THE MAGELLAN MAIL SERVICE.

New Zealand Times, Volume XXIX, Issue 4195, 31 August 1874, Page 5

THE MAGELLAN MAIL SERVICE.

A correspondent of the Otago Daily Times, signing his letter C.W.K., writes as follows on the above subject;— . Sir, —Your correspondent, “J.L.5.,” having brought this highly-interesting subject under notice—the more interesting at the present time through the sudden collapse of another of the San Francisco services—has induced me to add a word in corroboration of his statements, and in admiration of the proposed mail route via the Strait of Magellan. The Strait of Magellan route has now become the main road for steam traffic between Chili and Peru and Europe, about fifteen magnificent full-powered steamships passing through monthly, including those of the Pacific Steam Navigation Company, which comprise amongst its fine fleet, now second to none, either in number or quality, the beautiful screw steamers Cuzco, Puno, Cotopaxi, Cordillera, Araucauia, Patagonia, Illimani, Sorata, Magellan, Jdflm Elder, Quinto, Chimborazo,

and Aconcagua, all of from 1500 to 2500 tons register, besides those trading on the Coast of from 900 to 1500 tons register, numbering about fifty-five, all told. This company’s boats leave Callao for, and arrive there, from Europe under contract every week, and almost invariably make their appearance two or three days prior to their due date, having thus won the entire confidence of their supporters. The “Kosmos” line of Hamburgh, comprising five boats of from 1800 to 2300 tons register, and the Belgian Royal Mail Co.’s line, belonging to Messrs. Ryde and Co., of London, of four boats, of from 1500 to 2500 tons register, have also one steamer each monthly, to and fro; so that this intricate and seemingly hazardous passage is becoming well known, and consequently bereft of its dangers. Messrs. Ryde and Co., with a view to secure as far as possible the safety of their property, and the lives in their charge, have made a rule that no master shall take a vessel of theirs throtigh the Strait without first having seen it and taken bearings, &c., himself; and an old and respected captain in their service assured me, that with such a chart of landmarks and bearings as he had been enabled to compile, he saw Uttle more risk navigating in the Strait than in the open sea. ■ Now we come to ‘the all-important point of time and distance. The P.S.N.. Company generally do the run from Valparaiso to Liverpool—9ooo miles, as near as possible—in thirty-seven days, equal to ten miles an hour, including detention at Bordeaux, Lisbon, Rio Janeiro, Monte Video, Cape Verde Islands, and Lota, amounting in all, say, to three days, deducting which would give a splendid average of eleven miles an hour. From Valparaiso to Cape Pillar, on the or Pacific side of the Strait, is about 1300 miles, or five days’run, thus leaving 7700 miles, or 32 days-at 10 miles thence to Liverpool; and giving 3900 miles, or say fourteen days, from Port Chalmers (which would undoubtedly in this case be the point of departure fixed upon) to Cape Pillar, would thus make forty-six days throughout. lu case of necessity or subsidy, the three days' detention could with ease be reduced to two, and we could then have our devoutly wished for forty-five days’ service, instead of .the fifty-two days*—the present contract time via San Francisco—and which, from past sad experience, appears to be impracticable. A word might be said as to the advantages of this route over that via California. In the first place, coal of a first-class quality, which is supplied to all the steamers trading on the west coast of South America, is found in great abundance at Lota, Corouel, and other places at the south of Chili, besides, also, as your correspondent “ J.L.S.” affirms, in close proximity to the Strait. Good anchorage ground exists in moat parts of the Strait, especially at Puuta Arenas, or Sandy Point, a small Chilian convict settlement, where it might be found advisable to establish a coaling station. Secondly, what is frequently a great source of annoyance to passengers by mail routes, namely, frequent changing and transhipping, would here, in all probability, be avoided. Again, they would pass tlu’ough some of the grandest scenery in the world, and would be able to get a flying glimpse of the beautiful bay and city of Rio Janeiro, &c. And thirdly —and which is the chief item in the eyes of the public—punctuality could be depended upon ; for, could the contract get into the hands of Mr. George Petrie, the energetic West Coast manager of the P.S.N. Co., his well-known reputation for carrying through successfully that which he takes in hand, would be a guarantee that there would be little fear upon that score ; whilst the name of the company would ensure us against another of those discomforting break-downs to which we are getting only too well accustomed.