PORT OF AUCKLAND Shipping Intelligence.

Auckland Examiner, Volume 1, Issue 33, 30 July 1857, Page 2

PORT OF AUCKLAND Shipping Intelligence.

SnluarOg. July 27—Glance, 20 tons, from Matakana, with 2000 feet sawn timber, 150 rails. 8 working bullocks. July 28 —Julia Ann, 25 tons, Hamiora, from Wakatane, with 209 bags (836 bushels) wheat, 40 kits (40 bushels) maize, 40 pigs. July 28—Kenilworth, ship, 537 tons, Thorn, from New Plymouth, with sundries original can o from London, and shipped at New Plymouth, 3 half tierces tobacco, 1 case 1 keg butter, 5 packages. Passengers,— Dr. Mines, Mr Mahoney and family, Mr. C. Wilson.— Bain, Grahame and Co. agents. ©titulars. July 25—Acadian. 42 tons, Duncan, for Sydney, with 50 tons potatoes, 100 bushels wheat. 1000 feet Kauri timber, I case plants.—Passenger—Richard Burns.— G. S. Graham, agent. July 27—Glance, 20 tons, for Matakana, with sundries. July 27—'i’ay, 15 tons, for the Thames, with sundries July 27 —Dolphin, 41 tons, for tho East Coast, with sundries. July 28—Dauntless, 20 tons, Munhall, for the East Cape, with 270 empty hags, 2 bags sugar, 3 parcels, 2 ploughs, 1 case 1 box soap, 1 box tea, 1 bundle, 2 boxes, 1 bag salt. July 28—Spray, brigantine, 106 tons, Andersen, for Sydney, with 357 bags (1311 bushels) wheat, 1017 bags (62 tons) potatoes, 10 tons kauri gum, 2 tierces beef; Bain, Grahame & Co.; 1 case drapery, S. 11. Cornish. Passengers—Messrs. John Guilding, George Capper, Mr. and Mrs. John Robertson. — Bain, Grahame & Co., agents.

The Marco Polo, so jnsly celebrated as the pioneer of the Black Ball line, has added another laurel to the wreath gained by her former passsage, which was one of the most remarkable on record, having beaten the auxiliary steam-clipper Royal Charter by eight days. Both vessels sailed from the 17th January, and arrived,’the former on the 4th, and latter, on the 4th April.—Melbourne Argus.

Royal Mail Steam Packet Company.—A general meeting •of the shareholders in this, undertaking announced last week was held this morning at the London Tavern, Captain Mangles, M.P., in the chair. The report which was presented, stated that the directors had great pleasure in referring to the receipts from the ordinary sources of traffic, all of which exhibited an increase, amounting in the aggregate to £51,541 10s. lid. It was at the time very gratifying to them to them to state that, notwithstanding the numerous lines of steam-ships which had been recently established with a view to commerce between Europe and the Brazils, the speed and regularity of the Loyal Mail Lteam-packets had maintained a decided preference in their favour. The report was adopted, and a dividend of £2 per share was declared for the eagerly expected second half of the year 1856, and in addition, a bonus of £1 10s. per share was declared out of the amount beyond the £200,000 standing to the credit of the insurance account such dividend and bonus, free of income tax, being payable on Tuesday next, the 21st instant.—Globe 16th April. The First Overland Mail from Australia. —The arrival of the Simla’s mails at Marseilles presents us with a practical solution of the Australian difficulty. They bring dates from Sydney of February 11, from Melbourne ot February 11, from Melbourne of Februaay 15, from trie Mauritius of March I, and from Suez of March 26. It may be remembered that not long Since a controversy arose as to the readiest means of communication with our Australian colonies, but when once it was determined that the route should be by the Red Sea the dispute resolved into one upon a mere matter of detail. Some pci so., s were in favor of the route by the Mauritius of March 1, which has been the one actually preferred : others argue in favour of a somewhat more direct line, which was to strike upon certain islets marked upon the charts as the Seychelles. Oilier matters remaining equal, there might probably be a gain upon the latter route of 24 hours. On the other hand,-certain incidents of navigation and peculiar incidents were connected with the approach to the Seychelles. The determi’, atiou to adopt the route by the Mauritius in the first instance was, no doubt a wise one, although when the traffic is more firmly settled a saving of twenty-four hours may become a matter worthy ot further at en ion. On .he result already attaineded we congratulate the public and especially the mercantile community. Nothing could have been more injurious to the operations of trade than the extreme uncertainty which has too long characterised our commnnicitions with our Australian colonies. Had there simply been tediousuess and delay, so long as the delay and the tediousness were of regular occurence, the inconvenience, deplorable enough in all coses, might have been borne; but with dates varying from two and a-half to three months, it was well nigh impossible to use forecast f r the future. This question, winch seems now to have received its solution, is of far more real importance to mankind at large than almost any other question of route before the public. We must have a regular communication with Sydney as with New Ycrk. O.tr merchants must acquire the satisfactory conviction that they are not venturing their fortunes on a mere hazard when they engage in Australian operations, or else the t.'ade will fall into the hands of mere speculators. Regularity, and then speed, are the necessary conditions of commercial intercourse. When complete arrangements are made, and the full power of ocean steamers is developed between Suez and Sydney we trust to see the limits of time as between us and the e antipodes still further narrowed. Is it a drcam to suppose that ten years hence a man may be standing one day in L( nd n and in forty days afterwards transacting business at our a it - podes I The first step at any rate is taken in the matter. The arrival of the Simla at Suez on the 26th of March opens a new era in the chronicles of Australia. —Times, 4th April. Supposed Loss of a Glasgow and York Steamer,-with all Hands.—During the last two or three weeks much anxiety has been ielt for the safety of the Tempest, auxiliary screw steamship, Captain James Morris, commander, which left New York on the 13th February for Glasgow, and has not been heard ol since. She had a full cargo ot merchandise, chiefly consisting of bread-stuffs, out had only one passenger. Her crew, however, comprised a number ot lianas. Ac first, her non arrival was attributed to the probability of her machinery or propeller having in some way become damaged ; that she had to proceed under canvas;and that encountering'easterly winds ; would be further delayed. The time that has elapsed, however, without any tidings being heard ot her, has led to the most serious foreboding as to her fate and that of every soul on board. She was almost a newship, built of iron, and about 1000 tons,burden. Most of the crew belonged to Greenock. Captain Morris is stated to have been an experienced and very careful commander.

Shocking Catastrophe at Sea —A Whole Crew Starved to Death. —The following is an extract of a letter received at Lloyd’s relati' e to an English ship on the coast of Norway. It is dated “Stavanger, March 14th. ’ A pilot on the 2nd instant, boarded the vessel eight miles from the land, off Kinn, near Stavangar, dismasted and waterlogged. Found in the iorocastle the bodies of six men, which he brought with him on shore, and another body was found between the cargo in the hold, which he could not succeed in landing. Ou one of the bodies was found a prayer-book, on which was written “Joseph Bell, Slot-street, Hull, l“40.” and on another a double-cased silver pocket-watch, on which the name of “J. Buxton” was engraved. A certificate found on board proved the vessel to be the Holingen, from Narva to Gainsborough, with a cargo of deals, &c. The vescel was found to be without provivisions, the crew are, supposed to have died from starvation, especially as one ot the bodies appeared to bear marks ol having been attacked by the others to satisfy hunger, tome of the bodies had evidently been dead some time, others only a few days. The moet remarkable circumstance connected with this wreck is, that the crew could have been starved to death on a voyage from Narva to Gainsbrough, as even admitting that they ran short of provisions, or that these were spoiled on the vessel filling with water, the crew must still have existed four or rive days, and during that period on a track so frequented as the North Sea, it appears strange they fell in with , no vessel of any kind.