Since writing the former portion, or first edition, of this book, fresh proof has been supplied of the danger incurred by allowing steamships to go to sea, without being sufficiently provided with spars and sails. In February last two of our own coasters, the _Gabo_ and the _Bothwell Castle_, broke down at sea, and for days were drifting about unable to make a port. Fortunately it was fine weather, and they both succeeded in getting assistance to tow them in. The steamer _Gascogne_, which left Havre for New York on January 26 last, had a much more trying time of it. On the third day after leaving port her machinery broke down. It was patched and she went on her way for two days more when a second and more serious break took place. This was also patched up, but in less than twelve hours a third stoppage took place. The engineers worked night and day for ninety-six hours, meanwhile the great ship was wallowing in the heavy sea, and drifting hundreds of miles out of her course. The passengers were battened down below, and all hope was abandoned, as the _Gascogne_ had got far from the track of ships. Finally the engines were started again, and the vessel steamed slowly on, arriving at New York after a fearful passage, which took seventeen days from port to port. The _Daily Chronicle_, an English newspaper, in commenting on the case, stated: “In steamship circles here the speculations concerning the whereabouts of the _Gascogne_ during the period of anxiety are looked upon as the beginning of a new departure. This feeling applies especially to a scheme for the immediate organisation of ocean-search parties, and the reserve of Government, or other ships at hand to perform this duty. The ports of the world will thus be able to mobilise a flying squadron in the interests of humanity.” This is what I call a mad scheme, very much like sending the blind to look for the blind. The better plan is to either compel steamers to be fitted with twin screws or carry enough sail to give them at least steerage way. Prevention is better than cure in this as in every other matter. The annual marine commerce of the British empire is estimated by competent authorities to amount to £970,000,000. Of this one-seventh (or £138,571,428) belongs to the self-governing colonies. Surely the interests involved in these immense sums demand that all possible means should be used to avoid casualties of every description.