SHIPPING.

New Zealand Times, Volume XXIX, Issue 4245, 28 October 1874, Page 2

SHIPPING.

PORT OP WELLINGTON High "Water, 6.18 a.m.; 0.41 r,M, ARRIVED. , October 27.—Stormbird, s.s., 07 tons, Doile, from Wanganui. Passengers—Messrs. Nathan (2) and Thompson. . ~, . Manawatu. p.s., 103 tons, Griffiths, from Wanganui, Passengers—Mr. and Mrs. Smith and child, and Mr. and Mrs. Cole. ~ . , Richard and Mary, schooner, 40 tons, Hutcheson, from Oamaru. , Rose of Eden, schooner, 30 tons, Lake, from Pelonis Sound. SAILED. October 27.—Wellington, s.s., 2GI tons, Carey, for Picton, Nelson, Taranaki and Manukau. Passengers —cabin: Mr. and Miss Shepherd, Misses O’Rorko (2), Messrs. Knight and Stewart, and ten in steerage. Stormbird, s.s., 07 tons, Doile. for Wanganui. Passengers—cabin : Mrs. Grant, Mrs. Carson and three children. Judge Johnston, Messrs. Wilmer, Izard, Milne, Gray, Gleeson, Carson, McHatti®, Dixon, Haro, Wilson ; and three in steerage. Napier, s.s., 44 tons. Butt, for Foxton. Passengers —cabin i Mrs. Shannon, Misses Shannon (2). Mrs. Sedcole and four children, and Rev. Mr. Gilbert. Lyttelton, p.s., 80 tons, Scott, for Flaxbourno. IMPORTS. Stormbird, from Wanganui: 8 hhds and 8 cases. Richard and Mary, from Oamaru : 9 tons flour, 70 bags. Manawatu, from Wanganui: 1 box, 1 bag, 1 truss, 2 pkgs. EXPORTS. Napier, for Foxton: 40 sacks, 4 bales, 4 trunks, 16 kegs, 355 pkgs, 42 cases, 7 boxes, 34 bags, 99 bars, 1 coil rope, 1 nest tubs. 16 pile shoes, 1 tin, 4 truck wheels, 8 hhds, 20 colls wire, 1 funnel, SO sash weights, 40 mats sugar. Wellington, for Northern ports ; 50 boxes, 5 chests, 24 half-chests, 39 bags, 6 bells, 12 camp ovens and covers, 35 cases. 10 grindstones, GO standards, 1 barrel, 2 trusses, 134 pkgs, 6 bales, 2 qr-casks, 57 bars iron, 2 doors, 5 targets, GO bolts, 2G kegs, 1 iron plate. Sarah and Mary, for Hokitika: 53 cases, 40 boxes, 50 casks, 57 pipes. Lyttelton, for Flaxbourne ; 5 sacks, 1 cask, 81 bdls, 1 pci, 10 bales, 1 boat, 4 bags. Stormbird, for Wanganui: 55 boxes, 34 half-chests, 82 cases, G bdls, 1 riddle, 6 ovens and contents, 0 churns, 1 qr-cask, 1 trunk, 3 gunnies. 1 truss, 12 pair shafts, 2 boilers, 2 pels, 30 sacks, 3500 ft timber, Ibale, 150 staves, 200 spokes, 12 pairs naves, 12 cylinder plates, 9 do caps. EXPECTED ARRIVALS. London.—Panthea, Langstouo, to sail June 20 ; Hindostan, July 15 ; Wanganui, July 25 ; Star of India and Hourah, sailed August 25; Ruth, sailed from Deal July 24 ; Carnatic, Jungfrau, E. P. Bouverie. and Soukar. New York.—Sunlight, barque, to sail 10th August. Newcastle, —Anne Melhuish. Northern Ports.—Taranaki, s.s., this day, Napier. —Raugatira, s.s,, this day. Melbourne, via the West Coast, —Alhambra, s.s., 2nd November. PROJECTED DEPARTURES. Melbourne, via the West Coast. —Otago, s.s., 3*tth November. East Coast Ports (North Island).— Raugatira, s.s., this day. London. —Halcione, early in November. Southern Ports.—Taranaki, s.s., this day. Melbourne, via the South.—Alhambra, s.s., 2nd November. Northern Ports. —Ladybird, s.s., 31st inst. Foxton. —Napier, 31st inst. WANUAwtri.—Stormbird, 31st inst.

BY TELEGIiHPU.

AUCKLAND. October 27. The schooner Emu has arrived from Napier, dismasted. PORT CHALMERS. October 27. The ship Tweed sailed for Sydney yesterday. The steamers Stormbird and Napier sailed last night at 5 p.m., the Stormbird for Wanganui, and Napier for Foxton. The Stormbird experienced some difficulty in getting clear of the wharf, having been berthed in an awkward place, and after some time being spent in fruitless attempts to heave up the anchor, the cable was slipped, thus showing the necessity of one or two buoys being moored off the wharf, to enable vessels to get clear without having to heave on the anchor. The schooners Pearl and Seabird are discharging timber at the breastwork, and the Sarah and Mary and Tauranga loading, the former with pipes for Hokitika, and the latter with railway iron. The schooner Cynthia, owned by Messrs. Greenfield and Stewart, came off Coffey’s slip yesterday, after receiving a thorough overhaul, being coppered, dec. She is now taking in ballast at the wharf, intending to sail shortly to Kaipara to resume the timber trade. The s.s. Taranaki, Captain Wheeler, arrived at New Plymouth early yesterday morning. She was detained inside the Manukau bar twenty-four hours through stress of weather, and consequently she will not be due here until to-day. She will sail at 4 p.m. on the same day for Southern ports. The s.s, Napier, Captain Lloyd, left Napier yesterdaymorning, at 11 o’clock, and will be due here this forenoon. She is advertised to sail again at 5 p.m. for Napier and Poverty Bay. The Cart vale. Captain Taylor, has nearly completed dlscnargtng tier general cargo, and is now delivering railway iron to the schooner Elderslie. We hear that this vessel, after ballasting, will proceed to San Franeisco to load a cargo of grain and dour for London. The Douglas, Captain Wilson, was admitted to pratique yesterday. She will probably be brought alongside the wharf to-day, and commence discharging at once. It is not likely she will load this year at this port, which is much to be regretted, as she is a vessel of great carrying capacity besides being a first-class ship, and Captain Wilson is favorably known here for his urbanity as well as his business qualities. It is to be hoped the ship may obtain an engagement in another New Zealand port, so as to keep her in the trade. The p.s. Lyttelton is engaged to make two trips to Flaxbourne, and will bring 500 bales of wool from that place for the Halcione. She sailed last night. The Adamant, Captain Grant (late of the Mellta), will be placed on the berth to follow the Halcione. She is expected to arrive here from Newcastle in a few days, and will, no doubt, meet with quick despatch for London. The Adamant is a vessel of 800 tons, and is distinguished for her rapid passages to New Zealand. Her last voyage was from London to Nelson, which was made in 84 days. Captain Bishop’s new ship the Avalanche was to be launched on the 29th of August. She is an iron ship of 1150 tons, built on the Clyde, with all the latest improvements and conveniences. She is expected to arrive here about Christmas. After discharging her inward cargo she laid on for London direct. The ship Helen Denny, Captain Ruth, left Napier for Wellington on Friday evening last, after landing 350 statute adults. She comes on here for the purpose of discharging the Wellington portion of her ear go ; after which she will return to Napier to load produce for London, following the Queen Bee from that port. The schooner Aapasia has gone to Castlepoint and Fahaua with stores, and will return with a cargo of wool.

The schooner Aurora proceeds to the East Coast with a general cargo, and will be loaded with wooL # The schooners Ruby and Canterbury are loading timber at Havelock for Kaikoura.

The s.s. Ladybird, Captain Andrews, left Port Chalmers yesterday for Northern ports, and will be due here on Friday, and sails for Plcton, Nelson, Taranaki, and Manukau on Saturday.

The p.s. Manawatu. Captain Griffiths, sailed for ■Wanganui yesterday afternoon, and will return here about Friday with the English Opera Troupe. We are requested to direct attention to the N.Z.S.S. Company's time-table, which appears In another column, by which it will be seen that the s.s. Wellington leaves this port on the Bth November for Lyttelton, arriving there in time for the Canterbury races, which take place on the 10th, 11th, and 13th, the cattle show intervening on the 12th proximo. The ship Halclone, Captain Croker, has now on board 830 bales wool and skins, 237 bales flax, 322 casks tallow, 74 bales leather, 300 cases preserved meats, and about 40 tons sundries. None of the present season’s wool has been shipped as yet, considerable delay having been occasioned by the wet unseasonable weather. The shearing season having now commenced, it may bo expected that during the ensuing week abo will receive a considerable portion of the balance of wool required to fill her. It is expected that she will leave during the second week in November. Half of her saloon accommodation is already engaged, and it is understood that His Excellency's family, governess, and servants, will be passengers by her. Mr. Wm. Young, of the firm of Messrs. T. and W. Young, with Mrs. and Miss Young, intend also to proceed to England in her. The brigantine Sir Isaac Newton, having repaired the damages she received (luring the recent heavy weather, loft for Napier on Tuesday evening with a fair wind. —Nelson Colonist, October 22. Ashore at Hokitika. —The p.a. Lioness and the brigantine Prosperity, while entering the Hokitika River, on Saturday, went ashore. The tug got off on Sunday, but we hear that the Prosperity is in a very bad position and considerably injured, but w© cannot aay to what extent the ship and cargo are injured. She was expected to bo got off yesterday afternoon.— Grey lliver Argus, October 10. The Prosperity was towed off on the following day. Another Sai/vaoe Cask. —A claim for salvage has been preferred against the owners of the schooner Alma by the captain and crew of the steamer Kennedy. We understand the demand made is for onehalf of the value of the ship and cargo. It is not at all probable that this modest request will bo readily complied with or settled without litigation, and therefore while the case is suh judicc we refrain from any comments,— Greymouth Evening Star, October 19. Ye&sklh fo ft t/ie Went Coast.— it may be remembered that Captain Saunders left hero for Hobarton for the purpose of getting three vessels built to the order of Mr. O. F. Reid, of this town. The first of the number, not inappropriately named the Good Templar, arrived at Greymouth on Saturday last. She is a vessel of 60 tons register, built of hardwood, and combines good carrying capacity with fair speed. The Edith Reid, a vessel of larger tonnage, is finished, and was on the berth for Hokitika. The third and largest vessel, to be named the Granite City, is not yet off the stocks. —Otago Daily Times, October 20. Tub Barque Record.— The barque Record left Wellington on the 3rd inst., with a moderate breeze from the N. W., and during the whole of the passage down experienced a succession of strong westerly and south-west gales, which caused the vessel at times to labor heavily. Banks’ Peninsula was passed on the oth inst., with a strong S.W. and S. wind, the vessel under reefed topsails. Spoke the Croat of the Wave, bound for Greymouth, on the Bth inst. Capo Saunders was passed on the 9th inst., with a strong breeze from the 8.W., which moderated towards the 10th, when at midnight it blew a strong gale, until the morning of the 12th, when the vessel passed the Nuggets, and the gale moderated. Made Slope Point on the 13th, when a strong gale was met with, which Increased to a hur ricano from the S. W. Was driven back to the Nuggets, where she stood off and on until the 14th,

■when the wind set in from the N.E., which continued until the evening:' when it changed to S.E., blowing strong, with which she was enabled to run into the Bluff, where she arrived at 3.30 p.m. on the 15th. The Kecord brings cargo ex Euterpe.— Southland Times, October 10. The Faihlie.—This vessel (three-masted schooner). Captain Aberncthy, arrived in harbor yesterday morning, under jury rig, having lost her foremast, main, and mizzen topmast during a heavy sQnall. The captain reports that he left Foo Chow, on July 20. On September 3, when in latitude 7deg. 49min. S,, long. 173 deg. Smin., at 2 p.m. a terrific squall struck the vessel, carrying away the foremast, and tire main and mizzen topmast: the former being broken off short ten feet from the deck; the fore-yard, a new one, was broken in three pieces, as it fell on the bulwarks, slid thence overboard. The captain at once ordered all hands to cut away the gear to save the vessel. Fortunately tire squall did not last, and the broken mast and gear were saved. On the Gtli a jury foremast was rigged and shipped in its place- October 8, at midnight, sighted the East Capo of New Zealand ; experienced strong southerly gale at 2 p.m., when a heavy sea broke on board, carrying away a portion of the starboard bulwarks, and splitting the main staysail; the gale increased, but abated at noon on the 10th : thence had light N.W. winds for twelve hours, when the wind veered round W.N W„ and increased into a heavy gale which lasted four days. October 14, the main rail and bulwarks were carried away. October 15 had strong S.'W. and westerly winds, which continued until the 17th, thence light N.E. winds to arrival ; sighted Godley Head light at 10 p.m. on the 19th, entered the Heads at noon on the 20th, and worked up the harbor, anchoring at 1 p.ra., making the passage in 80 days. The vessel brings a cargo of tea. —Lyttelton Times, October 21. TiUiNina Boys rou the Sea. —From the statistics of the cost of boys in the various mercantile training ships, excluding the Conway and Worcester (officers’ ships), we find that the average is a little more than £lB per hoy per annum. And the cost of boys in the training ships of the Royal Navy is in round numbers £54 per bov per annum. Taking the coat of boys for merchant ships at £2O per boy per annum, and assuming that 10,000 boys per annum are wanted for the sea service cadi year, and that each boy is three years under training, the cost to the country would bo £OOO.OOO per annum, and the cost of setting up training ships would, in the first year, be £300,000 in addition. So that, if as some persons contend, all boys should be trained before they are sent to sea, the country must be ready for a money payment of £900,000 nt once, and £OOO,OOO a year afterwards. It appears to us that if this money is to be spent out of the British taxpayers’ pocket (which we think wrong in principle), the best way would be to adopt the “ boarding out” system, and send the boys to school in the best of all schools—viz., in the forecastles of our homo trade and coasting sailing ships. The money then, instead of being spent in maintaining costly establishments, anchored in still water, would be paid to the practical tutors, under whose eyes the boys would perform the every-day real work of the seaman. In making this suggestion, we must, however, add that we think the State has nothing more to do with the production or special education of men who are to work for shipowners than it has to do with the special education of men who are to work for cotton-spinners or tailors. —Nautical Magazine. The Stranding of the Anazi at Auckland. — Decision of the Board op Trade. —The following decision in regard to the stranding of the barque Anazi at Auckland, last year, may be read with interest by those who are connected in any way with sliipping matters. It will be seen that there was a diversity of opinion, regarding the powers conveyed by the Act, between the Nautical Assessor (Captain Clayton) and the Magistrate. The Bench held that the Court had no power to deal with the question of drunkenness; the Assessor held that it had. The following is the decision of Mr. Beckham: —“l confess that the argument to-day has greatly altered my view, and it only shows that when a matter is not fully argued a wrong conclusion may be arrived at. Since the argument this morning, I confess that I do feel that the Court hao no power to punish for drunkenness ; therefore the report that I had written some days ago will apply to the matter. The Court has been requested by the Collector of Customs at this port to inquire into the stranding of the barque Anazi between the North Head and the River Wade, on the coast outside the harbor. After maturely weighing and considering the evidence adduced in connection with that -circumstance, it is of opinion that the barque Anazi was stranded in consequence of the mismanagement of the master, Captain Holman, whilst laboring under the influence of liquor. The Court is also of opinion that the chief mate, Mr. Wise, has been guilty of gross neglect of duty, and showed an utter disregard for the safety of the ship from the time she was laid-to until she stranded. The Court is further of opinion that the second mate, Mr. Marsark, was extremely culpable in not at once reporting to the chief mate the fact that he believed the captain to be under the influence of liquor. The 15th section of the Inquiry into Wrecks Act, ISG9, prohibits the Court from cancelling or suspending the certificate of the officers unless it be proved that the ship was seriously damaged, the act of stranding being entirely ignored. The evidence show’s that the stranding of the Anazi caused her to lose 12ft of her false keel, but otherwise she does not appear to have been injured. The question, therefore, to be considered is—does the loss of 12ft. of false keel constitute * serious damage/ as contemplated by the 15th section of the Act under which these proceedings are instituted ? Upon that point no evidence whatever was offered. The Nautical Assessor and the Court arc of opinion (in the total , absence of any testimony to the contrary) that it 4 does not* and therefore the Court has no power to deal with the case under the Inquiry into Wrecks Act, 1869. The Court and_ Nautical Assessor desire further to record their opinion that had the pilotstation been at Tiritiri, where the services of the pilot could at all times be available, instead of inside the harbor of Auckland, the Anazi would not, in all probability, have been stranded. It would seem that under the Merchant Shipping Act only two classes of officers can be punished—only captains and mates. The second mate cannot be touched at all. Here there is no doubt that the first mate ought to be punished severely. The man said he got his watch by watch, and knew that the master was ill, and wanted rest; and yet what does he do? In spite of the knowledge that the master -was almost incompetent to take charge of the watch from want of rest, still that man turned in, leaving the ship hove-to on a lee shore, not caring one farthing whether the ship was stranded or not. That man deserved to be severely punished, and if serious damage had ensued his certificate would have been cancelled. But here if we could deal with the captain, the mates would escape. Both men were guilty of gross negligence. The second mate told us that because the captain was on the deck he did not heave the lead, and took no trouble whatever. It is true he told us that he went below to the captain several times, and said the vessel was going inshore. I can tell the master that, had the serious damage been proved, they would both have been made examples of; but I feel that I have no power to go further than I have. That report will go to the Government. Drunkenness in a captain is most unpardonable. I can tell him that he has had a narrow escape indeed; and I confess that the able defence set up by his counsel has astonished me throughout. The master must pay the costs of the inquiry—that is the least he can do. He is a young man. This is the first time he has commanded a ship, and I do hope that it will be a warning to him for ever. I might state it is the Nautical Assessor's opinion that the Court has power to deal with the question of drunkenness; on that we differ. The case will stand over for the settlement of costs only.” THE U.S.S. SWATARA. Through the courtesy of Captain Thomson, Provincial Harbor-master, we were enabled to pay a visit to the fine American corvette Swatara. Intelligence had been received on Saturday that the Swatara was to leave the Bluff at 2 p.m., and also that she would call at Otago, for the purpose of ascertaining whether she could secure the services of someone acquainted with the Chatham Island coast and harbors. In order to meet her at the Heads, the p.s. Peninsula was engaged to proceed there, and to leave Port Chalmers at 5 a.m. On getting about half-way down the harbor, the signal of a man-of-war was seen at the Heads Signal-station. When the Peninsula had reached the landing-place, it was found that the boat had already gone off with the pilot, and the little steamer was oulered to proceed over the bar. She steamed to within 100 yards or so of the Swatara, when the pilot-boat came alongside and transferred the Harbor-master to the corvette. She is a bran-new vessel, 1910 tons register, of good and neat proportions, full ship-rigged, and built of wood, apparently very strong, with but little display of grandeur or pretension to elegance; but everything about her has a very substantial appearance, with an air of comfort. Her engines are the first compound engines introduced into the American Navy; they are 350-horso power nominal, and 1200-horse power indicated; and the steering gear works by steam. The steam is generated in ten boilers, heated by twenty furnaces; aho is propelled by means of a screw, and at full speed she steams twelve to thirteen knots; but with only six boilers out of the ten at work, she steams from eight to ten knots. On board of this ship, steam is used to heat the several compartments of the ship in cold weather, by means of tube conductors, and in the saloon it is made, by a very simple invention of Captain Chandler’s, to supply sufllclcntcondcnscd water for the use of that apartment. Another improvement In her is the way in which orders can be conveyed aloft in rough weather, by means of speaking-tubes. At present the ship is not fully equipped for service, having been fitted out hurriedly for this present expedition in connection with the transit of the planet Venus, and she has in consequence not yet got any of her battery on board, except one pivot gun forward, but she will carry ten guns, eight of which will bo D-inch, one 11-inch, and two 001 b. rifles. Her complement of men Is 175 all told. The following are the officers' names Commander, Captain Ralph Chandler ; lieutenant commanding and executive officer, A. H. Wright; lieutenants, O. F. Wilkins, C. H. Stockton, J. J. Hunker, W. M. C. Little, J. E. Pilisburg, S. Schrocdio ; surgeon, E. Kershlnc ; paymaster, U. W. Long; chief engineer, J. W. Gardner; assistant engineer, H. N. Stevenson ; clerks. E. Phillips and F. Ogston; boatswain, F, W. Brown. She loft New York on the 7th of Juno. The Swatara’s first port of call was Table Bay, Cape Town, when her first party was landed with their instruments. From there she sailed to the Crozcfc Island, but owing to the very rough weather then prevailing was not able io land the party, and she therefore passed on to Kerguelen Island, and succeeded in getting the party and their instruments safely ashore. The ship set out again on her mission, and steamed directly down to Tasmania. She arrived at Koharton on the Ist instant, and there landed two parties, the destination of the one being Hobarton; that of the other the interior. The vessel left Hobarton on the 10th, and headed for the Bluff on the 13th. She encountered a severe gale from the S. W. which went round by S. and E. into the N.E., and during which she had a rough time of it. The gale took off on the 14th, and the vessel arrived in Bluff Harbor on the ICth, and there landed the members of the expedition for Queenstown, and their materials. The Swatara again left the Bluff at 2.30 p.m. on Saturday, and arrived off the Heads at 5.30 a.m. yesterday. At 5.20 she was boarded by Captain Thomson, Harbor-master, and at 0.40 she started for Chatham Islands, there to locate the last of the parties, and return to Port Chalmers, for the purpose of comparing chronometers by telegraph with the Queenstown party, and again return to Hobarton until after the transit. She will then return, pick up the different detachments, and proceed to Melbourne, where results will bo compared. We may expect hcr back hero la about a fortnight. —Otago Guardian, October 19.

THE DISASTER TO THE ALMA. • (From the Grey River Argus, October 20.). Although the story of the Alma disaster has been more than once told, the description given by the captain may not prove uninteresting. We give the following account from notes supplied to us by Captain Watters: — ~ - t . . . “Arrived off the Grey on Friday week last, but owing to the state of the bar could not get in, and had to anchor in the roadstead until the I nday following, when, owing to the state of the weather, had to put to sea, beating off and on during Saturday and Sunday, and showing up off the bar at each tide, in company with the Zephyr and Gleaner. As the barometer was falling, and the weather threatening, we stood off shore on Sunday and Monday in company, standing N.E., a heavy gale blowing from the S.W. At 4 a.m. on Tuesday took in reefed foresail and foretopmast staysail, and hove-to under close-reefed mainsail and reefed mainstaysall. The gale still increased, and at 2 p.m. on that day I was standing on the deck with the chief officer, when a very heavy sea rose up, coming right on the ship on her port bow, as high as her foreyard. It came straight along and cleared all before it. Previous to this the chief officer called out—“ Look-out, Sir, you will have a very heavy sea,” and we both held on to the mizzen shrouds. I saw no more until after the sea had passed over us. I found myself on the deck, the ship almost on her beam ends bodily under water on the one side, with her jib-boom and bowsprit gone, main topmast and mizzen topmast, bulwarks and stanchions on both sides, boats and galley harnass*cask and binnacle all carried away, deck-house stove in, and cabin doors gone. The ship by this time was a complete wreck, the water astern being strewed with debris from the vessel. We saw nothing of the mate from the time that ho first warned mo of the heavy sea coming on. I saw Andrew Barnston, one of the crew, come up from under the ship on the weather side ; his head was just under water. Two of the men called, out to him, and Thomas Smith hove a lino right over him aud called out, but there was no answer. The man was quite dead, aud had evidently been crushed between the boat and the rail before being washed overboard. Ho was seen no more. The second mate said he had seen the mate floating about two hundred yards astern, but nothing cou'd have been done to save him. Even if the boats had been available nothing could have lived in such a sea, and he was too far away for a lino to reach. The ship was then lying on her beam ends and quite unmanageable, I gave orders to cut away the foretopmast, in order to right the ship, and whilst this was being done the men called out— 44 forchold filling with water fast. I flaw that the ship was settling down by the head, but she righted a little after the foretopmast was cut away. The water, however, still rushed into the forehold, and it became necessary to break 9pen the forehatch, the pumps at the same time being kept going, whilst cargo was being thrown over. Alter getting 4ft. or 6ft. down the forchold, we found the water rushing in from the stanchion-holes, and we got tar, oakum, and canvas to stop them. Ihe lee side was at this time still submerged, but we managed to stop the holes up. At that time I had stripped myself to the singlet, in order better to work in the water, and in that position assisted by one of the hands worked until after dark. We then discovered leaks on the weather side of the ship, similar to those on the lee side. We plugged them up, and the water then abated. By this time we had got down to the bottom of the forchold, and found that the water was three feet above the platform. We set to work baling with kerosene tins ; the crew worked hard, and by 3 a.m. had reduced the water. On examining the main pumps, found IGin. of water in the well; we pumped that out, and went to the forehold again, and recommenced baling. We then ceased to throw out cargo, the ship having in the meantime righted. After giving the crew a glass of spirits —the first they had during their hard work—we set to secure the mizenmast, the whole of the rigging of which had been carried away. It took three hands to do this. We then cleared away the wreck from about the ship, aud continued at this work until 7 a.m. At 9 a.m. we had stopped most of the leaks, and set the foresail, and after rigging up jury masts, squared away for the Buller roads. At l p.m., spoke the Prosperity, Captain Pain, who asked if he could render any assistance, to which I replied that all we wanted was that he should stand by us during the night in case of bad weather which he did until 4a.m. next day, both vessels showing bright lights to each other all night. We then met with the p.s. Lyttelton, Captain Scott, who accompanied us to the Buller roads, where we anchored in safety. Haying signalled that the ship was disabled, and the ship only making water, arrangements were made by the agent of the owners with the Kennedy to tow the vessel in for £3O, the conditions being that this sum should bo paid whether the vessel went into the Buller or not. In accordance with this arrangement, the Harbor-master, with six men and the chief officer of the St. Kilda, came out to render assistance. On arriving near the ship, the Captain of the Kennedy ordered me to cut my chains, or slip them, and man the pumps. I called out 44 Pumps all right—sucking.” The Kennedy then towed us up to the wharf.