. by AV. true, distant 28 miles. December 22. Lat. 56° 6' S. ; long. . Barometer, ; temperature of air, — ; of water, — . AVinds : first part, N". AV. to N. E. ; middle part, N. E. ; last part, N. E. First part, light baflling winds, and hazy weather; middle part, freshened from N. E. with fog; last part, ditto. Meridian, passed Cape Horn bearing N. half E. ; distance 7 miles." By dashing through the straits, the Fish gained three days on the Gilpin ; but here, fortune again deserted the Pigeon, or rather the winds turned against her ; for as she appeared upon the parallel of Cape Horn, and was about to double round, a westerly gale struck her and kept her at bay for ten days, making little or no way, except alternately fighting in a calm or buffeting with a gale, while her pursuers were coming up "hand over fist" with fine winds and flowing sheets. They finally overtook her, bringing along with thenr propitious gales, when all three swept past the cape and crossed the parallel of 51° S., on the other side of the Horn ; the Fish and the Pigeon one day each ahead of the Gilpin. The Pigeon was now, according to the Charts, in the best position, for she was in 85° AA''. ; the Gilpin next, in 84°; and the Fish last, in 79° ; but all were doing well. From this parallel to the S. E. trades of the Pacific, the prevailing winds are from the N. AV. The THK CALIKOKNIA HOUTK UEVJIOWKI). 729 position of tlie Fish, therefore, did not seem as good as tlic otliers, because she did not have the sea room, in case of an obstinate N. W. gale. But tlio winds favored her. On the oCth December the three ships crossed the parallel of o5° S., the Fish recognizing the Pigeon ; the Pigeon saw only a " clipper ship," for she could not conceive how the ship in sight could possibly be the Fl3'ing Fish, as that vessel was not to leave New York for some three weeks after she did; the Gilpin was only 30 or 40 miles off at the same time. The race was now wing and wing, and had become exciting. With fair whids and an o{)en sea, the competitors had now a clear stretch to the equator of two thousand five hundred miles before them. The Flying Fish led the way, the Wild Pigeon pressing her hard, and both dropjjiug the Gilj)in (piite rapidly, who was edging off to the westward. The two foremost reached the equator on the 13th January, the Fish leading just 2.") miles in latitude, and crossing in 112° 17';* the Pigeon 40 miles fiirther to the east. At this time the John Gilpin had di'opped 260 miles astern ; and had sagged off several degrees to the westward. Here Putnam, of the Pigeon, again displayed his tact as a navigator, and again the fickle winds de- ceived him: The belt of N. E. trades had yet to be passed; it was winter; and by crossing where she did, she would have an opportunity of making a fair wind of them, without being much to the west of her port when she should lose them. Moreover, it was exactly one year since she had passed this way before ; she then crossed in 109°, and had a capital run thence of 17 days to San Fi'ancisco. Why should she not cross here again? She saw that the 4th edition of S'liling Directions, Avhich she had on board, did not discountenance it, and her own experience approved it. Could she have imagined that, in consequence of this difierence of 40 miles in the crossing of the equator, and of the two hours' time behind her competitor, she would Ml into a streak of wind which would enable the Fish to lead her into port one whole week? Certainly it was nothing but what sailors call "a streak of ill luck" that could have made such a difference. But by this time "John Gili)in" had got his mettle up again. lie crossed the line in 116°; exactly two days after the other two — and made the glorious run of 15 days thence to the pilot grounds of San Francisco. Thus end the abstract logs of this exciting race, and these remarkable passages. The Flying Fish beat : .she made the passage in 92 days and 4 hours from port to anchor; the Gilpin in 93 days and 20 hours from port to pilot ;t the Wild Pigeon had 118. The Trade Wind followed, with 102 days, having taken fire and burned for 8 hours on the way. The result of this race may be taken as an illustration as to how well navigators are now brought to understand the winds and the currents of the sea. ■ Here are three ships sailing on difi^erent days, bound over a trackless waste of ocean for some 15,000 * Twentj-five days .after that, the Trade Wind cliiijier came along, crossed in 112°, and had a jiassage of 10 days Iheucc into San Francisco. I The abstract log of the Gilpin is silent after the jiilot came on board. 92 730 THE WIND AND CURRENT CHARTS. miles or more, and depending alone on the fickle winds of heaven, as they are called, to waft them along; yet like travellers on the land hound upon the same journey, they pass and repass, fall in with and recognize eacli other by the way ; and what perhaps is still more remarkable, is the fact that these ships sho'uld each, throughout that great distance, and under the wonderful vicissitudes of climates, winds, and currents which they encountered, have been so skilfidly navigated, that, in looking back at their management, now that what is passed is before me, I do not find a single occasion on which they could have been better handled except in the single instance of the Flying Fish, while crossing the doldrums in the Atlantic. And this mistake her own master was prompt to discover, and quick to correct. This mistake is common among navigators. But one in crossing the equator as far as 85° W. is not hopelessly too far west ; and even then he had better go straight across the doldrums, trusting to luck for slants, than to attempt to make easting in those calm places. Twelve days after the Flying Fish had crossed the equator, in the Atlantic, which she did in 34° 30', the Trade Wind came along and crossed it in 34° 10', with the wind S. S. E. Of course, she could have made an east course on the starboard tack, but she took tire, burned for eight hours, and was in imminent danger of being destroj^ed. During this time she lost a degree of longitude by falling that much to the westward. Notwithstanding all this, she was only six days from the line to 9° S., which cleared her of everything. But for the fire, her passage to Cali- fornia would probably have been less than one hundred days. It is rare, and deserving of note and commendation, too, to find any ship so well navigated on such a long voyage, and through such a variety of scenes, that, if it were to do over again, no departure from the course actually pursued eould be made for the better. There is another circumstance which I have observed, and which is worthy of notice in this con- nection, as illustrative of the accuracy of the knowledge which the investigations upon which these Charts are based, afford concerning the force, set, and direction both of winds and currents, and it is this : — In calculating the best routes for the dlflerent months, pp. 419, ei seq., I have calculated also the distance which a vessel undertaking to follow these routes would have to accomplish, on account of detour caused by head winds, &,c. On this occasion, only the John Gilpin and the Hazard entered the distance by log from New York to the line. The distance which, according to the Sailing Directions^ each vessel would, at that season of the year, after allowing for the deviations which head winds would require her to make from the straight course, have to sail to reach the equator, is 4,115 miles. The Gilpin actually logged 4,099, the Hazard 4,077. Thus accomplishing, in the year 1852, the voyage by sailing, the one within 38, the other within 16 miles, of the distance which, by calculation in 1849, it was predicted they would have to accomplish. Instances of the like are now of common occurrence. FROM TAXAIIA TO CAI,IF01{X1A AND TIIK NORTHWEST. 731 FROM TANAMA TO CAMl'OUXIA AXI) THE XORTliWKST. The passage under canvas from Panama to California, as at present made, is one of the most tedious, uncertain, and vexatious that is known to navigators. The voyage from Valparaiso to California is a shorter one, in point of time, than is that from Panama, though the latter, as it regards distance, is not half so long as tlie former. A brother officer of the navy, writing from San Francisco, savs: — "I learned, on my arrival at Panama, tliat great numbers of sailing vessels were in the habit of resort- ing thither for the purpose of taking passengers and freight to San Fi'ancisco; but to my surprise I heard that they seldom made the passage under 90 dnj-s, and often were 120 days on the way. There were then many vessels there, all ready to sail, and among them the clipper ship Hornet, none of which has yet arrived though 53 days have intervened. " One of the clipper ships some time since made the passage in 45 days, by standing to the southward as if bound to Callao, and making all her westing in the S. E. trades, south of the line. This is such a round about way of getting to San Francisco from Panama, that there must be something wrong in the courses steered by the vessels which take the northern passage. It is well known that there is a strong Avesterly current running past the Galapagos Islands, which, by my own experience on one occasion, I found to be sixty miles in twenty-four hours. This current extends to the eastward almost to Point Malo, and westerly entirely across the Pacific, though not so strong as in the vicinity of the Galapagos. It strikes me that navigators, with proper instructions as to tliis current and tlic prevailing winds, ought always to make this passage in certainly uot more than forty days. " Knowing that you had few, if any abstracts of this passage, I took the libertj- of telling Captain Goodrich that these logs would be valuable to you, and suggested that he get as many of them together as possible and send them to you." That this voyage can, with a better knowledge of the winds and currents than navigators now possess, be shortened very considerably, I have no doubt. But, unfortunately, only a few of the vessels in the Panama trade, send me abstracts of their logs. As soon as I can collect materials enough to justify a discussion of this passage, I will undertake it. In the mean time, drawing upon such slender sources of information as I chance to have, I venture the following suggestions, as to the route from Panama to the northward and westward. I say snggeslions, for my information is not sufficient to justify the application of the more positive term of SniUng Directions to the remarks I have to make. I have more than once, while preparing this work, called the attention of navigators to the system o£ monsoons off the Pacific coast of Central America. It is this system of monsoons and the calms, or equa- torial doldrums as they are called, which are always to be found between the N. E. and the S. E. trade-winds, or between the monsoons and each of these two systems of winds, that contribute so much to the prolonga- tion of the passage from Panama. 732 THE WIND AND CURRENT CHARTS. Of course, where two winds meet from different qiiarters, every navigator knows he must have a belt of cahns or light haflling airs ; for a wind from the N. E. and a wind from the S. E. cannot blow each at the same time and place. Therefore, when two such winds meet, their line of meeting is marked by calms and baflliog airs. Now, my investigations have been carried far enougli to show that at certain seasons of the year, a vessel bound from Panama to California, must cross at least three, at some seasons four, such meetings of winds, or bands of calms, before she can enter the region of N. P]. trades. Hence the tedious passage. But, altlii:>ugli the researches connected with these Charts have revealed this fact, the materials upon which they ai'e founded are not sufRcient to show Avith certainty the best way of avoiding these calm and baffling regions. In the absence of more especial information, and in view of the important interests to be subserved by a shortening of the passage from Panama to California and Oregon, I venture the following suggestions as to that passage. These suggestions are derived from the light which the experience of those Panama traders whose logs I have, cast upon the subject. But this light is feeble, because the materials whence it is derived are meagre. Still, tliey amount to several thousand observations carefully made; and in the aggre- gate they are worth more than the experience of any single navigator in that trade can possibly be. Nevertheless, I do not ask for them tliat degree of confidence to which the Sniltug Directions given in this work are generally entitled. These suggestions, added to individual experience, will probably be found by navigators to be of some service. In the discussion of the winds as it is conducted for the Pilot Charts, Panama and its approaches are included between the parallels of 5° and 10° N. Between these parallels, and east of 85° west, it appears, from the observations which have been discussed, that the prevailing winds in November, December, January, May, June, and July, are between N. W. and S. W. inclusive ; that in December, January, Febru- ary, and March, they prevail about one-fifth of the time from the northward and eastward ; that calms are least prevalent in the month of March, the prevailing wind for March being N. W. ; and for June S. W. ; though N. W. winds are also frequent in June; and that, for the other months, the observations are too few to give any indication as to the prevailing winds. Between the same two parallels, but to the west of 85°, and as far as 1)5°, the prevailing winds are in December, January, and February, N.E.; in March and April they are variable, prevailing alternately from N. E. and N. W. In May, June, July, August, and September, they prevail from south to S. W. inclusive ; in October, from S. E. to S. W. inclusive. In November, they are inclined to variable, though from S. E. by the way of south to W. S. \V. is the favorite quarter. It is, moreover, indicated that to the east of 80° the winds in December, January, and February, pre- vailing as they do from the northward and westward, are generally favorable for getting to the southward and westward, by steering S. S. W. or S. W.; that in May, calms are frequent, and the prevailing points of the wind are decidedly W. S. W., S. W., and S. E. ; and in June, W., W. S. W., S. W., and N. W. But as the favorite point is west, and calms are not so frequent as in May, June appears to be a more propitious FROM PANAMA TO CALIFORNIA AND THE NORTHWEST. tOO niontli than "Nfay for crossing tlio parallel of 5° N. by a southwardly course from Panama. Between 5° ami 10° N., for tlie other months, I have not observations enough, to the east of 80°, to justify me in any remarks as to the winds. Neither have I observations enough for January, February, or ^[arch, to the cast of 80°, and between 0° and 5° N., to authorize deductions ; but fin- all the other months of the year, they are abundant. They show that, to the east of 80°, between the equator and 5° N., tlie winds arc steady between S. E. by the south to west, and that cabns are most frequent in this part of the ocean during the months of December and April. The points from which the winds most prevail are, in December, S. W.; in April, S. S. AV., and S. W.; in Ma}^, June, and July, S. W.; in August, S. S. W., and S. W.; in September, S. W. ; in October, and November, from S. E. to W. S. W. Between 80° and 85° west from the eipiator to 5° N., the prevailing direction of the wind, all the year, is between S. K., and west by the way of south ; though from March to Augu.st, inclusive, it is most inclined to be variable. In December, March, and April, calms are most frequent. Between 85° and 90°, the prevailing quarter for the wind, all the year, from the equator to 5° N., is between S. E., and S. W. It is most variable from January to June, inclusive. In March and April, the N. E. trades are frequently found here ; calms are most prevalent in March. Continuing west between the same parallels, the region from 90° to 95° Avest seems to be, of all, the most liable to calms the year round. From October to January inclusive, they are not so frecj^uent as in the other months, being less frequent in October. From S. E. to S. S. W., is the ruling quadrant for the winds here all the year; though from January to June inclusive, they go from N. E., around by the way of east, to west. To the west of 95° they arc steady between S. E. and south, except from January to May inclusive. In January, February, and ]\[arch, they often get as far north as N. E., and in April and May, as far as E.N.E. Now then, after carefully studying this description of the wind, derived, it is true, from no great abundance of materials, I have to suggest the following routes for the consideration uf navigators bound northwest from Panama. From the Bay of Panama make the best of your way south until you get between 5° N. and the equator. Being between these two parallels, it will be for the navigator to decide whether he will shape his course west, and keeping between them until he crosses the meridian of 95° west, or whether he will cross the equator, and make his westing in south latitude, with the southeast trades on his quarter. The winds that he finds between 5° and the line should decide this cprestion for him. If he can get west here, with a good breeze, he should crack on, and when his good wind leaves him, steer S. again. If the passage from Panama be attempted in January, February, March, April, ^Nfa}', or June, time will i)robably be saved by going south of the equator; for at this half of the year the northeast trades and the equatorial doldrums are often found between the equator and 5° N. Between the meridians of 80° and 73-i THE WIND AND CURRENT CHARTS. 85° Avest, in tliis jiart of tlic ocean, these winds and calms arc found even in the months of July and August. Therefore, in coming out of Panama, and after crossing 5° N. in any season, malvc a S. W. course, if the ■winds will allow. If the wind be S. W., brace up on the starboard tack ; but if it be S. S. W., stand west, if it be a good working breeze. But if it be light and baffling, with rain, know that 3'ou are in the dol- drums, and the quickest way to clear them is by making all you can on a due south course. Suppose that, after crossing 5° N., you have got to the west of 85° without having crossed the equator. Now, if the time of the year be in that half which embraces July and December, the prevailing winds will be between S. E. and south inclusive, and the course is west as long as there is a breeze; as soon as the breeze dies away, and you begin to fight the baffling airs, conclude that 3'ou are in the vicinity of the doldrums that are often found here either between tlie N. E. and S. E. trades, or between one of these trades and the system of southwardly monsoons that blow north of the line, and between the coast and the meridian of 95° west. These belts of doldrums lie east and west, and the shortest way to cross them is by a due north and south line ; therefore let it be a rule, whenever the navigator finds himself in one of these calm belts, to make all the latitude possible, for by that means he will soonest clear it. Having crossed the meridian of 'J5°, stand away to the northward and westward with a free wind. West of longitude 100°, and between the parallels of 5° and 10° N., the winds, in the months of November and December, are variable between N. E. and south, by way of east. In January, February, and March, they are quite steady as N. E. trades. In Ajiril, they are variable. The doldrums are generally found between those parallels in this month. During the rest of the year, the winds are all the time between S. E. and S. W. It will bo well to cross the parallel of 10° N. at least as far west as the meridians of 105° or 110° W. Here, between the parallels of 5° and 10° N., the winds in November are steady from S. S. E. and S. ; December, April, and May arc the months for the doldrums in this part of the ocean. Having crossed the parallel of 10° N., between 105° and 110, the navigator is then in the fair wa}' to California. See Sailing Directions for Oih'fornin. In making the west coasts of Mexico and the United States, the kelp is said to form an excellent land- mark. This weed is very long, and grows on the rocks at the bottom. When, therefore, in approaching the coast, you come across lines or swarths of tangled kelp, its being tangled or matted is a sign that it is adrift. It is afloat in deep water, and you may sail boldly through it without fear. But when you come across it tailing out straight, it is then fost to the rocks at the bottom, and it is dangerous to get among it. Vessels out of San Francisco intending to touch at Panama or any of tlie ports south, should stand out well from the ^texican coast. Information as to the best route for these passages is wanting. But I should, with such information only as I at present have, with regard to this navigation, feel disposed, were I bound from San Francisco to Panama, to steer straight for the line somewhere about 105° west, stand on south until I could, with the S. E. trades, run in on the starboard tack for the land. KOUTES BETWEEN CALIFOKNiA AND AUSTKAIJA. 735 From Valparaiso and Callao to San Francisco, steer straight for tlio line, according to the table of cross- ing for best California passages. No other directions from these ports are necessary, for it is jilain sailing. IIOUTES J$KTWEEN CALIFORNIA AND ASIA. I am not preparcxl to give any sailing directions for this route, that are derived from an c-xtensivc sy.s- tem of research concerning the winds in this part of the ocean; but enough is known to give general di- rections, which are very simple. For the way to go under canvas from Califonua to China, is through the N. E. trade-winds; and the way to return, is with the westerly winds, which arc the prevailing winds north of 40° or 45°. This voyage is the counterpart of the route going and coming between the Capes of Virginia, and the Straits of Gibraltar; with this diffei'ence, that the Pacific Ocean is much broader than the Atlantic, and tliai the winds are much better developed out upon the Pacific, than they are in the Atlantic; ami, therefore, the passage each way between California and Cliina, will be a more certain passage, than that between the Capes of Virginia and the straits. ROUTES BETWEEN CALIFORNIA AND AUSTRALIA. The great circle distance from South Australia to California, is about 7,000 miles, and vessels iu the direct trade between Australia and the Pacific coasts of the United States, may have the choice of routes going as well coming ; going the distance to be sailed on account of detour for the sake of winds, is about 7,500 miles; returning, that is, coming this way by the eastern route, the distance is eight or nine hundred miles greater. With the exception of the N. E. trades on the passage from New South Wales, or Victoria to California, the winds are fair, or may conveniently be made fair both ways. A good N. E. course can be made through the S. E. trades ; and a N. N. W. course on the average, through the N. E. trades. But these courses wOl not give easting enough for the California-bound trader, and it therefore becomes a ques- tion for him to decide, whether he will make up his easting in the variables south of S. E. trades, or iu the variables north of the N. E. trades, for in both of those systems of variables westerly winds prevail. In coming out of the Victoria ports, go south of Vau Dieman's Land, or through Bass's Straits, as you have the winds and find it expedient. Being south of Van Dieman's Land makes it convenient to pass south of Ncav Zealand, if the wind be fair, as in the majority of cases it will be. Having passed south of New Zealand, steer for the parallel of 40° or 45° S., between the meridians of 150° and 140° W., thence for the equator between 120° and 130° W., crossing by a north course, both the horse latitudes of the southern hemisphere and the equa- torial doldrums; then run through the N. E. trades as best you may, keeping a "rap full" and running up into the variables beyond the horse latitude calms of the northern hemisphere, if need be, to complete your easting and make your port. 7o6 THE WIND AND CUKKENT CHARTS. If the winds be not fair for passing soutli of New Zealand, try Cook's Straits in preference to passing to the nortli of New Ulster. If you pass through Cook's Straits, then stick her well to the eastward and take the eastern passage. On this passage, you should run down your easting pretty well before you get far enough north to be bothered by the bafSing winds of the horse latitudes south. If these come as low down as 38° or -±0° S., stand north the moment you feel them till you get the S. E. trades ; then cross these and the N. E. trades, both as obliquely to the eastward as they will permit, with fore-topmast studding-sail set. On this passage you will have finally to run down your easting, when you get into the variables, be- yond the N. E. trades, and of course you will aim to reach the parallel of 38° or 40° N., or even a higher one north, to do this. How far you will go north depends somewhat ujion the distance you may be west of California when you lose the N. E. trades. If you be only a degree or two from the laud, you will steer straio'ht for your port without caring to get to the northward of it ; but if j'ou be ten or twenty degrees to the west of it, or even farther, then of course the distance to be run makes it an object to turn out of your way and go nortli in search of good winds. Therefore, the choice of routes on this voyage resolves itself into the answer to this question : Is it best to make easting between the parallels of -±0° and 50° S., or about the parallel of 40° N. ? If the former, then the eastern route is the route; if the latter, then the preference should be given to the western route I give preference to the eastern route especially and decidedh^ wlien the winds at starting are favor- able for the east course. I have no doubt but that, as a general rule, the winds by the eastern route, both variables and S. E. trades, are much more steady and reliable than they are by the western route. More- over, the distance from the Victoria ports, via south side of A^an Dieman's Land and New Zealand, is not more than three or four hundred miles greater than it is by the most direct route that is practicable, and the chances of good winds, by the eastern route, will, in my opinion, amply make up for this increased distance. It is proper for vne to state here that I do not give these Australian sailing directions as directions that arc founded on or derived from investigations into the routes actually pursued by vessels from Aus- tralia to California; but I give them as deductions drawn from the knowledge which I have acquired touch- inw the general system of the winds and currents out upon the high seas. The most diflrcult and uncertain parts of this passage will be in the time required to cross the three belts of calms, and to clear the winter fogs of California. But for these, the eastern passage, from Victoria to California, would be one of the most certain passages in the world. The distance from Victoria to California cannot be accomplished under canvas, by the eastern route, much short of 8,700 miles. But driving captains, with clipper ships under them, may expect to average, one trip with another along this route, not far from 200 miles per day. The clipper rate from Victoria to Cape Horn, will probably be upwards of 200 miles a day : for I feel assured there is no part of the ocean in which the winds generally will admit of more heavy dragging and constant driving than they will in the extra-tropical regions generally of the South Pacific, say on the polar side of 40° S. ROUTES BETWEEX CALIFORNIA AMJ AUdTUALlA. 737 Returning from California to tlie gold fields of Australia, tbe route out of San Francisco, sliould be down as soon as possible into the N. E. trades, as though you were bound to China, India, or the Sandwich Is- lands, crossing the equator anywhere between the meridians of 140° and 150° west, according as you prefer to run down your westing, principally in the X. E. or S. E. trades. I give the preference to the latter generally, because they arc more steady, reliable, and certain than are their congeners of the northern liemisphere — at least such is the rule. The distance by this route to Bass's Straits will be about 7,500 miles, and an increase upon this of the average distance to be sailed on the passage going, together with the distance returning, will not amount, as before stated, to more than six or eight hundred miles. Aim to cross 30° S., on the passage from California to vVustralia, in tlie neighborhood of 170° E. Thence, the course is between Australia and ISTew Zealand direct for your port. In these passages, as on the California routes generally, navigators have to cross the calms of Cancer and of Capricorn, as well as those of the equator; whicli last are found between the X. E. and S. E. trade- winds, but upon difierent parallels, according to the season of the year. It may, therefore, be remarked here, once for all, and which remark navigators bound either from the United States or from Panama to California, are requested to bear in mind, that the barometer will often enable the navigator to tell when he has crossed these belts of calms, and entered the trades. In the belt of equatorial calms there is an ascending column of air. All the atmosphere which the X. E. and S. E. trades pour into this belt, rises up and flows off by counter currents in the upper regions. Of course, then, the mean height of the barometer in the equatorial calms, is less than its mean height in the trades on either side. This difference does not, probably, exceed one tenth of an inch (0.1 inch). But close attention to the barometer in and about these calms, will often enable the navigator to decide whether the winds he may have be reall}' trade-winds or not ; for after having been fighting these calms, if j-ou get the wind from X. E. or S. E., as the case may be, and the barometer rises, then you may be sure that you have the trades. I have frequently, in the course of this work, had occasion to allude to the equatorial calms, and the rains whicb accompany them. At this day, it is not sufficient to tell the navigator that things are so. He depends more upon the lights of reason and the convictions of his understanding, less upon faitb and the ipse dixit of philosophers than he used to do. And therefore, when facts and phenomena are now stated to him, his first question generally is, for the explanation of them. I admire this spirit, and have frequently, in the pages of this work, turned aside to pay homage to it. (See the illustration afforded by Dewey's Meteorological Journal at Para, p. 167, 5th edition.) Where the two trade-winds meet, they and the vapors whicli they bring ascend, and it. is then " the rainy season."' The observations of Dewey on the land, show clearly enough that as the belt of equatorial calms passes over Para, the mean height of the barometer is less than it is in the exti'a-tropical latitudes generally, or than it is when the trade- winds prevail at Para. 93 738 TUE WIND AND CUKEENT CHARTS. There is no route on wliicli close attention to the barometer while crossing these calm belts, will be of more service to the navigator than on the Culilbrnia route from Panama. — See that Chapter, p. 7ol. In the calms of Cancer and of Capricorn, there is a descending instead of an ascending current of air; theiefore the barometer ranges higher, on the average, within those two calm belts than it does anywhere else. The difference, however, does not exceed the tenth of an inch {0.1). Close attention to this instru- ment will often enable the navigator to decide, when he has crossed this belt and got into the region of trades, even belbre he gets the wind from the trade cp.iarter. He determines this by its fall. The passage between Australia and California should be made ordinarily in from 4U to -±5 days ; — the passage to the east being rather the shorter ; of course, cliiiper ships will generally bring the passage within -10 days or less. See the remarks about the Farallones, in the tS'tnlinij Directions for Cahfornia from the United States, page 723. EOIJTES FROM EUROPE AND THE UNITED STATES TO AUSTRALIA. The gold })orts of Australia, whether the distance be measured via Cape II(_)rn, or by the way of the Cape of Good Ilope, are between 1 '2,000 and 13,000 miles from the Atlantic ports of the United States or Euro])e. The best way for vessels in the Australian trade, from Europe or America, via the Atlantic, to go, is by doidjliug the Cape of Good Hope ; and the best way to come is, via Cape Horn; and for this reason, viz: The prevailing winds in the extra-tr(.)pical regions of the southern hemisphere are from the N. W., which of course malces fair winds for the outward bound around the Cape of Good Hope, and flxir winds for the liomcward bound around Cape Horn. Here, all is plain sailing ; vessels homeward bound should steer by the shortest cut for Cape Horn, and the outward bound, after doubling the Cape of Good Hope, should shape their course as direct for the port of destination as the land and the winds will permit them. Returning by the way of Cape Horn homeward, the best route is to get south of the parallel of 4-5° or 50° S. as soon as you can. Do not hesitate, if the winds favor, to pass south of New Zealand. But whether you pass south of these islands or not, as soon as you get clear of them, let the course be shaped direct for Cape Horn; recollecting that the farther you keep south of the middle of the straight line on j'our chart from Van Dieman's land to Cape Horn, the nearer you are to the great circle route, and the shorter the distance. The difference by the great circle, and by the straight course on the Charts, being upwards of 1,000 miles. In the passage from Australia to Cape Horn, by keeping between the parallels of 45° and 60° all the ■way, you will, I am of the opinion, feel more or less the warmth and set of a current that passes south of Australia from the Indian Ocean. Whether the boisterous weather, to which a warm current in such lati- tudes Avould give rise, will compensate for the advantages to be gained in other respects, must be left for experience to determine. For my own part, I do not suppose this current to be as strongly marked as is our Gulf Streani in the Atlantic ; .though the })assage from the Capes of the Delaware to Liverpool may be considered as affording us the means of judging pretty accurately as to this passage from Australia; the chief difterence being, I suppose, in the climate and the gales, and a greater prevalence of westwardly winds. KOUTES KKOM KUUOl'K ANU THE L'XITKD STATKS TO AUriTliALIA. 739 TliG climate in the Pacific alung tliis route will be found not quite so mild as is that along the Europeau route in the Atlantic. But the gales in the Atlantic are jiroliaMy more frequent and violent than tliey are in the South I'acific; at an\- rate. I suppose that such will be found to be the ca.se, until you reach the regions of Cape Horn. The Australian routes present frequent opportunities for fine runs. In the South Pacific Ocean, below the parallel of 40° S., and away from the influence of the laud — as along this route, especially from New Zealand to Cape Horn — the westerly Avinds blow almost with the regularity of the trades; and a fast vessel, taking a wcstei'ly gale as she clears the New Zealand Islands, may now and then run along with it pretty nearly to Cape Horn; or taking it on the outward passage after clearing the Cape of Good Hope, by keeping well south, may run along with it to Van Dieman's Laud. The United States and Australia are nearly antipodal. A diameter of the earth having one end in the Atlantic upon the parallel of 38° N. at its intersection with the meridian of 35° W. would have the other near Port Philip, New South Wales. It will therefore be perceived how that the meridians of many places in America being followed to the south pole, and thence onward, woidd guide oue to various places in New Holland. Thu.s, the same meridian line which passes through Eastport, in Elaine, being continued on the other side of the world, will be found to pass near the Swan River settlement of the great Gold Continent. This meridian is a great circle; and an arc of it, therefore, represents the shortest distance between any two places that are situated upon it. Hence, it will be perceived that the great circle from New York to Australia passes very nearly through the axis of South America, thence south through the antarctic regions, and so on northwardly again, till it reaches this modern Ophir. But this route is impracticable to the navigator, and it is therefore useless to give him sailing direc- tions for it. Let us, however, look for one, which, being jiraetleable, will be found to deviate as little as possible from the great circle, and wdiieh, moreover, all things being considered, oilers to vessels in the Australian trade from Europe, as well as from the L^nited States, the fairest pros[)cet of the most speedy passages. Having found such a route, I propose to give those navigators, whether American or European, who are co-operating with me in collecting data for my researches, the benefit of additional sailing directions for Australia, or at least such farther suggestions with regard to the passage, as I at present feel prepared to make. As the great circle from New York to Port Philip passes through South America, and as the land blocks the way so that ships cannot go west of that meridian, we must look to the eastward of it for the most practicable route. Cape St. Eoque and Port Philip may be considered for all our present purposes to be actually, as in reality they nearly are, on the same meriilian. To find the great circle distance between two such places, we have but to add the codatilude of one to the codatitude of the other, and their sum gives what is J 7-10 THE WIXD AND CURKENT CH.VnTri. sought. Tims, the co-latitude of tho St. Eo([ue is 8-1:° 'P>2\ and of Port Philip, 51° -±1', the sum of which is 136° 13' of co-latitude. It Avill suit the purposes of illustration better, to couTit from the erjuator in the Atlantic at its intersec- tion with the meridian of St. Roquo (35° 2-4'), from which point the great circle distance to Australia is 8,500 miles. Now all ships, whether from Ns \v\]] generally allow for the Austra- lian route, is about 35° W., a few degrees more or less. The great circle from this crossing to Port Philip will give the navigator a very correct idea as to the best course for him to pursue after reaching 25° or 30° S., at the crossing above mentioned. The distance from it lo Port Philip is about (J.TOO miles, the arc of the great circle crossing the prime meridian between the parallels of 7*^^ and 75^ S., the meridian of 55° east between the parallels of 80° and 82° S. Here it reaches its greatest southern deelinatLon, and begins then to incline ncjrthwardly. Australian-bound vessels, therefore, are advised, after crossing the e([uator near the meridian of 30° W., say between 25° and 32°, as the case maybe, to run down through the S. E. trades, witli topmast-studding- sails .set, if they have sea room, aiming to cross 25° or 30° south, generally somewhere abotit 28° or 30° W., and so on, shaping their conrse, after thej^ get the winds steadily from the westward, more and more to the eastward, until they cross the prime meridian to the south of 50°, reaching 55° south, (f at all, in about 20° east. Thence tlie best course — if ice, &c. will allow — is onward still to the southward of east, not caring to get to the northward again of your greatest southern latitude, before reaching 120° east. The highest latitude should be reached between the meridians of 00° and 80° east. The course then is north of east, gradually hauling up more and more to the north as you approach Tan Dieman's Land. Such is the best route to Australia. — The highest degree of south latitude (ami, as a rule, the farther you go south, the shorter the distance) which it may be prudent to touch, depending somewhat on the season of the year and the winds. If the winds are not good and strong, bear south to look for them. In our summer, one will not have to go so far south to look for these winds as he will in our winter. The shortest passages, therefore, will probalily be made in the southern spring and early summer, when daylight, the winds, the state of the weatlier, and all except ice, are most favorable for reaching high southern latitudes. Now, the first thing that will probably strike tlie navigator who has not been accustomed to measure on a terrestrial globe the distance between places, will be the fact that the Cape- of Good Hope, instead of being a sort of half-way station on the road-side between Europe or the United States and Xew Holland, is some thousand miles or more to the northward of the shortest and best route. And the next thing will be, that the best crossing on the crpiator for Australiaii-boand vessels from the United States is not to the eastward, but it is on the same meridian which aflbrds the best crossing for the Rio or Cape Horn bound vessels. Vessels, therefore, bound to Australia from the United States, or Eurojie, should take the Kio route as 742 THE WIND AND CURltENT CIIART.S. far as tlie equator. ludeed, the route around Cape Horn to Australia, to tlie Cape of Good IIopc and to India, may be considered as one and the same until the belt of S. E. trades in the Atlantic be passed. Vessels bound from Europe, should aim to cross the equator in about 25°. Farther east would take them where the eipiatorial doldrums will prove troublesome; farther west, too far out of the way. Having crossed the erp.iator with sea room and a good offing from the shores of Brazil, the best course for all, wdiether European or American, is, as before stated, to crack on through the S. E. trades with topmast studding-sails set, or at any I'ate with a clean rap-full. When these winds fiiil, as they will do, from 25° S. in our summer and fall, to 35° or even 40° in our winter and spring, and the Australian trader finds himself in the horse latitudes of the southern hemisphere, his course is then duo suuili until he gets beyond them, and well into the strong westerly winds of that I'cgion. These winds will lie found, between the parallels of 45^ and 55° generally, according to the season of the year, but always between 50° and 55°, or even farther south, to prevail with great regularity and force; moreover, they are accompanied liy that long I'olling swell which will of itself help a vessel along many miles a day. All the abstracts which I have as yet received from Australian-bound traders, go to confirm and illus- trate, in the most beautiful manner, everything that I have previously said with regard to the westerly trades of the extra tropical south, and the advantages of tlie soutliern route to Australia. I have endeavored to impress navigators with a sense of the mistake they commit in considering the Cape of Good Hope on the wayside of their best route to Australia. It is not only a long v.'ay out of the best and most direct track for them, but the winds also, to the north of the fortieth parallel of south latitude, are much less favorable for Austi'alia than they are to the south of this parallel. The Sailing Directions'-^ issued by the British Admiralty, I am aware, recommend the Cape of Good Hope route, and the parallel of 3'J° south, as the best upon which to run down easting for Austi'alia. I quote from these Suilinij Diraiions: — "Ships from the Cape of Good Hope, bound to the south coast of Australia, should run down their longitude on the parallel of 89° south, wdiere the wind blows almost constantly' fi'om some western point, and generally not with so much strength as to prevent sail being carried to it. In a higher latitude, the weather is frequently more boisterous and stormy, and sudden changes of wind, with squally, wet weather, are almost constantly to be expected; especially in the winter season, and after passing the island of St. Paul and Amsterdam. Islands of ice have also been encountered in those regions, as was almost fatally proved by 11. M. ship Guardian sti'iking against one in 40° or 47° south, in the beginning of summei', and nearly foundering."f * 1853. f The Ansti-ali;i, Directory, Vol. I. K.llted hy .loliri TUirwood, ^rilsk■r, R. N. Seeond edition, lu-intcd for tlie llydnigrfiidiif Office, Admir:ilt.v, IS.',:',: CliMiiter 1., |,:il;c.s 1 :ind 2. ROUTKS KKOll KUROl'K AM) TUK UNMTEI) .STATES TO ACS'I'IJAIJ A. 743 In a note to tins parngrnpli of tlie Australia Dircclori/, it is added: "Tii summer, liowevcr, a route on tlic principle of great circle sailing, termed 'composite route,' ma}^ be advantageously adopted. See Tahks to Facilitate the Practice of Great Circle iSuiliiij. By J. T. Towson. Third edition, page 41) ; published at the Ilydrographic Office, Admiralty." Page 49 of the very excellent work of Mr. Towson's, "'j'o facti.itate the tractice of great cikcee SAILING," contains simply an example lor linding the di.stance run, by what he terms the "composite track," between latitude 4r5° 11' S., and latitude 3o° S., the difference of longitude being 140" 30'. Now, in going to Mr. Towson's very convenient tables to get out the "composite track" for tlie route which the investigations connected witli the Wind uinl Cim-eul Cliihis induce me to recommend, and wliich shall be the best that the winds and the ice will allow, tlie navigator, instead of taking the Cape of Good Hope, or its latitude, as one of his points, should take the parallel ui)on which he loses tlie S. E. trades in the Atlantic; and instead of taking the dilference of longitude between the prime meridian and Australia, or 140° 30', as one of the arguments of the calculation, he should take for that the difference of longitude between Australia and the meridian ui)on which ho happens to be wln-n he loses the said S. E. trade-winds in the South Atlantic, which would be from 170° to 175°. The maximum latitude, or the " vertex," which he should use, will depend upon tlie season of the year; and what that "vertex" is to be for any season, is one of the objects of present in([uiry, and of these investigations touching the Australian route; it will depend upon winds, weathei', ice, c^c. I hope tlie abstract logs from vessels iu tliat trade will, ere long, enable me to make a satisfactory and proper decision upon this point. For, by ascertaining that point, I expect to be able to fix delinitily upon a route which shall bring Australia some two or three weeks, perhaps thirty days, nciirer to the United States and Europe, than by the admiralty route, along the parallel of 39°, it is or can be. In recommending this new route, and a route \\liieh differs so widely from the favoriti- route of the admiralt}', I should remark that I do it, not because it is merely the great circle route, nor liecause it has anything to do with the composite track, but because the winds, and the sea, and the distance, are all such as to make this route the quickest. I say the sea, because I suppose there is no danger fnun icebergs if a proper look-out be kept; though I .should state that this is a mere supposition of my own, for I have no special information bearing directls' ui)on the subject, further than the silence of the lew navigators who have pursued this route ; for in their logs 1 find no mention of icebergs. The Sailing Directions of the Admiralty, though they mention islands of ice, which have been seeu in the bcginnintj of summer as high as 4(5° or 47° S., nevertheless, recommend vessels to go south only in the summer. Summer would be the time for icebergs; and I infer, therefore, that the case mentioned is the only one concerning the danger of icebergs by the way that has of late been properly autlicnticated before the admiralty. I do not venture lightly or without reflection to differ with the Ilydrographic Office of England, in matters of this .sort. That is high authority, 1 am aware. I allude to its work, and the opinions uttei-ed by it, with the utmost respect. The object that I, and those who co-operate with me, have in view, is the 744 THK WIND AND CUKRENT CHAKTS. object for -wliicb the great Ilydrograpliic Office of the world — that of the British Admiralty — was esta- blished and is maintained, viz : for the improvement of navigation, the benefit of commerce, and the good of the seafaring community. Our objects being the same, therefore, when my investigations, which have so far been carried on through a separate and independent system of observations, lead me to results which diifer from conclu- sions by others, I may surely be permitted to announce these results; and if they differ from admiralty authorities, I may also be permitted, without offence, to allude to that diflerence, and to show, by facts and observations, not which side is entirely right — for that is not alwaj's the case with either — but which is the less wrong. In further proof that the route recommended in the Sailing Directions of the Admiralljj is too far to the north for the best winds, I shall quote from several abstract logs; indeed, I might say, from all which have been received fron^ Australian traders, for they all go to show the same thing. The following is directly to the point. It is from the abstract log of the barque Gem of the Sea, Captain Albert Bowen, from New York to Australia, in 1S53: — " Before sailing, I obtained an English directory for the Indian Ocean and Australia, published in 1843, which recommended crossing in the latitude of o9° south, which I followed, and Avhich I think greatly prolonged m}' passage. I would advise going as far south as 48°, where they will get a strong steady wind from the westward. By crossing in 39°, I very unexpectedly got a great deal of northerly and easterly wind, with more calms and light winds than I ever experienced before. I have crossed the Indian Ocean both in summer and winter, but never experienced half so much easterly winds in all before." Captain George II. Ileaton, of the English emigrant ship, Thomas Arbuthnot, sends me a beautiful abstract log of a voyage in that ship from Plymouth to Sydney. She sailed October 5 ; followed the admiralty route by passing near the Cape of Good Hope, and running along thence due east near the parallel of 89° or 40° S. Erom the time she lost the S. E. trades in the Atlantic (22° S.) to Sydney, she had 63 days. This was in 1848. In June of the same year. Captain Ariaans, of the Bremen ship Leontine — and from whom I have received a most valuable contribution in the shape of a number of admirably kept abstracts — also with the same SaiJinij Directions for his guide, took likewise the admiralty route. From the time of his losing the S. E. trades in the Atlantic — June 9, latitude 26° S. — to Adelaide, she had 53 days. On this passage, she barely touched the parallel of 40° S. once. Now, this was in the southern winter, when those "brave west winds" of the extra-tropical south make their nearest approach to the equator. The Leontine found at this season of the year these west winds as constant and as steady, between 38° and 40°, as the Arbuthnot, at her season of the year, would have found them along the 2:)arallcl of 45° or 46°. I quote so much of this abstract as relates to this jiart of the passage : — ■ KOUTES FKOM JiL KOI'E AND THE UMTEl) STAIES TO AUSTKALIA. I -to Abstract Log of the Bremen Ship Leontine (W. T. AniAANs). Bremen to Port Adelaide, South Australia, 1848. Latitude TIIKl . 9 A. M. WIXD.S. Date. Longitude Bar. REMARKS, at noon. at noon. Air. Water. First part. Middle part. Latter part. 1848 June 9 2o°42'S. 41°06'W.30.0 69° 69° N. E. N. N. Brisk and cloudy. 10 27 54 37 41 29.9 '68 69 N.E. N. E. N.E. Brisk and cluudy. 11 29 49 34 50 29.9 '68 69 N.N.E. N. N. E. N. E. Brisk and cloudy. 12 31 44 31 16 29.9 '68 69 N. N. N. Brisk and cloud^^ 13 33 05 27 09 30.0 an 68 N. N. N. Brisk and cloudy. 14 34 18 22 57 30.0 68 68 N. N. N. Very brisk and pleasant. 15 'No obs. No obs. 29.8 68 68 N. N.N.W. N.N.W. Very brisk with rain. 16 No obs. No obs. 30.0 68 68 N. N. W. N. \V. N. W. Very bri.sk with rain. 17 34 22 9 19 30.0 68 68 N.N.W. N. N. W. N. N. W. Very brislc and clear. 18 34 16 4 39 30.0 68 68 N. N. W. N.N.W. N. N. W. Vei-y bri.-^k and clear. 19 ,34 22 35 30.0 69 68 N.N.W. N.N.W. N.N.W. Moderate; fine weather. 20 34 36 1 19 E. 30.0 69 68 N. W. N.W. N. W. Moderate; fine weather. 21 135 18 4 30 30.0 69 68 N.W. N.W. N.W. Moderate; fine weather. 22 36 06 8 11 30.0 67 67 N.W. N.W. N.W. Moderate; fine weather. 23 36 43 12 30 30.0 67 67 N.W. N.W. N. W. Brisk and cloudy. 24 No obs. No obs. 29.8 67 67 N.N.W. N.N.W. N. N. W. Commences moderate; increas- ing wind. 25 35 44 17 55 29.9 67 67 W. S. S. Unsteady and baffling. 26 36 40 19 46 30.0 65 68 S.E. S. S. E. S.E. Moderate. 27 37 48 19 48 64 68 A'ariable Variable Variable Variable; light and calm; heavy swell from eastward. 28 38 14 23 55 29.7 64 68 S.W. S.W. S.W. Brisk. 29 37 18 27 49 29.9 iSQ 66 W. S. W. S. S. S. E. Brisk with heavy squalls. 30 37 02 28 01 30.0 i^G 66 S.S.E. S.S.E. S.S.E. Brisk with heavy squalls. July 1 38 20 32 00 30.0 65 66 S. S. S. Moderate; fine weatlier. 2 38 31 34 50 30.0 66 66 S.W. S.W. S. Moderate; fine weather. 8 38 38 86 27 29.9 67 m S.W. N.AY. W.N.W. Light and baffling. 4 38 26 41 28 30.0 65 65 N.W. N.W. N.E. Brisk and cloudy. 5 38 50 45 54 30.0 61 60 N. N. W. N. N.W. Brisk and cloudy. 6 38 49 49 02 30.0 60 60 N. N. W. N.N.W. N.N.W. Brisk and cloudy. 7 38 18 51 58 30.0 00 60 N. N. W. N.W. N. Brisk and clear. 8 N"o obs. No obs. 30.0 65 04 N. N. W. N.W. N.W. Moderate with rain. 9 ^7 56 60 88 30.0 65 65 N.W. N.N.W. N. N. W.'Brisk and clear. 10 N^o obs. No obs. 29.8 65 65 N.W. W. W. Squally with rain. 11 !8 88 68 88 29.8 65 64 W. W.byN. W. by N. Squally with rain. 12 J9 09 71 56 30.0 66 66 W.N.W. N.W. N. W. Fine breeze and cloudy. 13 39 41 No obs. 30.0 66 66 N.W. W. S. W. Squally with thunder and light- 14 39 41 80 00 30.0 67 66 W.S.W. W. S.W. Very brisk; clear. 15 39 57 85 21 29.8 m 66 W. W. W. Very brisk; occasional rain. 16 40 08 89 59 29.5 66 66 N. W. W. N.W. Unsteady, blowing hard at times. 17 39 08 94 37 29.6 66 66 W. W. W. Brisk and cloudy. 18 38 57 98 14 30.0 66 m W. N.W. N. W. 'Fine breeze and clear. 19 No obs. No obs. 30.0 65 m N.N.W. N. N. W. Fine breeze and cloudy. 20 -39 12 107 07 30.2 64 66 N.N.E. N.N.E. N. N. E. Fine breeze and clear. 21 39 03 111 02 30.2 67 66 N.N.E. N. N. Fine breeze and clear. 22 38 18 115 20 30.0 66 66 N. N.W. N. Fine breeze; drizzling rain. 23 37 22 119 17 29.9 m m N.W. W.N.W. W.N.W. Fine breeze; drizzHng rain. 24 36 16 123 30 29.9 68 67 W.S.W. W.S.W. W. S. W. Pleasant breeze. 25 36 04 126 42 30.0 67 67 S.S.W. S.W. W.S.W. Pleasant fine weather. 26 36 00 131 02 30.0 67 67 S.W. W. S. W. S.W. Pleasant fine weather. 27 35 31 138 25 30.1 68 67 W. S. W. S.W. W. S. W. Pleasant fine weather. 28 25 35 184 25 30.0 68 67 W.S.W. s. W.S.W. Moderate, with rain. 29 No obs. 135 14 30.0 68 65 S.E. E.S.E. S.E. Light airs, with rain. 30 No obs. No obs. 80.0 68 64 N.E. N. E.N.E. 31 No obs. No obs. 30.0 68 64 N.E. N.E. N.E. Aug. 1 No obs. No obs. i N.E. N.E. N.E. Arrived at Port Adelaide. 94 74:6 TUE WIND AND CUEBENT CHARTS. I have arranged the winds in columns, in order that their great predominance from the westward might the better be seen at a glance. Captain Ariaans tried this route again at the same season of the year in 1850. "With experience now to o-ulde him he ventured farther to the south, and though he only went about two degrees and a half farther south, he gained by it nearly a week. From the time when he lost the S. E. trades, June 24, lat. 24° S., to Adelaide, she had 47 days; thus gainino-, by edging away only two or three degrees south of the admiralty route, five days. I quote this abstract log also: — r.Ol'TKS l''l ;o M KUROl'K A\D THE rNITKI) STA'l'KS TO AUSTKAI.IA. 747 Abstract Log of tlie Bremen Ship Leontine (W. T. x\uiAANs). Bremen to Port Adelaide, Soidh Australia, 1850. TIIEK. 9 A. M. WINDS. Date. Lntitiule Longitude Bar. 1 UK.MAIIKS. at noon. at noon. Air. Water. Fir.st part. Middle part. Latter part. 1850 I June 24 1 >4°11'S. 32°44'W. S.E. E. S. E. E. N. E. iModcrate breeze. 25 ] ^0 obs. No obs. { 50.0 N.E. N. N. N. W. Moderate breeze. 26 i 11 19 26 43 ; 30.0 ' '0° 70° N.N.W. N.N.W. N.AV. Moderate breeze; cloudy. 27 \ 28 24 23 48 N. W. W. N. W. Moderate breeze; cloudy. 28 ' Z9 58 23 57 >9.8 ( 37 67 S. S. E. S. E. E.S.E. Light airs; cloucly. 29 31 44 23 14 E. N. E. N. E. Light airs; cloudy. 30 33 05 20 38 29.8 ( 37 67 N. K. N.N.E. N.W. Light airs; cloudy. July 1 ^0 obs. No obs. 29.8 N. W. by N. N.W.byN. N". W. by N. Light airs; cloudy. 2 35 49 14 30 34 66 N.W. W. AY. S.W. Moderate; clear. 3 36 26 10 16 29.9 W.S.W. s. w. S.S.W. i Moderate; clear. 4 35 52 6 27 29.8 s.s.^Y. s. SbyE. Licreasing wind; thunder and lightning; rain. 5 35 29 2 48 29.9 1)2 66 s. s. w. s. s. w. S. S. W. Strong breeze; hail and rain Sf^ualls. 6 35 54 16 E. 29.9 1)4 65 s. s. w. s.w. AY. Strong breeze; hail and rain squalls. 7 36 47 3 35 29.9 33 64 AY. N. W. AY. Strong breeze; hail and rain squalls. 8 37 33 7 40 29.7 31 60 N.W. N. W. N. AY. jA''ery unsettled; high sea. 9 38 09 11 58 29.8 57 52 N.W. W. N. AY. Strong wind; high sea. 10 38 37 16 42 29.8 60 54 N.W. N. W. N. AY. Strong wind; cloudy. 11 38 56 21 02 29.8 58 52 W. N. W. W. N. AV. W.N. AY. ;Strong wind; cloudy. 12 40 08 25 03 29.7 57 52 W. N. W. W.N.AV. AY.N.AY. Brisk and pleasant. 13 40 47 28 06 29.7 56 53 N.E. N. N.E. Fine breeze; clear. 14 41 40 31 13 29.8 56 53 N. N. N. Light airs ; clear. 15 42 26 34 16 30.0 52 50 N.E. N.E. N.E. Light airs; clear. 16 42 42 39 24 30.0 49 45 N.N.B. N.N.E. N.N.E. Brisk airs; clear. 17 No obs. No obs. 29.9 45 43 N. N. E. N. N.AY. Light airs and foggy. 18 42 16 48 00 29.7 39 43 N.W. W. S.S.E. Light breeze. 19 41 46 51 09 30.0 39 4f) 36 46 43 S.S.E. E. N.E. Moderate. 20 No obs. No obs. 29.9 49 N.E. N. N.AY. Fresh breeze; cloudy. 21 No obs. No obs. 29.9 48 47 N. W. N. N.AY. Fresh bi-eeze; cloudy. 22 42 44 65 24 30.0 54 52 N. N. W. W. N. Fresh breeze; pleasant. 23 No obs. No obs. 29.8 54 52 N.N.W. W. S.AY. Aloderate, then heavy squalls and rain. 24 42 28 75 28 29.8 50 54 s.w. S.W. AY. Heavy squalls withhail and snow. 25 42 10 80 10 29.7 51 54 W. N. W. s. w. AY. S.AY. Heavy thunder and lightning, hail-storm, kc. 26 41 17 84 59 29.8 54 53 W. S. W. s. w. S.AY. A^iolent squalls; thunder and lightning. 27 39 59 89 44 29.9 S.S.W. s. S. Squally; ends moderate. 28 38 49 93 19 i29.9 s. s. s. w. S. S. W. Brisk and moderate; clear. 29 38 44 96 03 s.s.w. Variable AY. N.W. Variable wind; good weather. 30 38 40 98 48 W.N.AV. W. N. W. W.N. AY. Moderate breeze; clear. 31 38 42 101 50 30.0 59 59 N.W. N.W. N.AY. 'Moderate breeze; clear. Aug. 1 38 56 105 03 I3O.O N.W. W. N.N. AY. 1 Light airs; clear. 2 39 02 109 42 30.0 63 64 N. N. W. N. N. Brisk, with rain. 3 '38 56 114 14 N. N. W. W. iChangeable; at times heavy wind. 4 38 33 118 00 64 64 W. AV. S.AY. 1 Moderate; clear. 5 38 29 120 00 s. w. A'ariable N.E. Changeable; light airs. 6 38 22 125 05 N.N.E. N. N. 13risk and very pleasant. 7 37 56 127 56 N. N. N. E. N. N. E. Increasing wind and sea. 8 No obs. No obs. 29.8 N. N.N.B. N. N. E. Heavy wind and high sea. 9 36 06 134 34 N.W. AV. S. jSquaily with rain ; pleasant. 10 35 44 1 136 21 S.S.W. S. W. Variable .Commences moderate; ends calm. 748 THE WIND AND CUKRKNT CUAllTS. In 1852, and at the same season of the year, Capt. Cave, of the American ship Helena, went on the same voyage from New York. lie was very near or actually on the parallel of 40° S. for twenty-three days consecutively, making in that time 103° of longitude, or on the average, 4° 28' per day. The Leon- tine, on her second trip, was in the same latitude, fifteen days consecutively, during which she made C5° of longitude, or on the average 4° 20' per day. She was on or near the parallel of 38° S. for eleven days consecutively, during which time she made Ijut 34° of longitude, thus averaging 3° per day against 4° 20' and 4° 28' on the other trips ; and which each of the two vessels accomplished by going a little forther south, but into a region of much better winds. The Ilelena took the "brave west winds" of this route in lat. 32° S., long. 27° W., and with the excep- tion of two days near the Capo of Good Hope, did not record a wind Avith easting iu it — but for one day — thence to Port Philip. From the meridian of the cape, in lat. 39°, he had a run of twenty-seven days to the golden land. He kept along near the pai-allel of 41°, and avei'agcd nearly five degrees of longitude a day. The Gem of the Sea, the Bremen ship, tlie Englisli ship, and the American ship, all aftbrd practical illustrations of the error into which the Admiraltij Suiling Dircctious have led navigators, by teaching them, when bound to Australia, to consider themselves as on the India route as far as the Cape of Good Hope. The two routes really run together no farther than the calms of Capricorn in the Atlantic. Here they turn off from each other at sharp angles; that for the laud of gold being nearly due south, that for India a little to tlie south of east. "With the view of farther illustrating these facts, as well as the route, T quote the Helena's abstract log from July 15, taking her up in her greatest longitude west after crossing the equator, which she did July 4, loug. 31° 30' west. She moreover appears to have found the belt of horse latitudes south, quite broad, for she was iu baflling winds from 20° to 27° S. (five days.) ROUTES FKOM EUKOPE AND THE UXITEU STATES TO AUSTKALIA. 749 Abstract Log of the Ship Helena {F. II. Cave), New York to Port Philip, A nslralia, 18.52. THEB . 9 A. M. WINDS. Date. Latitude Loiifcitude at noon. Bar. UKMAIIKS. at iiouu. Air. AVater. First part. Middle part. Latter part. July 20 32°15'S. 27°39'W. 60° 62° N. N. N. W. N. N. W. Stiotif^ bi-eczes iuid cloudy. 21 ;33 4U 24 14 57 64 N. N. W. N. W. W. N. W. Strong l)reezc8 and rough soa. 22 '35 OG 19 38 57 56 W. N. W. W. N. AV. W. N. W. iStrong breezes and s([ually. 23 135 12 14 47 56 56 W. W. W. Strong gales and squally. 24*l35 14 10 28 56 58 W. by S. W. by S. W. by S. Strong gales and squally. 25* 36 11 6 42 61 56 s. w. S. W. to N. N. N. W. Moderate and passing clouds. 26* 36 53 2 35 58 55 N. N. W. N. AV. N.W. Moderate and squally. 27 37 46 1 56 E. 56 55 W. N. W. N. W. Moilcrate and squally. 28 37 33 6 00 56 55 W. N. W. W. N. W. N. W. Baflling with hail scjualls. 29 38 12 10 50 56 56 N. W. by W. N. \V. by W. N. W. by W. Strong gales and squally. 30 38 24 15 12 60 51 W.N.W. W. N."W. W. N. W. First strong, middle gale, ends moderate. 31 38 23 17 23 60 51 W. N. W. S. S.E. s. First and middle strong and squally, ends light and cloudy. \.ug. 1 38 3G 20 31 60 60 S. to S. E. Calm. E. Light, baflling, and rainy. 2 !39 12 23 34 66 65 E. N. E. N.E.toN. Moderate and jiassing clouds. 3 39 18 27 4y 62 58 N. N. N. Moderate and passing clouds. 4 40 07 32 48 29.50 60 56 N. N. by E. N. N. E. First moderate, middle squal- ly, ends fine. 5 39 50 35 50 29.95 58 56 N. S. W. W. to S. Light, calm, moderate, and S(|ually. Baflling and squally. 6 29.69 56 54 N. E. by E. N. E. N. to N. W. 7 40 41 44 01 29.70 54 51 N.W. W. W. Commenced moderate and squally with rain ; ends gales and squall}'. 8t'40 31 47 13 29.96 56 48 W. S. W. to W. N. Strong, baffling, moderate, and squally. 9 41 06 52 28 29.80 58 54 W. N. W. N.W. N. W. Commenced moderate ; ends strong. 10 41 59 58 06 29.40 56 52 N. W. to N. N. N. Strong breezes and passing clouds ; ends strong gales. 11 41 53 62 22 29.09 58 50 N. W. N. W. W. N. W. Strong gales and heavy sea. 12 41 05 67 09 29.20 58 50 W. W. S. W. W. S. W. Strong gales and heavy sea. 13 39 52 71 56 29.70 56 54 w. s. w. w. s. w. s. w. Strong gales and heavy sea; ends more moderate. 14 [so 57 76 46 29.80 54 52 w. s. w. w. s. w. w. Fine breezes and pleasant. 15 ko 01 81 33 29.50 56 52 W. N. W. w. w. Moderate and strong breezes and squally. 16 40 08 86 15 29.40 56 52 W.S.W. toS. s. w. W. N. W. Strong breezes, and gales, and squally. * The course of this clever navigator, from July 18 to 24, proves what I say. Tlie Helena was aiming for the \isual track around the Cape of lOod Hope. She did not take the fork in the route, to which I have alluded; and, by so missing her way, she certainly prolonged her passage lonsiderubly. She should have run down witli the winds on her quarter upon a S. S. E. course, or tliore away, until she got the "westerly trades," he northern verge of which she found July 29 ; that is, 11 days after losing the S. E. trades, and near the parallel of 38° south. f Here she appears to have got regularly into the westerly trades. And now it is not difficult to cast back and see how much the clever master f this ship would have gained, if he had had these Sailiiic/ Directions before him: or if, on the 18th of July, he had stood away a little to the east^ fard of south, reaching the parallel of 45° somewhere about 2.5° or 30° west, and then edging up east, but still keeping to the soutliward. The nearer the poles the shorter the degrees of longitude. Ships intending to take this route should be well manned and found, that they may stand the boisterous, rolling, and rough-weather run that lay be expected along this route of fair winds. 750 THE WIND AND CUREENT CHARTS. Ahstracl Log of the Shi]) ZTeZena— Continued. Date. Latitude at noon. Longitude at uoon. Aug. 17 39°50' S. 18 39 30 19 39 23 20 39 42 lEK. 9 A. M. Bar. Air.; Water. First part. 90°30' E. 29.20 50°i 51° 21 22 23 40 25 94 58 100 07 105 19 109 29 29.30,54 ! 50 29.40 50 1 50 Middle part. Latter part. 40 29 !114 35 40 22 119 32 24 140 21 25 26 40 23 No obser 27 '41 01 28 39 32 29 No obser 122 41 128 09 vation. 136 14 140 07 vation. ;29.40 i29.45 29.64 I 29.76 29.70 29.58 49 51 50 50 56 50 50 56 54 54 52 60 50. ^ 50 50 50 50 56 w. s. w. w. s. w. s. w. W. N. W. W. N. W. W.toW.S.W. s.w. N. W. N. N. W. toW. N.W. W. w. s. w. w. s. w. w. s. w. s. w. W. N. W. w. w. s.w. N. W. to N. N. N.N.E. W. W. w. Heavy gales, and squally ; with hail, thunder, and lightning. _ Heavy gales and squally, with hail. Heavy gales and squally, with hail. Heavy gales and squally, with hail. First and middle moderate ; ends strong, and passing clouds. First, strong and squally; ends clear and strong gales. First, strong gales and liail squalls; middle moderating; ends moderate and clear. N. W. Moderate, calm, and baffling. N. Strong breezes and passing clouds. N. N. E. Commences moderate ; mid- dle and heavy gales, and thick rainy weather. N. W. to N. Strong gales and squally. W. Commences strong gales and rainy; ends fine breezes. N. W. and Commences strong breezes baffling. and clear ; 2 A. M. made the land ; ends baffling. w. s. w. w. s. w. s. w. W.S.W.toW. W. N. W. W. S.W. The Helena s log aflurds a very good illustration as to the mistake which the Australian-bound trader is very apt to make, by supposing that his route through the South Atlantic lies along the usual track of vessels bound around the Cape of Good Hope. The Australian route is not the Old India route any farther than the polar edge of the S. E. trades. Both from America and Europe the route to Australia, as far as the calms of Capricorn, is perfectly understood; so far, it is the route around Cape Horn, and it is the route also around the Cape of Good Hope. The saving already effected for this part of the route from the United States is on the average ten days. With the assistance of navigators in the Australian trade, I hope to reduce the average of the passage for the vessels of all nations to that land of gold, at least, another ten or fifteen days, probably more. A vast gain of time in that voyage is to be made upon the admiralty route. At the last meeting of the British Association, it was stated by a distinguished gentleman from Bombay, that, where he came from, it was estimated that a set of Charts and Sailing Directions for the Eastern Seas, based upon the principles of these, would produce an annual saving to British commerce that would bo erpiivalent to a gain of $1,000,000 to $2,000,000 (£250,000 to £500,000). ROUTES FRO>f EUU01*K AND THE UNITED STATES TO AUSTRALIA. 751 At first, I thought this au over-esthnatc as to the saving they would effect, even for the whole world, ia all parts of the ocean. I thought this, because I had never computed the rate per ton per day, that shippers usually pay for freight across the high seas. Between Europe and the United States, the average time both ways, from all ports, is about -iO days; and the average freight about $5 the ton, or twelve and a half cents per ton per da}'. From the United States to Hid, the average time is about 45 days, at an average freight of S8 the ton, which is at the rate of 17.7 cents the ton per day. From the United States and Europe to Australia, the average passage is about 100 days, and the aver- age fi-eight about $20, or 20 cents the ton per day. To California, the freight ranges from §25 to $30 the ton, with an average passage of 135 days. This also gives an average rate of freight of from 18 to 22 cents per ton per day. To be within the mark, let us assume the average rate of freight per ton per day, under canvas, on these distant voyages, to be 15 cents, and the average size of the vessels in that trade to be only 500 tons (it is really about 700). The saving to be effected thereby, to vessels co-operating in this system of research, at 15 cents per ton per day for ten days, will be on the average at the rate of §750i4»MMipf for each vessel of 500 tons, whose passage these Charts may shorten. Supposing, therefore, that 150 vessels only per month, or 1,800 per year of all flags, go from the jjorts of the North Atlantic Ocean to Australia, it appears that the amount to be saved here is even greater than the estimated amount for the Indian Ocean. The United States alone, therefore, are not the only nation that is interested in the results of these investigations. All who use the sea are interested in them alike. But the Secretary of the Navy, the lion. J. C. Dobbin, has, on the part of the United States, with the view of enlisting the most extensive co-operation in this common plan for the common good, authorized all shipmasters that navigate the sea under friendly flags, to be placed upon the same footing with regard to the Wind and Current Charts which American shipmasters occupy. That is, any merchant captain, whatever be the flag he sails under, who will agree to keep and furnish an abstract log, of ei-eri/ voyage, according to the form prescribed at ]ip. 91 and 95, and on the terms set forth at p. 763 of this work, will be furnished therefor with a copy of these Sailing Directions, and of such sheets of the Charts as relate to his cruising ground. Therefore, before applying for the Charts, each master should furnish himself with at least one good chronometer, one good sextant, two good steering compasses, a marine barometer, and three air and water thermometers, which barometers and which thermometers have been compared mth recognized standards. I say at least, because this is the smallest outfit of instruments that can enable the navigator properly to perform his part of the agi-eement. The several foreign governments invited to co-operate in this system of research, have been requested to appoint each some person to receive these Charts, and distribute them to the shipmasters under the flag of his country, who are properly qualified and prepared to furnish, in the required form, the observations required. 752 THE WIND AND CURRENT CHARTS. It tlius appears tbat navigators, who are invited to co-operate in this system, arc not invited to labor for naught. There is a prospect of direct pecuniary benefit to inure to every ship, the result of whose observations shall contribute to the shortening of the passage a single day ; and that benefit is in saving, at the rate of $75 per day, for every day, on every voyage, that the passage of a vessel carrying 500 tons merchandise may be shoi'tened. A clipper ship, well handled, and with a good streak of luck in making the rim from the United States into the variables of the southern hemisphere, will be able, now and then, to make the passage to Australia by this route in 60 days, if not in less time ; but in 60 days it can be accomplished under canvas alone. It used to be a ten-months' voyage. In that trade, clipper ships will be able to set up a strong opposition to steamers ; for if we take into account the increased distance that steamers, touching at the Cape of Good Hope, and one or two other places, for coal, will have to go, together with the delays incident thereto, we shall see that our clipper ships have not much cause to fear that steamers will ever run them ofi' the water in the Aus- tralian trade. Ships with steam, as an auxiliary only, may drive clijsper ships from that track. As it has been already remarked, Australia and the United States are antipodal; they are about 12,000 geographical miles apart, and it is about as near to come via Cape Horn, as it is to go via the Cape of Good Hope. The steamers, therefore, on their return via the Gape of Good Hope, have head winds to contend with for that much of the way; whereas the canvas trader, returning by Cape Horn, has fair winds to go, and fair winds to come, from the Cape of Good Hope all the way east, even to Cape Horn. The passage from Ca]5e Horn to the United States is sometimes made from forty to forty -five days; and Cape Horn may be reached under canvas from Port Philip, Avith these westerly winds and long swells, and by keeping well to the south, in twenty or twenty-five days. I have great confidence in the existence, regTilarity, and force of these N. W. trades in the great south- ern ocean, especially on the polar side of 49° or 50° S. The opinion may be rash, or the expression of it may seem like a boast ; but, be what it may, I here venture the prediction, that the round voyage from the United States to Port Philip or Hobartown, and home again, can be made, and will be made, under canvas, by the route here laid down, in 130 or 135 days, or less. Nay, I go further — for so great is the confidence I have in the propelling power of these Avestwardly trades of the extra-tropical south — and venture the opinion that a voyage of circumnavigation can be accomplished by this route in less time than the passage has ever yet been made by clipper ships from New York or Boston to San Francisco. ROUTE FROM AUSTRALIA. Here, again, the statistics with regard to the winds and currents of the South Pacific Ocean, which the abstract logs of the fleets of vessels that are collecting data for me furnish, compel me to differ from the recommendations of the Admiralty in the Sailing Directions for Australia. ROUTE FROJf AUSTRALIA. 753 Tlio homeward route recommended iu flie AustraJia Direclory of the Admiralty, already referred to, and pnLlished in IS."),'!, (Vom Australia, is thus described at jtage 4: — "Ships bound from Sj'dney to Europe or Ilindostan, from the 1st of September to the 1st of April, may proceed by the southern route throu<2;h Bass Strait, or round Tasmania, easterly winds being found to prevail along the south coast of Australia at that season, particularly in January, February, and March, when ships have made good passages to the westward, by keeping to the northward of 40° S., and have passed round Cape Lceuwin into the S. E. trade-wind, which is then found to extend farther south than during the winter months. In adopting the southern route, advantage must be taken of every favorable change of the Avind, in order to make westing; and it is advisable not to approach too near the land, on account of S. W. gales, which are often experienced even in summer, and the contrary currents, Avhich run strongest in with the land. The prevalence of strong westerly gales renders the southern route very difli- cult, and, indeed, generally impracticable in the wintei-, although the passage has been performed at that season, by ship's in good condition, which sailed well ; but the northern route, through Torres Strait, is preferred in the winter months." Here is a difference as wide as the poles, and as far as the east is from the west. Those Sailing Direc- tions which I am now writing are founded on, in fact they are the results of, the actual experience of navi- gators, and yet so great is the difference between them and the British admiralty, the highest authority known in navigation. They recommend vessels bound to Europe or America, from Sydnej', to steer to the southward. The Admiralty Directory says, go north. They advise vessels to go through Cook's Strait, or pass south altogether of Kew Zealand. The Directory of the Admiralty says, go north of New Holland, and pass through Torres Strait. They say, come east. The Admiralty says, go west. The same brave west winds which take vessels so rapidly from the meridian of the Capo of Good Hope eastwardly, along the parallels of 50° to 60° towards Australia, will also bring them over eastwardly along the same parallels towards Cape Horn. The investigations which have been carried on at this of[ice, concerning the winds of that part of the ocean, forbid me to recommend this Admiralty route to any homeward bound European or American vessel, imder any circumstances whatever ; always assuming that these directions are intended for ships that are seaworthy, properly fitted and found. The average passage to Europe, by this Admiralty route, is 120 days. Ships may occasionally find the easterly winds as low down south as the directions of the Admiralty sug- gest ; but it is the exception, not the rule, so to find them. In proof of this, I refer to the Pilot Charts of that part of the ocean, and shall quote other authorities. To establish this point, I take the first abstract that I lay my hands upon. That happens to be the Thomas Arbuthnot's — an English trader — from Sydney to London, via Cape Horn. 95 754 TUK WIND AND CUREENT CHARTS. Abstract Log of the Thomas Avhvthmt [G. H. ITeaton), S>jdney to London, 1849. j THEU. 9 A. M. Date. Tifititutlc Longitude Bar. 1 Viinda. at noon. at uoon. 1 1 Air. \ 34° Vater. April 2:]41°0T' S.', 24,44 10 179°54' E. 29.95 |( 62° East. 177 31 W. 29.60 32 59 E. by N. 254G 27 173 55 30.00 ; Gl 58 E. to N. 1 26 47 42 171 24 30.10 58 54 N. to N. N. W. 27 49 04 171 04 30.20 58 56 East. 28 50 01 166 14 30.08 58 54 N. E. to N. W. 29 50 14 160 40 29.70 55 53 W. N. W. 30 50 32 154 59 29.70 54 52 West. May 1 2 50 49 150 22 29.80 53 51 "West. 50 47 145 02 29.70 54 49 West. 3 51 21 139 48 29.60 53 48 West. 4 52 04 134 30 29.70 52 47 West. 5 52 19 128 35 29.75 50 46 West. 6 52 48 123 32 29.70 50 44 West. 7 53 11 117 50 30.05 50 44 N. W^ to W. 8 53 40 112 48 30.08 50 44 W.S.W.toS.W 9 54 09 106 37 29.50 50 44 S.W. 10 54 33 101 34 29.35 50 44 S. W. to W. 11 56 06 96 23 29.50 45 44 S. W. to S. 12 55 21 92 06 29.20 43 40 S. S. E. to W. 13 56 24 86 38 29.22 44 43 w. 14 56 40 80 24 29.50 44 42 w. 15 56 40 75 27 29.48 46 48 S. W^ to S. S. E 16 56 52 69 10 29.35 40 40 South. 17 56 52 65 20 29.17 42 38 S. W. to S. S. E 18 55 05 60 19 29.5 43 40 S. E. to N. W. 19 53 2L 55 24 29.35 42 42 S. W. to S. 20 51 15 51 17 29.50 42 42 S> E. to S. 21 49 57 48 23 29.48 44 42 S. W.toS. Variable ami clear. Mo(ler;ite and clear. Strong breezes and heavy rain. Strong breezes and heavy rain. Moderate and clear, a heavy swell. Steady, strong breezes, and clear. Steady, strong breezes, and clear. Steady, strong breezes, and clear. Steady, strong breezes, and very cold. Steady, strong breezes, and very cold. Steady, hard gales, and very cold. Steady, hard gales, and vei-y cold. illard gales, very cold. [Hard gales, very cold. I Hard gales, very cold, hazy, and damp. Hard gales, very cold, hazy, and damp. Hard gales; much sea; much snow. Jloderate breezes and clear. Freshening gales, with a high sea. First part'hard gales ; ends moderating. Steady, strong winds, heavy squalls, and rainy. Steady, strong winds, heavy snow, and rain. Variable, with light rain ; ends increas- j ing, snow. jVery heavy squalls, high sea. 'Very heavy squalls; 2 P. M. saw Diego Ramirez Island. Heavy gales, with lots of snow. Heavy breezes, continual snow squalls. Heavy breezes, continual snow squalls. Moderate and clear. Now this is not a fast ship, yet in forty days from Sydney she had doubled Cape Horn. She did not get into those "brave ^vinds" until April 27, lat. 49° S. From that time till May 17, when she was off the Horn, she ran with flowing sheets through these free winds of the west, 106° of longitude in 20 days, which gives her the average rate of 5° 18', say 200 miles per day. The barque Gem of the Sea (A. Bower), which took the Admiralty route to Australia, and missed the strength of these westerly winds, resolved to avail herself of them from Tort Philip to Callao. She accordingly followed very nearly the great circle route, reaching the parallel of 50° south, in about longitude 169° east, and not recrossing it until 140° west (9 days). She arrived at Callao, November 1, 1853, after the extraordinary run of 37 days from Port Pliilip. Steam could not have done much better. She had westerly FKOM TIIK .SANDWICH ISLANDS, IIOMK. 755 winds all tlie way, until she reached the parallel of 10° S., longitude 80° W. It is unusual, however, to carr}' these westerly winds so far up into the region of S. E. trades. Again, the distanee home from Anstralia, is very miK.'h the same by Cape Horn, as it is by the Cape of Good Hope. It is obvious, therefore, that a vessel, running before these west winds, to Cape Horn, takes a route home, which, as to time — the true measure of distanee — is nmch nearer than it would be to steer west in the face of these winds. But the Admiralty Directory recommends the navigator, it may be said, to go north, to get out of the region of these west winds ; to go where the winds are easterly, and then steer west. In reply, it may be remarked that, by going towards the equator, you go away from the great circle, •nhere the degrees are short, and the distance shortest, into parallels where the degrees are long and the distanee greatest ; and then the easterly winds are not, for speed, equal to those of the "bonny west," farther south. These winds are already beginning to be known so avcII to the Australian traders, that it is usual for them, I am told, when bound home by this route, to strike topgallant-masts, before leaving port. It is a voyage that tries ship and crew ; but of all the voyages in the world, that part of it between the offings of Australia and Cape Horn is perhaps the most speedy for canvas. There it may otxtrun steam. I have deemed it proper thus to allude to what I consider faulty Sailing Directions, because that Director}'- is uttered by the highest authority known to navigators ; and because it was necessary to point out wherefore, and wherein, I differ, that navigators may then be enabled the better to choose, each for himself, which of the two to follow. FROM THE SANDWICH ISLANDS, HOME. South of the calms of Capricorn, the winds are the same all round the world. Taking them on meri- dian of the Cape of Good Hope, a fast ship may run with them to the eastward, averaging upwards of 200 miles a day all the way round to Capo Horn. Capt. McKay, in his passage of 83 days, in the Sovereign of the Seas, from the Sandwich Islands to New York, carried the S. E. trades down to the parallel of 45° south. There, he found the baffling Avinds peculiar to the horse latitudes ; after crossing the parallel of 48°, he cleared this belt, and took the famous westerly winds which wafted him along so finely. There is warm water, an Australian gulf stream, to be crossed or drifted along with, between Port Philip and Cape Horn. In the paper on the Gulf Stream, which is referred to at p. 332 of this work, the existence of such a body of warm water was theoretically pointed out. The abstract log of the Sovereign of the Seas gives me practical proof of its existence, as the following extract will show : — 756 THE WIND AND CURRENT CHARTS. Date. Lat. S. Long. W. Temp. Air. Temp. Water. Marcli 8 47° 49' 158° 30' 70° 70° 9 48 26 150 28 67 65 10 48 25 151 24 65 65 11 48 15 143 44 60 60 12 48 19 136 32 60 62 13 48 40 129 19 40 43 14 48 58 125 00 43 42 Ilere is a change of 19° in the temperature of the water in one day's run; and from the parallel of 47° 49' to that of 48° 40', though the difiorence of latitude is less than one degree, the difference in the temperatui'e of the water is 27° ! I shall not now stop to investigate the genesis of this warm water and warm current; suffice it for our present purpose to say, it receives its warmth in the equatorial regions ; but whether in the Indian Ocean or in the torrid zone of the Pacific, it is immaterial for our present purpose. We know it comes from warmer latitudes than those in which the Sovereign of the Seas found it; and, therefore, it has southing, and, if southing, probably easting also, in its course. In like manner, the cold water into Avhich this ship ran from the warm, we may, for like reasons, sup- pose to come from towards the polar regions, and to be bound probably to the coast of Peru, there to feed that remarkable current which was discovered by Humboldt, and which runs up as far as to the Galapagos Islands, where it probably joins the equatorial current that flows west from the meridian of 100° "W. in the torrid zone of the Pacific ; and which, taking a sweep down towards the Society Islands, may complete the circuit, and so feed the warm current of which I have been speaking. Is this cold current in 45°, or 50°, or 55° south, an ice-bearing current ? Vessels bound around Cape Horn from any of the inter-tropical islands of the Pacific, should run south through the trades with topmast studding-sails, make for the trade-like westerly winds of the South Pacific, and with them run down their easting for Cape Horn. I may quote the abstract log of the Sovereign of the Seas, McKay, on her celebrated run from Oahu to New York, in 1853. This log will also serve still farther to illustrate these Sailing Directions for the homeward passage from Australia. The Sovereign of the Seas is one of the glorious fleet of a thousand sail that is voluntarily engaged in making observations for the Whid and Current Charts. She it is, it will be recollected, who, taking them for her guide, made the extraordinary run of one hundred and three days from New York to San Francisco, both crossing the equator in the Pacilic and arriving in port on the day predicted. Eeturning from the Sandwich Islands to New York, in the remarkably short run of eighty -three days, she passed through a part of the Great South Sea, which has been seldom traversed by traders — at least, I have the records of verv few that have. t FKOM THE SANDWICH ISLANDS, HOME. 7.57. Little or nothing, except wLat conjectures suggested, was known as to tlie winds in this i)art of tlic ocean. The resuUs of my investigations elsewhere, with regard to winds and the circulation of the atmo- sphere, had enabled nie to announce as a theoretical deduction, that tlie winds in the " variables" of the South Pacific woidd probably be found to prevail from the westward with a trade-wind like regularity. - Between the parallels of -±5 and 55 degrees south, and from the meridian of the Cape of Good Ilope eastward, around to that of Cape Horn, there is no land or other disturbing agent to intercept the wind in its regular circuits; here the winds, it was conjectured, would be found blowing from the west with greater force than from the east in the trade-wind regions ; and, giving rise to that long rolling swell peculiar to those hyper-austral regions of the Pacific, they would enable ships steering east to make the most remark- able runs that have ever been accomplished under canvas. The Sovereign of the Seas has aflbrded the most beautiful illustration as to the correctness of these theoretical deductions. Leaving Oahu for New York, via Cape Ilorn, February 13, 1853, she stood to the southward through the belts, both of the northeast and the southeast trades, making a course good on the average through them, J TOO O O J a little to the west of south. She fiuall}' got clear of them, March 6, after crossing the parallel of -15° S., upon the meridian of lG-i° W. The 8tli and 9th, she was in the horse latitude weather of the southern hemisphere. So far, her run had been good, but there was nothing remarkable in it. Having crossed the parallel of -±8° S., she found herself, on the 10th, fairly within the trade-like west winds of the Southern Ocean; and here commenced a succession of the most exti'aordinary days' runs that have ever been linked together across the ocean. From March 9 to March 81, from the parallel of 48° S. in the Pacific, to 35° S. in the Atlantic, during an interval of twenty-two days, that ship made 29 degrees of latitude, and 1'2G of longitude. Her shortest day's run during the interval, determined by calculation, from the position given in the log, being 150 knots. The wind, all this time, is not recorded but (.>uce with easting in it; it was steady and fresh from the westward. In these twenty-two days, that ship made five thousand three hundred and ninety-one nautical miles. The predicted triumph of canvas under these west winds over steam elsewhere is already realized; for here is a ship under canvas, and with the winds alone as a propelling power, and with a crew, too, so short, the captain informs me, that she was but half manned, accomplishing, in twenty-two days, the enormous run of six thousand two hundred and forty-five statute miles (one-fourth the distance round the earth), and making the daily average of two hundred and eighty-three statute miles and nine-tenths (283.9). During eleven of these days consecutively, her daily average was three hundred and fifty-four statute miles ; and during four days, also, consecutively, she averaged as high as three hundred and ninety-eight and three-quarter statute miles. This abstract log will also illustrate very well the homeward passage from the islands in the Pacific 758 THE WIND AND CURRENT CHARTS. generally; tliat is, tlie way home tlience is in all cases to run down sontli until yon get into the westerly winds, and then bear away east. Captain McKay made only one mistake by the way, and that was in getting from the S. E. trades through the belt of the horse latitude weather into the N. W. trades, I may call them, of the southern hemisphere. In passing from one system of trades to the other, or from the trades to the variables, there is always a debatable ground which belongs neither to trades nor variables. This debatable ground between the trades about the equator is called the doldrums. Between the trades and the variables of the extra- tropical regions, it is called the horse latitudes. lu these debatable grounds, calms and baffling winds are to be expected, sometimes of several weeks, and often of many days, and occasionally of only a few hours' duration. And the rule for crossing these belts is, whenever there is sea-room, to steer due north or south according to your destination. Therefore, in coming from the Sandwich or the Society Islands, or California to Cape Horn, the rule should be to go south as fast as possible, in order to get in the N. AV. trade-wind region of that ocean with its heaving swells. Until you get into the region of these winds, no course can bo given. The best passages are to be made by crossing the trades with topmast studding-sails set. And in illustration of this, I might refer to the abstract log of the Sovereign of the Seas, as well as of the Comet and the Flying Dutchman from California. The last two ships, though they lost the S.E. trades in about 30°, did not get the regular westerly winds for some ten days afterwards, near the parallel of 48° or 50°. All three of these ships were in this debatable ground of Capricorn in the Atlantic, from two to three days; the Sovereign of the Seas making oidy (38, 8-i, and 72 miles a day; the Comet, 27 and 43 miles on two successive days; the Flying Dutchman, 4G and 104. Indeed, it may be said that these ships fell in with the bafiling winds of the horse latitudes 3d of April, when they lost the N. W. trades. Returning, therefore, to the route to Australia, and thence home via Cape Horn, I beg to impress navigators with the fact that I am not prepared to sj^eak as to the ice that may be expected so low down as the parallel of 55° or 60° south, between the meridians of the Cape of Good Hope and Van Diemau's Land ; and, therefore, navigators who take these Sailing Directions for their guide, must judge for themselves as to dangers from the ice by the route of which I am now treating. I have no reliable information upon that subject. 759 Abstract Log of the Ship Sovei-ei'gn of the Seas, L. McKay, hound from Uonolulu to New York, 1853. Date. Latitude at noon. Longitude at noon. Uist, per 15ar. theh. 9 A.M. WINDS. REM M-.KS. log. Air. Water. Fir.st jiart. .Middle part. Latter part. b. V2 Sailed from Ilcmolulu. 13 19°21'N. 158°10'W. 108* 30.10 75° 77° N.K. Variable E. First part, fiiio ; iiiiildle p;irt, scjual- ly ; eiid.s, lij^iit. 14 18 10 159 10 89 30.10 75 77 E.toK.S.E. S. E. E. toN. E. .\early caliii. 15 16 20 159 43 120 30.05 78 78 S. E. S. S. E. S. S. E. Nearly calm ; fine and tdear. 16 12 27 160 28 265 30.00 75 78 S. S. E. S. S. E. E. by S. First part, li<;lit breezes; eud.s, fresh ami scpially. 17 8 13 159 00 301 30.00 77 76 E. by R. E. by S. E. N. E. Heavy breezes and elnmlv weather. IS 4 20 157 42 302 30.00 81 79 N. E. by E. N. E. by E. E.toE.S.E. Strong breezes and cloudy; rough 19 2 40 158 49 166 30.00 80 80 S. E. by E. S. E. S.E. sea . .Moderate weather. 20 47 160 50 156 S. E. S.E. S. E. by E. I'ieasant weather and light breeze. 21 2 27 S. 157 35 211 30.00 85 85 E.N.E. E. N. E. E. iN .E. Pleasant weather and light breeze. 22 5 47 159 38 199 30.10 85 83 I'ieasant weather and light breeze. 23 8 32 160 03 164 3000 87 85 E. E. E. Pleasant weather and light breeze. 24 9 22 160 11 82 29.95 87 81 E. S. E. Variable S. S. E. Light and variable. 25 11 44 160 10 140 29.90 85 83 E. N. E. Variable Variable Sf|ually with rain. 26 16 25 159 54 307 Variable E. E. Strong breezes and squally, with heavy rain. 27 20 42 160 59 308 29.90 78 82 E. E. E. Strong breezes and squally, with heavy rain. 28i24 34 160 41 231 E. E. E. N. E. Steady breeze and clear. irch 1 27 32 D. R. 159 36 D. R. 179 29.90 77 80 N.E.toS.E. E. S. E. N.E. First part, variable winds and squal- ly ; ends, fresh. 2 30 17 159 20 173 29.92 78 78 N.E. N.E. N.E. Light variable winds, with heavy 8 32 41 159 40 150 29.00 87 76 S. E. by E. E. E. rain. First part, light winds, with rain; ends, pleasant. 4 37 14 161 15 311 29.82 71 72 S.S.E. S. S. E. S.S.E. Strong breezes and squally; sprung fore-topmast. 5 42 00 163 21 308 29.80 70 70 S. S. E. S.S.E. S. S. E. Strong breezes and squally; heavy G 45 04 164 00 198 29.93 70 70 S. S. E. E. E. by N. sea. Strong breezes and squally; heavy 7 47 07 D. R. 129 S. E. by E. S. E. by E. S. E. by E. sea. Moderate weather; fished fore-top- mast. .Moderate weather. 8 96 N.E.byE. N. E. by E. N. E. by E. 9 48 2G 156 23 169 29.90 67 05 N. N. W. N. W. Moderate weather and pleasant. 10 48 25 151 24 271 30.05 65 65 N. W. N. W. N. W. Fresh breezes and pleasant. 1] 48 15 143 44 332 30.05 60 60 N. W. N. W. N. W. Strong gales and heavy s(|Ualls during the night. 1248 10 136 30 312 29.89 60 62 W. S. W. W. S. W. w. s. w. Strong breezes throughout. 13 48 40 129 19 284 28.95 40 43 w. s. w. N. N. W. N. N. W. First part, fresh breezes; latter part, heavy gales. 14 48 58 125 02 207 W. N. W. N. W. s. w. Fresh gales and heavy sea; latter part, moderate. 15 49 00 118 46 275 ^x. s. w. W. S. W. W. S. W. 1 Fresh breezes and cloudy. 16 49 40 109 28 396 N. W. N. W. N. W. Strono;breezesaudeloudy,witbrain. 171.50 25 101 58 311 30.05 43 43 N. W. N. W. N. W. Strong breezes and heavy sea. 18152 12 91 28 411 N. W. N. W. N. W. Strong breezes and rough sea. 19 55 18 84 03 360 N. W. W. W. Strong westerly windsand heavy sea. 20;56 18 76 58 267 29.72 43 41 W. N. W. AV. N. W. W. N. W. Strong breezes and pleasant. 21 56 23 69 00 307 29.60 49 49 N. N. W. N. N. W. N. W. 'Moderate breezes and pleasant ; 1 made Diego Ramirez, bearing ' E. by S., distant 15 miles. 22i55 17 64 50 172 29.00 N. N. ^A^ N. N. W. N. N. W. Light Ijreezes and warm weather. * The distances in this column are the distances as given by the log. 760 THE WIND AND CURRENT CHARTS. Abstract Log of the Ship Sovereign of the Seas — Continued. Date. Latitude at uoon. 24 25 26 27 28 29 30 31 1 2 3 4 5 8 t) 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 54°37' S. 52 42 60 15 47 53 44 39 41 50 39 19 37 30 35 28 34 10 32 13 31 09 29 47 28 39 27 33 26 24 24 19 22 18 21 11 19 53 12 31 9 37 Longitude at uoou. 03 50 14 20 46 48 49 N. 1 21 2 42 5 34 13 20 16 10 19 42 23 21 26 00 28 10 29 53 31 43 33 13 34 32- 37 22 60°30' W. 53 15 47 47 43 05 43 24 38 30 34 20 31 18 29 57 28 11 30 47 29 16 27 55 27 47 26 49 27 12 28 47 30 20 32 21 33 24 34 37 34 17 34 22 35 20 37 25 39 05 40 00 40 37 42 22 41 18 42 42 45 15 52 23 54 55 59 02 61 35 62 40 04 00 68 03 71 26 73 26 71 47 74 35 Dist. per log. 146 251 203 168 190 237 183 188 161 171 105 135 124 143 84 128 156 149 207 280 196 141 152 166 99 61 98 77 53 106 237 293 285 282 286 273 ISS 153 196 199 Bar. THEK. A. M 29.70 29.75 29. 7S 30.47 29.95 9.95 30.10 30.52 29.95 29.90 30.12 30.15 30.18 30.12 .30.11 30.10 30.10 30.10 30.00 30.00 29.90 29.90 29.95 30.00 30.00 30.00 30.10 30.10 3014 30.15 3012 30.00 30.15 30.00 30.12 Air. Water. 40' 45 50 54 63 07 67 73 77 80 78 76 79 79 76 76 82 83 85 89 89 89 90 90 85 85 86 83 86 77 68 40° 45 48 47 52 54 63 66 67 73 77 80 78 76 79 79 76 76 82 82 84 87 89 89 88 90 85 85 85 83 86 77 71 First part. Middle part. Latter part N. W. N. N. W. N. N. W. W. N. W. W. N. W. N. E. by N. N. N. N. N. E. N. by E. N. by E. N. by W. N. N. by E. N. x\. W. N. by E. N. N. E. N.E.byE E. E. E. S. E. S. E. E.N. E. E. N. E. Variable N. N. E. N. N. E. Calm iV. E. byN. N. N. E. E. N. E. E. E. E. S. E. S. E. S. E. N. by E. N. N. W. N. W. W. N. W. W. N. N. E. N.E. N. N.N. E. N. N. E. N. N. E. X. by W. N. by E. N. by E. N. by E. S.E. E. N. E. E. N. E. E. N. E. N.E.byE. E. N. N. E. E. S. E. E. S. E. E. N. E. N. N. E. E. N.E. N.N. E. S. E. N. N. E. N. E. N. N. E. E. E. E. W. iS. S.E. N.E. N. N. E. N. N. W. N. W. N. W. W. N. W. N. W. E. N. E. N. by E. N. N. W. N.W.byN. N.E. N. N. by E. N. N. by W. N. N. E. N. N. E. N. N. E. N. E. N.E.byE. E. E. R. E. S. E. E. N. E. Calm Variable N. N. E. Calm N. N. E. W. N. N. E. E. E. E. .'?. E. S. E. N. N. E. N. N. E. First part, ligbt breezes and plea- sant; hitter part, fresh and foggy. Moderate breeze and foggy. Steady breezes and pleasant weather. Light breeze.s and pleasant. Light breezes and eloudy. Light breezes and heavy sea. Moderate breezes and cloudy. Light breezes and pleasant. Strong breezes and s((ually; latter part, rainy. Light breezes and pleasant. Light breezes and pleasant. Light breezes and pleasant. ]jight breezes and pleasant. Light breezes and pleasant; latter part, S(|ually with rain. Light breezes and pleasant. Squally with rain; ends light breezes and cdear. Light breezes and pleasant. Light breezes and pleasant; latter part, showers of rain. Light variable winds and pleasant. iModerate breezes and pleasant. Fresh and cloudy. .Moderate and cloudy; ends, squally with rain. Light and pleasant. Fine weather. Light winds and clear. Calm and squally, with light rain. Light breezes and squalls. Calm, with passing squalls of rain. Light airs and sultry. Light airs and passing clouds with rain. Calms and squalls. Fine breezes with occasional squalls. Fine breezes. Fine breezes and fine weather. Fresh breezes and pleasant. Strong breezes and passing clouds. Pleasant breezes, with a rough sea. Light breezes and pleasant. Commences pleasant; ends rainy, thick weather. Moderate breezes and thick, rainy weather. Pleasant with p.assing clouds. Weather cool and pleasant. Commences calm; ends with mo- derate breezes. Moderate breezes; sounded in 40 fathoms : bottom. Made Barnegat light at 1 A. M. ; took a pilot on board, and stood in; at 3 P. M., anchored in East Kiver. CONDITION'S UPON WHICH THE WIND AND CUKKENT CHARTS AKK Fl'KNISHED TO NAVIGATORS. 761 A LAST WUKD AlJOl'T Till': IIOUTK TO UK), AND POUTS BEYOND TIIH EQUATOR. At page 418, I have rccomniciRleJ that vessels bound from Eoston, >i'e\v Yt)rk, &c., foi- iLe southern hemisphere, should, when they come out with good and fair winds, stand cast, or as nearly east as the land and a regard for their own safety will permit, until they reach the meridian of 00° W., or even of 55° W., and then stand away to the southward, aiming to strike the calms of Cancer in 40° or 45° W., and thus iiavc room enough to push straight across those calms on a south cours(', if the winds should baffle them there. Vessels from the Capes of the Delaware or Yiiginia should do the same; that is, stand due east when the winds are fresh and fair for that course ; otherwise, all of them should follow the usual route. Navigators will understand that tliis route is only recommended when, on taking their departure, the winds are favorable for making easting rapidly; for, when they do come out with the winds so favorable, the shortest passages, especially from New York, and ports east, may be expected by this route ; but when the winds are not divorable at coming out, for going east, then the chances by this route for a quick passage to the line, are not so good. CONDITIONS UPON WHICH THE WIND AND CURRENT CHARTS ARE FURNISHED TO NAVIGATORS. It is supposed that the proceedings of the Maritime Conference at Brussels will give a new impulse to the Wind and Current Charts, and greatly increase the number of laborers in this field of research. To enlarge the corps of observers, and to extend the benefits of this system of observations, the lion. J. C. Dobbin, Secretary of the Navy, has authorized the merchant vessels of all friendly nations trading upon the high seas, to be put upon a footing with American vessels as it regards these Charts. He has, moreover, commanded the Al)stract Log, recommended by the Conference at Brussels, to be used on board of every man-of-war; and he recommends the same to be done by merchantmen, as per the following GENERAL UKDEll. Navy Dei'akt.ment. Xdccrnher o, 1853. The form of the "Abstract Log" recommended by the late Maritime Conference at Brussels is hereby approved and adopted for use in the Navy of the United States. It is recommended to navigators generally, and will be faithfully kept ou board of all vessels in the naval service. Commanding officers of vessels are especially charged with the execution of this order; and they will transmit copies of the abstract kept on board, to the Chief of the Bureau of Ordnance and Hydrography, at the end of the cruise, and at such other times as he may direct. Signed, J. C. DOBBIN, Secretary of the Xuvy. 9G 7(j2 THE WIND AND CUKRKNT GUARTS. To entitle, the navigator to a copy of these Clicirts, or rather, of such sheets as relate to his cruising grounds, and a copy of the SuiVnvj Dircdions, he should be able to show that he is prepared to rnakc the observations required of him ; or, in other words, that he is provided with the requisite iustrumcuts, which should be, at least, one good steering compass, one good sextant, one mercurial barometer, and three air and water thermometers. I say at least, because the above enumeration includes only the instruments that are essentially necessary to enable the navigator to comply with his part of the agreement. The Charts are to be had by American shipmasters on application either at the National Observatory, Washington, or at the office of its agent, George Manning, No. 142 Pearl Street, New York. Holland has established a AVind and Current Bureau, under the superintendence of Lieutenant Marin Jansen, of the Dutch Navy. England is doing the same, which is to be under the Board of Trade. English co-operators are there- fore referred to Captain F. W. Beechey, K. N., member of the Naval Department of the Board of Trade, for further information as to their obtaining the Charts. . Spain and Portugal, Belgium, Sweden and Norway, Russia, Prussia, and Denmark, the Republic of Bremen, and the free city of Hamburg, have taken, or are preparing to take similar measures. The Charts, &c., for their navigators, will be delivered to such persons as those governments may appoint to receive them ; and each one, no doubt, will in due time let those whom it concerns know how, where, and upon what terms, the Charts, &c., are to be obtained. These Charts, it cannot be too often repeated, arc based upon information collected for the most part by private ship-owners and masters. The information being furnished to the Government gratuitously, the Government incurs the expense of publishing it, and of making it available to navigators. The Govern- ment, then, offers a copy of the Chart so published to every navigator, upon condition that he will continue to keep and forward to this office abstract logs of his voyages, which abstracts are required to be kept according to the form herein prescribed. Every navigator, who, after receiving a copy of the Charts, fails to comply with these conditions — -viz : to keep abstracts of his voyages, as per form, and to transmit them to me, at the National Observatory, on his return to the United States, or, on his return to his own country, to transmit them to the person ap- pointed to receive tlicm — forfeits his claim to all future publications. The following is the form of the receipt which every navigator is required to sign for such Charts as he may receive : — CONDITIOXS UrOX ■\VJ11CI1 'J'llK WIN'I) AND CUllKKXT CJlAliTo AKE FL'KNISIIED TO XAVIGATOHS. 7G3 FORM OF KKCKII'T. Received this daij of 185 from one Abstract Log, one Copu of Maury's Sailing Directions, edition, and sheets Nos. {Series A.) do. do. ( " B.) do. do. ( " 0.) do. do. ( " B.) do. do. ( " E) do. do. ' ■ ( " F.) Maury's Wixd axd Current Charts; /or, awl in consideration of ichicJi, I promise to keep, in the manner and form prescribed, a Journal of my Voyages, and, on my return, to transmit the same to the National Observatory, Washington. Commanding of Bound Navigators -will please bear in miud that the abstract logs wliicli tliey return to tliis ofllce, arc to be bound, and to be preserved for use and reference for an iudefiuite period. Therefore, it is desirable that care should be used with the abstract on boai'd ship, so that it may be returned in good condition for pre- servation. For these reasons, it is desired that the abstract log should be returned only at the end of the voyage, and not, as heretofore, when the voyage has been half completed. Vessels, therefore, in the California trade, are requested not to return their logs from San Francisco, but to continue them, and transmit them on their return to the Atlantic States. It may be proper to add here, that the navigator who receives a copy of the Clutrts and Sailing Direc- tions is expected to give his co-operation by keeping an abstract log, not only for the voyage npou which he may then be bound, but for all subserpicnt voj^ages, or until he shall be informed that no iarther co- oi^eratiou is desired. And whalemen will please recollect that their abstracts must embrace, for every day tltat tliey are not at anchor, a regular record of their latitude and longitude, force and direction of the wind three times a dav, temperature of the air and water, and mention of whales whenever seen. 764 THE WIND AND CURIiEXT CHARTS. NAMES OF THE OFFICERS EMPLOYED IN THE CONSTRUCTION OF THE WIND AND CURRENT CHARTS. North Atlantic Track CnAKTS.— Lieuts. D. D. Porter, Wliiting, Ilerndon, Wyman, Beaumont, and Gibbon, Prof. Wm. Flye, Passed Midshipman Temple. North Atlantic Thermal Charts. — Lieut. Gautt and Prof. Flye. North Atlantic Pilot Charts. (All denominations of Pilot Charts.) — Lieuts. Herndon, Dulaney, n. N. Harrison, Ball, Forrest, and Balcli, Prof. AV. B. Benedict, Passed Midshipmen Davenport, Powell, De Koven, Wainwright, Roberts, Do Krafft, Woollcy, Jackson, Murdaugh, Semmes, Johnson, Lewis, Terrett, Wells, and Brooke. North Atlantic Trade-Wind Chart. — Lieut. De Haven. North Atlantic Storm and Eain Charts. — Lieuts. Minor, Ball, and ^Y. Rogers Taylor. South Atlantic Track Charts.— Lieuts. Whiting and Gibbon, Profs. Flye and Benedict, Passed Midshipmen Temple, Woolley, and Badger. South Atlantic Thermal Charts.— Lieut. W. R. Gardner and Prof Flye. South Atlantic Storm and Rain Charts.— Lieuts. Minor, Beaumont, Guthrie, and Passed Midship- man Young. North Pacific Track Charts.— Lieuts. Whiting, Gibbon, and W. C. B. S. Porter, Prof Flye, Passed Midshipmen Fillebrown and Badger. North Pacific Thermal Charts.— Lieut. W. Ross Gardner. South Pacific Track Charts.— Lieuts. Whiting, Gibbon, Balch, and W. C. B. S. Porter, Prof Flye. Indian Ocean Track Charts.— Lieuts. Whiting, Gibbon, Balch, Wyman, and W. C. B. S. Porter, Prof Flye, Passed Midshipmen Temple and Brodhead. Indian Ocean Thermal Charts.— Lieut. W. R. Gardner. Whale Chart.— Lieuts. Ilerndon and Fleming, Passed Midshipmen Welsh and Jackson. Programme Chart.— Lieut. Wvman and Passed IMidshiimian Jackson. 1 STATEMENT, SHOWING THE CHARTS THAT HAVE BEEN PUBEISHE]), ETC. 765 STATEMENT, SIIOWIN(! Till'] CHARTS THAT HAVE ]5EEX ITHLISIIEI), AND STATE OF FOllWARDNESS OF THOSK RKMAINING TO BE 1'UJ5L1SHKD. North Atlantic Track Charts, in eiglit sheets, exlcuLliug from 20° E. to 100° W., mid rrom tlio equator to (35° 30' N. AH publislied. NoKTU Atlantic Thermal Charts, in eight sheets, uirI ol' the same dimensions as the Track. Charts. All published. North Atlantic Pilot Charts, in two sheets, extending from 0° to 100° W., and from the equator to 70° N. Second edition. All published. Trade-Wind Chart of the North Atlantic, in one sheet, extending from 10° VV. to 100° AY. Published. Storm and Rain Chart of the North Atlantic, in one sheet, extending from 10° E. to 100° W., and from the equator to G0° N. Published. South Atlantic Track Charts, in six sheets, extending from 20° E. to 100° W., and from the equa- tor to 65° 30' S. Sheets one and two are a second edition. All published. South Atlantic Thermal Charts, in six sheets, and of the same dimensions as the Track Charts. All published. South Atlantic Pilot Charts, in two sheets, extending from 20° E. to 70° W., and from the equa- tor to 70° S. All published. Storm and Rain Cii.4.rt of the South Atlantic, in one sheet, extending fronr 20° E. to 7° W., and from the equator to 60° S. ; is nearly ready to send to the engraver. North Pacific Track Charts. — This series, when completed, will consist of eleven sheets, extending from 110° E. to 70° W., and from the equator to 65° SO' N. Of these, sheets Nos. 8, 9, 10, and 11, have been published. The Coast Line has been engraved for all the other sheets, and tracks have been laid down for sheets 6 and 7. North Pacific Thermal Charts, in eleven sheets, and of the same dimensions as the Track Charts. Considerable progress has been made in the construction of this series ; but the work upon them has been suspended, for tlie present, for want of force. 7G6 THE WIND AND CURRENT CHARTS. North Pacific Pilot Charts, in six sheets, extending from 15° E. to 75° "W., and from tlie equator to 70° N". Of these, slieets Nos. 5 and G have been published, and tlie rest are now in process of con- struction. Storm and Eain Charts for the North and South Pacific Oceans are being constructed. South P.-vcific Track Charts.- — This series will consist of ten sheets, extending from 140° E. to 70° W. Sheets 5 and 10 have been published, and the Coast Line has been engraved for Nos. 3 and 4. South Pacific Pilot Charts. — This series will consist of si-x sheets, of which No. G alone has been published — the remaining sheets being now louder construction. Indian Ocean Track Charts— the series to consist of eleven sheets — extending from 20° E. to 140° E., and from the equator to 65° 30' S. Of these, the Coast Line has been engraved for sheets 1, 2, 4, 5, 8, 9, 10, and 11, and some progress has been made in drawing tracks for sheets 4 and 5. Mr. Flye is now draw- ing the Coast Line of sheet 7. Indian Ocean Thermal Charts. — The series will consist of eleven sheets, and will be of the same dimensions as the TR.iCK Charts. Considerable progress has been made in the preparation of all the sheets of this series ; but the work upon them has been suspended, for the present, for want of material. The Pilot Charts for the Indian Ocean are included under the head of South Pacific Pilot Charts. Whale Chart of the World, in 4 sheets. All published. Programme Whale Chart, in 1 sheet. , Published. Physical Map of the Ocean, in 4 sheets — in process of construction. Pecapitulation. Number of sheets already published ......... 48 Number of sheets in the hands of tlie engraver ....... 20 Number of sheets in process of construction ........ 44 IIEFERENCE TO EXPLANATION OF PLATES. PAGE PLATE I 32(3 PLATE II 125 PLATE III 32i PLATE IV . 109 PLATES Y. AND YI 320 PLATES YII. AXD YIII 230 PLATES IX. AND XIII. (See Whale Chart.) . 864 PLATE X 309 PLATES XL and XII. . ... 329 PLATE XIV. 290 PLATE XV 298 PLATE XVI. . 90 PLATE XVII 314 CONTENTS The Field of Research A Universal System of Observations . Report of the Royal Society . The Maritime Conference at Brussels . Minutes of Proceedings of do. Directions for keeping the Abstract Log Form of the Abstract Log The Indian Ocean Circular of Commodore Wm. M. Crane First Trial of the Wind and Current Charts Influence of the Gulf Stream on the Trade of Charleston Currents of the Sea Circulation of the Atmosphere Red Fogs and Sea Dust JIagnetism, and the Circulation of the Atmosphere The Rain Winds of the Mississippi Valley Faraday's Discoveries The Theory of Ampere The Equatorial Cloud-ring Currents of the Red Sea Geological Agency of the Winds Why is the Sea salt ? The open Sea in the Arctic Ocean Instructions to Lieutenant De Haven Lieutenant De Haven's Report The Taney (Lieut. Walsh) Instructions to Lieuts. Walsh, Lee, and Berryman Vigias and Rocks erased Deep-sea Soundings — Circular Instructions about Sounding-twine 97 PAGE 1 15 32 54 60 88 93 97 105 107 109 112 117 133 138 145 149 151 153 159 163 177 190 196 198 213 214 219 225 226 770 CONTENTS. Dircctious for taking Deep-Sea Soundings ..... Brooke's Deep-sea Sounding Apparatus (Plates VII. and A^III.) Deep-sea Soundings, U. S. Brig Dolphin (Lieut. 0. H. Berrjman) do. do. do. Second Cruise (Lieut. 0. II. Berrjmanj do. do. ship Congress ..... Tabular Statement of Deep-sea Soundings by the U. S. Ship Albany . do. do. do. Brig Dolphin (Lieut. S. P. Lee) do. do. do. do. (Lieut. 0. II. Bcrr do. do. by other Vessels Time and Rate of Descent of Sounding Shot The Great Soundings of the Congress, Herald, and Dolphin compared The Basin of the Atlantic (Plate XIV.) Vertical Section across the North Atlantic (Plate XA^.) Ooze and Bottom of the Soa Topographical Chart of the Sea Gales of the Gulf Stream September Gale of 1848 (Plate X.) . do. do. 1852 (Plate XVII.) The Storm and Rain Chart (Plate III.) The Pilot Charts (Plates I., V., VI.) The TJiermal Charts . The Banks of the Gulf Stream The Track Charts The Trade-Wind Charts The Whale Chart (Plates IX., XIII.) Letters from Whalemen Routes to Europe do. from Europe Explanation of the Route Tables Route to New Orleans . . Route to the Coatzaooalcos River West Coast of Africa . Ports beyond the Equator Route to Rio for December do. do. January do. do. February do. do. March do. do. April man) CONTKNTS. 771 Route to Rio for IMaj- . Juno ..... July (for fast Vessels) do. (for dull Sailing Vessels aud tiuiid Navigators) August ..... September, October, aud November . do. do. do. do. do. do. do. do. do. do. Tide Rips . . . . . Rio Tracks (Plates XI. and XII.) Mistakes in the Route to Rio ..... Crossings by New Route to Rio, &e. .... Crossings by Middle Route to Rio, &c. .... On the Passage around Cape Horn .... Cape Horn Tracks ...... Cape Horn Crossings ...... The Barometer off Cape Horn ..... Barometric Anomalies off Cape Horn and in the Trade-wiuds . Mean aionthly Height of the Barometer off Cape Horn and in the Trade-wind^ The Route to California ..... Crossings in the Pacific, from 50° S. to the Line Distance in Time from United States to St. Roque, with otiior Parts of Best Passages, from 50° S. in the Pacific to the Line . Crossings in the Pacific ..... Average Length of best Passages from Atlantic Ports of the LTnited States and from the Equator in the Pacific to San Francisco Best Passages to California reviewed . Place of crossing Equator in the Pacific on best Passage for each Month Route to California reviewed ..... Route from Panama to California and the Northwest . Route between California and Asia .... Route between California and Australia Route from Atlantic Ports to Australia Admiralty Route do. do. .... Route from Australia to Atlantic Ports Admiralty Route do. do. . Route from the Sandwich Islands to Atlantic Ports Route from Islands in the Pacific to Atlantic Ports The Sovereign of the Seas ..... A Last Word about the Route to Rio and Ports beyond the Equator to the the Passage to California compar Equator in th( ed Pacific; '72 CONTENTS. PAGE Conditions upon which the Wind and Current Charts are furnished to Navigators .... 761 Hon. J. C. Dobbin's Order, adopting the Abstract Log recommended by the Maritime Conference at Brussels, for Use in the United States Navy ......... 7G1 Form of Keceipt for Sailing Directions, Abstract Log, and Wind and Current Charts .... 763 Names of the Officers employed in the Construction of the Wind and Current Charts .... 764 Statement, showing the Charts that have been published, and state of forwardness of those remaining to be published . . . . . . . . . . . . 765 List of Plates ............ 767 THE END. PILOT SHEET. 7^/?^///:' 7. no K.ixr II y 1 ^-"'■x. 1 II 1 j'fl'.^7//rAJ 1 1 .Yi'i-tli 1 W Ul "i 1 !' I"), «.-v "V u W-'' 11 1 jiii "jfi. V " D n HI Vip 1 1 J 1 x^j.:h- !•.- w ^nf ' III • "J «,^. Vl. IW"- T"" x.i-:. ,.1..M, y« \* :a %'" ' "W» m yn ^^ fspm 1 '3"^fE ■^yi, ' f.\rfr »," ijj" B nii g " \i\ V Kust w jm w« w ir.f ■V "W r," , f f:.s.F.. ■•,« "'» V" "ill 1 » ■■>.£. ;jfw '111"" 1 " x.i:s. 7fi .Sim til /■'. 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