borrowers being many and lenders few; but I hear that at Bucharest matters are infinitely worse, a mass of clamorous creditors being added to the other calamities, so that Prince Couza's post is anything but an enviable one. Of course the advocates of the old system point triumphantly to this as the result of the double election and the new constitution, while the patrons of the union attribute it to the debasing effects of the past state of things. For my own part, I believe the truth lies between the two, and that the venality of the former system and the intrigues and corruption which brought about the new one have an equal share in the difficulties, financial and political, under which the Principalities now suffer.-Daily News. Nautical Notices. PARTICULARS OF LIGHTS RECENTLY ESTABLISHED. F. Fixed. Fl. Fixed and Flashing. R. Revolving. I. Intermitting. Est. Established. DISCONTINUANCE OF LIGHTS on the Coast of the United States. The U.S. Government has directed that all the lights herementioned, with the exception of the light at Shoalwater Bay, be discontinued on and after the first day of August next, and that the last mentioned light be discontinued on and after the first day of September next: Maine.-St. Croix River, Prospect Harbour, Beauchamp Point, and Kennebunk Pier lighthouses. Massachusetts.-Point Gammon lighthouse. New York.-Prymes Hook, Catskill Reach, Barcelona, Salmon River, and Cattaraugus lighthouses. New Jersey.-Tucker Beach lighthouse. North Carolina.-Ocracoke Channel and Nine Feet Shoal lightvessels, and Beacon Island lighthouse. South Carolina.-Mount Pleasant lighthouse. Michigan.-Clinton River, New Buffalo, Round Island, and Rock Harbour lighthouses. Illinois.-Chicago, Taylorsport, and Port Clinton lighthouses. Wisconsin.-South Beacon, Milwaukie, Twin Rivers and Menasha light houses. Washington T.-Shoalwater Bay lighthouse. TYNEMOUTH BANK,-Torres Straits. Colonial Secretary's Office, Auckland, 8th Feb., 1859. The following notification received from the Government of New South Wales, is published for general information. W. GISBORNE, Under Secretary. Singapore, 1st September, 1858. Steam-ship Tynemouth, Saturday, 7th August, 1858, 1.20 p.m., in Torres Straits, about latitude 11° 50′ S., and longitude 143° 32′ 30′′ E., passed over a coral patch of apparently about 100 yards diameter, with the following bearings, (true,) not laid down in any of the charts:-Sands of Middle Bank bearing E. & N.; East end of Cockburn, Spit S.W.b.W.; Cockburn Islands, W.S.W.; Sir C. Hardy's, North Island, S.W.b.S. S. A clear passage appeared at the spit end of Cockburn Reef, carried four fathoms water on the North end of in the port chains, and in the starboard saw eight fathoms. The coral bunches were plainly visible under the ship's bottom, and about the centre of the patch were just under water. It was not observed from the topsail yard nor the jibboom end, the sun being before the beam, and was only seen from alongside the ship; it was nearly low water at the time. I have named the bank "Tynemouth Bank," and consider it highly dangerous, being right in the track of ships, and should recommend all vessels after passing the Middle Banks to haul well to the southward and make the spit end of Cockburn Reef, and haul close round it to the North if they intend proceeding through that passage. JOHN WAKE, Commander S.S. Tynemouth. The American ship Aleyai, wrecked on the extreme East end of the N.W. reef in Prince of Wales Channel; she is well up on the reef, and will make an excellent mark for ships entering that channel if not broken up: mainmast and mizenmast standing and yards all across. The ship Chesterholme lies on the great detached barrier on her beam end, with mizenmast gone. The No. 8.-VOL. XXVIII. 3 L wreck of a paddle steamer lies on the Spile Rocks in Prince of Wales Channel, paddle-wheel shaft, and cranks lying on the top of the rocks, all connected. JOHN WAKE. SAILING DIRECTIONS FOR THE MAURITIUS. It is by no means generally known that the tides along the edge of the reef and between the islands to the North of Mauritius, run at times with a velocity of from five to six miles on the springs; they are equally strong off the Morne, and along the southern coast; their direction is from S.E. to N.W., the flood running to the S.E. and the ebb to the N.W., varying a point or two according to the wind. Wherever the reefs extend to a distance from the land, the lead, if carefully attended to, will be a tolerably safe guide in the night; but should the lead be overhove when standing towards the shore, haul off immediately whilst preparing for a fresh cast, or you may run your ship aground. From 14 to 20 fathoms is generally a safe distance from the reef, but the soundings vary considerably. Of all the vessels that have been run on ashore or lost on the coast of Mauritius during the last few years, it is not too much to say that the neglect of the lead was without exception the principal cause. The strength of the currents had also something to do with these accidents, but the neglect of the lead was the most important fact elicited in each inquiry. Where there is no coast reef marked on the chart, the shore is generally bold, having deep water to within a cable's length of it. Vessels arriving from the eastward and south-eastward, should be careful not to bring the light on Flat Island to the northward of N.N.W. W. until Gunners Quoin bears West, when they may pass midway between it and Flat Island. This course will lead about two and a quarter miles clear of the reefs that extend from the N. E. end of Mauritius. On passing Gabriel Island, be careful to give a good berth to a reef that extends about half a mile to the S.S.E. of it; this warning applies more particularly to Cooly ships, which having to be visited by the Surgeon Superintendent at the Lazaret at Flat Island, frequently pass much too close to this reef without being aware of its existence, as in very fine weather the sea does not always break on its extreme point. When to the westward of the Quoin, Cannonier Point Light will be seen. Steer with Flat Island Light astern bearing N.E.b.E. E. until the Cannonier Point Light bears S.E.b.S., (which will carry you clear of the dangerous reef that extends from the point,) you may then haul up S. W.b.S. till the red light at Grand River is seen, bring it to bear S.S. W., and steer for it on that course until the green light on Tonneliers Island bears S.E., when being on the best ground you may anchor in from 12 to 16 fathoms. A nearer approach to the red light at Grand River, would bring a vessel too near the reefs to the southwestward of the entrance of the harbour. Should the night be clear when running down the coast, the western shoulder of the Corps de Garde Mountain will be seen in line with the Grand River red light when the latter bears S.S.W. Remember especially that after passing Cannonier Point on your way to the Bell Buoy, the Cannonier Point Light changes from white to red if it be brought to bear more northerly than N.E. E. This change will warn you that the vessel is too near the reefs that skirt the coast between Cannonier Point and Point Piment. But this change from white to red is only intended as a guide as far as Point Piment, after passing which the red light at Grand River will be your mark to the anchorage. It is not well, however, for a large vessel ever to approach so near the reef as to change the Cannonier Point Light from white to red. The great object in view in thus arranging the light was the convenience of the numerous coasting vessels belonging to the colony, to whom (knowing the ground as they do) it is most useful. The best mark for keeping clear of the reefs between Cannonier Point and Point Piment, by night, is to keep the Flat Island Light open to the westward of Cannonier Point Light until the red light at Grand River is seen. Should you be approaching the Cannonier Point Light from the westward when it shows white, and steering directly for it, there can be no change of colour; but by attending to the bearing of Flat Island Light it will be impossible for you to run on the reef. The barque Cornwall, of 947 tons, steering E.N.E. for Cannonier Point Light, was wrecked on the reef within three quarters of a mile of the lighthouse, because it was erroneously supposed that the light changed colour on approaching it whenever a vessel was to the southward of it; whereas it is only when it is brought to bear N.E. E., and to the northward of that, that the light changes colour. When running for the anchorage by day, after passing Cannonier Point with Flat Island Lighthouse bearing N.E.b.E. E., bring Tamarind Mountain (a conical hill to the westward of all the other high land) to bear S.W.b.S. and steer for it until the Martello tower on the South side of the mouth of Grand River is seen in a line with the western shoulder of the Corps de Garde Mountain bearing S.S.W. This will lead clear of all danger to the anchorage, which is indicated by a floating beacon painted red and white, generally called the Bell Buoy, which lies in 12 fathoms on the North side of the mouth of the harbour. Anchor to the northward of this beacon in from 12 to 20 fathoms. When approaching by night from the south-westward, Flat Island Light bearing N.E.b.E. will lead between two and three miles to the westward of the reefs to the southward of the port, and when the green light on Tonnelier Island bears E.S.E., steer for it if the wind be favourable under easy sail. If the night be clear the shipping at the Bell Buoy will be seen and afford a good mark. Keep the lead going, and bring the two harbour lights to bear as already described, and anchor. During the day the Gunners Quoin bearing N.E. E. is the best mark. It is most unadvisible to attempt anchoring at the Bell Buoy after dark unless well acquainted with the localities; it is far better, with the admirable advantages afforded by the lights for ascertaining a vessel's exact position, to keep under way till daylight; considerable risk will thus be avoided, and as no communication with the shore is permitted till vessels have received pratique, no time is gained by anchoring in the night. Port Louis, September 23rd, 1858. D. WALES, Harbour Master. All the bearings are compass bearings. ZEALANDIA SHOAL,--Marianne Islands, Pacific. The following is an important addition to the chart, there being nothing known of this shoal, which we have called after the ship by which it has been discovered. Ship Zealandia, E. I. Docks, July 6th, 1859. Dear Sir,-On my passage from New Zealand to Shanghai last December, in command of the above ship, I shaped a course to pass between the islands of Sariguan and Farallon de Torres, (Marianne or Ladrone Group,) that passage by the latest charts appearing clear. December 3rd, 1858, 4h. p.m. Sariguan Island bearing S.S.W. twelve miles, wind light easterly, ship steering W.N.W. about four knots; breakers reported right ahead; saw two large patches about three quarters of a mile from the ship; altered the course to pass to the northward of them about half a mile, with a look-out from the topsail-yard. At 4.20 p.m. Sariguan Island bore S.b. W. W. about eleven or twelve miles, and the breakers in one with the island distant from the ship about half a mile. The two patehes bore from each other N.b.E. and S.b. W. about a quarter of a mile, with dark water between and all round them, at times breaking heavily. I regret that the unsettled state of the weather, the lateness of the day, and the risk of remaining in the vicinity of such dangerous neighbours with a dark night coming on, prevented my sending a boat to examine them more closely. I as well as my officers and crew feel confident that dangerous shoals exist as I have described them. Should these shoals not have been reported before, you will by giving them publicity in your valuable work oblige, Yours, &c. JOHN FOSTER, Master of the ship Zealandia. To the Editor of the Nautical Magazine. Loss OF THE "ALMA." Sir, In attempting to give an account of the loss of the above-named vessel, I shall confine myself as much as possible to a simple recital of the chief incidents of the wreck, our stay on the reef, for three days and six hours, and subsequent relief by H.M.S. Cyclops. Who is to blame and who is to be punished a properly constituted court will decide, so without further prelude I shall proceed to give a plain account of the fearful scene in which I was an actor and sufferer. We left Aden on the morning of the 11th of June, at six a.m., with 160 passengers, and a crew, including the officers, of upwards of 200, making, in all, nearly 370 souls. A slight sunstroke, received on shore, confined the captain to his cabin, so how far he will be held responsible for what occurred I cannot pretend to say. We passed the disputed island of Perim at six p.m., and after the usual routine of tea, grog, arguments, and cigars, went to bed, perhaps half on deck and the rest, including nearly all the ladies and children, below. I was sleeping on deck near the mizenmast, and was awoke at about five minutes past three a.m. by a slight bump, which scarcely shook the ship. This was immediately followed by another equally slight, and then shouts of "Hard a port," ," "Stop her," "Back her," were heard, but it was too late. Then came a grating sound, and the vessel fell over more and more to starboard, and in less than two minutes the Alma was a wreck, without a rope being broken, or, as far as we knew, a rivet started. There lay half a million of money, and not a soul on board would have given two rupees for it. My first impression was that we had struck a sunken rock, and that in two minutes we should be at the bottom, but a glance over the port side removed this, and gave some slight hope for a few at least, if not for all There extending for about 400 yards, nearly East and West, lay a reef, the most visible point of which rose three feet above the water, and the highest fully thirty. She had struck the eastern lowest point, and the bowsprit reached nearly half way over it. This was a temptation that could not be resisted, so over the bows and on to the reef fled nearly all the Lascars, leaving the ship and pas |