HYDROGRAPHIC.

[The following particulars are extracted from information published by the Admiralty.]

ST. LAWRENCE-CANSO HARBOUR.-Information has been received that in order to facilitate the navigation into Canso harbour by the northern entrance, two beacons thirty feet high, with triangular heads painted white, are being erected on the southern shore of Canso harbour.

The southern beacon will be on Lanigans hill, with the Roman Catholic church bearing N.W. by W. westerly.

The northern beacon will be on the eastern side of Grave islet at high-water mark, and will bear N. E. from the beacon on Lanigans hill.

Directions. To enter Canso harbour by the north-west entrance, being outside the Net rocks, bring the Roman Catholic churchsteeple at Canso to bear S. W., when it will be seen over Cutler island, midway between the house on the island and its western end.

Steer S. W. for this mark, and it will lead nearly midway between the Bald and Whitman rocks, and when the red clay cliff of Glasgow head to the southward of Canso is seen through the channel between Cutler and Piscatiqui islands bearing S. by E. E., steer for it, keeping in mid-channel until Grave islet beacon comes on with Lanigans beacon bearing S. W.; then run with these beacons in line, and when Cranberry lighthouse appears in one with Fort point on Grassy island, trail to the westward into the harbour.

GUT OF CANSO.-The red buoy marking the Cerberus rock at the southern entrance to the Gut of Canso, is moored in fifteen fathoms about half a cable S,S.W. of the rock.

WEST INDIES-CURACOA ISLAND.-The following remarks are published for the information of navigators bound to Santa Ana harbour, Curacoa island, and not acquainted with the currents in its neighbourhood.

It is customary for vessels after passing point Canon, the east point of Curaçoa, and unable to reach the port in daylight, to lie-to with the light on little Curacoa bearing east, standing off and on in order to be in a favourable position for entering the port on the following morning; this light lies S.E. E. distant five miles from Canon point.

1

The prevailing current when strong sets directly towards Canon point, dividing north and south in the direction of the land, but on the south coast of the island one and a half miles to the westward of the point, at a place known as Hala Canoa, an eddy current is formed setting back E.N.E. along the land to Canon point; this is consequently a dangerous locality for vessels, the coast being low and rocky, with a lagoon inside, and therefore difficult to be seen at night.

Within the last ten years no less than six vessels have got on shore within two cables of the same place, besides others that have been wrecked lower down the coast.

Vessels from the northward should, after passing little Curacoa, run to the westward until abreast of Santa Barbara or Tafelberg, and heave-to with their heads to the south-east, when the danger alluded to will be avoided.

The regulations with regard to vessels not entering the harbour of Santa Ana after sunset are rigidly enforced.

NEWFOUNDLAND.-NORTH-EAST COAST.-The following remarks on the north-east coast of Newfoundland, in the neighbourhood of Fogo island, have been compiled from the surveys and remarks of Staff-Commander J. H. Kerr, R.N., Admiralty Surveyor.

Fogo Harbour lies east of a bold rocky peninsula which forms the north-west extremity of Fogo island; the intervening coast is broken and rocky, with dangers extending off a distance of one cable, and lying in the fairway to the eastern entrance of the harbour.

On the south of the peninsula is Brimstone head, a high perpendicular bluff.

There are two principal channels into the harbour, the eastern having 11 feet, and the western 24 feet, and secure anchorage may be found, in 3 to 7 fathoms, mud.

The Eastern Entrance is between Rags and Lighthouse island; northward to the former, at a cable distance, is the Rags rock, and off the north point of Lighthouse island is Simms rock; both are under water, but break in a moderate sea. Nanny rock, with 4 fathoms over it, lies 2 cables north-east of Barnes island; it breaks in a heavy sea.

The Western Entrance is between Boatswain island and the cliffs of Fogo head; it is but half a cable wide, and narrowed by a rock which extends half-way across from Boatswain island, while a rock with 5 fathoms lies 1 cables west of the West entrance, and half a cable from the shore. Fogo is a town of considerable importance, being the depôt for the surrounding fishing districts.

Current.-A current running from the north-west splits about 2 miles off Fogo head, the main branch sets along the north shore of Fogo island, and amongst the rocks and islands around it, from half to 1 knots; it is much influenced by the wind, being accelerated by northerly and retarded by southerly winds, while before easterly gales it sometimes runs to the north-west. This current, after passing Round head, takes the direction of the coast, it is influenced by the tidal stream, the ebb accelerating and the flood retarding it, but only occasionally at spring tides stopping its southerly course entirely.

SOUTH COAST OF FOGO ISLAND.-The Coast from cape Fogo to Seldom-come-by harbour, runs W. N. 7 miles; it is bold and rocky, and indended by three coves, namely, Cape, Kippin, and Wild coves; they afford no shelter.

Seldom-come-by Harbour is the first safe anchorage north of Greens pond, from which it is distant 50 miles; the entrance is threequarters of a mile wide. Shoal water extends 1 cables off Burnt point, but with this exception there are no dangers. Having advanced up the bay so as to have the inner harbour on the west side open, anchorage will be found in 6 fathoms, mud, over a space a quarter of a mile in diameter. The inner harbour is a cable wide by 3 cables long, with a depth of 12 feet. There is a considerable village around the shores of the harbour and bay, but no supplies can be obtained except water.

Stag-Harbour Tickle.-The channel southward of Fogo island, between it and the main land, is divided by the Indian islands and their adjacent islets; the northern channel between these islands and Fogo, in Stag-harbour Tickle, the southern Sir Charles Hamilton sound. The former, though narrow and intricate, is preferred by

coasters.

Indian Island Harbour lies between the east and west Indian islands; its entrance is 2 miles N.W. W. of little Grandfather island ;the harbour is a mile long, S.E. by E. and N.W. by W. and a quarter of a mile wide; summer anchorage will be found for small vessels in 2 fathoms, mud.

Rocky Bay. The entrance to Rocky bay is six miles wide between Rocky point and Grass islands, but is broken into four channels by White, Green, and Noggin islands; between Green and Noggin islands the passage is foul, with 2 fathoms over a bottom strewed with boulders. Between Noggin and Grass islands, and also between Green and White islands, the channels are clear.

Safe anchorage will be found in all parts of the bay on ground generally of mud.

Tides.-The ebb at Clark point runs two knots at springs with a very weak flood for about three hours; at neaps there is no flood stream.

EAST COAST-CATALINA HARBOUR.-Lowe Rock.-A rock with twelve feet has been found on the southern side of Catalina harbour, lying a little over a cable, N.N.W. W., from the northern point of S.E cove, with Goodland point bearing N.E.

GENERAL.

ADMIRALTY CHANGES. It is now no news to state that Mr. Childers is no longer First Lord of the Admiralty, and that Mr. Goschen has succeeded him in that office; that Mr. Baxter has ceased to be Financial Secretary of the same Board, and that Mr. G. Shaw Lefevre has taken his place.

Much stress has been laid by the public journals on the incongruity of the first named appointment, and we think without reason. With regard to experience and adaptability, we cannot see that Mr. Goschen differs much from his predecessors; neither the Duke of Somerset, nor Sir John Pakington had any experience to back them when they took office, and yet there is not a word against either having been efficient men. It may also be said that the only one who for many years was qualified by service to guide the Naval state was the late Duke of Northumberland, and yet we do not remember that his administration of the department was exceptionally good. It may appear rather ridiculous to say so, but it is not supposed that a First Lord of the Admiralty should know anything about the sea; the late First Lord had some ideas on the subject, but on the principle that a little knowledge is a dangerous thing, it is thought by some that he would have been better fitted for his post had he not thought and believed he knew something of the business he was to preside over, and centred all the responsibility on himself. But all First Lords on their appointment seem doomed to be objects for the wit of the period. Sir J. Pakington was a very good county magistrate, but what knew he about ships? and yet, from the course that gentleman pursued and had marked out, he won the admiration and gratitude of all who had the welfare of the service at heart; and had he not been removed, there is no doubt he would have reformed and regenerated the whole Navy, for while consulting Naval men on Naval affairs, he showed

rare discrimination in separating personal interests from the interests of the service at large, and had strength of mind and stability of purpose to go steadily forward-yet he was only a good county magistrate. Again, the Duke of Somerset, who, if we remember rightly, Mr. Punch condescended to teach seamanship in the basins of the Trafalgar Square fountains, evinced no want of knowledge of business; and it is generally allowed his appointments, promotions, etc., were fair, and considering the transitionary state of the Navy, his dockyard and building arrangements were good in general.

Mr. Childers, if he did not undergo so much of the "baptism of fire" as his predecessors, has not been spared in connection with his taking command of the Channel fleet, but his works have yet to be proved; he has flown at the sun, and dropped when only halfway. For ourselves we think that he did not attempt too much, but that he was too sudden. Few will assert that reforms-and great ones-were not needed at Somerset House, and few will assert that reforms were not needed in the Navy; but it was the suddenness, and the personal hardship, which seemed in some cases very much like injustice, that brought odium on the movement: had it been extended over us as many years as it has months both suddenness and injustice would have been avoided. Nevertheless, we do not forget that there are many officers, worn out in the service of their country, now comfortably retired, who will remember Mr. Childers with gratitude for his retirement scheme; although on the other hand many feel that in being cut off from all hope of advancement or preferment in the prime of life, and from no fault of their own-in spite of regulations already provided which made the scheme virtually retrospective-they were treated harshly and unjustly.

Mr. Goschen has become First Lord at a period of no little difficulty and embarrassment, and it will need wisdom, firmness, perseverance, and discretion to take up the tangled skein of Admiralty administration as left by Mr. Childers; it is a great work, and when it is accomplished the Navy itself will require much attention. Much is expected and much is needed, and young and inexperienced as the new First Lord may be, and although he may be "at sea in a bowl," we hope he will find some good men and true to take him in tow, keeping his own paddles going at the same time. His clear statement and apparent mastery of details when bringing the Navy Estimates before the House gives fair promise of a successful administration on his part of the Office of Lord High Admiral.