EMPLOYMENT FOR THE GREAT EASTERN

Otago Daily Times, Issue 174, 6 June 1862, Page 5

EMPLOYMENT FOR THE GREAT EASTERN

IN THE AUSTRALIAN TRADE. (From Mitchell's Steam-Shipping Journal") Tho great unfortunate lies in a crippled state at Milfortl Haven, and, judging from the low state of I the Company's exchequer, it will be some months before she in put in a.lit state to breast the elements again. Even when repaired, fresh difficulties -will arise. Among her shareholders there are those who persistently hold to the belief that she was designed for long voyages; to distant seas she should be sent. _ Taking all things into consideration, perhaps the best arrangement would be to try the experiment of a trip to the antipodes. The Great Britain lay along time rusting before she fell into the practical hands of Messrs. Gibbs and Bright, of Liverpool. These gentlemen hare turned her to a good ami useful purpose. In the Australian trade she is a favorite, and commands high fares and quick despatch. If the BOtue firm, or any other house of spirited enterprise, owned the Great Eastern, she would probably be turned to profitable account. The advice we would offer to the ownera of the Great Ship Company is, to take the paddle-boxes off the vessel, unship her wheels, and fit her out for a voyage to Mlbourne and Sydney. The paddle engines might ba allowed to remain in her as ballast, till experience was gamed as to her performances under sail and screw for a long sea voyage. All that would be needed in the way of refitment might be accomplished at a small expenditure. Her rudder, head and stern post need securing. This done, she might be advertised for Australia. On the passage from Qucensfowu to Milford Haven, she is reported to have averaged ten and a half knots under s-team alone, when driven by the screw engines. By crossing her square yards again, and availing herself of the S.E. trade winds, sue would certainly make the run to Melbourne in 60 days. She has, or had, on board about 500 tons of coal, nnd another 2,500 tons ought to supply the ' furnnees with full steaming fuel for the entire passage outwards,.while the Tasmanian fields are now available for coaling homewards. The Great Britain uses her engines only wnen there is not. sufficient wind to drive her along, and ths same economy is open to the Great Eastern. , There is room for a inatrnificent passenger ship like this in tha Australian trade. The Peninsular and Oriental Company charge passengers to Mcl bourne" or Sydney £150 in a general cabin, and £370 to a mar ri'ed couple in a state room with two beds. By the overland route there is a change at Alexandria, then a journey across Egypt to, Suez, a re-embarkation at the latter port, and another transhipment at Ceylon. AH these changes are accompanied with disagreeable inconvenience to families, and the direct route is preferred in consequence by many. Again, at certain seasons of the year the Indian passengers crowd the ships, and, however well managed the Company's ships may be, there are hundreds who would be glad to go out in the roomy cabins of the Great Eastern, if they were certain that she would be properly appointed, and sail at the advertised time. The (ireat Ship Company could afford to convey chiel cabiii pas?eiigers_ at about 70 guineas per head, second cabin at 40 guineas, and steerage at from 18 to 20 guineas. At these prices, if timely notice were given, the fchip's berths would, in a!l probabili ty, bo secured. (Suppose COO persons were to take passage —and she could accommodate four times that number "if all her space between decks were fitted— the passage money would tje about £40,000. Deduct . for provisions, wages, and other incidental expenses, there would be a good margin left for profit. This is independent of freight and homeward earnings. If the present board-of directors fail to work her at an advantage, she may yet fall into the hands of those who may better understand what to do with her. She

was designed to be an Eastern ship,and her carrying capacity is adapted to large and low freight. She would clear out Melbourne and Sydney of all the wool 'offering;, and would command any gold for shipment thence to Kngland. .Besides thesc'.'if she timed-her departure a fortnight after the departure of the wail boats, she would probably be trusted with a large mail.

Hiid the Great Eastern been more deeply laden in the gale that fractured her rudder post, she would have presented less broadside above the water, her rudder would have been deeper immersed, aud tiie presumption is that we should not have to chronicle her return to port as a lame duck. The ship has never yet had an opportunity to prove her capabilities. With a Cargo proportionate to her tonnage, her screw propeller would be better covered at (ill times, her rudder would be less exposed to the chock of the waves, and the ship would be driven in '; "eping with her designer's intentions. In the profession »1 world it is the prevailing belief that she has been mismanaged by amateurs, aud that a practicd nnutical head has been wanting from the first. No deference has been paid to the advice of competent men, the management having been confined to making her a show ship. It seems a pity that so noble n specimen of naval construction should be suffered to lie idle for months, depreciating in value, when by a rigorous move she mi<rht be contributing to thp comforts of hundreds of voyagers, and expanding the trade between the mother country and the Australian colonies. By the time she had made a couple of voyages to Australia, there might be a dock large enough to receive her if the Bristol venture goes a-head. Bristol might then become her port of arrival and departure. The now line of the Bristol and New South Wales Union Railway Company, of twelve miles in length, from Bristol "to Portskewet, connecting the Avon with the Welsh coalfields, which was commenced two or three years ago, is approaching completion. Coal may then bo had at 10f. Gd. per ton at the Bristol Pocks. With these advantages, coupled with the abolition, of all dues or port charges already made on shipments outwards, the Great Eastern may yet find a safe rendezvous in a firat-class port of the west of England.