THE SAN FRANCISCO SERVICE.

Globe, Volume I, Issue 78, 31 August 1874, Page 4

THE SAN FRANCISCO SERVICE.

The special correspondent of the Ncm Zealand Uerald writing from San Francisco, on July 28th, says : The British steamer Tartar arrived here on the night of the Bth instant, after a run of 31 days from Sydney ; time under steam 25 days 21 £ hours. During the early part of the trip had good weather, and made excellent time. Crossed the line on the 19th. On the 21st heavy showers were followed by thick hazy weather and the officers were unable to take observations. On the evening of the 21st the captain altered the ship’s course to N.B, by E. J 8., which should have carried him clear by at least 40 miles of a reef, marked doubtful, and known as the Caldew Reef. In the middle of the night, whilst the passengers were sleeping peacefully, and the officers and crew all unconscious of the danger ahead, the Tartar took the reef, and there grounded. The shock was sufficient to arouse the heaviest sleeper, but none knew for a considerable time the extent of the danger. Notwithstanding the sudden shock, the darkness of the night, and the fearful uncertainty, there was neither confusion, disorder, nor the usual results of fright. Men, women, and even children behaved admirably. After striking _ the wells were at once sounded, but the ship had not made a drop of water. Her powerful engines were at once reversed, and all their strength employed to drag the vessel off, but daylight found her still upon the reef. The boats were then provisioned, and every arrangement made to seek the land in open boats. From a very graphic report by Mr Halket Lord, of Wellington, from which I summarise the leading events, the ship is reported at this time to have been in this; position, viz : —seventeen feet forward, and three and a-half fathoms aft, the ship’s computed draught at the time being nineteen feet forward and twenty-two feet aft. A boat was lowered, and soundings taken, shewing deep water a quarter of a mile ahead and astern of the vessel. A mile southward was a long line of heavy breakers. Had the Tartar struck this, nothing could have saved her.

At 6 a.m. a kedge was run out, with the best Manila hawser, which snapped like a fiddle-string, cut through by the sharp-edged coral, A second kedge, with an Sin. rope, was run out in the same direction. The position of the ship was now most critical, as the heavy swell behind her was bumping her fiercely. The nearest land—the Palmyra Islets—was some 60 miles distant, but as they were barren of water, it would be necessary for the boats to seek the Fanning Islands, distant 250 miles. Between 8 and 9 o’clock the most serious alarm was entertained. A series of heavy rollers swept over the ship, carrying away two of the boats alongside, and ripping the life-boat from stern to stem. A whole quarter was torn out of the starboard boat, which filled and was swept away. The man in charge of her was carried overboard, but subsequently rescued. The life-boat was repaired, and the gig sent after the other boats, which were also rescued, the gig escaping swamping almost by a miracle. The passengers, who had all volunteered, were now told off into watches, and with the crew at once began to “ up cargo and over” with it, thus materially lightening the ship. About 400 tons of coal having been thrown overboard, the ship began to alter her position on the reef, lifting and shifting so much that the captain ordered a full head of steam on. At 11 a.m. on the 22nd all hands were sent forward. Then the good ship, under full steam, forged ahead, grinding the coral beneath her into masses of powder, and scattering fragments of broken reef in all directions, The passengers watched her movements with intense, but subdued excitement. On, on, crash, crash, off at last! Then the welkin rang with cheers such as only glad British hearts and sound lungs can give. Almost immediately after she took deep water, the pent-up feelings of all on board found vent in an expression of deep thankfulness. The Rev Mr Rawson called upon those who had worked so and acted so nobly to engage in a thanksgiving service. Although saved from instant danger, the Tartar was yet far from safe; she was lying in a network of reefs, or rather in a deep sea lagoon, bounded by treacherous reefs. At 2 p.m. the steam-launch was despatched to survey a passage. At half-past 4 she returned with the intelligence that there was clear water to the westward. As night was again closing in, Captain Ferries did not consider it prudent to move from his position. At 5 a.m, on the morning of the 24th, the good ship essayed to quit her dangerous anchorage. She had proceeded but a short distance, when appearances indicated further difficulties, and the steam-launch was once more sent ahead. The latter soon flew the danger signal, and once more the pitiless cry, “ We’re on the reef,” again rang through the ship. The engines were at once reversed, and barely in time. Eight under the bows the white coral reef betrayed itself. The steam launch was sent forth again as pilot, buoying the channel with empty oil tins, and at 11 a.m, the Tartar was once more afloat on the ocean wave, and free from the hidden

perils that had so nearly proved the grave of all on board. The remainder of the voyage was accomplished without further mishap. During the trying ordeal through which the people of the Tartar passed, the ladies on board won the admiration of all by their unceasing exertions for the comfort of those engaged in removing the cargo, and in cheering and encouraging the desponding. The verdict of a Naval Court of Enquiry held at Honolulu was to the effect that Captain Ferries and his officers deserved the utmost credit for their exce’lcnt conduct during so critical a period. Captain Ferries has publicly thanked the passengers for their aid. The Tartar had scarce arrived in these waters ere she was attached by her agents, J. C. Merrill and Co., who have entered an action in one of the Courts here for the sum of 19,000 dollars odd, I presume on account of advances. The captain of the steamer has further given notice that he is acting as agent for the owners, and calls upon consignees to pay freight at the office of Williams, Blanchard and Co. It appears that the owners of the Tartar ordered her to China on her last trip here, whilst the charterers ordered her to Australia ; the agents obeyed the orders of the latter. On this trip, however, further orders have been issued by the owners, and the Tartar is to proceed to China for a cargo of tea for London. Owing to some financial complications between the agents and the management in London, the railways have refused to accept the “ through” tickets issued in Australia and New Zealand, and the passengers have been detained here, awaiting the result of telegrams to London on the subject. Of course this is a disappointment to many, and has called forth rather stormy complaints. It is understood that the agents have declined the responsibility of endorsing or paying the through rates, and the action entered against the company by their agent indicates a muddle all round. Until the company have their own steamers and paid agents this line will not succeed. It is to be hoped, however, that prompt action will be taken in reference to the detained passengers. The popularising of this line is absolutely necessary. Hitherto very grave complaints have been made about the condition of the ships, and the present muddle, with the fact that already three vessels, the Macgregor, Mikado, and Tartar, have been placed in positions of great danger, require prompt measures in order to reassure the public both as to the certainty of the line’s continuance and improvement. When the Cyphreues was leaving on her last trip the agents heie compelled all shippers to pay freight in advance. This looks as if financial arrangements had not been made at this end satisfactory to the agents. It now appears that the difficulties here have arisen out of the neglect of Mr Hall to arrange for a re-charter of the Tartar. Mr Hall is in Baris, dangerously ill, and unable to attend to any business. The captain oi the Tartar is said to be part owner and anxious to return to England, therefore no arrangement could be made with him. Telegrams have been passing between the various [agents for some days, but so far without result. There is a hope that at the last moment the Tartar will be re-chartered and return. There is quite a crowd of Australians here, to whom a month’s delay will be a most serious inconvenience, to say nothing of the delay of the mails. No arrangement has been made with the railway people, who haye already gone beyond what could be fairly expected in providing passages across the Continent, as they have not yet been paid for their past services. The local agents here have advanced largely on account of the various steamers, and arc quite justified in refusing to advance any more under present arrangements. The Tartar is advertised to sail for China, thence to England. She is now out of the dry docks and ready for cargo, but the uncertainty of her movements will prevent shipments to your colony, even if she return. At the present writing this company seems to be fast fixed in the very middle of a muddle. Incapacity or gross carelessness, if nothing worse, on the part of the agents, has thrown this line right on its beam end. No one here is surprised that, for the present at any rate, the line has practically collapsed. On the arrival of the Tartar she was seized by the company’s agents for advances made by them. Her passengers, most of whom had booked through to Europe, had to find their own way across the Continent. On arriving at New York they will have further trouble with the steamboat people. All who could get away have gone. To some at least the position was most trying. In one case a gentleman from your city had to dispose of his personal jewellery to enable him to push on. He had made all his arrangements in Now Zealand, had remitted his money by letter, and was literally stuck. These passengers will carry a report with them by no means favourable to the company. The Tartar should have sailed from here on the 18th instant, she does not leave until the 28th. Practically, so far as this service is concerned, she does not leave at all, Messrs William Blanchard and,Co., of this city, agents for the owners, are despatching the Tartar on behalf of the Governments of New South Wales and New Zealand, and without any reference to the A. and A. M. S. Company. If Mr Hall withdraws from all connection with the line it may still succeed, but it is doubtful. What is needed is a purely colonial, or a colonial and American line in the hands of responsible men, who understand their business. If the new steamers said to be building are anything like the vessels now in use, they wont do. What is needed are vessels built after the style of the Pacific Mail Company’s vessels, cabins on deck, large saloons, comfortable “social hall,” good smoking cabin, and plenty of room. In fact, such vessels as the Nebraska, only better built, and driven by propellers.

On the arrival of the Mikado, due here on the 3rd August, the story of the Tartar will bo repeated. Lip to the present moment no effort has been made to put the line right again. Passengers for England derive no benefit from booking through; indeed, they will find it to their advantage to pay as they go. At any rate under present circumstances it is useless to pay in New Zealand until some guarantee is given that tickets issued there will be honored. Messrs Williams, Blanchard and Co., agents for the Tartar, are respecting tickets issued in Loudon. But for this, many of your returning colonists who did not make any provision for the long and expensive detention hero would find themselves very inconveniently fixed. There are many here who would be glad to see an Australian line replace this hybrid affair—called the A.A.M.iS. Co.