the South West on to Saugor Sand. The Pilot perished, but the Leadsman reached the shore to the eastward of Saugor Island, and subsisted some time in the jungle, until he was at last brought to Calcutta by one of the Up-country Steamers. The Ship Crowned Prince of Denmark went against the bank in Somgerall Reach. She came off, but could not be kept afloat; and was at last designedly beached off the Esplanade, where she went to pieces.

In 1849 a great deal of agitation grew up in the Service, from the increase in the Shipping. A club was organised to combine the Services into one mind, but it proved more of the wedge, than the band, for it divided rather than combined good feeling, gendering discontent, rather than a willingness to the work. It was too exparte and has partially died away, although I believe it still breathes, as the chrysalis more than the butterfly. It is strange that each twentieth year since the Service has been established, a movement of the sort has been made.

In April, 1850, the Sandheads were troubled with a South East gale. One of the Pilot Brigs lost her anchors and cable, and came in during the blow, passing two dismasted Vessels in Thornhill's Channel, and the Arab Barque Hamoody ashore on Saugor Flat. The Ship Ariadne was lost under Pilotage charge of Mr. Wm. Harrison, on Saugor Sand, in a strong Westerly blow; Mr. Harrison's brother lost the Cubrass thirteen months before; both these brothers were drowned, but both the Leadsmen escaped and landed to the Eastward of Saugor Island. The last, a Mr. Thomas, remained for twenty-five days in the jungles, subsisting on what he could catch; and that was but a small allowance. The dew was licked from the leaves, in the absence of water, and slugs were substituted for oysters, but neither of these were found in quantity and numbers sufficient to satisfy the cravings of nature. Mr. Thomas in his starved and bewildered state was sometimes led to believe himself near to Mr. Wilson's, and in the vicinity of reeking joints, but these delusive imaginations had to be satisfied with the drainings of a leaf, and instead of the streaky fat and lean of a joint, the youth had to crumble an empty oyster-shell, hoping for moisture and substance. In 1851, the Ship Phanomenon was speedily wrecked, by touching on a lump that rose up off the Northern point of the Baratcha. A Swedish Brig under Pilotage charge of Mr. D. Sandeman grounded on Fort Mornington Point in this year, and eventually got wrecked; driving from Fort Mornington Point to the entrance of the Damooda to accomplish her final destruction. This year also the Hooghly and Sandheads were visited by

a severe storm which totally dismasted the Cavery. The French Ship Jacques was driven in upon the Sandheads and wrecked. Great damage was done to the Ships riding at Saugor. A Barque parted and went on Saugor Point, Mr. Geo. Young, Pilot. The Steamer Precursor drove on Kedgeree Beach and came off with the loss of her rudder.

In 1852 the Pilot station for sending Pilots on board of Vessels was again removed from the South Channel, and established on the Pilots' Ridge, as a more eligible spot. Ships frequenting the Port having increased in numbers and size, it was thought expedient to give them a more extensive cruising ground while waiting for Pilots, instead of crowding them together amid sands, and strong tides; besides this, the Pilots' Ridge forms a complete garden walk, and is an infallible guide in a rainy day, on the darkest night, leading to the Pilot Brig for any Ship, if she be placed on this ridge as the garden gate. This Station has the advantage over every other one chosen, as to boarding Vessels with the boat. Cruising Vessels now remain under way for as much as a month without anchoring. Anchoring at night in a Brig now-a-days forms the exception-before it was the rule. It is easier for the crews of the Brigs and more pleasing to the Commander of a Vessel receiving a Pilot, and it greatly expedites Piloting. The increased arrivals of Ship ping have rendered this method of cruising a necessity.

On the 14th of May, 1852, another terrible cyclone covered the area of the Sandheads, driving all the Pilot Brigs and the Floating Light adrift excepting the Saugor Pilot Vessels which were doing Ridge Light Vessel duties. She stuck to her station; and her Commander attributes her doing so to a threestranded coir cable which she had out, and which bound her to her station, when all the other Brigs parted. The Cavery returned dismasted. On September 4th, a small cyclone of an area of confined dimensions rushed across the Sandheads and Balasore Roads, which took the Fame P. V. aback, and laid her over fearfully. It caught the Saugor riding at anchor with 130 fathoms of cable out: her anchor started and she was blown up Balasore Roads, at the rate of five miles per hour. The Saugor went over, so much that the ducks swam over her rail, and buckets were floated from the deck. The severest part of the breeze lasted only two hours, during which time, doubtless, the Tug Steamer Lion was swamped.

During the year 1853, the Barque Hamed Shaw was lost on Fultah Sand, the City of Poonah drifted at night on

Saugor Beach, but was got off, the William Jardine was lost on the mizen sand in Lloyd's Channel, and the Nizam rolled over at Nynan low lumps. The Victoria capsized in a squall, as well as the American Ship Gasper, which was lost under the Pilotage directions of Mr. Arrowsmith, on the bank at Nynan. Again lately may be enumerated the American Ship Lightfoot, at Saugor, and the Robert Barbour in the Bedford Channel, the General List on Kedgeree Beach and the Alma that turned over off Hooghly Point. I think I have thus enumerated almost all the Ships that have been lost with Pilots on board. The Protector and James had no Pilots on board, when they were lost.

The river is boldly stated to be deteriorating. If such be the case, there has been no provision made for this contingency, in the draught of Shipping, but it has been added to. If therefore the bed of the River has come up, the Ships have been permitted to sink down, so as to rest upon it. Is it wonderful then if they do so in a greater ratio than formerly? Ships are longer and deeper now than heretofore, and are less easily managed; this accounts for the greater number of casualties.

ART. III.-The English in Western India. Being the Early History of the Factory at Surat, of Bombay and the Subordinate Factories on the Western Coast, from the Earliest Period until the commencement of the Eighteenth Century. By Philip Anderson, A. M., Chaplain in the Diocese of Bombay, &c., &c. Bombay, 1854.

In this age of elaborate essays and ponderous tomes, when the observations of a day or wanderings of a week are inflated from their legitimate sphere, it is not without a secret feeling of gratulation that we discover less pretentious labours, challenging the attention, and striving to obtain in the world of literature a standard of importance and acknowledgment. The size and contents of the work now before us have just claims upon our attentive consideration, and would, but for the discrepancy between its title and contents, have elicited our warmest commendation.

The author entitles his production, The History of the Factories of Surat, Bombay, &c., &c., from the earliest period up to the eighteenth century, and we confess we were somewhat startled, at the same time highly delighted, at having met with a writer whose power of condensation reduced his annals to a corresponding number of octavo pages. Our enjoyment was not however destined to be of long duration. The two first lines of the preface destroyed our hopes of curtness, and explained that which the title does not, the nature of the work in these words:

"The following pages will not, it is hoped, be thought un'called for, as they fill an hiatus in Indian History," and farther on we learn: "The aim has simply been to supplement ⚫ histories and record circumstances which had been concealed 'from observation, through the neglect of enquirers, a low estimate of their value, or timidity in exposing nude and ugly truths."

This prefatory exposition is correct; the work is not a strictly history but rather the combination of a number of hitherto unrecorded facts, highly important, we admit, as shewing more the private than political workings of the first settlers and their successors in India. We wish however for the author's sake, that the title had been indicative of the contents, for, quoting his own language, "He has not endeavoured to walk upon the stilts of fancy, but has been satisfied with the secure footing of plain dealing and truth." To this statement we fully subscribe, and have much pleasure in bearing our testimony, to the praiseworthy manner, in which he has endeavoured

to elucidate many of the ambiguous and early portions of the connection between the British and Indian Governments. This necessarily pourtrays scenes, crimes, and actions alike startling and pusillanimous, which the honorable and humane will ever reject as a blot upon our presence in the East. On the other hand, the uncertain diplomacy and irreconcilable factions here developed, afford ample grounds for admiring the persevering energy of the East India Company and its officers, to whom the British nation are indebted, for having successfully brought into order, elements so uncongenial, and subjugated a territory of such magnitude and importance to the British Crown.

Advisedly we pay this tribute to the endeavours of the East India Company, the reputation of which has too frequently been assailed by interested calumniators for specific interests, and we are well pleased to find works like the present offering to the public, the means of forming an unbiassed opinion. Doubtless many appointments have been unfortunate, and acts enforced that were both premature and ill digested. Nevertheless there is this fact let us handle it as we may, that India with her three Presidencies, her boundless wealth and enormous population, is an appendage of the British Sovereign. And let us hope that those who deny the previous fortunate, if not good government, by which such success has been obtained, will demonstrate or assist in shewing the most certain and effectual means for improving and consolidating these valuable possessions.

The past history of British India, environed as it has always appeared with wonders, and constantly presenting fresh and startling incidents, has hitherto failed to satisfy the reader, who has felt that much was left untold, and undeveloped. Our author tends to elucidate this, and demonstrates in the early career of the East India Company, how its reputation and capital were worked for other than its own interest. Sometimes the crown, sometimes the ministers, and again a clique of its directors assumed all control for specific purposes, and proportionately with such struggling for peculation and patronage, were the legitimate objects of the Company prostrated, while whatever mishaps or calamities ensued, the public knew but one object to censure, and unmitigated blame fell, deservedly or not, upon the unfortunate Company.

The volume before us has a tendency to set matters right, in many instances, and totally removes the obscurity which environs several early transactions with India,