ADDRESSES TO CONSTITUENTS.

Globe, Volume XXI, Issue 1676, 4 July 1879, Page 3

ADDRESSES TO CONSTITUENTS.

mi lit. I hare been in communication with Mr Conyers, the Commissioner of Railways, upon tho following matters. .He informs mo that tenders have been called for the supply of two traversers for the wharves. These ho proposes to test before placing them on all the jetties. If they work successfully he will have them placed on all the The contract will provide for such additional number as may be required. He has given orders for the removal of the turntable near the screw pile jetty, and for the closing of the footpath from that jetty along the edge of the reclamation to the Gladstone pier, the road at the base of the cliffs to be used instead. Mr Conyers is not yet in a position to give the Board any further information regarding the Sroposod site for the Board s cilices on orwich Quay, although he telegraphed to Wellington on the 28th Juno for the Governin' nt’s decision on the matter. Mr Conyers has done everything in his power to further the Board’s wishes in this matter, but the requirements of the Customs, which cropped up at the last moment, have placed the matter in suspension. A letter from J. Courtenay re wharf lamps contract will be read. Also, a letter from Messrs Petersen and Co., in reference to a self-registering clock and barometer which they have for sale. I propose to refer the letter to the harbor master. In connection with the Bells, I omitted to state that an application was made by the purchaser of the wreck for the use of the diving apparatus belonging to the Board for the purpose of placing chains under her, or for stopping the holes in her if found necessary. After consulting several members of the Board, I directed a reply to bo sent that the apparatus might be used for the inspection of the vessel only. I may mention that enquiry was made. The use of the dress for such a purpose had been refused before sale took place. After all the Horbor Board’s apparatus was not used, as there was a private one in Lyttelton available for use, and which was ultimately used. I will ask the Board’s authority to order two new lOin. towing hawsers for the tug, of ninety fathoms each, as the one now in use is beginning to show signs of wear. The dock plans have been completed, and tenders have been invited throughout New Zealand as well as in the Australian colonies. The contract for the reclamation to the east of the boat jetties is signed, and I will ask the Board to order their seal to be affixed to it. The secretary reports to me that the time has arrived that ho requires some clerical assistance to carry out the duties of the office, and I would suggest that the matter be referred to the office accommodation committee to deal with. The session of the General Assembly being about to take place, it becomes necessary that leave of absence bo granted to myself, the Hon. J. Hall, and Mr Murray -Aynsley. Mr Harman has kindly consented to undertake the duties of acting chairman, as on the former occasion during my absence at Wellington. HitanrKHß’B report.

MB BRYCE AT WANGANUI. IBx Telegraph.! , WANGANUI, July 3. Mr Bryce addressed his constituents at Wanganui last night, and. received a vote of confidence. His speech was a general and particular condemnation of the Ministry. All he could say in their favor was, that they had vigorously prosecuted public works, this district being an example thereof, aud that they had refrained from any endeavor to restore Provincialism. He. reviewed their policy under four heads—retrenchment, electoral reform, change in incidence of taxation, and Native affairs; and he condemned, in unmeasured terms, their conduct respecting every one of them. Ho thought the financial prospects of the country were very gloomy, and deplored the fact that depression had set in even before loan expenditure had ceased. Speaking of the late Cabinet rupture, he defended Mr Balia’. l oe, saying that under the circumstances, resignation was the only course ■ open to him. _____ SUPREME COURT CRIMINAL CALENDAR. The following is. a list of the criminal cases •sat down for hearing at the next sittings of the - Supreme Coast, which commence on Monday . next: — Emma and Edward Ashwin, arson. Frank Lewis, arson. David S. Wright, forgery and nUpring. William Power, larceny from a dwelling. '- G. F. Blantem, forgery and uttering. Lewis Schmidt, stealing from a dwelling. C. W. Greenweed, embezzlement. - Jacob Vogt, forgery and uttering. James Hording, larceny from a dwelling. -George Hamilton, arson. Stephen Walsh, larceny from a dwelling. Montague Dcdd, larceny by a clerk. ' Thomas Maddox, fraudulent bankruptcy. - James Daley, false pretences. V LYTTELTON HAHBOBg.BOARI). Thursday, Jump's. '■ The usual meeting of the Lyttelton Harbor Board was held at 2 p.m. Present—Hon. E. Richardson (chairman), Hop. John Hall, 'Messrs H. Aliwright, P. Cunningham, ®. J. S. Harman, C. W. Turner, D. Craig, MurrayAynsley, H. Sawtcll. chairman’s statement. The Chairman —The following sums have been paid in to the Board’s credit since our last ordinary meeting : Wharfage .it £1062 0 0 Pilotage and Port chargee for June, 1879 .. 387 12 11 Towage, warp*, &c ... ... 135 14 10 Refund Pier-ipaotor’a half salary 185 4 0 £1770 11 9 The members of the Board doubtless will have noticed in recent Press Agency cablegrams from London that our debentures have been advertised for sale on the London market at a minimum of £lO2. This information, if correct, and wo have no advice from the Bank to the contrary, is somewhat singular when it will be remembered that it was on the moat urgent representation from the National Bank of Now Zealand that the Board were induced to authorise a reduction of the minimum very considerably below that limit, as io shown in a letter addressed to the Bank immediately after our last meeting. It will also bo noted that the 'Board’s first opinion as to the minimum price was not erroneous, hut is supported and strengthened by telegraphic advices from London just to hand, stating that an instalment of the Christchurch drainage loan has just been successfully floated, and has realised £lO6. The engineer’s report on the progress made with the harbor works contracts will be read. Ho concludes his report by recommending the strengthening of a; portion of the Officers’ Point breakwater some 250 ft. in length by the addition of rough atone of large size on the outer slope. I concur with his opinion upon this matter, and I think that the plan and specifications for the required work should to prepared, and that tenders should be called for it forthwith. The dredging return for the June month is on the table. It shows a very good result, considering the interruptions which have taken place through the violence of the weather; 142 barge loads amounting to 25,560 cubic yards or 35,500 tons. The towage return for the month of June is -also en the table, and shows a very satisfactory result. On Mr Turpin’s recommendation,'l have authorised certain additions and repairs rendered necessary to the tug’s deck gear since her employment during the recent S.E. gale. The work consists in the repair ofthe towing bridge staunchions, the supply of a bracket and spindle to be attached to the tow rope, to enable its being pulled on board by steam instead of by hand ; and the supply of a fly wheel to ease Xhe strain upon the deck caused by the working of the steam fire engine. The work has been entrusted to Mr Bums, the Board’s contractor for • ironwork, and the cost I am advised is not likely to exceed £25. As this contract has now expired, it is necessary that fresh tenders should be called for. A report will be read from the harbor master upon the circumstances attending the B.W. gale and S.E. sea which visited Lyttelton on the 21st ultimo, resulting in the wreck of the barque Bells. Captain MoLellan .gives it as his opinion that the chance of vessels dragging may in future bo greatly reduced by causing all vessels in the stream to anchor further down the harbor, whore the holding ground is sounder, and the harbor is deeper, and vessels at anchor would feel the effect of the South-easterly range far leas than if anchored whore there is a loss depth of water. The harbor master attributes the dragging of the ships across the harbor during the S.W. gale, chiefly to the heavy S.E. sea that was running into the harbor at the time, and this opinion is borne out by the fact that vessels, during the violent N.E. gale on Saturday last, the 28lh ultimo, which in force far exceeded the S.W. gale on the previous Saturday, but which was unaccompanied by a South-easterly range, did not drag their anchors. I would desire to point out out that the harbormaster has full power, under the existing harbor regulations, to enforce the anchoring of vessels in the stream in the manner recommended by him. It may be advanced that no vessels at all should lie out in the stream, but to any one having an intimate knowledge of the circumstances connected with the general trade of the portend the shipping it must be manifest that at times a number of vessels will bo anchored out in the stream. For instance, vessel; having completed their outward loading anchor out in the stream awaiting a fair wind. Again, foreign vessels arriving here generally pass their entries while lying in the stream, and thereby save their number of lay-days at the wharves. Immigrant vessels, again, have frequently to remain out in the stream for days, and sometimes for weeks. There can be no question also that the trade of the port is most spasmodic; a fair wind will often bring in quite a fleet of vessels all of which it would bo impossible to berth at the wharves at once, for the reasons I have previously pointed out. It is clearly to the Board’s interest to have all vessels berthed as soon as they possibly can be, and the harbormaster has hitherto always acted up to this rule where he could do so, but to make a hard and fast rule that all vessels on arrival were to come straight in to the wharves, or that all vessels when loaded outward should bo towed right out to sea from the wharves, would certainly not work. The Board will regret to learn that Captain MoLellan has been suffering from severe indisposition, aggravated by exposure while he was on board the tug during the recent southwest gale. I may mention that the Insurance Association propose, with the consent of the Harbor Board, to mark their appreciation of the valuable services rendered to . the shipping by the tug Lyttelton during the S.W. gale, by offering a gratuity to {those who were on duty on board uninterruptedly from Saturday morning till Sunday morning. I think the Board will raise no objection to this, as without doubt the tug was well handled, and the services rendered by those on board were of an exceptionally severe nature and deserving of some special recognition. A number of accounts will be laid before you for payment to-day. A further letter from Messrs Scott Brothers, in reference to the pumping machinery for the graving dock will be read. Also a report from Dr. Hector, giving the results of analysis of the mud dredged from the harbor. Ho reports it as not useful as an ingredient in cement, A letter has been received from the Lyttelton Borough Council, agreeing to the proposed boundary line from Peacock’s Wharf to Naval Point. Mr Mclntyre has nearly completed the survey and plan. I propose to furnish the Borough Council with a tracing of it when completed. Our solicitor ha* been requested to advise upon the steps necessary to be taken to complete the arrange-

The report of the engineer wasjread as fol lows :

I have to report that tho works are still somewhat delayed for want of suitable timber, and tho progress during the past month has been alow. On the Gladstone Wharf about 70ft. of the planking and a few of the wales and braces, and replacing tbo stone pitching, yet remains to finish this work. On the intermediate No 3 very little work has been done during last month. A small quantity of the earth filling in the Breastwork between this and the Tunnel Jetty has been put in. On the Screw Pile Jetty fifteen piers are driven and completed, and most of the wales and braces fixed. During the heavy gale on the 21st June the sea broke over the windward side of the Breakwater in such a manner that there appears to be some danger of another snob gale washing into the interior and softer parts of the work by the seas r o’ling over the top. I would therefore recommend that the depression at the end of tho shed be filled up, and the line of the slope straightened with stones of large size. Thus about 250 ft. of the slope would have to be straightened. I have, &o , C. N. Bell, Engineer. The Chairman said he quite concurred in the recommendations connected with the work contained in the report of the engineer. The timber for the portion of the work which had been delayed had come to hand. The whole distance proposed to be raised and topped up was about 250 feet. Hon. J. Hall moved—“ That plans and specification bo prepared for the additional work necessary to be done to the Officers’ Point breakwater, as recommended by the engineer.” Mr Aynsley seconded the motion, which was agreed to. RETORT OR THE HARBOR MASTER. The report of the Harbor Master on the recent gale in Lyttelton was read as follows : Harbor Board, Lyttelton, Ist July, 1879. Bir, —I have the honor to acknowledge the receipt cf your letter of the 21st instant, requesting me to furnish you with a report upon the circumstances attending the late S.W. gale. Ist. As to when the vessels in the stream signalled for assistance or that they were in distress. 2nd. Whether all the vessels in the stream on the night of tho 20th instant had both anchors down. 3rd. What time the steam-tug Lyttelton left the wharves for the purpose of giving assistance to the shipping in tbo stream. I beg most respectfully to report as follows : In reference to the first, I have made enquiries from the masters of all the vessels that dragged their anchors on the night of tho 20th instant, and their reply was that they had made no signal of distress, with the sxception of the master of the barque Mary Blair, who stated that he fired two rockets, but that they were useless, and merely dropped alongside. The master of the Mary Blair afterwards fired blue lights, more with a view of showing the position of the Mary Blair to the masters of tho other vessels dragging towards her, so that the vessels might be sheared clear of one another than for distress or shore signals. In reply to the second, all the vessels in the stream on the night of the 20th instant had both anchors down, while two of them had three anchors down, and one four. I will give you the masters’ reports as given by them to mo. starting with the first that dragged, viz : Mary Blair—At 7 p.m., with 75 and 45 fathoms, and kedge anchor. Master on Board. Hebe—At 9 p.m., 120and70fathoms. Master on sb-ro.

Soukar—At 9 p.m., 95 and 35 fathoms Maste - on board.

Bells —10 p.m., 60 and 45 fathoms. Master on shore.

6. B. L.—At 11 p.m., 135 and 120 fathoms, and kedge anchor. Master on board. Coromandel —Midnight, 80 aud 30 fathoms. Master on shore.

Island City—Midnight, 95 and 80 fathoms; also stream and kedge anchors. Master on board.

Oakhurst —2.30 a.m., 21st inat,, 83 and 45 fathoms. Master on shore.

Bed Gauntlet— 8 a.m. on the 21st inst., 75 and 45 fathoms. Master on board. You will see by the above that all the vessels had plenty of chain, and that every vessel had both anchors down before they commenced to drag. The most extraordinary fact is that every anchor hove up was found to be clear, proving that great care was taken by those in charge in shearing their vessels previous to dropping their second anchois.

In reference to the third, the attaining Lyttelton did net leave the wharf till 8.43 a.m. on the 21st instant, as nothing could be seen on account of the thick fog and rain, and ro report was made to me by the night watchman, whoso duty is to keep a look out for all vessels in the stream as well as those at the wharves, and to put the lamps out at G a.m. Ho reported to me that it was that dense with fog and rain that ho could not sea any vessel’s lights after 2 a.m. on tho 21st. The master of the Coromandel went round Sumner road at daylight on the 21st, but owing to the denseness, could not see anything of his own or any other vessel. On his return he came to my office, stating that ho was very anxious about his vessel, but could get no means of getting off to her. I told him that I had ordered Captain Clark to get steam up at 8 o’clock, and that we were going down the harbor to .have a look at the shipping, and that he could come off with us, which he did. What kept me more in ignorance of the vessels having dragged, was that at daylight I could see one ship, which proved afterwards to he the Red Gauntlet, and sho was the only vessel that I was in dread of during the night as she was high out of the water and anchored in the most exposed position to the S.W. gale of any other vessel in the harbor, the ground being much broken up on account of the large number of vessels previously anchored about that place. What made me most confident was that no report was raaie to me from tho signalman, he being at bis post at could have seen or missed any of the ships previous to tho tug leaving the wharf ho would have reported it to me (and I have full confidence in the signalman).

I may here state that the position of any of the vessels was not known to anyone in Lyttelton previous to the tug leaving the wharf. In fact, the S.W. gale did not blow during the night with such violence as for me to expect any vessels to drag their anchors.

cause of the vessels dragging their anchor* was tl rough the heavy S.E. sea run. mug into the harbor, causing the vessels to run ahead on each sea against the S.W. wind. On the sea being exhausted, it left the vessels with sufficient slack-* chain to be sent astern with sufficient force ani strain to cause the anchors to drag very slow, but sure. The above was the case in the height of the gale on Saturday, the 21st instant, and could be plainly seen by those on board the vessels and the steam-tug -, and I am perfectly satisfied that a good watch was kept on board of each vessel lying in the stream on that night, ns on several occasions I found, upon enquiry, that the crews had to brace the yards, set staysails, and pay chain out, first on one anchor and then on both, to avoid ooUisien. The very fact of none of the vessels having collided proves the fact that a good watch was kept. Should any signa’s of distress have been made, and that they could possibly have been seen from the shore, of course the steamer would have gone off, but she could not have kept the vessels from dragging, nor could she bo of any assistance till daylight. With reference to mooring ships in Lyttelton Harbor, I may state that mooring ships was tried by my predecessors and proved a failure. The reason was that every vessel moored brought both anchors together, the result being foul anchors. For instance, the ship Clontarf had her chains cut in three different places before she could bo unmoored, causing three weeks’ delay. It was thought at the time that by providing the port with mooring swivels, that the chains and anchors might be kept clear. Mooring swivels were then procured and tried unsuccessfully, and mooring ships in Lyttelton harbor was given up. It stands to reason that a vessel mooring in a port where so much easterly sea runs into as we have at times in Lyttelton, with shallow water, that there is always the same difficulty to contend against. The rule used by me is when a ship brings np to give her between sixty and seventy fathoms on the best bower anchor, laying the crown of the anchor to the S.W. if possible, with good buoy aud buoy rope attached. With reference to the latter rule,' such was the case with every ship anchored in the harbor on the 20th inst. And general instructions are given by the pilots to the masters and mates of all vessels arriving in the port to let go their second anchors immediately the wind increases, so as not to allow the anchor down to be started, for instance, suppose the ship Lady Jocelyn had been moored when she run before the sea that parted her chain one hundred and five fathoms from the anchor, the ship would have been lost before another anchor could possibly bo got ready. As it was the second anchor was let go immediately on the chain parting, and the ship kept in safe anchorage, riding the easterly sea out. The latter, I think, will prove the fallacy of attempting to put moorings and mooring buoys down in the stream for vessels to ride by, as I believe from my own experience in Lyttelton for over twenty-one years, smd the many vessels that I have seen during that time shifting their positions and drifting about the harbor with every fresh gale, that should the ships bo made fast to screw moorings, that they must at times part their chains or be cut down.

The only remedy 1 can suggest is to anchor all vessels, during tbo winter season, farther down the harbor and in deeper water, so that during heavy easterly seas they will not strain so much upon their anchors. Of course, the keeping of vessels half-a-mile down the harbor will be felt inconvenient, expensive, and. objectionable to all concerned, yet, in my opinion, it is the only remedy. In conclusion, I may state, for the benefit of all that may be interested in shipping, that it is a standing rule on board of all British ships, wherever they may be at anchor, that while at single anchor, such as we use at Lyttelton, means anchor watch, and th .t an anchor watch is always kept by vessels riding at single anchor, where, on the other hand, if a ship is moored, all hands turn in, and very seldom have they the third anchor ready to let go, as the ship is, when moored, supposed to be secure and safe from any gale. The holding ground in Lyttelton Harbor is very good, but once an anchor a-arts, wth the clay carried away on the flake of the anchor, the anchor seldom holds well again until the anchor is hove up aud the clay removed from the fluke. 1 have considered, and made it my study for years, how to prevent ships in Lyttelton Harbor from dragging their anchors, and the only safe conclusion 1 have come to is what I now adopt, yet, if nautical men can only suggest a moans of anchoring ships in Lyttelton Harbor without danger of dragging during the occasional easterly sea and S.W. gales, it will be of the greatest benefit to all concerned. In reference to the heavy sea and S.W. gale, I had a telegram from the_ weather-reporting officer in Wellington, warning me against an expected S.W. gale and sea. I have the honor to be, Sir, Tour obedient servant, H. McLellan, Harbor Master.

The Secretary. Lyttelton Harbor Board. The Chairman said he did not know whether the Board intended to discuss the report. Mr Murray-Aynsley thought that the Board should urge upon the Government the necessity of extending the system of weather reporting, which had been found to be so useful. He would also suggest that on tho printed rules for the guidance of ships, given to them on arrival, there should be a provision for communicating with the tug by means of lamp signals when ifc was impoaoiblo to do so verbally. Hon. John Hall said that it was difficult to say from the bearing of the report whether the most diligent efforts were made or not. But it seemed to him that at least the tug should have been ready to go out the moment she could see, as it must be evident that bad weather was browing, and that her services would in all probability be required. From tho report this did not appear to have been the case. However ho thought that those who had taken part in the efforts to succour vessels deserved praise.

Mr Harman said that the tug had now had an opportunity of testing her powers to the utmost, and the Board ought to be glad to find that she had proved herself capable and powerful enough under the most adverse circumstances.

Mr Cunningham thought that if the harbor master was of opinion that ships should be anchored more down the horbor, he had power to do it, and thus stop any chance of dragging. Mr Aynsley thought that the Board should give instructions to the harbor master to that effect.

Mr Sawtell did not consider the Board ought to. give any instructions. If they had, as he thought they had, full confidence in their harbor master, it was in his discretion to anchor vessels where they would be safe. No other member of the Board offering any remarks, tho chairman said he took it the Board left it at the discretion of the harbor master to anchor vessels where he thought they would bo safe. £Hear.j RIALTO COLLISION COMMITTEE.

The committee appointed to consider the question of the collision between the Rialto and tho Sumner, reported as follows ■ The committee appointed to enquire into the collision between the Sumner barge and the Bialto, after going carefully through tho evidence taken on oath before the Collector of Customs,and after hearing what, in Captain John Wood’s opinion, was tho cause of the accident, have come to the conclusion that he committed so serious an error in judgment, that the committee cannot do otherwise than recommend tho Board to continue his suspension for a period of three months, without salary. In making this recommendation your committee express a hope that the Board may consider this punishment sufficient to meet the case. Your committee have received a claim from the owners of the barque Rialto for the whole cost of making good the damage; sustained fcy her, in full of all demands; and they recommend the Board to pay the claim as sent in, it being in their opinion fair and reasonable.

Tour committee desire to draw the Beard’s attention to tie fact of Mr H. Z. Nichols, mate of the Sumner, having addressed a letter to the newspapers, while the case was under consideration, and after he had had the fullest opportunity of giving evidence before the Collector of Customs. The course taken by Mr Nichols, although he has since written expressing his regret for having done so, is so highly improper and subversive of all discipline, that the committee think that the Board should consider what punishment, if any, should be inflicted upon him.

Edward Richardson, Chairman of the Committee Harbor Board Offi:e, Christchurch, 3rd July, 18V9.

The Chairman laid on the table a tracing of the course of the Sumner, and pointed out the cause of the accident, which was that the Sumner had got into shallow water, touched the mud, and lost steerage way. Captain Wood’s order to the engineer was therefore one of the worst that could be given, and indeed caused the accident. There was ample room for the Sumner to have gone between the Rialto and the breakwater, but Captain Wood’s excessive caution in giving the Rialto what he called a wide berth had resulted in the accident.

in reply to Mr Turner, The Chairman said the recommendation of the .nautical assessors on the case had been refused to be communicated to the Board by the Government. Mr Harman moved—“ That Captain Wood be suspended from his position as master of the Sumner for three months without salary.’

The committee would certainly have been entitled under all the circumstances of the case to have dealt far more severely with Captain Wood, as there was no doubt that he hod lost his head, and this in his position was as bad as carelessness or want of skill. Hon- John Hall seconded the motion. Mr Turner said ho did not think the resolution was quite the right one to propose. They were going to reinstate Captain Wood at the end of the three months, and he would prefer to see Captain Wood severely censured from the chair, and fined in a sum amounting to as much as the three months’ pay. Mr Aynsley thought that the course proposed by the committee was the kindest thing the Board could do. It was, so far as they were concerned, suspending Captain Wood for three months, and it was a light punishment, considering the narrow escape that had taken place of sinking the vessel. Mr Sawtell thought that, while the committee had gone into the matter very carefully, still it seemed to him that they could hardly carry out the resolution without deranging the harbor staff, as Captain Croll was engaged in the pilot department, and could hardly take charge of the Sumner for three months. He would prefer to see the course taken proposed by Mr Turner. The Chairman thought the Board could not go so far as to say that because they had not officers to fill up the vacancy any one officer should escape punishment. The motion was agreed to. The Board then proceeded to consider the matter of the conduct of the mate of the Sumner in writing to the public papers whilst the case was under consideration, and after ho had been offered the fullest opportunity for explanation. Tho Chairman said ho thought that this was a gross act of insubordination, and that the Board should take some action in it. Mr Harman thought that tho conduct of the mate was so discreditable to the Board that he did not think Mr Nicholls should bo retained ia the service of the Board. Tho animus in tho evidence of the mate was manifest. Hon. John Hall quite agreed with Mr Harman as to the conduct of Nicholls, and would move—That Nicholls bo suspended for one month without pay.” Mr Turner thought that Nicholls should be discharged. Mr Cunningham did not think that the Board should go as far ns proposed by Mr Turner, because they were not aware of tho good grounds or otherwise for the enmity expressed by the mate towords Captain Wood. The suspension for one month would be quite punishment enough. The motion was then put and agreed to, ACCOUNTS. A number of accounts amounting to £4042 7s XOd wore passed and ordered to bo paid. On the item for damages to the Rialto, Mr Cunningham said he thought the Board should mark their appreciation of the liberal manner in which the captain of the Rialto had dealt with this matter. Whilstt aking up the position that his owners must be protected by repayment of all costs out of pocket the captain of the Rialto did not take any advantage of the position of the Board. The Chairman said he would take care that the opinion af the Board was conveyed to the captain. COLONIAL INTJUSTBIBS. A letter was read from Messrs. Scott Bros, with respect to the supply of pumping machinery, which has been already decided. The Chairman said that the Drainage Board would have pumping machinery out shortly, and they would then be able to compare the cost. He might say that there were only two firms in the whole of Great Britain who could be trusted in the manufacture of pumps such as these. Mr Harman said that perhaps Messrs Scott Brothers were not aware of this. He should move—“ That the letter be acknowledged.” Mr Sawtell seconded tho motion, which was agreed to. THE DEBENTURES. A letter was read to the National Bank, with reference to tho rate of debentures of the Board, as follows : Harbor Board Office, Lyttelton, June 12th, 1879. “ Sir, —In reference to your letters of tho 2nd and 12th Jnne, re the minimum fixed by the Board for the sale of their debentures, lam directed by the chairman to forward for your information and guidance the following resolution passed by the Board at their meeting to-day : “ That the National Bank of New Zealand Limited be authorised to sell tho debentures at not less than £IOO for each bond of £IOO, and to deduct therefrom tho necessary expense of floating the loan.” I am directed by the Board to add that they yielded in the present instance to the Bank’s urgent representations more as a matter of courtesy than that they anticipated that any such expenses or charges (2J per cent.) as those mentioned by tho Bank could possibly bo incurred. I have the honor to be, Sir, Your obedient servant, C. H. Wiliums, Secretary and Treasurer. The Manager National Bank New Zealand (Limited), Christchurch. Mr Turner asked whether tho Board had received any telegram as to the rate at which the bonds had been disposed of. The papers had a telegram that the rate was 102. The Chairman said that no information had been received cither by the manager of the Bank or himself on tho subject. NEW HAWSBES. It was resolved that orders be sent as soon as possible for two ten-inch towing hawsers for tho use of the steam-tug Lyttelton. TENDEES. It was resolved that tenders be called for the cast iron work required by the Board during the year. The action of the chairman in ordering extra fittings for the tug was approved. GRATUITY TO THE OFFICERS. The Chairman said it had been intimated to him that the Insurance Companies were going to hand in a sum of money to be distributed amongst the officers and men who were on the tug on the night of the 20th and 21st June. It would be necessary for tho Board to pass a resolution allowing their officers to receive it, and also that the chairman might receive it as trust money for a specific purpose, so as not to go into the harbor funds. It was resolved—“ That the insurance companies having intimated their intention to give a gratuity to those officers and men who were on the tug during the gale on the 20th and 21st Juno, this Board approves of the same being handed to tho chairman to distribute, and at the same time expresses its approval of the conduct of the harbor master, Captain Clark, and the officers and men engaged on tho tug Lyttelton on the occasion above referred to.” TELEPHONIC COMMUNICATION. Mr Cunningham brought before the Board the great convenience which the establishment of telephonic communication between the offices of the Board in Christchurch and Lyttelton would be. He trusted that the office accommodation committee would bring up a recommendation on this matter. LEAVE OF ABSENCE, Leave of absence for the coming session of Parliament was granted to Hons. John Hall and B. Richardson, and Mr H. P. MurrayAynsley. ADJOURNMENT. The Board then adjourned until that day fortnight in Lyttelton.