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The Shipping Gazette and Sydney general trade list; 1844
From the digitised version of the Sydney Shipping Gazette found at the National Library of Australia website.

Mar 23 to May 25 | Jun 01 to Aug 10 | Aug 24 to Oct 05 | Oct 12 to Dec 21

This page is a companion to Ships to Australia 1844 and contains the longer shipping related news items extracted from the Shipping Gazette, and arranged by date of publication. Many thanks to Lina Moffitt for these contributions.

Volume 1, Number 30 - 12 October, 1844
MORETON BAY (From a Correspondent)

Oct 3—The following particulars of the loss of the American whaling ship Thule, from Nantucket, Coffin, master out 27 months with 1050 barrels of sperm oil on board, have been communicated to me by Captain Coffin, who arrived at this port, in company with his second and third mates, and 13 hands, on the 20th ult, in two of the boats belonging to the ship:--

The Thule left Rotamah near two months since, with the intention of fishing on this coast, and putting into Sydney about Christmas for refreshments. They made the Mineroo Reefs, or Booby Shoals, on the 10th ult, and stood off during the night; at two pm they tacked and again stood towards the reef, supposing they would again sight them at daylight, and run through; but unfortunately at 4.30am she struck, the current having in two hours set them, with astonishing rapidity, off their course. No time was lost in getting the boats lowered down, but the bow boat was knocked to pieces before she could be cast off from the davits. A few minutes after she struck, the second mate, Mr Neale, cut away her masts; but from the heavy manner she was striking against the side of the shoal all hopes were abandoned of getting anything out of her; in fact, so rapid did the vessel break up it was found impossible to save even a cask of water. In less than an hour after she struck, the bottom was out of her and the oil forced its way up to the surface of the water.

The Captain got into the boat almost in a state of nudity, saving only his chronometer, a chart and a few other small articles; the whole of the crew were also obliged to abandon everything, on their finding it useless to remain by the wreck any longer. Three boats, containing 24 souls, shoved off, intending to keep company until they made Moreton Bay; but unfortunately the mate, Mr Nicholson, parted company with his boat during the following night, and has not, up to this time, reached the Bay. The Captain, with the third mate (Mr Harris, formerly master of the Lady Blackwood, of Sydney, and since chief officer of the Genii) got first into the Bay, after being 6 days at sea.

The second mate and his crew were also as fortunate; they suffered dreadfully for want of water, but had all their wants supplied on making a station belonging to the German Mission, near the entrance of the Brisbane River. The master and a portion of the crew, take their passage per steamer to Sydney; the inhabitants of Brisbane have contributed their mite towards relieving the wants of the destitute seamen, each being furnished with a new shirt, trousers, shoes, blanket and one pound of tobacco. I am sorry to say we have had no intelligence of the missing boat, containing the chief officer and seven hands; it is feared they have landed on the main to the northward of this, and been surprised by the blacks, who are a cruel and revengeful race, ever ready to commit mischief. Captain Coffin, I believe, is part owner of the Thule, and has insured for the hull, but not for cargo, consequently will be a severe loser. He reports the Tigress, of Sydney, at Rotomah, with 700 barrels of sperm; and the Hecla, of America, with 1000 barrels sperm, bound home through Torres Straits; and the Cora of America, with 1000 barrels. The Potomac, American, was about going to Sydney for refreshments.

The Brisbanites seem determined to bring our port into notice, having on the 2nd instant, at a quarterly meeting of the Moreton Bay Pastoral Association, for the purpose of auditing accounts passed, various resolutions, tending to promote the much desired object of surveying and publishing sailing directions for navigating the northern entrance into the Bay; the unappropriated funds now in the hands of the Treasurer, amounting to about £30, was unanimously voted to the purpose of employing a competent Surveyor and others, to properly survey and lay down the channel at the northern end of Moreton Island, whereby vessels of any draught of water can make this harbour a port of refuge, or place of resort when in need of repairs or refreshments.

Captain Wickham has very handsomely offered his services gratuitously to carry out the proposed measure; and, as a matter of course, a deputation will in a few days wait upon him to accept of such services and arrange the details with him. The government will, I hope, not allow the present opportunity to pass without rendering some assistance towards carrying out this most important arrangement—an arrangement that must eventually put some thousands of pounds into the Colonial Treasury, by the sale of land doubly enhanced in value by the increasing trade of the port. Captain Coffin, late of the American ship Thule, who has unwillingly in his part been thrown upon our hospitality, attended the meeting, and assured the gentlemen then present that as an old whaling master he should on his return to the United States give every publicity in his power of the advantages to be obtained by vessels whaling off this coast in putting into Moreton Bay for supplies; a port at the very threshold of the whaling ground, and where provisions of all kinds can be obtained at very moderate prices.

Captain Lewis, Mr Seagrove, chief officer, and the crew of the Magnet, have arrived in Sydney by the schooner Ariel. From Mr Seagrove we have been favoured with the following account of the loss of that vessel:--

“August 31st left Akaroa harbour with a light breeze from the N.W.; at 6 p.m. brought up at Ecolacke, a whaling station on the south side of Banks’s Peninsula and anchored in ten fathoms of water, with fifty fathoms of the small bower chain, the head of the bay where the station was, bearing NNW distant about one mile and a half. Put the slip buoy on the chain, double reefed the topsails, and furled sails; everything being prepared for slipping in case the wind should come in.

Sunday, Sept 1st. Light NW winds, and fine weather; busily employed taking in oil and bone for Port Nicholson, on account of Mr J Jones.

Sept 2nd. Calm and pleasant weather; employed as the preceding day; at eight bells set the anchor watch, with orders to call the Captain and myself at midnight, there often being a change of weather at this time; went on deck and found there was a light NW wind off the land, with every appearance of a continuation of fine weather. At three in the morning, a sudden shift of wind from the NW to SE which came like a clap of thunder; turned the hands up immediately, loosed the topsails and set them, found the vessel was driving in towards the land, slipped the chain and stood in towards the long beach that formed the bight, under the courses, double-reefed topsails, staysail and mizzen; when well in, tacked ship and stood to the eastward, thinking to fetch a harbour called Perack, the vessel burying herself with the press of sail, and the sea running mountains high.

Finding it was impossible to get out on account of the vessel missing stays, occasioned by the heavy sea, and being in by a bluff head, squared the after yards and ran in to the first opening for the preservation of the lives of those on board. About a quarter after four in the morning we struck on a hard stony bottom; cut the whale-boat on the skids adrift, and got her into the water with four hands; but having been stove under the quarter, they were compelled to return on board. We then thought it advisable to stop by the wreck until daybreak, hanging on by the weather mizzen rigging, this being the only safe place, as the sea was running fore and aft the decks. At break of day, myself and one of the crew got into the weather quarter boat, this being our only resource; watched the smooth of the sea, and lowered the boat, with two single lines, having one fast on board and the other in the boat, thinking to haul her from the shore to the ship and back again, in the event of our landing in safety.

Providentially, this was accomplished and the boat was then hauled back towards the wreck, when we found the line on shore too short, and were compelled to let it go, being up to our waists in water. The boat then got foul of the main yard, when one of the hands on board got into her; after which, Mr J Jones, Mr J J Curtis, and Captain Lewis, got into her from the mizzen boom with two others of the crew, and reached the shore in safety. The ship was by this time breaking up fast, and the remainder of the crew got ashore by different parts of the wreck, with the exception of William Davis; assistance having been rendered from the shore by Mr Price and one of his men.

Three hours after the ship first struck, she was completely in pieces, forming a complicated mass of rigging, chains, spars, oil casks and whalebone. The cargo on board consisted of 50 tons of oil, and 9 tons of whalebone; together with a quantity of slops and £350 cash, Mr J Jones being the chief loser. We received the greatest kindness from Mr Price at the whaling station, likewise from the people in Wellington, especially from Mr Joseph and Mr Sea.

His Excellency the Governor directs that the accompanying copy of a letter from Captain Sir John Marshall, of Her Majesty’s ship Isis, to Rear Admiral the Honorable Jocelyn Percy, Commander in Chief on the Cape Stations, relative to the extent of the Reefs off the south side of the Island of Rodrigues, may be published for general information:

“Her Majesty’s ship Isis, Port Louis, 10th Nov 1843. Sir,--Two British merchant ships of considerable tonnage, the Queen Victoria and the Oxford, having been wrecked on the coral reefs off the south side of the Island of Rodrigues, within the last 7 months and the masters of these vessels with their officers and crews having in their protests declared on oath, that the said reefs extend from 13 to 15 miles from the island, whilst hydrographical authorities confine their limits within 5 or 6 miles, this difference in their positions, if correct, would subject our commercial marine to considerable danger, particularly as a large number of ships sight Rodrigues on their way from India to Mauritius and England, I considered the subject of sufficient importance to submit to your Excellency the expediency of my proceeding there in her Majesty’s ship Isis, under my command, for the purpose of ascertaining the actual position of these reefs, and accordingly proceeded from Port Louis on 12th October and arrived at Rodrigues on the 19th, where, assisted by my officers, I carefully examined the reefs extending from Flat Island, on the south side of the Rodrigues, round the west end to Booby Island on the north side, and in no part does the reef extend beyond five and six miles. Ships are recommended to pass to leeward of the island, giving the north-west part of the reef a good berth. I have, &c. J Marshall, Captain.—Mauritius Price Current.

HORSES IN INDIA—The Bengal Hurkaru, of April 30th, contains an account of the sale, by Messrs Tulloh and Co, of the horses sent from this colony by the Henrietta. The following is the result of the sale:--Attila, 2000 rupees; Sir Thomas 700 rupees; George, 720 rupees; Marsden 600 rupees, Romeo 500 rupees; Swift 760 rupees; Fancy 820 rupees; Alumnus and Eucalyptus were bought in, and Plover was not sold—the above were shipped by Mr Charles Roberts. The following by Mr Charles Smith:--Euclid 620 rupees; Tramp 820 rupees; Harkaway 700 rupees; Tros 700 rupees; Betsy 520; Troll 800; Madcap 560; Grenadier 300; Swordsman 360. This sale of horses had attracted considerable attention, and there was much discussion as to the extent to which this colony could be depended upon for remounting the Indian cavalry. We should not be surprised if an officer were sent down specially to make enquiries.

Volume 1, Number 31 - 19 October, 1844

Oct 14—Garland Grove, ship, 483 tons, Capt Robson, from London; 1 case, W Pitt Burne; 1 box, James Newman; 1470 sacks salt (147 tons), R W Robinson; 1 case books, Campbell & Co; 1 box books, C H N Matchem; 5 bales sacks, Rowand, Macnab and Co; 15 cases merchandise, John Morress; 1 case millinery, G S Tucker, Greenhills, Morpeth; 1 case, F Brewer; 3 cases merchandise, H G Smith; 1 case, Rev R T Bolton, consigned to Gosling, Brown and Co; 1 box books, R C Rodd; 1 case wearing apparel, John Newman, Auckland; 1 case wearing apparel, Stephen Clark, at Mrs Nicholas’s West Maitland; 1 case seeds, Capt Westmacott; 1 case, John Walker, consigned to Gilchrist and Alexander; 9 cases 2 bales merchandise, 2 cases slops, 2 trunks slops, 2 casks pickles, Isaac Levy; 1 case apparel, George Lacy; 3 cases, 6 bales, Thomas Smith and Co; 10 cases merchandise, J Thompson and Son; 1 case books, Boyd and Co; 26 boxes, L and S Spyer; 2 cases, W S Servantes and J P Pigott, New Zealand, consigned to Thacker, Mason and Co; 1 case, Rev J F Churton, Auckland; 1 case books, Rev C P N Wilton, consigned to R Ramsay; 23 cases, Ramsay, Young and Co; 20 cases pickles, 4 cases mustard, 4 cases vinegar, 7 cases sauces, 10 cases bottled fruits, 1 case raspberry vinegar, 2 cases jams, 10 cases cheese, 80 cans oil, 20 cans turpentine, 8 casks vinegar, 1 cask pearl barley, 1 cask red herrings, 6 kegs pickled herrings, 5 casks salt, 100 casks bottled beer, Lyall, Scott and Co; 31 cases wine, John Johnson; 500 sacks salt, Eccleston and Hirst; 86 cases stationery, Officer administering the Government; 1 case, Lieut W O’Connell; 1 case, Rev T Cooper Makinson, Mulgoa, care of the Rev Mr Walsh; 10 casks, J T Armitage and Co; 1 box, --- Wild, care of Penfold; 4 ploughs, 1 basket ironmongery, 6 bundles iron, 2 casks medicines, 2 cases boots, 4 bales wool-bagging, 2 casks china and glass, 6 bales slops, 164 bars iron, Thomas Agars; 1 bale printed forms of policies, General Life Assurance Company; 1 case Gilchrist and Alexander; 1 box pickles, W Morgan; 1 case 3 casks merchandise, John Sands; 1 bale books, Australian Subscription Library; 1 box garden seeds, J A H Taylor, care of Mr Kemp; 4 cases cherry brandy, J Robson; 1 bale isinglass, H Vickers; 1 paper parcel, Burnstringe; 25 hogsheads beer, 1 case wearing apparel, 45 casks and 3 cases merchandise, 160 bundles iron rods, 80 hogsheads and 20 barrels ale, 26 bales, Order—Thacker, Mason and Co, agents.


Oct 14—Vanguard, schooner, Capt Pilfold for New Zealand: 25 boxes and 8 chests tea, 229 bags sugar, 10 bags rice, 5 bags coffee, Smith and Campbell; 7 hogsheads brandy, 4 hogsheads rum, 1 box apparel, W Pilfold; 1 hogshead rum, 4 boxes tobacco, E Pilfold; 1 hogshead rum, 4 boxes tobacco, E H Pollard; 100 bags flour, 1 bag sago, 1 case arrowroot, 2 barrels currants, Eccleston and Hirst; 1 cask 1 case 1 package 3 kegs 6 boxes oilmen’s stores, 1 ship’s hearth, 14 blocks, 9 boxes raisins, 6 casks salt, Lewis Leon; 14 barrels pork, J G Raphael; 40 bags sugar, G Thorne; 2 bales blankets, Ashford and Daniels; 6 bales canvas, 12 chests tea, S Salamon; 29 bags flour, 1 case ironmongery, 10 half-boxes soap, 20 casks nails, 10 casks pitch, 10 casks tar, 5 casks coal pitch, 2 casks varnish, 10 boxes soap, 6 chests tea, 5 bundles leather, 2 bags pepper, 5 cases shot, 1 case twine, 1 case ship chandlery, 1 bale duck, 1 case ink, 4 compasses, 40 japanned tumblers, 4 spy glasses, 6 guns, J H Levein; 2 bales blankets, ---Lauglin; 1 bale slops, 1 bale tweeds, 25 bundles iron hoops, --Ling; 1 tierce beef, 1 case slops, 1 box soap, 1 box candles, --Miller; 1 box apparel, Lloyds; 40 boxes soap, Rowand, Macnab and Co; 20 barrels pork, T Woolley.

Oct 16—Soundraporvy, brig, Capt Rogers for London: 2007 bags containing 6100 bushels wheat, 32cwt old copper, 9000 tree nails, Thomas Larkins; 18 bales wool, Benjamin Boyd & Co.

Central Criminal Court, October 16 (1844)
Before His Honor the Chief Justice

George Scott, Richard Morris and Benjamin Williams, late seamen on board the whaling ship Juno, were indicted on a charge of revolt on the High Seas, for that they, on the 6th day of September 1844 and on divers other days, between that day and the 26th of the same month of September, in the year aforesaid, with force and arms upon the High Seas, within the jurisdiction of the Admiralty of England and within the jurisdiction of the honorable the Supreme Court—to wit, forty miles from the East Coast of New Holland, then and there being mariners in and on board a certain vessel called the Juno, whereof one John Hayes, a subject of our said Lady the Queen, then and there was master, and had command, piratically and feloniously did endeavour to make a revolt in the said vessel, the said John Hayes, then and there as master of the said vessel as aforesaid being then and there on board, against the form of the statute in such case made and provided, against the peace of our said Lady the Queen, Her Crown and dignity. There was a second count in the information charging the prisoners with having made a revolt.

Mr Therry and Mr Windeyer conducted the prosecution, the solicitor being Mr J Dillon; Mr Darvall appeared for the prisoners, their solicitor being Mr J R Brenan.

Mr Therry opened the case. The Jury would have learnt from the information which had been read, that the prisoners were charged, first, with endeavouring to make a revolt; and secondly, with having made a revolt. The offence was in the former state of the law, deemed piracy, and was a capital offence, and punishable by death; the law did not now deal so severely with the offence, and it was in the discretion of the Court to punish, either by transportation, not exceeding fifteen years or by imprisonment for any period not exceeding three years. The amended laws which thus mitigated the punishment, had been adopted in this colony, the object of the law being here, as well as at home, to do away with the impediments to justice arising from the unwillingness to prosecute which existed amongst owners and masters, and the unwillingness on the part of juries to convict, in consequence of the severity of the punishment which awaited the offence. It would be sufficient to make out the charge against the prisoners at the bar, to show that there had been on their part any “gross departure from their duty, any act or series of acts which tended to set at naught the authority of the master, which had impeded, or put an end to the voyage of the ship. And that such a case did exist here, would be seen from a simple statement of the facts of the case which he should have to lay before them in evidence. It appeared that on the sixth of September the prisoner Morris was ordered by the mate to wash the decks; he refused to do so; he was remonstrated with by the captain, but he still refused; he went below and refused to come on deck when ordered; and on the captain and mate going below, they found him with an axe in his hand, which he refused also to give up, although desired to do so both by the captain and the mate, and they were obliged to take it from him. This act alone would have been sufficient to substantiate the charge against Morris; and at this time the prisoner Williams took part in the revolt, placing himself in a fighting attitude before the captain, and with others evincing that they would not allow any interference with Morris. On subsequent days other men belonging to the vessel refused to go to duty, alleging that as one was to be confined they also would be confined; these men amounted in number to eleven, and the larger portion of the white men on board the ship were amongst them. They refused to perform their duty day after day; and, to complete the offence, broke down the bulk-heads, which had been fastened to keep them in custody, and paraded the deck, demanding that provisions should be supplied to them as before. The captain, finding he could not continue his whaling voyage, put into Twofold Bay, and offered the men their discharge in order that he might ship others to continue the voyage; but they persisted in their refusal, preferring to come to Sydney “to be tried”. The Jury would, he said, have learned from this statement that only a portion of the parties implicated were now before them; but these had taken an active part, one of them being the instigator of the revolt, the others having also, the one by placing himself in a fighting attitude before the captain, the other by the expressions he used, having shown themselves as mutinous as the ringleader. The learned Counsel after some further remarks, called the first witness.

John Hayes, examined by Mr Windeyer, commander of the whaling ship, Juno, produced the articles of the ship, and identified the prisoners as seamen belonging to that ship, and has having signed the articles with him; that they left Sydney on the 22nd or 23rd March last; that on 6th of September last, they were 15° or 20° east of New Holland, the witness then went on to state, that about seven on the morning of the 6th September, he came on deck at the time of the deck-washing; he had given orders that on that morning they should be holy-stoned instead of being washed with sand, and this would give a little more trouble than usual; seeing the prisoner Morris idling, he spoke to him, and Morris immediately used some very gross language; he refused afterwards to clean another portion of the deck which witness had ordered him to do, and he went below, and refused to come up again; when witness went down below, he found Morris either sitting on or standing near a chest, with his hand on an axe, partially concealed behind him, which witness desired him to give up, but Morris refused, and it was taken from him by witness and the chief mate; then Williams squared in a fighting attitude at witness, and another man said that it was no use interfering—that Morris should not go up on deck, after this he had the whole of the refractory seamen confined, but they broke out and came upon deck; he offered to given them their provisions if they would return to their duty, but they would not, and having helped themselves to a bag of bread, they returned to the forecastle, and remained there, refusing to go to work. He was compelled to give up his voyage in consequence.

On cross-examination, it appeared that the prisoner Morris had been ordered, after having first refused to do what he was bid, to do some work at the time of breakfast, when it was his watch below; that the captain, when he found so many as eleven of his crew refractory, had ordered the carpenter to batten down the portion of the forecastle where they were; that then they sang and danced as in derision; that he being anxious to resume his voyage, frequently, by message and otherwise, desired them to return to their duty, which they always refused; that the period of their confinement was about 72 hours altogether, including the time at which they broke out, &c. Also, that it was a part of the articles that the vessel was occasionally to call at Twofold Bay to discharge oil; that the vessel was leisurely proceeding to Twofold Bay to refresh, it having been discovered that the owners had been imposed upon, and bad meat put on board—the ends of casks being stowed with good, the remainder with bad; in consequence of which, also, Captain Hayes had put into New Zealand, and procured fresh meat, which had been served out in double ration to the men, as well as other indulgences.

The chief mate, Duncan Campbell, was called, and corroborated the greater portion of the evidence of Captain Hayes, the only material difference being, that he stated that Morris gave the axe to him without any compulsion whatever being used.

No other witnesses were called for the prosecution.

Mr Darvall contended that the case for the prosecution had fallen altogether to the ground; that the disobedience, if disobedience there were, of Morris did not in any way justify the measures which had been resorted to by Captain Hayes; that no such trifling disobedience as had been here shown could have justified any commander of any vessel in battening down men for 72 hours without food or water, or any of the conveniences necessary to nature. The circumstance of the axe, he would show, arose from a matter of chance, and the refusal to give it up from the fear of the man Morris that Hayes would strike him with it or otherwise ill use him. There was no ground whatever, he contended to support the charge of revolt against the prisoners at the bar; and although he did not think it necessary on this ground to call any evidence, he would call one or two witnesses to account for the circumstances to which he had alluded, and to show the treatment which these unfortunate seamen had received treatment which had led to the breaking up of the voyage, rather than the conduct of the men themselves—a result which but for the pusillanimous conduct of the captain would not have arrived.

Four of the seamen belong to the Juno, who had been committed for trail on this same charge were called. One of them deposed, that as to the axe, he had himself taken it from the cooper’s chest for the purpose of making a cleat; that it was by accident that it came in Morris’s hand. On the other point, they all swore that they were confined for 72 hours, without bread, water or any convenience. On cross-examination they admitted having been supplied, but not by the captain’s orders.

Mr Therry having replied at some length, His Honor the Chief Justice proceeded to sum up the case to the Jury. The case now submitted to the Jury was one of the utmost importance to the commercial community, for if seamen were not taught that they must obey the laws to which they were subject, there would be no safety in any enterprise whatever—the event must be ruinous to all commercial enterprise. After advertising at some length to the circumstances of the case, as shown in the evidence, his Honor said, that to constitute the offence charge, it was not sufficient that there should be simply an insolence or a disobedience of orders on the part of a seaman; otherwise every refusal of a cabin boy might be construed into a revolt. The commander of a ship, when a seaman refused to perform his duty, might punish him either corporally, as he had full power to do, or by confinement, but neither should be done without due deliberation as to the amount of punishment deserved. To constitute revolt, however, there must be first an actual resistance to the orders of the captain—an attempt to prevent the captain or others in the ship from the performances of their duties, either by threat or by violence, or an act or series of acts by which the captain was deprived in effect of his command, or the end of the voyage of the vessel frustrated. To constitute an endeavour to revolt, there must be an inciting of others to those several acts. From the evidence in the present case there was no doubt that the men had acted most improperly; whether the Captain had acted judiciously or not in the manner in which he went to punish Morris, was also a matter for consideration. But seamen were a most difficult class to manage, and while they were so, it was equally true that they were often very ill-treated—that when called upon to defend themselves against any charge, they had their fellows alone to depend upon to clear them of offence.

His Honor, after going at length over every point of the case let it to the Jury, who after having retired for a short time, returned a verdict of Not Guilty.

The prisoners received a serious admonition from His Honor, who told them that they had nothing whatever to complain of—that he rejoiced in the merciful view that the Jury had taken of their case, and hoped they would not offend again.

The following important announcement appears in the Hobart Town Courier. The authority on which it is made is not stated: “Not many weeks back we noticed the advantages likely to arise from the exportation of Tasmanian-bred horses to India. It will not be uninteresting to our country readers to learn that Captain Dallas, of the Bengal Army, has been ordered on special service to proceed to New South Wales, his mission being to ascertain how far it may be desirable to export horses thence to India for the cavalry service. The gallant captain will doubtless visit this colony, where he will find a breed of horses peculiarly well adapted to the purpose”.

Volume 1, Number 32 - 26 October, 1844


The Revenue—New Taxes—From an official comparative statement of the revenue for 1843, and that for 1844 we find that of the former year to have been £9544 0s. 1d.; that for 1844, £9509 14s. 3d., the decrease being £34 5s. 10d. In the meantime, the expenditure had not diminished, and it was necessary to have recourse to measures to increase the revenue, and in the Perth Gazette of the 5th July we find that the following new taxes are to be imposed:--“On each and every gallon of wine, the produce of any part of the British empire, 6d. On each and every gallon, the produce of any other place, 1s.6d. On each and every pound weight of damaged tobacco, or tobacco to be used solely for the purpose of washing sheep, 3d. On each and every pound weight of other tobacco, 1s. 6d. On each and every pound of cigars, 5s.; snuff 5s, ale or beer 6d. On each and every bushel of oats and other grain, including bran, not being food for man, 6d. On each and every gallon of pickles, incl vinegar, and of assorted fruits, 1s., vinegar 6d., pound weight of salted or cured provisions, 1d, pound of butter, 1d. On all live stock not being direct from the United Kingdom £10 per cent. On all goods, wares, and merchandise, imported into the colony, and not already or otherwise subject to a specific duty, a duty of £5 per cent.” Flour will be subject to an advanced duty of 5 per cent. The value of imports during the year ended 31st March 1844 is given as £46,880; the value of exports £13,609.

The following return of shipping for the colony of Western Australia, for the year ending 31st March 1844 was published in the Perth Inquirer of 29th May:-

Arrivals at:
from Great Britain
from British colonies
from the United States
from foreign states

The following is quoted as the estimated amount of imports, as prepared from the Collector of Revenue’s return, for the year ending 31st March 1844:

General merchandise
£ 2,241
£ 2,275
£ 494
—add 25 per cent for freight &c.
£ 11,720
£ 58,600

The account given of departures was:

The following had sailed from:
for Great Britain
for British Colonies
for the United States
for foreign states
for the whaling grounds

The following was the estimated amount of goods exported from the colony of Western Australia, for the year ending 31st March 1844:

178,800 lbs
Sperm oil
30 tons
Black oil
60 tons
107 cwt
£481 10s
30 cwt
5 tons
Salt fish
5 casks
1 ton
101 packages
Total value
£13609 10s
The Halcyon, American whaler, wrecked at the Vasse, will be sold on Tuesday the 3rd proximo, as she lies, two miles from Toby’s Inlet, with all her masts, running rigging, sails, tryworks, gear &c: also, 1000lbs, whalebone and 600 barrels of oil. This will afford a fine opportunity for speculators, as the whole, with the exception of the bone and oil, it is understood must be disposed of without reserve. It is anticipated there will be but little competition, the money of our capitalists being employed in various pursuits calculated to forward and promote the productive industry of the colony. It is said, that the Insurance Companies in America have declined insuring vessels destined for the bay whaling on our coast; but it may be questionable whether this will have the effect of preventing vessels from resorting to our shores, as their profits will fully cover all risk. The vessel now a wreck, with another, which rode out the gale, --both, as we are informed, the property of one owner, had taken, in the course of a very short time, whales yielding upwards of 125 tons of oil and of course a considerable quantity of bone—Perth Gazette August 14.

This vessel was wrecked in Jurien Bay about 100 miles to the northward of Fremantle. She was anchored for the purpose of fishing, but a sudden gale of wind coming on before the necessary preparations could be made to get a fair offing from the coast, she was driven on a sandy beach. It is reported she has received no further injury than breaking her back; but the difficulty of any repairs being effected at so great a distance from the port, has led to the announcement of the sale of the wreck, and the properties contained in the vessel. The ship had been out from America only a few months, and had taken about ten barrels of oil. Some of the seamen made their way to Fremantle, and communicated the untoward event to the Government Resident, R M Brown, Esq., who is understood to be the Consul for the American Government, the men were provided for, and assistance was sent to Jurien Bay, to secure every protection to the property, and to afford relief to those who were considered to be suffering under the calamity. The sale of the wreck, it is anticipated, will realize but little, although, under more favourable circumstances of the colony, it might be made available for bay whaling, as all the gear, tryworks &c., on the sport—Perth Gazette, June 20 (The wreck was sold in the first week of July for £155 cash and the chronometer for £23).

The American whaler William Tell put into Fremantle on 22nd May for provisions, seven months out, with 500 barrels on board.



The following is an extract from the opening speech of His Excellency Sir Peregrine Maitland, Governor of the Cape of Good Hope, addressed to the Legislative Council of that colony at its opening:--

“I cannot close this Minute without bringing under your consideration a public work of the very highest importance to the advancement and permanent interests of this colony. I allude to the erection of a breakwater in Table Bay, in order to render your principal port a harbour of refuge, and a safe resort for shipping at all seasons of the year.

The important measure of road making, and the abolition of the port dues, can never produce the beneficial results they are capable of without the co-operation of a breakwater.

I have endeavoured to obtain accurate information upon the practicability, the advantage and the probable expense of such a work. Upon the first two points no doubt whatever exists, but upon the third, namely, the expense, no very accurate estimate can be formed until the plan and exact position of the work have been decided upon, and much more information in detail has been obtained. Upon a rough estimate, however, which has been submitted to me by the Port Captain of this port, I am assured that £200,000 would be ample. The work, I am informed, could only be constructed during certain seasons of the year, and could not be completed under seven years. It appears, moreover, that a larger sum than about £30,000 per annum could not be advantageously expended upon it. My object in now bringing this subject under your attention is, to announce to you that I am prepared to employ a Board of competent persons to report to me upon it, and to submit the result of the surveys, plans and estimates so obtained, to you, if you concur with me in the propriety of the work, and are prepared to guarantee, by an ordinance, some specific and sufficient portion of your revenues for the payment of the capital and interest of any money the Government may obtain on loan to construct it.

I am disposed to think that Her Majesty’s Government would not object to our raising by loans from year to year, during the progress of the work, whatever money might be required (not exceeding £200,000) beyond any available surplus revenue.

The time and mode of repayment must, of course, be determined. I am of opinion that it would be desirable to register the loans in consecutive order,--that the interest should be paid half yearly,--and that twenty years should be fixed for the repayment of the loans, at which time they should be liquidated by instalments from the colonial revenue, at the rate of £10 per centum per annum, unless the Government should be enabled to pay off any portion of it sooner; in which event they should have that option, upon giving twelve months’ notice of such intention.

The loans should be transferable, and should be paid off in the legal coin of the realm, or by bills on the Lords Commissioners of Her Majesty’s Treasury.

The details, however, of any plan we may hereafter adopt, can be more conveniently discussed after I am in possession of your views upon the suggestions I have now made for your consideration.”

(This edition includes the Tenth Annual Report of the Bank of Australasia), go to this link
and page 3:

Volume 1, Number 33 - 2 November, 1844

In consequence of the great increase of our commerce with China, the East Indies and our Eastern colonies, a large number of vessels are lying in the various docks, being in course of preparation for goods to be forwarded to the above destinations. There are above 80 vessels which are announced at Lloyd’s for dispatch, many of them of heavy burden, and 16 carrying each above 1000 tons. Of this fleet of vessels, one firm charters 14 ships, amounting to 13,750 tons; another 9 ships, carrying 8250 tons; and another 5 ships of a burden of 4400 tons. The following are the names of the vessels, with their amount of tonnage, respectively:--

The Scringapatam, 1000; the Wellesley, 1150; the Owen Glendower, 1000; the Agincourt, 1050; the Monarch, 1400; the Earl of Hardwicke, 1000; the Vernon, 1000; the Prince of Wales, 1350; the Madagascar, 1000; the City of Poonah, the Northumberland, 900; the Windsor, 800; the Malabar, 700; the Carnatic, 700; (the above being the property of the Messrs Green, of Blackwall;) the Colombo, 600; the Pekin, 650, the Robert Small, 800; the Ellenborough, 1100; the Bucephalus, 1050; the Gloriana, 1100; the Plantagenet, 1100; the Duke of Argyle, 800; the Tudor, 1150 (which belong to Messrs T and W Smith, Newcastle-on-Tyne); the Samarang, 600; the Essex, 650; the Maidstone, 1000; the Calcutta, 1350; the True Briton, 800 (the owners of which are the Messrs Wigram, Blackwall); the Oriental, 600; the Anna Robertson, 500; the George Fyfe, 460; the Lady Rowena, 500; the British Empire, 610; the Thomas Lee, 350; the John Knox, 540; the Earl of Durham, 453; the Orestes, 700; the Arab, 484; the Scindian, 650; the Druid, 341; the Unicorn, 375; the Dowthorp, 450; the Mellish, 500; the Royal Tar, 388; the Arabia, 300; the Sumatra, 354; the Royal Saxon, 700; the Dale Park, 550; the Vigilant, 400; the Raymond, 600; the Harriet, 165; the Parland, 600; the Surge, 560; the Elizabeth and Jane, 336; the Robert Matthews, 350; the John Heyes, 400; the Sophia, 586; the John Woodll [sic], 500; the Georgetown, 412; the Worcester, 636; the Timandre, 432; the Africa, 300; the Brunette, 400; and the Yare, 300. The united burden of the above vessels amounts to 44,274 tons. There are also the Roseberry, the Poictiers, the Lady, the Erin, the Earl of Liverpool, the Derwent, the Nelson, the Lady Grey, &c., whose amount of tonnage is not stated. When the trade of the East Indies was opened to competition, the East India Company sold their large-sized vessels, as it was thought that ships of a lesser burden would be sufficient to carry on that trade.—Globe.

We last week gave the dimensions of the new frigate Constance, building at Pembroke, according to the plans of Sir William Symonds. This is also a competition of skill, the same as the experimental brigs, for Mr Fincham, at Chatham; Mr Blake, at Portsmouth; and Messrs Creuze, Chatfield, and Reed, at Chatham, have each upon the stocks a frigate upon their own designs. Mr Blake’s is to be named the Leander; Mr Fincham’s the Raleigh; and the School of Naval Architecture, the Thetis; the latter as rival ship to the Pique and the Inconstant, two crack frigates. The following are their several dimensions:-


Within the last few days the following have been ordered to be laid down:--At Pembroke, by Sir William Symonds, the Liffey and the Arethusa, on the scale of the Constance; at Portsmouth, the Shannon, by Mr Blake, like the Leander; and at Chatham, the Severn, by Mr Fincham, the same as the Raleigh.Whilst on this subject, we may as well answer the inquiry of our correspondent, C.D. The largest steam-frigate on the stocks is the Terrible, building of wood, not iron, by Mr O. Lang, at Deptford dockyard. She is 226 feet in length, 42 feet in breadth, 27 feet deep, 1847 tons and 800 horse power; the engines by Maudsley.—
United Service Gazette, June 15.

The following is an extract of a letter received at Devonport from an officer on board HMS North Star, and transmitted to Lloyd’s:- “New Zealand, February 10, 1844, HMS North Star, Port Nicholson. We have been knocked about shockingly on this boisterous coast—nothing but gales of wind. We had a very narrow escape last Wednesday on our passage from Capiti to this place with his Excellency, having nearly run on a rock that has been improperly laid down in the charts. We were within 60 yards of it, going nine knots in a gale. Had we struck, nothing could have saved us but the interposition of Divine Providence. The following are the bearings, as taken the moment we passed. We could not see it (although every one at his station and in mid-day) owing to the sea being one sheet of foam. Our log says:--‘Passed close to a sunken rock two feet under water, and with the white rocks SW by S outer island of the Brothers, SE by S, see chart of Cook’s Straits.’ It does not appear that the actual existence of this rock is known, though since our escape it is said that it has several times been reported to have been seen. We intend, if possible, to survey the rock when we leave, which we do in a few days, for Stuart’s Island, Hobart Town and Sydney.”—
United Service Gazette, June 15.

Volume 1, Number 34 - 9 November, 1844
DINNER TO CAPTAIN PATTISON, OF THE “ROSE” STEAMER—The gentlemen who superintended the arrangements on the occasion of the departure of the Bishop of Adelaide for his diocese, in acknowledgement of the courtesy and kindness exhibited by Captain Pattison, of the Rose Steamer, to those who were on board his vessel on that day, and the feeling he evinced in showing every possible mark of respect towards the Right Reverend Prelate leaving our shores, invited him to a public dinner, as a mark of their appreciation of his conduct; and on Tuesday evening last, forty gentlemen sat down to dinner at Mr Gill’s, in York-street. The fare was sumptuous, and plainly showed that mine host of the Donnybrook had not forgotten his art of catering to the palate. Mr Councillor Coyle occupied the chair, and on his right was supported by Captain Pattison, the guest of the evening. The following toasts were drank and responded to during the evening, and appropriate airs played:--“The Queen”; “Prince Albert and the Royal Family”; “The Army and Navy”; “The Governor”; “The Archbishop and Clergy”; “The Bishop of Adelaide”; “Captain Pattison”; “Lady Gipps and the Ladies of the Colony”. The utmost hilarity prevailed throughout the evening. The chair was not vacated until twelve o’clock, when all parties separated, highly gratified. If there was any cause of regret on the occasion, it was, the absence of the manager of the Hunter River Steam Navigation Company, F. Clarke, Esq., who had been invited, but was prevented from attending by pressing and unexpected business on that evening: to him, also, the friends of the Bishop of Adelaide feel much indebted for his gentlemanly and very polite attention.

THE MISSIONARY SHIP “JOHN WILLIAMS”—This fine vessel, the property of the London Missionary Society, left our harbour for the principal scene of her destined operations, the South Sea Islands, on the morning of Thursday last, having on board the Rev Messrs Heath, Sunderland, Powell and Gill with their ladies, proceeding to their several stations in that interesting scene of missionary enterprise. She was towed outside the Heads by the Cornubia steamer, accompanied by about 200 ladies and gentlemen, the friends of the Missionaries. The weather being exceedingly propitious, the excursion was delightful to all; the only check to its pleasures being the pain of the last farewell. Just before the ship was cast off, a hymn, appropriate to the occasion, was given out by the Rev Dr Ross, standing on the quarter-deck of the John Williams, and was sung with deep earnestness by both the ships’ companies: and at its close, the Rev Mr Draper, Wesleyan Minister, offered up a prayer to Almighty God, commending the missionaries and their fellow-voyagers to the Divine protection, and invoking a blessing on the future labours of these messengers of peace. The Rev Dr Ross, who represents the Society, then renounced the benediction; and then came the parting scene, which was one of much emotion, many persons being affected to tears. When the vessels had separated, several rounds of cheers were exchanged between them; and the John Williams sped her way across the waters of the mighty Pacific. We have already mentioned that this vessel was built expressly for the service in which she is engaged, the cost having been met by a fund raised exclusively by the children of British Sunday schools; a truly noble instance of what even the juvenile members of the Christian family, when united by a common impulse of pious zeal, may accomplish in the great work of spreading the triumphs of the cross. In commemoration of this remarkable exploit, a medal was struck off in England, of which many thousands impressions were presented and sold in a few days. One of them is now before us. On one side is a miniature of the John Williams in full sail, with the following inscription:--“The John Williams, Missionary ship: launched at Harwick, March 20, 1844; 296 tons; length 105 feet, breadth 24 feet 8 inches; depth in hold 16 feet; has 10 state-rooms.” On the reverse:--“This ship, the property of the London Missionary Society, is intended to convey its Missionaries to the islands of the South Pacific and to be employed in visiting the different groups of islands in that ocean, in promoting the Gospel among them: she has been purchased from a fund of upwards of £6200, raised by the juvenile friends of the Society.”

On returning, the Cornubia, by previous arrangement, proceeded up Middle Harbour, where her numerous passengers landed, and in various pic-nic groups, forming an animated and picturesque scene around the bay, partook of refreshments, of which there was an abundant provision. After spending about a couple of hours on shore, the party repaired on board, and the steamer, which is a beautiful Vessel, and an admirable sailer, came up the harbour in fine style, and landed her gratified passengers about half-past six o’clock. The object of this excursion, on the part of its projectors, was two-fold; first, to escort the Missionaries, and next, to assist the exhausted funds of he Sydney Bethel Union. Pleasure was thus made subservient to the sympathies of Christian friendship, and to the spiritual welfare of seamen. We are bound, in justice, to make honorable mention of the liberality exercised by the proprietor of the steamer, Mr J P Robinson, who lent the vessel without any charge, and manned her and supplied her with fuel entirely at his own expense. Her commander for the day, Mr Crook, Assistant Harbour Master, also gave his services gratuitously; and by his attention and civility won the grateful esteem of all on board. The net proceeds derived by the Bethel cause from this pleasing excursion amounted to about £24.


The Vestal arrived last Wednesday from Hobart Town, having on board about £10,000 of specie for the Commissariat Department. The Emily, from London, arrived at Hobart Town on the 29th ult, and the Calcutta on the 1st inst. The Vestal has brought intelligence that, upon the receipt of the late transactions at Tahiti, the Admiral of the South American station immediately dispatched HMS Fisgard, 42 guns, HMS Modeste, 18 guns and HM second class steamer, Cormorant, the purpose of protecting the Tahitians from the French aggressions, until further advices had been received from the Home Government. The Vestal is a fine vessel, and we quote the following description of her from the Hobart Town Advertiser, October 29: “This beautiful vessel, which we regret is to make so very short a stay amongst us, is to proceed for Sydney on Thursday, and from thence to Hongkong, for both of which places she will take a mail. She certainly has been scouring her coppers pretty well lately. On the 19th September she was at Monte Video, and since then was detained a fortnight at the Cape; while there, the Owen Glendower, arrived, and had the Vestal been enabled to leave on her arrival, we should have had English news in 76 days. So much for speedy and powerful sailing vessels, even in this day of steam. The Vestal had accomplished half her run from the Cape to Hobart Town in 14 days, when she was met by the SE gale which blew here so heavily; had it not been for this, there is little doubt she would have mastered the same rate the whole run. In working up the channel, in smooth water, she went 10 ½ knots by the land on a bowline. She carries 26 guns, but is larger than the old 32’s; is built on Symonds’s principle, and has always been a crack vessel.”

To the Editors of the Shipping Gazette

Gentlemen,--The Vestal’s extraordinary qualifications in sailing perhaps are unparalleled in naval construction. A few particulars of the vessel may be acceptable to your readers, especially those interested in maritime affairs.

The Vestal bears no affinity to the old 32’s, either in dimensions or configuration. They are as follows:-

Length on load water line
Length on gun deck
Breadth, extreme, 5-16 of load water line
Depth in hold from timbers amidships to main deck
Draught of water-load line, amidships
Builder’s tonnage, O.M.
Light displacement of the ship i.e. her own weight
Actual weight received on board for sea service, i.e. masts, rigging, armament stores &c.
Load displacement, ie total weight of ship

These cursory statements may be fully depended on, as they were given to the writer with the various dimensions of all the classes of the Symondsian vessels, together with their sections and draughts, by the constructor himself.

The Vestal’s metal is very heavy, being the medium 32’s, weight 45 cwt each, which the extension of beam enables her to carry with ease on her main deck, although only rated and carrying 26 guns; whilst the North Star, of the same rate, same length on load water line, but 7’6” less beam, and registering but 500 tons, carries only gunnades, 32’s, about 25 cwt each, on her main deck.

The North Star’s light displacement is 351 tons; dead weight &c on board, 350 tons; total displacement, or weight of ship, 701 tons.

The old 32’s were about 700 tons register, and carried 22 long 12’s on main deck; and were any of these bygone ships, or the later description of 26 gun vessels, so well known in the British navy as “donkey or jackass frigates” placed alongside of the Vestal in action they would surely be blown to atoms! Hence the superiority of vessels in the British navy, as new constructed on the Symondsian principle, over those of former construction, each class carrying the same number of guns.
B. November 9.

Volume 1, Number 35 - 16 November, 1844
To the Editors of the Shipping Gazette

Gentlemen—there is an error in the reading of the length of the North Star’s load water line, being the same as the Vestal’s; instead of the same length, it should have been 115 feet, the dimensions is preposterous for a 500 ton vessel. The error is mine. … B.

THE “MARIAN WATSON”—The schooner Marian Watson, well known in the Hobart Town trade, was offered on Thursday for public competition, by Mr Chapman, at his Mart, George street. From the commencement, the bidding was very spirited, many appearing anxious to purchase; she was eventually knocked down to Messrs Betts and Panton for £630.

The wreck of the Ardent, which has been sunk several years at the northern end of Campbell’s Wharf, has been removed, and vessels can therefore lie there now in safety.

THE GOVERNMENT BRIG “GOVERNOR PHILLIP”—Norfolk Island being no longer a dependency of this colony, the brig is to be handed over to the Van Diemen’s Land Government.

The Thistle left Newcastle on Saturday last at noon, having on board His Excellency the Governor, Lady Gipps, and suite, together with several other cabin passengers. Upon leaving Newcastle the wind was blowing fresh from the southward, but at 9pm it increased to a gale, and a heavy sea springing up, Capt Mulhall deemed it advisable to take shelter in Broken Bay, for which he bore up. Upon entering, the vessel shipped a sea, which washed one of the horses on deck with such force against the bulwarks that he died a few minutes after. The schooner Mary Ann and several cutters were at anchor in Broken Bay wind bound; the Thistle left there at 6am yesterday, arriving at the Hunter River Wharf at 10am. Arrangements had been made that in the event of the Governor being on board, the ensign should be hoisted at the main, it was therefore known prior to the steamer entering the Heads, and the union-jack was joisted above the steamer’s flat at Fort Phillip. The Governor’s barge pulled off to Pinchgut to meet the Thistle, on board which His Excellency and Lady Gipps embarked, and afterwards landed at the Circular Wharf,--contrary to the expectations of many who had assembled at the Hunter River Wharf. HMS Vestal fired a salute of 12 guns and a military guard of honour, with the band of the 99th regiment, escorted His Excellency from the Circular Wharf to Government House.

THE “MACCLESFIELD”—The hulk Macclesfield, on board of which Mr Dent has so long carried on his business as a ship joiner, is about to be moved from the Circular Wharf to Mr Russell’s yard at Pyrmont, where she will be broken up.

LAUNCH OF THE SCHOONER “SISTER”—A very fine little schooner, of 65 tons, was launched from the ship yard of Messrs Korff and Co, Miller’s Point, on Monday. At about 8 o’clock in the morning the orders were given to knock away the dog-shores, when she glided into her native element, amidst the cheers of the spectators. She was named by Captain T Larkins. H.E.I.C., who christened her with a bottle of the best colonial red wine from the vineyard of James King, Esq, Irrawang.

Volume 1, Number 36 - 23 November, 1844
The schooner Orotava left Port Nelson on the 12th Oct for Sydney, but was compelled to return through stress of weather; she finally left there on the 16th Oct, and touched at Port Hardy. On the 3rd instant, she left that port in company with the schooner Sir John Franklin, which vessel was not in sight on the following morning, and Capt Hay fears that she went on shore in the night near Cape Farewell; she had on board 33 passengers, for Launceston. The Urgent, from Newcastle, arrived at Nelson on 13th Oct. The Danish ship Skiold was to sail for Batavia on the 19th Oct. The following vessels had been at Pigeon Bay from the 29th August 1844:--Romulus, Holdredge, 27 months out, 2400 barrels black and 80 barrels sperm; San Croix, Paulsen, of Hamburgh, 22 months out, 150 barrels sperm and 1850 barrels black; Wallaby, Gardner, Hobart Town, five months out 650 barrels black and 300 barrels sperm; Eamont, Lovett, 4 months out, 650 barrels black; Marianne, Lindsay, 5 months out, 300 barrels black; Fortitude, Bayley, 4 months out, 900 barrels black; Joanna, Chamberlain of Hobart Town, 6 months out, 650 barrels black; Cheviot, Mansfield of Hobart Town, 4 months out, 800 barrels black; Terror, Harpur, Boyd Town, 8 months out, 230 barrels sperm and 400 barrels black; Juno, Hayes, Sydney 6 months out, 600 barrels black; China, Potter (in Akaroa), 1100 barrels black and 500 barrels sperm; Favorite, Young, American, 5 months out, 500 barrels sperm and 500 barrels black.

THE CUTTER “MARY ANN”—During the night of Sunday last, the dreadful effects of lightning was experienced on board the Mary Ann whilst on her passage from the Bellinger to Sydney. About 10pm whilst off Bungaree’s Nore she was struck with lightning, the electric fluid first shivered the topmast in pieces, struck the top of the mainmast, and descended through the cap, reaching the deck by the topmast stay, and passing aft into the hold by the attractive powers of the chain cable. Some of the cedar ignited; but it having been discovered in time, a few buckets of water were applied successfully. At the time the lightning struck the vessel, one of the crew, named Henderson, was hauling down the clew of the foresail to set it, when he received the shock, and was afterwards found quite dead. The others were struck senseless, in which state they remained for some minutes.


Before the Worshipful S F Milford
The ship “Jane”

Mr Want moved, on behalf of the impugnant, Mr Lyons, for an order directed to the Marshal to release the ship Jane from custody.

It appeared that this vessel had been arrested by one of the sailors, and that Mr Lyons, the owner, had given security and put in bail, but on application to the Marshal for a release this was refused, unless Mr Lyons would pay the fees due to him for possession of the ship.

Mr Want now moved for the order, urging that by the eleventh of the rules published under the 2nd W. IV, cap.51, ‘upon the recognizances being duly entered into, the property is to be released upon an instrument to be drawn by the Marshal, and issued immediately after bail has been given.’ The defendant had given bail not only for the ship but also for the costs of the action, and if the case is decided against him he will of course have to pay the possession money; if, on the contrary, the defendant succeeds, then he would not only have to pay his own costs (if the promovent were a pauper) but also the fees payable by the promovent for the possession. The party arresting the ship is bound to pay the fees, and, if he succeeds in the suit, the defendant has given security to pay them. If a sailor arrest a ship without cause, it would be a monstrous hardship to compel a defendant to pay the plaintiff’s fees before he could get back his own property. In an action, when the defendant is arrested, the plaintiff always pays the sheriff’s fees on the arrest.

The Commissary said he would consider the matter, and inform the Marshal of his views on the subject in the course of the day.


The following decision was pronounced in the application which was made on Monday, with respect to the fees to be paid to the Marshal for the time his officer was in possession of the ship Jane.

“The question is, whether, when the ship has been arrested, and the master or owner has appeared at the return of the warrant to defend, but has not then put in bail, he can afterwards, upon putting in bail, require the Marshal to release the ship without paying the possession money. By the warrant to arrest the ship the Marshal is ordered to do so, and to keep possession of it till bail is put in or the action satisfied; but nothing is said about his right to require security for, or payment of, the possession money from the promoter before he arrests, so that if he should refuse to arrest on account of the promoters not giving such security or making such payment, he would incur a liability to him. On the other hand the rule requires the Marshal to deliver up the ship upon bail being given, and nothing is said about the impugnant’s paying the possession money, so that between the two the Marshal would run great risk of not getting paid at all, a position in which no officer of the court ought to be placed. The rules then being silent as to this point, let us look at it on principle, and as a matter of convenience. The promoter has no option as to arresting the ship; he must do it; an arrest is the only mode of proceeding against it, and the ship is in fact the defendant throughout the suit. It is true that by appearing at the return of the warrant the owner or master is not in contempt, and may defend the action for the ship; but it does not enable him to stand in the place of the ship, and to become the defendant; and when bail is taken, the security is what the promoter goes against, not the impugnant. The release of the ship is a favour done to parties interested in it, so as to prevent their being injured by the nature of the proceeding; and it appears to me, that they should at least in the first instance pay all expenses attendant upon availing themselves of this favour. It must be recollected too; that if the impugnant’s view of the case were correct, the promoter would be obliged, before he could bring his action, to pay to the Marshal, or give security for perhaps £20 or £30, a course of proceeding unheard of, and this too when the promoter is a common seaman probably without a shilling in his pocket—suing for his wages. Added to these reasons, I am informed that the invariable practice has been for the impugnant to pay the Marshal the possession money before the ship has been released on bail, and that the point has been decided according to the practice of the late Chief Justice. I am of opinion, therefore, on principle as well as on authority, that the impugnant must pay the possession money to the Marshal before he can require the ship to be delivered to him.”

(From yesterday’s Government Gazette)

Colonial Secretary’s Office, Sydney, 22nd November 1844—His Excellency the Governor is pleased to direct the publication of the following documents relative to the piratical capture of the British merchant vessel Hannah at the Chatham Islands.

Admiralty, 15th May 1844

Sir,--I am commanded by my Lords Commissioners of the Admiralty, to send herewith, for the information of Lord Stanley, copies of a letter dated the 16th March last, from Her Majesty’s Consul at Pernambuco, and of its enclosures, reporting the piratical capture of the British merchant vessel, Hannah, at Chatham Islands, by an Englishman named William Ellis, and others; and their Lordship directs me to inform you, that the same has been communicated to the Admiral commanding on the Pacific station, and to request that Lord Stanley will cause it to be made known to such authorities as his Lordship may deem proper, with a view to effecting the capture of the pirates. I am, Sir, Your most obedient humble servant, John Barrow, G.W. Hope, Esq, Colonial Office.

(copy), British Consulate Pernambuco, 16th March 1844

My Lords—I have the honour to enclose to your Lordships the copy of a statement made before me, upon oath, by Robert Bell, master of the brigantine Hannah, of Sydney, and confirmed by Edward R Coffin, the master of the American whaler Sophia and Eliza, respecting the piratical capture of that brigantine, of which the said master was part owner.

The statement of Captain Coffin appears fully to confirm Mr Bell’s account. I have, therefore, forwarded a description of the brigantine to the different ports of this empire, and have sent Mr Bell home by the Mary Hounsell, the vessel which beats this dispatch, to Cowes, or an English port in the Channel.
I have, &c., H. Augustus Cowper, Consul.
To the Right Honorable the Lords Commissioners of the Admiralty.


On this 13th day of March, in the year of our Lord, 1844, personally appeared and presented himself before me, Henry Augustus Cowper, Esq, Her Britannic Majesty’s Consul for the Province of Pernambuco, in the empire of Brazil, Robert Bell, master of the British brigantine Hannah, of Sydney, of the burthen of 104 tons, or thereabouts, who most solemnly, truly, and sincerely deposes and declares to the truth of the following statements, viz.:--That on or about the 19th day of March 1843, he with the rest of the crew, set sail from Sydney in the said brigantine, bound on a trading and whaling voyage to New Zealand and the islands in the South Pacific Ocean. That in the course of the said voyage he proceeded to Auckland, Port Nicholson, and Cloudy Bay, for the purposes of trading and purchasing oil. At this latter place an Englishman, named William Ellis, applied for a passage to Chatham Islands, which this deponent granted; sailed for those islands, where Ellis was put on shore. This deponent, with his vessel and crew, remained there about a fortnight trading with the natives, purchasing oil and other articles of traffic. That from thence this deponent, with the said brigantine, sailed to Port Nicholson, Nelson, and Cloudy Bay, and back to Port Nicholson. Whilst there, he first heard reports of some fraudulent acts of the beforementioned William Ellis. On or about the first of August last, sailed again from Port Nicholson for the Chatham Islands, touching at Acharo during the passage; about the 13th of the said month of August arrived at Chatham Islands, found Ellis still there. That this deponent remained at the islands trading and purchasing oil until the 22nd September last, when the said brigantine had all her cargo, water and provisions, on board ready for sea. That this deponent was on shore on that evening close to where the vessel was moored. At about 12 o’clock at night he heard the report of fire-arms on board the Hannah. Proceeded instantly to the beach for the purpose of launching his boat to get on board the vessel, when to his surprise, he found the boat stove and the oars stolen, depriving him of the means of quitting the shore. He discovered that the people in the vessel were heaving up the anchor, and in a short time made sail. Further this deponent states, that two days after the said vessel had sailed, the mate, Richard Swainson, an Englishman, and three seamen, also Englishmen, all part of the crew of the said brigantine Hannah, were found on the South East Island having been put on shore by Ellis’s orders; Horden, his mate, and others of his men, manning the boat, who were all armed, to prevent the seamen from rising; and in eight days after they were discovered they reached that part of the island where this deponent was, being the place from which the brigantine had been so piratically seized. That the mate, Richard Swainson, declared to this deponent, that between 11 and 12 o’clock, on the 22nd September, the man named William Ellis came on board the Hannah, accompanied by an American, named Horden (who had been second officer of the American ship Franklin, Captain Walker) and several others, and entered the cabin; they secured the mate Swainson, and got possession of the vessel. That one of the seamen belonging to the Hannah, named Green, attempting to prevent the party from coming on board, was shot at by Ellis with his pistol, and severely wounded in the breast by two balls with which it had been loaded. Further this deponent states, that in his writing desk, which he had on shore, were the register of the said brigantine Hannah, the agreement with his crew, and other papers. That he enclosed to Messrs Willis and Co, of Port Nicholson, his agents, the said register, for transmission to Sydney, and relating the statement above deposed to; and this letter he entrusted to his mate, the said Richard Swainson, who proceeded in a trading boat from Chatham Islands to Port Nicholson. And, further, that this deponent remained at Chatham Islands until the 5th of December last, when he obtained a passage in the American barque Sophia and Eliza, Edward R Coffin, master, and was landed by him this 13th day of March at Pernambuco.

And this deponent declares by protest, and by these presents doth most solemnly protest against the before-mentioned William Ellis, Horden, and all other person and persons concerned in this act of fraud and piracy, and does declare that the same was committed without any act or connivance of this deponent. R. BELL.

I, Henry Augustus Cowper, Esquire, Her Majesty’s Consul, as aforesaid, do hereby certify that Robert Bell, the person named in this paper, writing, or declaration did duly and solemnly declare, in due form of law, to the truth thereof, before me, the said Consul, on the day of the date thereof.

In faith and testimony whereof, I, the said Consul, have hereunto subscribed my name, and set and affixed my seal of office at the British Consulate at Pernambuco aforesaid, this 13th day of March 1844. (L.S.) H Augustus Cowper, Consul. A true copy. J Goring, Vice Consul.

Pernambuco 14th March 1844

I hereby certify that Captain Robert Bell was master of the brigantine Hannah, of Sydney, New South Wales, that the said vessel was stolen by a man named Ellis and others from the said Bell, at Chatham Islands; from which place I took him as passenger, finding him without property of any kind to assist himself with. Edward R Coffin, Master of the barque Sophia and Eliza, of Duxbury, Massachusetts, U.S.A.

Pernambuco, 16th March 1844

It is reported here, that the man Ellis, mentioned in the declaration deposed to by Robert Bell, had in his possession some bills drawn upon the Accountant General of Her Majesty’s Navy, by the commanding officer of Her Majesty’s store ship Tortoise, for stores, salt provisions, sugar &c, furnished by Ellis to that vessel whilst collecting spars &c, on account of the British Government at the Thames, near Auckland, New Zealand; if this be true, and bills not yet presented, it may perhaps furnish a clue to the detection of Ellis.
J Goring, Vice-Consul.


The Hannah was brigantine rigged, 104 tons burthen, was a very smart looking vessel, and a red cedar deck, a female figure-head, mounted two swivels on the rails; had on board a chronometer—maker’s name “French, London”, her cargo, a quantity of oil, flour, sugar, slop, clothing and whaling gear;--general opinion that Ellis took her to the Spanish Main for sale—had no register on board. Robert Bell

NB:--On board the Hannah was also the bill of sale of a vessel called the Gem, of Port Phillip, of which the said Robert Bell was owner. This bill of sale bore the name of the said Robert Bell, and was not transferred to any other party.

SAILING DIRECTIONS FOR ENTERING PORT OTAGO; OR, NEW EDINBURGH (From a letter of Captain Hay, of the schooner, “Orotava” to Lloyd’s agent, at Wellington)

We left Wellington on Monday 5th August 1844. At three o’clock the pilot left us; and, as we had a fresh breeze from the north, we soon left Port Nicholson astern. On Wednesday evening at eight p.m., we passed the easternmost end of Banks’ peninsula, which you can approach very close; but it being night and very dark, we could only just see the outline of the coast, which is very high, bold and rocky. On Thursday, having run nearly the distance, we hove too, waiting for daylight, when we made sail, being abreast of Waikouaite, Mr J Jones’s whaling station, where we saw the Scotia at anchor. It is a very open place for a vessel to lie in; and, if the wind comes in from the eastward, they must slip and put to sea, as the surf will sometimes break a mile and more from the shore during a gale of wind from that quarter. I found the appearance of the coast very different to that laid down on the chart. At two p.m., we made Otago; but owing to its being ebb tide and a very heavy sea on, I did not attempt to go in, as the sea was breaking right across; and to a stranger it appeared to be very dangerous. I therefore stood off, and spoke the Susannah Ann; and, in the evening, we made another attempt, but were baffled by the wind coming out; and it being dark, we hauled off again till the morning.

The next day we found the sea still breaking heavily over the bar, so we stood over to Waikouaite. On Saturday, the 10th, we had light winds from the NE, with a much heavier swell than the day before. The place was not fit to take without any wind, as it invariable falls calm when you get in the swell on the bar, and the vessel becomes unmanageable. At one p.m., spoke the Scotia, from Waikouaite, who told me she had left her anchor there. The sea breaking a mile from the shore, and the boat being unable to put off, we kept beating off the land all three together, and occasionally looking out to keep clear of each other, as the weather had got very thick and foggy, with small rain, and exceedingly cold. This sort of weather lasted until Tuesday, when it commenced blowing a complete gale of wind from NNE, with very thick weather, when, at one o’clock, I took the harbour and anchored about three miles from the heads, in three and a half fathoms, sandy bottom. The land about Otago is very high hills, the westernmost and northernmost head showing some distance off, the face of the hill having slid down, and leaving a sort of clay or sand which can be seen at fifteen to twenty miles. The head on the larboard shore, which is the side you must keep on, forms with a kind of gap to the peninsula, which is a very good mark for knowing the head. On the larboard side is a reef, which extends about two-thirds of a cable’s length from the head; by giving it a berth you will be in the deepest water. As you go in you will find a very strong tide helping you up, running at the rate of four or five knots. On the starboard hand, there is a spit which runs out some distance at low water, and should be avoided until you are past it, when you must keep over to that shore, as the channel makes over that way. The best anchorage for large ships lies below Mr Weller’s station, where you can have eight fathoms and good holding ground; but should not attempt to proceed higher up without a pilot. Should you, however, go in at low water, by having a good look-out from the mast-head, you would be enabled to see the channel, as the sand-banks show very well at low water.

The place which Mr Tuckett intends for the port, I believe, is about seven miles from the entrance; and the township or settlement about seven or eight miles further up, which would make about fourteen or fifteen miles for the goods to be sent. My opinion is, that the port should be placed where formerly Mr Weller had his fishing station, as large ships would lose a great deal of time if compelled to go up the river; or if the masters of the ships had to pull up if their boats to transact business at the custom house, and then land all their bonded goods up at that place, it would cause the loss of a great deal of time, money and goods. There is quite sufficient available land at the fishery for a township of considerable size; and an excellent wharf might be built upon the same spot—where Mr Weller had his try-works and sheers, and where boats could discharge at all times of tide; and the expense of making the wharf would be inconsiderable, as the material is now a hard rock, that only wants to be leveled and faced to form a wharf of considerable magnitude, which might be done under £1000.

The port of Otago is not much unlike other ports in New Zealand—the land being very high and full of gulleys. I found the climate inside the harbour, during my short stay, very mild, much more so than I expected. We had the barque Magnet, schooner Susannah Ann, schooner Scotia and the schooner Orotava; and afterwards arrived the Romulus, American whaler, which vessel unfortunately lost her false keel on the bar in coming in, which happened to be almost at dead low water.

After remaining about a week, some gentlemen took their passage with me for Port Nicholson; and as I found that it was useless to stop any longer on the coast, as the oil was nearly all engaged in the other vessels, I determined to return to Port Nicholson. We were obliged to be towed out; and I should say that the best plan is to get all ready, and weigh just upon the turn of the tide, as it does not remain long upon the stand but ebbs immediately, and very strong. After a person has been there a few days, he will see the set of the tide, and allow for it accordingly. There are some men living on shore near the old fishery who will offer their services; but I should not advise masters of vessels to take their services unless they had their branch from the Government or the Company. A few sticks or beacons placed upon the ends of the different spits would be sufficient for the guidance of vessels, provided they were marked differently on the starboard to the larboard hand. The soundings on the bar are from three and a half to four fathoms at low water, which will take in a vessel drawing fifteen or sixteen feet, but not more, as there is a great lift of a sea from the NE. The tide rises and falls about eight feet.

The latitude and longitude of the entrance to the port is very correctly laid down according to Norie’s late edition, which corresponds with the chart very nearly. We had an excellent run from Otago to Pigeon Bay, which is on the northern side of Banks’ Peninsula, and forms an excellent harbour for whalers and others on the coast.

THE “PATERSON”—A few months since we reported the schooner Paterson ashore at the Richmond River; and since that period a party has been engaged in hauling her over the sandspit, and afterwards repairing her. She then took in a cargo of cedar, and left for Sydney on the 7th inst. Upon the 15th inst she arrived off Broken Bay, and at 3pm the Captain seeing indications of a sudden squall, clewed up all the sails as quickly as possible; but before this could be effected, the gale, accompanied with hailstones, struck the vessel, and threw her upon her beam ends. Luckily the boat was stowed upon deck bottom up and thus righted when the schooner capsized; the crew then got into her, and were pulling towards Broken Bay when the steamer Rose hove in sight, and a signal having been made she bore down and took them on board. The cutter Trial was also in sight, and as it had been observed that she had received damage from the squall, Captain Pattison ran alongside her; but finding that she had only lost her mainsail, returned to the Paterson, and after considerable difficulty towed her upon her broadside into Broken Bay. After some exertion she was righted again and the Rose towed her thence to Sydney where she now lies off the Hunter River Wharf.

THE CUTTER “TRIAL”—At daybreak on Saturday last, a cutter was discovered at anchor off the Heads, with a signal of distress flying when the pilot at South Head and the Water Police repaired to her assistance and towed her into Watson’s Bay. She proved to be the Trial, Captain Cullum, who has handed us the following for insertion: “To the Editors of the Sydney Morning Herald. Gentlemen, on Friday last, whilst on my passage from the Hunter to Sydney in the cutter Trial, upon arriving off Broken Bay at 3pm I saw a squall approaching and lowered the mainsail to reef it, but before we could do so, the squall caught us and blew the sail out of the bolt ropes. Shortly after the steamer Rose came to our assistance but finding that we were not in any immediate danger returned to the schooner Paterson which was lying on her beam ends about a mile astern. A breeze having sprung up from the northward, we managed under our jib to arrive off the Heads of Port Jackson at about 3am and came to an anchor. At daylight we hoisted a signal of distress and a short time after Mr Gibson, the pilot, came off and got us under weigh and was towing us in when we were joined by Messrs Jackson and Bainbridge, pilots and also by Mr Isaac Nichols, of the Water Police Station at Camp Cove, by whose joint assistance we were towed safely into Watson’s Bay. I take this opportunity of publicly thanking those gentlemen for their timely assistance and more so for having rendered their services gratuitously.—I am, Gentlemen, yours &c. E Cullum, Master of the Trial.

HMS Vestal cleared the Heads yesterday at about 7am.

The Minerva will sail for Calcutta the latter part of next week, with 63 rank and file and 2 subalterns of the 80th regt and a subaltern of the 22nd regt.

The schooner Alligator, Capt Cook, left Hongkong on 4th July for Macoa; she was advertised for Chusan, Ningpo, and Shanghai. Her Majesty’s ships Agincourt, 72, Rear Admiral Sir Thomas Cochrane KCB, Captain Bruce; Minden, 72, Capt Quin—Hospital ship; HMS Castor, Capt Graham; HMS Pelican, 16, Commander Justic; HMLS Cleopatra, 50 guns, Capt Ceceille; HC Str. Prosperpine, Commander Hough RN, and HMTS Sapphire, Commander Hock, were lying at Hongkong, on 10th July. The Posthumous, Milner, from Whampoa, arrived there on 8th July and was under dispatch for Manila. The American ship Navigator, Capt Graves, from Sydney the 11th May arrived on the 8th July; also the American ship Eliza Ann, from Batavia.

OIL CASKS—Commodore Berard, of the French corvette Le Rhin, has sent the following communication to the New Zealand Gazette, respecting the method adopted at Akaroa for supplying oil casks:--“I caused a cask to be made 13 English feet long, and rather more than 3 feet at its greatest diameter, to hold about 714 gallons, and to contain a calf whale. This cask has now been full of water for more than one month, and has not yet leaked a drop. The wood we have made use of is the kawia or gowai. Mr Clark, an English cooper, for some time established at Akaroa, is the person who pointed it out to me as the best for this purpose. He has already made, for the fisheries on this part of the coast, a great number of casks of this wood, and assures me they have answered perfectly well, inasmuch as no leakage of oil has taken place. The kowai is a mimosa, common in the Middle Island—the clianthus puniceus of the celebrated botanist Allan Cunningham. It grows generally near the sea shore, or on the banks of rivers where it is found of great size; but those are not the best kinds for it is remarked that the old trees of this species are nearly all rotten at the heart. This wood splits extremely well and very straight. Thus Mr Clark obtains his staves with ease, by merely splitting the trunk. But for our cask, the staves of which are very long, we have found it impossible to use this cheap method, and have sawed the trees into planks about four inches wide and 1 ¼ inch thick; and, as we have used them at once, it has not been found necessary to heat them in order to bend them. Mr Clark, however, informs me that to make smaller casks he used fire to render the staves flexible. In splitting the kowai, it is to be observed that there are two woods of different colours, one brownish red and the other yellow; the first is always the best and solidest, and if possible this only should be made use of. Nevertheless, a small portion of the yellow part may be left if it should be hard; otherwise water, and much more oil, will filter through it. When it is necessary to use these mixed staves, attention should be paid to placing them in the upper part of the cask near the band for there the pressure of the liquid is less.”

Volume 1, Number 38 - 7 December, 1844
The Presse gives the following account of the actual strength of the French navy:--“France possessed on January 1, according to official statements, 23 ships of the line and 29 frigates, besides 379 (1) 24ths of ships, and 277 24ths of frigates, on the stocks, without mentioning the vessels of inferior force, which, unfortunately for us, are too numerous. She has, in addition to these, 43 steamers—viz., 3 of 450-horse power, 1 of 320, 6 of 220, 21 of 160, 1 of 150, 3 of 120, 3 of 80, 3 of 60 and 2 of 30 horse power. But there must be taken into account the fact pointed out and demonstrated by the Prince de Joinville, that of these 43 steam ships, there are not more than 16 or 17 fit to go to sea at the first signal, and able to meet the attacks of an enemy. To complete this statement, it should be noted that there are 18 other steamers now being built, 18 transatlantic packets, and the 24 packets of from 220 to 250 horse power, employed in carrying the Levant, Alexandrian, Corsican and English mails. It must, however, be remarked, that these last are not calculated to carry guns, and that it will cost much time and money to convert them into ships of war. But the maritime strength of a nation is not to be reckoned by the number of its ships of war alone—the commercial marine is also one of its principal elements. If it be wished, therefore, to attain an exact amount, the number of armed merchantmen must be brought into the account, and, above all the number of sailors they employ. Now, France has about 6000 ships of burden. As to the sailors, the following is the result of the table annexed to the report lately made by M. Angeville, on the extraordinary credits for the navy:--The total of the men classed in this present year is 122,025. But this includes cabin-boys, novices, and men not in actual service. To find the number of men of from 18 to 50 years of age fit for service, and who can be relied upon in case of war, this total must be reduced one-half; whence it will appear that we have between 61,000 and 62,000 able seamen”.—Times, August 1.
Volume 1, Number 39 - 14 December, 1844
the brig Triton arrived on Thursday from the Manning, after a fine run of only twenty hours from the bar. She was built at the Manning, by Mr Nicholson, and belongs to the insolvent estate of Mr Dawson, the trustees of which are going to offer her for sale. She has been fitted out under the superintendence of Capt Browning, who brought her up to Sydney, after being detained eleven days inside the bar, until an opportunity offered of getting out. The Triton is a fine model, and is substantially built, being framed throughout with copper fastenings up to the bends. Her dimensions are—70 feet 6 inches keel, 84 feet over all, 21 feet 6 inches beam, and 12 feet depth of hold. She has brought a quantity of hardwood plank, calculated for ship-building.

THE “MARY”—The whaling barque Mary, which has been so fortunate during her last two voyages, was offered for sale on Thursday by Mr Samuel Lyons, together with all her stores &c. There were but few bidders present and after some time she was put up at £500; the bidding was very scant, and she was at length knocked down at the low sum of £675 to Mr Fotheringham.

The brig Eleanor is on the Patent Slip. A survey was held on her yesterday, and her copper is going to be stripped off; after which she will undergo a thorough repair.

The troops will embark on board the Agincourt on Wednesday next, and she will sail for Norfolk Island the following day.

SHOAL IN THE CHINA SEA—The Henry Pratt, at New York, from China, reports having discovered a dangerous shoal running north to south, about half a mile in length, apparently level with the water’s edge. By observation placed it in lat. 1 33 S, long 107 E. Next day weather thick and heavy, 23 fathoms water, muddy bottom, shoal bearing NNE and SW one mile distant. The morning after a north-west set off about 11 ½ miles per hour—Morning Herald, August 16.

On Sunday last, our port was visited by the severest storm ever witnessed by the oldest settler, the wind from the SE, the only point from which it could possibly have done any damage, and which increased in violence until 7 o’clock pm at which time the Elizabeth, which, being a stranger, had taken up her position somewhat beyond the proper anchorage, began to drift; but although close upon a small reef which runs out a short distance from the shore, Captain Tipley, her commander, with great presence of mind and dexterity, put her under her mainsail, and by steering clear of the danger saved the lives of his passengers and crew, all of whom must have perished had the vessel struck. It being totally impossible to get to sea, there was no alternative but to beach her, and she fortunately went on shore at the best part of the coast, in consequence of which the passengers’ luggage and almost every other thing of any value was got out of the cabin on Monday. About the time the Elizabeth began to drift, the Sally Ann, which had just discharged her inward cargo, and not shipped her outward, parted from one of her anchors, and, the storm being then at its height, the remaining chain was unable to hold her, and she also went on shore, about two cables’ lengths from the Elizabeth, and the place being rocky, almost immediately went to pieces. As soon as she grounded, the captain and crew got safely off, and were thus enabled to save the lives of the crew and passengers of the Elizabeth, which, drawing a greater depth of water, had struck further out. About one o’clock on Monday, it being necessary to hold a survey upon the vessels, a boat put off to the Minerva for Captain Fawthrop, and after remaining alongside a time, again returned with that gentleman; but when about eighty yards form the shore she was struck astern by a tremendous sea, which raised her nearly perpendicular, and the captain and men were all thrown out in the foaming surf. The boat shortly after turned completely over, and it was supposed that some had been covered by her and drowned. This, however, fortunately, proved a mistake, as they were all in the course of about two minutes seen, some endeavouring to make their way through the surf, two clinging to the keel of the boat, and one to the steer oar. Mr Finn, our active chief constable, being an excellent swimmer, immediately rushed in to their assistance, and succeeded in getting hold of Mr George Osbourne just in time to save him from a watery grave, and who instantly fainted in the arms of his deliverer. Having handed him to some others who were then exerting themselves to the uttermost, Mr Finn again ventured farther out, and was fortunate to get hold of Captain Fawthrop, who, having on a very heavy coat and boots, was unable to make much progress, and who, perhaps without assistance, never could have reached the shore alive. Milligan, the boatman of the port, and who was steering the boat, was seen by Mr Finn some short distance from Captain Fawthrop, further out, but when Mr Finn returned to look for him, after saving Captain Fawthrop, he was no where to be seen; about five o’clock his lifeless body was washed ashore. One of the two men, George Mimmo, a seaman of the Sally Ann, who had clung to the keel of the boat, and who was unable to swim, became so exhausted as to be unable to retain his hold, and dropping from the side of his mate, sunk, and was drowned; his body was also washed ashore close to where Milligan’s was found, and in about twenty minutes after. The other man, an Italian, also seaman of the Sally Ann, named Antonio Maunmouro, having sufficient presence of mind, managed to relieve himself of all his clothes excepting his shirt, and when his mate sunk, whom he had previously done his utmost to assist and save him, let go his hold of the boat and struck out for shore; he was met about half way by Mr Padfield, who swam to his relief, and it is scarcely necessary to say he was so exhausted, that he could not have struggled much longer, the surf having incessantly been washing over him the whole time he was clinging by the boat, which was fifteen or twenty minutes. There being no Coroner for the district, the Police Magistrate held an inquiry upon the bodies of Milligan and Nimmo yesterday, and they will be interred in the new burial ground to-day. The Elizabeth belonged to Mr Joseph Smith, Adelaide, and was not insured; she may not be much injured. The Sally Ann, as is generally known, belonged to the Messrs Henty and was insured. Captain Rosevear and his men have lost nearly all. The Minerva and Mary rode out the gale in safety, the former with only her second best anchor and a kedge, and the latter with only one anchor and 28 fathoms of chain—Portland Gazette.

SHIPPING AND TONNAGE (AMERICA)—A return of the number and tonnage of all vessels entering and departing from the ports within the limits of all the Consular stations in the United States of America, for the years ending 31st day of December, 1839, 1840, 1841, 1842 and 1843 was moved for some time back by Sir Howard Douglas, the hon. Member for Liverpool. The House of Commons ordered it to be printed on the 1st August instant. Taking the year 1843 by itself, we find that the following information is afforded by the return before us. The number of vessels which arrived at New York was—British 270, and foreign 201. The number which departed stood thus—British 258, foreign 177. The gross total invoice value of their inward cargoes was 4,951,041 dollars and the gross total invoice value of their outward cargoes, 4,787,249 dollars. Into the port of Philadelphia, 59 vessels entered (British and foreign) whose cargoes were valued at £39,185 whilst 59 vessels cleared outwards, whose cargoes were valued at £52,320. Into Charleston 92 British vessels entered, with cargoes valued at £31,223, and 96 cleared outwards with cargoes, valued at £447,850. Into New Orleans, 268 vessels entered inwards (British and foreign) with cargoes valued at 1,002,008 dollars, whilst 249 cleared outwards (British and foreign) with cargoes valued at 5,234,486 dollars. Into the ports of Massachusetts (Boston &c) 901 vessels (all British) entered inwards with cargoes vaued at £514,099 and 900 (all British) cleared outwards with cargoes valued at £87,427. From various other ports of the Union accounts have not been received, whilst in some cases the figures are not sufficiently significant to warrant us in occupying our space with a lengthened detail. The ports in question include those of Maryland, Alabama, and Floridas, Virginia, Georgia, Maine, New Hants, &c—United Service Gazette, August 17.

HMS Collingwood, 80, Captain R Smart, K.H. This officer has superseded Captain Eden, whose health will not admit of his retaining command of this splendid ship. She is in all respects ready for sea, the crew paid, with the Admiral’s baggage on board and is now waiting the arrival of Sir Geo. H. Seymour to embark and proceed in his destination.—United Service Gazette, August 17.

HMS Vindictive, 50, has been taken into dock to be inspected and refitted for service; there appears very little external damage, some of the copper only being rubbed off the false keel; she will be taken in hand forthwith, and fitted for the next flag-ship for the North American and West India command, in the room of the Hastings mentioned many months back-- United Service Gazette, August 17.


The Bintang, from Sydney 17th April, arrived at Singapore on 7th June. The Tuscan, from New Zealand, arrived at Singapore, on the 21st August. The Abercrombie, from Port Phillip, arrived there on 22nd August; and the Adele Marquard, from the coast of Penang, on the 27th Aug. The schooner Velocity and the brig Margaret, hence 29th June, arrived at Singapore the latter end of August, at which place their sheep and horses sold remarkably well; they had left again for Manila.

BATAVIA—By letters from Batavia of date 4th instant, we learn that the commander of the French ship Joseph fell in with an English vessel which had got on shore somewhere in that vicinity in a gale on the 15th June, which he visited and found deserted, having a valuable cargo on board. As the captain could not delay his voyage, he communicated this information to his agents, who immediately dispatched a vessel for the purpose of securing all the property possible in order to earn the salvage. The vessel was sent on the 22nd and had not returned at the above date. The position of the vessel was kept a secret from the public, and even the name of it was concealed, but we learn that it was the Gondolier, from China to Liverpool—
Singapore Free Press, July 18.

LOSS OF THE BRIG “SIR ARCHIBALD CAMPBELL”—The Sir Archibald Campbell, Milne, master, sailed from Sydney on 21st May, for Singapore. On 6th June she entered the Barrier Reef, Torres Straits, by Raine’s Island, and on the 7th got on the Cockburn Reef. Every exertion was made to get her off, but in vain, and the master and a boat’s crew started for HMS Fly, which was then lying about 50 miles to windward, to request assistance. On the 9th, the boat was swamped in a heavy sea, and they were obliged to put back for the vessel, which on their arrival they found had gone further on the Reef and carried away her rudder. She afterwards bilged and filled to the beams. On the 12th the captain again started for the Fly, which he reached on the 14th. On the 15th Captain Blackwood dispatched HM schooner Bramble to the wreck and that vessel removed part of the crew and passengers. The captain and five men remained on the wreck for seven days, and during that time experienced very heavy weather. The Captain and crew were ultimately taken on board the barque Elizabeth, bound for Manila, which left the captain and part of the crew at Ampanan, from whence they came on to Singapore in the schooner Buffalo. During their stay of eighteen days at Ampanan they were hospitably entertained by Captain Abbot, of the ship Amazon, loading rice for China— Singapore Free Press, August 8.

Volume 1, Number 40 - 21 December, 1844
Mr Ballingall, formerly of this city, who attained honorable distinction at home by his zealous efforts to diminish shipwrecks and the drownings attending them, has been delivering a series of lectures on the subject, at Melbourne. He considers more than three-fourths of wrecks to be caused by marine insurance. Whilst a merchant ship is employed in the conveyance of passengers and merchandise from port to port, all goes on smoothly and well; but if the ship be thrown on a rock, or some sand bank, or exposed to fire, and be insured to her value, or approaching to it, it then becomes the owners’ interest served; because, in that case, he gets paid the full amount insured for; but if she be preserved, he is obliged to bear a large portion of the expense of repairs, and have his vessel at the same time depreciated in value. Mr Ballingall is of opinion that this cause operates powerfully against merchant vessels being originally built or made safe, which, if it were desired, there would be no difficulty in doing. He also considers marine insurance to be the cause of merchant ships being carelessly conducted. It is well known that up to the present time no examinations of the qualifications of masters and mates take place, either professional, moral or physical. Attempts have been made to effect this during the last session of Parliament, but owing to the opposition of the shipowners they have not succeeded. Again, when a merchant ship is lost, under whatever circumstances it may have happened, or however many human beings may have been drowned in consequence of it, no enquiry is made into the cause of loss. The whole evil arises in his opinion from the circumstance of an owner not being obliged to bear some portion of the risk of his vessel; as, if he did, no doubt can exist that he would then be as anxious to have a safe vessel safely conducted, in order to save his property, as he now but too frequently is placed in the reverse position. We believe Mr Ballingall gave evidence before two committees on shipwrecks, and received various medals and other honorary rewards from societies, and the thanks of various public bodies at home, for his meritorious exertions. We perceive by the Melbourne papers that his lectures have been numerously attended, and are highly commended for sound and convincing argument; and a petition has been drawn up founded on them, which we understand to be signed by the municipal authorities, merchants and generally and numerously by all classes of the inhabitants there. Mr Ballingall is now in Sydney and as the object of the petition is to save human life and the welfare of mankind, we submit whether a petition should not be forwarded from this place also.

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