on their outward journey. On the 12th they arrived at this island. The bears had walked off with the relay of bread which had been deposited there. To an islet lying off Table Island, and the most northern known land upon the globe, Parry gave the name of Ross, for "no individual," he observes, "could have exerted himself more strenuously to rob it of this distinction."

Putting to sea again, a storm obliged the boats to bear up for Walden Island. Everything belonging to us (says Captain Parry) was now completely drenched by the spray and snow; we had been fifty-six hours without rest, and forty-eight at work in the boats, so that by the time they were unloaded we had barely strength left to haul them up on the rocks. However, by dint of great exertion, we managed to get the boats above the surf; after which a hot supper, a blazing fire of drift wood, and a few hours quiet rest, restored us."

They finally reached the ship on the 21st of August, after sixty-one days' absence.

"The distance traversed during this excursion was 569 geographical miles; but allowing for the times we had to return for our baggage during the greater part of the journey over the ice, we estimated our actual travelling at 978 geographical, or 1127 statute miles. Considering our constant exposure to wet, cold, and fatigue, our stockings having generally been drenched in snow-water for twelve hours out of every twenty-four, I had great reason to be thankful for the excellent health in which, upon the whole, we reached the ship. There is little doubt that we had all become in a certain degree gradually weaker for some time past; but only three men of our party now required medical care-two of them with badly swelled legs and general debility, and the other from a bruise, but even these three returned to their duty in a short time."

In a letter from Sir W. E. Parry to Sir John Barrow, dated November 25, 1845, he thus suggests some improve. ments on his old plan of proceedings:

"It is evident (he says) that the causes of failure in our former attempt, in the year 1827, were principally two: first, and chiefly, the broken, rugged, and soft state of the ice over which we travelled; and secondly, the drifting of the whole body of ice in a southerly direction.

'My amended plan is, to go out with a single ship to Spitzbergen, just as we did in the Hecla, but not so early in the season; the object for that year being merely to find secure winter quarters as far north as possible. For

this purpose it would only be necessary to reach Hakluyt's Headland by the end of June, which would afford ample leisure for examining the more northern lands, especially about the Seven Islands, where, in all probability, a secure nook might be found for the ship, and a starting point for the proposed expedition, some forty or fifty miles in advance of the point where the Hecla was before laid up. The winter might be usefully employed in various preparations for the journey, as well as in magnetic, astronomical, and meteorological observations, of high interest in that latitude. I propose that the expedition should leave the ship in the course of the month of April, when the ice would present one hard and unbroken surface, over which, as I confidently believe, it would not be difficult to make good thirty miles per day, without any exposure to wet, and probably without snow blindness. At this season, too, the ice would probably be stationary, and thus the two great difficulties which we formerly had to encounter would be entirely obviated. It might form a part of the plan to push out supplies previously, to the distance of 100 miles, to be taken up on the way, so as to commence the journey comparatively light; and as the intention would be to complete the enterprise in the course of the month of May, before any disruption of the ice, or any material softening of the surface had taken place, similar supplies might be sent out to the same distance, to meet the party on their return."

The late Sir John Barrow, in his last work, commenting on this, says, "With all deference to so distinguished a sea-officer, in possession of so much experience as Sir Edward Parry, there are others who express dislike of such a plan; and it is not improbable that many will be disposed to come to the conclusion, that so long as the Greenland Seas are hampered with ice, so long as floes, and hummocks, and heavy masses, continue to be formed, so long as a determined southerly current prevails, so long will any attempt to carry out the plan in question, in like manner fail. No laborious drudgery will ever be able to conquer the opposing progress of the current and the ice. Besides, it can hardly be doubted, this gallant officer will admit, on further consideration, that this unusual kind of disgusting and unseamanlike labour, is not precisely such as would be relished by the men; and it may be said, is not exactly fitted for a British man-of-war's-man; moreover, that it required his own all-powerful example to make it even tolerable." Sir John therefore suggested a somewhat different plan. He recommended that two

small ships should be sent in the early spring along the western coast of Spitzbergen, where usually no impediment exists, as far up as 80°. They should take every opportunity of proceeding directly to the north, wherein about 82° Parry has told us the large floes had disappeared, and the sea was found to be loaded only with loose, disconnected, small masses of ice, through which ships would find no difficulty in sailing, though totally unfit for boats dragging; and as this loose ice was drifting to the southward, he further says, that before the middle of August a ship might have sailed up to the latitude of 82°, almost without touching a piece of ice. It is not then unreasonable to expect that beyond that parallel, even as far as the Pole itself, the sea would be free of ice, during the six summer months of perpetual sun, through each of the twenty-four hours; which, with the aid of the current, would, in all probability, destroy and dissipate the Polar ice.

The distance from Hakluyt's Headland to the Pole-is 600 geographical miles. Granting the ships to make only twenty miles in twenty-four hours, (on the supposition of much sailing ice to go through,) even in that case it would require but a month to enable the explorer to put his foot on the pivot or point of the axis on which the globe of the earth turns, remain there a month, if necessary, to obtain the sought-for information, and then, with a southerly current, a fortnight, probably less, would bring him back to Spitzbergen.-Barrow's Voyages of Discovery, p. 316.

In a notice in the Quarterly Review of this, one of the most singular and perilous journeys of its kind ever undertaken, except perhaps that of Baron Wrangell upon a similar enterprise to the northward of Behring's Straits, it is observed,-"Let but any one conceive for a moment the situation of two open boats, laden with seventy days' provisions and clothing for twenty-eight men, in the midst of a sea covered nearly with detached masses and floes of ice, over which these boats were to be dragged, sometimes up one side of a rugged mass, and down the other, sometimes across the lanes of water that separate them, frequently over a surface covered with deep snow, or through pools of water. Let him bear in mind, that the men had little or no chance of any other supply of provisions than that which they carried with them, calculated as just sufficient to sustain life, and consider what their situation would have been in the event, by no means an improbable one, of losing any part of their scanty stock. Let any one try to imagine to himself a situation of this kind, and he will

still have but a faint idea of the exertions which the men under Capt. Parry had to make, and the sufferings and privations they had to undergo."

Capt. Parry having thus completed his fifth voyage into the Arctic regions, in four of which he commanded, and was second in the other, it may here be desirable to give a recapitulation of his services.

In 1818 he was appointed Lieutenant, commanding the Alexander, hired ship, as second officer with his uncle, Commander John Ross. In 1819, still as Lieutenant, he was appointed to command the Hecla, and to take charge of the second Arctic expedition, on which service he was employed two years. On the 14th of November, 1820, he was promoted to the rank of Commander.

On the 19th of December, 1820, the Bedfordean Gold Medal of the Bath and West of England Society for the. Encouragement of Arts, Manufactures, and Commerce, was unanimously voted to him. On the 30th of December of that year, he was appointed to the Fury, with orders to take command of the expedition to the Arctic Sea. With the sum of 500 guineas subscribed for the purpose," the Explorer of the Polar Sea was afterwards presented with a silver vase, highly embellished with devices emblematic of the Arctic voyages. And on the 24th of March, 1821, the city of Bath presented its freedom to Captain Parry, in a box of oak highly and appropriately ornamented. On the 8th of November, 1821, he obtained his post-captain's rank. On the 22nd of November, 1823, he was presented with the freedom of the city of Winchester; and, on the 1st of December, was appointed actinghydrographer to the Admiralty in the place of Capt. Hind, deceased. In 1824 he was appointed to the Hecla, to proceed on another exploring voyage.

On the 22nd of November, 1825, Capt. Parry was formally appointed hydrographer to the Admiralty, which office he continued to hold until the 10th of November, 1826.

In December, 1825, he was voted the freedom of the borough of Lynn, in testimony of the high sense entertained by the corporation of his meritorious and enterprising conduct.

In April, 1827, he once more took the command of his old ship, the Hecla, for another voyage of discovery towards the North Pole. On his return in the close of the year, having paid off the Hecla at Deptford, he resumed on the 2nd of November his duties as hydrographer to the Admiralty, which office he held until the 13th of

May, 1829. Having received the honour of knighthood, he then resigned in favour of the present Admiral Beaufort, and, obtaining permission from the Admiralty, proceeded to New South Wales as Resident Commissioner to the Australian Agricultural Company, taking charge of their recently acquired large territory in the neighbourhood of Port Stephen. He returned from Australia in 1834. From the 7th of March, 1835, to the 3rd of February, 1836, he acted as Poor Law Commissioner in Norfolk. Early in 1837, he was appointed to organize the Mail Packet Service then transferred to the Admiralty, and afterwards, in April, was appointed Comptroller of Steam Machinery to the Navy, which office he continued to hold up to December, 1846. From that period to the present time he has filled the post of Captain Superintendent of the Royal Naval Hospital at Haslar.

CAPTAIN JOHN Ross's SECOND VOYAGE, 1829-33.

IN the year 1829, Capt. Ross, the pioneer of Arctic exploration in the 19th century, being anxious once more to display his zeal and enterprise as well as to retrieve his nautical reputation from those unfortunate blunders and mistakes which had attached to his first voyage, and thus remove the cloud which had for nearly ten years hung over his professional character, endeavoured without effect to induce the Government to send him out to the Polar Seas in charge of another expedition. The Board of Admiralty of that day, in the spirit of retrenchment which pervaded their councils, were, however, not disposed to recommend any further grant for research, even the Board of Longitude was abolished, and the boon of 20,0007. offered by Act of Parliament for the promotion of Arctic discovery, also withdrawn by a repeal of the act.

Captain Ross, however, undaunted by the chilling indifference thus manifested towards his proposals by the Admiralty, still persevered, having devoted 3000l. out of his own funds towards the prosecution of the object he had in view. He was fortunate enough to meet with a public-spirited and affluent coadjutor and supporter in the late Sir Felix Booth, the eminent distiller, and that gentleman nobly contributed 17,000l. towards the expenses. Captain Ross thereupon set to work, and purchased a small Liverpool steamer named the Victory, whose tonnage he increased to 150 tons. She was provisioned for three years. Capt. Ross chose for his second in command his nephew, Commander James Ross, who had