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500 cases ball cartridges, 1,000,000 percussion caps, 2,980 muskets, 12,440 rifles, and 30,000lbs. gunpowder. She ran the blockade and has since done so again. She is now called the Boneta. On the 8th of February cleared out for Nassau, the steamer Southwick, Captain Stark ; brokers, Messrs. Isaacs, Campbell and Co. ; chief shippers, Messrs. Moreton and Co., Campbell and Co., Bumsted and Co., G. Spellman, Vavasseur, and W. Roberts. Her miscellaneous cargo also consisted of articles for an army on active service, and the same fact is common to all the other vessels mentioned in the present category. Besides these goods she conveyed away two cases swords, six cannon, 680 muskets, 2,800 cast-iron shells and 60 cases of the same, 19,940 rifles, 9,000,000 percussion caps, and 104,600lbs. of gunpowder. She dropped down to Greenhithe, and there took on board her powder and rifles.

On the 230 May the steamer Merrimac, 537 tons, Captain Ramsay, owners C. Z. Pearson and Co., of Hull, cleared out for Tampico and Bermuda ; chief shippers, J. G. Baskerville and S. D. Chippingdale. Her war cargo consisted of 280 rifles, 713 cases and 33 boxes of shells, one package of percussion fusees, three 170-pounder cannon, four 18-pounders, and one 18-pounder rifled. She is reported to have taken on board at Greenhithe a large quantity of gunpowder.

On the 28th July cleared out for Demerara, the steamer Agrippina 275 tons; M'Queen, master; A. W. Fitch, broker ; chief shippers, Messrs. J. W. Baldwin and S. J. Campbell and Co. This vessel took away 160 pistols, one case cutlasses, 26 cannon with their carriages, 120 rifles with bayonets, 128 cases of the same weapon, 15,000 and one case of cartridges, 20,000 percussion caps, and 10,080lbs. gunpowder. She went out direct to Terceira, and there transhipped her cargo on board the “ 290,” alias the Alabama.

On the 6th of August the Harriet Pinckney, steamer 511 tons, Halkin, commander, Raydon and Reed, brokers, cleared out for Nassau ; chief shippers, Messrs. Spyer and Haywood, Campbell and Co., Sinclair, Hamilton, and Co., Raydon and Reed, and Ely, Brothers. She had on board 16 cannon with their carriages and two howitzers, 260 iron shrapnel shells, 409' swords, 20 carbines, 540 muskets, 11,300 rifles, 2,800,000 percussion caps, and 1,360,000 ball cartridges.

On the 9th November the steamer Gladiator, Ware, master, Baker and Co., brokers, cleared out for Teneriffe, Nassau, and Honduras. Her cargo was shipped chiefly by Messrs. Spyer and Haywood. It comprised five packages shrapnels, one box and 100 pistols, one ton lead shot, 50 swords, 17,320 muskets, 1,000 boxes and 122,000 cartridges, 4,650,000 percussion caps, and 143,300lbs. gunpowder. This vessel succeeded in running the blockade.

On the 11th November the Justitia steamer, 615 tons, Barroughs, cominander, brokers, Spyer and Haywood, chief shippers Richardson, Ross, and Co., cleared out for Demerara. Her cargo of munitions of war comprised 10 cases shells, 400 barrels saltpetre, 20,000 linen bandages, 1,000,000 cartridges, and 179,200lbs. gunpowder. She also ran the blockade.

On the 8th December, the Princess Royal steamer, 494 tons, Lawson, master, cleared out for Halifax and Vancouver Island. Her brokers and chief shippers were Messrs. W. S. Lindsay and Co. She was laden principally with hardware, iron and steel, machinery for six propellers, and soldiers' clothing ; but she also took out 60,000 pounds of gunpowder.

On the 3rd of January last, the Miriam, a new and fast steamer, sailed from London. The chief shippers of her cargo were Messrs. Spyer and Haywood. It consisted of a large quantity of army stores, 25,000 rifles, 60 tons gunpowder, 3,012,000 cartridges, and 3,000,000 percussion caps. Up to within the last few days, her clearance papers were not entered at the Custom.house. She is supposed to be a Confederate vessel.

On the same day the Peterhof, another steamer, also sailed from London, laden with army stores and necessaries, and her clearance papers were not to be found entered only a few days ago. The customs' lists teem with cases similar to those enumerated.

So much for the neutrality of England, and so much for her Majesty's proclamation, and all for the benefit of seeing another Federal government established the corner stone of which is to be slavery-and its capital continued the Commodere to be that port at which when British trading vessels in former days arrived, they were subject to the degrading process of seeing part of their crews that bad any nigger blood in their veins forcibly taken out of the ships, locked up until they were ready for sailing, and then returned on board. Thus, in addition to the insulting nature of the deed itself, they lost the services of those men !

And had they no redress ? asked the Chairman.

None, returned the Commodore. When the degrading measure was complained of in the House of Commons, the answer was, it was the "custom," and knowing it they must put up with it when they go there!

A custom, grand custom like his Majesty's of Dahoma-not to be dispensed with. But they say that the Commodore on the station is' gone to his Majesty perhaps to feel his pulse on that subject.

So much for the Slave Emporium of the Western world as it would be with British assistance, said the Chairman. Let us turn to the assistance of another kind sent to our unfortunate Lancashire operatives from the land of freedom. The George Griswold has arrived at Liverpool, and has been received as she should be. He had not heard of the distribution of the good things brought by her, but he doubted not they would be disposed of properly. And he heard that another ship load was on its way from the same part of the world,

But in reference to the contrast between these matters, so much to the discredit of our country, observed Albert, he was of opinion, that our part had been taken by a few adventurers whose ill success in the cause of slavery would be matter for rejoicing among the people of NO. 3.-VOL. XXXII.

this country-for they had spoken out on this subject, and that pretty plainly. And as they were then at Liverpool, he would point to the chairman's address of a large meeting that had taken place there since the arrival of the George Griswold.

[We regret being compelled to reserve this for our next.--ED.

Nautical Notices.
PARTICULARS OF Lights RECENTLY ESTABLISHED.

(Continued from page 111.)

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(a.) 4.-The Belgian Government has recently placed two beacon buoys on the banks off the coast of Belgium, as follows:

East Dyck Bank.-A large red buoy, in right fathoms, with staff, carrying a black inverted cone with the word “Dyck” on it'in white letters, at the N. E. end of the East Dyck or Cliff-d'Islande Bank, Dunkerque light bearing S.W. S. twenty miles; and Ostende light S.E. sixteen miles.

West Hinder Bank.— A large black buoy, in twelve fathoms, with staff, also carrying a red ball with the letters “W. H.” in white on it, at the S.W. end of the West Hinder, with Ostende light bearing S.E. distant twenty miles; and Dunkerque light S.S.W.; W. twenty-one miles.

*These two buoys are in line with Ostende light, and four miles apart. They mark the deep water channel to and from the Schelde, and are visible distant three miles. “A pilot boat cruises off Ostende.

Bearings magnetic. Variation 19° 25' West in 1863.

The LIGHTNING Rocksat the Entrance of Port Phillip. "The discovery of these rocks is thus related in a letter from Melbourne of the 25th December :

I must not close without distinctly calling the attention of your mercantile and marine readers especially to a very curious and late discovery respecting our portma discovery which yet might not have been made for many years to come but for an accident. The clipper ship Lightning, while passing between Port Phillip Heads a few days back on her voyage homeward to England (the pilot still being on board), experienced a smart shock, as if she bad touched ground. This, however, was deemed impossible; the vessel proceeded to sea, and all sorts of theories were started among as to explain the phenomenon, among them an earthquake being rather a favourite. On a careful survey of the spot, however, being made, two patches of rocks were discovered (close to which during the last twenty years some thousands of large vessels must have passed), one of which, it is now certain, the Lightning touched. I therefore append our Government Gazette report, giving the precise position of the rocks, and sailing directions, which as yet cannot have appeared in any English paper :Department of Ports and Harbours, Williamstown,

December 20th, 1862. Masters of vessels, pilots, and others navigating the entrance of Port Phillip are hereby informed that two patches of sunken roeks have been found outside of Point Nepean; the positions of which have been accurately defined, their neighbourhood and the entrance thoroughly sounded over, by Commander Cox, R.N., Admiralty Surveyor.

These rocky patches are nearly 170 fathoms apart, about N.W.b.W. and S.E.B.E. from each other : a line passing through the tidal flagstaff and the Point Lonsdale red ball beacon leads over the middle of both patches. The eastern patch is about fifteen fathoms in extent, with only twenty-nine feet over its shoalest part and seven and eight fathoms close to. It is eight-tenths of a mile S.W.b.W. from the red beacon on Nepean dry rock, and about one mile and four-tenths S.E.B.E. from Point Lonsdale flagstaff.

The western patch is about one-third larger than the other, and is the most dangerous, being nearer the fairway, and having only sixteen feet on the shoalest rock, which rises abruptly in eight fathoms. At about twenty fathoms to the southward of it there is another rock, with only twenty-four feet over it. The western patch lies about nine-tenths of a mile W.S.W. from the red beacon on Nepean dry rock, and about one mile and one-tenth S.E.B.E. from the Lonsdale flagstaff.

To avoid these dangers, vessels going in or out should endeavour to keep to the westward of them both.

Directions to Clear both Patches.-Keep the new high lighthouse just open to the westward of the old low lighthouse until you open Point Lonsdale telegraph station well out to the northward of the tidal flagstaff, when going in, and well out to the southward of the tidal flagstaff when going out.

Note. When the lights of the new lighthouses are doing duty, of which notice will be given, a stone obelisk, coloured red, will beerected in the place of the old low lighthouse, and will then become one clearing mark for these dangers and the Corsair Rock. All bearings are magnetic, and depths at low water, spring tides.

CHARLES FERGUSON, Chief Harbour-Master.

CORRECTIONS FOR “ AUSTRALIAN DIRECTORY." The following corrections to be applied to the Admiralty Australian Directory, Vol. 11., 1859, have been drawn up by Lieutenant G. P. Heath, R.N., Portmaster and Marine Surveyor, and approved by the Marine Board of Queensland. Page 45, par. S.W. Banks.—Fifth line, after “ Banks” insert "on · which a red buoy is now placed.” Page 45, par. Yules Roads.--Last line, after “ the shore” add“ a red

buoy is placed on its eastern extremity.” Page 47, par. Brisbane Bar.–First line, for "3 feet" read “4 feet." Page 47, third line, after “Uniacke Point,” read to cross the bar,

keep Mount Gravatt on with a small dip in the near bushes to the westward of the entrance of the river, until within half a cable's length of the line of red buoys marking the eastern limit of the channel to be dredged, when haul up to the southward and pass between the red buoys and the East beacon, and at a distance of half a cable to the eastward of the lightship. The channel then lies between a red and a white beacon half a

mile to the southward.” Page 48, par. Quarantine Ground.-Second line, for “ St. Helena,”

read Peel;” erase from thence as far as paragraph headed

“Soundings." Page 49, line 7, for S.W. W. distant 1} miles, read S.W. a mile. Page 49, erase line 10 and read instead“ Vessels coming from the

southward, requiring pilots, should haul up round the North point of Moreton Island, and keep a good look out for the pilot vessel or boat, as the case may be; the arrival of any vessel off the port, requiring a pilot, being signalled from the lighthouse to the pilot station. Should the wind be to the southward of E.S.E., or the westward of N.N.W., vessels may anchor under Moreton Island in safety (with the yellow patch bearing about

S.E.) from 1 to 1} miles from the beach.” Page 50, line 1, after“ Fathoms,” erase to end of paragraph, and

read instead, “ Buoys are placed, showing the position of both

these banks." Page 50, erase 2nd par., headed “Caution," and read instead, “ N.B.

Strangers making the port of Moreton Bay, would do well to pay attention to any signals made from the lighthouse for their

guidance." Page 50, erase last par. but one, commencing “When Cape Moreton."

AUSTRALIA,—North-East Coast. : i .. Port Curtis.--In entering this port by the North channel it is difficult to distinguish Settlement Point from Gatcombe Head, about three-quarter's of a mile S.W. of it. Beacons should be ereeted as leading marks.

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