REPORT OF THE SELECT COMMITTEE ON POSTAL COMMUNICATION.

Appendix to the Journals of the House of Representatives, 1869 Session I, F-05

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REPORT OF THE SELECT COMMITTEE ON POSTAL COMMUNICATION.

PRESENTED TO BOTH HOUSES OP THE GENERAL ASSEMBLY, BY COMMAND OP HIS EXCELLENCY.

WELLINGTON. 1869.

P.—No. 5

No. 1. Eeport. The Select Committee appointed to inquire into and report upon the Steam Services which it may be desirable to subsidize, with a view of maintaining efficient postal communication between this Colony, the Australian Colonies, and Europe, beg leave to report as follows : —■ The questions referred to your Committee appear to resolve themselves into two — Ist. The arrangement which it may be most desirable to adopt for the conveyance of the New Zealand-English Mails to and from Australia, and the probable cost of the same. 2nd. The advantages to be derived by this Colony from the establishment of a Mail Service via Torres Straits, or from the establishment of a Mail Service between New Zealand and San Prancisco, and the relative cost of such services. With regard to the first question, it appears to your Committee, after having taken all the evidence within their reach, and after a full consideration of the various arrangements under which these mails can be transmitted, that practically the choice to be made lies between a single Intercolonial Service, similar to the one at present in operation between Melbourne, Hokitika, and Wellington, but continued to Port Chalmers and the Bluff: and a double Intercolonial Service, having one steamer running between Sydney and Auckland, and the other between Melbourne, the Bluff, Port Chalmers, and Wellington. With a view of putting clearly before your honorable House the relative advantages of the two schemes, your Committee have prepared a Table, showing the dates upon which an English Mail would be delivered at the several ports in New Zealand if sent by the single service and the double service respectively. Time Table showing the Dates of Arrival at the various Ports of New Zealand of an English Mail leaving Southampton on the 12th June, if sent by one Intercolonial Service, or if sent by two Services. .

It will be seen that by the single service the mails would be delivered earlier than by the double services, by three days at Nelson, Napier, and Wellington, by five days at Picton, and by eight days at Hokitika and Greymouth; while by the double services they would be delivered earlier at Auckland by three days, at Port Chalmers by five days, at the Bluff by eight days, and at Lyttelton by one day. At New Plymouth the time of delivery would be the same in both cases. The value of an acceleration in the delivery of the English mails at the principal ports in New Zealand is, however, greatly lessened by the fact that in every instance the outgoing English mail will have been despatched a few days before the arrival of the inward mail. No practicable acceleration can, under the existing Time Table of the P. and 0. Company's vessels, afford to New Zealand an opportunity of an early reply to English letters. The relative cost of the two schemes would probably be as follows: —

REPORT OF SELECT COMMITTEE ON POSTAL COMMUNICATION.

Ports. One Service via Hokitika, Wellington, and Port Chalmers. Two Services, one via the Bluff to "Wellington, and one via Sydney and Auckland. Southampton ... Melbourne Sydney Auckland New Plymouth Nelson Picton Napier Wellington Lyttelton Port Chalmers Bluff Hokitika dep. arr. arr. arr. arr. arr. arr. arr. arr. arr. arr. arr. arr. June 12 August 5 » 17 „ 16 » 14 „ 13 n I 4 „ 13 „ 15 ,, 17 „ 19 „ 11 June 12 August 5 8 „ 14 „ 16 » 17 „ 18 » 17 „ 16 .. 14 „ 12 ,, 11 „ 19

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REPORT OF THE SELECT COMMITTEE.

By one Intercolonial Service. Two Intercolonial Services. Melbourne, Hokitika, Wellington, Melbourne, Bluff, Wellington, and and Bluff ... ... ... £12,000 Hokitika ... ... ... £12,000 One Interprovincial service and a Melbourne and Sydney... ... 2^000 half ■■■ ... ... 8,000 Sydney and Auckland ... ... 7,'s00 Wellington and Napier ... 650 One Interprovincial service and a half ... ... ... 8,000 Wellington and Napier... ... 650 £20,650 £30 450 Probable Imperial Contribution ... 6,000 Probable Imperial Contribution... 6,'oQO Net cost ... ...£14,650 Net cost ... ...£24,450

Tour Committee are of opinion that not less than two regular Mail Services per month should be kept up between the several ports of the Colony. Accordingly both of the above schemes provide for two complete Interprovincial Services, the southern half of one of them being, however, performed by the Intercolonial steamer. Your Committee abstain from making any recommendations as to which of the two schemes should be adopted ; the question appears to them mainly one of expense. The statements above given will enable your honorable House to form a reliable opinion as to the relative postal advantages of the two proposals, and as to their probable cost, as well as to determine whether the advantages presented by the double service are worth the additional outlay which it will involve. With respect to the San Francisco and Torres Straits Mail Services, your Committee have taken evidence, and have collected the best information at their disposal; such information is, however, necessarily very imperfect. They append to this Eeport a valuable Memorandum by Lieutenant Woods, Marine Surveyor, on the Pacific line, as well as a Memorandum from the same officer on the peculiarities of the navigation between Brisbane and Singapore via Torres Straits. Por the purpose of illustrating the comparative utility for postal purposes of the two routes above mentioned, as well as of that now in use by way of Melbourne and King George's Sound, your Committee append a Time Table showing the dates at which mails sent on the same day from London by each of those routes would arrive at the several ports in New Zealand. Table showing Dates op Arrival at the different Ports of New Zealand of a Mail from London via Melbourne and Hokitika, via Singapore and Auckland, and via San Prancisco and Auckland, respectively.

Via Melbourne and Hokitika.

Via Singapore and Auckland.

Ports. Dates. No. of Days in transit, London via Marseilles ... Melbourne Hokitika Wellington Lyttelton Port Chalmers... Bluff Picton Nelson Taranaki Napier Manukau ... dep. ... arr. ... arr. ... arr. ... arr. ... arr. ... arr. ... arr. ... arr. ... arr. ... arr. ... arr. June August )> )) j) 3) 18 5 11 13 14 15 17 13 14 16 14 17 ...t 48 54 56 57 58 60 56 57 59 57 60 ;; j> ;> J) » >>

London via Marseilles ... Singapore Brisbane Auckland Napier Wellington Ly ttelton Port. Chalmers... Bluif Picton Nelson Taranaki Hokitika .. ; . ... dep. ... arr. ... arr. ... arr. ... arr. ... arr. ... arr. ... arr. ... arr. ... arr. ... arr. ... arr. ... arr. June 18 July 23 August 9 19 22 23 25 26 29 24 „ 25 27 29 ...f 85 52* 62 65 ■ 66 68 69 72 67 68 70 72 - * Tlie actual lime occupier! between London and Queensland in six experimental Vide E.—No. 41808, page 19.) t Tlio time stated to be occupied via Singapore and King George's Sound is th iulk of the Mails are sent by Southampton, and take six days longer in their transmisi 1 voyages made in 1SGG, was 66} days. iat taken by the Marsei sion. lies Mail; the

ON POSTAL COMMUNICATION.

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Via San Francisco and Auckland.

The dates of the Melbourne and Hokitika route are given as they are now fixed; the dates of the Singapore and Auckland route are based on the P. and O. Company's Time Table, and the Tables prepared for the Melbourne Conference; and the dates of the San Prancisco and Auckland route are based on the information given by Lieutenant Woods with regard to the Pacific Service and the ascertained time taken by the Atlantic Steamers for the performance of their voyage. It will be seen that the San Francisco line is, for postal purposes, beyond comparison the best of the three. It would afford a delivery of English letters in Auckland twenty-one days sooner than the route via King George's Sound, and twenty-three days sooner than that via Torres Straits, even when forwarded via Marseilles. It is difficult at present to form any accurate estimate of the relative commercial advantages of the two services. That by way of Brisbane and Torres Straits would afford regular and easy access to Queensland and the Eastern Archipelago, with the latter of which New Zealand now communicates by way of King George's Sound and Ceylon. The San Prancisco route, on the other hand, would bring New Zealand into immediate communication with the populous and important state of California, and, by means of the Pacific Eailroad, with the whole of the North American Continent. The only regular communication now existing between North America and New Zealand is through the United Kingdom. As to the probable cost of these services, your Committee have not been able to obtain any precise data. It has, as your Committee is informed, been stated by Mr. Tooth that the Torres Straits' Service could be carried out at a cost to New Zealand and Queensland of very little more than £1,200 per month each. Your Committee are not aware upon what authority this estimate has been formed ; should it be correct, the total charge to be borne by New Zealand would not exceed £14,400 per annum. The total contribution of New Zealand to the Peninsular and Oriental Company's subsidy would probably remain as at present, because the additional payment to be made for conveying New Zealand letters between Galle and Singapore would be about balanced by the diminution in the charge for New Zealand Mails between Galle and Melbourne. This subsidy for the present year may be estimated at about £26,000, in addition to the cost of the Mail Service between Australia and New Zealand. Your Committee cannot pretend to say what the cost of a Mail Service between this Colony and San Prancisco would be. They desire to point out, however, that in the event of its establishment, the greater part of the subsidy now paid by New Zealand for the Peninsular and Oriental Company's Services, would be saved, as well as the cost of the Intercolonial Mail Service, which it would not then be worth while to keep up for the sake of the small amount of correspondence which would continue to be sent by the comparatively tardy and circuitous route via Galle. There can be little doubt that the Colony of New South Wales (if not Victoria) would contribute to the support of a Postal Service which would be a much more expeditious one than that by which she is now supplied with her English Mails. Some contribution would also be received from Tahiti, which would lie in the direct route of the steamers to San Prancisco. Provision already exists in a Postal Convention (of which a copy is attached to this Beport) between Great Britain and the United States, for the transmission of British Mails through the United States at a very low rate of transit postage ; and the British Post Office, even if it could not be induced to furnish any contribution to the cost of the Pacific Service, would probably be willing to afford, as it did in the case of the Mails via Panama, free transit by the Atlantic Mail Steamers for the New Zealand Mails. The above facts appear to your Committee to furnish good grounds for the conclusion that the net cost to New Zealand of a Mail Service via San Prancisco, after making allowance for probable contributions from the Australian Colonies, would not much exceed the saving which would be effected through the comparative disuse by this Colony of the existing services via Melbourne and Galle. Under the above circumstances, your Committee cannot recommend that any contribution should be made by New Zealand to the cost of a Postal Service via Torres Straits ; but they suggest that the Government should be requested to institute inquiries with the view of ascertaining the expense at which, and the conditions on which, a Mail Service via San Prancisco could be established ; and also to what extent those Australian Colonies which would be benefited by such a Service would be prepared to contribute to its cost. By order of the Committee, John Hall, Chairman.

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Ports. Dates, No. of Days in transit. London New York San Francisco ... Auckland Taranaki Nelson Hokitika Picton Napier Wellington Lyttelton Port Chalmers... Bluff ... dep. ... arr. ... arr. ... arr. ... arr. ... arr. ... arr. ... arr. ... arr. ... arr. ... arr. ... arr. ... arr. June 12 22 27 21 23 24 28 25 27 26 28 29 31 jj July )» J) )> 10 15 39 41 42 46 43 45 44 46 47 49 J) » j? it jj jj

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No. 2. Memoranda on Ocean Postal Eoute between Brisbane and Singapore, via Torres Straits. Wellington, 28th June, 1869. As the Dutch Government maintain a steam postal communication between Singapore and Sourabaya, via Batavia, twice a month, they would doubtless facilitate the postal communication between Brisbane and Singapore by means of their Batavian packets. On the supposition that no difficulties would occur to prevent an arrangement of this nature being carried out, the course and distance of the English Mail Steamers would be limited to the navigation of the region between Brisbane and Sourabaya, the intricacies of which passage are now rendered less dangerous owing to the surveys undertaken, and the reliable charts that have been issued from the Hydrographic Office. The survey of the inner route from Moreton Bay to Cape York is an admirable one, and leaves nothing to be desired so far as the channel is concerned. The general route that would be followed is that of the Inner Torres Straits passage, calling at Port Curtis and Port Dcnison, then entering the Barrier between Palm Islands and Halifax Bay, when it is comparatively a straight course to the parallel of the Lizard Island. Prom this position to the western side of Prince of Wales Islands we find the most intricate navigation : it is undeniably dangerous, and requires the greatest vigilance until through the Prince of Wales Channel. The course from this to Koepang being across the Arafura Sea almost in a straight line, is free from dangers. Prom Koepang they would steer north of the Island of Sumba to Alias Straits, and thence a direct course to Sourabaya. The distances to be run would then be as follows : — English Steamers —Cape Moreton to Port Curtis ... ... 300 miles. Port Curtis to Port Denison ... ... ... 270 „ Port Denison to Cape York ... ... ... 690 ~ Cape York to Koepang ... ... ... 1,1.40 ~ Koepang through Alias Straits ... ... 470 ~ Alias Straits to Sourabaya ... ... ... 220 ~ 3,090 „ Dutch Steamers —Sourabaya to Batavia ... ... ... 340 „ Batavia to Singapore ... ... ... 480 ~ 3,910 „ Coaling-stations would be required at Cape York and Koepang, for which a day's detention should be allowed; also a day's detention at Batavia, and eight hours at Sourabaya, as the transhipment from the English to the Dutch steamer will not take beyond that time. Now, taking all the intricacies and dangers of the passage into consideration, I am of opinion that the steamers employed would not average more than nine miles per hour, consequently it would take fairly twenty-two days to deliver the mail at Singapore from Brisbane under favourable circumstances, always supposing the steamers to be of adequate power, and capable of carrying coal sufficient for steaming purposes. Such vessels as the " Bangitoto" and "Tararua" are, I think, in everyway adapted for this service. I have already remarked upon the intricacies in the navigation of Torres Straits seas, and the valuable surveys that have been carried out recently, but it must not be supposed for an instant that a great deal more work of the same nature is not required before this route can be used with perfect safety by ocean mail steamers. Moreover, mail steamers must continue their course both night and day to be of any service, and this I hold to be almost impossible until the Straits are lighted up, and a pilot service established between Booby Island and Lizard Island ; and for day navigation, a system of beacons must be constructed, throughout the whole length of the route in Torres Straits, on various coral patches that are awash, and are lying immediately in the track of steamers passing through. These are much required at certain seasons of the year, when the sun has North declination, as vessels at that time proceeding to the North and West have the sun immediately in the front of them during the afternoons and evenings, consequently the shoal patches are not discernable. My object in recommending Sourabaya as the terminus of the English line of packets, is on account of the really good harbour that exists there, and the facilities offered to vessels for docking, refitting, and repairs, &c. A large Government steam factory is in full working order, with all the necessary lathes and steam hammers for doing any description of repairs to steamers, &c. The dock is capable of taking in vessels of a much larger class than those proposed to be used on this route. Private factories also exist, and a splendid road runs the whole distance of the Island of Java from the Port of Sourabaya to Batavia. It is very questionable whether this postal route would be of any service to the Colony of New Zealand, seeing that letters from England to the nearest port of New Zealand could not be delivered under seventy-two days, as under : —■ England to Singapore ~. ... ... ... ... ... 41 days. Singapore to Brisbane ... ... ... ... ... ... 22 ~ Brisbane to Auckland, via Sydney ... ... ... ... 9 „ 72 „ And it would be worth the consideration of the Queensland Government, before accepting any tenders for a Torres Straits and Singapore Postal Service, to discuss the propriety of subsidizing a Company which would undertake the conveyance of the mails from England via San Prancisco and New Zealand, as by that route the community in that Colony would obtain their letters from England, under ordinary circumstances, in fifty-one days, as against sixty-three clays via Torres Straits. I append a track chart of the proposed route from Brisbane to Singapore. G. A. Woods, Colonial Marine Surveyor.

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E.—No, 5.

No. 3. Memorandum for the Honorable the Postmaster-General. San Prancisco and Japan Line of Steamers. "" Great Bepublic " and others run between San Prancisco, Kanagan Islands, Japan, and Hong Kong. They are vessels of 4,500 tons; their length is about 360 feet, and beam 50 feet, with 31 feet 6 inches depth of hold. Engines are beam construction, with 105 inch cylinder, and 12 feet stroke of pistonfitted with surface condensers. The propelling power by paddle, and average rate of steaming, twelve knots. The round voyage from San Prancisco until returning to the same port occupies sixty-two days. 27th January, 1869. G. A. Woods, M.S.

No. 4. Postal Convention between Great Britain and the United States of America. The General Post Office of the United Kingdom of Great Britain and Ireland and the General Post Office of the United States of America being desirous of regulating, by means of a new Convention, the Communications by Post between the two countries, the undersigned, duly authorized for that purpose by their respective Governments, have agreed upon the following Articles : — Article 1. —There shall be an exchange of correspondence between the United Kingdom of Great Britain and Ireland and the United States of America, as well for letters, newspapers, book packets, and patterns or samples of merchandize, originating in the United Kingdom or in the United States, as for articles of the same nature originating in or destined for the countries or colonies the correspondence of which is forwarded through the United Kingdom or through the United States. Article 2. —Each office shall make its own arrangements for the despatch of mails to the other office by well appointed ships sailing on stated days, and shall, at its own cost, remunerate the owners of such ships for the conveyance of the mails. Article 3. —The postage on a single international letter shall not exceed sixpence in the United Kingdom, or twelve cents in the United States, and the authorized weight of a single letter shall be half-an-ounce in the United Kingdom, or fifteen grammes (by the metrical scale) in the United States. Por other than single letters the same charge shall be made for every additional half-ounce or fifteen grammes, or fraction thereof. Article 4. —Every international letter insufficiently paid, or wholly unpaid, received in the United States from the United Kingdom shall, in addition to the deficient postage, be subject to a fine of five cents, such fine to be retained by the United States Post Office; and every international letter insufficiently paid, or wholly unpaid, received in the United Kingdom from the United States, shall, in addition to the deficient postage, be subject to a fine the amount of which shall be fixed and retained by the British Post Office. Article s.—lnternational newspapers, book packets (including printed papers of all kinds, maps, plans, prints, engravings, drawings, photographs, lithographs, sheets of music, and so forth), and patterns and samples of merchandize (including seeds and grain), shall be transmissible by either office at such charges (not less than threepence in the United Kingdom, or six cents in the United States per four ounces on book packets and patterns or samples of merchandize), and under such regulations, as the despatching office may from time to time lay down. These regulations, however, shall include the following: — 1. The postage shall be fully prepaid. 2. No book packet may contain anything which is sealed or otherwise closed against inspection, nor must there be any letter, nor any communication, of the nature of a letter, whether separate or otherwise, unless the whole of such letter or communication be printed; but entries merely stating from whom, or to whom, the packet is sent, shall not be regarded as a letter. 3. No book packet must exceed two feet in length, or one foot in width or depth. 4. Neither office shall be bound to deliver printed papers the importation of which may be prohibited by the laws or regulations of the country to which they are transmitted. 5. So long as any Customs duty is chargeable in the United States on the importation, from the United Kingdom, of any of the articles enumerated above, such Customs duty shall be leviable in the United States, and the proceeds shall accrue to the United States Treasury. 6. Except as above, no charge whatever shall be levied in the country in which international newspapers, book packets, and patterns or samples of merchandize are delivered. Article 6. —The postage collected in the two countries on international letters, newspapers, book packets, and patterns or samples of merchandize, together with the fees for registration (but exclusive of fines for unpaid or insufficiently paid letters), shall be equally divided between the two offices. That portion of the postage of transit letters, transit newspapers, book packets, and patterns or samples of merchandize, which represents the charge for the sea conveyance between the United Kingdom and the United States, shall belong wholly to the despatching office. Por the purposes of this Article, the charge for the sea conveyance of letters across the Atlantic shall be computed on the basis of fourpence, or eight cents, per single letter rate, and the charge for the sea conveyance across the Atlantic of newspapers, book packets, and patterns or samples of merchandize, shall be computed at threepence per pound, or twelve cents per kilogramme. Article 7. —The United States Post Office may deliver to the British Post Office letters or other postal packets which have been registered addressed to the United Kingdom. Reciprocally, the British Post Office may deliver to the United States Post Office registered letters or other postal packets which have been registered addressed to the United States. The postage of registered letters and so forth shall always be paid in advance.

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EEPORT OF THE SELECT COMMITTEE

In addition to this postage, there shall also be charged a registration fee, the amount of which shall be fixed by the despatching office. Article B.—The United States Post Office may further deliver to the British Post Office registered letters and so forth, addressed to those countries or colonies to which registered letters can be sent from the United Kingdom. The United States Post Office shall account to the British Post Office (in addition to the postage due to the British Post Office) for such sum as shall be chargeable to the inhabitants of the United Kingdom for the registration from the United Kingdom of every registered letter and so forth addressed to the countries or colonies above mentioned. On its side, the British Post Office may deliver to the United States Post Office registered letters and so forth addressed to those countries to which registered letters can be sent from the United States. The British Post Office shall account to the United States Post Office (in addition to the postage due to the United States Post Office) for such sum as shall be chargeable to the inhabitants of the United States for the registration, from the United States, of every registered letter and so forth addressed to the countries above mentioned. Article 9.—The British Post Office engages to grant the transit through the United Kingdom, as well as the conveyance, by British Mail Packets, of the closed mails which the United States Post Office may exchange, in either direction, with the Post Offices of United States Possessions or of Foreign Countries, and the United States Post Office engages to grant the transit through the United States, as well as the conveyance by United States Mail Packets, of the closed mails which the British Post Office may exchange, in either direction, with the Post Offices of British Possessions or of Foreign Countries. The country which sends or receives closed mails through the other shall render an account of the letters, newspapers, book packets, and patterns contained in such closed mails. Article 10.—The rates of postage to be mutually paid for the territorial transit (including the passage of the English Channel) of all letters sent from one country to the other for transmission to. places beyond, in closed mails, shall be one-half the ordinary inland rates now charged in the two countries respectively ; viz., for transit through the United States one-half of three cents per single letter, and for transit through the United Kingdom one-half of a penny per single letter. The transit rates of postage to be mutually paid for newspaper's, book packets, and patterns, or samples of merchandize sent in closed mails, shall be fourpence per kilogramme for transit through the United Kingdom, and six cents per pound for transit through the United States. Article 11.—When, in any British or United States Port, a closed mail is transferred from one ship to another without any expense devolving on the office of the country owning such port, such transfer shall not be deemed a territorial transit, and shall not give rise to any charge for territorial transit. Article 12.—The rates of postage to bo paid by the British Post Office to the United States Post Office for the sea conveyance, other than across the Atlantic, of correspondence sent from the United Kingdom to the United States, in closed mails, for transmission to places beyond, or brought to the United States from places beyond, in closed mails, for transmission to the United Kingdom, shall be the same that are paid by the inhabitants of the United States. Reciprocally the rates of postage to be paid by the United States Post Office to the British Post Office for the sea conveyance, other than across the Atlantic, of correspondence sent from the United States to the United Kingdom, in closed mails, for transmission to places beyond, or brought to the United Kingdom from places beyond, in closed mails, for transmission to the United States, shall be the same that are paid by the inhabitants of the United Kingdom. Article 13.—The combined territorial and sea rates upon transit correspondence sent in ordinary mails, to be accounted for by one office to the other, shall be the same that are paid by the inhabitants of the country through which the correspondence is forwarded. Article 14.—The amount of postage chargeable by the United States Post Office, on its own account, upon every single letter sent through the United Kingdom in ordinary mails addressed to the United States, shall be three cents, and the amount of postage chargeable by the British Post Office, on its own account, upon every single letter sent through the United States'in ordinary mails addressed to the United Kingdom, shall be one penny. Article 15. —There shall be an exchange of correspondence between the United States of America and Bermuda, and between those States and the British Post Office agencies established in the Danish Colony of St. Thomas, in Panama, in Colon, and in San Juan (Porto Bico). The postage to be accounted for on such correspondence shall be fixed from time to time by the mutual consent of the two offices. Article 16.—The British Post Office shall prepare, at the expiration of every quarter, separate accounts exhibiting the results of the exchange of correspondence, whether in ordinary mails, or in closed mails, between the respective offices. _ Such accounts shall be founded upon the acknowledgments of receipt of the respective offices during the quarter. The separate accounts shall be incorporated in general accounts which shall be compared and settled by the two offices, and the balance shall forthwith be paid in the money of the country to which the payment is to be made by that office which is found to be indebted to the other. In converting United States currency into sterling or sterling into United States currency, fourshillings and twopence shall be considered as the equivalent of a dollar. Article 17. —Official communications addressed by the United States Post Office to the British Post Office, or by the British Post Office to the United States Post Office, shall not give rise to any account between the two Post Offices. Article 18. —The two offices shall by mutual consent make detailed regulations in accordance with the foregoing articles, such regulations to be terminable, on a reasonable notice, by either office.

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Article 19. —All the conventions which now regulate the exchange of correspondence between the United Kingdom of Great Britain and Ireland and the United States of America, shall cease to have effect from the date of the day when the present Convention shall be put into execution. Article 20.—Articles 1, 5, 7, 8, 9, 10, 11, 12, 15, 16, 17, and 18 shall come into operation on the Ist October next, and the remaining articles on the Ist day of January, 1868. Article 21.—This Convention shall be terminable at any time, on a notice by either office of one year, and article 5, except so far as relates to newspapers, shall be terminable on a notice of three months. Done in duplicate and signed in London the 18th day of June, 1867. John A. Kasson, Montrose. Sp. Commr., &c, &c.

No. 5. Memorandum by the Colonial Marine Surveyor. In pursuance of instructions, the Colonial Marine Surveyor begs herewith to forward, for the information of the Hon. the Postmaster-General, the detail work of the following oceanic distances on Great Circles of the Sphere, and measured local distances : — 1. From Sydney to San Francisco direct. 2. „ „ via Tahiti Island. 3. „ „ via Wellington. 4. ~ ~ „ an< i Tahiti. 5. n ~ via Auckland. 6. ~ )) Jj >! 7. Melbourne to Wellington direct. 8. „ via Bluff Harbour, Port Chalmers, and Lyttelton. 9. ~ Bluff Harbour direct. 10. , „ via Wellington, Lyttelton, and Port Chalmers, together with a Beport and the comparative advantages of each ocean route in respect of winds and currents, and a chart with the great Circle Courses protracted from the data worked. Marine Survey Office, Wellington, G. A. Woods, 28th January, 1869. Colonial Marine Surveyor.

Report of Routes across the Pacific from S.W. to N.E. The observations of scientific officers of the American, French, and English services on the Equatorial Pacific Trade Winds have assured us that the S.E. trade wind only blows over that portion of the Pacific lying between the meridians of 90° and 140° W. longitude, and that the N.E. trade, commencing at about 300 miles from the West Coast of America, extends to the meridian of the Ladrone Islands. Much difference of opinion has, however, existed upon the question of the proper route to be taken by masters of vessels navigating these seas, and my own limited experience has led me to the belief in the advisability of pushing as much as possible to the eastward, when south of the Equator, in making a passage from the S.W. to the N.E. seaboard of this ocean, for, as a general rule, you seldom meet with unfavourable weather, and you carry with you a fair westerly and S.W. wind and current, between the parallels of 15° and 30° S., leading you into the S.E. trade in the 140° W. meridian. This trade will carry you to the N.E. with a beam wind across the Equator, and with the advantage of being set to windward by the equatorial counter-current, and consequently the N.E. trade, when fallen in with, is more of a leading than a head wind to its Polar limit of about 25° N. Now, in making the westerly passage across the Equator to the northward, we find that unless you keep to the southward of the 10th parallel of north latitude (which would necessitate steaming over nearly 40° of longitude in the torrid zone), you would have to steam against the N.E. trade over at least 1,500 miles of latitude alone to the Polar limits of that trade wind. Of course this limit is subject to very considerable variation, according as the sun has N. or S. declination; but another great objection exists to the westerly passage, in the uncertain movements of the equatorial currents in the neighbourhood of the islands, by which they are much affected. The trade winds are also affected in a similar manner, and storms and hurricanes of considerable violence are occasionally met with in consequence. Assuming, then, that the eastern passage is the proper one to make, we find then, of the routes proposed, that via Tahiti most nearly approaches this course, and although the course on the great circle carries you again to the N.W. after crossing the Equator, I should be inclined to recommend a deviation to the eastward of the Marquesas after passing Tahiti, as by that means you secure a fair S.E. trade to its equatorial limit N. of the Equator, almost running you into the N.E. trade, which gives you then a leading wind to its Polar limit, when you will fall in with the prevailing N.W. and westerly wind of the North-west Coast of America, which will then serve as leading winds, steaming on the port tack towards San Francisco ; but this deviation does not in any way affect the main question as to the choice of routes, and of the advisability of making Tahiti the coaling station. Now, assuming Sydney to be the port of departure, on reference to the tabulated distances, it will be observed that, supposing Auckland was made the port of call for New Zealand, the distance to San Francisco via Auckland is 6,945|- miles, while the distance via Auckland and Tahiti is 7,140 miles, being an increase of distance of 195 miles, or eighteen hours' steaming. Again, supposing Wellington to be the port of call for New Zealand, the distance to San Francisco via Arlington is 7,083 miles, and via Wellington and Tahiti 7,190 miles, being an increase of distance of only 107 miles, or about nine hours steaming; and with respect to the total distance, the route via Wellington and Tahiti has only a small increase of fifty miles over that via Auckland and Tahiti ; but by making Wellington the port of call, the steamers would gain all the advantages of the prevailing westerly winds so far south of the Equator 3

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to carry the steamers into that part of the Pacific Ocean where the trade winds are regularly established throughout the year. J With reference to the saving of distance which would result from making the Bay of Islands the port of call instead of Auckland, I estimate it to be about 120 miles. Assuming Melbourne to be the port of arrival and departure, the port of call for New Zealand would naturally be Wellington, and the total distance to San Francisco from Melbourne would be 7480 miles, being an increase of 290 miles over the route to Sydney via Wellington. After carefully considering the question generally from a nautical point of view, I am of opinion that the most advantageous route for an Ocean Postal Service to San Francisco, for the benefit of the Australian Colonies and New Zealand, would be with Sydney as the port of arrival and departure (until there are facilities in Wellington for the docking accommodation of large ships), the vessels calling at Wellington and Tahiti en route, and I calculate that the voyage would be easily accomplished— with vessels of 2,500 tons, from Sydney to Wellington, 4 days ; Wellington to Tahiti, 8 days ■ and Tahiti to San Francisco, 13 days; total, 25 days. Add to this, stoppages of 2 days, and the time occupied in going from San Francisco to New York, 6 days, and by Cunard's line, from New York to Liverpool, 10 days, we place Sydney within 43 days'postal communication with England, and Wellington within 38 days. Gr. A. Woods Colonial Marine Surveyor.

On G-eeat Circle eoe Distance.—Sydney to San Peancisco. Sydney ... Lat. 33° 51' 42" S., Long. 151° 14' E. San Prancisco, Lat. 37° 48' 30" N, Long. 122° 24' W. Lat. 33° 52' = 123° 52' Co. Lat. + 37° 48' == 52° 12' Co. Lat. Long. 151° 14' E. to Long. 122° 24' W. = i diff. Long. 43° 11'. i diff. Long. 43° 11' = Sin. 9-8352688 Sin. 2 ... ... 19-6705376 Co. Lat. Sin. ... 99192542 Co. Lat. Sin. ... 98977123 2)39-4875041 19-7437520 ... 19-7437520 | diff. Co. Lat. Sin. 9-7674746 43° 26'09" Tang. ... 9'9762774 ... Sin. 9-8372991 53° 43'41" ... Sin. 9-9064529 Distance, 6,447 miles = 107° 27' 22" G-ItEAT ClECLE FOE COTJESE.—SYDNEY TO SAN PEANCISCO. (See Diagram Wo. 1.) 107° 27'22" ... 9-9795243 0-0204757 0-0204757 86° 22'... 99991262 9-9991262 52° 12'... 9-8977123 123° 52'... 9-9192542 N. 55° 45' E. ... 9-9173142 S. 60° 18' W. ... 9-9388561 Course from Course from Sydney to San Prancisco. San Prancisco to Sydney. Lat. 33° 52' Sin. ... 97460 37° 48'.. 97874 55° 45'Tang. ...10-1669 60° 18'... 0-2438 Diff. Long. 39° 18'Tang. ... 9'9129 47° 04'... 10-0312 Long. Sydney 151° 14' E. 122° 24' 190° 32' — 360° = 169° 28' W. 169° 28' W. Long, of point where the great Circle cuts the Equator. Sin. of course ... 9-9388561 Sin. of Lat. ... 9'8977123 Prom Equator to either place, 43° 21' ... 9-8365684 Course.

I\—Nα 5.

On Great Circle cor Distance. —Sydney to Three Kings. Sydney ... Lat. 33° 52' S., Long. 151° 14' E. Three Kings, Lat. 34° 06' S., Long. 172° 10' E. Lat. 33° 52' = Co. Lat. 5608 and Lat. 34-06 = Co. Lat. 55° 54. Long. 151° 14' E. to Long. 172° 10' = § diff. Long. 10° 28. | diff. Long. Sin. ... 9-2592676 Sin. 2 18-5185352 Co. Lat. Sin 99192542 Co. Lat. Sin 9-9180620 38-3558514 i diff. Co. Lat. Sin. ... 191779257 194779257 7-3088239 89° 1332" Tang. ... 11-8691018 Sin. 9-9999603 8° 3952" 9-1779654 Distance, 1,039-75 miles = 17° 19' 44" Great Circle cor Course.-—Sydney to Three Kings. (See Diagram No. 2.) 17° 20' 9-4741146 0-5258854 0 5258854 20° 56' 95530105 9-5530105 55° 54' 99180620 99191694 S. S3°l3'E. ... 99969579 N. 84° 36' W. ... 9-9980653 Course from Course from Sydney to Three Kings. Three Kings to Sydney.

On Great Circle for Distance.—Sydney to Wellington. Wellington, Lat. 41° 17' S., Long. 174° 47' E. Sydney ... Lat. 33° 52' S., Long. 151° 14' E. Lat. 33° 52' = Co. Lat. 56° 8' and Lat. 41° 17' = Co. Lat. 48° 43. Long. 151° 14' E. to Long. 174° 47' E. = | diff. Long. 11° 46' 30". i diff. Long. Sin. ... 9-3097769 Sin. 2 18-6195538 Co. Lat. Sin 99192542 Co. Lat. Sin 9-8759036 2)35-4147116 19-2073558 19-2073558 | diff. Co. Lat. Sin 8-8107529 68° 816" Tang. ...10-3966029 Sin. 99675863 10° 08" 9-2397695 Distance, 1,200 miles = 20° 0' 16" Great Circle for Course. —Sydney to Wellington. (See Diagram No. 3.) 20° 9-5340517 0-4659483 0-4659483 23° 33' 9-6015703 96015703 48° 43' 9-8759036 56° 8' ... 9-9192542 S. 61°23'E. ... 9-9434222 75° 56' ... 9-9867728 S. 104° 4' W. Course from Course from Sydney to Wellington. Wellington to Sydney.

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P.—No. 5.

On Great Circle for Distance.—Sydney to Tahiti Islands. Sydney ... Lat. 33° 52' S., Long. 151° 14' E. Tahiti Islands, Lat 17° 29' S., Long. 149° 29' W. Lat. 33' 52 = Co. Lat. 56° 08' and Lat. 17° 29' = Co. Lat. 72° 31. Long. 151° 14' E. to Long. 149° 29' W. = | diff. Long. 29° 38' 30". i diff. Long. 29° 38' 30" ... Sin. 9-6942313 Sin. 3 19-3884626 Co. Lat. Sin 99794593 Co. Lat. Sin 9-9192542 2)39-2871762 19-6435880 19-6435880 \ diff. of Co. Lat. Sin. ... 9-1537691 72° 342" Tang. ... 104898189 ... Sin. 9-9783579 27° 3324" 9-6652301 Distance, 3,307 miles = 55° 6' 48" Great Circle for Course.—Sydney to Tahiti. (See Diagram No. 4.) 55° 648" ... 9-91398 008602 0-08603 59° 17' ... 993435 993435 72° 31' ... 997946 991925 S. 88° 28' E. ... 999983 S. 60° 29' W. ... 9-93963 Course from Course from Sydney to Tahiti. Tahiti to Sydney. On Great Circle for Distance. —Auckland to San Francisco. Auckland ... Lat. 36° 50' S., Long. 174° 49' E. San Francisco, Lat. 37° 48' N, Long. 122° 24' W. Lat. 36° 50' = Co. Lat. 126° 50' and Lat. 37° 48' = 52° 12' Co. Lat. Long. 174° 49' E. to Long. 122° 24' W. = \ diff. Long. 31° 23' 30". | diff. Long. Sin. ... 9-7167423 Sin. 2 19-4334846 Co. Lat. Sin. ... 9-9032977 Co. Lat. Sin. ... 9-8977123 2)39-2344946 19-6172473 19-6172473 | diff. Co. Lat. Sin. 9-7826301 Tang. 9-8346172 ... Sin. 97514167 47° 1431" 9.8658306 Distance, 5,669 miles = 94° 29' 2" Great Circle for Course. —Auckland to San Francisco. (See Diagram No. 5.) 94° 29' ... 00013309 , 0-0013309 62" 47' ... 9-9490402 9-9490402 52° 12' ... 98977123 ... 126° 50' ...99032977 N. 44°49'E. ... 9-8480834 3. 45° S3'W. ...9-8536688 Course from Course from Auckland to San Francisco. San Francisco to Auckland.

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13

1 , .—N0. 5

Lat. 36° 50' ... 9-7778 37° 48' ... 97874Tang. 44° 49' ... 99972 45° 33' ... 00083 Diff. Long. 30° 47' ... 97750 32° 00' ... 9-7957 Long. 174° 49' 122° 24' 205° 36' = 360° = 154° 24' W. 154° 24' W. Long, of point where great Circle cuts the Equator. Sin. of Course 134° 27' ... 9-8536442 52° 12' ... 9-8977123 Bearing from Equator to either place, 34° 20' = 97513265

On Great Circle for Distance.—Cape Paleiser to San Prancisco. Cape Palliser, Lat. 41° 37' S., Long. 175° 17' E. San Prancisco, Lat. 37° 48' N., Long. 122° 24' W. Lat. 41° 37' = Co. Lat. 131° 37' and Lat. 37° 48' = Co. Lat. 52° 12. Long. 175° 17' E. to Long. 122° 24' = f diff. Long. 31° 9' 30". i diff. Long. Sin. ... 9-7138305 Sin. 2 ... 19-4276610 Co. Lat. Sin 98736722 Co. Lat. Sin 98977123 2)391990455 195995227 ... 195995227 i diff. Co. Lat. Sin. ... 98054191 ... Sin. 97229977 9-7941036 ... Sin. 9-8765250 48° 49'Distance, 5,858 miles = 97° 38' Great Circle for Course. —Cape Palliser to San Francisco. (See Diagram No. 6.) 97° 38' 00038657 0-0038657 62° 19' 99472027 9-9472027 52° 12' 9-8977123 131° 37' ... 98736722 N. 44° 55' E. ... 9-8487807 S. 41° 55' W. 9-8247406 Course from Course from Cape Palliser to San Francisco. San Francisco to Cape Palliser. Lat. 41° 37' ... 98222 37° 48' ... 97874 Tang. 44° 55' ... 99987 * 41° 55' ... 9-9532 33° 31' ... 9-8209 28° 50' ... 97406 175° 17' W. 122° 24' 208° 48' = 360° = 151° 12' W. 151° 14' W. Long, of point where great Circle cuts the Equator. Sin. 41° 55' ... 9-8248083 52° 12' ... 9-8977123 Bearing from Equator to either place, 31° 52' = 9-7225206

On Great Circle for Distance. —Cape Palliser to Tahiti. Cape Palliser ... Lat. 41° 37' S., Long. 175° 17' E. Point Venus, Tahiti, Lat. 17° 29' S., Long. 149° 29' W. 4

T.—So. 5.

Lat. 41° 37 = Co. Lat. 48° 23' and Lat. 17° 29' = Co. Lat. 72° 31. Long. 175° 17' E. to Long. 149° 29' W. = | diff. Long. 17°'37'. i diff. Long. Sin. ... 9 4809366 Sin. 2 18-6618732 Co. Lat. Sin 9-9794593 Co. Lat. Sin 9-8736722 2)38-8150047 19-4075023 194075023 i diff. Co. Lat. Sin. ... 9-3202495 50° 432" Tang. ... 10-0872528 ... Sin. 9-8887581 19° 1646" 9-5187442 Distance, 2,313-5 miles = 38° 33' 32" Great Circle op Course. —Cape Palliser to Tahiti. (See Diagram No. 7.) 38° 33' 0-2053744 0-2053744 35° 14' 97611063 97611063 72° 31' 9-9994593 ... 48° 23' ... 9-8736722 W. 62° E. ... 9-9459400 S. 43°48'W. ... 9.8401529 Course from Course from Palliser to Tahiti. Tahiti to Palliser.

On Great Circle for Distance. —Auckland to Tahiti. Tahiti ... Lat. 17° 29' S., Long. 149° 29' W. Auckland, Lat. 36° 50' S., Long. 174° 47' E. Lat. 17° 29' = Co. Lat. 72° 31' and Lat. 36° 50' = Co. Lat. 53° 10. Long. 174° 49' to Long. 149° 29' = 1 diff. Long. 17° 51. | diff. Long. Sin. ... 9-4864674 Sin. 2 18-9729348 Co. Lat. Sin 9-9794593 Co. Lat. Sin 9-9032977 2)38-8556918 19-4278459 194278459 1 diff. of Co. Lat. Sin. ... 9-2254625 10-2023834 Sin. 9-9279063 18° 2556" 9-4999396 Distance, 2,212 miles = 36° 51' 52" Great Circle for Course.—Auckland to Tahiti. (See Diagram No. 8.) 36° 52' 0-2218814 0-2218814 35° 42' 97660715 97660715 72° 31' 9-9794593 ...53° 10... 9-9032977 N. 68° 5'E. ... 9-9074122 S.sl°7'W. = 9-8912506 Course from Course from Auckland to Tahiti. Tahiti to Auckland. On Great Circle cor Distance. —Tahiti to San Prancisco. Tahiti ... Lat. 17° 29' S., Long. 149° 29' W. San Francisco, Lat. 37° 48' N., Long. 122° 24' W.

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P.—No. 5.

Lat. 17° 29' — Co. Lat. 107° 29' Lat. 37° 48' = Co. Lat. 52° 12. Long. 149° 29' W. to Long. 122° 24' W. = * diff. Long. 13° 32' 30". idiff.Long.log. Sin. ... 9-3694987 Sin. 2 187389974 Sin Co. Lat 99794593 Sin. Co. Lat 98977123 2)38-6161690 19-3080845 19-3080845 Sin. | diff. Co. Lat. ... 96664622 96416223 Sin. 96034879 30° 2556" 97045966 Distance, 3,652 miles = 60° 51' 52"

Great Circle for Course. —Tahiti to San Francisco. (See Diagram No. 9.) 60° 5152" ... 9-9412572 0-0587428 0-0587428 27° 5' 9-6582842 9-6582842 52° 12' 98977123 ... 107° 29' ... 99794593 N. 24° 19' E. ... 96147393 S. 29° 49' W. ... 96964863 Course from Course from Tahiti to San Francisco. San Francisco to Tahiti. Lat. 17° 29' ... 9-4777 37° 48' ... 9-7874 Tang. 24° 19' ... 9-6550 29° 49' ... 97582 Diff. Long. 7° 44' ... 94327 19° 21' ... 95456 Long. 149° 29' W. 122° 24' 141° 45' W. 141° 45' W. Long of point where great Circle cuts the Equator. Sin. of course 29° 49' ... 9-6964863 Lat.; 52° 12' ... 9-8977123 From Equator to either place, 23° 08' ... 9-5941980

On Great Circle for Distance. —Swan Island to Cape Farewell. Swan Island ... Lat. 40° 44' S., Long. 148° 9' E. Cape Farewell, Lat. 40° 30' S., Long. 172° 42' E. Lat. 40° 44' = Co. Lat. 49° 16' and Lat. 40° 30' = Co. Lat. 49° 30. Long. 148° 9' to Long 172° 42' == i diff. Long. 12° 16' 30". ! diff. Long 9-3275715 Sin. 2 18-6551430 Co. Lat. Sin 9-8810455 Co. Lat. Sin 9-8795287 2)38-4157172 19-2078586 19-2078586 i diff. Co. Lat. Sin. ... 7-3088239 89° 1638" Tang. = 11-8990347 Sin. 99999654 9° 17' 17" 9-2078932 Distance, 1,114-5 miles = 18° 34' 34"

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F.— No. 5.

Great Circle for Course. —Swan Island to Cape Farewell. (See Diagram No. 10.) 9-5021969 18° 34' 0-4978031 0-4978031 24° 33' 96185576 9-6185576 49° 16' 98795287 ...49° 30... 9-8810455 S. 82° B'W. ... 9-9958894 S. 83°44'E. ... 9-9974062 Course from Course from Farewell to Swan. Swan to Farewell.

On Great Circle for Distance. —Swan Island to Point Windsor (Otago). Swan Island ... Lat. 40° 44' S., Long. 148° 9' E. Point Windsor, Lat. 46° 13' S., Long. 166° 40' E. Lat. 40° 44' = Co. Lat. 49° 16' and Lat. 46° 13' == Co. Lat. 43° 47. Long. 148° 9' E. = to Long. 166° 40' E. = i diff. Long. 9° 15' 30". idiff. Long. Sin. ... 9-2065186 Sin. 2 18-4130372 Co. Lat. Sin 9-8795287 Co. Lat. Sin 9-8400642 2)38-1326301 190663150 19-0663150 i diff. Co. Lat. Sin. ... 8-6797263 67° 4038" 103865887 Sin. 9-9661693 7° 14' 5" 9-1001457 Distance, 868 miles = 14° 28' 10" Great Circle for Course.- —Swan Island to Point Windsor. (See Diagram No. 11.) 14° 28' 06023785 0-6023785 18° 31' 9-5018538 95018538 43° 47' 98400642 ...49° 16... 9-8795287 S. 61° 36' E. ... 9-9442965 S. 74° 26' W....9-9837610 Course from Course from Swan Island to Point Windsor. Point Windsor to Swan Island.

Memorandum of Distances by San Francisco Route. Assumed Positions. Latitude. Longitude. Sydney ... ... ... ... ... 33° 5142" S. 151° 140" E. San Francisco ... ... ... ... ... 37° 4830" N. 122° 240" W. Tahiti, Point Venus ... ... ... ... 17° 29' S. 149° 29' W. Wellington ... ... ... 41° 17' S. 174° 47' E. Cape Palliser ... ... ... 41° 37' S. 175° 17' E. Three Kings ... ... ... ... ... 34° 06' S. 172° 10' E. Auckland ... ... ... ... ... 36° 50' S. 174° 49' E. Swan Island, Bass Straits ... .. ... ... 40° 44' S. 148° 9' E. Cape Farewell ... ... ... ... ... 40° 30' S. 172° 42' E. Point Windsor (Otago) ... ... ... ... 46° 13' S. 166° 40' E. Oceanic Distances ~by Great Circle. Sydney to San Francisco ... ... ... ... ... ... 6447 miles. Tahiti ... ... ... ... ... ... 3307 „ Wellington ... ... ... ... ... ... 1200 „ Three Kings ... ... ... ... ... ... 1039f „ Cape Palliser to San Francisco ... ... ... ... ... 5858 „ Tahiti ... ... ... ... ... ... 2313 „ Auckland to San Francisco ... ... ... ... ... 5669 „ Tahiti ... ... ... ... ... ... 2212 „ Tahiti to San Francisco ... ... ... ... ... ... 3652 „ Swan Island to Cape Farewell ... ... ... ... ... 1114 i „ „ Point Windsor ... ... ... ... ... 868 „

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P.—No. 5.

Local Distances. Cape PaUiser to Wellington Heads 25 miles. Wellington to Cape Farewell ... ... • •• ••■ ••• » Bluff to Port Chalmers ... ... ... ••• 130 » Port Chalmers to Lyttelton ... ... ... ••• ••• 190 „ Lyttelton to Wellington ... ... ... ••• ••• ••• 174 „ Bluff Harbour to Point Windsor (Otago) ... ... ••■ ■•• 76 „ Melbourne to Swan Island... ... ... ... ••• ••• 245 » Auckland to Bay of Islands ... ... ... ••■ ••• 125 „ Three Kings to Auckland ... ... ... • •• ••• ••• 237 „ „ Bay of Islands ... ... ... ••■ ••• 120 „ Melbourne to Wellington, via Bluff, Port Chalmers, and Lyttelton ... 1683 „ Melbourne to Bluff, via Wellington, Lyttelton, and Port Chalmerß ... 1983 „ Summary. Sydney to San Francisco ... ... ... ••• ••• ••■ 6447 miles. „ „ via Auckland ... ... ... ••• 6946 „ „ „ ma Wellington ... ... ... ••• 7083 ~ via Tahiti ... ... ... ... ■•• 6959 » „ „ via Auckland and Tahiti ... ... ... 7141 „ n „ via Wellington and Tahiti ... ... ... 7190 „ Melbourne to San Francisco, via Wellington and Tahiti ... ... 7479 „ via Bluff, Port Chalmers, Lyttelton, Wellington, and Tahiti 7673 „ G. A. Woods, Chief Marine Surveyor.