PORT OF AUCKLAND.

New Zealander, Volume 9, Issue 794, 23 November 1853, Page 2

PORT OF AUCKLAND.

SHIPPING INTELLIGENCE. ARRIVALS. Nov. 20— H. M, B. Funtome, Acting Commander Fitzroy, from Sydney. Nov. 2(’—Waiapu, 21 tons, Tipupa, from East Coast, with 880 bushels wheat 100 do. maize. Nov. 21—Sally Brass, 10 tons, Trail, from Matikana, with 23 tons firewood, 100 poet & rails. Passengers Messrs. Greenwood, and Ileggcrton. Nov. 21—Antelope, 35 tons, Davya, from East Coast, 16 tuna oil, 1 ton of whalebone, 100 bushels maize, bO do. wheat. Nov. 21—Emily, 10 tons, Mair, from Wangarei, with 11 cwt. bacon, 2 cwt. kauri gum, 5 bushel maize. Passengers, Messrs.Burnett, W. Charlton. 11. Magee, and two sawyers. Nov. 21 —Endeavour, 14 tons, Martin, from VVaiheki, with 2 4 tons firewood. Nov. 21—Ocean, brig. 181 tons, 11. Cain, from Melbourne. Passengers,—Messrs.- J. Trehowen, G. F.

Saw ye—Rich, W. Rich jun. Thos. Griffen, A. Scott, C. Ca'dicot, W. Pinkerton, C. Ho'loway, W. Waddell, If. Shappell, Mr. and JVlra. Middlemas and child, J. Jarvijjp, If, Smith, Kuntall, — Combes & IDuldy, agents.'' Nov, 22—Galatea, barque, 316 tons, Capt. Thompson, from Sydney. Passengers Messrs. Gisborne, Hargraves, Eamea, Pelt, and Williams, and Mrs. Edwards and child, Mrs. Williams and child.—W. S. Grahame, agent. Nov. 22—Wanderer, brig. 180 tons, Captain Robins, from Melbourne, with four passenger?.—J. Macky agent, DEPARTURES. Nov. 10 - Calliope, 14 tons, Ko Watu, for Wangaparoa, with 4 boxes, 4 packages furniture, 2 bags Hour 1 do! sugar. ’ Nov. 21—Sally Brass, 18 tons. Trail, for Mercury Bay, 100 ship timbers, 2 tons provisions, 3 gallons ruin. ’ Nov 21—Endeavour, 14 tons, Martin, for Waikehi. Nov. 2i Waterwitch, 10 tons, Jones, for Wano-aroa, with 1 hbd. rum, 60 lbs. tobacco, 1 box slops. Nov. 22—Mary, 23 tons, W. Davis, for Waibeke, with 2 bags flour 2 do. biscuit, 2 do sugar, 1 do. salt 1 keg vinegar, 1 cask beef, 1 bale 1 kit drapery. ’ Nov. 22—William, 20 tons, W. Day, for Kuwait, 10 tons coals, 1 box soap, 1 box caudles, S packages sundries. 2 passengers. IMPORTS —FOREIGN. Per Ocean, from Melbourne :—5 bales gunnys, 1 do. railway wrappers, 680 mats, 120 boxes soap, 5 bhds. rum, 13 kegs tobacco, 100 boxes raisins. 50 sheep. 5 cases cigars, 2 bales blankets, 1 do. sheets, 1 case shirts, 1 case boots, 1 case stationery. Per Galatea, fom Sydney :—26 cases cherry brandy, 150 cases Geneva, 2 bales cotton, 3 quarter casks whisky, 1 I boxes tobacco, 5 cates tobacco, 623 bags sugar, 2 pipes, 6 hogsheads, 4 quarter-casks wine, 228 packages oilmen s stoies, o cases syrup, 8 cases books. Bags, Fcase twine, ~46 trascsr casrur-mr,—- paunugpi cottons, 36 package slops, 5 bales sailcloth, 12 bales blankets, 8 cases silks, 20 packages woollens, 8 packages ironmongery, 4 bundles sieves, 1 case saws, 1 case chemicals, 28 barrels beef, 3 ditto pork, 300 bags rice, 10 cases arrow-roof, 37 barrels flour, 64 barrels 270 cases biscuit, 220 sheep, 21 horses. 13 bundles shovels, 3 cases axes, 2 cases drapery, 30 bags flour, 4 cases drapery, 20 chests tea, 1 case drapery, 7 bales bags, 39 packages oilman's stores, 1 case drapery, 1 case woollens, 1 cask barley, 4 cases cheese, 2 kegs saltpetre, 1 bde paper.

The barque Galatea arrived in our harbour yesterday from Sydney, whence she sailed on the 14tb instant. Amongst her passengers was William Gisborne, Esq., Commissioner of Crown Lands, who had been for some time absent, visiting England, and whom vve have pleasure in welcoming once more amongst us. The Galatea has brought safely 19 horse* out of 21 shipped at Sydney by Mr. Hargraves, who was also one of her passengers. Tbe Daniel Webster, hence, arrived on the 10th mst. The Marmora was to sail for this port in about a week after the Galatea.

WRECK OF THE STEAMER JUXO-SIX LIVES LOST. (From the "Sydney Herald,” November 8.) We have already announced the unfortunate loss of this vessel, and by the arrival of the Phantom from the Manning River yesterday morning, which brought up the survivors of the crew, we are put in possession of further particulars respecting it. The Juno, as before stated, left this port on the afternoon of October 20, and upon clearing the Heads, continued her course along the coast with a fresh N.E. wind and heavy sea, causing her to strain and labour fearfully. On tbe 22nd, the gale slightly abated, but a frightful sea was still running, and at 8 p.m., the larboard boat was washed overboard. At 10 o’clock it was discoveied that she bad sprung a leak, but with tbe pumps attached to the engines tbe crew succeeded in keeping her tolerably free. On the following day tbe weather was thick, attended with violent squalls front the N.E., ship making about a foot of water per hour. As the weather Lad now' a very threatening appearance it was considered advisable to keep her more off the laud ; and for that purpose shifted the course a few points to the eastward. At 4 p.m., wind and sea increased, the latter, from tbe violent straining of the steamer, causing a much greater ingress of water, and although tbe two pumps in the engine room were now kept constantly at work they were found totally insufficient to keep her free. The source of tiie leak could not be discovered, and as it was fast gaining ground, notwithstanding the continued efforts of the crew, a course towards the shore was again steered, to prevent the unnecessary risk of too long exposure in open boats, in the face of so terrific a sea as was by this time running. All the pumps were set at work, but it was still found impossible to lessen tbe water in her hold (3 feet). Under this emergency the officers and engineers were called together to consult as to the best means to adopt to ensure the safety of the hands on board ; when it was decided to return to Sydney, but a gale springing up from the S.S.E., such a step was found impracticable, tbe only course was, therefore, to keep near the land, and to wait an opportunity of returning to Sydney, or running into some other port. October 2*ltb. At 3 a.m., the water bad got into the engine room and extinguished tbe fires, rendering it an impossibility any longer to keep tbe machinery at work, and the leak was gaining so rapidly as to threaten immediate destruction, A second meeting was called, and all being aware of their danger, it was decided to make the land immediately, and endeavour to effect the landing of the crew. Sail was set and at tbe time of making the land all hands were pumping and bailing from scuttle boles and hatchways opened on purpose. At. 7 a.m., along sandy beach was descried, but the surf breaking on it was too heavy for a boat to live through it. The Juno was now brought up with two anchors, with a view of keeping her afloat until the sea in some degree subsided. The efforts to do this were however proving so fruitless, and the crew were so thoroughly exhausted, that as a last resource to save them her cables were slipped, and she was run on shore. The sea was making clean b>caches over her, and in two hours she was gone to pieces. The crew jumped oveiboard and endeavoured to save themselves by clinging to pieces of the wreck. We regret to state, however, the following persons are lost. James Wilson, the 2nd engineer, and three native seamen ; the chief mate, Antonio Martinez, died an hour after landing from exhaustion ; and Mrs. Agnew, a passenger, perished in the attempt to reach tbe shore. The place at which the Juno was wrecked is about a mile to the northward of the Manning River. The mails forwarded by her for Singapore, Batavia, and Manila,have been recovered, and as all the addresses are legible will be sent to their respective destinations by the first opportunity. The mail sent by her for Hongkong has not yet been found. We believe tbe Juno is fully insured in England.

The total wreck of tbe Maid of Erin, on Sunday last, near Recherche Ray, is reported. Tbe timber on board, which was tbe property of Mr. T. W. Brown and Mr, Huxtable, has nearly all been saved. —Hobart Town Courier Oct.

OUR STEAM PROSPECTS

[From the “Sydney Herald,” November 7.]

It is now a matter of certainty that the Australias will before many months be connected with England by three lines of steamers. In the earlier discussions on this subject we had but two lines, one by India, and the other by the Cape of Good Hope. We always advoca ted the former as the one most likely to be beneficial as regards postal communication. Latterly, however, a great change has taken place. Tha discovery of gold in California altered the character of our communication with the western coast of the Pacific and the immense traffic which immediately sprang up rendered the formation of a railroad across the Isthmus of Darien a matter of necessity and certainty. The discovery of gold in our own colony also added to the demand for increased facilities of communication ; and we are now to have steamers across the Pacific—thus making a third line, or rather route, on which three lines of steamers are to be placed. For the sake of simplicity, we purpose in future to speak of these routes ns the Eastern or Pacific route, the Western or Indian route, and Southern, or Cape of Good Hope, or Cape Horn route.

At present our experience is in favour of the Western line. By the Southern line we have had several quick vessels from England lately, but hitherto no good run has been made by a steamer home. The Harbinger, from which great things were expected, was making a very long passage. Whether the vessels which have lately gone homo by Cape Horn will do well remains to be seen. We think there is every prospect of their doing so. The House of Commons’ Committee, to whom the matter was referred in tßfll, decided on recommending the Cape route, us it “would furnish the most economical, and at the same time die least inconven ent, means of transit to passengers, including even the labouring classes ; that ic would offer facilities for the transmission of merchandise at a moderate cost without the inconvenience of transhipment,—but in arriving at those conclusions they were not blind to the merits of the Panama line ; they believed that it—the Panama lint—would afford a regular and sufficiently rapid postal communication, securing to the passenger a voyage comparatively free from storms, and, at Lite same lime, it would bring the rising colony of New Zelaaml into

the mainline of communication. Neither have they overlook! the importance of the more rapid poata communition w\,i c h they are led to believe the iin via the Slits of Singapore would afford, nor the a vantage tihe Australian Colonies! of opening: between Sydney ill Adela\j e steam communication with t e Indian* Akin pelage” They therefore allowed that each of tlittjops ban its advantages, but the easy transit of passers by the Cape line caused them to recommend It is anuf ing to see bow little practical information had been acquired on this subject. In a pamphlet published in ' July List, by one who had evid< ntly wellconsidered the subject, it was ascribed with as much certainty ts if it were a demonstrable fact, that there was “ no rational reason to presume that the voyage (by the Cape) under the most favourable circumstances can be performed under seventy-four days.’ When this was written by three vessels were about to leave England, all of which made the passage under sixiyfive days. . The Panama route is likely to be opened early m the year by two Companies. The first is an American Company, which is building four large vessels especially for it, the first of which, the Golden Age, was to sail from New York about the middle of August, and may therefore be daily expected. She will be laid on the berth with as little delay as possible, and will run iu connexion with lines already established on the other side. We expect this vessel will open the line about the middle of next month.

The second line will be that of the Australian Pacific Cotnpeny. This Company has a capital, paid up of £250,000, and has six boats building of 1500 tons, and 300 horse-power auxiliary screws. The first of their ships, the Kangaroo, was to be launched about the end of July, and would probably be ready for sea about the Ist October, She may therefore be expected in Sydney about tbe end of tbe year. She will be despatched for Panama as quickly as possible. This Cdfnpany is in

ning between the island of St. Thomas and the Isthmus. One half of ibe distance of this lino being already provided for, it is only on the Pacific side that the Company will have to make arrangements. Their estimated time is eighteen days from Southampton to Cbagres, one day crossingr.be Isthmus, and thirty-three days from Panama to Sydney—or fifty-two days in all; but we must allow an extra day or two, and then the passage will be a quick one. The third line which it is proposed to establish on this route is that of "The Australian Direct Steam Navigation Company, via Panama.” This Company obtained a charter in June last : its capital is to be £1,000,000. It is intended to have no connection with any other company, but have vessels of its own from Milfbid Haven to Navy Bay, and from Panama to Sydney. One of its nautical directors is Captain Hoteison, R. N.; and after the extracts we have given from bis pamphlet, our readers will not be surprised to bear that the boats to be employed are to be 3000 tons burthen, to have paddle-wheels and engines with commensurate engine power. Vessels of this class cannot be built for less than £l00„000 each, and as it will be impossible to keep the line open with less than eight vessels, a very large portion of the capital will be at once swallowed up. So gigantic is this scheme, that we do not believe it will be carried out; and if it is we cannot see where the traffic is to come from to pay for such an expenditure. It appears like madness to build vessels to run on a line where such ships as the Orinoco and La Plata are already established, and which are sufficient to carry all the passengers that are likely to come trom England by that route. From the United States we shall probably Lave a continuous stream of passengers, but then they will join the line at the Isthmus. We fully expect to bear that this Company is amalgamated with some other, or else that the project is given up. It is worthy of remark that in the original prospectus of this Company it was called th ■ Australian Direct Screw Steam Ship Company, but the word “screw” was dropped, and full power paddle boats are to be employed. Captain Iloseaaon’s influence has clearly plunged the Company into an enormous expenditure, which they will find it very difficult to bear up against. It is clear that there will be great competition among the steamers next year, and we think the Government ought to aid in exciting it. "When the Legislative Council meets we should be glad to see some spirited plan of rewards adopted. Let a large premium, say £] OJ’OO, be offered to the first vessel which sha 1, within two years, land an English mail in Sydney in fifty days ; .£BOOO in fifty-two days; £ J SOOO in fifty-six days, and £3OOO in sixty days. Some such rule as this would add to the spiri of emulation which exists among steam proprietors at present, and show that the colonists are in earnest in desiring to have quick communication with the mother country. "We expect to Lave a sixty-day mail in Sydney before six months, and the vessel which brings it ought to have a handsome reward.