WRECK OF THE OCEAN MAIL.

New Zealand Times, Volume XXXII, Issue 5051, 1 June 1877, Page 6

WRECK OF THE OCEAN MAIL.

ARRIVAL OF THE OMAHA WITH PASSENGERS AND CREW. FCT,L REPORT OF THE OFFFICIAL ENQUIRY. STATEMENT OF A PASSENGER. CORRESPONDENCE FROM THE CHATHAM ISLANDS. EVERY PARTICULAR. la all cases of shipwreck there is an amount . of painful interc.it ami agitation felt which is peculiar to disasters on the high seas, the novelty—to a great extent—of the situation, and the enormous interests involved, combining to have this effect upon the minds of all of us, and the wreck of the Ocean Mail has since Its occurrence, b.-en the groat subject of attention and chief topic of conversation, if we except the war news from Europe, which now joines to us at brief intervals. It is unite easy to understand, therefore, that the excitement in town on Tuesday, May 22nd, became intense when the intelligence- was carried along t'aat the brig.v.itine Omaha had arrived in the harbor with the passengers, officers, and crew of the ill-fated vessel wrecked on the 21st of March. When between 7 and S o'clock a.m. a signal appeared on Mount Victoria indicating that a brigantiuo was com. sng into port from the South, it did not strike anyone, so far as we heard, that there was any reason to regard the fact as being one of special moment ; but immediately the vessel rounded Halswell Point, being assisted by a fresh fair wind, she at once became an object of interest to a number of people on the Queen's wharf, and the nautical few among them pronounced, her to be a stranger of the well-known Auckland build. She sailed up beautifully, and having arrived close enough, a number of telescopes were brought to bear upon her, and it could be seen that her decks were crowded with people. Her name was anxiously looked for, but that could not be discovered uutil she came within a short distance from the wharf. Then, to the astonishment of all who were there to be astonished, the vessel was made out to be the Omaha, from the Chatham Islands, and her passengers the people from the wreck of the ship Ocean Mail. She anchored out in the stream, opposite the Provincial Buildings. It is popularly supposed that news travels faster than many things which could be mentioned, and ill-news particularly ; it was certainly surprising to notice how rapidly the intelligence of the Omaha's arrival spread on Tuesday. Shortly after she made her appearance people | were talking about the affair in various parts of the town, and a crowd soon collected on the wharf and at the breastwork, the brigantine beinc the object upon which the attention of everyone was concentrated. Speculation ran high"as to who was on board, and when a boat put off those in it were regarded with greater curiosity and interest than ever was bestowed npon any collection of wild animals in the world. Those of the crowd whose only feelings on the subject of the wreck were such as influence people in connection with novelty, or akin to the morbid curiosity which one could imagine to actuate visitors to the morgue of Paris, and scenes of a like tragic character—tho3e, we say, looked on as it were greedily, endeavoring probably to discover something in the appearance of the passengers to indicate the experience of terrible hardship; most probably being very much disguster* to find that with the exception of a certain sea-dog air and a look of importance, pardonable under the circumstances, they were in no material degree different to ordinary mortals; and we have a shrewd suspicion that a few broken limbs would, for the taste and fancy of the small-boy element, have lent additional relish to the scene. But there were many there well acquainted with the officers and passengers of the Ocean Mail, and eager glances were directed towards the boats as they left the brigantine, and hearty congratulations met the people as they landed. Such a shaking of hands surely never was seen before; at every turn the captain, the mate, and the passengers were called upon to participate in this performance, acd to be congratulated on their safe deliver-

ancs from the terrible danger in which they had been placed whilst on a voyage which promised at the outset to be so prosperous. In contrast to these pleasurable emotions was the feeling excited by the intelligence that the Becond and third officers and an apprentice came ashore in custody of

a special constable, charged with perjury in the enquiry held into the circumstances of the wreck at Matarakau. Whilst others were received a 3 we have endeavored to describe, these men were taken to the common goal, there to await their trial at the Supreme Court. It appears that the perjury, of which prima facie case was made out, consisted in swearing that the log had been regularly hove; but this was proved to be untrue, and then the apprentice, Tregillus, admitted that he had sworn falsely. The two officers named and the apprentice were accordingly committed to take their trial. As will be seen by the report of the official enquiry published elsewhere the certificate of the captain was suspended for nine months. During the whole of Tuesday there was a great deal of excitement over the affair, and naturally curiosity as to the particulars was at its height.

We are fortunately in a position to supply every particle of information that could possibly be obtained in reference to the

wreck and all the circumstances connected with it. Before proceeding further, how. ever, we shall give a description in the ordinary course of the passage of the brigantine from the Chatham. l ) to this port. It appears that the Omaha, after discharging a quantity of stores from Auckland at the various stations at the Chatham Islands, went round to the scene of the wreck of the Ocean Mail, and on the 19th inst. her crew and passengers, with their effects, were got on board the brigantine, and she weighed anchor the .same day for Wellington. The passage was an uneventful ono, and occupied three days. The Ocean Mail's people were accommodated during the trip between docks, and the arrangements made for them were as comfortable ■df. could possibly be expected in so small a vessel.

To proceed with the .sources of information at our command, it may be as well at this point to give an account of the passage of the Ocean Mail from the 16th of March, at 11 o'clock p id., until the (late and hour at which she struck on the reef, as gleaned from A PASSENGER'S STATEMENT,

which will be found to give a succinct and exceedingly interesting account of the> affair. The writer says : O.i Friday morning, lGth March, after a detention of ten days at Wellington owing to contrary S.E. winds, a light breeze sprang up from the N.W., and we proceeded to "et under way. 'the pilot came on board, and while the cable was being hove in a small sienraer with tanks of fresh water came alongside, and v/e took in an additional supply. It was a beautiful morning. The sun shone brilliantly from an azure sky, and as we passed a r'-ef of rocks and ueared the Heads the wind freshened to a steady breeze, and we could drier,:', at ten or twelve miles distance the white H.'Jis of the Avalanche, which vessel hail saiV-d from Worser llixy four or five hours i/"f re v/e did. The ship Himalaya, bound for (,'alhio, also followed shortly after we left, and was in. sight for some ; but towards evening she l-, ; pt away more to the northward. We gaii.ed considerably on the Avalanche, steering the .-;.me course 'lnning the day and succeeding night ; and on the following morning at daylight v/e were nearly abreast of her, and er.tly in the forcnooti -side by side, the two vessel, keeping about a hundred yards apart. The captain and officers were highly delighted at our marked superiority insailing with the wind fair, especially as a great many wagers were L'.M in Wellington previous tn our Hailing as to. which vessel would first arrive iu London, the

prevalentopinionbeinginfavorof the Avalanche. Our captain, by signal, invited on board the captain of the Avalanche who, in reply, declined the invitation, and returned the compliment, by askin" our captain to go on board the Avalanche. The latter accepted this invitation, and ordered a boat, in" which he went to the Avalanche, and remained on board several hours. During the time some of the Avalanche's passengers amused themselves by firing from the poop at the albatrosses flying astern, and our boat was employed in picking up a chance wounded bird when it fell into the water, preparatory to its undergoing the I process of drying and stuffing. This visit at its conclusion was attended with an unfortunate result, as the boat accidentally got under the stern of the Avalanche, and was stove in by the swell of the sea—one of the boat's crew nearly losing his life. We were all so elated at the thought of ours being the first vessel home, that our chief officer gave expression to his jubilant feelings by chalking on a blackboard in large letters, " Any letters for London." This notice was put in a conspicuous place, and could be read by the officers of the Avalanche, uo doubt to thengreat mortification and chagrin. Alas wo fittle thought in our exulting and vain confidence that iu a few days our noble vessel woidd be lying on the rocks hopelessly wrecked. The following night the wind drew more ahead, and on the evening of Sunday, the ISth, the Avalanche was miles to windward. Nothing of any importance occurred until Tuesday, 20th. The winds were light and baflling, principally from the S.E., with very cloudy weather. Only one observation, could be obtained since we left Wellington. I remarked, in conversation with the chief mate, early on the voyage, about the log not being hove, and ho said it was the captain's orders not to do it, as he did not believe in its use. This struck me as a very extraordinary opinion, more, particularly later on, when I knew the ship's position necessarily depended on the dead reckoning, from the sun being obscured for the last two or three days. The patent log was not mentioned or alluded to by him in any way, and certainiy not put over the stem during the voyage, or it must have been seen in the watches. Iu the afternoon of Tuesday, 20th, the captain said the barometer which was kept iu his cabin had fallen 5-lOths, and that we were not far from the Chatham Mauds, but he did not expect to sight them. It came on to blow iu the first watch, and the wind increased in violence, accompanied with heavy showers of rain, so that all hands were called to take in sail, and in the middle watch also all hands were called to further reduce the sail. I passed a restless night, dozing occasionally. The wind, coming iu sudden gusts, howled mournfully through the rigging, as if iu prophetic tone sounding a requiem for the gallant ship shortly to be numbered in the catalogue of the wrecked and lost, though happily in this case without loss of life.

A little before 4 o'clock a.m., on Wednesday, the 21st, as I lay awake I saw someone from the deck rash through the saloon on the opposite side of my cabin to the captain's stateroom and say the ship was close on the land The captain came out immediately partly dressed, and excitedly gave a number of what seemed to be contradictory orders, for before one order could be attempted another followed. I hastened on deck and there saw, upheaving through the thick darkness, the white crest of breakers close on her lee, and low laud apparently not more than three quarters of a mile to windward. About 4.20 a.m. the ship struck lightly aft, and in a few minutes a second time, and continued striking at intervals with more or less violence. We watched with straining anxious eyes for the first gleam of morning light, and when at length the long-desired day broke (for it appeared an interminable time), we saw that although the ship was in all probability doomed to destruction, there was a prospect of saving our lives. How we could have reached the place where we lay is beyond explanation, and borders on the marvellous, for at a short distance astern there were other rocks with the sea breaking over them visible at certain times of the tide, which we must have literally grazed as we passed by. After some time had elapsed (an hour or more), the ; boats were got from the booms on deck, and : the boat hanging to the starboard davits was made ready and lowered safely. The chief 1 officer ordered the saloon passengers (fortu- ! nately only three in number) into the boat ; ' but the third officer, who was in charge, per--1 emptorily refused to allow any luggage what--1 ever to be taken, alleging that he had received 1 orders not to permit anything into the boat but the captain's effects. Three chronometers, a barometer, a small cask of fresh water, some bread and tins of preserved meat were put into the boat; the steward then got in, and ! we left the ship. After we had rowed nearly 1 half way towards shore, we saw a horseman ! riding rapidly along the sands towards us; and several natives also appeared, who poißted to a spot to come ashore at, as the surf was running 1 high. We all landed in safety. The rider proved to be Mr. P , a magistrate, who with his partner, Mr. C -, also a magistrate, are runholders on the island. Mr. P in the kindest manner invited us to his house, about twelve miles off, when we recovered our luggage from the wreck, which we were fortunate enough to do during the day, although some of it was greatly injured by Bait water. We passed that night in a house belonging to a native about a mile and a half distant. The native readily gave us food and shelter, and we lay down on our rugs thankful, I hope, to Almighty God that our lives had been saved. The place of our wreck is on the north part of the Chatham Islands, 15 miles to the eastward of Cape Young, and, from the course last steered, we must have passed between it and the •• isters Hocks, twelve miles distant, before we struck. On the 24th the Nautical Assessor went on board to survey the ship, with the captain. The water was then up to the saloon floor, aad the vessel being adjudged derelict and lost, was sold as she lay on the rock.s, with cargo, on the 26th, by public competition, for the benefit of all concerned, and realised the sum of £945. ■ The vessel and cargo on clearing at Wellington was valued approximately at upwards of £IOO,OOO. A court of inquiry into the cause of the vessel being lost was held at Matarakau, near the scene of the wreck, on the 27th March, before the Resident Magistrate and two other •Justices of the Peace residing on the island. It was not concluded until the 3rd April, Good Priday and Sunday intervening. Evidence of an extraordinary character was elicited. It transpired that only one observation could be obtained, owing to the cloudy weather, and that on the first part of the voyage, yet the log was not hove at any time. The captain, on being sworn, s'ated that he gave orders for the log to be hove, b»t admitted that he had not personally seen it done, and that lie had seen the patent log which he said was put in the water at 7 p.m. on the night previous to the wreck through his cabin windows. The chief officer in his evidence swore that the log had not been hove at all on his watch, and that he had been told by the second officer that the captain would not permit it to bo hove, as he did not believe in it. The second and third officers, who were in the same watch, deposed that the log was hoi-c every two hours iu their watch, and that on the night before the wreck they hove it themselves, assisted by a boy. The boy was sworn, and corroborated the statements of the second and third officers ; but later in the day, when summoned to give further evidence, confessed that his former evidence was false, and that he bad sworn it so as to confirm the testimony of the second officer. All hands iu the second officer's watch were examined, and swore that the log was not hove from the time the ship left Wellington. The Court, after mature deliberation on the evidence in this conflicting case, which disclosed the most culpable negligence in not taking necessary and ordinary precaution for the safe navigation of the vessel, and also created grave suspicion in reference to the more serious charge of perjury, passed the following sentoueo, viz. :—That the master's certificate of competency be suspended for nine months, and the first and second mates' certificates for six months ; and, further, that the district constable be instructed to prosecute the : second and third officers with thu boy for per- ' jury- I !

A second Court was held at Matarakau on the 16th and 17th of April, before the Resident Magistrate and another Justice of the Peace, before whom the second and third mate-, with the boy, were arraigned, and from the sworn evidence of a great number of the crew, who were bound over to appear as witnesses for the prosecution, they were committed to take their trial for wilful and corrupt perjury at the next practicable sitting of the Supreme Court iu Wellington, but were admitted to bail ad interim on the island until an opportunity offered to send them in custody to New Zealand. In closing this brief account I beg to acknowledge the deep and lasting debt of gratitude we owe to Messrs. P and C for the uniform kindness we received during the time we were inmates of their hospitable dwelling (whicli included many weeks) until an opportunity occurred to take passage for New Zealand. They were the first to visit us iu our misfortune when we landed from the wreck; like the good Samaritan of old, they pitied our distressed condition, and cordially invited us to their pleasant home twelve miles distant, supplied horses for our own use and for the removal of our luggage, and gave daily proof, of their benevolence by having everything provided that could add to our comfort, and in diverting our thoughts as much as possible from the recollection of the disastrous circumstances under which we were brought to the island and became their guests. THE SALE. What remained of the Ocean Mail and the'cargo, were sold at the island; and in reference to the sale a Mr. David Meikle writes to us a long letter, in which he makes allegations to the effect that the sale was improperly conducted. He states that the majority of the inhabitants on the islaud were debarred from competing at the auction in consequence of neglect upon the part of the proper authorities to give due notice of the date upon which the sale would take place, and that residents at a trifling distance away were totally ignorant of it. As a natural consequence there was want of active competition, and to this he attributes the fact that the amount received by the sale was so low, believing that had it been conducted properly a sum of £ISOO or £2OOO could very easily have been realised. He also alleges that favoritism was displayed by the auctioneer. A protest signed by Europeans and a few natives was lodged with the Resident Magistrate ; but no notice was taken of it, and Mr. Meikle attaches blame to the magistrate for this, and for not having exercised what he supposes to be that official's power to compel the auctioneer to give proper notice of the sale, the auctioneer being a police constable. In the course of his remarks he incidentally mentions that some of the goods from the ship, lodged at a house on the island, were not sold at the auction, among them a clock, which the proprietor of the house stated had been presented to him by Captain Watson. As a point indicative of the improper manner in which the sale was conducted, Mr. Meikle says that on the vessel being put up he bid £450, and then sat down. The vessel was subsequently knocked down to Mr. Akerly for £6OO. The cargo was then put up, and he (Mr. Meikle; bid £2O. As soon as he had done so, however, Mr. Akerly said, " I am owner of that ship, and nobody puts his foot on board of her without my permission." This stopped the bidding for a time; but subsequently it proceeded,'and Mr. Akerly became the buyer for £3-15. Mr. Meikle's letter generally would seem to indicate that the circumstances of the sale were anything but creditable, and consequently the property realised less than it should have done. OFFICIAL INQUIRY. The official inquiry was held at the Court House, Matarakau, before Samuel Deighton, R.M., Messrs. H. T. Pattison and E. R. Chudleigh, J.P.'s, and Captain Robert Morgan, of the Agnes, as Nautical Assessor, lasting from 27 th March to 3rd April. The following ia a full report of the proceedings : We, the undersigned, two of her Majesty's Justices of the Peace and a Resident Magistrate for the colony of New Zealand, having been on the 24th day of March, 1877, applied to by Samuel Deighton, Esq., principal officer of Customs at the port of Waitangi, Chatham Islands, for a formal investigation pursuant to section 7 of the Inquiry into Wrecks Act, 1563, and other provisions of the said Act, respecting the loss of a certain iron ship called the Ocean Mail, British ship, of the port of London, c-n the 21st day of March last, 1877, on the French Reef, near Matarakau, Chatham Islands, colony of-New Zealand, did duly proceed with the said investigation, to wit, on the 27th day of March, 1877, and had before us divers persons and witnesses, to wit, John Watson, George Johnson, Alexander Caiman, William Morrison, Frederick Pattison, Alfred Tourges, Richard Cottew, William Farley, Robert Baker, William Quince, Richard Parker, James Ball, Charles Hul.se, Robert Wright, James Conway, Henry Capel, Walter Durant, Edwin Tregillus, John Waterson, Edward Merriek, Joseph Sturgess, John Anderson, Alexander Moss, and John Jordan, the original depositions of whose evidence are hereunto annexed signed by us, being assisted by Robert Morgan, master matiuer, holding'a certificate of competency from the Board of Trade, No. 18,787, who was duly appointed by Samuel Deighton, Esq., principal officer of the Customs at the port of Waitangi, to act as assessor to us, the said Justices of the Peace and Resident Magistrate, and upon such investigation and examination of witnesses as aforesaid, we find and beg to report to the Honorable the Postmaster-General of New Zealand as follows, that is to say— I. That the official number of said ship called the Ocean Mail is 60971, of which John Watson is master, who holds a certificate of competency, and which ship belonged to John Patton, the younger, 22, Leadenhallstreet, City of London, shipowner. 11. That the loss or damage herein more ! particularly mentioned happened on the 21st day of March, 1877, at about four o'clock iu the morning, on the French Reef, near Matarakau, Chatham Islands, colony of New Zealand.

111. That the loss or damage appears by the evidence to have been caused by stranding. IV. That the nature of the damage done was total wreck. That the vessel was insured (not known). That the Ocean Mail is full-rigged. Her port of registry. London; her registered tonnage, 1039 3-100. That no lives were lost through the wreck. And we the paid Justices of the Peace and Resident Magistrate further state our opinion on the matter aforesaid to be as follows : That the ship Ocean Mail was wrecked on the French Reef, near Matarakau, Chatham Islands, colony of New Zealand, on the morning of Wednesday, the 21st of March, 1877, partly on account of an error in hsr compasses (which had not been corrected for deviation since last August twelvemonth), and also on account of gross negligence on the part of her master, .John Watson, in not having used any available means for ascertaining the position of the vessel by keeping the log going during thu trip from Wellington, which precaution has been proved by evidence to have been totally neglected. It is further proved that (in consequence of the cloudy state of the weather) sights were obtained only once, namely, on the day after her departure from Wellington. On that account her course was worked by dead reckoning "nly, which, by the negligence of the captain and his officer*, namely, first, second, and third mates, was entirely guess work. The Court, however, takes into consideration the fact that the Chatham Islands as laid down in Imray's chart (the one used by Captain Watson), differs from that made by Mr. P. Smith, one of the New Zealand Government Surveyors, by about thirteen miles in longitude and one mile in latitude. The correctness of the position of the islands as laid down by Mr. Smith has been verified by observations made by the American Transit Party in 1871, and by Mr. Dennys, Navigating Lieutenant on board H.M.S. Sapphire, in February, 1877. The Court is of opinion that had the chart I used by Captain Watson been correct, the ship Ocean Mail might possibly have cleared the island; but that supposition does not exonerate Captain Watson or his officers of gross negligence in never having used the reel 'or

patent-log during the voyage, as above stated. The sentence of the Court is, that the certificate of Captain Watson be suspended for the terra of nine months from the present date ; that the certificates o£ George Archibald Johnson and Alexander Caiman be suspended for six months from the present date ; and that the district constable be instructed to take proceedings against Alexander Caiman, William Morrison, and Edwin Tregillus, for perjury. G-iven under our hands this third day ef April, 1877, at Matarakau, in the district of Chatham Islands, colony of New Zealand. Samuel Deighton, J.P. and KM. Edward Reginald Chudleigh, J.P. Hokl Thoknthwaite Pattison, J.P. OPINION 01' NAUTICAL ASSESSOR. I, Robert Morgan, nautical assessor on the enquiry into the loss of the iron ship Ocean Mail, concur in the above report concerning the loss of the said vessel. Robert Morgan, Nautical Assessor. Note.—lmray and Smith's Charts—On examination of the two charts by the Nautical Assessor, Mr. Morgan, it was found that there was a variation of 13 miles between them, the position of the Chatham Islands, taking the northernmost portion of the islands, being 13 miles to the eastward, as laid down in Imray's chart, and one mile different in the latitude further north than Imray's. Smith's chart lias been used by all traders to Chatham Islands for five years past. Observations were made by Mr. Dennys, navigating lieutenant of H.M.S. Sapphire, which proved that the island was about twelve miles wrong by the chart on board the Sapphire, and that Mr. Smith's chart, as referred to above, was quite correct. The document now lies in the 11. M. Court, Waitangi.—S. Deightox, KM. Certified copy of document alluded to above:— H.M.S. Sapphire, Waitangi, February 16, 1577. Port Hanson, lat. 43deg. 57miu. 2-lsec. S., lon--;. 176 deg. 32niin. 15sec. W. Determined by A. L. Dennys, Navigating Lieutenant. DEPOSITIONS 01' WITNESSES BEFORE RESIDENT MAGISTRATE Oil JUSTICES OV THE PEACE. The examination of Jolm Watson, of George Johnson, of Alexander Caiman, of William Morrison, of Frederick Pattison, of Alfred Tourges, of Richard Cottew, of William Farley, of Robert Baker, of William Quince, of Richard Parker, of James Ball, of Charles Hulse, of Robert Wright, of James Conway, of Henry Capel, of Walter Duraut, of Edwin Tregillus, of John Waterson, of Edward Merrick, of Joseph Sturgess, of Alexander Moss, of John Anderson, and of John Jordan, on oath at a Court of Inquiry, held on and from the 27th March to the 3rd of April, in the year of our Lord one thousand eight hundred and seventyseven, at Matarakau, in the colony aforesaid, before the undersigned Resident Magistrate and two of her Majesty's Justices of the Peace for the said colony, in the presence and hearing of John Watson, master of the ship hereinafter mentioned, touching the loss of an iron ship called the Ocean Mail (British) of the port of London, John Watson, master, and belonging to John Patton, jun., and Co., of Three White Lion Court, London, which sailed from the port of Wellington on the 16th day of March, 1577, bound to London, England, and which investigation is made in obedience to the application of Samuel Deightou, principal officer of the Customs' at Waitangi, Chatham Islands, and pursuant to section VII. of the Inquiry into Wrecks Act, 1863.

This deponent, John Watson, being July sworn, on his oath saith as follows :—I am master of the ship Ocean Mail. I left Wellington on Friday, the 16th March, 1877, steering S.E., with the wind N.W.; Saturday continued the same cloudy weathei, got sights ; Sunday the wind shifted to the S.S.E. and S.E. to S., variable winds. On Monday tacked to the southward for about nine hours. The wind hauled more southerly, still cloudy weather, no sights. Tuesday the same wind from S. to S.E., still cloudy and no sights. At noon, by dead reckoning on Tuesday, I was in latitude 43deg. 45min. south, longitude 177 deg. 16min. west. Found I was in the vicinity of the Chatham Islands, and gave strict orders to keep a good look-out for land, and took the officers down and showed them the position on the chart by dead reckoning. During the day the wind freshened up S.S.E. variable, took in all small sails and fore and mizzen topgallantsails at noon; set in rain about five in the evening, thick cloudy weather, the wind freshening up to a gale. At 8 o'clock gave the officers strict orders to keep a strict look out for land ; between 8 and 12 took in everything but the three lower topsails, foresail, and foretopmast staysail. We blew away the outer jib in hauling it down. At two o'clock hauled the foresail up. Nothing occurred until half-past three, when the third mate came to my stateroom and reported land right ahead, blowing hard, heavy rain. I immediately went on deck. On looking at the laud I thought it was a squall rising. Found myself in smooth water. I backed the foreyard and tried to wear the ship round to the northward. Finding the ship would not go, and seeing a reef ahead, with the sea breaking over it, I set all sail and tried to go to leeward of them ; but immediately after that she struck. During this time I had the lead lines out, the mate and third mate taking soundings round the vessel. Sounded three fathoms of water. Ordered carpenter to attend pumps and report, and the sailmaker to see and get the boats all adrift. At 10 a.m. sent the first boat ashore with passengers and as much stores as she could carry. Put other two boats out, and kept them going throughout the day. At same time, 10 a.m.', sounded the pump and found fifteen feet water. On finding that quantity of water I saw there was no hope of saving the ship ; neither would it have been safe for anyone to remain on board. I sent boat sails with boats for accommodation of crew and passengers through snrf. We struck about half-past five a.m. I landed at 6° p.m. on Wednesday (same day), everyone being landed in safety. Thursday, 22nd—Surf too heavy. Could not go off to the ship. Friday, 23rd—Sen 1, a boat off and y ;fc a few stores. Could do no good ; surf breaking over the ship. Saturday, 24th—Called a survey on ship. Managed to get off. Ship pronounced by surveyors to be a total wreck, and strongly advised to bo sold for benefit of .-11 concerned. At the same time with my crew tried to commence stripping, but found it useless, as we could not land the sails, : p-irs, or gear through the surf. Sunday, 2.">th—Surf too heavy ; could not get off to the .ship. Monday, 26th—Sold ship and cargo separately, handing crew over to the Resident Magistrate. By the Nautical Assessor : I hnd the lead going before the ship struck. I found three and a half fathoms. I backed the foreyard to turn the ship round to the northward to put her out to sea. In wearing oif she drifted down on the reef. My chart is one of Imray and Sons' of 1875. I had no sheet chart of the island. (Chart produced in Court.) By the Court : The log was used every two hour?. The patent log was used when the thick weather commenced. The last observation we were enabled to take was on Saturday, the 17th. By my own judgment, and by the dead reckoning, i supposed myself to lie about twenty miles to the northward of the Chatham Islands at the time we struck.

George Archibald Johnson, being duly sworn, said: I am chief mate of the ship Oce.au Mai!. (Certificate produced.) We sailed from Wellington on Friday, the 10th March. Wiiul light from N.W.; fine weather. Took departure from Penearrow lighthouse on Saturday, 17th ; light winds that day, nearly calm ;,t night. Sunday, 18th, wind light from N.W., averaging about five knots. At (i a.m. a change of wind to H. by K.; at 9 a.m. it hauled round to S.S.E.; from that time we had southerly winds till the time we struck. Tuesday, 20th, cloudy weather, wind moderate from S.S.M. with light rain. At 7 p.m. on Tuesday took in royals, skysail, and flying jib ; wind still S.S.K. Midnight, moderate breeze with cloudy weather. At 0 a.m. set all sail; at ] 0 a.m. took in royals, skysail, fore and mission topgallant sails. No sights that day; weather cloudy. 21st, moderate light winds from the southward, accompanied with heavy rain. 11 p.m., caught aback by the lee wind hauling suddenly, to S.E.; brought ship again on the starboard tack, ,iud took in mizzen topgallant sail ; hauled up erossjack. AViud freshening

to a gale. Called all hands ; furled fore and main topgallant sails and mainsail; very thick weather, with heavy rain ; man on mainyard reported having seen a vessel bottom upwards. At 2 a.m. wind S.W.; called all hands up ; furled fore, main, and mizzen upper topsails and crossjack ; hauled the foresail up in the gear and the outer jib down ; blowing a heavy gale, accompanied with heavy rain and thick weather. 3.30 a.m., second mate's watch, man on look-out drew third officer's attention to what appeared to be a squall rising, when the order was given to put the helm up. The captain, myself, and all hands were called to back the yards, finding the ship in smooth water, and close to land. The ship did not go astern, so Captain Watson ordered head yards to be filled, to try and pass between the land and reef on her lee. Five minutes afterwards she struck heavily, and. after forging ahead she became embedded on solid rocks, the continuation of the reef between Matarakau and Taupeka Points, Chatham Islands. Sounded pumps and found sft, water in the hold. Lowered lifeboat. Third officer, Mr. Morrison, landed passengers and some few articles of luggage and stores. Got out two moie boats, and commenced landing stores, effects, &c, all day, till the surf became so heavy could not go off again. Thursday, 22nd—Surf too heavy to allow boats to go oft'; tried, and the sea threw au A.B. overboard, who narrowly escaped drowning. Friday, 23rd—Got one boat on board, but saved nothing but a few stores. Captain Watson living at Mr. Ritchie's (Kangaroa). Saturday, 24th—Second officer went off to wreck, and brought some moveables on shore. 3 p.m., Captain, Mr. Akerly, Mr. Jacobs (surveyor), second mate, and myself, and four of the crew reached the ship; made a survey; unbent fore-topmast-staysail and foresail ; brought the former and about fifty fathoms ( 4A rope ou shore; sea and surf getting up veryfast; difficulty in getting through the surf. \ Sunday—Wind S. W., heavy surf rolliug on the beach. Monday, 2Sth —Sale of wreck. Crew handed over to Mr. Deighton, Resident Magistrate, having declared crew off payment of wages. By Nautical Assessor: Close to 4 a.m., when I was called on deck, I saw something like a white mark which I took to be a squall rising. I went below on the night of the 21st at shortly after midnight; there was a heavy sea on at the time. Court adjourned till 10 a.m. March 2S. Wednesday, Makch 2S. Alexander Caiman, being duly sworn, stated: I am second mate of the ship Ocean Mail. (Certificate produced.) I have been second mate of the ship Ocean Mail seven months. We left Wellington on the 16th March (Friday). We had a fair wind from Wellington, the wind N.W. by N. Same wind next day (Saturday). The wind then hauled round to the S.E., not very steady, varying five or six points. Sunday, the same. Monday, the wind still ahead. Tuesday, I think we tacked, wind S.E. She began to edge up to her course from 3 to 4 a.m. About 4 a.m. she was standing her course E.S.E. by the wheel compass, and S.E. by the standard compass. From 12 to 4 a.m. night of the wreck it was my Watch on deck. It was blowing hard, with heavy rain. We had three lower topsails and fore-topmast-staysail set. I did not take particular notice whether the water was rough or not, as I was busy taking in sail. We took in the upper topsails about 2 a.m. I did not report the freshening of the wind to any of the superior- officers, having previously called Mr. Johnson about 2 a.m. There were eight hands in my watch and three boys. Just before the bell struck 4 a.m. land was reported in sight by the third officer, who was in my watch. I immediately put the helm hard up, and backed the foreyard; the wind was at this time off the land. I did this with the object of wearing the ship. The ship having way on her, I thought it more advisable to put the helm hard up, as I did not think we had room to go about on the other tack ; upon putting up the helm and the yard back, I told the third mate to call the captain, who came on deck directly. He immediately set sail. The ship struck directly I had backed the foreyard ; she paid off after I backed the foreyard, and moved a little; she moved further out when the sails were set and began to draw, and finally settled on the rocks, where she now lies. We did not see any break on the reef till daylight. I saw the tops of the rocks occasionally at daylight. The captain still tried to force her over the rocks by setting all the sail he could. The pumps were sounded, but no water at first ; about an hour after she struck the first report I heard was two or three inches. I did not hear much after this, as I was too busy working. Finding we could do nothing with the ship, we cleared the boats away ; we landed three, namely, two lifeboats and a square-sterned boat. We landed luggage for the most part, and provisions. By the Court : I can only account for our being so much out of our course by having had only dead reckoning to depend upon, not having been able to take any sights since the day after we left Wellington. The captain showed me our position on the chart the night before we Struck. I do not remember the latitude and longtitude at that time. We had a patent log on board and a reel log on board. We hove the reel log every two hours. The patent log was over about 6 or 7 p.m. the evening before we struck. We struck at 4 o'clock the following morning. The weather was generally cloudy during the trip from Wellington. By Nautical Assessor : I did not notice the water getting smooth from 2to 4 a.m. I was so busy taking in sail. The captain was ! on deck frequently during my watch. When I we saw the land we hove the lead. Just before ,' we struck we found three and a half fathoms, j I gave the order to heave the lead. It was j five or six minutes after land was reported in I sight that we struck. The night was very dark and thick. It is the duty of the officer of the watch to heave the log, which was done, as a rule, every three hours during the trip from Wellington. It is customary only during thick weather, or when the ship is supposed to be near laud, to keep the patent log overboard. I have never been in a vessel where the patent log is continually kept out. When the ship is supposed to be near laud it is customary to keep the patent log out, as it is supposed to be more correct than the real log. I have been in a steamboat where the log was continually kept out. The captain gave orders to launch the boats. The captain remained on board till evening on the day we struck. We struck at 4 a.in. The captain landed at about C p.m. 1 was getting the provisions and things on shore during the day. I was in the captain's cabin during the day ; he was sober, as far as I know. After he lauded I saw him ; he was sober as far as I know. He was in a very excited state about the ship. I hove the log every two hours during my watcli ou deck during the trip from Wellington by orders received from the captain ; but I might have missed doing so occasionally. When the log was not thrown the distances were inserted from judgment.

Alexander Caiman, on his former oath, stated: I know who held the log-reel when I hove it on Tuesday's midnight watch ; Tregillus, the third mate, held the glass. It was about 2or after 2 a.m. that I hove the log. The log-reel was kept in it? beckets on the poop rail on the port side. There was only one reel kept on the poop. I have not seen the log-reel in the lazaretto.

George Archibald Johnson, being examined by the Oiurt on his former oath, stated : The reel-log was not hove during the trip from Wellington in my watch. I was getting it ready to heave oil one occasion, but I was called away. I generally went below, consequently I do not know how often it was thrown by any other officer. I could rely on what rate she was going at by looking over the side, which I found was pretty correct from the first sight I had. Unless we got orders to the contrary, being busy trimming sails, &.C., it was optional on our parts as mates of the vessel to heave the log or not. I (lout remember seeing the patent log hove at any time. There was only one patent log on board. Only one sight was taken between Wellington to the Chatham Islands. The day after we left Wellington the captain went on board the Avalanche to arrange about dipping the ilags to compare the chronometers. In my log-book the rate of the ship as mentioned in the book is copied from the log-slate at noon every clay. As

far as my own watches were concerned the rates were entered according to my judgment as to the rate the ship was going through the water. I received no orders from the captain respecting the heaving the log; it was left entirely to my own discretion. I could not say what the captain was doing at the time of _4 a.m. and 6 p.m. on the day we struck, being busy myself at the boats to and from the ship. I saw the captain each time I went off. The captain was not sober when he landed. I could not swear that he was sober when I saw him on board. I think I gave the orders for lowering the boats in the first instance, after having received orders from the captain. As far as I could see, the captain was sober at the time.

George A. Johnson, on his former oath, stated: When I was speaking about getting the log re-measured in Wellington the second mate told me that the captain did not believe in heaving the log. To my knowledge, the reel was never used during the trip from Wellington. I never saw the log-reel during the trip. William Morrison, Frederick Pattison, and Alfred Tourges, gave evidence generally corroborative.

William Parley, Robert Baker, A. 8., Win. Quince, A. 8., Richard Parker, A. 8., James Ball, A. 8., and Charles Hulso, A. 8., stated that they had never seen the log hove from the time of leaving Wellington. Robert Wright, carpenter's mate on board the Ocean Mail, being duly sworn, stated : I never saw the log hove during the trip from I Wellington to the Chatham Mauds. I never saw the log-reel. I have seen the patent log, but whether on board or on shore I cannot say. I came on shore about noon on the day we were wrecked. I saw the captain on deck in the morning and in his cabin ; he was lying down on the lockers in his cabin, and appeared unable to rouse himself ; but whether from drink or other causes I cannot say. I did not see him drink anything. I saw him later in the day after landing, and he appeared unable to walk ; it appeared to be from the effects of liquor. I think the first aud second mates were leading him, but I do not know for certain. Thursday, March 29. James Conway, being duly sworn, stated : I am a boy on board the Ocean Mail. I was in the second mate's watch. I never saw the log hove during the trip to the Chatham Islands from Wellington. I never saw a ship's logreel on board. I have seen a small reel which was used for catching birds with. Henry Capel, being duly sworn, stated : I was rated as ship's boy on board the Ocean Mail. I was in the second mate's watch. I never saw the log hove during the passage from Wellington to this place. I have seen a log-reel on board ship ; I saw it in the lazarette ; it was lying up in the wing. I never saw the patent log hove during the passage. I have seen the patent log on board. I saw it once in the lamp-room. Walter Durant, being duly sworn, stated : I am an apprentice, bound to Patton and Co. for three yeara. I have served since last August. I came out from England in the Ocean Mail. I have seen a log-reel on board the Ocean Mail. I have never seen it hove during the trip from New Zealand to the Chatham Islands. I have seen it hove several times from England to New Zealand. It is part of my duty, as apprentice, to hold the reel when it is hove, that is, when it is hove in the mate's watch, to which I belong. I belonged to the first mate's watch. I never saw the patent log hove during the trip from Wellington to the Chatham Islands. Edwin Tregillus, being duly sworn, stated : I am apprentice on board the Ocean Mail, bound to Patton and Co. for the term of four years. I have served seven months. I came out from England in the Ocean Mail. I was in the second mate's watch, I saw the log hove once in the second mate's watch ; my watch commenced at midnight, four hours before she struck. It was during that watch that I saw the second mate mate heave the log. I held the reel, the third mate held the glass ; it takes three people to heave the log ; the second mate hove the log. I don't remember who was at the wheel at this time. The log-reel was kept on the poop. The logreel that I held the night before the ship was wrecked is the same one that I held as I stated. I don't know where the glass was kept. This is the only time I ever saw the log hove during the trip from Wellington. Alexander Caiman, on his former oath, stated, in answer to a question by the Court, that he had thrown the log with the third mate without the assistance of theboys. He proceeded: The patent-log was kept ill its box in the first mate's room. I took it from thence when I hove it, as stated before; it was about 7 o'clock as near as possible on the evening before the wreck. It was my watch. It was put over the stern of the ship on the port side. The captain's cabin is on the port side. I took it up about 5 a.m., after the ship struck. I laid it on the deck and went away to work at the vessel; the line was attached to the log. I did not cut the line, bnt just left it lying on the deck. I had no more to do with it, and have seen it since on shore in its box. I don't know where the chief mate was when I got the log out of his room at 7 p.m. I did not report heaving the log to the chief officer.

I John Waterson, beiug duly sworn, stated : Jlam an A.B. I shipped from Wellington on board the Ocean Mail, bound for Loudon. I I was in the second mate's watch on Tuesday f (the night before the Ocean Mail was wrecked) I from twelve midnight to four a.m. At half- .' past twelve I took the wheel. I did not see | the log hove during that time. I was about ! three hours and a half at the wheel. I was relieved by Parker. It was not possible for the log to have been hove without my seeing it. I dou'tknow where tin log was kept. Onthetrip from Wellington it was not kept on the poop. There was a fishing-line kept on the poop. It was wound round a reel similar to a log-reel, but much smaller. The reason I was kept so long at the wheel as three and a half hours was because all hands were busy taking down sails and there was no one at liberty to relieve me. I relieved a man of the name of Ganzel, who was in the first mate's watch, but was kept at the wheel longer than the proper time (it might have been cwenty minutes or half an hour) on account of all hands beiug occupied furling the mainsail. Edward Merrick,'being duly sworn, stated: lam an A.B. I shipped on board the Ocean Mail, bound from Wellington to London. I remember Tuesday night, the night before the Ocean Mail was wrecked. I was in the second mate's watch. I never saw the log thrown during the trip from Wellington. I saw a reel on the poop which I have seen used as a fishing reel. It was about or over a foot long. A proper log-reel is close on two feet long. I never saw any other reel but that. I saw a patent log at the camp, but dont remember seeing it on board. William Morrison, on his former oath, stated : We shortened sail daring the watch from 12 to 4 a.m. on the night of the wreck. The mainsail was furled from 11 to 12. At a quarter past three we had finished working at the sails, commencing perhaps from 1 a.m. We were at work after at the braces until about twenty minutes to i. I was on the poop several times taking orders from Mr. Caiman. I was on the quarterdeck about ten minutes, namely from twenty minutes to 4 till ten minutes to -1. I was on the poop heaving the log about 1 a.m. on the night of the wreck, as near as possible, with Mr. Caiman, and I think Tregillus. The glass was sometimes kept in my own or Mr. Caiman's desk, and sometimes on the poop.. I hove the log myself frequently during the trip, sometimes by myself, having the log-line in the buckets, and holding the glass in my hand. I have been assisted several times by the boys—sometimes one and sometimes auother. More frequently I hove it by myself, when the boys were forward at work. Taking the general run, it was thrown ofteuer at night than at day, providing it was thick.

Edwin Tregillua, being' recalled, on his former oath, stated : What I stated before is nut the truth. I did no: hold the reel fts T stated. I saw the log-line on the poop. I did not .see auyone heave the log. My reason for making a false oath was to try to make the second mate's statement correct. I heard hi* statement from the tliird mate. He told me of

it outside this morning on the road coming down from Lake House. I told the falsehood myself, without being asked by the third mate to do so. I did not tell the third mate I was going to do so. Robert Wright, being recalled and examined on his former oath, stated : I was on. deck as soon as the hands were called, shortly after 4 a.m., when the ship struck. The captain was on deck at the time; he had on his nightshirt and trousers. He gave all the orders himself. His orders followed each other very quickly, each one apparently countermanding the others. I heard him give orders on one occasion to get the boats out; but before this order could be carried out another order was given. The starboard quarter boat was in course of preparation duriug the time the latter portion of the orders were being given about the sails. Before that boat left the ship the captain went below, aud t I did not see him again until I saw huii_o'j' his locker in his cabin later on in the day/1 think between eleven and twelve. The passengers went on shore in the first boat that was sent.

George Archibald Johnson, being recalled, on his former oath, stated : I could not swear that the captain was aware whether the log was hove during my watches on deck; but I think he must have known, as he was frequently on deck. I think, as he was on deck a goed deal, he would have missed seeing the log-reel if it were not in its place. The captain was once on deck on the night of the wreck between the first two bells, about 9 p.m., and he told me to keep a bright look-out, as we wore supposed to be near the land by our reckoning. John Waterson, being recalled, on his foimer oath, stated : When I was at the wheel, as I stated in my former evidence, the second mate came to me and asked me how she was lying. She was lying E.3.E. He went away, and I saw him no more till I was relieved. The captain was near him, and asked him how the ship was steering. I did not see the captain again until the ship was on shore. I had been about 20 minutes at the wheel when the captain and mate came to me, which would be about 10 minutes to 1.

John Watson, being recalled, on his farther oath, stated ; The reason I stated the log was used every two hours was that I gave orders to the second officer to that effect. The logline and the lead-lines were always supposed to be under the immediate supervision of the second officer. Tuesday, at 7 o'clock, after the 20th March, I called the second mate down and gave him orders to put the patent log into the water. I saw the log in the water through my stern cabin windows ; I believe it was taken in about 5 a.m., after she struck. I have seen the log-reel in its place either on one side or the other, hanging in the beckets under the pooprail. I have never personally seen the log hove during the trip from Wellington. Saturday, March 31. Joseph Sturgess, second steward, Alexander Moss, ship's cook, William Morrison, Alex. Caiman, John Anderson, and George Archibald Johnson, stated that the captain was not the worse for liquor. John Israel Jordan, being duly sworn, stated : I was chief steward on board the Ocean Mail. I heard the cry of land. Helped to haul the head braces round. About half an hour afterwards she struck. I went with. the crew to haul the braces again. I received orders from Captain Watson to put all the provisions in the lifeboat. I took the compasses, ship's papers, chronometers (three of them), and cashbox. The captain was sober when I left the ship between 8 and 9 a.m. John Watson, being recalled and examined by the Nautical Assessor on his former oath, stated : The deviation cards I had on board were by the Board of Trade. The ship was swung at Greenhithe by Atkins about the middle of last August twelvemonth, when I had a cargo of iron. They were pretty correct. The ship was not swung the last trip. The only reason I can give for the great deviation of the compasses is on account o£ the change of cargo. My intention on leaving New Zealand was to go to the northward of the Chatham Islands. I considered that I was twenty miles off the Chatham Islands when I struck. When the wind hauled round, I tried to go to the southward; but it suddenly changed, and I made up my mind to go to the northward. I imagined I was about 120 miles from the Chatham Islands when I made up my mind to go to the northward. My deviation cards were lost at the wreck. I was ten miles off the Chatham Islands at noon on Tuesday, according to my reckoning. I stood on E. by N. half N. true course. The weather was cloudy, but not foggy. By not seeing it at 7 p.m., I concluded I had passed the island to the northward of it, instead of which I was to the westward of my position. I kept the ship under easy sail two hours before she struck ; ship head reaching, going about E. by N. half N.

ADDITIONAL STATEMENT BY CAP. TAIN WATSON. The following is a statement made by Captain Watson (not upon oath) in the Court of Inouiry, after the verdict was announced : Since leaving Wellington on this voyage I had no chance of correcting my compasses for deviation ; also no way of finding out my true posstion at sea, having experienced nothing but cloudy weather and very variable winds'. I had two officers keeping watch together and good look-outs from the forecastle-head for the safety of the ship at the time of the accident. I am accused of neglect of duty, my only accusers being one passenger who is a clerk, and another clerk working his passage Home. The evidence I have heard in the Court by men conversant with the work of the ship by their evidence states that I conducted my work in a proper and seamanlike manner. In Mr. Cottew's evidence he distinctly states that he was wide awake when the second officer came into my cabin to call me, that land was ahead, and that I immediately went out half dressed. If he was awake he must have known that I was dressed as usual whenever I went on deck at night, which he must have seen me do manytimes during the voyage if, as he states, he was constantly awake at night and his cabin door open. He accuses me of inattention to passengers at the time of the accident by not taking his clothes on shore in the first boat, stating plainly that I had given orders that nothing but my personal luggage was to go ; whereas the order was for nothing but provisions, passengers, and articles necessary for their lives and safety of the ship. I wish distinctly to state that not any of my personal effects went in the first boat, but allowed him and the female passenger to take what personal luggage they could conveniently carry. It seems very strange that two men out of a ship's company of thirty-four men, aud<they not conversant with the working of the ship, should condemn me about giving orders under the dangerous and trying circumstances, knowing and seeing that my orders were executed in a quick and orderly manner by both officers and crew, a> is shown by their evidence before given ; consequently it appears that Robert Wright did not do anything beyond listening to my orders, without occupying himself about ship's work as he should have done. Mr. Cottew ami Kobert Wright seem to forget that I had thirty-three men, divided into gangsasrequired, with officers, to conduct the work. These required distinct orders for each gang, and as I issued my orders rapidly from one to the other, they would naturally appear confused to a landsman. Mr. Cottew further states I was carried or led to the cart by two men. The evidence proves that also to be incorrect. He also states that I was quite silly oi lauding from the effects of drink, which again the evidence contradicts. Mr. Cottew further states that I came on shore about 4 o'clock p.m., and was lying under a tree for an hour, whereas the evidence goes to prove that I did not land until 6 p.m., and was not in Mr. Cottew's sight aboye ten minutes. Mr. Cottew also states that he has seen less of me on deck than any other captaiu. Not knowing how many he has been with, I have brought proof that I was on deck no less than iive times during the night in question, and under the circumstances of my ""' bodily illness, having been suffering for months past, aud under the doctor's attendance in Wellington, suffering great weakness from loss of blood, I was utterly prostrated, and scarcely able to walk. It seems very strange to nttj as Mr. Cottew in his evidence affirms

that the second officer came in to call in..-, that he did not know the difference between the second and third officer, it being the Utter who called me ; and they were not, us he stated, both clothed in waterproofs Sl ' M *\%llin'utox, 'W Siur Ocean Mail, roc Sh3jTf>.rs. £-§-5 Sundries. « _ = |— Johnston & Co. .. 33S i 7,00 a » i> bales skins ) I 89 casks tallow ;- J 330 1 case effects J I Kroll&Co 2.541 ~ N i 3j - 30s 14 tales skins | | 210 casks tallow I I 4 bales leather >i 1,700 30 cases ;!ue 1 | 1 ease metal J .Tames Gear ~ .. 135 cs. p. meats..! __ 80S J. Nathan & Co. .. ICS j ».<}<<; Murray, Common .. SO!) ; •'.•'-•' J. If. Heatcm ..I 3pkgs ferns ... -SO It. I'ort .. ..I 45 . '--i TV. 8.-tliodes & Co. 113 | - !«■: 3 bales skins .. oO G. 11. Vennell -- l'-i 1»2 TV. W. Taj lor .. I'.- ''!>_ A. P. Stuart & Co. .. 4:; S>-_ 3 pkgs effects .. 11 TVatt Brothers .. 263 4,001 •Dank of X. A Wales -S «'» Sharp & Pickering .. 149 I,J>»X.Z.L. &M. Agency 40 . t-14 Fell toothers .. 770 5 bales skins \ n 353 1 cask tallow J ' Sclanders & Co. .. 15 1 case effects IS4 I - . Smith .. .. 10 - 3 - sf4yg5 f 4yg 177,293 Tlie following are the insurances which lure been effector! on her"c.in;o in Wellington .-—.New Zealand. £20.000. £IO.OOO of which is re-iusured ; south .British, €7072. of which £2072 is re-insured; National, '-1000- Victoria. £1075: and Hat aria, under £SOO. Messrs. Kriill and Co., who are the largest shippers, had their cargo insured to its Ml value, winch is estimated at about £45,000, distributed over several OlticeS. ___________•«.— mmmam ——