358 NAVIGATION. 



east trade, and it is an object of importance, not only as 

 retrards the passage to Bombay, but to all parts of India, to 

 observe, that little easting can be made after the south-east 

 trade is entered ; so that, contending with uncertain winds 

 between the Cape and the limits of the south-east trade, a 

 spirt of southerly wind should not tempt the navigator to 

 the northward of lat. 30° south till he is nearly on the me- 

 ^ lidian of the port of India to which he is bound ; and this is 

 ' more particularly necessary when the north-east monsoon 

 . is prevailing to the northward of the line. The different 

 routes, such as the Outer, Middle, and Boscawen Passages, 

 were formerly chosen from circumstances unconnected with 

 the prevailing winds, such as the geographical site of the 

 islands or shoals being in some better known than in 

 others ; it being thought unsafe to approach certain islands, 

 and supposed shoals, which frightened navigators away 

 from others. The late surveys of Captain Owen, R. N., 

 Captains Ross and Maughan (honourable company's ser- 

 •vice), together with the indefatigable researches of Captain 

 Horsburgh, have at length cleared away most of this uncer- 

 tainty. "Henceforward, then, the choice of the route must 

 be determined according to the season of the year, by the 

 ■winds then prevailing. Thus, any of the before-mentioned 

 routes may be adopted by ships which cross the line from 

 March to October; because the south-west monsoon blows 

 home to all the coasts of India from about the line in these 

 months, and therefore a direct course may be pursued to 

 any of the ports or coasts of India. In the opposite months, 

 it will be sufficiently obvious that a different course must 

 be pursued. From the Cape to the limits of the trade un- 

 certain winds prevail, of which every advantage must be 

 taken ; and here it may very properly be observed, that 

 experienced sea officers differ very much on the subject of 

 carrying sail. Some crack on through every squall while 

 their sticks wiU stand ; the risk of springing a lower mast 

 or lower yard is thus very much increased ; and it is need- 

 less to say how an accident of this kind in a merchant ship, 

 with few resources for repair on board, would retard the 

 progress. The following practice is recommended as pre- 

 ferable : — Never reef, when it can be avoided, off" the wind ; 

 ^reduce sail in time to a squall, but out with every rag 

 again the mopaent the height of the squall is past. It is 



