"Good Success Bay is an excellent anchorage for vessels of any size to stop in for wood or water; but it would not answer if a vessel required to lie steady for repair, as a swell frequently rolls in. It is quite safe, yet, in the winter season, when easterly gales are common, no vessel should anchor so near the head of the bay as she might in summer; for heavy rollers at times (though rarely) set in. Fish we did not try to get, not having spare time, and only a few birds were shot.

"On the 8th, a very fine day with but little wind, we were off the flat-topped hill, called the Table of Orozco; and, from the mast-head, I had an extensive view of the adjacent country. About Success Bay and Bell Mount the land is high, but north of Success Bay it slopes away towards Cape San Diego, which is a long, low, projecting point. Thence, as far as I could see, the N.E. coast extended, low, excepting a few hills here and there, and unbroken by inlets; the country near it being a pleasant looking hill and dale land, well wooded and quite free from snow. I could distinguish a snow-covered chain of mountains which must have lain near Admiralty Sound, the country on this side of them appearing to be a continued succession of hill and valley, with only a few of the hills capped with snow, although this was the depth of winter. Smoke was seen at but one place, about two miles inland. In the evening we got a breeze off shore, and stood along the coast, the moon shining brightly and the weather being fine. I kept rather close to the land, during the night, in order to be near the entrance of the supposed St. Sebastian Channel in the morning.

"At midnight Cape Santa Inez was distant from us three or four miles, but thence we saw very little of the land, till three, near Cape Peñas, after which the weather became thick, and the wind drew round to the N.E., which made me keep more off shore until daylight (9th), when we bore up and stood for the land. Having found Cape Santa Inez and Cape Peñas correctly laid down on the chart we used, I thought Cape St. Sebastian would not be far wrong, and we had taken several observations during the early part of the night to correct our reckoning. Standing towards the shore, we quickly shoaled our water, and found a ground swell increasing. Having made what I supposed to be Cape Sebastian, and seeing from the mast-head a large opening to the northward of it similar to that laid down in the chart, with low distant land yet farther northward corresponding to the shores of 'Bahia de Nombre de Jesus,' I stood on confidently, thinking how well the chart of this coast had been laid down, and regardless of the soundings decreasing as we went on. Seeing, however, from the mast-head, what seemed to be a tide-ripple, two or three miles distant, I called the boatswain, who had been much among the tide-races on this coast, to ask his opinion of it: but before he could get up aloft to me, I saw that it was very low land, almost level with the sea, and what I thought the ripple, was the surf on the beach. Standing on a little farther we had but seven fathoms water over a bottom of dark muddy sand, with bits of black slate. At this time, the weather had cleared enough to see the land fifteen or twenty miles on each side, but nothing like an opening appearing, on the contrary, a plain extending to the westward, as horizontal as the sea, I hauled to the wind and stood alongshore to the S.E., to look for an inlet, fancying I had overshot the proper place; especially as the land continued flat, and unbroken, for many miles to the N.W., while to the S.E. it seemed hilly and irregular.

"Having ranged along shore several miles, yet still seeing from the mast-head a continuation of the same kind of coast-line, as far as an eye could trace the surf on the beach, without any opening, we wore ship and stood to the northward, satisfied that the St. Sebastian channel did not exist within many miles of the position laid down in the chart.

"In the afternoon the weather became very thick, with rain, a fresh wind blowing right on shore, and the glasses falling; so we carried sail to get off the land and out of the shoal water, in which there was a heavy ground swell. At midnight we had obtained a good offing.

"On the 10th, a fresh breeze from the N.E., a low glass, and thick weather, with constant rain, would have prevented my nearing the land again if I had been disposed to do so. Though reluctant to leave any part of the coast of Tierra del Fuego unexplored, while I had so effective a vessel, and all with me in good health, I was bound to remember our distance from the appointed rendezvous; the state of our provisions, of which we had only three weeks left on board; and that I was ordered to be at Rio de Janeiro on the 20th of this month. I therefore decided to hasten to Port Desire, for the sake of the chronometer measurements; and from thence proceed to Monte Video and Rio de Janeiro. I had previously made up my mind to carry the Fuegians, whom we had with us, to England; trusting that the ultimate benefits arising from their acquaintance with our habits and language, would make up for the temporary separation from their own country. But this decision was not contemplated when I first took them on board; I then only thought of detaining them while we were on their coasts; yet afterwards finding that they were happy and in good health, I began to think of the various advantages which might result to them and their countrymen, as well as to us, by taking them to England, educating them there as far as might be practicable, and then bringing them back to Tierra del Fuego. These ideas were confirmed by finding that the tribes of Fuegians, eastward of Christmas Sound, were hostile to York Minster's tribe, and that therefore we could not, in common humanity, land them in Nassau Bay or near the Strait of Le Maire. Neither could I put the boy ashore again, when once to the eastward of Nassau Bay, without risking his life; hence I had only the alternative of beating to the westward, to land them in their own districts, which circumstances rendered impracticable, or that of taking them to England. In adopting the latter course I incurred a deep responsibility, but was fully aware of what I was undertaking.

"The Fuegians were much slower in learning English than I expected from their quickness in mimickry, but they understood clearly when we left the coast that they would return to their country at a future time, with iron, tools, clothes, and knowledge which they might spread among their countrymen. They helped the crew whenever required; were extremely tractable and good-humoured, even taking pains to walk properly, and get over the crouching posture of their countrymen.

"When we were at anchor in Good Success Bay, they went ashore with me more than once, and occasionally took an oar in the boat, without appearing to harbour a thought of escape.

"During the night of the 13th, we were near the land about Sea Bear Bay; the wind, however, drew to the northward, and with a strong current setting to the S.E., drove us off again.

"The 14th was foggy; clouds preventing any observations, but at three in the afternoon we made the land, a little north of Port Desire, near what is called in the chart 'Rivers Peak.' The wind having hauled to the southward, and the current setting northward, prevented our approaching nearer to the port on that day.

"At daylight on the 15th, we were again off Rivers Peak, notwithstanding our having carried a press of sail in order to make southing during the night. We were set twenty miles to the northward during that time; but a slant of wind and the turn of tide in our favour carried us towards the entrance of the harbour, into which we worked, the tide of ebb having just ended; and we moored abreast of the ruins. My first care was to look for traces of the Adventure or Adelaide, but I found none. A bottle which I had deposited for the Adelaide, at our last visit, by Captain King's direction, was exactly where I then left it, and the papers it contained were untouched. While in this port I got good observations, the weather being clear, though very cold. No guanacoes were shot although many were seen, but numbers of sea-birds were brought on board.^[205] A quince was given to me which was found in a place where the Spanish colony had made a garden. We remarked that the tracks of the guanacoes on shore here were not so large, by one-half, as those we had so lately seen in Tierra del Fuego. Having noticed the currents particularly, in order to compare them with what I observed formerly and with the tide in the port; I can now say, decidedly, that the flood tide comes from the southward, and that the ebb sets to the south-east. North of Port Desire, or from Port Desire to Cape Blanco, the flood is much the strongest, but off Penguin Island the ebb is, I think, the strongest, setting two or three knots an hour. It is high-water and slack-water, in Port Desire, at half-past twelve, on the days of full and change. The tides, if not attended to, would baffle a ship much in making this port.

"On the 21st we sailed, with a fresh breeze from the S.W.; and at nine A.M. on the 25th when about one mile southward of the alleged position of the Ariel rocks, and near the nominal longitude, I hauled to the wind and ran some distance on their parallel, looking out for broken water. There was a very irregular and heavy swell, as much as would be raised by a gale of wind, but caused apparently by a current; and while waiting for the meridian altitude, before bearing up, having run twenty miles on the same parallel, a heavy swell rose on the quarter, which struck our weather quarter boat, and turned her in upon the deck, breaking both iron davits. One of the davits of the lee-boat was also unshipped by the jerk, and the after-part of the vessel well drenched with water. We secured both boats again, but the one to windward was badly stove. For a moment, I thought we had indeed found the rocks, and the huge black back of a dead whale which just then shewed itself very near the vessel, much increased the sensation. I imagined that we were in a meeting of tides or currents; where old trees, dead whales, &c. are often found, and have frequently caused reports of rocks; for the water was not more shallow than we had found it during the day, the soundings having varied from forty to fifty fathoms; so having obtained the meridional altitude we bore up, and steered our course again.

"On the 26th we entered the Plata, and at one A.M. on the 27th, Lobos Island was seen, and soon afterwards the high land about Pan de Azucar. We continued working to the westward, and at daylight were off Whale Point, but the wind fell light, and the current being against us, we lost during the day what had been gained in the night. At seven P.M. the current set so strongly out of the river that we were obliged to drop a kedge with a stout hawser, and ride by it, though keeping all sail set and going between four and five knots through the water. When the hawser bore a strain, the log was hove, and the current found to be setting more than five knots. This was off Maldonado; Lobos bearing N.N.E., distant four miles. Soon after nine the stream slacked, we tripped the kedge and worked up the river, the wind being still westerly, but the current having turned in our favour. The U.S. frigate Hudson passed, steering to the eastward:—she was the first sail we had seen since leaving San Carlos de Chilóe. At daylight next morning (28th), we were in sight of Flores Lighthouse, which was reported to be a vessel under sail. Soon after which another vessel was reported as being under all studding sails; this was the Mount itself: so curiously were objects distorted by the haze. Soon after noon we anchored off Monte Video, and from Captain Talbot, of H.M.S. Algerine, I heard of the arrival there, and subsequent departure of the Adventure and the Adelaide.

"On the 9th of July we sailed from Monte Video,—on the 18th made the high land over the island of Santa Catharina, and after dark anchored in the bay. My object in calling there was to continue the chronometric chain, between Tierra del Fuego and Rio de Janeiro, by as short intervals as possible: and the results so obtained proved to be very satisfactory.

"While in Monte Video I tried to have the Fuegians vaccinated, but the virus did not take any effect on them. Little Fuegia was living several days with an English family, who were extremely kind to her; and the others were on shore at different times with me. No one noticed them; being so very like the Indians of the neighbourhood.

"The apparent astonishment and curiosity excited by what they saw, extraordinary to them as the whole scene must have been, were much less than I had anticipated; yet their conduct was interesting, and each day they became more communicative. It was here that I first learned from them that they made a practice of eating their enemies taken in war. The women, they explained to me, eat the arms; and the men the legs; the trunk and head were always thrown into the sea.

"On the 23d we sailed from Santa Catalina; and on the 2d of August anchored in the harbour of Rio de Janeiro."

Here the extracts from Captain Fitz Roy's Journal end.

The Adventure and the Beagle sailed together from Rio de Janeiro on the 6th of August, having left the Adelaide as a tender to the flag-ship, but reimbarked her officers and crew; and, after a most tedious passage, anchored in Plymouth Sound on the 14th of October. Both vessels were soon afterwards paid off; the Beagle at Plymouth, and the Adventure at Woolwich.

CHAPTER XXIV.

A FEW NAUTICAL REMARKS UPON THE PASSAGE ROUND CAPE HORN; AND UPON THAT THROUGH THE STRAIT OF MAGALHAENS, OR MAGELLAN.

Ships bound from the Atlantic to any of the ports in the Pacific, will find it advantageous to keep within one hundred miles of the coast of Eastern Patagonia, as well to avoid the heavy sea that is raised by the westerly gales, which prevail to the eastward, and increase in strength according to the distance from the land, as to profit by the variableness of the wind when it is in the western board. Near the coast, from April to September, when the sun has north declination, the winds prevail more from the W.N.W. to N.N.W. than from any other quarter. Easterly gales are of very rare occurrence, but even when they do blow, the direction being obliquely upon the coast, I do not consider it at all hazardous to keep the land on board. In the opposite season, when the sun has south declination, the winds will incline from the southward of west, and frequently blow hard; but, as the coast is a weather shore, the sea goes down immediately after the gale. In this season, although the winds are generally against a ship's making quick progress, yet as they seldom remain fixed in one point, and frequently shift backward and forward six or eight points in as many hours, advantage may be taken of the change so as to keep close in with the coast.

Having once made the land, which should be done to the southward of Cape Blanco, it will be beneficial to keep it topping on the horizon, until the entrance of the Strait of Magalhaens be passed.

With respect to this part of the voyage, whether to pass through Strait Le Maire or round Staten Island, much difference of opinion exists. Prudence, I think, suggests the latter; yet I should very reluctantly give up the opportunity that might offer of clearing the strait, and therefore of being so much more to windward. With a southerly wind it would not be advisable to attempt the strait; for, with a weather tide, the sea runs very cross and deep, and might severely injure and endanger the safety of a small vessel, and to a large one do much damage. In calm weather it would be still more imprudent (unless the western side of the strait can be reached, where a ship might anchor), on account of the tides setting over to the Staten Island side; where, if it becomes advisable to anchor, it would necessarily be in very deep water, and close to the land. With a northerly wind the route seems not only practicable, but very advantageous, and it would require some resolution to give up the opportunity so invitingly offered. I doubt whether northerly winds, unless they are very strong, blow through the strait—if not, a ship is drifted over to the eastern shores, where, from the force of the tides, she must be quite unmanageable.

Captain Fitz Roy seems to think there is neither difficulty nor risk in passing the strait. The only danger that does exist, and that may be an imaginary one, is the failure of the wind. Ships passing through it from the south, are not so liable to the failure of the south-westerly wind, unless it be light, and then a breeze will probably be found from N.W., at the northern end of the strait. The anchorage in Good Success Bay, however, is at hand, should the wind or tide fail.

In passing to leeward of Staten Island, the tide race, which extends for some distance off Cape St. John, at the N.E. end of the island, must be avoided: otherwise there exist no dangers.

The anchorage under New Year Islands, although it is a wild one, the bottom bad, and the tide very strong, yet offers good shelter from south-west winds, and might be occupied with advantage during the existence of a gale from that quarter, which is so unfavourable for ships bound round the Horn.

After passing Staten Island, if the wind be westerly, the ship should be kept upon the starboard tack, unless it veer to the southward of S.S.W., until she reaches the latitude of 60° south, and then upon that tack on which most westing may be made. In this parallel, however, the wind is thought to prevail more from the eastward than from any other quarter. Never having passed round Cape Horn in the summer season, I may not perhaps be justified in opposing my opinion to that of others, who, having tried both seasons, give the preference to the summer months. The advantage of long days is certainly very great, but, from my experience of the winds and weather during these opposite seasons at Port Famine, I preferred the winter passage, and in our subsequent experience of it, found no reason to alter my opinion. Easterly and northerly winds prevail in the winter off the cape, whilst southerly and westerly winds are constant during the summer months; and not only are the winds more favourable in the winter, but they are moderate in comparison to the fury of the summer gales.

Having passed the meridian of Cape Pillar, it will yet be advisable to take every opportunity of making westing in preference to northing until the meridian of 82° or 84° be reached, which will enable a ship to steer through the North-westerly winds that prevail between the parallels of 50° and 54°. (See Hall's South America, Appendix.)

With respect to the utility of the barometer as an indicator of the weather that is experienced off Cape Horn, I do not think it can be considered so unfailing a guide as it is in the lower or middle latitudes. Captain Fitz-Roy, however, has a better opinion of the indications shewn by this valuable instrument: my opinion is, that although the rise or fall at times precedes the change, yet it more frequently accompanies it. The following sketch of the movement of the barometer, and of the weather that we experienced, may be not without its use.

Being to the north of Staten Island for three days preceding full moon, which occurred on the 3d April (1829), we had very foggy weather, with light winds from the eastward and northward, causing a fall of the mercury from 29.90 to 29.56. On the day of full moon the column rose, and we had a beautiful morning, during which the high mountains of Staten Island were quite unclouded, as were also those of Tierra del Fuego. At noon, however, a fresh gale from the S.W. set in, and enveloped the land with a dense mist. No sooner had the wind changed, than the mercury rose to 29.95, but fell again the next morning; and with the descent the wind veered round to N.W., and blew strongly with thick cloudy weather and rain, which continued until the following noon, when the wind veered to S.W., the barometer at 29.54, having slightly risen; but after the change it fell, and continued to descend gradually until midnight, when we had a fresh gale from W.S.W. When this wind set in, the mercury rose, and continued to rise, as the wind veered without decreasing in strength to S.S.W., until it reached 29.95, when it fell again and the weather moderated, but without any change of wind. During the descent of the mercury, the sky with us was dull and overcast, with squalls of wind and rain, but on shore it seemed to be very fine sunshiny weather.

The column now fell to 29.23, and during its descent the weather remained the same, dull and showery; but as soon as the mercury became stationary, a fresh breeze set in from the southward, with fine weather.

After this to new moon the weather was very unsettled, the wind veering between South and W.S.W.; the barometer rising as it veered to the former, and falling as it became more westerly; but on no occasion did it precede the change.

The mean height of the barometer is about 29.5.

The mercury stands lowest with N.W. winds, and highest with S.E.

With the wind at N.W. or northerly the mercury is low; if it falls to 29 inches or 28.80, a S.W. gale may be expected, but it will not commence until the column has ceased to descend. It frequently, however, falls without being followed by this change. In the month of June, at Port Famine, the barometer fell to 28.17, and afterwards gradually rose to 30.5, which was followed by cold weather, in which the thermometer stood at 12°.

The following Table shews the mean temperature and pressure as registered at the Observatory at Port Famine in the Strait.

The difficulties that present themselves to Navigators in passing round Cape Horn, as well from adverse winds as the severe gales and heavy sea to which they are exposed, are so great, that the Strait of Magalhaens has naturally been looked to as a route by which they may be avoided. Hitherto no chart has existed in which much confidence could be placed; but by the present survey, the navigation through it, independent of wind and weather, has been rendered much easier; since a correct delineation of its shores, and plans of the anchorages, have been made; and in the preceding pages, sufficient descriptions of them have been given to assure the navigator of his place, and furnish him with advice as to his proceedings. The local difficulties therefore have been removed; but there remain much more serious ones, which I should not recommend a large, or even any but a very active and fast-sailing square-rigged vessel to encounter, unless detention be not an object of importance.

For a square-rigged vessel bound through the Strait, the following directions will be useful:—

In the eastern entrance the winds will frequently favour a ship's arrival off the First Narrow; where, if she selects a good anchorage on the bank which bounds the northern side of the channel, she may await an opportunity of passing through the First Narrow and of reaching Gregory Bay; where also a delay may safely be made for the purpose of passing the Second Narrow and arriving at the neighbourhood of Cape Negro; at which place the difficulties and dangers of the eastern entrance cease.

The dangers being carefully placed on the chart, and now sufficiently described, nothing need be repeated here; and indeed much must be left to the judgment and discretion of the navigator.

The tides answer best for vessels entering the Strait at the period of full and change of the moon, since there are two westerly tides in the day. In the winter season, if the morning tide be not sufficient to carry a vessel through the First Narrow, she may return to Possession Bay, select an anchorage, and be secured again before night; or, in the summer, if she has passed the Narrow, and has been enabled to anchor for the tide, there will be sufficient daylight for her to proceed with the following tide to Gregory Bay, or at least to a safe anchorage off the peaked hillocks on the north shore.

I have twice attempted to pass the First Narrow, and been obliged to return to the anchorage in Possession Bay; and twice I have passed through it against a strong breeze blowing directly through, by aid of the tide; which runs, in the narrower parts, at the rate of ten or twelve miles an hour. When the tide and wind are opposed to each other, the sea is very deep and heavy, and breaks high over the decks; it is therefore advisable to close reef, or lower the topsails on the cap, and drift through; for the tide, if at the springs, will generally be sufficient to carry a ship to an anchorage, although, not always to one where it would be safe to pass the night. On this account, it would be prudent to return; for, although the holding ground is exceedingly good, yet, to part in the night, or drift towards, or through the Narrow, could scarcely happen without accident.

In leaving the anchorage in Gregory Bay, attention must be paid to the tide, which continues to run to the eastward in the Second Narrow, three hours after it has commenced setting to the S.W. at the anchorage.

With a leading wind through the Second Narrow, a ship will easily reach an anchorage off Laredo Bay, but, if the tide fails upon emerging from it, she should seek for a berth in the bay to the north of Elizabeth Island, as near to the island as possible, but to the westward of its N.E. end, to be out of the influence of the tide. The depth of water, however, will be the best guide.

Directions for passing round the south side of Elizabeth Island are given elsewhere; and as this part offers some dangers, the chart and the description should be carefully referred to.

The only advice that seems wanting, to improve the directions for the coast from this to Port Famine, is, with a south-westerly wind, to keep close to the weather shore, in order to benefit by the flaws down the valleys; but this must be done with caution, in consequence of the squalls off the high land, the violence of which cannot be well imagined by a person unaccustomed to them.

Of the anchorages between Port Famine and Cape Froward, the only convenient one for a ship is St. Nicholas Bay, to which, if defeated in passing round the Cape, she had better return; for it is easy to reach as well as to leave, and extremely convenient for stopping at, to await an opportunity of proceeding.

From Cape Froward to the westward, unless favoured by a fair wind, it is necessary to persevere and take advantage of every opportunity of advancing step by step. There are several anchorages that a ship may take up, such as Snug Bay, off Woods Bay, near Cape Coventry, in Fortescue Bay, Elizabeth Bay, and York Roads. To the westward, in Crooked Reach, the anchorages are not so good, and excepting Borja Bay, none seem to offer much convenience. Borja Bay, however, is well calculated to supply the deficiency, although for a square-rigged vessel there must be some difficulty in reaching it.

Long Reach is both long and narrow, and ill supplied with anchorages for a ship; such as they are, Swallow Harbour, Playa Parda, Marian Cove, and Half Port Bay, seem to be the best. In thick weather, although the channel is very narrow, yet one side is scarcely visible from the other, and the only advantage it has over other parts of the strait is the smoothness of the water. In Sea Reach there is a heavy rolling swell, with a short and deep sea, which renders it very difficult to beat to windward.

Tamar Harbour, Valentine Harbour, Tuesday Cove, and the Harbour of Mercy, are the best anchorages; and the latter is particularly convenient to occupy, while awaiting an opportunity of sailing out of the strait.

In the entrance, the sea runs very heavy and irregularly during and after a gale; so that a ship should not leave her anchorage in the Harbour of Mercy, without a fair or a leading wind to get her quickly through it.

For small vessels, particularly if they be fore-and-aft rigged, many, if not all of the local difficulties vanish; and inlets which a ship dare not or cannot approach, may be entered with safety, and anchorage easily obtained by them. A large ship will perhaps be better off in entering and leaving the Strait where there is open space and frequently a heavy sea; but for the navigation of the Strait, a small vessel has considerably the advantage. She has also the opportunity of passing through the Cockburn Channel should the wind be north-westerly, which will very much reduce the length of the passage into the Pacific.

One very great advantage to be derived from the passage through the Strait is, the opportunity of obtaining as much wood and water as can be required, without the least difficulty; and another benefit is, that by hauling the seine during the summer months, from January to May, at the mouth of the river or along the beaches in Port Famine, at the first quarter flood, a plentiful supply of fish may be obtained. Excellent fish are also caught at the anchorage with the hook and line, at all seasons, early in the morning or late in the evening. Fish may also be obtained with the seine at any other place where there are rivers. Freshwater Bay and Port Gallant are equally productive. On the outer coast of Tierra del Fuego an excellent fish may be caught in the kelp.

The advantage which a ship will derive from passing through the Strait, from the Pacific to the Atlantic is very great; and it ought to be great to induce the seaman to entangle his ship with the land when fair winds and an open sea are before him. After passing through the Strait, the prevailing winds being westerly, and more frequently from the northward than from the southward of west, they are fair for his running up the coast; or if not, the ship is not liable to receive much injury from the sea, which is comparatively smooth; whereas, to a ship passing round the Horn, if the wind be north-west she must go to the eastward of the Falkland Islands, and be exposed to strong gales and a heavy beam sea, and hug the wind to make her northing. To a small vessel the advantage is incalculable; for, besides filling her hold with wood and water, she is enabled to escape the severe weather that so constantly reigns in the higher latitudes of the South Atlantic Ocean.

Coming from the northward, it will be advisable to keep an offing until the western entrance of the Strait is well under the lee, to avoid being thrown upon the coast to the northward of Cape Victory, which is rugged and inhospitable, and, forming as it were a breakwater to the deep rolling swell of the ocean, is for some miles off fringed by a cross hollow sea almost amounting to breakers.

The land of Cape Victory is high and rugged, and much broken; and if the weather be not very thick, will be seen long before the Evangelists, which are not visible above the horizon, from a ship's deck, for more than four or five leagues.^[206] Pass to the southward of them, and steer for Cape Pillar, which makes like a high island. In calm weather do not pass too near to the cape, for the current sometimes sets out, and round the cape to the southward; but with a strong wind, get under the lee of it as soon as you please, and steer along the shore. In the night it will be advisable to keep close to the land of the south shore; and if a patent log be used, which no ship should be without, your distance will be correctly known. The course along-shore, by compass, is E. ¾ S.; and if the weather be hazy, by keeping sight of the south shore, there will be no difficulty in proceeding with safety.

The Adventure entered the Strait on the 1st of April, 1830, at sunset; and after passing within half a mile of the islets off the Harbour of Mercy, steered E. ¾ S. magnetic, under close-reefed topsails, braced by, the weather being so squally and thick that the land was frequently concealed from us; but being occasionally seen, the water being quite smooth, and the course steadily steered, with the patent log to mark the distance run, we proceeded without the least anxiety, although the night was dark, and the squalls of wind and rain frequent and violent. When abreast of Cape Tamar, that projection was clearly distinguished, as was also the land of Cape Providence, which served to check the distance shewn by the patent log; but both giving the same results, proved that we had not been subjected to any current; whereas the account by the ship's log was very much in error, in consequence of the violence of the squalls and the long intervals of light winds, which rendered it impossible to keep a correct account of the distance. At daybreak we were between Cape Monday and the Gulf of Xaultegua; and at eight o'clock we were abreast of Playa Parda, in which, after a calm day, the ship was anchored.

In the summer season there is no occasion to anchor any where, unless the weather be very tempestuous, for the nights are short, and hardly dark enough to require it, unless as a precautionary measure, or for the purpose of procuring wood and water; the best place for which is Port Famine, where the beaches are strewed with abundance of logs of well-seasoned wood, which is very superior to the green wood that must otherwise be used.

Notwithstanding that the Adventure experienced no current in the western part of the Strait, there is generally a set to the eastward, which is more or less felt according to circumstances. The direction and strength of the currents are caused by the duration of the gales.

The chart will be a sufficient guide for vessels bound through from the westward as far as Laredo Bay; after which a few directions will be necessary. The land here should be kept close on board, to avoid the Reef off the south-west end of Santa Magdalena. Being abreast of it, bear away, keeping the N.E. extremity of Elizabeth Island on the starboard bow, until you see Santa Marta in one with, or a little to the southward of, the south trend of the Second Narrow (Cape St. Vincent), which is a leading mark for the fair channel until you pass the spit of shoal soundings, which extends across to Santa Magdalena. There are also shoal soundings towards the south-west end of Elizabeth Island; at half a mile off we had five fathoms,—Cape St. Vincent being then the breadth of Santa Marta open to the northward of that island. Keeping the cape just in sight to the northward of Santa Marta, steer on and pass round the low N.E. extremity of Elizabeth Island, off which are several tide eddies. The tide here sets across the channel.

Now steer for the Second Narrow, keeping Cape Gregory, which will be just discernible as the low projecting extreme of the north side of the Second Narrow, on the starboard bow, until you are three miles past Santa Marta; the course may then be directed for the cape, opening it gradually on the larboard bow as you approach it, to avoid the shoal that extends off it.

If you anchor in Gregory Bay, which is advisable, in order to have the whole of the tide for running through the First Narrow, haul up and keep at a mile and a half from the shore. When the north extremity of the sandy land of the Cape is in a line with the west extreme of the high table-land, you will be near the anchorage; then shorten sail, and when the green slope begins to open, you will have fourteen fathoms: you may then anchor or keep away to the N.E., and choose a convenient depth, taking care not to approach the shore, so as to bring Cape Gregory to the southward of S. by W. ¼ W. (by compass). The best berth is with the Cape bearing S.S.W.

Hence to the First Narrow, the course by compass is due N.E. by E.^[207] The land at the entrance being low, will not at first be perceived; but, steering on, you will first see some hummocky land, making like islands. These are hills on the eastern, or Fuegian side of the Narrow. Soon afterwards, a flat, low sand-hill will be seen to the northward, and this is at the S.W. extremity of Point Barranca. On approaching the narrow, at four miles off, keep a cliffy head, four or five miles within the east side of the narrow, open of the trend of Point Barranca, by which you will avoid the shoal that extends off the latter point. You should not go into less depth than six fathoms. At most times of the tide there are long lines and patches of strong ripplings, through which you must pass. The shoal is easily distinguished by the kelp.

When the channel through the narrow bears by compass N. by E. ¾ E., steer through it; and that, or a N.N.E. course, will carry you through. On each side, the bank extends off for some distance; but by keeping in mid-channel, there is no danger until the cliffy coast be past, when reefs extend off either shore for some distance, particularly off Cape Orange. The N.N.E. course must be kept until the peak of Cape Orange bears south, and the northern Direction Hill W.S.W., or W. by S. ½ S. by compass. Then steer E.N.E. for Cape Possession, taking care not to approach too near to the bank off Cape Orange, or to that on the north side of Possession Bay, for which the chart must be consulted.

For a small vessel, the passage through the strait, from west to east, is not only easy, but strongly to be recommended as the best and safest route. Indeed, I think the passage would be quite as expeditious, and perhaps much safer, to enter the Gulf of Trinidad, and pass down the Concepçion Strait, the Sarmiento or St. Estevan Channels, and Smyth Channel, and enter the Strait at Cape Tamar. In these channels northerly winds prevail, and there is no want of convenient and well-sheltered anchorages for the night, many of which have already been mentioned, and multitudes of others, perhaps much better ones, might be found.

APPENDIX.

———

TABLES of LATITUDE and LONGITUDE, VARIATION of the COMPASS, TIDE, and HEIGHT.

MAGNETIC OBSERVATIONS, discussed by Major Sabine, R.A., F.R.S.

ZOOLOGY; including Mammalia—Birds—and Shells.

COPIES of ORDERS.

EXTRACTS from a Paper published in the Journal of the Royal Geographical Society.

EXTRACT from a Game-book.

INDEX.

TABLES

OF

LATITUDE AND LONGITUDE, VARIATION OF THE COMPASS, AND TIDE.

———

I.

COASTS OF BRAZIL, RIVER PLATA, AND EASTERN PATAGONIA.

———

The Latitudes to which the character sun is prefixed, have resulted from Astronomical Observation. The Longitudes which have been determined by Chronometers, are designated by C.; and those by Lunar Distances by sun-moon. Those without distinguishing marks are the result of Triangulation.

The Longitudes in the following Tables depend upon that of Villegagnon Island at Rio de Janeiro, which was found by fourteen Chronometers from Plymouth to be 43° 05′ 03″ West of Greenwich.

TABLE II.

———

STRAIT OF MAGALHAENS,

INCLUDING

THE COCKBURN AND BARBARA CHANNELS, AND THE OTWAY AND SKYRING WATERS.