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After the publication of the first volume of "White Wings," the late
With characteristic keenness, Sir Henry went into the matter enthusiastically, and the result is a very complete record of the old sailing ship days. When gathering particulars about the very early ships, he was struck by the fact that hitherto the shipping history of the founding of the provinces of New Zealand had never been dealt with in a comprehensive way. This accounts for the first part of the present volume. In the second part, some outstanding voyages are dealt with; and in the third part will be found a list of all other sailing ships bringing passengers to New Zealand up to 1885—that is to say, all those ships not otherwise dealt with in this volume or in the first volume. Naturally, owing to the nature of the matter it has been difficult to classify, but a full index of ships at the end will enable the reader to find any vessel he wishes.
In gathering his information, Sir Henry was indebted to some indefatigable correspondents, notably Mr. williams:
Unfortunately, before the book was ready Sir Henry passed away, and his many readers will join with his friends in regretting that he did not live to see the issue of the second volume of a work that makes a unique record of a picturesque period of New Zealand's history.
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If it had not been for the enterprise and spirit of adventure shown by the men who in 1839 founded the New Zealand Company, New Zealand's history might have been very different, for it was the wholly unauthorised expedition sent out by them that forced the hands of the British Government and compelled it to take the steps that ended in Britain assuming possession of the islands. There were some very determined men on the directorate of the Company, many of them being quite important personages, and not used to having their wishes ignored in the way the Government persisted in doing. While the authorities were humming and ha-ing, the directors of the Company fitted out an expedition and sailed away for New Zealand. That was in 1839.
As a matter of fact, a colonising company had been formed so far back as 1825, the idea being to establish in New Zealand a factory to secure ship's spars and manufacture flax, and a ship, the
As all students of our history are aware, there was a good deal of friction between Hobson and the heads of the Company at Port Nicholson, but that is a matter rather outside the province of the present subject, which is a connected story of the ships that brought the first settlers to Wellington. In compiling the story I have been fortunate in obtaining invaluable information from
The attitude of the British Government to the Company was that no Government could view with complacency a body of its own subjects proceeding to a foreign country to purchase large tracts of land, and to establish a system of Government, independent of the authority of the Government of the country to which the aforesaid body belonged. To this challenge the Company threw down the gauntlet, and despatched the ship Tory, with an agent, to purchase land from the natives. A fast, well-built craft of 382 tons, she was armed with eight guns and small arms for all the ship's company, and filled with ample stores and provisions, and goods for
Head and front of the New Zealand Company was
On May 5th, 1839, the
Calling at Plymouth, the
Twenty-six days after leaving Plymouth she crossed the Equator. Chaffers, being an old Navy man, was anxious to try the ship against a man-of-war, but he never had the luck to fall in with one. However, he consoled himself by overhauling and passing everything that he sighted bound in the same direction, including a large Spanish ship of 900 tons named the Colon, whose name is thus oddly enough perpetuated owing to the sporting instincts of the ex-R.N. skipper of the saucy Tory.
In six weeks the ship was off Rio de Janeiro, and the longitude of the Cape of Good Hope was crossed just two days under two months out from Plymouth. Thence Chaffers set a course that took him well to the south of the fortieth parallel, and he struck most unpleasant weather, most of it coming from the wrong direction.
A landfall was made a little south of Cape Farewell on August 16th. Chaffers then stood to the north, and next day, when off Jackson's Head, the ship was visited by some natives, who paddled off in their canoes. That night the anchor was dropped off Ship Cove, Cook's favourite refitting place, and next day, Sunday, August 18th, the
When Barrett heard that the
Next morning Wakefield and a small party went up the Heretaunga, or
Wakefield made a close inspection of the land as he was paddled up the river, and saw from the nature of the soil and the results of the Maori cultivations that it was very fertile. Well satisfied, Wakefield decided to buy, and the natives expressed themselves anxious for the white people to settle among them.
the
We are reminded here of the notorious scamp
But to return to Port Nicholson. On the 23rd of September Wakefield, his nephew, Barrett, and others of the
But we are going ahead too quickly. After a long korero, interrupted at noon by a feast provided by the vendors, the negotiations were broken off, to be resumed next day at Petone. After more talk, it was pretty clear that there was a majority in favour of the sale, and to hurry up matters Wakefield suggested that the chiefs should go aboard the
It was a strange assortment, and the chiefs were rather in a fog as to how to apportion them to the six minor tribes who were concerned in the land. Wakefield advised them to lay the stuff out in lots on the deck, and this idea was adopted. Stout-hearted Puakawa made his last rhetorical effort at this stage, and this brought about a renewal of the talk between the Maoris, and once more Wakefield had to see his brown clients depart with the sale still in the air.
Next day, however, the 27th, saw the Maoris come up to the scratch, but not before Wakefield had to add to the heap another case of muskets, making a total of 120 of these weapons, which no doubt did excellent execution subsequently. Wharepouri carried out most impartially the apportioning of the multifarious collection of goods, from guns to Jew's harps, sealing-wax and nightcaps, only keeping for himself some powder and cartridges.
It was then that Puakawa succumbed, and when the heterogeneous stuff was loaded into the ship's boats and taken ashore Puakawa had his share of the spoil.
Before the "utu" (payment) was removed the various chiefs signed or made their mark on the deed of purchase, which was properly drawn up and duly executed, on the deck of the
Next day was stormy, but on the Sunday Wakefield, in company with Wharepouri, paid a round of visits to the late landlords, and found them well satisfied with what they had received. At the invitation of Wakefield the Maoris gathered in force at Petone the following day, September 30th, and witnessed an interesting ceremony. In the afternoon Wakefield and his party came ashore, and were received by a crowd of about three hundred Maoris, the men being armed with muskets and tomahawks. This mob was divided into two parties, one led by Wharepouri and the other by a chief named Te Kaeaea, who lived at Kaiwharawhara, or Kaiwarra as we call it to-day, with our total disregard of the musical Maori syllables.
A tall flagstaff had been erected, and from this was flown the flag brought out by the
So soon as the flag was run up the
It is just as well to remember that everything had been done by the Company off its own bat, even to the hoisting of the flag, and it is not surprising to find that the leaders afterwards came into conflict with Governor Hobson, whose deputy,
There is no doubt he did favour the North, and tried to induce the people bound for Nelson to settle at Mahurangi, in the Hauraki Gulf, instead. However, these wrangles between North and South, which figure so prominently in the annals of the early settlement of Wellington, are no disgrace to either side. Hobson did everything as the representative of the Crown, and even if the people at Port Nicholson did want to "run the show," their enthusiasm only shows to what a vigorous type of people the present generation owes the wonderful legacy it has inherited.
Of course law and order were bound to win in the end, and the upshot of this struggle between Company and Crown was that the Company waived its rights—which, it must be confessed, were never too secure—and received a certain amount of land for the money that it had actually expended in establishing settlement in the colony, the ratio being one acre for every five shillings expended.
After the Wairau massacre, in the winter of 1843, the troubles of the Company increased tenfold. Their main difficulty had been to carry on negotiations with the natives for the sale of land—negotiations which were steadily discouraged by the Colonial Office. After the massacre pakeha prestige receded, and the affairs of the Company became more and more involved. On all sides they were beset with claims for compensation and redress, and their capital was all expended. As a last resort the Company in 1849 claimed compensation from the Imperial Government, and eventually after protracted inquiries and investigations the Government, in 1852, fixed the amount of compensation to be paid the Company at £200,000, a sum which was settled as a debt on the waste lands of New Zealand. Such was the inglorious end of the New Zealand Company.
Opinions differ as to whether the Company was a beneficent or an evil influence on the colony. Swainson, in "New Zealand and Its Colonisation," wrote: "Taking a general view of their proceedings, it must be accorded to the New Zealand Company that but for their timely and zealous efforts New Zealand might have been lost to the British Crown; that they hastened the measures too tardily taken for its colonisation; and that they colonised it at several points with some of the finest settlers who ever left the parent State."
After the Wellington transaction was settled, Wakefield left a person in charge of the Company's interests, and then went voyaging in the
By the time Wakefield called a halt he had "purchased" for the Company all the land from Aotea Harbour, in the North Island, to Hokitika, on the west coast, and from Whareame, in the North Island, to the Hurunui River, in the South Island, on the east coast. It is recorded that the goods given by the Company's agent for this vast territory were valued at £8,983, and comprised a strange list of articles, a list of which is worth giving—300 red blankets, 200 muskets, 16 single-barrelled guns, 8 double-barrelled guns, 2 tierces of tobacco, 148 iron pots, 6 cases of soap, 15 fowling-pieces, 81 kegs of gunpowder, 2 casks of ball cartridges, 200 cartouche boxes, 300 tomahawks, 2 cases of pipes, 10 gross of pipes, 72 spades, 100 steel axes, 20 axes, 46 adzes, 3,200 fish-hooks, 24 bullet moulds, 1,500 flints, 276 shirts, 92 jackets, 92 pairs of trousers, 60 red nightcaps, 300 yards cotton duck, 300 yards of check, 200 yards of print, 480 pocket handkerchiefs, 72 writing slates, 600 pencils, 204 looking-glasses, 276 pocket knives, 204 pairs of scissors, 12 pairs of shoes, 12 hats, 6lb beads, 12 hair umbrellas, 100 yards ribbon, 144 Jews' harps, 36 razors, 180 dressing combs, 72 hoes, 2 suits superfine clothes, 36 shaving boxes, 12 shaving brushes, 12 sticks sealing-wax, 11 quires cartridge paper, 12 flushing coats, 24 combs.
Before he left England Wakefield, not knowing where the Company's settlement would be located, had arranged that the emigrants who were to sail in August should rendezvous at Port Hardy, in Cook Strait, in January, 1840. Off the Kaipara the
The last information available of the historic Tory is that, commanded by her chief mate, Richard Lowry, she sailed for Sydney from Port Nicholson on April 19th, 1840, and on arrival there was repaired and overhauled in the Darling Harbour. She was then laid on to convey a cargo of China tea to England, but was totally wrecked in the September following while voyaging between Singapore and China.
There has always been a difference of opinion as to the proper date upon which to celebrate the anniversary of the foundation of the colony. In the North we keep January 29th, the day Hobson landed at the Bay of Islands. The opponents of this date adhere to the 22nd of January, the day the first of the New Zealand Company's settlers landed at Wellington. It is pointed out that not a single colonist accompanied Hobson when he arrived. "It is the colonists that make the colony," said one champion of January 22nd, referring to the landing at Wellington, "surely it is the landing of these, rather than a few officials at the Bay of Islands at a later date, which makes the birth of a nation." So we see that the dispute is really a matter between an official landing and the actual landing of the first party that set out from the Old Land with the definite intention of establishing a settlement in New Zealand.
When it started out to found a settlement in Maoriland the New Zealand Company did not do the thing by halves, and the management seems to have been most excellent all the way through. There was none of the rather haphazard sort of thing we read about in such a settlement as that of the Albertlanders, which was inaugurated some twenty years later. The New Zealand Company pushed on with energy, and during 1839 chartered and dispatched ten vessels with over eleven hundred settlers.
It was the
As nothing definite was known as to the location of the settlement when the
The
There seems to have been nothing definite left in the way of instructions as to where the surveyors were to begin their work on the future location of the settlement town. This "town" figures much in the early history of the Company. Each settler was to get so much farming land and one town acre. It is said there were so many one-acre lots to provide for in the small area of land that was eventually selected for the site of Wellington that some of the space originally intended for streets had to be appropriated, and that is given as the explanation of the exceeding narrowness of many of the Wellington thoroughfares.
Not having definite instructions, the surveyors would no doubt use their own judgment, and it is not surprising that they started work in the Hutt Valley, but before doing so they ran out a small jetty off Petone Beach in order that the expected settlers might land more conveniently.
We now come to the point in our story where the actual settlers began to arrive. I propose to deal with the ships that arrived up to the end of 1841, as the people who came in them all settled in Wellington. After the Clydeside, which arrived in October of that year, the immigrants, though still belonging to the one general scheme of colonisation, were sent over to the South Island, where they started the settlement of Nelson, another of the Company's ventures. The ships, in the order in which they left the Old Country, were:—
Sketch Of The Te Aro End Of Port Nicholson In 1842.
Antilla brig brought passengers from Prince Rupert, wrecked at Capetown, on the way out from London to Wellington.
Taking the emigrant vessels, not in the order of sailing from England, but in the order of their arrival at Port Nicholson, we have first the
Wellington people have had the good taste to give the names of their first fleet ships to various streets, and the result is that wherever one goes in the town there is a name that recalls the stirring days when the city was born. Aurora, Oriental, Tory, Cuba, Adelaide, Bolton, and so on—you will find them all figuring on the street name-plates, and you cannot help thinking it is fitting and proper that the "old barkies" should have their memories perpetuated in this way. One could only wish that the younger generations knew a little more about the real meaning of these names.
Like all the ships of the New Zealand Company, the
The passengers, being all picked settlers, had no difficulty in amusing themselves on the long voyage, and we read of the dancing and other forms of entertainment which are very much the sort of thing with which the immigrants of to-day amuse themselves on their brief run in steamers that keep to a time-table.
On the whole the weather was good, but off the Cape of Good Hope and in the Southern Ocean some heavy gales were encountered, and the ship lost a topmast or two, as well as a yardarm. She was a good sea boat,
It was not until January 17th that New Zealand was sighted, and on that day the ship entered Port Hardy. There a whaler named McLaren gave Colonel Wakefield's message, which was to go on to Port Nicholson. The
Piloted by Captain "Georgie" Young, the well-known whaler, the
This epoch-making voyage of the
First ship to sail from London, and second to reach Port Nicholson, was the
Sailing from Gravesend on September 15th, 1839, and Deal six days later, she called at the island of Santiago, Cape Verde Group, and that was the last land seen until on January 22nd she entered Port Hardy, that being the day the
It was not until the 29th that the ship was off Port Nicholson, and then the wind failed. Captain Wilson was a good deal perplexed by the long line of rocks that runs right out from Sinclair Head, and next day he sent the mate away in the cutter to investigate. Of course the mate soon discovered the entrance, but there was no wind, the weather was thick, and there was a strong ebb tide, so the anchor was dropped. The following morning Colonel Wakefield came out in a ship's boat, bringing with him a pilot. Though there was a head wind, the
Then began the work of disembarking. For a few days the weather was rough, but on the 3rd of February a fine spell set in. It was decided to settle the new arrivals on the banks of the
The third arrival at Port Nicholson was the
After leaving Gravesend the ship called at Plymouth, whence she sailed on October 5th, and dropped anchor on February 7th, 1840, a voyage of 125 days from Plymouth. In common with all the first fleet ships, the "Duke" made first of all for Port Hardy for orders. There was a strong gale from the south-east when she arrived off the port, and during a squall the vessel made an extra heavy lurch, which threw Captain Thomson into the sea. Every effort was made to rescue him, but there was too much sea on for a boat to live.
Very little is left on record concerning the arrival of the "Duke." Two trifling incidents are, however, recalled. One was that at the time a whale and calf happened to come into the harbour, and went gambolling about between Somes Island and the eastern side of the harbour. The other incident happened on the Sunday after the vessel got into port. Those people left on board, wishing to go to church, put off in the boats, but unfortunately the tide was out, and between them and the jetty at Petone Beach was a stretch of very shoal water. Dressed in their Sunday best, the new chums did not know what to do, but the good-natured natives came to the rescue. Taking the pakehas on their backs, they carried them ashore clean and dry, but as the brown men had thrown off their mats and other garments before entering the water the ladies of the party were more than a little confused.
The "Duke" made the third vessel of the fleet to reach Port Nicholson, and by that time the foreshore at Petone had become a busy locality. Tents were supplemented by shanties of various descriptions, but some of the whares put up with the help of the Maoris were of a more ambitious character, and so well built that they lasted several years. Round about this somewhat incongruous camp-settlement the belongings of the settlers were scattered, and as there were by this time about 500 white people ashore the scene was decidedly animated.
A teak-built craft of 640 tons, the
Leaving London on September 18th, the same date as the
When the passengers went ashore at Petone they found the low-lying lands flooded to a depth of two or three feet, and the unfortunate settlers taking refuge on the higher land wherever they could find any. Dr. Evans and some of the other officials, after having had a look round the harbour, voted emphatically against Petone as the site for the city and he insisted on a move over to the southern shore. It seems that before this Wakefield had pitched on Thorndon as a good site, but apparently when the surveyors arrived they were either not informed of his views or there was some misunderstanding, for they set to work on the Petone site.
Dr. Evans was so insistent, that the
As the land where the
Having reached the site of the modern Wellington, it is a convenient time to explain that originally the name of the city the New Zealand Company planned for Port Nicholson was "Britannia," which in August, 1840, was approved by Governor Hobson. Within a few months, however, it was changed to Wellington, and the "New Zealand Gazette and Britannia Spectator," in explaining the change, said that the directors of the Company had always contemplated calling the city after "the illustrious warrior of modern times, an intention that was entertained in gratitude for his having given life to the great principle of colonisation."
Omitting the
Sailing from Greenock, the ship went north-about round Ireland, and in sixteen days was off Madeira. Four days later she entered the tropics, where a death occurred—that of a boy ten years of age, who got a sunstroke. The only other incident of domestic interest was a wedding, which was celebrated on Christmas Day. One of the passengers was a farmer, about fifty years of age, and comfortably stout, who was coming out to start a farm in the new land, and among his "impedimenta" was a bonny Scots lass, who was one of his dairymaids. Shipboard life seems singularly conducive to flirtation, and it was not surprising that the lassie showed signs of losing her heart to one of the young men on board. There was talk of an engagement. The elderly farmer, with true Scots shrewdness, saved his dairymaid, and the passage money he had paid for her, by offering to marry her himself, and the lassie being willing—he was fairly well blessed with the bawbees—he decided to leave nothing to chance, and induced the captain to marry them right away.
Except for a gale in the Bay of Biscay the voyage was a fine weather one, and the ship made good time. On February 10th, 1840, land was sighted—the West Coast of the South Island, about 100 miles south of Cook Strait. When she called at D'Urville Island for instructions, a volley of cannon was fired, but there was no sign of the Company's agent. A canoe with four Maori men and three women came alongside with a pig, some fish, and some potatoes. Fresh food was a luxury on a ship that was over one hundred days out, so bargains were soon made. The price of the produce was four baskets of potatoes for a shirt, and the pig changed hands for a counterpane. While this bartering was going on the women on board had a lot of fun dressing the Maori women in gowns and those large white caps called "mutches" in Scotland.
Learning from the natives that the other ships had gone to Port Nicholson, the
For some time after the arrival of the
Fortunately the weather was the only discomfort against which the people had to contend, for there was no lack of stores. Whatever their shortcomings, the heads of the New Zealand Company were not stingy, for their ships were always well provisioned, and ample stores of food were kept at Port Nicholson. For fresh provisions there were the Maoris to depend upon for pigs and fish and potatoes, and cattle and sheep soon began to arrive from across the Tasman Sea, for the large numbers of people being sent out were bound to rapidly attract trade.
Such was the rush of people to emigrate to New Zealand that they could not all be accommodated on the ships already chartered by the Company, and an additional vessel put on the berth, to take those who had been shut out of previous ships, was the
Although she registered only 250 tons, the ship Brougham, Captain George Kettlewell, put on to take stores shut out of the
Leaving Gravesend on February 16th, 1840, she dropped anchor in Port Nicholson on June 25th. She brought a full cargo of stores and
Both Wellington and Auckland are interested in the ship Platina, 350 tons,
When this strange consignment left England there was nothing definite as to where Hobson was likely to set up the centre of Government, and so instructions were sent out by the London Board of Directors of the Company that its representatives in New Zealand were to see that the house was delivered to whatever place His Excellency should decide upon. Wellington was so easily first in importance in the matter of settlement that it was confidently thought by interested people that the Governor would live there, or at any rate somewhere on the shores of Cook Strait, but Hobson had fixed on the Waitemata as the seat of Government, and so the Wellington people—reluctantly, no doubt—had to dispatch the
She entered the Waitemata by the Eastern, or Motuihi, Passage, and in doing so very nearly left her bones on Bean Rock reef. Running right out in the mouth of the harbour, this reef was always a source of anxiety to incoming shipmasters. The
In considering this matter of the seat of Government we must remember that although "Hobson's choice" was undoubtedly sound according to his views of the affairs of the very infant colony, there was good reason why Cook Strait people should have expected the frame house to be unloaded down their way instead of being sent up to the ferny wastes of the Waitemata. When Hobson first arrived in New Zealand there were only 300 white people at the Bay of Islands, and at that time the New Zealand Company was pouring its settlers into the country further south. Auckland was not at that stage even thought of. In the middle of 1842 we find that there were 2000 people in Auckland, 5000 at Wellington, 2000 at Nelson, and 800 at Taranaki—all, with the exception of the Auckland people, brought out either directly or indirectly by the Company.
Although she left London at the end of 1839, the
Shortly after the
It was by the
This splendid Liverpool-built ship had been constructed expressly for the passenger trade. She had a very spacious poop, with a height ofA Very Early View Of Port Nicholson And The Town Of Wellington.
The end of the
When the ship London, 700 tons,
This fine frigate-built ship had been turned out from the dockyards for the conveyance of passengers to and from Calcutta.
Thoroughly English as the New Zealand Company was in its foundation and organisation, its leaders well knew the value of the Scot as a pioneer, so it is not surprising to find a second ship being put on to sail from the Clyde. It will be remembered that the
First of the arrivals in the year 1841 was the fine River-built ship Slains Castle, which came into port on January 25th, after a passage of 133 days, having sailed from Gravesend on September 14th, 1840. She was a vessel of 500 tons, and was commanded by
An interesting story of the
Although not the biggest ship that came out to New Zealand, the
Running short of water, she put into Hobart on February 27th, and while she lay there great inducements were held out to the people to disembark and make their homes in Tasmania instead of going on to the wilds of New Zealand. But they wisely decided to stick to the ship, which left on March 5th, and they eventually arrived in Wellington on March 17th. Among the cabin passengers was
It was stated that a finer body of British people than the
An excellent passage was made out to the infant settlement by the Company's fast-sailing schooner named the
The
The emigrant ship
The privately-owned barque Jane, 356 tons,
The New Zealand Company's chartered ship,
The passenger accommodation on this vessel was devoted exclusively to young couples.
The ill-fated barque
The New Zealand Company's chartered ship Gertrude, 560 tons,
The brig Antilla, 283 tons, Captain Burnett, arrived at Wellington from Sydney on December 8th, 1841, and among her passengers was
Quite seventy of the emigrants, finding themselves stranded in Cape Colony, accepted the offer of the Hon. Mr. Porter, H.M. Attorney-General at Capetown, to take up their residence there. The rest came on to New Zealand in the
Out of eighty-two vessels dispatched to New Zealand by the New Zealand Company up to 1848, the
The
The barque Clydeside, 236 tons, privately owned, and commanded by
Poor Captain Hobson was a very worried man when he landed in New Zealand. Britain had been forced into taking over responsibility for these far-away, very-little-known islands by the precipitate action of the New Zealand Company in sending out colonists to Wellington. Hobson was dispatched hot haste to assert British sovereignty, for it would never have done to allow a band of British people to force themselves into the home of the Maori, and "purchase" land by the square mile. The company officials, from the masterful Wakefield downwards, wanted to carry things with a high hand right from the start. They considered Hobson should not have hesitated a moment, but should have located himself and his Government House on the shores of Port Nicholson. On paper, of course, there was no question about it, for out of the 4000-and-odd whites then in New Zealand, over half of them were living on the shores of Cook Straits—Wellington alone accounting for 1600. In the Bay of Islands, where Hobson assumed possession of the islands, there were only about 600 whites altogether.
There was latent hostility between the British Government and the New Zealand Company. The methods of the company in dealing with the natives were not altogether approved, and the promoters were looked upon as nothing much better than a lot of land sharks. Under the circumstances, it was not surprising that Hobson held himself aloof from the Port Nicholson people and all their works, and sought to establish his capital and the centre of government in the north, away from these trouble-makers, who had money and friends (and also the ear of the Press) in the Old Country.
Hobson first picked upon a spot between the present Russell and Kawakawa. At that time Kororareka, on the pretty little curving beach which to-day practically makes up Russell, was the centre of what population existed in the Bay of Islands. Seeing that the site was not large enough for a capital, Hobson went further up the bay, and bought a tract of land from Captain Clendon. Hobson was quick enough to realise that he had made a mistake, and he immediately set out to seek a site elsewhere. He went across to Hokianga, where he indicated a spot suitable for a township, but not a capital, and then made for the isthmus between the Waitemata and the Manukau, which had been strongly recommended to him by
Hobson fell in love with the isthmus at once, and decided to make it the seat of government. He arrived in the Waitemata on February 21, 1840, from which day we must begin the story of the
But to go back a little. When Hobson gazed over the ferny wastes that stretched from Waitemata to Manukau, the fertile, often-fought-for isthmus was deserted except for a few Maoris down at Orakei, where there has always been a few of them living, even up to to-day. In the eighteenth century the isthmus was the scene of a bloody struggle between the Waiohua, the "tangata whenua," or people who lived on the land, and a hostile tribe from the Kaipara. The Waiohua were wiped out, but in after years the same fate befell the conquerors. When, in the early part of the nineteenth century, the Ngapuhi came raiding south with their newly-acquired firearms, the Tamaki isthmus was again devastated, and so it happened that when Hobson arrived in 1840 he found the place practically deserted, the Orakei natives and a few others on the Manukau side being all that remained.
There was not much difficulty in getting the natives to part with as much land as the white men wanted, but Hobson saw to it that the transaction was conducted on more regular lines than those of some of the transactions down Port Nicholson way.
When Hobson got back to the Bay of Islands after deciding upon Auckland, he wrote to the British Government, telling what he had done, and then set about laying out his capital. The barque
As explained in the account of the founding of Wellington, the British Government sent out, in sections, a Government House for Hobson, "per favour" of the New Zealand Company, with instructions that it was to be forwarded to the place Hobson should decide upon for his capital.
When the
It was on September 18, at 1 p.m., that Captain Symonds, as chief magistrate, hoisted the British flag on a staff which had been erected on a bold promontory commanding a view of the entire harbour. The flag was saluted with twenty-one guns from the
After the ceremony the party returned to the
The news that Auckland had been made the capital of New Zealand soon drew people from other parts of the colony, and also from Australia, and the town grew up rapidly.
The bay to the east of Point Britomart was fixed upon by the officials for their place of residence, and so it became known as Official Bay. It was from this bay that the old Wynyard Pier used to run out. Of course, the whole waterfront thereabouts has been reclaimed many chains out to sea, just as it has been right round to Freeman's Bay, but when Hobson landed the waterfront in Official Bay would be about where Beach Road now runs. Store Bay, or Commercial Bay, as it was afterwards called, was right off the end of the present Queen Street, and there the business people set up their tents. Where the Maori hostelry now stands in Beach Road, just before you come to Stanley Street, there used to be a fine bay, which was called Mechanics' Bay, from the fact that a number of trades were carried on there. In that bay the first saw-pit was set up, and there was sawn the timber used in the first wooden building erected in Auckland—the Government store, which stood just about at the foot of the present Shortland Street. It was this store that gave the first name to the bay.
At that time the lower end of Queen Street was a swamp, with flax and manuka scrub, and the tide backed up the creek as far as the present Durham Street.
A Very Early View Of Auckland From The Water.
Before the end of the year the population of the township was increased by the arrival of the barque Chelydra, with about forty passengers, mostly mechanics, who came over from Sydney. This vessel was owned and sailed by Captain Smale, who bought some land at the bottom of Albert Street, and after whom Smale's Point was named. Not only has the name disappeared, but the very point itself has gone. It used to run out from Albert Street, and formed the western horn of Commercial Bay. Britomart Point, named after H.M.s. Britomart, then in these waters, has also disappeared, and in fact the whole waterfront, for a stretch of over two miles, has been altered as to be quite unrecognisable.
The
There were no wharves, and the cargo from the
The barque Chelydra made several voyages between Sydney and Auckland in 1840 and 1841, and brought over a good many mechanics. Among other vessels which arrived were the
It is perhaps unnecessary to repeat the oft-told story that Auckland was named after Lord Auckland, the Governor-General of India. Eden, the family name of Lord Auckland, was given to Maungawhau, the fine volcanic peak, which is the highest on the isthmus.
No sooner had Auckland been fairly started than Hobson communicated with the Home Government, pointing out how necessary it was to direct settlers to the Waitemata. Many people had come down from the Bay of Islands when the capital was shifted, and others came over from Australia, but the first organised party of immigrants to reach Auckland was that on board the two vessels, the
In reviving the story of Auckland, I have been fortunate in coming across a copy of a most interesting diary kept by the late Robert Graham. He was a passenger by the
In the cabin there was every chance for people to get heartily sick of each other during a voyage of sixteen weeks, and the wonder is that they agreed so well. Among the emigrants by the Duchess and the
Nowadays everything goes like clockwork on board the big steamers, and the journey is so short that there is hardly time for the novelty to wear off. In the old days, the captain was responsible for several hundred people, and many thousands of pounds' worth of vessel and cargo, for many weeks at a time. Some skippers fulfilled the duty in such a way that they not only won the respect of their cabin passengers, but the thanks of the emigrants, and the gruff admiration of the tough customers who inhabited the fo'c'sle.
We are apt to forget what exceptional men these old-time skippers must have been to rule their floating kingdoms and bring them safe to shore. It is to show what a complicated sort of business sixteen weeks at sea in the 'forties could be that I have gone into such detail from this most interesting diary, and have revived the story of the eccentric Irishman and his bride, the dancings on the poop, the blind man's buff, the drunken sailor who had to be put in irons, and all the other happenings which are so naively and so clearly put down by this observant young Scotsman.
Robert Graham was a leader of men, and did much for his adopted country.
They seem to have been keen on firing off cannon in those days. The Jane Gifford was lying at anchor at the Tail of the Bank, about two miles from Greenock pier, when Mr. Graham went aboard. The tug came alongside, the anchor was raised, "a cannon was fired, and
Next day we read, "The doctor officiated to-day in the English style. The whole of the passengers paid great attention to the solemn service. After concluding, the doctor told them he was glad to see them pay so much attention. He told them it was his duty to report their conduct, and trusted they would see the propriety of behaving in an orderly manner, assuring them that by so doing it would tend to both their present and future comfort.
"The doctor then told me of a rather disagreeable feeling prevailing between Mr. D. (a cabin passenger) and himself. Last night when Mrs. D. was going into her room she could not get the door open, and the doctor through politeness opened it for her. Mr. D. on seeing this came up to him and told him he had better not use such familiarity with his wife in future or he would kick him. Since this event the doctor has never exchanged words with either Mr. or Mrs. D."
In the cabin, besides young Graham and his room-mate, a Mr. Webster, there were this Mr. and Mrs. D., "Irish people going out to cultivate land they had got in New Zealand," a Mr. Mitchell who had a great quantity of goods and was going out to begin storekeeping in New Zealand, and a Mr. Adams and his sister, "a very amiable young lady." Altogether there were 296 people on the
"June 20. The vessel is rocking to-day, and the doctor says there are about 200 sick people on board."
The weather continued squally for a couple of days and the emigrants had rather a trying time, finding their sea legs and getting over sea-sickness.
"June 22. Mr. D. told me how he was situated with regard to the doctor. He said he had met the doctor at two parties before coming aboard, and he seemed to pay more attention to his wife than he would tolerate. He said he was an Irishman both by birth and by nature, and he could not disgrace either himself or his country by being taken advantage of by anyone, and that he would take the first favourable opportunity he could get and kick him."
Mr. Graham tried to placate the fiery Irishman, but to no purpose, for under date Sunday, June 26, we read, "Just as we were rising from dinner to-day Mr. D. went very coolly forward to the doctor, gave him a severe blow on the nose with his fist, and commenced kicking, when the captain ran forward and stopped him. Mr. D. took his lady in his arms and away into his own room. The doctor's nose ran with blood profusely and for a few seconds he was almost insensible …. During the afternoon several notes passed between Mr. D. and the doctor, and as we were going to bed the captain found out that they had agreed to fight a duel in the morning. He told us we might all go to bed and he would walk on deck the whole night and prevent any such affair taking place …. About
"Monday, June 27. Very calm this morning … In the evening we proposed to have a dance and got a few of the very respectable young emigrant girls upon the poop and danced for a couple of hours. Afterwards we went to the cabin, and sang for another hour, and we all seemed to enjoy each other's company. This has been a very pleasant day upon the whole, and I am now beginning to find out that I can enjoy myself as well on sea as on land."
"Tuesday, June 28. Mr. McNair, the teacher, formed the children into classes to-day. He teaches the boys and Miss Adam teaches the girls. There are a great many books and slates for their use. There is also a library for the passengers."
"The captain and Mr. D. have been exchanging cards to-day. The captain tells me he has come to the conclusion that Mr. D. and his lady will have the privilege of going on deck but they are to take their provisions in their own room. Mrs. D. thinks that her husband is in the wrong, and as they are only a month married Mrs. D. looks forward for a miserable life."
"We get up at 8 in the morning, breakfast at 9, dine at 3, tea at 7, and go to bed at 11 p.m."
"Friday, July 1. We intimated to our dancing partners this forenoon that we intended to have a dance in the evening, and after getting our young friends mustered we found that Snowball, our black cook, who fiddles to us, had got grog and was in an unfit state to appear at the dancing ball. We according had no other shift but have a singing concert.
"Saturday, July 2. This morning we had porridge and milk at breakfast. They were very nice, and I expressed a wish that they might be continued. In the evening we had good sport at the game called Blind Man's Buff, singing afterwards."
(The Scots often speak of porridge in the plural. It seems odd to speak of milk when the ship had been so long at sea, but we must remember that the vessels in those days used to carry a cow. This
"Sunday, July 3. We are not making more than 1 mile an hour. We have made a very long passage, only about 800 miles in 14 days. The captain has lost all hope of making up to the
(This Mr. Culpan was grandfather of the late Mr. W. Culpan, of Auckland, who was such a strong supporter of the Old Colonists' Association, which every year celebrates the anniversary of the arrival of the
"Monday, July 4. There are a good many more cases of measles. The hospital is right under the cabin stores, which is a little disagreeable …. We passed a vessel pretty close to-day. The captain hoisted his flag, and they soon returned the compliment, but it was Spanish and on that account we did not converse with them. Half an hour afterwards another one came in sight. As soon as one comes in sight we all get on deck to get a peep through the captain's prospect glass. This vessel came very near us, but when we raised the British flag they raised the Spanish one, which disappointed us very much. They marked the latitude on the side of their vessel, and we did the same, there being nearly a degree of difference between our calculations. This vessel seemed to be laden with fruit. If we had been becalmed as we were the other day it is most likely we should have boarded her… I had a letter prepared in case of a chance of getting it on board."
"Wednesday, July 6.—We have had a nice breeze to-day of favourable wind, and it is supposed by the sailors that we have got into the Trade Winds … Singing sacred music this evening… There was a battle betwixt two married women to-day in the hold. They were turned up on deck to fight it out. One was not SO bold as the other, and it ended after an hour's scolding, not of the most refined description. There are some of them the filthiest class of people I ever beheld."
"Friday, July 8.—To-day the steward brought all the beds and bed-clothes up on the poop to dry. While they were spread out on deck one of the 'prentice sailors went to the mizzen cross-trees with a panful of grease and carefully let it fall; my pillow being right under got a good share. The captain ordered the poor fellow down, and took a piece of rope and flogged him most shamefully. However, I believe it is his duty. There are about seven apprentices, and if the captain were not to show a good example they would soon get the upper hand."
"Monday, July 11.—There is a man on board tattooed after the same style as the Maoris. He was nine years in New Zealand, and has married an English wife merely to get out, as a single man could not easily get a free passage. Last night they quarrelled among themselves, and he told her plainly his object for marrying her, and that he has a wife in New Zealand."
"Tuesday, July 12.—Last night another case of quarrelling broke out betwixt a man and his wife. They were only married a couple of days before the ship sailed. He says he is a Socialist, and as soon as he gets to New Zealand his creed frees him from any future engagement, and he will leave her. There are a few more cases of similar quarrelling; for instance, two young girls got married a day or two previous to the sailing of the vessel, and about the second or third day afterwards they quarrelled, and have not since spoken to their husbands. The two girls sleep in one berth; I am sure one is not more than thirteen years of age."
"Friday, July 15.—Mr. and Mrs. D. came out of their room this evening for the first time since the 29th ulto., he having got a blue eye from the doctor that morning they had the scuffle. Mrs. D. made known to Miss A. that she did not wish any of us to recognise her in case her husband might he displeased… Dancing this evening. The sun sets about 6 o'clock, but we have beautiful moonlight and always remain on deck until 10 o'clock, when the captain orders all below. Of course, the cabin passengers can remain on deck as long as they choose."
The
"Thursday, July 21.—Mr. D. has been accusing his wife of laughing to the doctor, and treating her in such a manner that it is impossible they can put up with each other very long. During last night Mrs. D. took cramp. The doctor said he would give her some medicine. Mr. D. told Miss A. that if the doctor came into the room again he would get something that would make him keep to his own cabin. However, the doctor only handed the medicine in at the door. It is my opinion the man is a little cracked."
The diary mentions measles breaking out among the children, then dysentery, and on Friday, July 22, we read: "Deaths are getting so common that I nearly omitted to take notice of a child that died to-day."
There are several references to passengers being induced to climb up into the rigging, then being seized by the sailors and tied up until they paid forfeit. One of the cabin passengers was tied up in this way for half an hour, "legs and then by the arms," and we are told that
"Sunday, July 24.—The doctor musters all the passengers upon the poop. There are some very matchless couples among the young married people, and some of them have very large families."
"Monday, July 25.—Last night I had the door of my cabin locked from within. To-day has shown enough to condemn Mr. D. as a madman… The captain thinks it necessary to be on the watch at night for the safety of the passengers. Accordingly he and the doctor remained in the cabin room all night, the captain lying on one sofa with a cutlass at his side, and the doctor on the other with a loaded pistol in his pocket. During the night Mr. D. came out of his cabin several times, but seeing the captain and the doctor peaceably went back to his own room. It is on the whole a curious affair."
"Tuesday, July 26.—I overheard the captain say to-day that unless we got an uncommonly quick passage to the Cape we will be obliged to put in there for water . . The captain wished us all to be present in his cabin this evening, as he wished to take into consideration what ought to be done with D."
An arrangement was come to by which Miss A. went into the D.'s cabin with Mrs. D., and Mr. D. took Miss A.'s room, and after that Mr. D. became "more composed."
The ship crossed the line on the 29th.
"Sunday, July 31.—Mr. and Mrs. A. are very religious young people, and we spend the greater part of Sunday reading sermons and other religious books. I consider myself very fortunate in being placed amongst such pious people. What a comfort it is to lie down at night and place our protection in God after spending the Lord's Day in a becoming manner, compared to allowing it to pass in a careless and wicked way, for I am sorry to say I have spent too many in such a manner. However, since I have crossed the Line from the North to the Southern Hemisphere. I trust that I may by the assistance of God cross the line from a life of wickedness into righteousness, and that all my relations that read this may do the same."
This Miss A. was good looking, and the diarist has something uncomplimentary to say later on concerning one of the cabin passengers who took a great interest in religion and her at the same time.
"Thursday, August 4.—The second mate went down into the hold and missed some articles. After making inquiries he found out that two young men had been guilty of taking some sugar, a bottle of gin, some cases of salmon, etc., for which the captain gave them the limited punishment of not getting any sugar, tea, or coffee for a month… I think the cases of fever are all over, and that all the patients are recovering. We had dancing to-night, and I think we will go on our way rejoicing."
"Friday, August 5.—The captain took me in a corner and told me that Mr. D. was jealous of me forming an attachment with his wife, and that in future I had better be on my guard… Such an idea of forming an attachment with Mr. D.'s wife, or any other man's, never for a moment entered my head… Mr. D.'s mind must be in a very strange state. He cannot rest five minutes anywhere. He says the doctor is going after his wife for the money be has with him, which he says is eight hundred sovereigns, and that I am going after her for the property, which he says is considerable, and that we have arranged with the doctor to poison him. I am certain that such ideas never entered the doctor's head or mine. What this may end in I know not, but for the present it has caused a great deal of talk throughout the ship."
"Monday, August 8.—Another case of pilfering has been observed, but the transgressors have not been found. A barrel of tobacco had been down about the hold, and was found to be minus 30 or 40lb of tobacco."
"Wednesday, August 10.—Mr. D. went back to his cabin with his wife. He has her crying every night. When she will be crying he is generally whistling or singing some Irish song. So strong is the suspicion that any of us go in that when he comes out he locks her in and has the door that enters into the bathroom sealed with wax. It is my opinion that he will murder her."
The ship was now getting down into the colder regions, with occasional rough weather. "Wednesday, August 17: I went down into the 'tween decks to-day, and it is a laughable scene to see some of the people down on their knees praying, and not two yards away others singing and dancing Jim Crow. Pots and pans tumble over their heads and roll from side to side with the rolling of the ship, and those who do not get boiling tea over their legs consider themselves fortunate. I got the benefit of some poor fellow's tea about my legs."
"Thursday, August 18.—We mustered our young female friends very early to-night, got Snowball to work, and spent an evening of capital dancing, everyone making themselves merrier than another for the want of exercise. I danced for an hour and a-half, and feel so tired I could scarcely lift one leg over the other."
The Duchess Of Argyle And Jane Gifford At Anchor In Auckland Harbour.
Contrary to the usual experience down in those latitudes, the ship struck several days of calm, and the diary speaks of lowering a boat and going shooting Cape pigeons and other sea birds. They also caught several by trailing baited lines over the stern. When on this strange boating excursion in the Southern Ocean the diarist writes of the appearance of the ship, "the
"Friday, August 19.—An accident happened to one of our sailors to-day. They were hoisting a crosstree when the rope broke and the beam fell on the poor fellow's leg, jamming it between a pike about an inch thick and four inches long, which went through the calf of his leg, and was within an ace of breaking his leg."
"Wednesday, August 25.—Mr. D. has been conducting himself a great deal better for the past few days… We have another case going on in the cabin. It is Mr. M. and Miss A. When Mr. M. came aboard he was a thorough straight fellow, until about three weeks ago, when he formed a great attachment to Miss A. As she pretends to be a very religious lady he has put on a face as long again as it was before. He has given up all sorts of sports, and while we amuse ourselves shooting and at other amusements, he will be sitting in some corner doing the agreeable to her. He is a very selfish fellow… The captain is quite disgusted at his conduct, and he and I have many a hearty laugh at them . . Mr. M. can't bear to see anyone sitting beside Miss A. Sometimes when she is sitting alone the captain for amusement will tell me to go and sit beside her, and before two minutes Mr. M. will be alongside of us. I anticipate some good sport will be got from them yet. For the last two days they have been always together, and while they are so not one of us takes the least notice of them, so at present they form a party by themselves. Mr. D. and his lady form another party. Mr. A. is sometimes with us and sometimes with his sister. The captain, the doctor, Mr. W. and I associate a good deal together, and the cabin passengers are therefore split up like so many different tribes of New Zealanders—Mr. D. sitting by himself speaking to no other; Mr. A. sitting quietly by himself in another corner; while the captain, the doctor, Mr. W. and I will be sitting in another."
"Sunday, August 28.—It is very stormy this morning, similar to yesterday. Mr. Culpan gave a sermon in the 'tween decks in the forenoon, the vessel rolling so much that the doctor did not wish the passengers to come up on deck in case some of them might get their legs broken. During the day squalls were frequent, and while at dinner a very heavy one came on, which sent all our plates and contents on our knees. Frequent showers of hailstones came down, this day being considered a good specimen of Cape weather. In the afternoon Mr. Culpan gave another sermon, and during the time the Psalms were singing the vessel gave a heavy lurch which sent the
After telling about some more bird-snaring and rough weather the diary goes on to record what might have had a more serious ending:—
"Thursday, September 1.—Some of the passengers were dancing until half past ten, when the person that is tattooed after the Maori style came amongst them for the purpose of annoying them. He was ordered off by the mate but came back and spoke abusively, and even lifted his hand to strike the mate. The mate instantly knocked down "the New Zealander," as he is generally called. The man called out in a voice like thunder, 'A — mutiny on the — ship!' This made the women and children run seeking for a place of refuge. The captain was soon on the spot and saw that 'the New Zealander' was evidently tipsy. The man was ordered below and threatened with irons if he quarrelled again on that ship. He went below, but in a few minutes came back again, and the mate and two of the constables put him below again by force. He threatened to take the mate's life, set the ship on fire, etc. The captain then ordered him to be put in irons, and he lay quiet the whole night.
"Some of the crew swore vengeance against the second mate. They came up on deck and one of them with his knife open said he would take the second mate's life. Before morning he rushed to the mate's cabin, but did not succeed in getting in. He made another effort and got into the cabin with his open knife in his hand and pierced in through the bedclothes into the bed, but fortunately the second mate was not in the cabin. The first mate went in after this man and got him to the floor, when another sailor took the knife away, but only after he had got a cut on the palm of his hand.
"The captain sent for his cutlasses and ordered the riotous sailor to the other end of the ship. The captain said if the fellow came near him he would knock him down with the cutlass. Had the man come up to the captain I have no doubt the latter would have carried out his threat. It was frightful to hear the threats of the sailor and his mates. The hatches were put on as soon as the trouble began, to keep the passengers out of the way.
"Hearing the noise the passengers were in a desperate state to know what was happening, thinking a mutiny had broken out. By degrees the noise gradually got lees, and the men went away to their own quarters, but still swearing vengeance.
"The mates got cutlasses each and loaded a pistol each in case of any disturbance during the night. However, all was quiet. It turned out that the four sailors had got grog as well as 'the New Zealander.'
"Friday, September 2.—An inquiry was made this morning to find out how the sailors had got the spirits. It is supposed that the maid who looks after the cow is the guilty person. She has heen in the habit of lounging about the steward's room, and, during his absence, helped herself to two or three bottles of brandy and gave it to the sailors. What made the suspicion so strong against her was that the riotous sailor was a great sweetheart of hers, and as she was the only person who had access to the steward's room there can be little doubt but that she is the guilty person. As it cannot be proved no punishment can be put upon her, only that she has been suspended from the office.
"The mate went to see 'the New Zealander' this morning, but the spirit was not quite out of his head, and he still threatened vengeance. The captain ordered a place to be cleared out for him down the hold, where he was put with his hands fixed behind his back with irons, and also his legs fixed closely together by the ankles—a very tiresome position in which to be confined. He was locked in the dark hold, and ordered to be fed on a biscuit a day and half a pint of water—I should think not a very enviable situation. The sailor who conducted himself so foolishly last night would not go to his work to-day. A place was prepared below, the irons got ready, and the captain and the mate each got a pair of loaded pistols and put them in their pockets.
"The captain then ordered the man forward, but the man refused. The captain said he would order a good flogging if he had the power. The sailor coolly replied it was as much as his commission was worth. The captain then ordered him to be put in irons. He very deliberately allowed the mate to do so, without the least resistance, and was ordered below to a place similar to that in which 'the New Zealander' was confined. The other sailors were very obedient to-day, and felt sorry for their conduct last night. They will be punished by being ordered to do the disagreeable jobs about the ship. Such is the end of the mutiny on board the
"I may here remark that sailors, when sober, are the most obliging class of men I have ever seen, and, when tipsy, the very opposite."
"Sunday, September 4.—After dinner Mr. D. brought his wife out on the poop for the first time. She seems to be in good health and spirits. Mr. D. has been making all the inquiry he can regarding the two prisoners, and seems to think they were in the right. He admires the conduct of the sailor most admirably, and as Mr. D. is a barrister he has been studying law books. He has a great dislike to the captain, and it is supposed he is doing all he can to get a case against him. However, the captain has walked upon sure grounds, and he is not afraid of the consequences, but says that if Mr. D. goes any further with the case he (the captain) will order him to be put in irons also."
"Thursday, September 8.—About one o'clock a fresh gale came on. Something went wrong with the helm when it was hard up, and
"Wednesday, September 14.—A cold stormy day. About noon a sudden squall came on and carried away the lower main studding sail, making ropes and spars spin about the masts like straw in a stackyard on a blowy day. The wind burst the other studding sail, and for about an hour all was in confusion."
"Saturday, September 17.—A beautiful day. Running all day at 11 miles an hour. We are now making up for the lost time we had at the outset. It is very cheery when we are sailing well with a fair wind."
"Saturday, September 24.—About 12 last night a gale came upon us while we had all the sails set…. The ship was lying over very much, the deck being covered with water. For six hours we were under double topsails. The steerage passengers were very frightened, both men and women roaring with fright. As for myself I lay in bed but could not sleep. Others slept the whole time, and knew nothing about it till they were told this morning."
"On Wednesday, September 28, they sighted Tasmania, and the passengers began to get excited about reaching their destination. Four days later, on the Sunday, a terrific hail storm broke over the ship, and the passengers picked up stones of unusual size. One that was measured went an inch and a-quarter in diameter, and another was one inch and three-quarters in circumference."
"Tuesday, October 4.—A good breeze. The ship is doing eight knots. We are about 250 miles from New Zealand. I now feel that I would not care if we had a month's sailing yet to do; I will feel so sorry to part with our kind captain and the doctor and other associates."
The Three Kings were sighted on October 6, and on the morning of the 8th they were off Point Rodney. "About one o'clock," the diary goes on to say, "we saw a sail ahead. It appeared a large vessel, and the captain thinks it is the
"We sailed along gently to Auckland harbour, and there cast anchor at a qnarter past ten, after a passage of 16 weeks, or 112 days, beating the
"Through being a blowy morning we could not get ashore, on account of there being no proper landing place. In the afternoon the wind moderated, and I got once more on terra firma. A numher of natives were standing on the beach to welcome us to New Zealand. They all seemed glad to see us, shaking hands with us and talking in their own language."
"Monday, October 10.—The two vessels arriving at the same time has caused a great deal of stir in the town. It is reported that the Government is going to give the emigrants employment at levelling the streets in the town. The married men are to have 2/6 a day and the single men 1/6, and that they are to have the use of the Courthouse and a large hall and a printing office for shelter until they can procure more comfortable accommodation for themselves. Empty houses are numerous, consequently rents will be low. I understand a small place can be got for about 6/ per week…. Had pork and potatoes for dinner—a capital dinner it was. I relished it better than any roast beef or mutton I ever had. New Zealand pork is similar to mutton. This is the worst season for potatoes, but they are not to be laughed at by a person who has not tasted any for three months previous.
"Tuesday, October 11.—The passengers are to be landed tomorrow. The expense of landing the goods is 6/ a ton, besides the risk of getting them wet.
"Wednesday, October 12.—The town of Auckland lies in a hollow, and the houses are built close down to the beach. They are all built of wood and roofed with shingles, which have the appearance of slates. Shortland Crescent seems to be the principal street in the meantime. The first shop is a grog shop, the next is McLennan's store, the next a shoemaker's, the next a baker's, then a grog shop, then a pork stand, and a grog shop, etc., etc. I should say that upon an average there is one grog shop for every three of all the other trades put together. Shortland Crescent is a pretty steep hill. On the top are the soldiers' barracks, the church, the customhouse, bank, and other public buildings.
"On the top of the hill there is a piece of level ground, and a road leads to the Manukau, a distance of about ten miles, where a coach could run the whole way, though there are a good many windings. My friend Mr. Gould and I went along this road about four miles to a place called Epsom, where there is a little cultivation going on, but none near the town. I saw some beautiful cottages and gardens looking splendid. I saw two farms of about ten acres each under cultivation. There were wheat and barley looking very well. I also saw cattle, which had bells under their necks, so as to ring that they may be easily found when wanted…. I observed one plongh at work, drawn by four bullocks."
"Saturday, October 15.—The emigrants have been employed at levelling the streets these last three days. They don't seem to like it at all."
The diary becomes very scrappy after Auckland is reached. On the 16th of October Graham put himself and his goods on board a
For the next week or so the diarist only has time to note the weather, with one excursion to Kerikeri and another over the hills, apparently somewhere up Waimate way. On November 9 we find him bound for Sydney on the brig Catherine. The diary finishes abruptly on November 16, when the vessel was still at sea.
One cannot help wishing this interesting diarist had continued to jot down his impressions, so that we could reconstruct more of the unconventional life of the early days. The Grahams returned to New Zealand, and later the brother David had a drapery store in Queen Street, Auckland, just above the present Vulcan Lane. Robert Graham, the diarist, became very well known in the province. He pioneered Waiwera, and was afterwards equally well known at Rotorua, just as the family was later identified with Wairakei. Robert Graham was a fine type of colonist, and the memory of the high esteem in which he was held lived long after he had passed away.
One of the passengers by the
"Governor Hobson had died about two months before we arrived, and things were very dull. Acting-Governor Shortland was then in charge. The immigrants applied to the Government, and had work given them—cutting down the top of Shortland Street. The wages were: Married men, £1 per week; single men, 16/ per week.
"Pomare, the native chief who had arrived in Auckland harbour with two cutters full of Maoris from the Bay of Islands, came on shore and was looking at the immigrants at work in Shortland Street, when there passed a strange Maori whom he recognised. Pomare rushed at the native, intending to kill him, as he had run away with one of Pomare's women from the Bay of Islands. The strange Maori cried out, and the immigrants went and rescued him, telling him to run to the gaol, where there was a guard of soldiers. Pomare was
"The Maoris then went on board, set sail, and kept firing off their guns as they sailed down towards Orakei Bay, where they anchored. In the evening of the same day Chief-Constable Smith came to Mechanics' Bay, where the immigrants were living, and told them they had better keep a look-out during the night, as Pomare might make an attack on them for having rescued the Maori from him. He also said that if they heard any firing of guns, the women and children were to run for protection to Point Britomart, where there were soldiers. One of the immigrants, getting ready for action, was trying his horse-pistol when it went off 'bang,' which caused a great panic for a few minutes until it was found out what had happened.
"When we first landed there were no roads, only tracks through the tea-tree and fern. I have seen people waiting at our house in Mechanics' Bay for the tide to ebb out of the creek at the east end of the bay, so that they could get across to reach their homes, there being no bridge over the creek. In those days Auckland could boast of only one large bridge, which was called Waterloo Bridge. It spanned a creek which ran past the foot of West Queen Street (now called Swanson street) into the harbour at the bottom of Queen Street. This bridge, which was about a chain and a-half long by five feet wide, with handrails on both sides, was for foot passengers only. The creek ran down the gully across the foot of Wyndham, Victoria, and Wellesley Streets, but in those days there were no bridges to connect with any of those streets, so Waterloo Bridge had to carry all the traffic of the people who lived on Chapel Hill—so called after St. Patrick's—which was the name of the west side of the town in those days."
According to official records, the number of people arriving by the
Leaving out the whalers, New Plymouth's shipping history as far as colonisation is concerned may be said to date from the end of the year 1839, when the New Zealand Land Company's ship Tory, 400 tons, after visiting Port Nicholson, went north with Colonel Wakefield to spy out the land as a possible site for settlement by some of the colonists to be brought out under the auspices of the company. As students of the early history of New Zealand are aware, the path of this company was anything but a bed of roses. The promoters were practically in open defiance against the British Government, and it was their action in secretly dispatching Wakefield in the
New Zealand was attracting much attention at Home at the time, and while the New Zealand Land Company was making its chequered start a second colonising association was formed in the West of England. The Plymouth Company of New Zealand, as this second organisation was called, was initiated at a meeting held in Plymouth on January 25, 1840, at which it was decided to raise £150,000 capital for the purpose of acquiring land in New Zealand and settling it with people from Devon and Cornwall. At the head of the company was the Earl of Devon, and associated with him were a number of prominent persons, several of whom bore titles. The names of some of these leaders are perpetuated in the streets of New Plymouth, such as Courtenay Eliot, Buller, and Pendarves. Great care was taken in selecting the settlers, many of them being of good yeoman stock. It was arranged to purchase land from the New Zealand Land Company, and
Excellent arrangements were made for sending out the settlers in batches. Six barques were chartered, and it is most refreshing to read of these well-found craft and the satisfactory provisioning, for in the later stories of the immigrant ships one so often comes upon a well-deserved growl about "old tubs" and "salt horse."
The first barque that left England under the company's scheme was the
The
After an uneventful passage of four months the
Leaving Port Underwood on March 28, the barque two days later anchored off the Sugar Loaves, about a mile and a-half off shore. Next day the passengers were landed on the Moturoa Beach, and by April 6 the ship was cleared of all her cargo and the livestock that had been brought out from the Old Land. Everything had to be boated ashore, and in the early days we hear of many exciting adventures in the surf. Although the passengers and their luggage and the bulk of the food-stuffs were landed on the Moturoa Beach, the sections of the company's storehouse and the agent's residence were rafted along the coast and landed in the bay in front of Mount Eliot (where the railway station now stands). This locality was in the early days known as "Port Eliot," being named after the place of the same name on the Tamar in the Old Country.
Landed in a strange country, among savages, the first settlers felt very desolate after leaving the well-ordered ship, and the women were particularly down-hearted. More than half the passengers were women and children, and the women felt keenly the lack of privacy of those first days ashore. Tents had been run up, and there were also several raupo whares that had been erected for the family of "Dickey" Barrett, and in these the people were quartered. Barrett, an ex-whaler, was a noted character of early Taranaki. He was a powerful, frank sort of fellow, and seems to have been a sort of general cicerone to the first settlers. In these tents and whares there was no privacy whatever for the Englishwomen, and they used to lie down in their clothes at night, never thinking of undressing. The weather, fortunately, was fine, and eventually matters were straightened out, but it was a rough entry into the new life, and small wonder that some tears were shed, and some of the travellers sighed for the combes and lanes of their own peaceful West Country.
Barrett's name figures prominently in the early history of Taranaki, and in fact of all the early ventures of the New Zealand Land Company. There is a good description of him in Wakefield's book. When the ship Tory got to Queen Charlotte Sound in the spring of 1839 her people were amused at the rotundity of a whaler named Williams, but Barrett was even more so. "We had been highly amused at the comfortable obesity of Williams, and considered him a promising example of the good effects of New Zealand feeding," wrote Wakefield, "but what was our surprise on finding
Barrett was married to a Maori woman of high rank, and his descendants are still living in Taranaki. This good-natured whaler died at Taranaki in 1847, much to the regret of both Maori and pakeha.
Second of the six barques to sail was the
The equinoctial gales were blowing when the
When the first anniversary of the arrival of the
The subsequent history of the
As the
Arriving off New Plymouth on October 3, the schooner struck the same bad weather as the
The
Apparently there was some trouble with the crew, and in weighing anchor the orders of the captain were not properly carried out. The barque was perilously near the shore, at one time being about half a
The month of November, 1841, was a particularly unlucky one for the infant settlement of New Plymouth. The
Stoutest and best-found of all the vessels sent out to New Plymouth was the barque Timandra, 382 tons, Captain Skinner, which made the passage direct in 113 days. She left Plymouth on November 2, 1841, and arrived on February 23, 1842, bringing 212 passengers, the largest number sent out in any one of the six vessels. Her cargo included two sets of moorings for the roadstead. One set was laid down about two miles from the shore. It was intended to land the other set, but one of the anchors was lost when being sent ashore on a raft, and the other one of the pair was taken on to Sydney, where it lay so long on Moore's wharf that the wharfage came to more than its value, and it was eventually sold by auction.
This fine ship had a pleasant passage out. On the way out a call was made at Capetown, where a fortnight was spent, including Christmas Day. In marked distinction to many of the emigrant ships of the 'fifties and the 'sixties, the
By the fifth barque, the
Last of the fleet was the barque Essex, 329 tons, Captain Oakley, which brought out 114 people, making a total of 896 for the six vessels. The
Although she came somewhat later than the first ships I cannot omit some reference to the
Speaking of the food, Weld said it was very good indeed at first, but it was otherwise with the water. "Our drinking water," he wrote, "had been taken from the Thames, and could have been smelt a mile off; but we were told it was quite wholesome, and that its merit consisted in this: That it would ferment, and so work off the impurities, and then keep for ever. This at least was the nautical view, and I believe there was something in it, as after a certain stage of nauseousness the water did get better and remained so, though it certainly would not be considered drinkable nowadays."
His ideas about the food were modified later on, for we read: "The fare on the
It was not a very eventful voyage, but it is interesting to know that the ship fell in with the last of the pirates. "Our first adventure," says the diary, "was being chased by a pirate brig showing Danish colours off the Azores. She hoisted her colours, tacked and stood after us close-hauled to get to windward. She came within range, but probably took us for a troopship from the numbers on board, and because as she neared us we began shooting with our rifles. I guessed what she was from her manoeuvres, her look, and the evident anxiety of our captain… She fell astern again in a light and baffling wind, which favoured us, in the night, and at daybreak she bore up, and went off in a different direction. A week or two after that date she chased and nearly captured another English vessel. We heard full particulars of her captain and crew and armaments later on. She
Weld's next bit of excitement was on Christmas night, when the passengers were awakened by shrieks of fire, which caused a fearful tumult, and was then discovered to be a hoax. "The firebell rang for the crew to turn up, but most of them had been keeping Christmas too well, and were too drunk to leave their bunks," is a comment that throws much light on the sort of discipline that sometimes prevailed on these by-gone days.
The
At last the ship sighted Mount Egmont, and on March 19, 1844, anchored off New Plymouth. Weld went for a tramp up to the Waitara River, and when he got back next day found a gale of wind blowing and the
Next day the
Whether we regard the New Zealand Company as a high-souled organisation or as an "unprincipled, rapacious body, utterly regardless of the rights and welfare of the natives" (Lord Stanley's description), we cannot but admire its business-like energy and the persistency with which it poured British citizens into New Zealand. Admittedly a business concern, formed for the purpose of utilising capital in colonisation, it did not hide the commercial side of its character, and, viewing the matter after the cooling lapse of eighty-six years, an impartial critic would admit that it was no wonder the company was viewed with some suspicion by the Home Government.
While the company's end was ignominious, the good old John Bull tenacity which characterised its founders won out in the end, and success crowned what the directors in 1839 called "the bold enterprise of planting another scion of the Anglo-Saxon race and of Great Britain in a remote island of the Southern Hemisphere." That the company's methods were questionable is fairly plain, for as a matter of cold hard fact it sold in London 100,000 acres of land before it possessed a title to a single foot. As Rusden put it, "those people who paid money drew lots for unknown sections in land which the company was about to seek."
In considering the story of the settlement of Nelson we see where this loose method of dealing landed the colonists—for the Wairau tragedy was directly traceable to it.
With an energy that is nothing short of astonishing the New Zealand Company had no sooner landed several shiploads of people on the shore of Port Nicholson than it looked round for a spot upon which to plant another settlement. In naming their settlements these company officials were nothing if not British, and having honoured the hero of Waterloo in their first, they naturally thought of the hero of Trafalgar when it came to naming their second child. In and around Nelson you will find many street and place names which perpetuate the memory of incidents in the life of the great sailor.
Oddly enough, Nelson was "all dressed up with nowhere to go" long before its site was selected. Colonel Wakefield, brother of the company's founder, was chief agent of the company at Wellington, and he was anxious that the second settlement should be located on the plains at the back of Bank's Peninsula. Captain Hobson, the Governor, having fixed upon Auckland as the capital of the Colony, wanted the Nelson colonists sent up North, and he
There was a business-like deliberation and thoroughness about the company's preliminary arrangements for founding Nelson. It might have been thought that the company's agents in Wellington would have been instructed to make all the preliminary arrangements for the Nelson contingent, but that was not the company's way. A separate organisation was set up, and three ships were fitted out to carry the survey expedition to New Zealand—the
It will be noted that the Wakefield brothers figured prominently in the early history of New Zealand—Edward Gibbon Wakefield was the father of the whole colonising scheme, Colonel Wakefield was agent and chief resident officer for the Wellington settlement, and Captain Wakefield was agent and chief resident officer of the Nelson settlement. They were all men "who got things done." Unlike his brothers, the captain had conciliatory manners, and was described as "wise, temperate, and firm; unassuming, with self-confidence, commanding respect when seeming to show it; never for a moment the slave of passion, always the active servant of duty; he was by nature cut out for the founder of a colony, for a leader of men." He was evidently a man of fine character, and his tragic end surrounded his name with something of a halo.
The
Hobson was in Wellington, and the expeditionary ships remained at anchor while he and Colonel Wakefield fought out the question of site. Hobson was emphatic in refusing to approve of going to Akaroa; he said he had instructions to place a church settlement there—evidently the germ of Canterbury—and he went
As soon as his Excellency had left Port Nicholson Colonel Wakefield went aboard the
It was on Monday, November 1, 1841, that the
One of the first things the party did was to cut down a sapling and rig up a flagpole on top of the hill overlooking the entrance, and in a very short while there floated in the breeze the Union flag which Captain Wakefield had brought out from England carefully done up in a leather case.
It had been agreed that the workmen should be paid as soon as the expedition reached its destination, or rather upon landing. The first week was taken up with making snug the shore quarters, but the following Sunday (November 14), after prayers, Captain Wakefield carried out the arrangement. Instead of money he paid the men with orders on the company. This caused a good deal of discontent, but soon after the expedition had got settled down, an enterprising man named John Orr came over from Wellington, pitched a tent in which he sold spirits and beer, and as he was quite willing to take the orders, most of the grumbling ceased.
Captain Wakefield's diary entry for this particular Sunday throws an interesting light on the hours of labour. "Established the hours of work from seven in the morning," he wrote, "until five in the evening, taking an hour to dinner from 12 to 1, except Saturday, when it will be from 7 to 12. This arrangement gives an hour or two more work in the week than is the custom at Port
As soon as the Wakatu had been selected as the site of the Nelson settlement word was promptly sent over to Wellington by the schooner Elizabeth, and communication began between the two places, one of the earliest cargoes being a consignment of pigs and sheep which was brought over in the
Ashore at Nelson the expeditionary party had a busy time. The store and shed of the company, brought out from London in sections, was soon run up, and then the work of getting ready to receive the immigrants went on steadily, the surveyors laying off the place, and the workmen erecting sheds and other shelters.
There were 22 officials of the company, and 73 workmen in this expeditionary party. The workmen were all specially selected, being of good physique and character, and many of them rose to very good positions in the community. Some of them started with next to nothing at all; in fact, one man who had a sixpence in his pocket—the last he possessed—did actually land without a cent, as he threw the coin overboard before going ashore, just for luck, apparently. This man afterwards became a very rich settler with herds and flocks of his own.
After the expeditionary ships had been dispatched from London the officers of the company lost no time in organising the first band of settlers, and in October, 1841, four ships were sent away. The first to sail was a small brig named the
As the site of Nelson was unknown when the ships left London, they were instructed to call at Port Nicholson for instructions. The
A very sad story was told when the
The
On the morning of February 27, in charge of a pilot, she got under way. The wind was very light, so that she did not reach the entrance until the tide had been ebbing some time. She had, however, nearly passed through the narrow entrance, when the wind failed, and the tide carried her on to the
The
But folks who had travelled 12,000 miles in search of a new home were hard to daunt, and the old records tell of many incidents that show how cheerfully they put up with all sorts of discomforts. It was hard on the parents, but the youngsters rather enjoyed the picnic life. All sorts of makeshifts were employed. For instance, Mrs. Cresswell, of Stoke, used to recount how she and her mother built the first oven their house possessed. Getting some flat stones from the river they made a hearth, and borrowing some of the mud the father was using to build the walls of the house, they made the sides of a very rough sort of oven. For the chimney they used a bully-beef tin—one they had saved from the ship they came out on.
At first the native rats were a great nuisance to the Nelsonites on the banks of the Maitai, eating anything even remotely edible, and running all over the sleepers at night. They seemed to thrive on poison and drove out of the house a cat that was brought from Wellington, but when some rat-killing dogs were introduced the rats decamped.
A noticeable feature of the founding of Nelson was the rapidity with which settlement went on. "Within seven months of the arrival of the first immigrant ship," says a writer in the Nelson "Mail" Jubilee Number, "there were 2000 people in the district The New Zealand Company found employment at first for a number of the settlers in making roads and such work till their land should be allotted to them, and before long the settlement began to bear signs of civilisation. The Waimea Plains, spelt "Weimea" in those days, were surveyed by Messrs. Barnicoat and Thompson in 1842. In April of that year practical steps were taken in connection with the Literary and Scientific Institute, and a Benefit Club was also formed. In May Nelson had a gaol and a pair of stocks. On May 25 the first plough was put in the ground, where the Union Bank now stands. Mr. John Kerr operated the plough. Before the settlers could grow anything for themselves the Maoris sold them potatoes and other provisions. Things were sold by the kit, and, as the demand increased, the Maoris decreased the size of the kit. A
After the
Other ships that arrived in 1842 were the
Arrivals during 1843 were the
Wakefield's system of settlement was designed with the idea of attracting men with capital enough to buy land at a price fixed too high to make it a profitable investment to purchase largely as a speculation, without intending to cultivate, and also too high to allow of the labour market being emptied by making every labourer a landowner without capital. In short, Wakefield aimed at getting enough capitalists to purchase land and enough labourers to work it. Unfortunately the company had overlooked the difficulty there might be in inducing the Maoris to part with their birthright, so some of the settlers had to wait long months, and even years, before they could get land. This meant that there was no work for the labourers, and so there was much hardship and distress in early Nelson.
At this stage it is interesting to recall the astonishingly varied collection of goods which the company gave the Maoris in payment for Nelson and the surrouding areas. We start with 10 blankets, 2 axes, 1cwt of tobacco, 300 pipes, 1 keg of powder, 1 double-barrel gun, 1 pair of shoes, 1cwt biscuits, of the total value of £24 19/3, which were handed over for Wakatu, the Maori name of the site of the town of Nelson. Then at various times goods were given to other chiefs, the last being a cask of wine and a bag of sugar to Rauparaha. The total value of the goods given for the whole of the Nelson settlement, including the Waimeas, Motueka, Takaka, and the Aorere district was £980 15/, which must be accounted a pretty good bargain.
When the company could not supply land it had contracted to sell, the settlers began to voice their complaints, and the company's officials saw that unless they could throw open the Wairau they would be inundated with claims for compensation. The company very unwisely decided to go ahead and survey the Wairau, and this was the first step that led to the tragedy that shocked the young colony and had an echo in Europe, because even in Paris there was talk of getting up subscriptions to enable the unfortunate colonists to return to England.
Rauparaha and Rangihaeata warned the pakehas not to meddle with the Wairau lands, but the company sent survey parties and the work was begun. Rauparaha and Rangihaeata followed with a band of Maoris and proceeded to demolish the three survey stations that had been set up. Their methods were similar in each instance, and are worth recalling, for whatever else the crafty Rauparaha and his bloodthirsty lieutenant may have been, they certainly went about this business in a way that reminds us of some haughty seigneur of mediaeval days.
Carefully avoiding doing any injury to the things that obviously were the personal property of the surveyors, they destroyed
When news of this outrage reached Nelson Captain Wakefield organised a party headed by the police magistrate, several other officials, two constables, and twelve special constables. Together with boatmen and the men engaged on the surveys the party numbered 48. Except the officials, the party was composed of a nondescript body of labouring men, who were armed with unreliable muskets and rusty bayonets and cutlasses. Upon arrival at Wairau there was a parley with the Maoris and an attempt was made to execute warrants for the arrest of Rauparaha and Rangihaeata. Both chiefs were called upon, but they indignantly refused to surrender themselves, and words ran high. The chief police magistrate then gave the order for the armed men to advance, they having previously been kept out of sight and told not to fire unless they got orders.
The parties were on opposite sides of the Tuamarina Stream. When the order was given to the armed men the Maoris disappeared in the shelter of the bushes. As the pakehas were advancing to cross the stream, a shot was fired, quite accidentally, it is said. The Maoris at once returned it with a volley. There were several casualties among the Europeans, who then fell back, and there was some hot shooting on both sides. Then among the Europeans began a general movement up the hill that rose from the rivulet, the men retreating without order. Efforts were made to rally them, but in vain. Seeing that the position was hopeless the Europeans called for peace and displayed a white handkerchief.
As the Maoris came up some of the Europeans continued their retreat, but Wakefield and several of the other officials stood their ground, and throwing down their arms waited for the natives. Having shaken hands with the prisoners the Maoris sat down in a half circle before them. Gold was offered them as a ransom, but this they refused. Two Maoris then approached Wakefield, and attempted to strip off his coat. Flushing up, Wakefield apparently
Rauparaha was apparently inclined to be lenient, but Rangihaeata shouted, "Give no quarter; they have killed your daughter
It would be too harrowing even at this late date to dwell on the details of the massacre. Among the officials massacred or killed were Mr. Thompson (police magistrate and county judge), Captain Wakefield, Captain England, Mr. Richardson (Crown Prosecutor), Mr. Patchett (land agent), Mr. Howard (company's storekeeper), Mr. Cotterell (surveyor). Of the 48 in the party 21 lost their lives, and the rest escaped, five being wounded.
This shocking event, which happened on June 17, 1843, gave a great set-back to the settlement, and caused much uneasiness right through the young colony. The natives immediately afterwards forsook that part of the coast and retired to Otaki. "Gradually the excitement passed off, but the young settlement had received a shock from which it did not readily recover. Many people left the place, and all property became depreciated in value," says Broad's very valuable "Jubilee History of Nelson," from which I have largely drawn.
Early in 1844, just when the Nelson people were fairly recovering from the effects or the Wairau massacre, and some progress was being made, the settlement got another set-back, from which it suffered severely. When the English mail arrived with the news that the New Zealand Company had suspended operations there was something like consternation. The Union Bank undertook to pay the wages of the company's employees for the current week, after which nine-tenths of the wage-earning population were out of work and no prospect of finding an employer. The succeeding months were Nelson's darkest period, and the settlers proved their quality by the heroic way they conquered all difficulties and held on until better and happier days came round. "Never before nor since did I see men and women endure so much real privation with so little complaint, or work so hard, or live upon so little," wrote the late
Such is the story of the founding of Nelson, a story which makes one proud of the race from which we have sprung. Mistakes were made, and some things we could have wished otherwise, but through the whole story runs the same thread of courage and steady perseverance in the face of unheard-of difficulties, that we read of in all the accounts of the wonderful colonisation efforts of the British people of those stirring and virile days.
There was a wide difference between settlement in the North Island and in the South Island, and nothing shows it more clearly than the stories of Wellington and Canterbury. Wellington was the spear-head of organised colonisation; upon her first settlers fell the task of showing the way. Taranaki was much in the same category. Auckland was different, for there the first settlement was a "flitting" from the Bay of Islands, rather than the act of an organised band of settlers from overseas. In considering these North Island settlements we must always remember the important part the Maori played. In the North the Maori neighbour was a very real problem; in the South he was a negligible factor in the case.
Canterbury was founded in a typically English manner—thorough from first to last. It was not until ten years after the founding of the settlement on the shores of Port Nicholson that the Canterbury scheme was actually carried into effect, so that the leaders had the valuable experience of others to guide them. Then, again, by fixing on Port Cooper and its hinterland, they had vast plains, free from the heavy bush with which the Northern settlers had to struggle, plains that offered something much nearer to the Englishman's ideas of farm land. Evidence of the comparative ease with which farming was begun is found in the fact that four years after the first ships dropped anchor in Port Lyttelton, a full cargo of produce was sent to London in the ship Edward Grenfell, the main item being wool valued at over £l5,000.
There is not much doubt that we can trace the settlement of Canterbury to a momentous interview at Malvern between Edward Gibbon Wakefield, the founder of the New Zealand Company and
In 1849 Captain J. Thomas, a surveyor, who had come out with the Wellington settlers, was dispatched to Lyttelton to see about the laying out of the settlement, and in April, 1850,
At the end of the year the ships arrived, and it did not take the newcomers long to decide upon fixing their capital on the plains instead of at Lyttelton, as was originally intended. When the first settlers climbed what we now call the Port Hills, and looked over the wonderful expanse of plains, they saw the futility of building their chief town on the steep shores of Lyttelton, and so they trekked across and took possession of the "Promised Land."
Although Canterbury naturally dates as a province from the momentous day when the first ships arrived at Lyttelton, the immigrants were not the first whites to settle in the district. There were Europeans on Banks Peninsula one hundred years ago, and when the Canterbury settlers landed they found living at Riccarton, the Deans brothers, two hardy Scots, who had come out with the Wellington settlers and then gone South, as they could not get suitable land in the North. It was in 1843 that these two brothers settled at Riccarton, which they named after their Scottish home in Ayr. Many people knowing the English origin of Canterbury, immediately jump to the conclusion that the Avon is named after the famous Warwickshire stream, but it was so named by the Deans after their own Scottish river. Other settlers who had come out with the Wellington parties and then went on to Canterbury, were the Hays, pioneers at Akaroa. Still another settler who dates from before the first ships was Edward Pavitt, who came out to Akaroa in April, 1850, and is now living at New Plymouth, aged over 88 years.
In the very early days Port Lyttelton was known as Port Cooper, being named after a Sydney merchant, who, in 1830, purchased land from the Maoris with the intention of establishing whaling stations, but the pioneer vessel was lost, and the scheme was not revived. When the Canterbury settlement was decided upon, Port Cooper became Port Victoria, being named after Her Majesty, but eventually settled down as Port Lyttelton, the godfather being the earl of that ilk who took a keen interest in the settlement and in the colonisation generally.
It is interesting to know that when the Canterbury settlement was first discussed with the New Zealand Company the idea of the latter's officials was to place the settlement on the banks of the Ruamahunga River, so that to-day we might have had to look in the Wairarapa Valley for Christchurch instead of on the banks of the Avon.
As in the case of all the ventures fathered by the New Zealand Company, the Canterbury Association financed its settlement by
When the Canterbury people landed they found a jetty "which would do credit to an English watering place," So an old-time diary says, a number of neat-looking buildings, called the immigration barracks, and a house for Mr. Godley. These places were roofed with shingles. There was even a paling fence round the barracks, and "streets" had been marked out, for we must remember that originally Lyttelton was to be the capital.
Governor Grey was there to welcome the new arrivals, having gone down in the Government vessel, the
At Lyttelton no one had expected the four ships to arrive so close together in point of time, and when three dropped anchor within two days the people ashore were nearly at their wits end to deal with such an influx. Naturally they had expected to deal with one ship load at a time, and thought that they would have been able to get one batch safely through their hands before the next arrived. However, there was no confusion, and everyone soon settled down. All sorts of living places sprang up in quick time, from iron buildings, to the sod cabin, or even a blanket tent.
Godley was appointed Resident Magistrate, but the immigrants were picked people, and we read that Lyttelton with a population of eleven hundred "was as quiet as an English village." Some of the pilgrims came from walks in life which one would not expect to furnish ideal material for "roughing it," but a diary records that "a regular West End style of gentleman was the day after landing wheeling his truck about, hard at work, as there was much to do in a short while."
Lyttelton was, however, only the stepping stone to the plains, and the immigrants soon began to trek across to the promised land. There was only a bridle track over the Port Hills, and the regular route was by sea to Sumner and then up the river. Freight was 30/ a ton, much to the chagrin of the immigrants, but more boats soon arrived from Wellington, and a bit of healthy competition soon put that to rights.
One thing that gave much satisfaction to the immigrants was the abundance and cheapness of food. Even in those Arcadian days the profiteer flourished, but the leaders of the Canterbury settlement took good care to forestall him. Instructions had been sent to Godley by the Association in London warning him that the sudden arrival of a large number of persons might have the effect of occasioning an inconvenient rise in the price of foodstuffs, and asking him to guard against such a contingency. As a further precaution, a large stock of provisions, that would probably last for two months, had been sent by the ships. In order to prevent profiteering, Godley was instructed to sell by auction, and only in small quantities, so "as to prevent any large capitalist from buying them on speculation."
But another factor operated in keeping prices at a reasonable level. The arrival of the ships had been anticipated by other settlements in New Zealand, and within three weeks of the landing, no less than seven coasting vessels arrived, carrying supplies. With the stocks that had been accumulated beforehand, and with almost daily additions, the new arrivals were gratified to find that fears of shortage and exorbitant prices were groundless. Bread was sold for sevenpence per 21b loaf, milk was fourpence a quart, and meat was only fivepence per pound.
When it is remembered that by the arrival of the first four ships the population increased from 300 to 1100, the abundance of supplies and the low cost must stand as one of the most remarkable features of the settlement of Canterbury. Water was scarce above ground in Lyttelton, but wells provided sufficient for the needs of the settlers, though the supply was to furnish one of the burning questions for years to come. Christchurch was generously supplied from springs and from the then crystal-clear Avon and Heathcote.
Although they were by no means superstitious the Canterbury pioneers were very much impressed by the fact that three of the first four ships arrived in Lyttelton within a few hours of each other, and the fourth arrived only ten days later. With the exception of a meeting early in the voyage between the
First away from Plymouth Sound, sailing at midnight on September 7, 1850, the
Nothing of unusual interest happened on the voyage, which seems to have been a very pleasant one with the exception of the cold when the ship made her long sweep to the south. The best day's run was 250 miles, which was registered in the vicinity of Tristan da Cunha. The Line was crossed on October 9, and the meridian of Greenwich on October 29. She had a splendid run in the Southern Ocean and sighted Stewart Island on December 11. Calms and baffling winds then held her up for four days, but as she stood off and on the immigrants enjoyed their first views of the Britain of the South, and judging from diaries that have been left they were quite satisfied.
There was one birth and one marriage on the voyage, and three deaths—three children, who were sick when they came on hoard, one in fact dying before the ship left Plymouth. The amusements were of the usual shipboard kind, and there were two manuscript weekly magazines, "The Cockroach" and the "Sea Pie." Pleasant as it was, one passenger in an account of the voyage winds up by quoting most feelingly Southey's lines,
A few hours after the
A diary kept by a Randolph passenger, the late Mr. Charles Bridge, father of Mr. C. Hastings Bridge, of Christchurch, gives unexpected glimpses into the shipboard life of seventy-six years ago, and shows how very much it differed from life on a modern steamer. The visits to other ships on the high seas are a picturesque touch wholly lacking to-day; they were not in such a hurry in 1850 as we are to-day. After describing the start of the journey and some rough weather with which the Atlantic greeted them the diary says:—"September 19th, 1850: I was awoken in the morning by the voice of the captain, speaking a bark, the Fortescue, bound from London to San Francisco; left Gravesend the same day we did, soon left her behind. A birth in the steerage. The water sails set, fair wind all day. An auction took place to-day on the poop; Mr. Tulloch auctioneer, myself clerk. Sold all kinds of things, cheese, eggs, candles, soap, wearing apparel, razors, telescope, pins, cigars, and other things too numerous to mention. Charged the sailors 5 per cent, which is to be spent in porter. The steerage passengers had a dance on deck, the black cook is the fiddler."
Not long afterwards they fell in with a French barque, which was becalmed a couple of miles off. The captain giving permission a boat put off from the
"We had rather a difficulty in making ourselves understood, as none of us could speak much French, but together we managed very well. After we had had some music, we persuaded some of the passengers to return with us on board the
"September 27th, 1850: Very fine morning, still no wind. Saw the French ship in the distance; she kept nearing us all the morning. Towards noon we proposed going on board, to which Captain Dale consented. The boat was accordingly lowered, and off we went with a large party, including two ladies. We took with us two pots of preserved milk, one of cream, and a bottle of mustard, as a present for the French captain. We were received with great cordiality. We were invited to dine with them, and about four o'clock sat down to a very good dinner, served up quite in the French style. We had six courses, consisting of soup, preserved meats, preserved woodcocks and asparagus, and their wines, claret, champagne, and Madeira, were excellent. Before dinner was over our captain fired the gun for our return. We took the ladies back first and returned for the gentlemen. We reached our ship about seven o'clock, after passing a very pleasant day.
"October 4th, 1850 (Friday): Saw a ship in the distance, which the captain thought looked like the
"October 21st, 1850 (Monday): Our ship becalmed, and I was called up before six o'clock to prepare letters to take to a bark sighted yesterday in hopes that she would be able to forward them from one of the American ports. All the letters being ready, and having had an early breakfast, the whale boat was cleared away and in her was put a keg of water, two bottles of brandy, two bottles of ale, biscuits, cheese, etc. We took also a telescope and a pocket compass. Our crew consisted of Messrs. Scott, Willock, Duncan, Fleming, Butterfield, and myself, also two seamen. After a very hot pull of about eight miles we were alongside the vessel. She proved to be a bark from Liverpool to Buenos Ayres with Irish emigrants on board. The captain received us very kindly and promised to take off our letter bag. We lunched on board and, after remaining about an hour, we again pulled towards the
"November 7th, 1850 (Thursday): A very fine morning, bright sun. A busy day amongst the emigrants as all the boxes were brought up out of the hold, as the weather is colder and warm clothing is required. In the afternoon the sailors showed signs of mutinous conduct. It arose from one of the men at the wheel using abusive language to our chief officer. He was sent away from the wheel and ordered to keep an extra watch and when he refusedArrival Of The "First Fleet" Of The Canterbury Settlement.
"It was now six o'clock, the time for calling the watch, who, when called, refused to come out, and the man refused to take his turn at the wheel. The captain, on hearing this, mustered all hands aft and addressed them. He said that there appeared to be a strange mutinous feeling amongst them, and called upon us, in the Queen's name, to assist him in punishing the man who refused to take his turn at the wheel. He was taken upon the poop and cutlasses were distributed amongst us. Preparations were made for flogging the man when he fortunately consented to return to his duties, and to our great satisfaction the rest followed his example. The men were released from the irons about eight o'clock.
"November 12th, 1850: Very little wind, almost a calm. The day was fine, but cold and damp. A boat was lowered this morning, and the captain and some of the passengers went on a shooting expedition. They killed a Cape pigeon, a whale bird, an albatross, and a mollyhawk. The albatross measured 9 feet 3 inches from tip to tip of the wings. The birds were all skinned and preserved. About six o'clock a shoal of porpoises and grampuses came close to the ship.
"November 25th, 1850: We were all very busy all day in preparing a theatre for the performance of "The Rivals." It was erected between decks, and formed a very pretty theatre, and the performance went off very well. The cast of characters was as follows:—Sir Anthony Absolute, Captain Dale; Captain Absolute, Mr. Boby; Sir Lucius O'Trigger, Mr. Scott; Bob Acres, Mr. Bayfield; Fag, Mr. Fitch; David, Mr. Peel; Faulkland, Mr. Davie; Thomas, Mr. Blanchard; Mrs. Malaprop, Mr. Williams; Lydia, Mr. Keele; Julia, Mr. Lee; Lucy, Mr. Cuddeford; Boy, Servant, and Maid, the Misses Earle and Williams and Master Puckle. Leader of the orchestra, Mr. Wood; scenery painter, etc., Mr. Blanchard and assistants; stage carpenters, Messrs. Tullock and Balby; prompter and stage manager, Mr. Bridge. After it was all over, the stage was cleared away and supper was laid out. After spending a very convivial evening, we all separated about 12 o'clock and went to bed."
When the
Bishop Selwyn was too keen a Churchman to allow the settlers to come unwelcomed by the Church, particularly in view of the strong Anglican tone of the settlement, and on January 3, 1851, he came sailing into Port Lyttelton in his little schooner yacht, the Undine, which he used to sail himself. His visit was much appreciated, early reminiscences containing many references to his thoughtful attention to the settlers.
During the 75th anniversary celebrations in Christchurch in December, 1925, Mrs. T. V. Whitmore (who was a Miss Grubb), one of the passengers by the
"After the Cressy arrived—she was the last of the first four ships to reach port—the single men, who had been accommodated at the barracks, had to leave to make room for the children aboard the vessel. There were a great many youngsters on the Cressy, and difficulty was experienced in finding room for them all.
"In those days the Maori pa was right in the heart of Lyttelton, but it was not long before the natives were asked to shift, and they settled at Rapaki.
One of Mrs. Whitmore's keenest recollections connected with the arrival of the
The first four ships are generally the only ones referred to when speaking of the founding of Canterbury, but vessels that arrived close on their heels are surely entitled to some of the reflected glory that surrounds pioneers. For instance, in February,
Then the next vessel to reach Port Cooper was the
The
As mentioned previously, among the people who settled in Canterbury before the arrival of the "first four ships" in December, 1850, was Mr. Edward Pavitt, who arrived at Akaroa in April, nine months before. Recalling those early days Mr. Augustus Reid Pavitt, of Tennyson Street, Christchurch, who is a son of Mr. E. Pavitt, writes:—
"My father and mother, with their family of eight sons and three daughters, arrived in Akaroa by the
As we drifted towards the anchorage, several Maori canoes came out to meet us. When the natives came on board, clad in very scanty garments, all the lady passengers retired to their cabins. The steward returned presently with several articles of apparel, which were received with great satisfaction by the natives, especially by one heavily-tattooed old gentleman, whose share of the pakeba clothing was a white bell-topper, which he immediately put on. As he was stepping into the canoe a sailor brought his hand down heavily on the top of the hat, bonneting the poor old fellow, whose white head was forced through the top of the hat. The last I saw of him was when he was trying to restore his prize to its original shape. The natives were never troublesome, and we were always able to maintain friendly relations with them. I remember well old Te Whawha, a splendid looking old native, who had been mainly instrumental in saving part of his tribe from the fury of
"When we arrived in Akaroa there were about 70 white people on the Peninsula, most of whom were French. All of these have crossed the Great Divide.
"We bought land at Robinson's Bay and set up a sawmill there. Most of the work was done by hand, but we afterwards installed a water-wheel which drove a circular saw with a radius of about 12 inches, and all the flitching had to be done with pit saws. When fifteen years of age I was working in the pit doing a man's work. There were no labour laws then and no time restrictions, and we worked in summer from six in the morning till six at night. A great deal of the timber was used in building houses in Christchurch, being brought up from Akaroa in small vessels (of which we owned three), and unloaded at the old steam wharf on the Heathcote. Although we had had no previous experience in boat-building we managed to build a little ketch of sixty or seventy tons, called the
"I can well remember how excited all were when we heard of the arrival of the 'Four Ships'—even the Maoris were surprised to see 'Plenty men, plenty women, plenty girls'—this with true Maori emphasis. It was several years after we landed that we first tasted beef and mutton here, but hard work gave us a good appetite for the wild pork, pigeons, kakas and fish which he had to shoot or catch before we could have a meal. However, they were easily obtained, so we rarely went hungry for long.
"Our stores we bought from Mr. Peacock, who brought them from Sydney in the brig Torrington (afterwards wrecked at Lyttelton) and the Mountain Maid. Whalers often visited Akaroa. The ships were principally manned by French and American sailors, who came in for wood and water. The Government warships Acheron, a survey boat, and The
Otago settlement was the last of the New Zealand Company's ventures, and it has certainly proved not the least successful. After an upheaval people are always restless and ready for great adventures, and Edward Gibbon Wakefield, who seems to have been a most astute observer of human nature, was quick to see the possibilities of the great movement in Scotland which resulted in the disruption of the Church of Scotland and the establishment of the Free Chuch. To the pagan outsider it is rather difficult to distinguish one from the other—they are all simply Presbyterians—but to a Scot such things as these are the very warp and woof of life. Knowing that there would be thousands of people north of Tweed whose minds would be in a state of unrest, Wakefield got into touch with some friends and put forward the idea of a Free Church settlement in New Zealand. Committees were formed in Edinburgh and Glasgow, and much propaganda work was done. The scheme hung fire at first, and was delayed by the Maori War of 1845, but the enthusiasm of the Rev. Thomas Burns, a nephew of Robert Burns, eventually led to the sale of enough land to satisfy the requirements of the New Zealand Company, and preparations were made to dispatch the first ships.
Strangely enough, Canterbury might to-day have been Scottish in tone instead of so very English. What are now the Canterbury Plains at the back of Akaroa had for several years been regarded as a certain site for a settlement by the heads of the company in Wellington, and when the Scots project assumed definite shape it was proposed to locate the settlers on that fine stretch of country. Mr. Tuckett, chief surveyor of the Nelson settlement, who was instructed to lay off the site of the new settlement, suggested that before anything definite was done he should be given permission to explore the more southern part of the Middle Island, as it was then known. This was given, and the result was that Tuckett selected Otago as the site of what was then called the "New Edinburgh Settlement."
A block of 400,000 acres of land was purchased from the Maoris, but this transaction was very different from the rather doubtful purchases of the company that led to such trouble at Wellington, Nelson, and Taranaki. The land was purchased by the Crown through a trusted agent,
It was in 1844 that the site was chosen, and in 1846 the preliminary work of surveying and laying off an equal proportion of
Negotiations for the purchase of land in Otago from the natives was begun in 1840, and continued up to 1847. Towards the end of 1844 we find two families connected by marriage settling down in this very out of the way corner in a very out of the way country. These were the McKays and the Andersons. The McKays settled at Koputai, which is now called Port Chalmers, and the Andersons settled on what is to-day called Anderson's Bay. The McKays started an inn called "The Surveyors' Arms" on the site that is now occupied by the Port Chalmers Hotel. Both families must have had a very hard struggle to make a bare living, but no doubt they felt that such a fine country must eventually attract settlement, and their confidence was rewarded one February day in 1846 when a whaleboat came up the "river," as the whalers used to call the harbour inlet or "loch," to use a good old Scots word. In the boat were Mr. Kettle, surveyor, and party, who had come to lay out the "New Edinburgh," for such was the first name suggested, but eventually "Dunedin" was chosen, and one must pay a tribute to the innate good taste of the Scot for having hit on this musical and happy name, which, as even the mere Sassenach knows, is the old Celtic one of Edinburgh.
It was characteristic of the Scots that they did not rush into this emigration scheme; they were typically canny, and did nothing in a hurry. There were only two ships in the first "fleet," the
A good living of £400 a year was given up by the Rev. Thomas Burns, who was the spiritual father of the settlement, so there could not be much doubt about his enthusiasm. He was a fine specimen of the sagacious, kindly, thoughtful Scots minister, and truly the leader of his flock.
Although it was Free Church enthusiasm that first gave the scheme of settlement its impetus, it would be a mistake to imagine that the people who had decided to go overseas were actuated by any feeling of persecution. Far from it; they were off to the other side of the world with the object of bettering themselves and their
Arrangements having progressed to the stage where it was necessary to get shipping to take out the first of the emigrants, the New Zealand Company called tenders for two vessels, one to leave London and the other to leave Glasgow—the two chartered being the barque
During the voyage of the
In tracing the subsequent career of the
Mr. Thomas Ferens, who was a passenger by the
"Mr. J. Harries was first mate, Mr. Renalls second, and Mr. Moffatt third. During a heavy gale when the ship entered the Atlantic, Mr. Moffatt fell overboard, but fortunately seized a rope in his fall and was brought on board. The ship was then favoured with good weather and logged her ten and twelve knots.
"The Equator was crossed on January 15, and the next day we were favoured with fresh S.E. trade winds, which were delightful. The tropical winds continued until January 26. The weather continued warm and pleasant until February 12, when a severe gale sprang up and heavy seas broke on board, but with a fair wind we were making from ten to eleven knots, two days later twelve knots, and on the 18th we made 14 knots.
"During the next two days we passed three very large icebergs. The passengers were greatly nervous and excited at this time, and when the ship was in 49 degrees S. latitude the captain altered the course, the ship still bowling along at eleven and twelve knots with a strong wind. Bad weather set in on February 23, and continued for 48 hours, when Desolation Island was sighted. After two days of dense fog and calm, we encountered another tempestuous gale, high seas frequently breaking on board.
"On March the ship's position was latitude 50° 29′ S. and longitude 96° 46′ E. Very cold, hazy and stormy weather continued until March 10, with heavy seas. The Snares were sighted on March 19, and Stewart Island the following day. A steady breeze carried the ship towards the Otago Peninsula, and we sailed into port on March 23."
The best account of the ships that I have come across is to be found in Hocken's book, "The Early History of New Zealand," in which there is much valuable information for those who like delving into the past and tracing the steps by which the colony grew up. He mentions at the outset that Mr. John Sands, of Greenock, who owned the Otago's First Immigrant Ships.
"The
"After various delays everything was ready for sea. On November 22, 1847, Captain Cargill received his formal appointment and power of attorney as the company's resident agent. His salary was £500 per annum, and he and his family had a free passage provided. On the 24th the
"At length, with opened seams and the cabin afloat, she dropped anchor at Portsmouth, there to effect necessary repairs. Leaving again on the 16th inst. amidst boisterous weather and heavy seas, she narrowly escaped collision with a large Homeward-bound barque—the two vessels being within a few yards of each other. Thus commenced a voyage undertaken, as one of the Glasgow resolutions put it, 'to secure the settlers a summer voyage in southern latitudes.' With the exception of a narrow escape from wreck on the Scilly Islands, and then on Kerguelen's Island, all further mischance ceased.
"The Equator was crossed on January 15, the thirty-second day out, and on March 22, 1848, the ship dropped anchor within Taiaroa Heads, moving up to Port Chalmers the following day.
"There were twenty-four persons in the cabin, thirteen adults and eleven children—Captain Cargill, his wife and five children; the Rev. T. D. Nicolson, a Presbyterian minister, who, with his wife and three children, was proceeding to Nelson; Mr. Garrick, a solicitor, his wife, governess, and three children;
"But most interest centred round the
"There were twelve passengers in the cabin, the Rev. T. Burns, his wife, son, and five daughters; Mr. Blackie, the schoolmaster; Mr. and Mrs. Carnegie, of Edinburgh; and Mr. Donaldson. The remainder of the passengers were in the steerage, where most complete arrangements had been made. Ninety-three were children under fourteen years of age. The regulations were admirable, but Spartan in their strictness, and not such certainly as would be complied with to-day. The people rose at 6.30 and by 7.30 were all on deck. There was no breakfast until all the berths had been scrubbed out and cleansed. Twice a day, at 10.30 and 7.30, there was religious service, with one additional on Sunday. At 11 o'clock school commenced, and again at 4, conducted by Mr. Blackie, who was assisted by a few of the better-educated passengers. Dinner was served at 2, and tea at 5.30.
"The discipline was rigorous, and faithfully enforced. One persistently guilty youth was condemned to have his head shaved, a sentence which was commuted at the earnest request of the parents to close-cropping of his hair. Another criminal was imprisoned in
"To return to the
"As previously stated, the anchor was not dropped within the Heads until the following morning, the 22nd. During the unavoidable delay the Maoris proved most acceptable visitors and made friends with all on board. A little incident raised them greatly in estimation. The waters were teeming with barracouta, and several passengers who had brought out the most approved tackle began to fish with much patience but no success. After watching these operations for some time with good-humoured contempt, the Maoris split up an old cask stave in pieces, which they armed with a flax string, hook, and bit of red rag, and soon caught a boat load. Driver, the pilot, died at Purakanui in 1897, aged 85. He enjoyed the reputation of spinning the toughest of tough yarns, and on this occasion he was amply able to supply his listeners with many such indigestible morsels. Born at Bristol in 1812, he went to sea as a boy of 14 in the Governor Ready, a vessel which carried convicts to Hobart Town, and soldiers to Sydney. Thence he went to America, and after a due amount of whaling and adventure found himself about 1838 in New Zealand. The adventurous aspect of his life ceased in 1847, upon receiving from Governor Grey the respectable appointment of pilot to the Otago settlement.
"Most of the young and unencumbered men left the old vessel without delay, and with stout hearts and heavy knapsacks made their toilsome way to Dunedin through the surveyors' track. The weather was serene and warm for a time, so that the taste of their new life was all that could be depicted by a Defoe. Captain Cargill and his friends came up by boat and pitched their tents on the beach line. Captain Cargill's tent was a very conspicuous affair, giving life to the beach, its bell shape and scarlet bindings marking him out as leader of the camp. The women and children remained on board for some weeks, and were then pulled up to Dunedin with their belongings by boat-loads, and there they entered the shelters prepared for them by their male relatives.
"While this was proceeding word was received that the
"Barely had the grating sound of the chains and heavy splash of the anchor announced that the voyage was over, before a loud cry of "Man overboard" rang out. In the moment of this supreme confusion a little child had fallen from its mother's arms. Without a moment's delay Mr. Blackie, the schoolmaster, sprang over the side and rescued the little one from its imminent peril, for the tide was running fast. Safely on deck with his charge, the air was again rent with a thousand hurrahs. Soon Captain Cargill was on board and welcomed his old friend, Mr. Burns, who for so many bitter years had been so staunch a henchman.
"Captain Cargill now addressed the assembled people. First thanking God for His mercies vouchsafed, and then congratulating them on their safe arrival, he proceeded to give them some homely, plain advice as to their future conduct. He concluded by saying that he had fixed the rate of wages for public works at 3/ a day for labourers and 5/ for craftsmen.
"There was constant boat communication between the vessels and the town, and it was some weeks before the last of the women and children and the stores were landed. The shelters, or barracks as they were called, were situated along the beach, which extended from the junction of High and Rattray Streets to Dowling Street. They were long and low, and constructed of native grass, rushes, flax, and small timber. That built by the Scotch emigrants was 60 feet in length, and was entered by a door at one end. The single girls occupied the upper part, the married folks the middle, and the single men the lower part.
"The sight must have been as unique as it was busy and interesting. The Maoris helped their new comrades with all the good humour of the race; indeed, their assistance was invaluable in the erection of these primitive dwellings. The forms, tables, and other fittings brought from the ships, completed the furniture. Cooking was done outside; fuel being abundant and to be had for the cutting. All were active, happy, and exhilarated under the new conditions and serene skies which preceded the stormy and rainy weather. The landing of the cargo was much mismanaged and occupied over two whole months. There was no recognised leader in the business, and the cases, crates, and casks were dragged up the bank from the boats by main strength."
Soon, however, the weather changed, and the winter came in, cold and disagreeable, and almost incessant rain, still the people bore up with wonderful cheerfulness.
When the first ships arrived they found in the vicinity of the site of the present city of Dunedin only five houses. First of all there was Watson's Inn, a rough weatherboard structure close to
Dense forests spread over the hills and dales which are now covered with houses and fine substantial business building. It will remind us of what a very small beginning contented the Pilgrim Fathers if we realise that when they were all settled down their little town was easily accommodated in the quarter-mile strip that begins at Stafford Street and ends at Rattray Street, taking in a moderate amount of the hinterland up those two thoroughfares and up the intervening High Street. And that small territory cleared from the surrounding bush, fern, and flax, was not by any means thickly studded with the primitive buildings which the hardy newcomers built for themselves.
Captain Cargill appointed April 21 as the day upon which the settlers who had land orders should make their selections. The order was decided by ballot before the ships left the Old Country. It must have been a matter of some difficulty for these new chums to select wisely. However, they made the best choice they could, and set about putting up their primitive buildings—or perhaps shelters would be the better term.
"The shores of the beautiful loch, fringed with a dense bush of totara, pines, and manuka, then presented a uniform mass of green, covering the rising ground that springs from the shores," wrote Mr. James Barr in "Old Identities," describing the lonely land to which the first settlers came, "with the untrodden fern and unbroken bush all round, with no accommodation provided, no immigrants' barracks, and no tents in their possession to erect." He says the act of these brave men and women is full of the elements of romance, and he wonders that it has never been the subject of a painting. It certainly is remarkable that none of our artists have been inspired to perpetuate the memory of this romantic time in our short but eventful history.
"Arriving at the setting-in of a most inclement season—the most severe winter experienced since the foundation of the settlement—the immigrants were subjected for the space of nearly two months to one continued downpour of rain," continues the same interesting historian. "Can one conceive of anything more dreary, more comfortless? … And little did these handicraftsmen—weavers, tailors, shoemakers, and bakers that in large (just too large) proportion made up their number—know of hut or whare construction!" But they all proved equal to the occasion, and we read of delicately brought-up ladies engaged in the difficult operation of cooking, while gentlemen held umbrellas over their heads to prevent the kitchen fires from being extinguished."
It will be remembered that when the first Canterbury settlers arrived at Lyttelton they found immigration barracks erected, and a certain amount of other preparation for their reception. Seeing
The
An extraordinary state of things prevailed on board the ship Victory, Captain Mullens, during her voyage from Gravesend to Otago in 1848. The story is told from a diary kept by a passenger, Mr. L. Langland, one of the twenty-four adults who came out in her. Leaving Gravesend on March 3, the vessel ran into heavy weather in the Channel and had to shelter at Cowes for ten days. At a very early stage of the passage there was much discontent among the crew. Right from the start, during the bad weather, the captain had a most vexatious habit of ordering "all hands" to shorten sail, 'bout ship, or carrying out some other manoeuvre. He had a smart crew, but this continual calling out of all hands left them no time for regular rest, and they became very disgruntled. The men looked on a young fellow named Robinson as their leader—a dark, handsome man, who seems to have acted with much spirit and showed much judgment in dealing with a rather peculiar state of affairs.
Naturally the grumbles of the crew reached the ears of the skipper, and he took a singularly unfortunate way of showing his displeasure. When the men were out on the yards reefing the sails on a dark wild night, the "old man" would stand beside the steersman and compel him to keep the sails "full," as it is called. That is to say, instead of letting her come up somewhat into the wind, and so taking much of the weight of the wind out of the sails, making the work of handling them easier for the men struggling with the heavy, wet canvas, he would keep the sails full of wind, and much prolong the work of the men. This, and the fact that he would not allow a man ashore when the ship was sheltering at Cowes, proved the last straws.
Robinson, a fine sailor, was a man with a marked personality, and he was not only looked up to by the rest of the crew, but was very popular with all the passengers. The captain was a very
Just before the ship reached the Bay of Biscay things came to a climax. The mate's watch had one night just turned in when the captain shouted, "All hands on deck; shorten sail!" This was too much for the harassed men. Robinson talked the matter over with the rest of the watch, and they agreed to stand by him. He then went on deck, told the captain that the crew refused to turn out, and said there was no necessity to shorten sail.
The captain was furious, and wanted the passengers to arm themselves with pistols and hold the poop while the officers secured Robinson and put him in irons. However, not a single passenger would lift a hand against Robinson. The captain made the best of a bad job when he saw that he could not count On the passengers, and nothing was done to Robinson. The captain sulked and spoke to none of them for over a week.
Robinson, after his defiance of the captain, took charge whenever the weather was rough, and from that point until New Zealand was reached the captain had very little to do with running things. In fine weather Robinson obeyed orders and went about his work like the rest of the crew, but in storms he was in supreme command, and the ship met with a lot of rough weather, so Robinson was a good deal in evidence. The position was really most remarkable. When it was his watch on deck Robinson used to take up his stand by the break of the poop, which is just where the poop rises from the deck. From that point he would call out his orders that could be heard all over the ship, and right willingly was he obeyed. There was no question about Robinson's seamanship, and all hands worked for him with a will. Although the captain would be on the poop when Robinson used to take charge, he never uttered a word, and the mate, in an emergency, would go the length of repeating Robinson's orders.
Considering the stormy weather met with, accidents and mishaps were exceedingly few. On one occasion a yard-arm was sprung, and a heavy sea which broke on board smashed the bulwarks, upset the cow-house, and broke the ribs of the man who happened to be milking the animal.
During the voyage a member of the crew broke into the fore-hold and consequently grog was plentiful in the forecastle. Robinson, however, seldom, if ever, tasted the stuff, and such was his influence upon the other men that there was no over-indulgence. One of the crew, however, did imbibe too much on one occasion. Making his way to the second cabin he started a fight with one of the passengers. The captain was called, and with the aid of the mates soon had the sailor seized and handcuffed. Just as the culprit was going to be taken below and placed in confinement, Robinson interfered and said he would not tolerate any man being placed in irons. The captain flew into a great rage and threatened Robinson with his
In spite of the rather strained relationships on board, the crossing of the Line was celebrated with much eclat.
After a long, rough passage, the
Upon information laid against them, Robinson and four others of the crew, including the man who got drunk and wanted to fight the second-class passenger, were taken before the magistrate. Robinson was charged with assaulting the mate and got six months' imprisonment. The three other men were each sentenced to three months. The gaol of those days was a most primitive affair. Sergeant Barry was in charge, and the only place he had to house his desperate criminals was a shanty made of manuka stakes driven a few inches into the ground and tied together with flax, over which there was a roof of thatch. Fortunately for the peace of mind of the gaoler the men behaved well, but they did not serve their full term, as a whaler came in and they accepted the offer of being allowed to ship on board her.
The subsequent fate of the captain of the
The
The first exciting incident of the trip was a dispute between two passengers, who wanted to fight a duel with pistols on the poop. The captain and Colonel Wakefield interfered, and the duel was averted. For the remainder of the voyage the captain refused to dine in the company of these two truculent people. He was a most reserved man at any time, rarely entering into conversation with any of the passengers, and only once did he go for'ard of the mainmast.
When the
When New Plymouth was reached the newcomers were told that the Maoris were on the warpath, and at Wellington they found all the chimneys of the little settlement knocked down by a recent earthquake.
There was only one storm of marked severity during the voyage. Three deaths occurred. The fare on board seems to have been quite satisfactory, and the diary mentions a rather unusual item—an allowance of a pint of rum a day to each passenger during the cold weather. When the time came to say good-bye, the Otago contingent, which had been on board for five long months, was quite reluctant to go. The immigrants thought the harbour beautiful, but the little settlement struck them as being most primitive. There were no wooden houses, and what huts the settlement boasted were of mud.
Some time later the people who came out in the
Some most unconventional incidents happened in those old pioneering days, when people were thrown ashore in a strange land, cut adrift from all the old familiar landmarks, and found themselves confronted with situations that could never have arisen in the well-ordered round they had followed in their home town or village.
As the Dunedin people were Scots, and picked ones at that, we are not surprised to find that a Supreme Court judge with which
"Mr. Monson's establishment, and his mode of conducting it, have often been made the subject of joke," says the author, "but in reality he was a good and worthy man, making the most of circumstances, and of the ricketty shanty erected for holding the two or three male topers and female randies of the place, with occasionally some runaway sailors. Besides his own private apartments he had but two others, and altogether it would appear that they formed quite a family party. They went out by day to work, and every evening before retiring to rest were present at Mr. Monson's family worship. Saturday afternoons were given to the cultivation of a little vegetable garden, the reward for which super-added labour was beef and broth for dinner on Sunday. On Saturday evening they were regularly trooped off, Maori baskets in hand, to Ross and Kilgour's store, for the weekly quantum of 'provent;' and always with the injunction, 'Now, lads, see that you return in time; if you don't, mind, you'll be shut out.'"
In the early days Otago had a hard struggle, but its original settlers were of the right stamp, full of grit and honest Scots courage. Gradually settlement was pushed out, and though progress was very slow it was sure. In 1857-8 there was a considerable addition to the population as the result of the work of Mr. James Adam, who was sent Home to induce more people to come out. Eight ships, five of which sailed from Scotland, two from London, and one from Plymouth, brought 2017 new settlers during the year 1858. Three years later gold was discovered, and the Gabriel's Gully rush soon resulted in Dunedin becoming the centre of a whirl of excitement. Estimated at 12,691 in 1860, the population jumped in the following year to 20,269. Gold was discovered at other points, and the influx of people made a wonderful difference to the province. Trade developed at an astonishing rate, and at one time Dunedin became the most important distributing centre in the colony.
Dunedin has a very interesting reminder of old times in its Early Settlers' Hall, where there is a unique collection of old things and old documents referring to the pioneer days. Thanks to the complete manner in which they keep their records down there, I have been able to make a short list of the surviving passengers by the first five ships, to which I have added the names of two people who landed at Waikouaiti in 1840 from the
Mrs. Thomas Ferens (nee Westland), age 89, Westport.
Mrs. Elizabeth Titchener (nee Finch), age 78, Invercargill.
Mrs. Elizabeth Griffiths (nee Mosley), age 81, Balclutha.
Mrs. M. J. Johnston (nee Cargill, only surviving daughter of Captain Cargill), age 96, George Street, Dunedin.
Miss Agnes Burns, age 79, Dunedin.
Mrs. Wm. Allan (nee
Mrs. Charles Findlay (nee Barr), age 79, Dunedin.
Mr. David Buchanan, age 84, Kelso.
Mr. Adam Duff, age 83, Glenavy (Canterbury).
Mrs. J. L. Souter (nee Duff), age 82, Sydney.
Mrs. Wm. Churchhill (nee Hair), age 82, Dunedin.
Mr. Walter Watson, age 83, Invercargill.
Mr. John Gillies, age 83, Perth (West Australia).
Mrs. Mary Stewart (nee Sinclair), Papakura, Auckland.
Mrs. Agnes Dickson (nee Dalziel), age 84, Roslyn, Dunedin.
Mr. C. R. Chapman, age 80, Dunedin.
Mr. J. A. D. Adams, age 81, Dunedin.
Mrs. Robert Law (nee Harrison), age 79, Mosgiel.
Mrs. James Parlane (nee Harrison), age 81, Mosgiel.
Mrs. John Johnston (nee Shields), age 79, Romahapa, Clutha.
Mrs. Ann Fraser (nee Black), age 78, Timaru.
Mr. Thomas Thomson, age 79, St. Leonard's, Dunedin.
Mrs. E. A. Henderson (nee Poppelwell), age 78, Wellington.
Mr. John Johnstone, age 88, Wellington.
Mrs. John Morrison (nee Dewe), age 81, Invercargill.
Mr. James Anderson, age 86, Auckland.
Mr. John Howden, age 78, Mataura.
Mr. David Anderson, age 82, Hastings.
Mr. Peter Anderson, age 79, Hastings.
Mrs. Eliza Burns (nee Kennard), 90 years, Invercargill.
Mrs. Mary Woolsey (nee Coleman), 89 years, Port Chalmers.
Two or three years prior to 1840 a Mr. J. Jones, of Sydney, bought a large tract of land at Waikouaiti for a whaling station, whales then being plentiful at several points around the New Zealand coast. The station was in charge of Edward Palmer, who had with him John Foreman and Stephen Murphy as headmen, J. McLauch-lan, who was the cooper and had his wife with him, a Dr. Crocker, a blacksmith named McKenzie, two boat crews, and also a crew for the picking-up boat. The whalers were kept supplied with stores
At that time there happened to be in Sydney several South of England families, who had just come out, and found the heat of New South Wales too trying, so they gladly availed themselves of a chance to get to a cooler climate, by accepting Jones' suggestion that they should sign up with him and go to Waikouaiti.
There were thirty-three people concerned in this early migration from New South Wales, and the heads of the families agreed to stay with Jones for twelve months, the pay being £35 a year with rations. Oddly enough the names of all these families have been preserved in Thomson's little pamphlet, and though it is hardly worth while repeating them here it is interesting to know that there are still living two people who came over in that party—Mrs. Mary Woolsey (nee Coleman), aged 89, Port Chalmers; and Mrs. Eliza Burns (nee Kennard), aged 90, of Invercargill. Mrs. Woolsey was three years of age when she landed at Waikouaiti and Mrs. Burns was only a year older.
These very early Otago settlers sailed from Sydney in March, 1840, in the
Finding the climate of Waikouaiti very much more to their liking than the heat of Sydney, the English immigrants settled down with a will, and lost no time in starting cultivating the ground. Occasionally, during the busiest part of the season, they used to lend a hand at the whaling station. The whalers were a decidedly rum lot, and most whalers were the same in those wild times, comprising "runaway sailors, convict expirees from Sydney, men who were dodging their creditors, and some well-educated men attracted to the calling by love of adventure," to quote an old-time description. "They were a wild, mischievous lot, but very good-natured, and always ready to do a good turn to anyone, especially to new-comers."
On her next trip down from Sydney the
When their engagement with Mr. Jones came to an end some of the settlers re-engaged, while some took other jobs, and some moved away to Otago Heads, where they joined a whaling station owned by Mr. Willers, of Sydney, and managed by a German named Schultz. There were six boats and about sixty men at this station at the Heads, and there was another one under the same ownership at the Taieri.
These Sydney-owned whaling stations were the first points at which pakeha and Maori came into touch. Each station generally had a barque or a brig attached to it, for the purpose of bringing stores and taking back the oil. At the time of which we are speaking Otago Harbour was a regular place of call for whaling ships, which put in for fresh water, potatoes and pork, and sometimes to effect repairs. As many as eleven vessels might have been seen lying in Otago Harbour at the one time. John Hunter, Richard Driver, and James Fowler were the pilots, and as it was "first on board gets the job" there were some exciting races between their well-manned boats when a sail hove in sight. The pilot fee was £5 in and £5 out. In addition to piloting, Hunter was a sort of merchant in the pork and potato line of business. He stood well with the Maoris, always treating them with strict honesty, so he had no difficulty in always being able to collect what quantity of supplies might be called for—no simple matter when dealing with the easy-going natives with their "taihoa" ways. When he got an order from a whaling skipper for so many tons of potatoes Hunter would inform the Maoris, who next morning would march down to the beach with the required quantity in kits. Tobacco was a favourite currency, and Hunter used to walk between the rows of kits, placing a plug on each as he passed. Then the Maoris would follow, pick up each plug, and the transaction was complete. Pigs were bought in much the same manner, but occasionally the payment would be in blankets or sugar—the Maoris being inordinately fond of this last-mentioned introduction of the pakeha.
"There were some notorious characters in the settlement, known by such names as Cranky Bill, Joe the Convict, Paddy Burke, and the like," says this old pamphlet, evidently referring to the settlement at Otago Heads and not at Waikouaiti. "Some of these fellows would steal or do anything but work for a glass of rum. Amusing stories are told of some of their doings, such as selling to Mrs. Anderson, at the grog-shop, her own washing-pot and frying-pan, or stealing all the hams and bacon from a chimney where it had been hung for curing. These men would part with anything for drink, even to their boots, and consequently their outward adornments were often of the oddest and most incongruous character—flax shoes showing below worn-out moleskin trousers, a ragged old blue buttonless shirt, and a dilapidated remnant of a hat, the necessary adjustments and connections to this strange costume being
Up "the river", as the present Dunedin Harbour was called by the whaler-settlers, was a favorite pig-hunting ground. Parties of four or five would go up to the head of the river, or rather estuary, four three or four weeks at a time in the fall, kill a winter's supply of pork, salt it on the spot, and put it into casks. The usual camping-ground of these pork-hunters was in a gully between the present High Street and Rattray Street, now one of the busiest spots in the splendid city the people of to-day have inherited as a result of the heroic pioneers.
When dealing with the history of the beginnings of settlement in Hawke's Bay we are on somewhat different ground from that of other parts from which settlement spread—such, for instance, as the four large large ports, and New Plymouth and Nelson. In each ease, as far as the other provinces are concerned, we have something more or less similar—the decision to form a settlement, the dispatch from the Old Country of a ship or ships, the arrival at the New Zealand port, and then the gradual spreading of the newcomers back into the adjacent country. Hawke's Bay was handicapped to a certain extent by the fact that it had no good harbour, such as was possessed by Auckland, Wellington, Canterbury, and Dunedin. There was no doubt about the quality of the land, and had the district been blessed with a safe haven we would probably have heard of Hawke's Bay much earlier in the shipping history of New Zealand. Otago, which was the last of what we may call the provincial districts to be settled by parties organised in the Old Country, dates from the year 1848, but it is not until 1857 that we hear of an overseas vessel calling at Hawke's Bay, and even then it was not to bring passengers, but to pick up wool, which shows us the settlement of the back-country must have been accomplished in some way rather different from that to which we have been accustomed when reading of the founding of other provinces. Hawke's Bay was settled by way of the backdoor, and it was not until we come to 1864 that we read of the first ship to arrive from the Old Country direct with immigrants on board.
Being an open roadstead, except for small vessels, Hawke's Bay was long handicapped in the matter of shipping facilities, but her settlers were of the right stamp, and to-day they have triumphed over these disabilities in a manner that calls forth one's keen admiration.
Apart from the whalers there is not much doubt that the Rev. W. Colenso, the missionary, was the first white man to settle in the Bay. He arrived in the
The whalers seem to have come to the Bay in the late 'thirties, and when they arrived they found the bulk of the natives settled round the northern shores, between the Wairoa River and Mahia, whither they had migrated after some rather disastrous raids at the Heretaunga by Taupo and Waikato tribes. Whaling stations were established at Mahia, Waikokopu, Cape Kidnappers, Wairoa, and other places. In 1847 there were seventeen five-oared boats in the Bay, employing over 120 men. In that year £3000 worth of oil and £700 worth of whalebone was taken by these Bay stations. These fellows lived a care-free, devil-may-care life, drinking and gambling, without any check whatever, and it is said that more died from the effects of drink than from the accidents of their calling, hazardous as it was.
These whalers were naturally a wild lot, just as they were at half a dozen other places round the coast. "The New Zealand Spectator," writing in 1850 about a murderer who had escaped said, "He is trying to escape to Hawke's Bay, on the East Coast, which seems the Alsatia of the colony, where all disorderly and desperate characters resort to be out of reach of the law." We read that in 1847 a coastal trading vessel "was plundered near Waikokopu of goods and money by white men connected with the whaling stations." Other disreputable doings are also on record and the missionary Colenso seems to have had a busy time trying to keep his native flock from being utterly contaminated by this white flotsam.
The first vessel to enter the Iron Pot in the year 1857 was a small brigantine under the command of
In the course of some interesting reminiscences of old Napier, Mr. W. A. Harding, of Napier, writing about the Iron Pot, says: "The Iron Pot was a natural basin with the Eastern Spit (now Ahuriri) on the north, and Gough and Maori Islands on the south. Shortly after the provincial government was inaugurated it ordered the forming of a causeway connecting the two islands, which had the effect of diverting the bulk of the water of the Tutaekuri River and the inner harbour into the main channel. This main channel flowed to the north of the Iron Pot, which gradually got shallower. The Government then purchased the steam dredge Huntress, which at first appeared to be a success, but later had to cease operations as the sand came round her faster than she could dredge it out. A commission of inquiry was set up and eventually the dredging was discontinued. The
The dredge Huntress was built at Richmond River, New South Wales, in 1853-54. She was bought by the Hawke's Bay Provincial Government for £3000, and came across in 1860 in charge of Captain Ross. She had 50 h.p. engines and came over partly under steam and partly under canvas. Experiencing heavy weather in Cook Strait, and the coal running short, she put into Port Hardy, where the crew went ashore and cut enough firewood to carry her to Wellington. After being detained for nine days, owing to a defect in her boiler, she again set out, but it took her fourteen days to get to Napier, being part of the time under canvas. She arrived in the Iron Pot on May 14, and started dredging on September 19 of the same year.
The
There used to be some dispute as to when the first ship loaded wool at Napier for London, but the best authorities seem to agree that it was the
In some accounts of the port the
The first vessel to load wool for London from the Inner Harbour was the barque Eclipse, which met with an accident when leaving for Auckland, where she was to fill up.
For what happened to the
The pilot then ordered the barque's anchor to be dropped, but as the depth of water did not exceed twelve feet, while the vessel drew ten feet, he could not pay out more than fifteen fathoms of chain, which was quite inadequate to hold her. At the same time the tow-line unfortunately became entangled in the steamer's propeller, and for his own safety her master (Captain Renner) had to cut away the line. When Renner got his propeller clear he again sent a line on board the barque, but failed to move her, and as a matter of fact barque and steamer were fast going astern.
The
The
Upon searching the available records I have come to the conclusion that the first direct vessel from London to Napier was the barque Rangoon, 374 tons, Captain Pearman, which anchored in Napier Roadstead on July 24, 1864. Leaving the East India Docks on November 26, 1863, the
On July 4 the barque left Sydney in charge of Captain Harwood, sighted the Three Kings on the 10th, and all went well until off the Bay of Plenty, where she was struck on the port beam by a terrific sea during a very heavy gale she encountered. An incredible amount of damage was done, everything moveable being washed overboard, and several boats and deck-houses being stove in. Eventually she rounded Portland Island on the 23rd. Pilot Murray boarded her ten miles off the land, and after an adventurous voyage she anchored off the Napier roadstead on Sunday, July 24, as mentioned above.
Complaints were made by a number of the immigrants as to bad treatment during the voyage. Twenty-four of the passengers signed and presented a testimonial to the ship's surgeon,
The next vessel direct was the barque Strathallan, a vessel of 550 tons. She sailed from London on July 21, 1864, and arrived on November 24 the same year in command of Captain Paddle. Shortly after sailing, when off Beachy Head, the barque collided with the ship Ann. The
The
The third visit of the
The next vessel was the ship Montmorency, Captain Mackenzie. She sailed on December 7, 1866, and arrived on March 24, 1867. Four days after arrival she was totally destroyed by fire.
Only two other ships arrived at Napier direct from London in the 'sixties—the
With regard to the direct shipping from overseas to Napier, some difficulty arises in getting information, as no newspapers are available until 1863, the files at the Government Library in Wellington having been destroyed by fire.
The first vessel to arrive at Napier from London with passengers was the
The
Among some other details of old-time shipping that have been unearthed by Mr. W. A. Harding are some concerning the ship
An early visitor to Napier was the barque Arabella, 466 tons, Captain Pinches, which brought cargo from London, via Wellington, arriving at Napier on March 5, 1862. She anchored in the roadstead, to the disappointment of consignees, who had hoped she would go into the Inner Harbour. On the 18th, when the bulk of her cargo had been lightered, she was taken inside and moored off the Western Spit, where she finished unloading. She then took on board 500 bales of wool and on Sunday, May 5, she was towed out by the s.s. Wonga Wonga, and anchored in the roadstead to finish loading, eventually sailing for London on June 12 in command of Captain Henton. Her cargo consisted of 1183 bales of wool, valued at £23,607, 397 sheepskins (£53), 30 hides and other produce (£47). She took eight passengers. The barque arrived at Gravesend after a passage of 111 days.
Owing to the researches of Mr. Russell Duncan, of Napier, who takes a great interest in the shipping history of that port, I have been able to get together some valuable notes concerning outstanding incidents in the early days.
"The first pilot of the port of Napier was a Maori, who was succeeded by John McKinnon, who acted from 1857 to June, 1858.
"Thomas Murray, who was chief officer of the s.s. Wonga Wonga on her first visit to Napier, became pilot and harbourmaster in September, 1858, his salary being £100 a year.
"Captain Cellum, formerly of the s.s. White Swan, succeeded Captain Murray at his death, and remained in the post for two or three years. He then ran the s.s. Queen and other coastal steamers to Auckland and Wellington.
"The best known of the old-timers was Harry Kraeft, a splendid seaman, and formerly boatswain of the
"In the year 1858 we find the shipping was confined to two trips by the
"The entrance to the Main Harbour in those days was, very different in appearance from what it is to-day, there being no moles to confine the channel, or, in fact, any attempt at harbour improvement whatever. Every gale of wind brought up a heavy sea, which shifted the travelling shingle and altered the channel. There was nearly always a large island of shingle, two or more acres in
"It was many years before Napier got a steam tug. Before its advent vessels were manoeuvred in and out with their own sails—no mean feat in bad weather—and it says much for the skill and care of the pilots that there were so few accidents.
"Up to May, 1859, the largest vessel to enter the Main Harbour was the
"The barque Snaresbrook arrived from Wellington on October 19, 1859, and was probably the first vessel to take a part cargo of wool for London. She was anchored inside the outer tail of the Rangatira Bank, and inside of the current that set in and out of the harbour. The barque lay at anchor and rode out several gales with springs on the cable (single anchor) for four months. During that long stay she loaded only 200 bales of wool and left on February 23, 1860, for Wellington to continue loading.
We get an echo of the Maori War days when we note that on January 3, 1861, "the ship Robert Low, Captain Congalton, arrived in the roadstead with 600 troops on board. She landed 200 of the 14th Regiment, and took on board 100 men of the 65th Regiment for Wellington and Taranaki. She was only two days in the bay."
"On August 10, 1863, the s.s. Auckland, Captain Gibson, on rounding Napier Bluff, bound for southern ports, touched an uncharted rock. No damage was done. Owing to neglect to take accurate bearings it was some time before the obstruction was again located. It was named after the vessel that found it, and to-day is marked with a gas-buoy.
"A number of native-owned schooners traded on the East Coast in the 'sixties, and they were manned entirely by Maoris. Most of them hailed from Poverty Bay and Wairoa, but occasionally one would come up from Lyttelton.
"The arrival of two parties of Scandinavian immigrants from Christiania turned out well for the province, for these were the sterling people who settled at Dannevirke, Norsewood, and Ormondville. They came out in the ship Hovding, the first party arriving on September 15, 1872, Captain Berg in command, and the second on December 1, 1873, the ship then being in command of Captain Nordby."
One of the earliest and most vivid of Napier's shipping memories is the burning of the ship Montmorency in the roadstead on March 28, 1867. It was the most notable event of the kind that has happened in New Zealand waters. The burning of the ship
At about one o'clock on the morning of the 28th the sentry at the Barracks noticed that the ship was afire, gave the alarm ashore, and the harbour authorities were roused, but as they had no fire-fighting gear they were helpless. Boats went out to the burning ship and found that her crew had already taken to their own boats and were safe.
It was a splendid spectacle, says a contemporary record. The night was calm, and the flames and huge clouds of smoke mounted steadily skyward, licking up the ropes and spars as they ascended. When the gaskets (the short ropes that are used to make fast the furled sails to the yards) were burned through, the sails fell from the yards, and as the flames caught the dry canvas the sky seemed to be full of sheets of lurid fire. By daybreak every mast and spar had fallen, and the ship was a black mass from which issued dense volumes of thick smoke.
The Hawke's Bay "Herald," referring to the disaster, said: "The ship was discovered to be on fire shortly before midnight, Captain MacKenzie being ashore at the time. Smoke was seen coming from the fore hatchway. The hatches were closed and hoses turned on the fire, but all efforts to quell the flames failed. Several unsuccessful attempts to scuttle the vessel were made by the carpenter. When the spare spars, etc., on the deck ignited, the task of saving the ship became impossible, and the crew left the vessel, losing nearly all their personal effects. By daybreak the following morning the masts had gone over the sides. The ship smouldered throughout the following day, and was later with difficulty beached between the Spit and the Bluff. The charred hull was sold by auction and fetched £110. The cause of the fire remained a mystery."
The
In these days of wireless we have no conception of the terrible anxiety people went through in the old days when anything happened to one of the sailing ships. Months and months elapsed before anything was known, and in the interval the relations and friends of those on board went through agonies. A typical case in point where nothing was heard of a ship for about ten months, occurred in 1875-76, when the
The
By daylight the whole of the vessel was under water with the exception of the forecastle head. Some of the unfortunate people found a doubtful shelter on top of the deckhouse, and others clambered up the fore-rigging. It was fortunate the ship did hang on to the rocks, even in this precarious position, otherwise the death roll would have been longer than it was.
Captain Macdonald and the first mate were early washed over-board and drowned, and 37 others of the unfortunate people also lost their lives. The second officer, Mr. Peters, who will be remembered in later years in command of the
At daylight the gig returned and eventually all the survivors, forty-nine in number, were got ashore. They had a few blankets and some sailor clothing, but nothing adequate, and many of the people suffered from frost-bite, one man dying. That night the remains of the
Where the survivors landed was a most desolate spot, rocks everywhere, with nothing in the way of vegetation except some sparse grass and weeds. It was on one of the rocks called "The Twelve Apostles," and the nearest island of any size, which might have been more hospitable, was six miles off—but it might just as well have been sixty, for the shipwrecked people early lost the only two boats they had saved, a storm springing up and smashing them on the rocks. Before these boats were broken up the people managed to save two barrels of gunpowder, one cask of port wine, two cases of rum, one case of brandy, two cases of gin, one case of preserves, one case of boots, and eight tins of sweets. The boots would have been most acceptable, but unfortunately they were women's and almost useless. They also saved a passenger's box, which gave them some blankets, knives, and spoons. The sweet tins came in very useful, as they were used for pots and lamps. There was, fortunately, a good spring of water on the island. Several of those saved had matches, so there was no difficulty about starting a fire, but there was not a great deal of wood about, and even though foraging parties went out they could not rake up more than enough to last about a month. Afterwards they found that bird skins made an excellent fuel, so they were never short of a fire.
The weather was bitterly cold, and one of the survivors died from exhaustion the first day ashore. For the two first nights the people had no shelter whatever, but by the third night they had rigged up a lean-to, made with stones and turf, which held the whole of the party, now numbering forty-eight. Subsequently other shelters were rigged up, and the little community was divided into six messes, each doing its own cooking.
There was only one lady on board the
"The food we chiefly lived on was albatross, of which the young gave more eating than the old, being larger and heavier. Another bird we used was one which we at first thought was a 'mollyhawk,' but we afterwards discovered they were what the sailors call 'stink-pots.' They were very large birds with strong beaks. I remember getting a bite from one which hurt through a Wellington boot, trousers, and drawers. We caught these birds by chasing them into rough places, where they found it difficult to rise, and we then killed them with clubs. Our favourite vegetable was a sort of moss with long spreading roots, and we were often so hungry that we ate dirt and all. Owing to the season of the year the nights were very long, fifteen hours, which we tried to pass in sleep. Our dreams were generally of food in some shape, but there was always a feeling in the background that spoiled these dream feasts.
"When my mother got ashore she was wet through, starving, and cold. One of the sailors took the shirt off his back and gave it to her; and she also had a pair of men's trousers, a pair of men's drawers, a pair of stockings, an overcoat, and other odds and ends, all given her by the sailors. The coarse, rank flesh of the seabirds disagreed with her, and she suffered much from low fever and a dreadful bowel complaint. She was reduced to a perfect skeleton, and was so weak that I had to turn her over in the night when she wanted a change of position. Although she had been very subject to rheumatism she was never troubled with it while on the island, in spite of her great privations. Our clothes were seldom quite dry, and we often had to lie down in absolute slush, with the rain beating on our faces, but none of us took cold, owing, I suppose, to the ammonia in the guano-covered soil.
"Nearly all of us suffered from diarrhoea, and similar trouble, and the wine and spirits were invaluable. A small salt cellar of wine, or spirits and water, was served out nightly until finished, except a bottle of wine and a bottle of rum, which were buried for the use of the sick.
"Two dishes I prepared for my mother were brains of birds, fried, and the heart and liver minced with moss. We had no salt, and flavoured our dishes with gunpowder and sea water.
"When the wood we had collected for firewood was all finished, except a few sticks we kept for the purpose of cleaning the birds we used for food, we tried to keep the fire going with turf, but it merely smouldered slowly. Luckily someone threw a skin on the fire one day, and we were surprised and delighted to find that it burned readily. That, of course, solved the fuel problem. To save our matches we kept a sort of lamp going, feeding it with oil made from the fat we scraped off the bird skins.
"We seldom could clean ourselves, the dirt being too fast on to permit of cold water taking it off. However, we had a method of cleaning our faces by rubbing them with the bird skins, afterwards rubbing them with the feathers.
"At one time we were very hard up for food, having only two birds left. We were very weak and low-spirited. One day some of the party went to the other side of the island where we were wrecked, and there they saw a number of large mud-nests, with a great lot
Mrs. Wordsworth and her son afterwards resided for some years in England, and later came out to Taranaki to live.
It is interesting to know that there are several of Mrs. Wordsworth's descendants in New Zealand. Two of the daughters of her son, Mr. Charles Francis Wordsworth, who wrote the account from which the above extracts are taken, are living in Auckland, two more live in Taranaki, and a son is in the British consulate in Hankow.
It was weary work waiting and waiting for a ship, and some of the poor people doubted whether they would ever be rescued. All the party took turns in watching the signals that were arranged as soon as the shelters were up. A mast was set up on the highest rock on the island, and a blanket hoisted as a signal of distress. During their weary watch the people on the islands had the agony of seeing four vessels pass, but none of them took any notice of the signals, though one of them was within two miles of the island and must certainly have seen that there was someone ashore.
This supposition was afterwards found to be correct. Some of the passengers by a vessel called the
The signals were also seen by another vessel, but this was not known to the watchers, so they were saved that much disappointment. Mr. Henry A. King, who now lives at 122, Fox Street, Gisborne, was a passenger by the barque
By December the number of people on the island was reduced to 44, and there were no further deaths.
January, 1876, was more than half gone, and still there was no sign of rescue, "until, on the 21st of that month, an American whaler noticed the signals and stood in for the island. The survivors could hardly speak for joy when they saw her lower two boats, and their feelings call be imagined when they realised that at last rescue
Next day, as early as possible, the rest of the survivors were taken off. Before they left the desolate island where they had spent six weary months, they made crosses which they set up over the graves of their companions who had died, and they also buried an account of the wreck and their hardships.
On board the Young Phoenix the rescued people were treated with the greatest kindness. Hot baths and clean clothes were luxuries they greatly appreciated, and the men experienced the pleasure of a good smoke after having been without tobacco for the whole six months.
As the Young Phoenix was too crowded, the captain transferred twenty of the
News travelled slowly in those days, and it was not until March, 1876, that word reached London of the fate of the
Thanks to the kindness of Sergeant W. Cooper, of Hamilton, I am able to give a list of the people on board the
Passengers.—Mrs. Wordsworth, Charles F. Wordsworth, Frederick Bently, Spencer Joslin, Hilton Keith, Thomas Henderson, George Crombie, Alfred Walker, Walter Walker (child), William Rooke, George Ward, Joe Ward, George Skidmore, Thos. Standring, James Wright, Robert Wilson, George Mellor, William Wilson, Robert Linnie, E. B. Stanbury.
Crew.—Thos. B. Peters (second mate), John C. Allan (third mate), C. R. Jackson (boatswain), Walter Smith (sailmaker), John Pirie (carpenter), G. F. Buttenshaw, David Wilson, Joe Ducke, John Smith, John Nicol, John Evans, John Warren, J. G. Stainworth, H. Erickson, M. Rioldan, W. Vinning, J. Wilson, J. Wilson, J. Wilson, E. Sharp, W. Husband, J. Frail, J. Leaske, J. Fitzmaurice, C. Tookey, T. Blackmore, H. Turner, F. Carmichael, E. Preaton.
Those drowned were:—
Passengers.—Mrs. Walker, Miss Henderson, Percy Joslin, Mr. Riddell, Mrs. Riddell, Mr. Mabille, Mrs. Mabille, Mr. Blair, H. C. Sinnock, Mr. E. Goodrich, Mrs. Goodrich, and family of eight, Mr. Silk, Miss Silk, B. W. Bell, H. Dallen, J. Moore, M. Johnson, J. C. Ridge, F. Chilton, J. Dagnam, H. Lewis.
Crew.—Captain Macdonald, William Ramsay (first mate), Peter Jansen, H. Fellows, M. McLean, R. Williss, P. Cogan, J. O. Backstrom, and E. May. There was also a passenger whose name was unknown, but he had been a sergeant in the army.
Mr. Alfred Walker died in Auckland on June 30, 1926, aged 84 years. For many years he was a well-known sharebroker. He was an enthusiastic bowler, being a member of the Carlton Club.
Another vessel bearing the name Strathmore, a ship of 683 tons, under Captain Mann, sailed from London with 184 passengers on June 29, and arrived at Port Chalmers on October 2, 1856.
A thrilling story of the sea is that of the burning of the ship William Brown off the Western Isles. Fortunately there was only one life lost, but if it had not been for the timely arrival of a passing brig the toll must have been much heavier, and one can readily conceive the fate of the
There were nine passengers on the
The Hirsts had emigrated to New Zealand, and were Home on a trip to visit some of their relations who lived in Yorkshire. People who believe in occult influences will be interested in a rather peculiar incident connected with this family. Mrs. Hirst had an elder sister named Margaret, between the two there being a strong bond of sympathy. Margaret for Some reason or other took a strong dislike to the
It was on September 5, 1861, that the
After going back to reassure the rest of the passengers, who were all on deck in a state of alarm, Mr. Thomson went below to collect his papers and a few other things, but even then smoke was entering the cabin. Going on deck again he helped the crew to fight the fire. Holes were cut in the deck, and water was poured down, and it was thought that they were getting the fire under. Just at this stage occurred the only fatality that marked this exciting fire. The captain had sent the steward down into the cabin to get up some provisions, the sextant, and charts, for fear they would have to take to the boats. The man made one trip, and then went below a second time. When the captain called, the steward did not answer, and, fearing a mishap, the captain rushed into the cabin, where he found the poor fellow in a state of collapse, overcome by the smoke. The captain and Mr. Hirst got the man on deck and every effort was made to restore animation, but life was extinct.
All this time the fire was gaining in intensity, and Mr. Thomson, who had a rifle and cartridges, began firing shots in the hope that some vessel would see the flashes. Further desperate efforts were made by the crew, with the help of the male passengers, to fight the fire, but at last came the order to clear away the long boat, and then the passengers knew that the worst had happened. As the boat had been used as a pen for sheep it was in a very dirty state, but it was soon cleared out and with much difficulty launched. The gale that had been blowing had calmed down very much, but still there was a bad sea running, and more than once it was thought the boat would be swamped, or crushed against the side of the burning ship.
Then came the difficult task of getting the passengers off. First came the children, then the women, and then the men, and last the crew. It was a fearful job. A line was passed round the body of each passenger, who was then lowered into the little boat, which was tossing wildly alongside. "A great deal of water came aboard," says Mr. Thomson, "and the passengers were wet up to the middle. Once the boat was nearly down; as the ship rolled, it caught the side of the boat and nearly forced it under, till the water rushed in. I thought all was over, and instinctively began to throw off my topcoat, which was ballasted with over a hundred rounds of ball cartridge, but it rose again immediately, and was with difficulty veered astern, and fastened to the ship with a long rope.
"By this time the flames had broken out through the deck, and all round the forecastle hatch was a mass of flame. The foremast began to shake, and the captain ordered the longboat's painter to be cut, so that the boat might be clear of the ship before it fell, which it shortly did, bringing down with it the main topgallant mast, etc. This was at 11.15 p.m. So here we were, adrift in a leaky boat, over 200 miles from the nearest land, with a very heavy cross sea running which took the utmost skill and attention of the captain and crew to guard against.
"We kept as near the burning ship as we could, as if any ship was near it would bear down on the flames, and we could thus be more readily saved. At 1 a.m. the mainmast fell, and the ship drifted slowly before the wind, while we were rapidly going to leeward and the wind and the sea was getting worse. Shortly after this one of the crew said he saw a vessel's lights coming near us."
The poor people could not believe it at first, but the joyful news was true, and they could distinguish the sails of a brig near the burning wreck. The stranger sailed round, and at one time was so close to the drifting boat that the shipwrecked people tried to attract his attention by shouting. Then Mr. Thomson tried his rifle, but it was so wet that he could not fire it off. The brig hove-to near the burning ship, and Captain Barclay sent off his second mate and four sailors in the gig, which was being towed behind the longboat, with instructions to try and reach the brig, and tell them of the plight of the longboat, which the sailors were unable to navigate in the sea that was running. Fortunately the gig reached the brig all right, coming up to her at about 3 a.m. In the meantime the (See page 184.) (See page 105.)The Handsome Ship Rodney.Wreck Of The Ship Strathmore.
Everyone prayed for daylight, and when it came there was no sign of the brig, but a little later they saw her bearing down on them, making a zig-zag course in the direction it was thought the boat would drift. Soon she was alongside, and willing hands soon got them on board the brig, which proved to be the Hedvig Charlotta, of Stockholm, Captain F. A. Hallengrien, bound from St. Ubes to Rio with salt.
The people of the brig could not do enough for the unfortunate passengers and crew of the
The next thing was to get back to England. The captain, the mates, and two cabin passengers took passage to Lisbon in the Portuguese mail boat, but the rest of the shipwrecked people had to wait until October 18 for the English mail steamer. Before these people left Madeira their first bad impressions of the Consul and the British residents were quite changed, Mr. Thomson saying that the greatest kindness was shown them, and everything was done to ease the calamity as much as possible by gifts of clothes and other necessities.
Mr. Thomson eventually left London again in the ship Matoaka on November 14, 1861, and arrived at Lyttelton on February 11, 1862.
"We had terrible weather through the Bay of Biscay," wrote Mrs. Hirst. "Such gales, and the wind mostly against us. On the second of October the wind changed in our favour, but there was a fearful sea running. We sat rather long at our tea. The captain was cheerful and hopeful, and after tea he went on deck, my husband going with him. In a few minutes later one of the sailors came and said there was smoke coming from the hold. The captain and mates went forward. My husband came and told me, and I put on my shawl and bonnet, and went up on deck. The men came to get buckets, or anything to hold water. Some of the children had gone to bed, but we got them up and dressed them on the poop, and brought their blankets up.
"It began to rain, and we went down again into the cabin, but it was full of smoke and we were obliged to go up once more. I got my pocket with my purse in, and my husband got his portmanteau with his papers and money in. It rained a little, and we covered ourselves with blankets. The scene forward was an confusion. The captain came aft and told us to keep up as he
"The flames had now burst forth with great fury. It was supposed that it was oil and turpentine that was burning. The captain feared that the foremast would burn through. Getting into the longboat, the mate and four of the crew took with them the biscuit and water. We then threw in the blankets, and the women and children were lowered. I was the last of the women. I put my legs over the side and they then tied two ropes round me. There was a roaring sea, and the boat dashed about fearfully. Twice I was lowered, and the third time I landed safely in the bottom of the boat. Then the men passengers were lowered, but the sailors and the captain remained on the ship.
"As the boat dashed against the ship's side we thought every minute she would be stove in, or that the mast would fall over on her. At last we got clear of the ship and dropped astern, being still made fast to the ship by a long rope. All this happened within about four hours from the fire being first discovered. We saw them lower the captain's gig and he was the last man to leave the ship. When they came up to us the captain got into our boat, to which the gig was fastened, and with an axe he cut away the rope by which we were made fast to the ship. I was sitting in the middle of the boat, and the water was up to my waist. The captain would have me move to the end, where the other women were, and as he lifted me up said, "Oh, she has been sitting in the water and never spoke.' The captain said the fire would be seen twenty miles off, and that our only chance of being picked up was to remain near the ship. They then cut the rope and we drifted away. It was a great relief, although we feared the result.
"We still kept near the ship, the waves every moment appearing ready to swallow us up. Towards midnight the wind increased, and we had a cross sea. The men worked with all their might to keep the boat head on to the sea, and she was continually working round broadside on, and then there was nothing for it but she would ship a heavy sea, and we feared she would be swamped. Three oars were
"Mr. Thomson bad his rifle, but the sea had washed over it and it would not fire. We had a lantern and a few matches, but they would not light. The men shouted with all their might, but oh, how faint it seemed! There was nothing but to pray and wait for daylight. The captain's gig was then cut adrift and some men were sent in her to try and get to the ship. It was with heavy hearts that we saw the poor little boat bounce away on the top of the waves, looking no bigger than a cockle shell. We soon lost sight of her. With thankful hearts we saw the first streak of daylight, and then we took one of the oars, and fastened two red handkerchiefs to it for a signal. We had lost sight of the ship for some time, but as daylight increased we again saw her bearing down upon us.
"None but those who have been similarly situated can form any idea of what our feelings were. She was soon near us, and we were very glad to see Mr. Smith (the second mate) and the men of the gig all safe on board. They threw us a rope, which was soon made fast to our boat, and we were quickly safe on board, the captain coming last."
An interesting chapter in Anckland's shipping history could be written round the troopships that have visited the Waitemata. Owing to the uncertainty of the attitude of the Maoris, troops were drafted to New Zealand at a very early stage, and after Heke's war of 1845 the feeling of insecurity was accentuated. Then when hostilities broke out in Taranaki, soldiers were rushed out, until by the middle 'sixties there was quite an army. Some idea of what the Maori War meant to Auckland in the matter of shipping and trade—caused through this large influx of troops—may be gauged from a study of the imports. In 1853 the total value of the goods imported into Auckland was £253,926, in 1863 it had risen to £959,219, while in 1864 there was a phenomenal jump to £2,219,287, which seems almost incredible, and as a matter of fact that figure was not reached again until 1900.
From a very early date there was a garrison of Imperial troops at Fort Britomart, the picturesque headland which now lies buried in the reclamation somewhere about the head of the present King's Wharf. After Heke's War with the sacking of Kororareka, Sir George Grey hit on a very good idea for the protection of infant Auckland. He arranged to bring out a large number of time-expired soldiers with their families, who were to be located in a cordon of villages running from Howick, through Panmure and Otahuhu, to Onehunga, to form a screen of protection against any possible invasion of Maoris from the Waikato, where there was always more or less disaffection. Many of these old soldiers came from Ireland, and in all these villages you will to-day come across many names redolent of the "Ould Sod." These pensioners, or "Fencibles," as they were called in those days, came out in the late 'forties and 'fifties. Each family was given an acre of land. A double cottage was built On the boundary between each two acres so that the villages were made up of these semi-detached cottages scattered about. It is interesting to know that the bricks for the chimneys were brought from Sydney. A few of these high-roofed cottages, somewhat modified, of course, are still to be found standing, particularly at Panmure, where in one of them is living an old lady who came out from Ireland in 1848 as a girl of twelve.
In dealing with the troopships I have taken them in their chronological order.
By the
A large party arrived by the
The
The
In the
One of the few ships that has her name perpetuated in the vicinity of Auckland as a place-name is the
During the passage of the barque Ichnumen, 565 tons, Captain T. Ennis, which brought out a large party of Fencibles, there was more than the usual number of deaths—twenty-two mostly among the children. Sailing from London on January 14, 1852, and Portland fourteen days later, she arrived at Auckland on May 27, landing 78 of the Fencibles, with 68 women and 113 children.
A party consisting of 48 sappers and miners, and four gunners of the Royal Artillery, together with a large number of women
The ship Euphrates, 675 tons, Captain Barrow, arrived at Auckland on April 26, 1855, with a detachment of the 65th Regiment, consisting of Captain McGregor,
A protracted passage to Auckland was made by the
A detachment of the 65th Regiment under
Another ship which brought some of the 65th men in 1859 was the
A vessel that brought a large detachment of troops to New Zealand was the
The ship also had on board a detachment for Auckland, to which port she proceeded, arriving on February 7, 1853. She
After 1855 there was a lull, everything being quiet until the outbreak of hostilities in Taranaki in 1860, and then in the Waikato in 1863. Ten thousand troops were brought out to New Zealand to meet this new situation. Some came by sailing ship and some by steamer, and the sailing vessels concerned have already been dealt with in Vol. I of "White Wings"—included in that number being the Empress and the Light Brigade, two of the largest sailers employed as troopships.
One of the very early families that settled in Auckland was that of Captain Porter, a Liverpool ship-builder and ship-owner, who in 1838 set off with his whole family, and all his belongings, to seek his fortune in South Australia, which was then much in the public eye. The story reads rather like the start of the adventures of the Swiss Family Robinson. Captain Porter was a successful seaman, considerably in advance of his time, and he was the first to introduce several improvements in the rig of vessels, notably the double stay and iron caps for the mast-head. Before his innovation the cap was made of wood, which was necessarily big and clumsy to get the strength, the result being that the masts were quite a distance apart.
To take the family to the Antipodes Captain Porter built a brig called the
A most interesting account of the brig and her multifarious cargo has been left by Mr. W. F. Porter, son of Captain Porter. This Mr. W. F. Porter was a boy when the voyage was made in 1838. He afterwards lived at Mangatangi and Miranda, and died in Huntly.
Everything about the brig is lovingly recorded in this interesting old memoir or diary, and it is a pity more of the early families did not keep some similar record. Life was more picturesque in those far-away days, and it is only by such records of the past that the pioneers' descendants can realise what a wide gulf separates the present generation from that of the people who founded New Zealand.
It was in August, 1838, that the brig Porter left Liverpool, bound for South Australia. Great interest was taken in the event, and as the little vessel drew out there were "cheers from the pierhead." On board the little brig and her even smaller consort there was "everything necessary to found a settlement, and the brig was commanded by her owner, who had all his family on board, as well as work-people of all trades." Such an undertaking was unique up to that time, and was probably never paralleled afterwards.
The
The voyage seems to have been singularly pleasant on the whole, and devoid of excitement. The diary records one amusing incident. One night one of the heifers "fetched away," was sent though the bulkhead into the forecastle, and fell into the berth of one of the sailors, a Welshman, who put his hand out in the dark, and, feeling horns and hide, yelled out, "The devil is in the forecastle!"
To-day, one wonders at the formidable battery of firearms, and the two 18-pounder guns, but on one occasion the latter were actually cleared for action and the lethal weapons were served out. "A low black schooner" kept hovering about the brigs at one stage of the voyage, and as the gentle pastime of piracy was not then extinct, the Porters had quite an anxious time, until the suspicious craft drew away, evidently intimidated by the presence of two vessels in company.
The old diary is very interesting on the question of food. There was no tinned meat in 1839, with the exception of "bouillie," a soup with vegetables in it, "rather nice," says the diarist. Corned beef, and pickled pork were the staple meats in 1839, but the Porters had
When the
In port at Sydney when the
It was the middle of May, 1841, that the Porters left Sydney. Before the brig was allowed to sail, the police went on board to hunt for runaway convicts, and they even put their swords through some trusses of hay lying on the deck, just to make sure there was nobody concealed.
In about twelve days' time the
Eventually the brig reached Auckland. "We had been told in Sydney," says the diary, "that the harbourmaster at Auckland when he came on board would be wearing white kid gloves, so we were all on the look-out, and sure enough, when the boat came alongside there was a spruce little man, and the white kid gloves. His name was Captain David Rough, and he proved a very good fellow, and a fast friend of ours. He married Miss Short, who was governess to the children of the Governor. Short Street was named after her, and she was very short. Captain Rough died in England. There was no pilot in those days, and father went by the chart and lead-line. Going up the harbour past the North Shore there were only two houses—one the powder magazine, and the other the signalman's
Anchoring in Commercial Bay, as the bay off the end of Queen Street was then called, the
The Porters landed at low water at Soldier's Point, below Fort Britomart, now no longer in existence, and when the tide was full in they landed on the beach, just about where L. D. Nathan's big warehouse stands in Fort Street. On the west of Commercial Bay was a point of land called Smale's Point, after the captain of the
As they could not get a house, the Porters had to live for three months on their brig, and eventually landed for good on August 11, 1841. The brig was kept in the Sydney trade, being in charge of Captain Stewart, and was ultimately lost when going to Manila for a cargo of sugar.
As there were no schools in those days Captain Porter engaged a teacher for his son, and the diary mentions that "a German named Dressin started a school in what is now Victoria Street East, close to the park at the bottom of Bowen Avenue. The old house stands there yet, and is now a fruit shop."
Mr. Porter soon afterwards went to Nelson with some friends to continue his schooling, and the diary mentions interesting facts about the state of affairs in infant Wellington (then a place of one street along the beach) and Nelson, which was in the throes of the Wairau dispute. Young Porter remained three years at Nelson, and then came back to the family at Auckland.
At the first sale of "country lands" Captain Porter bought 200 acres at the West Tamaki, the place then being called Waiparera, and there the first plough in the Auckland district was used, the ploughman being named Pearce. It was a small wooden plough, the top part of the mould-board being of wood, and it was brought out by the Porter's neighbour, Mr. William Atkin. One of the plough teams consisted of two working bullocks, which cost £40 each imported from Sydney. In 1842 there was no road cleared from Auckland to West Tamaki, only an old Maori track part of the way. Captain Porter went down to his farm in his boat, and on one occasion when going up to Auckland overland he lost his way. In 1843 all the land from what is now Orakei to Newmarket was all black birch bush, with only a Maori track where now the electric cars run.
The late Captain W. Field Porter, who died at Auckland in May, 1927, was a grandson of the original Captain Porter.
It is many years ago since there has been a brig in the Auckland Harbour. Probably the last of that rig to sail these waters was the Vision, an ungainly craft, which used to trade across the Tasman a generation ago. Brigantines survived to a later date, but even that relic of the picturesque days of sail has gone. It is so long since a brig has been afloat in New Zealand waters that young people of the present generation have never seen such a vessel, and to them the picture of one would be just as archaic as the counterfeit of one of those frigates one reads about in the sea stories of the days of Marryatt and his friends.
The first vessel of any size that was built in Auckland was a brig called the
When first launched the
She was a handsome craft, and the fact that she had been well designed by
An interesting relic of the
"A short, squat, high-wooded, painted-port barque, more like a haystack than anything else, and she could sail about as fast as a man could walk," is the way Mr. James Dacre, of Auckland, described the 573 ton vessel Blundell, that during the summer of 1862-63 lay out in the Waitemata, and became as familiar to the early Aucklanders as the coal-hulks that now lie in "Rotten Row" are to us of the present day. She is best remembered by the old hands, however, as the craft that crept out of harbour in the night to avoid the long arm of the law, which on this occasion was either not quite long enough or did not care to stretch itself.
"The
"As may be expected," said Mr. Dacre, "the
Upon one of the judgments obtained against him, Captain McLean was sent to Mount Eden for a term, but he must have been a pretty shrewd gentleman, as in spite of judgments and the lawyers he managed to "cut his stick" and get clear away. The story is told in the "Daily Southern Cross" of February 9, 1863.
"The barque Blundell," said the "Cross," "took her departure at an early hour on Saturday morning, greatly to the surprise of most people in Auckland. Our readers are familiar with the judicial proceedings taken against the master of this vessel, who was detained in gaol up to eight o'clock on Friday evening, in consequence of a judgment obtained against him some time ago in the District Court, because of short delivery and the disgraceful state in which he delivered his cargo to importers. When Captain McLean would be able to procure his release seemed problematical, and the
But by some means Captain McLean became possessed of money sufficient to pay the amount for which he was detained—£60—at the suit of Messrs. Gilfillan and Co., and on Friday night he was set at large. Once at liberty the master of the
As the
Fourteen years before she made her prolonged appearance in Auckland, the
Passengers who came out in the barque Gwalior in 1852 had such an awful experience that the hair of one poor lady turned white. Afterwards there was a rumour that the vessel was never intended to reach port, and the circumstances certainly lent colour to the suspicion. She was unseaworthy, had a decided list, and was manned by the scum of the docks—desperate men, ready to take any chance. To add to this unfortunate combination the craft had a drunken captain, and in the latter part of the voyage the food was scarce and unpleasant. Even in the cabin the passengers had only a little salt fish, weevily biscuits, and the water was nearly as thick as oil. A month before reaching Auckland the food was so scarce that in desperation the cargo was broached, and some salt fish and bags of rice were freely used. To crown all, the barque took the unconscionable time of 186 days to make the voyage.
Auckland was her first port of call, and she was so long overdue that the worse fears were entertained. She had sailed from London on December 10, 1851, and it was not until the second week in the following June that she was heard of. Over six months out, she at last made the coast of New Zealand, and was spoken by the Children, a schooner that plied between the Bay of Islands and Auckland. The schooner supplied the barque with some fresh water, and also took off several of the passengers, who could not stand the life on board any longer. Rumours of a strange kind were brought to Auckland by the schooner, and the barque's agents induced the authorities to send out H.M. brigantine Pandora to search for her. However, the two vessels passed each other at night, and did not meet.
When the
After the Auckland cargo was discharged, the
Apparently the barque was subsequently in the colonial trade, for the next we hear of her is that in April, 1853, she arrived at Lyttelton with cattle from Newcastle, New South Wales. Reporting her arrival, the "Lyttelton Times" said: "We regret to state that Captain Davidson, the commander, threw himself overboard on April 16, being at the time in a state of delirium tremens. He had for some time previously been in that state. On the morning in question he managed to evade those employed to watch him, and he threw himself overboard. The barque was hove-to so suddenly that she was in considerable danger, but all attempts to rescue the captain were unsuccessful. The mate, Mr. Taylor, brought the vessel safely to port."
The
"The
"The ship crossed the Equator on February 25, and as the drinking water (kept in iron tanks) was becoming very rusty and as red as paint, the opportunity to gather pure fresh water from the heavy tropical downpours was eagerly availed of by all, although they say that rusty water is good for the system, being a nerve tonic.
"Nearly a month after this an amusing incident occurred, The third mate had been hors-de-combat for some days in succession with a fever of the mild type, and there appeared little prospect of his early return to work. Captain Smith then decided to promote the eldest apprentice to act as third (temporarily). The eldest apprentice had, as a matter of fact, already finished more than his time, but his appointment as an officer, although applauded by the other boys of the deckhouse, was treated as a joke by most of the A.B.'s and O.S.'s. One foreign sailor named Jensen was particularly offensive over it, and when ordered by the new third to 'clew up' one of the sails, instead of the familiar, 'Aye, aye, sir,' replied, 'Clew it up yerself, kid!' This was enough, and a fight followed. Fighting is, of course, not allowed at sea nowadays, but at the time of the 'Cities' it was not uncommon. The foreign A.B. was a big burly brute of the Jack Johnston type, and had he got one blow in would have quashed the new third for ever and a day. But the young, fresh apprentice was alert, keen-eyed, and watched his chance, and he had also been brought up in a good school, as the fight had not proceeded long before he landed a lovely 'up stroke' on the foreigner's jaw which brought him heavily to the deck. After this he was, of course, the hero of the hour, and his orders were not again disregarded.
"The island of Tristan d'Acunha was the only land sighted all the way out. The
In 1882 the
Some strange experiences befell the barque Slains Castle, a vessel of about 600 tons, during the time she traded to New Zealand. Many times ships have been overtaken by disaster through the merest accident; on the other hand, many ships have just as narrowly escaped. The
The
"As evening came on the murkiness of the sky and the gale increased, so having made the headland at Kapiti on the one side, and Queen Charlotte Sound on the other, the Captain, with his usual prudence, thought it best about sunset to lay the vessel to in mid-channel for the night. About midnight the gale suddenly shifted from N.W. to S.E., and it blew so fiercely and the weather was so muggy and thick, that the Captain deemed it advisable to run the ship back to the width of the strait. On the morning of July 22nd we found ourselves nearly abreast of Stephens Island, and as the wind had greatly moderated, though not changed, we entered Blind Bay, Nelson. In this we cruised about pleasantly under easy sail till the following morning, when we made a start again with a favourable breeze for Port Nicholson. The day was beautiful, and we advanced so fast that by noon everyone was assuring himself that we should be in Port Nicholson by 5 p.m., numbers even dressing themselves in their best toggery to go ashore, and all were more or less preparing for that purpose, or to appear Christian-like to such as might visit the ship when she anchored; but just as we rounded Sinclair Head a heavy squall from the height of Cape Terawiti overtook us, and after that there came such a hurricane from the N.W., that by the time we opened Port Nicholson we were scudding along at the measured rate of ten knots without the aid of a single bit of canvas.
"To attempt to gain the doubtful entry of our port with such an adverse gale was altogether out of the question, nor had we other seemingly safe alternative but to let the ship run with the gale into the ocean to gain sea room. The whole of that night the wind continued very boisterous, but as we lay to after we had made a difficult offing, our admirable ship was easy enough. On the morning of the 24th we found ourselves under the lee of the mountains of the South Island, and so far down that some of the officers fancied they could see Banks Peninsula from the mast-head.
The
In 1852 the vessel was once more in New Zealand, this time commanded by Captain Andrew. An interesting diary of this voyage was kept by Captain (afterwards Major) F. E. Horneman, of No. 2 Company, Her Majesty's Hon. Artillery Corps. The diary was left to his family, and it is now in the possession of Miss B. Horneman, Takanini, Auckland. Captain Horneman was accompanied by his wife and five children. Leaving Gravesend on July 22, the
Then followed the ship's varied experiences on the New Zealand coast. They make such interesting reading, and the story gives such a vivid picture of the difficulties sometimes met with in voyaging along the coast, that I make no excuse for quoting in full Captain Horneman's account of what happened. He wrote:
"November 8: Off Otago Heads, waiting for pilot; had to anchor outside, as there was a heavy adverse gale blowing.
"November 9: With a favourable wind entered Port Chalmers.
"November 23: A terrific N.N.E. gale sprang up. The
"December 1st: Sailed for Wellington.
"December 7: Hearing a great noise, I went on deck, and found land close on the starboard side, with an almost endless reef of rocks round the ship's stern. I expected her to strike at any minute, and assisted in getting her off this lee shore. She then
"December 18: The True Brittain arrived with a detachment of the 65th Regiment.
"December 23: Left Wellington, and immediately ran into boisterous weather. The following day we made the White Bluff Head, where a terrific squall struck us. The mainsail was burst, everything moveable pitched about, and passengers were thrown to the deck. Later we made the Wairoa, and bore up for Port Underwood, where we were delayed for some hours by changing winds. When we got in, all hands were worn out from exertion.
"December 26: Stood out from Port Underwood, and next day were beating about in the Straits, first making the Two Brothers rocks and Torry Channel, then over to Mana Island, and at midnight we ran right back to Cape Campbell.
"December 28: Beating about Cook Strait all day; the men completely worn out.
"December 29: Ship running north, Mana Island on our right, then Kapiti Island, and at 9 p.m. we were becalmed.
"December 30: During the night the ship drifted south. The Captain said we were heading for Cape Stephens. The land was, however, really Kapiti, and to prove it I brought on deck a sketch of the Island I had made the previous day. This decided the Captain, and the ship's course immediately altered to west. All hands laughed at him and complained of his shameful carelessness in keeping no reckoning, in not knowing where he was, and having to be instructed by one who had never been in those parts before.
December 31: Almost a calm all day; Kapiti in sight, then Manawatu, and Wanganui. All hands heartily tired; no progress being made. This is the last day of this eventful year of 1852.
"January 1, 1853: Stephens Island is in sight… . We are running up fast to the island. At 3 p.m. we went about. Afterwards we weathered some land on the left, and then suddenly a sailor cried out, 'She is running smack on to the land now!' On a sudden the ship was wore. To our dismay, she was quite close to a large rock standing out by itself in the sea. We all shuddered. We wore ship again. Passengers and crew were in great anxiety all night. This second escape seems a repetition of our deliverance from Palliser Bay.
"January 2: Arrived off the pretty little town of Nelson, 167 days from the Docks."
Captain Horneman had letters of introduction to
In Deborah Bay, near Port Chalmers, lie the bones of an old sailing vessel that had a very unsavoury career if all the stories about her be true. She was a ship of 635 tons, and was called the
The most grim part of her history concerns her reputation as a slaver between the West African coast and the West Indies before she adopted the more respectable ways of making a living, and although very little is known about this period of her life, strong colour is lent to the story by the fact that when she was dismantled in Port Chalmers, after being condemned as unseaworthy, the workmen found in her after hold several hundred pairs of wrist and ankle shackles, such as might be used for putting on the unfortunate slaves. These grisly relics of her nefarious trade were eagerly sought after by souvenir hunters.
It was in November, 1874, that the
Leaving again on August 4, all went well until abreast of Honolulu, where the leak began to gain, and in heavy weather that was encountered the windmill used for pumping broke down. Bad weather continued until within 350 miles of the New Zealand coast, and the crew then went aft and told the captain that they were worn out with pumping and demanded that the ship should be headed for the nearest land. Eventually she made Napier on October 22, fifty days out, and stayed twenty days, taking on a steam engine to be used in pumping.
While at Napier one of the seamen of the
The ship had been bought in San Francisco by Mr. Guthrie, of Guthrie and Larnach, Dunedin merchants, from a foreign firm, Garcia y Garcia. At Port Chalmers she was surveyed and certain repairs were ordered, and in the meantime she changed hands. After she was repaired a fresh crew was shipped and she went down the harbour, the intention being that she should be sailed over to Sydney for a more thorough repair, but the Government stopped her at the Heads, in fact arrested her, and she was eventually condemned outright. For several years she was used as a store ship by the Union Company, and then finally she was taken to Deborah Bay and broken up.
I had an interesting letter about the
In the Nelson Art Gallery there hangs a picture of a Maori woman, and under it is the following inscription: "In Public Recognition of the Brave Deeds of
The
Leaving Nelson shortly before noon, the
The weather was "as thick as a hedge" (in the captain's words), and very dark. In order to verify his position the captain took soundings every half hour, and all through the storm and the subsequent calamity he seems to have acted in a thoroughly seaman-like manner. At about half-past four he saw what he took to be land through a very thick haze, and he wore ship in an endeavour to get round Pepin's Island, but she drove heavily to leeward, and wearing ship again he tried to weather Graham's Point, situated about 15 miles from Nelson and 20 from the French Pass. It was hopeless, however, in that raging gale, and as a last resource at about six o'clock he let go his best bower anchor in thirteen fathoms of water, paying out 90 fathoms of cable. The sea was running
To stay there was to court certain death, so Captain Baldwin boldly set what sail he could, slipped the cable, and decided on the desperate course of running the vessel on shore. There was nothing else for it, and the only thing to do was to try and pick the best spot—which was a sandy beach near Pepin's Island. Before that manoeuvre could be carried out the
She struck some submerged rocks about one hundred yards from the foot of the cliffs, and hung there with the waves beating over her. They were so near to the land and yet so far! The mate, Mr. Henry Squirrell, a young Ipswich man, aged 22 years, volunteered to try and get a line ashore. He was a strong swimmer, but it was more than a brave task to undertake in such a boiling sea. Making a light line fast to his waist, the mate lowered himself by the martingale, but injured his back against a rock, and fell into the sea. He was helpless and the crew hauled him on board again, the line being tangled round his feet. When he was got on board he was laid in a bunk in the forecastle and given up for dead.
It looked as though every man on board was doomed, but just then a few Maoris appeared on the small beach at the foot of the frowning cliffs, and hope revived. Mr. Skeet, the passenger, could speak Maori, and he told them to look out for the lead-line which would be thrown ashore to them. William Morgan, A.B., cast the line, and the Maoris, rushing fearlessly into the raging surf, cleverly caught it and hauled it ashore. Then a stouter line was by its means passed ashore, being made fast to one of the masts and to a large boulder about one hundred yards from the doomed vessel.
As the vessel lurched to and fro in the heavy surf, the line was alternately taut and slack, and only the greatest care on the part of the Maoris preserved it from being chafed to pieces on the jagged rocks. Down this perilous-looking rope the crew and Mr. Skeet clambered one at a time. As each man neared the beach the gallant Maoris rushed out, sometimes up to their necks, and helped him ashore. But for this plucky action on the part of the natives very few, if any, of the crew would have got ashore alive. All this time the line by which the men clambered off the wreck was slowly being chafed through, and it parted just as the captain got ashore. He was the last to leave the wreck.
No one had the slightest doubt about the mate being dead, but about an hour after the rescue the survivors were horrified to see him crawl out of the forecastle into the fore rigging. Finding himself alone the poor man made frantic signals to those ashore.
Waves were dashing right over the brigantine, and the crew tried to advise the mate by signs and shouts to lash himself to the rigging. He held on in the main rigging for some time, but eventually a wave bigger than the rest washed him off the wreck, and he was never seen again until next morning, when the body was found on the beach.
There were five in the party of brave Maoris who imperilled their lives time after time to save those of the pakeha sailors. "But for their bold and unwearied exertions I do not believe a soul would have got off the wreck," said Captain Baldwin in paying a tribute to the rescuers. The crew were astonished to find a woman among their deliverers, and according to contemporary accounts she was "readiest of all" when the natives rushed into the surf up to the neck, often enveloped by the breakers, and seized each man as he came down the rope.
In addition to Julia, there was her husband, called Hemi Matenga (James Martin), his brother Ropata (Robert), and two other men named Eraia (Elijah) and Kerei (Grey). It may seem strange that all the Maoris had European names, or rather that their names should be merely Maorified English ones, but the habit of the natives taking pakeha names was quite common in the early days.
At the inquest on the body of the drowned mate, the jury drew attention to the bravery of the Maoris, and suggested that their conduct was worthy of public recognition. The people of Nelson were not slow to appreciate the splendid act of the natives, and quickly subscribed funds to present each with a watch and chain. In addition the Government presented Julia, her husband, and the latter's brother with £50 each, and each of the other two received £10. The presentation was made in the Nelson Provincial Hall by the superintendent. Julia had a separate address presented to her, and, after referring to the brave act of Grace Darling, it went on to say: "And like her, Julia, your name and deed will find a place in local history. Your brave act is one of which a queen might be proud, and we present you with a watch whereon your children and their successors may read with pleasure an inscription which testifies the esteem in which you are held by the settlers of Nelson."
Hemi Martin replied for the natives. Speaking through Mr. James Mackay, the Maori said they had not the least idea when saving their European friends that they would receive any reward. They did not expect such reward, and only did what they could out of a desire to save life.
A most interesting relic of the emigrant ships which brought out the early pioneers of New Zealand has come into my hands. It is a little volume giving in printed form the complete issue of "The Evening Star," a news sheet published in manuscript on board the
While much of the matter in the "Evening Star" makes rather quaint reading seventy years after the events, there is much that might have been written about a passage of the present day. Edited by Mr. John Varty, a noted bookseller in Auckland, many years back, a man I knew well, the newspaper bears evidence that he had a good deal to do with its compilation. Much of it is well put together, and throughout it reflects the remarkable enthusiasm that was the characteristic of the eager pioneers of those days. While a fair amount of space was devoted to humour—a good deal of which is rather elephantine according to the ideas of to-day—there is an undercurrent of seriousness not to be found in accounts of the voyages of the present-day immigrant.
You will note, for instance, that on the
In a long and interesting descriptive account of the voyage you come on events and incidents that are continually reminding you how conditions have changed. In place of the punctual sailing time of the modern steamer we have a leisurely departure from the Docks, which was only the beginning of the farewell. When the passengers arrived on board they found a scene of great confusion; the ship not fully loaded, and the work of fitting up the cabins not yet finished. You gather that even when they were finished they were hardly what would be called state-rooms.
Down in the steerage things were even more primitive. There the passengers had to supply most of their own wants. Thus you read that the man who kept the diary, upon going below, found "carpenters, seamen, and some of my fellow-passengers high busy in their shirt sleeves; others anxiously superintending or themselves unpacking and arranging sundry utensils and articles for daily use; others of methodical habits and with a keen eye to future comfort were by the aid of strips of leather, pieces of broad tape, a few tacks and a hammer, making racks for knives, spoons, and plates, etc., which, however neat when completed, are destined to become null and void so soon as the ship has once been tossed in a rough sea." This reminds us that steerage people used to supply their own bedding, their own table gear, and also had to take quite a lot of provisions if they did not wish to fare hardly, for it was only the "cabin passengers" who were catered for by the ship in anything like a satisfactory manner.
There was in those ships an open steerage, and an "enclosed steerage." The former can be imagined; the latter had compartments more or less accurately described as cabins with sliding doors, over which were cards bearing the names of the inmates.
From Blackwall the ship dropped down to Gravesend, where she moored, was finally got ready for sea, the last of the passengers came on board, and the final farewells were said. Saying good-bye was not the off-hand matter it is to-day, when one steps on board a steamer for the voyage round the world with as little concern as one formerly boarded a train for a trip to town. In the 'fifties people embarking for New Zealand were bound on quite an adventure, and a lengthy one at that, for before the
At Gravesend the watermen came off to sell "loaves, butter, onions, apples, nails, nets," and other odd things with which the prudent emigrant supplied himself. The rough and ready style of travelling is further indicated when we read of "carpenters high busy between decks putting up long mess-tables which very much resemble those you see at a wayside public-house in the country." In the evening a "River Missionary" conducted a service on the main deck, which listened to with "devout attention," and the missionary was vociferously cheered as he left the ship.
On the voyage out nothing extraordinary happened; it was just long and monotonous, like so many of those early voyages. That New Zealand was a far country we are reminded when we learn of the surprise of the passengers at their first sight of a Maori. "We are abreast of Kawau Island," says the diary, "which is chiefly remarkable as having been the site of some promising copper works; here we first saw one of the native canoes, filled with well-bronzed occupants, who passed us, gaping with amazement at our larger craft, while we, equally thunderstruck, returned the compliment by staring at them with all the eyes we had."
Having a commanding breeze, the
In some rather quaint "Advice to Emigrants" there are stray remarks which are most illuminating, and show us how wide a gap separates us from our pioneers, and how different are our ideas as to necessities and luxuries. Rates of wages ruling in the colony were: Agricultural and general unskilled labourers, 4/ a day of 9 hours; skilled men, such as carpenters, masons, mechanics, etc., 8/ a day; good general man-servant, living in the house, £40 a year; a female servant £20 a year. These notes advise the emigrant not to waste money in building an extravagant house, and informs him that a very comfortable 4-roomed cottage can be built of wood by contract for £120 or £150; cob houses, thatched, for about one-third less; or if those two styles were too ambitious the newcomer was advised to have a native-built raupo whare, which would not cost more than £20 to £50, and would last three or four years. A cob house was one built of clay mixed with dried grass, which, if well rammed, set quite hard, and if properly protected would last quite a long while.
There are many other interesting features of the times In this little faded book, but enough has been recalled to give the present generation an idea of the conditions our pioneers braved on sea and on land.
The passages made to New Zealand by the
An almost bewildering series of misfortunes overtook the brand new ship Brodick Castle on her maiden voyage—London to Auckland—in 1875-6, and the many descendants of the nearly 300 passengers who made the trip must have often listened to the tale of woe told by their forbears. The fiftieth anniversary of the arrival of the ship in Auckland was celebrated in 1926 by a most interesting reunion held in Auckland, about fifty people attending.
The
After leaving Plymouth, the voyagers were favoured with good weather for their second attempt at the stormy Bay of Biscay, and Madeira was sighted on Christmas Day. On that day the crew were ordered to send aloft the top-gallant yards, which had not been sent up before, and they flatly refused, as Christmas Day at sea is one that the sailor used to consider peculiarly his own. There was some trouble, but eventually the work was done by the ship's officers. The equator was crossed on January 13, 31 days out, and the meridian of the Cape of Good Hope on February 12. Here the vessel was becalmed for nearly a week. She ran down her easting between 50 and 52 deg. with moderate breezes. Cape Maria van Diemen was made on March 16, and Auckland was reached on March 23, after a passage of 99 days.
But the ship's troubles were not yet all over. As she was beating up the harbour on the young flood she was suddenly taken aback while in stays about 500 yards from the Bean Rock light-house, and she was carried stern first on the reef. She lay there, hung up, for about 20 minutes, when with shift of the wind to the south-west and the rising tide, she floated off.
The police flag was flying when the ship came up the harbour, and several of the ship's crew who had behaved mutinously during the voyage after the incident of Christmas Day, were taken ashore and afterwards dealt with at the Police Court. Three deaths occurred during the voyage.
Mrs. E. Oldfield, of Takapuna, who was a passenger by the
"When superintending the cutting away of what was left of the mizzen mast, which was considered to be dangerous, the second officer had his leg severely smashed by the falling spar. The ship's doctor, with the help of two passengers, successfully amputated the limb. During the storm we also lost two sailors overboard, and one was killed by a falling spar. We were drifting about for seven days, helpless in the trough of the seas. At night rockets were sent up, a blue light was kept burning, and minute guns were fired.
"It was a terrible time for the passengers, many of whom never expected to see dry land again, and you can imagine our joy when a large steamer hove in sight and answered our signals of distress. She took us in tow and brought us into Falmouth.
"We were taken ashore at Falmouth, and went on by train to Plymouth, where we were lodged in barracks. Every kindness was shown to us. Those of the married people who could afford to do so, were allowed to take lodgings in the town. A few of the passengers left us at Plymouth, having decided that they would not renew their acquaintance with the
"For nine weeks we waited at Plymouth, and then, at last, on December 14, we re-embarked for New Zealand with a new crew. Things went well until we reached the Tropics, where the vessel was becalmed, and we had trouble with the sailors over the sending up of the topgallant yards on Christmas Day. Before things resumed their wonted calm, the captain had to go down and bring up his revolvers. For their disobedience the captain refused to give the men their extra Christmas rations. There was great resentment at this, and the disaffected men bringing their tubs of rice and salt meat, flung them down outside the door of the first mate's cabin, singing:
"''Tie Christmas Day, and we've salt horse for dinner;
Our meat's as green as any grass, and tough as any leather;"
"Owing to this disturbance with the crew the customary ceremonies connected with the crossing of the Line were omitted on our ship. Nothing very unusual occurred during the rest of the voyage to Auckland, where we ran on to Bean Rock Reef, but happily we soon floated off again."
Two voyages to New Zealand were made by the
The barque again sailed for New Zealand the following year, leaving the Downs on December 4th, and arriving at Auckland on April 1st, 1847. She then proceeded to New Plymouth, for which port she also had passengers and cargo, and sailed again on May 9th for Nelson. On the evening of the 11th she made Cape Farewell, which Captain Darby mistook for Separation Point, and a few hours later she struck on the sandy peninsula. Within half an hour the water was level with the cabin tables. Passengers and crew succeeded in getting ashore safely, but next tide a furious gale sprang up and the vessel went to pieces. The passengers lost all their belongings, and the shore was strewn with cargo. Captain Darby's explanation of the disaster was that Cape Farewell was at least thirty miles from the position laid down on the chart.
Two voyages to New Zealand with passengers were made by the ship Bernicia, a vessel of 548 tons, in command of Captain Arnold. Captain Arnold brought out the
On the second voyage she sailed from Gravesend on July 7th, 1848, and arrived at New Plymouth on November 3rd. She was at Nelson on November 5th, and a fortnight later, November 20th, she anchored in Wellington harbour. On this occasion the ship brought out 153 passengers, some for New Plymouth, others for Nelson, and 78 for Wellington, among whom were Mr. and Mrs.
A passenger who arrived by this ship in 1848, stated that the
The
In 1849 the
The following year she sailed for Port Chalmers on the 7th April, and arrived at that port on the 6th August, 1850. The vessel, having 126 passengers for Wellington, sailed from Dunedin at the end of August, and arrived on the 2nd September. After discharging a portion of her cargo, she sailed again for New Plymouth, arriving there on the 11th October. Captain R. Harland brought the ship out on each occasion.
In 1856 the
Nine years later the
"The
One of the earliest vessels to bring immigrants to New Zealand was the barque Cornwall, 580 tons, commanded by Captain A. Dawson, who had made previous trips to the colony in the
The
In 1852 the barque sailed from London on the 12th August, and arrived at Lyttelton on the 10th December. The following year she arrived at Wellington on the 13th August, and after landing some passengers and cargo, went on to Nelson, arriving on the 19th September, 1853.
The
This barque made four voyages to New Zealand with passengers and cargo. Her first appearance was at Wellington in 1841, as described in the story of Wellington Province; and her second voyage was to Auckland in 1850, when, under Captain Allan; she brought out a good number of passengers, including 48 sappers and miners and four gunners of the Royal Artillery, with women and children. The barque, a vessel of 444 tons, sailed from the Downs on March 26th, and reached Auckland on August 26th, 1850, being then 153 days from the Downs. After landing her passengers and a portion of her cargo, the vessel sailed for Wellington.
The following year the
In 1852 the barque arrived at New Plymouth on the 6th January.
Founder Of The New Zealand Company.
This vessel was a barque of 377 tons, in command of Captain R. W. Prance. She made two voyages to Auckland, the second being via New Plymouth. Sailing from the Down on the 7th September, 1849, she arrived at Auckland on the 8th January, 1850, after a voyage of 123 days. She brought 33 passengers for Auckland.
On the second voyage, the
Two young men who came from Madeira in the barque to New Plymouth, Messrs. Frank Mace and
The
1851—From London, Captain Macey; arrived at Lyttelton during August. After landing passengers and cargo, she was employed trading between Australia and New Zealand. On the 26th November she brought over 80 horses, 150 head cattle, and 1,500 sheep for Wellington and Lyttelton.
1855—From Portsmouth, arrived at Auckland February 26th, with passengers and cargo, 108 days out. She proceeded on to Lyttelton.
1857—Sailed from London June 11th; arrived at Nelson October 6th; after landing passengers proceeded to Wellington, arriving on October 13th, and landing 56 passengers. She then sailed for Lyttelton, arriving at that port on November 16th.
1859—Sailed from London November 1st, 1858; arrived at Port Chalmers on February 10th, and Lyttelton on February 17th. Captain Macey was in command during all the voyages from England after the first passage
Among the passengers landed at Nelson in 1857 were Mr. and Mrs. Calder, Rev. P. Calder, Miss Calder, Captain and Mrs. Baillie, and Mr. James Baillie, all well-known pioneers.
One of the finest sailers sent out to New Zealand in the early fifties was the 533 ton ship Duke of Portland, owned by Messrs. F. Young and Co., of London, which brought many honoured passengers to New Zealand, including Bishop Selwyn and Mrs. Selwyn, who landed at Auckland in 1855. The
In 1854 the ship, under the command of Captain Seymour, made the record passage to date between Plymouth and Nelson, 88 days. She sailed from Plymouth on the 19th November, 1853, crossed the equator on December 1st, rounded the Cape 26 days later, and made the New Zealand coast at Cascade Point, South Island, on the last day in January—82 days from Plymouth, arriving at Nelson on the, 5th February.
The
Here follows the record of the ship's passages to New Zealand:
In the early fifties the barque Stately, a vessel of 560 tons, made several passages to New Zealand with passengers and general cargo. Her first visit was to Auckland, Wellington and Dunedin in 1851. She sailed from London on the 2nd February, and reached Auckland on the 1st June, 120 days from the Downs. After landing passengers and cargo, she proceeded to Wellington and Dunedin, arriving at the latter port on August 7th.
The following year the barque made a second voyage to Wellington. She sailed on May 17th, and reached Wellington on September 19, afterwards proceeding to Nelson and Dunedin.
In 1853 the barque sailed from London on the 29th October, and arrived at Port Chalmers on February 4th, 1854, after a pleasant passage of 98 days. This was her third voyage to Port Chalmers in three years, and on this occasion she landed sixty passengers. From Otago she proceeded to Wellington, arriving there on March 7th. On her previous voyage home, May 1st, 1853, she took a cargo of wool from Wellington. Captain Ginder was in command on all the passages made.
The
It was in 1851 she made her first appearance in New Zealand. She sailed from Gravesend on the 19th November, 1850, and arrived at Auckland on the 20th March with 65 passengers, 121 days out from Gravesend. After landing some of her passengers and part of her cargo, the barque went on to Wellington and Dunedin, arriving at the latter port on May 6. China was her next call, and then in the following year she was out in New Zealand again,
On these voyages the barque was in command of
In 1853 the
In 1856 the barque arrived at Nelson on the 6th October, after making the passage in 104 days, and on this occasion landed 172 passengers. She made another voyage from London direct to Nelson in 1858 with general cargo and 40 passengers, arriving on the 8th February, 111 days out.
In 1859 she made another voyage from London, and called at three New Zealand ports. She arrived at Lyttelton with 161 passengers on the 12th September; Nelson on the 24th, with 42 passengers, and New Plymouth on the 1st November, with 24 passengers. This was the last voyage of the
Even in those days immigrants were not always too welcome, and in the "Lyttelton Times" account of the arrival of the
There was another vessel named Cresswell, a craft of 464 tons, but she was not built until 1863.
Two ships bearing the name Agra visited New Zealand. The first was a new vessel of 665 tons, built at Sunderland in 1851, and owned by Lidgett and Sons, of London. Her first voyage was made to Wellington, Lyttelton, and Port Chalmers. She sailed from Gravesend on the 17th November, and Plymouth on the 28th, 1851, arriving at Wellington on March 1st, and Lyttelton on March 19th,
The
The second Agra to visit the colony was a ship of 821 tons, built at Liverpool in 1858. She was chartered by the Shaw, Seville Co., and sailed from Gravesend with passengers and cargo on the 18th, and Deal on the 23rd January, arriving at Lyttelton on the 7th May, 1873, after making the passage in 103 days, pilot to pilot. Captain Holdich was in command. Only about a dozen passengers arrived by the ship on this voyage.
The barque Berwick Castle, a small vessel of 342 tons, under Captain Latto, occupied 196 days in 1852 on the passage from the Downs to Auckland. She sailed on the 13th June, and brought out 148 passengers, including a large number of pensioners. Being under contract to visit the Falkland Islands, she called there on the 11th August, and whilst beating in ran aboard the store ship Margaret, causing considerable damage to both vessels. The barque sailed from Port Stanley on the 1st October, and for several days experienced nothing but gales, with snow and sleet. On the 21st October a heavy sea struck the rudder, carrying it clean away. The gale continued for eight days without a lull, and the barque was steered by means of a spar and a hawser, but finding these too heavy, a temporary rudder was rigged with a guy lashed to the foot of it. With this the ship was carried all safe into Hobart Town on the 6th November. Having shipped a new rudder, she sailed again on the 1st December, and had a pleasant run, making the New Zealand coast on the 9th, and arriving at Auckland on the 13th December, 1852. During the voyage there were nine deaths and seven births.
After making two voyages to New Zealand, this barque of 532 tons was wrecked at the Bluff. Under Captain Applewaite, she sailed from London on the 21st October, 1851, with passengers and cargo. She arrived at Lyttelton on the 5th January, 1852, and later proceeded to New Plymouth, arriving there early in March.
On the second voyage the
This ship, which had a perilous experience shortly before completing a voyage to Port Chalmers in 1853, was a vessel of 654 tons, commanded by Captain Robb. She arrived at her destination on the 5th October, after a run of 111 days from London, bringing out 98 passengers. She experienced fairly good weather until September 25th, when off the coast of Tasmania. Here she met with serious disaster, being struck by a sea which made a clean breach over her, sweeping the decks and carrying away the whole of her boats, the cooking galley, and all her bulwarks, besides doing serious damage to her stern. Fortunately none of the crew or passengers was lost, but several were injured. Very little drinking water was left, and no galley remained to cook food. Fair weather then favoured the ship until her arrival at Dunedin, where she underwent the necessary repairs. Later the
The barque Tasmania, 502 tons, arrived at Port Chalmers from London on February 26th, 1853. Under Captain MacMillan, she left London on the 3rd November, 1852, and called at Plymouth for passengers. She experienced some very rough weather shortly after sailing, and had to put into Madeira short of water. A serious mutiny occurred while the barque was lying there, as the crew considered the vessel unseaworthy, and declined to proceed or to weigh anchor. The latter difficulty was overcome by the prompt assistance of the passengers, and the mutiny was eventually quelled by the firm and determined conduct of the captain. The barque had a favourable run from Madeira, and made the passage from the latter port in 88 days. After discharging passenger and cargo, the
Wellingtonians received a surprise when the famous ship Northfleet, 896 tons, dropped anchor off the township in 1853, as she was not expected. The "Wellington Independent," referring to her arrival, stated: "The
The
The
The
At the inquiry into the conduct of the captain of the Murillo, he escaped punishment on the assertion that he had no idea that his ship had done any damage.
The
The
On the second voyage the
On the 13th October the ship sailed for Auckland, and made a good run to the Three Kings, where she struck a very severe N.E. gale, and for two days lay off and on under close reefed canvas. This gale caused considerable damage to shipping in Auckland harbour. As on her previous voyage, the
This fine clipper ship was built at Quebec by the same accomplished artificer as the far-famed Marco-Polo. She was a vessel of 597 tons, commanded by Captain T. Cubbins, and made at that date the record run of 88 days from London to Auckland harbour under adverse circumstances. The
The
The following year, 1856, the barque arrived at Port Chalmers on the 26th February with 119 passengers, Captain Charlton in command.
In 1857 the same barque sailed from Deal on May 25th, and arrived at Wellington on September 21st, the passage occupying 119 days. She landed 84 passengers, and later sailed for Dunedin, arriving there on November 14th.
In 1866 a full-rigged ship of 626 tons, eleven years old, and bearing the same name, was sent out to Wellington with 13 passengers and general cargo. She sailed from London on the 15th September, 1866, and arrived on the 16th January, 1867, under the command of Captain Mordue, the passage occupying 109 days. The voyage was uneventful.
Still another Southern Cross, Bishop Selwyn's Mission yacht, which arrived at Auckland on the 28th February, 1863, under the command of
The
In 1858 the
Another ship bearing the same name arrived at the Bay of Islands with passengers as early as March 17th, 1840. She came over from Sydney. At that time, just after New Zealand had been declared a British colony, all eyes were turned here, and a number of people who had come out to Australia from the Old Country, moved across the Tasman Sea. This Westminster arrived at Auckland on the 1st April, 1842, with passengers, among whom were Mr. Henry White, who passed away at the end of May, 1926, after living 84 years in Auckland. Mr. and Mrs. Rose were also passengers by this ship, and one of their daughters, Mrs. Ernest Hill, came out with her parents, and is now residing with her son at Mount Roskill, in good health at the age of 93 years.
The
On the second voyage the
A new captain took charge in 1859. He was a young man who had previously visited New Zealand as chief officer of the
This vessel, registering only 411 tons, brought out to the colony a large number of passengers. She was the first of a series despatched by the emigration agent, who had been sent home from Otago.
In 1857, the
She made two voyages to Nelson, the first in 1861, under the same command, arriving in port on the 12th April, 102 days out. The following year the barque sailed from London in 1862, with passengers and cargo, and arrived on the 28th January, 1863, making the passage in 118 days. Captain Harris was in command.
In 1864, under Captain Harris, she sailed from London on the 11th February, and arrived at Wellington on the 4th June, the passage occupying 114 days.
A ship of over 600 tons, the
In 1860 the
The following year the
Some appalling revelations followed the arrival in Wellington on March 29, 1857, of the ship
This vessel, a small barque of 321 tons, owned by R. and H. Green, of London, experienced very rough weather on her voyage to Nelson, which port she reached under Captain J. Robertson on the 4th August, 1857. She brought out nine cabin and a number of steerage passengers. She had on board, when leaving London, two valuable stallions, both of which died during one of the storms. After discharging a portion of her cargo, she sailed for New Plymouth, arriving there on the 31st August.
The following year, the
Later, Captain Robertson was given charge of a new ship of 661 tons, bearing the same name. On this occasion the
This barque, a vessel of 555 tons, made three voyages to New Zealand, her best run being 120 days to Auckland. On the 6th October, 1858, she sailed from London, under Captain Stephens, for Wellington, and arrived there on the 7th February, 1859, making the passage in 126 days. She landed 83 passengers.
The following year, under the same command, the
In 1862 the barque, with general cargo and 28 passengers, under Captain Sinclair, sailed from London on the 9th, and Plymouth on the 17th November, 186l, for Auckland. Three days later a ship was sighted on fire. She was a mass of flames, and Captain Sinclair steered a course at once to see if assistance could be rendered. When close to the burning vessel it was found there was no one on board. The Three Kings were sighted on the 6th March, and port made on the 26th.
In command of Captain Chambers, the
The following year, 1859, the ship sailed from Deal on October 3rd, and Start Point on the 6th. She arrived at Auckland on the
In 1862 the
This vessel must not be confused with the fine iron ship of 1,200 tons built by Connel at Glasgow in 1875, which did not trade to New Zealand.
Several of the
The "New Zealander," announcing the arrival of the
The
This barque, a vessel of 345 tons, under Captain Cundy, was the first vessel to berth at the old Queen Street Wharf, Auckland. She brought out 20 passengers and a full cargo. She sailed from the Downs on the 5th March, 1859, but owing to tempestuous weather was compelled to run back, and finally left the Lizard on the 20th. On the 15th April the equator was crossed, and two days later a sudden heavy squall did fearful damage on deck and aloft. Eventually, after a tedious passage of 113 days from the Lizard, she reached Auckland, and, protracted as the voyage was, the
The previous year, 1858, under the same command, the
The
Within a few hours after her arrival the vessel was totally destroyed by fire, the origin of which was a mystery. After anchoring, the captain went up to Dunedin, and during his absence the crew obtained a quantity of grog, in which they indulged to great excess; so much so, that under its influence some severe blows were exchanged amongst the men, and their conduct altogether was so extremely disgraceful as to compel the passengers, who were on board to seek refuge, some on the Avondale and some on shore. On the following morning, about 3 o'clock, the chief mate was aroused by a strong smell of fire, and immediately discovered that the sails in the sail locker were blazing. Every effort was made to extinguish the outbreak, but it had gained too strong a hold, and in a short time the entire after part of the ship was a mass of flames. The only possible means of subduing the fire was to scuttle the vessel. This was accordingly done, but not effectively. The ship had been allowed to drift towards the shore, with the object of avoiding sinking her in deep water and having run too far in she could not be sunk deep enough. Her stern grounded, and this prevented that part from being submerged. The fire continued to rage below deck with such fury as to allow of no effective means being taken to save any part of the cargo. About 10 a.m. the flames burst forth and completed the work of destruction. The
This fine barque, of nearly 1,000 tons, one of the well-known Dundee clippers, owned by Messrs. Somes Bros., was of great length, and had splendid accommodation for passengers. On her only voyage to New Zealand she brought out 40 saloon passengers and 200 immigrants. There were three deaths and one birth. She was in command of Captain Edgell. Like the
Two voyages were made to the colony by the
This vessel, a barque of 598 tons, was a new ship when she was first placed in the New Zealand trade, but never made any fast passages out. She was built in Jersey for G. Turnbull and Co., of Glasgow, and chartered by the new firm, Shaw, Savill and Co. She made three voyages to New Zealand. In 1859 she sailed from the Clyde on the 19th August, and arrived at Port Chalmers on the 1st December, three days after sighting land, and brought out a large number of passengers.
On August 1st, 1862, the
The
The
In 1861 the passengers and crew had a very trying and anxious time. The ship sailed from Gravesend on the 30th January, and did not reach Wellington until June 10th, the passage having occupied 132 days. Boisterous weather and head winds were experienced in the Channel, and continued nearly the whole voyage, with the exception of a few days calm after crossing the equator. Cape Farewell was sighted on the 7th June, and three days later port was made. She landed 24 passengers.
In 1862 the
The last voyage of the
The
The
The following year, 1861, the
The
The Storm Cloud, a fine comfortable ship of 797 tons, chartered by Patrick Henderson and Co. for the conveyance of Scotch immigrants to Otago and Southland, completed three successful voyages, making the runs respectively in 89, 83, and 86 days, port to port. All the passages outward were uneventful.
The Storm Cloud sailed from Greenock on January 27, and arrived at Port Chalmers on April 26th, 1860, landing 311 passengers. Captain Campbell reported a favourable passage throughout. On her second voyage she sailed from the Clyde on May 3rd, crossed the equartor on the 25th May, and rounded the Cape on the 23rd June, arriving at Port Chalmers on July 30th, 1861, after a smart passage of 81 days land to land, and 88 port to port, landing 60 passengers. Captain Campbell was still in command. On her third voyage she brought out 206 immigrants for the Bluff and Dunedin. She sailed from Glasgow on the 14th September, and arrived at the Bluff, 85 days out port to port, on the 8th December. Port Chalmers was reached on the 21st December, 1862.
'"We have never had such a list of deaths to publish," stated the "Lyttelton Times," when reporting the arrival of the
The
When the
The
The
In 1868, under Captain Allan, she sailed from London for Nelson on the 28th August, and arrived on the 1st December, with passengers and cargo. Two years later, in 1870, she again visited Nelson, sailing from London on the 6th October, 1869, and arriving on the 19th. January, 1870.
The
In 1861 the via Otago, with 160 passengers and a general cargo. On this long and eventful voyage the barque sailed from Gravesend on the 18th July, and three days later turned into the Downs. The following day she made another start, but when off Portland, on the 25th, struck a fierce westerly gale, during which a topgallant mast was carried away. Off and on she had
The following year the barque was again put on the berth for Lyttelton. She sailed on the 5th September, 1862, and arrived on the 7th January, 1863, 123 days from Gravesend, with over 100 passengers. On this occasion she brought out a fine four-oared racing gig for the Christchurch Rowing Club, built by Wylie, of London. This boat had belonged to a celebrated crew who had the previous year gained all the prizes on the South Coast of England, and many of the regattas on the Continent.
In 1863-4 the barque made a third voyage to Lyttelton. She sailed on the 12th September, 1863, and arrived on the 2nd January, 1864, with 33 passengers.
The
The
Under the same command, she made her second voyage to Otago the following year. On this occasion she sailed from Glasgow on January 12th, 1862, having on board 217 passengers for Launceston and 83 for Otago. She reached Port Chalmers on May 6th, after an unpleasant and protracted voyage.
A ship of 642 tons, built in 1854, and later owned by D. Rose and Co., of Aberdeen, the
The first voyage was made in 1860, six years after the ship was launched. She sailed from the Clyde, and arrived at Port Chalmers on the 25th October, making the run in 91 days, port to port.
In 1861 she sailed from Glasgow on the 4th October, and arrived at Port Chalmers on January 11th, 1862, after a pleasant passage of 99 days. When the ship arrived Home, Captain Fernie succeeded Captain Mackay, and on the 30th December, 1862, she sailed once more from Glasgow, and arrived at Port Chalmers on April 17th, 1863. The passage occupied 110 days, from Rothesay Bay, or 91 from Cape Clear.
The last voyage was made in 1867. The ship on this occasion under Captain Artis, sailed from Greenoch on the 24th April, and after a stormy and trying passage of 122 days, made the Snares on the 20th, and Port Chalmers on the 24th August. She landed 107 passengers.
A fine vessel of the old school that made a most tedious passage was the
In 1858 the
The following year this ship sailed from London on the 7th October, and arrived at Lyttelton on the 29th January, 1860. Captain Darke was in command on all the voyages made to New Zealand.
The
In 1865 the
She crossed the equator on the 27th September, rounded the Cape just a month later, and was off Otago Heads on December 4th, the passage to Port Chalmers occupying 122 days. The passengers numbered 83.
The next voyage of the
She sailed on the 29th May, and arrived on October 12th, with
During the 'fifties and early 'sixties a number of small vessels, brig-rigged, brought hundreds of immigrants from Britain to New Zealand, and similarly rigged vessels were extensively used in the cargo and cattle trade between New Zealand and Australia. A typical vessel of this once popular rig was the German brig Susanne, 265 tons, which dropped anchor in the Waitemata on November 27th, 1862, after a smart passage of fifty days from Table Bay. Most of the early arrivals in New Zealand came from Britain, but the
The only passengers who made the trip sixty-four year ago, and are still alive, are Mr. P. Lynch, of the Devonport Ferry Company, and Mr. A. Belsham, of Ponsonby.
The passengers by the
The most noticeable circumstance on the voyage was an earthquake, which was distinctly felt on board. The ship, on May 23, was shaken violently, and a peculiar sound was heard, as if she was grating over the bottom, tremor and sound being so marked as to alarm many of the passengers and to turn out the watch below. The vessel reached Port Chalmers on June 5th, 1862.
In command of Captain White, the
The
The
The following year, 1864, under the same command, the
Her next voyage was to Auckland, in 1870. On this occasion she was under Captain Andrews, and sailed from Gravesend on November 17th, 1869. Ten days afterwards the whole of the crew suddenly refused duty, which necessitated Captain Andrews putting into Weymouth, where the men were taken ashore and each sentenced to three months' imprisonment with hard labour. A few days later, on the 1st December, the barque took her final departure from Portland Roads. On January 1st a passenger fell overboard from the port gangway, and was drowned. The barque arrived at Auckland on March 7th, 1870, completing a good passage from Portland Roads in 95 days.
On Christmas Day, 1873, the
The
The
On the arrival of the ship in port, seven of the sailors were brought ashore and charged with violently assaulting Henry Morris, the boatswain. Captain Tregoning, in his evidence, stated that on the night of May 9th there was a serious disturbance on board. When he came on deck he ordered the boatswain to trim the foreyard, and he went forward to call the port watch for that purpose. After giving the order the Captain went below, and when he came on deck again there was a great noise, with cries of "murder!" after which the boatswain came aft bleeding and much ill-used. The magistrate said that the ship's log disclosed not one, but a continuance of the most disgraceful scenes that ever occurred on board a ship, and that the assault was a most brutal one. Four of the seamen were sentenced to two months, and three others to six weeks' hard labour.
In 1863, one of the best passages that had been recorded at that date, from the Clyde to Otago, was made by the
An old vessel, built in 1849, for W. Willis and Son, the
The
In 1867, the
The
Two years later, in 1865, she visited Auckland, under the command of Captain Mitchell. She sailed from Glasgow on the 8th December, 1864, and, after a somewhat lengthy passage, arrived in port on the 4th April, 1865, having on board 340 Government immigrants. During the voyage there were twelve deaths and eight births.
In 1866 the
The
Under the command of Captain Pearman, the
After meeting further stormy weather, the
The Owen G1endower, a fine ship formerly belonging to the Blackball Line, made a good passage to Auckland in 1863. She was a vessel of 911 tons, under the command of Captain Norris, who had previously visited Auckland in the ship True Briton in 1852.
The
On July 11th, during a heavy squall, several sails were carried away and a boatswain was washed overboard. He was never seen again, and it was supposed the ship passed over him. Two other deaths occurred—a first-class passenger from typhoid, and an infant. The ship landed 250 passengers, all in good health.
A few Albertland settlers arrived in this ship, which made the one trip only to New Zealand.
The
In 1867 the
The
The next voyage of the
She struck another severe gale on 21st July, which lasted some hours, and met icebergs. On this trip, on the 13th, 14th, 15th, and 16th July, she made runs of 296, 311, 306, and 321 miles respectively, making a total of 1,234 miles in four successive days, an average of 308½ miles per day, or nearly 13 knots per hour—an excellent record.
The ship arrived in Auckland harbour on the 24th August, after a passage of 96 days from Dover. She brought out 269 passengers. There were three deaths (adults) and two births during the voyage.
The
The voyage of the ship Ivanhoe from England to New Zealand in 1864 was marred by no fewer than 25 deaths among the passengers. Twelve of these were caused by low fever. Four births occurred.
Under the command of Captain Dunn, the
The
In 1866, the
The
The next voyage of the
In 1877 the
This vessel made one of the longest passages to New Zealand ever recorded. Over two months were spent at the Mauritius under-going repairs. The Olive Mount was a ship of 583 tons, sent out to Otago in 1866 under Captain Gauver. She sailed from London on the 18th April, 1865, and experienced the usual weather until passing the Cape of Good Hope, where she encountered a terrific gale. Fearful seas which broke on board sprung the fore and main masts, carried away most of the bulwarks and stancheons, started the stern frame, and split most of the sails. For several days she was almost unmanageable, but eventually sufficient sail was set to enable her to proceed; but she was in a very crippled condition, and Captain Gauver decided to endeavour to make the port of Mauritius. She arrived there on the 12th July, three months after sailing from London. The damage to the ship was serious, and two months were occupied in effecting repairs. On the 18th September she made another start, and was fortunate in falling in with strong favourable winds to St. Paul's. Thence she had light variable winds to Tasmania, followed by fresh S.W. winds. The New Zealand coast was made off Oamaru on the 6th November, and three days later Port Chalmers was reached, 205 days out from London.
The
The
In 1867, the ship sailed on July 23rd, and arrived at Lyttelton on the 8th November, making the passage in 108 days.
The following year, 1868, the
When this ship appeared round the North Head, Auckland, flying the yellow flag, there was disappointment by those having relatives coming out, and when the Health Officer returned from the ship he reported there had been several cases of infectious disease on board. The
There had been seventeen cases of typhoid fever, but only two proved fatal.
An extraordinary voyage of 211 days, London to Nelson, was made by the barque
The chief officer had taken command on the death of Captain Brown, but owing to a disagreement with the passengers the vessel put into Rio Janeiro on May 5th. While at Rio part of the cargo was sold to defray expenses, and a new captain appointed, the vessel sailing again on the 10th June. Soon after leaving Rio she ran into a storm and sprung her mainmast, but eventually reached her destination on the 27th August, landing 28 passengers. She brought the plant for the Nelson waterworks.
Three previous visits had been paid to New Zealand by the
In 1865 she was again in Lyttelton, arriving on January 7th, this time under Captain Davis. In 1866 she visited Nelson, where she arrived on February 6, under Captain Sharman, after making a passage of 107 days. She brought 54 passengers.
The
The captain and officers declared that it would be impossible to imagine three days of more terrific storm and seas than what they had come through, and it was the general opinion that nothing but their powers of endurance and skill had saved the ship and her human freight.
Fortunately there was no serious illness among the 54 passengers, all of whom were loud in their praise of the ship's officers and crew, and the attention they had received during the terrible ordeal.
The
One of the most consistent ships to make more than average passages to the South Island was the 547 ton barque Harvest Home, under charter to the New Zealand Shipping Co. She conveyed passengers and cargo to three ports—Port Chalmers, Lyttelton, and Nelson. When she started on her first voyage outwards she had been trading to other ports for 13 years, having been launched at Liverpool in 1855.
The
On the next voyage the barque sailed from London, in charge of Captain Green, on the 16th November, 1869, and the Lizard eight days later. The equator was crossed on the 17th December, the Cape rounded on January 10th, 1870, and the Snares on the 10th February, the ship being then 78 days land to land. Head light winds delayed her on the coast, and on the 17th February she arrived in port.
On her next voyage the barque sailed from Liverpool on November 28th, 1870, but was detained in the Mersey until the 17th December. She made a fine run to the line, which was crossed on the 30th December. On February 23rd, 1871, she came to anchor at Port Chalmers. Captain Green was still in command.
The
In 1873 the barque arrived at Nelson on the 23rd December, having sailed from London on the 15th September.
One of the very few big overseas ships owned in Auckland in the early days was the barque Constance, which belonged to the Circular Saw Line (Henderson and Macfarlane). She first arrived at Auckland on July 24, 1868, 116 days out from London, after an adventurous voyage. Like the ship Racecourse, which had preceded her, the
The
In 1862 the
The voyage of the
Another ship of 977 tons, bearing the same name, under Captain Potter, sailed from London on the 10th July, and arrived at Wellington on the 20th October, 1901.
First Vessels To Anchor At Nelson.
The Mairi Bhan.
The fine little clipper Malay, a barque of 328 tons, was the first merchant vessel direct from London to enter Wanganui River, and the occasion was marked by great rejoicing by the residents of the young township. She was built at Montrose in 1862, and at the time she put Wanganui on the overseas trade map she was in command of Captain D. Peters. Sailing from Gravesend on October 10, 1871, she had a fair run to within four days of the Equator, when she was detained by light, baffling winds. The Line was crossed on November 24, and on December 1 she rounded the Cape, whence she was favoured with fine steady winds until she passed Tasmania on December 27. The weather then became stormy, and continued so until the barque made Cape Farewell on January 4, 1872. The following day she anchored off the entrance to Wanganui River, having made a smart passage of 86 days from Gravesend.
It was not considered advisable for the vessel to enter the river at that stage of the tide, and so she remained at anchor in the roadstead until the 8th, when she was safely towed in by the Government steamer Luna, commanded by Captain Fairchild, who was afterwards so well known in the Hinemoa and Tutanekai. A good number of citizens went out in the Luna, and the greatest interest was taken in the momentous event. Going down to the heads, Captain Fairchild took soundings all the way, and found the average depth was 12 feet.
When the Luna made fast to the barque the Wanganui-ites on the steamer had some anxious moments, as the fate of their river as an overseas port was about to be decided. The suspense, however, was soon over, the bar was safely crossed, and when passing the cliff under the Blockhouse those on the Luna and the barque gave a hearty cheer, which was responded to by a large number of people who had ridden out and watched the entry from the cliff top.
When well up the river the barque was anchored, and the following morning was made fast to the Government wharf. This important event, which had far-reaching effects on the trade of the port, was witnessed by hundreds of townspeople, and was marked by a salvo of five guns and a modest salute from Taylor and Watts' wharf. In the evening Captain Peters was entertained at a banquet, at which success to the port was drunk with enthusiasm. After discharge, the
Another visit was paid to Wanganui by the
In the following year, 1873, the
The
Since the memorable first visit of the
When a comparatively new ship, the
Wood, in 1873, with 125 Government immigrants, arriving in port, on the 31st May.
During a storm on the 2nd May, a boy named Goodman, while leaning over the bulwarks, lost his balance and fell overboard. Life buoys were thrown and the ship's lifeboat manned and lowered, but after an unavailing search for an hour returned. The boat had great difficulty in getting alongside the ship, as a high and confused sea was running.
The following year the
In 1875 the
Twenty-eight deaths were reported when the barque Punjaub reached Lyttelton from London on September 20th, 1873, and eight more deaths occurred after the passengers were sent into quarantine at Ripa Island. A vessel of 570 tons, commanded by Captain Renaut, she had on board 340 immigrants, 200 being British and 112 Danish. Typhus, measles, and other complaints took off 21 of the Danes and seven of the English passengers, and typhoid was still rife when port was reached, hence the health authorities had no option but to send the ship into quarantine. The eight deaths that occurred on the island brought the total to 36, which was a very high figure, even for those days, when ships were so crowded and sanitation was not well understood.
The
The City of Vienna, a fine iron ship of 1,000 tons, built by Connell, of Glasgow, in 1866, and owned by G. Smith and Sons, Glasgow, had been eight years launched when she was chartered by the Shaw, Savill Co. for a voyage to New Zealand, and made the passage from London to Port Chalmers in 89 days, or 82 land to land. She sailed on the 5th November, 1874, under the command
Later the ship was sold to Macdonald, Hood and Co., of Glasgow, and under her new name of Dunscore she was again chartered for a voyage to New Zealand, making a remarkably fast passage to Port Chalmers of 77 days, land to land, or 89 port to port. Captain Young brought the vessel out. The ship sailed from Gravesend on the 22nd December, 1881, crossed the equator on the 15th January, only 22 days from the Lizard, and rounded the Cape on February 7th. She passed the westward point of Tasmania on March 7th, sighted the Snares on the 12th, and arrived at Port Chalmers on March 18th, 1882.
Two more voyages were made to the Dominion. In 1883 she sailed from London on March 4th, and arrived at Lyttelton on May 27th, in command of Captain Hind, making the passage in 84 days. In 1884, under the same command, she sailed from London on the 30th December, and arrived at Wellington on the 1st April, 1885, making the run in 92 days, port to port.
One of the handsomest ships sent out to New Zealand by the Patrick Henderson Company was the
Sixteen years later the
The name of the
Some of the early immigrant ships were crowded, to say the least of it. There were 502 people on board the
Four voyages were made to New Zealand by the
The barque arrived at Auckland on her second voyage under Captain Burns, on the 12th January, 1879, after another pleasant passage of 98 days, having sailed from Gravesend on the 5th October, 1878. She brought a large number of passenger, including some of the Vesey Stewart settlers for Katikati and Te Puke.
In 1878 the
In 1884 she sailed from Glasgow for Port Chalmers, under Captain Ewart, and was not so fortunate in the weather, as she encountered several severe gales. She arrived at Port Chalmers on the 12th February, 1884, making the passage in 113 days. After discharging a portion of her cargo and passengers, she sailed for Lyttelton, arriving on the 14th March.
A remarkable passage was made by the fine iron clipper Cathcart to Lyttelton in 1874. A ship of 1,387 tons, built four years previously by Robert Steel, of Greenock, she sailed from London with 481 Government immigrants on the 11th June, and from the Downs three days later, making the passage in 70 days 12 hours to the Snares, and arriving at Lyttelton on the 29th August, 76 days from the Downs to port. The equator was crossed on the 21st day out. On the 28th July she made a run of 304 miles, and the following day 293.
Four of the crew of the
The
The
The damage was not confined to the vessels alone—the wharf in many places showed signs of violent collisions.
Early in the evening of the day of the storm the barque Beatrice, moored in the stream, broke away and fouled the ship Sydney and the
A very fast passage was made to Otago in 1874 by the barque Candidate, 765 tons, built by Dobie, at Glasgow, in 1868, and owned by J. Gambles, of Liverpool. Under Captain J. Wright, she left London with passengers and general cargo on the 6th November, 1874, and took her final departure from Cape Ushant Light three days later. The equator was crossed in 27 days from Gravesend, and the Snares made on the 25th January, 1875, the vessel accomplishing the voyage in 81 days, and 76 land to land.
Ten years later she was chartered by the Shaw, Savill Co., and under Captain Laurenson sailed for Auckland from Gravesend on the 11th September, 1883, passing the Lizard on the 14th. The equator was crossed on the 22nd October, the Cape was passed on the 22nd November, Tasmania on the 24th December, the Three Kings on the 31st December, and on the 2nd January, 1884, she anchored in Auckland.
The
The
The following year, 1875, the
In 1876 the
The
On her visit to Wellington the
After her one voyage to New Zealand, the
One of the early charters of the New Zealand Shipping Company, before it had a fleet of its own, was the fine ship Alumbagh, a vessel of 1138 tons, which in 1875 brought out over 40 passengers to Auckland. Sailing from London on May 9th, in command of Captain Lowe, she crossed the Equator on the 10th June, rounded the Cape on the 16th July, sighted the Three Kings on the 13th, and arrived at Auckland on the 17th August. Two severe gales were encountered during the passage—the first on the 27th May, when the ship suffered considerable damage. The second occurred shortly after rounding the Cape, and heavy weather continued until the New Zealand coast was sighted on the 13th August.
The immigrants arriving by the
Although I am dealing with the pre-steam days, I think it only right that an exception should be made in the case of a vessel called the
The
Two years before she came to New Zealand the
A vessel of 912 tons, built at Sunderland in 1861, the
On Christmas Day three of the sailors were found drunk, very abusive, and quite out of hand. The Captain found it necessary to place them in irons in the sail-room. Later, some of their mates
Another most unusual incident is worth recording. On the 10th March a week after the ship's arrival,
An antiquated-looking craft was the
Passengers and crew of the barque Dunmore, a vessel of close upon 500 tons, had a trying experience on the long voyage she made to Nelson in 1875. The vessel sailed from London on the 26th January, and landed the pilot off Deal on the following day. During hazy weather on the 28th, she went ashore in Pevensey Bay, and was refloated the following tide; but as she was making about an inch of water per hour, Captain Hastings, who was in command, decided to return to London for repairs. These were effected, and the vessel made another start on the 28th February, and soon struck a severe gale, which resulted in some damage. Heavy weather continued until close on to the equator. After rounding the Cape, terrible gales were met with. The seas had strained the barque very much, and she had sunk in the waist several inches, while several of the deck beams were broken. The 2nd June saw an improvement in the weather, and from this on comparatively tine weather was experienced. The
The
The
The
In 1873 the
An adventurous passage was made in 1875 by the ship White Rose, 1,556 tons, a sister ship to the
An exceptionally stormy passage was made by the
A vessel of 1,289 tons, owned by Messrs. T. and O. Hunter, the
On September 5th, 1878, nine years after the vessel was built, she sailed, under Captain Dorman from Greenock, for Lyttelton, and took her final departure from Start Point on September 10th, arriving at Lyttelton on the 14th December, 90 days from Start Point, and 99 days anchorage to anchorage. Until the Cape was passed the royals were never taken off the ship.
In 1880, the
The third four-masted ship to visit Otago up till 1879 was the
The
A newspaper, the "Benares Ocean Chronicle," was published weekly during the voyage, the editor being Mr. Terry. Several of the pages were illustrated with considerable taste by Mr. West, an artist of no mean repute.
One of the first iron ships built for the Quebec trade, the
The following year, 1880, the
"We left the Docks on December 31st, 1879, just as the bells were ringing in the New Year, and anchored at Gravesend until January 3rd, taking in powder. We experienced a very pleasant passage, having avoided any rough weather all the way out. The first land sighted after leaving the French coast was the Three Kings. We brought out only 30 passengers." The ship arrived on April 18th, 1880.
This fine clipper ship, one of the last of the sailing vessels to bring a large number of passengers to New Zealand, was comparatively a new vessel, having been launched at Greenock from the yards of Steele in 1876 for Messrs. J. and W. Stewart. She was a vessel of 1,256 tons. Commanded by Captain Minns, she sailed from Gravesend on the 1st, and Falmouth on the 5th December, 1879. The Line was crossed on the 26th day out, and the Cape rounded on the 23rd January, 1880. Tasmania was passed on February 19th, and the Snares sighted on the 24th. The following day she anchored at Port Chalmers, 84 days from Falmouth. She brought out 168 passengers.
The Padishah made another voyage to Port Chalmers in 1881. She sailed from London on the 29th June, and cleared the Lizard on July 3rd. The equator was crossed on the 24th day out, the Cape rounded on August 16th, Tasmania passed on September 13th, and the Snares on September 16th, the vessel arriving in port on the 20th September, 82 days anchor to anchor, and 75 land to land. On this voyage she brought out only 20 passengers.
The voyage of the barque Earl Derby from London to Wellington in 1885 was marred by a melancholy accident which involved the loss of the lives of six seamen. The vessel left London on April 11, under the command of Captain Kerr. For several days after rounding the Cape of Good Hope she experienced very heavy weather, and on June 20 an exceptionally heavy gale was encountered. At 8 a.m., when the crew were engaged in hauling on the port braces, a tremendous sea swept aboard and flooded the deck and saloon. When the water had subsided it was discovered that six men had been swept overboard. No one saw the men being carried away, and owing to the tremendous seas running at the time it was impossible to lower one of the boats, as it would never have lived. Further heavy weather was experienced during the voyage, and the barque arrived at Wellington on July 23.
A ship of 879 tons, built at Glasgow in 1868, the
When the New Zealand Shipping Company decided to enter into competition with the Shaw Savill Company, it chartered a number of vessels to run to New Zealand before it purchased or built the beautiful fleet of ships and barques which afterwards flew the well-known house-flag of St. George's Cross with the letters "N.Z.S.C." in the corner. Among these chartered vessels were the
"Yellow Jack" was raging in Brazil at the time, so it is not surprising that when the
The port health officer was not satisfied that it would be safe to grant the ship pratique, and he recommended the authorities to order her to Wellington for thorough fumigation and the discharge of the ballast which had been taken on board at Santos.
The chief officer was the only man on board with a certificate, and he refused to go without assistance. He also said he had no coastal charts, and as a matter of fact he had brought the ship all the way from Santos with only a general chart of the Southern Ocean—no mean feat of navigation. Eventually another officer was sent off to the ship, and she proceeded to Wellington, where she arrived on January 22nd. She was placed in quarantine, though everyone on board looked quite healthy, and then she was thoroughly fumigated, cleaned, and painted, after which she returned to Napier, where she loaded wool for London. She sailed towards the end of March, with the chief officer who had brought her over from Santos now in command, and made a good run Home.
(see page 171.) (See page 185.)
The Ivanhoe.
The Alumbagh.
Yellow fever was a dreadful curse some years ago, but modern medical science has robbed it of much of its terrors. In 1891 Santos was considered the most unhealthy port in the world. The harbour was undergoing alterations, and dredges were scooping up the vile mud that had been flowing into the harbour for ages past. The scourge of yellow fever was so great that some ships lost nearly the whole of their crews. Things were so bad that incoming ships from abroad were met immediately on arrival by a launch, and the whole crew, from captain to cabin boy, were taken ashore and sent straight up to the mountains. When the ship was discharged and ready for sea again, the crew were brought back and the ship at once towed to sea.
The
The Inverallan was a full-rigged ship. In 1876 she made a very good passage to Auckland, sailing from Gravesend under Captain McCann on March 19th, and arriving on June 30th. Fine weather with very light winds was experienced until the equator was crossed on the thirtieth day out. After passing the Cape the ship encountered severe gales with high seas until reaching the meridian of Tasmania on June 19th. Thence to the New Zealand coast she had fierce squalls with a high cross sea, which stove in the bulwarks and carried away a portion of a deck-house. In 1874 the Inverallan visited Wellington, making the voyage from Land's End in 96 days. She sailed from London on February 14th, and arrived on May 28th.
The
The barque Inverdruie, 591 tons, built in 1867, made a voyage to Lyttelton under Captain Wootton. Sailing from Portland on December 29th, 1875, she arrived on April 10th, 1876.
In deciding to give a complete list of ships bringing passengers up to the year 1885, I feel that some explanation may be necessary to the general reader. In the first place, I have chosen that year because after the introduction of steam in the New Zealand trade very few people came out in sailing vessels. In the second place, I have made the list as complete as possible for a reason which concerns many of our old pioneers, or descendants of pioneers. I have received not scores, but hundreds, of letters from old people asking me for information that would help them in obtaining the old age pension, to claim which an applicant must have been in the Dominion a certain number of years. Many of these old people have lost all record of their birth, and in order to fix their ages and the length of time they have been in New Zealand, it is necessary for them to know the date of the arrival of the ship in which they or their parents landed here. These people generally remember the name of their ship when they have forgotten much else, and as the ship's arrival is generally on record somewhere, it is the one thing from which they can definitely start.
Over 300 of these immigrant ships have been dealt with in Volume I., and a large number in separate articles in Volume II., but many more, making one or two voyages only, were not sufficiently important to deserve a special article, so I decided to make a general list which would embrace all ships bringing passengers. As will be seen, a number of the vessels had quite large passenger lists, but their voyages were uneventful, or else very short reports were supplied to the newspapers of the day. In the case of vessels trading regularly to the New Zealand, some voyage was bound to furnish enough incident to get the passage talked about, but in the case of a number of these other ships, which made very few passages to the colony, or were here but the once, it will be readily understood that very little is on record concerning the passage out, or home.
Tuscan, Captain White, arrived March 8th at Bay of Islands.
James, barque, arrived from London May 6.
Tuscan, brigantine, 181 tons, Captain Osmond, arrived during October with passengers.
St. George, barque, Captain Sughrue, arrived from London October 25th.
Ganges, ship, arrived from Plymouth, after a 105 days' passage.
Bangalore, barque, 877 tons, Captain C. Nelson, from London, via Sydney, arrived December 23rd. Brought out Governor Fitzroy, with wife and three children; also Mr. and Mrs. Henry Samuel Chapman, wife and one child. Governor Fitzroy was sworn in as Governor at the old Government House the day after arrival, and on the same day Mr. Chapman was sworn in as the first Judge of the Supreme Court by the Governor. Sir F. Chapman (still living), who held the position of judge of the Supreme Court for many years, is a son of via Valparaiso on the 13th February, 1844.
Ursula, ship, via Wellington. F. Dillon Bell arrived by this vessel.
Sydney, barque, 350 tons, Captain White, arrived from London June 29.
Nelson, 209 tons, Captain Maclaren, from London, August 10.
David Malcolm, 600 tons, Captain Cabel, arrived from London during October.
Ralph Bernal, barque, Captain McLean, arrived 11th August, via Wellington and Nelson.
Madras, barque, Captain Hilbury, from London, arrived 9th October, via Wellington and Nelson.
Elora, ship, 338 tons, Captain Turnbull, from London, arrived 7th March, via Nelson and Wellington.
John Wesley, missionary brig, 237 tons, Captain Buck. Sailed from Southampton, via Sydney, arrived 11th April, Rev. Mr. and Mrs. Daniel, Rev. Mr. and Mrs. Davies, Rev. Mr. and Mrs. Malvern, Rev. Mr. and Mrs. Ford, Rev. Mr. and Mrs. Amos, Rev. Kirk, Miss A. Lawry, Miss Somervill.
Protector, barque, 317 tons, Captain Hunter, from London, arrived 5th September.
Saghalien, barque, 377 tons, Captain Jones, arrived 22nd November, via Wellington and Nelson.
Richard Dart, brig, 270 tons, Captain Potter, sailed from Downs, 27th December, 1847, arrived 19th April.
Clara, barque, 360 tons, Captain Crow. Sailed from London 5th May, arrived 16th September, 134 days passage.
Cornelia, barque, 371 tons, Captain Mickleburgh, arrived 15th October, via Wellington.
Indian, ship, 592 tons, Captain English, arrived during November via Wellington and Nelson.
Clara, barque, 360 tons, Captain Potter, sailed from Downs November 18th, 1849, arrived 23rd March.
Fairy Queen, Captain Doyle, arrived 9th July, 150 days from London.
Barbara Gordon, Captain W. Lilley, sailed 18th May, arrived 10th October, 145 days from Docks.
Camilla, 384 tons, Captain B. Pugh, sailed from Docks 14th July, arrived 12th December, via Wellington, 155 days from Docks.
Stateley, Captain Ginger, arrived 1st June, 120 days from the Downs.
Norfolk, 349 tons, Captain Kreeft, sailed 17th March, arrived 18th August. Protracted passage, 165 days, owing to calms and head winds.
Thames, 407 tons, Captain Hedley. A fine barque, the first of a new line of packets laid on by Hooper and Co., London. Sailed 12th May, arrived 29th August. After landing passengers proceeded on to Wellington and Nelson, arriving at latter port 9th October.
John Wesley, 237 tons, Captain Ryle, sailed from London 26th September, 1851, arrived 26th January, missionary brig. Son of Captain Ryle died during passage. The John Wesley was a smart little vessel and made the passage in 120 days, although adverse winds delayed her until rounding the Cape. She brought out Rev. W. Lawry, Rev. J. Polgrave and 12 other passengers and a large quantity of missionary supplies.
Catherine Stewart Forbes, 457 tons, Captain W. Wright, sailed from London 19th October, 1851, and arrived 9th March. Put into Cape of Good Hope 4th January, 1852, for water and provisions, sailing again 9th January. Encountered furious gale when off the New Zealand coast during which sustained damage and man washed overboard. The passage occupied 140 days. The barque sailed for New Plymouth 12th April.
John Phillips, 369 tons, Captain H. Poole, sailed 23rd December, 1851, arrived 5th April. Notwithstanding a delay caused by gales, she reached Auckland in 100 days from the Downs, a very fine run for so small a vessel.
Berwick Castle, ship, Captain Laltoe, arrived 13th December, 182 days from Docks.
Simlah, barque, 597 tons, Captain Turnbull, sailed from London 19th February, arrived 10th June, with 30 passengers. The Rev.
Mary Catherine, barque, 336 tons, Captain Robertson, from London, arrived 14th June, 157 days from the Downs.
The Admiral Grenfell, barque, one of Willis' ships, sailed from London 14th May, arrived 12th August, making quick passage of 89 days.
The Baltasara, barque, 330 tons, The Baltasara called at Sydney.
Lady Clark, ship, 440 tons, Captain T. Tovar, sailed 17th October, 1853, arrived 25th February. After landing passengers and cargo, proceeded to New Plymouth.
Artemisia, 550 tons, Captain S. Banes, sailed 3rd December, 1853, arrived 4th April with 40 passengers. Later sailed for New Plymouth. The Artemisia experienced rough weather in the Channel and was runaboard by an American clipper, which caused considerable damage.
Eclipse, ship, 400 tons, Captain Laing, arrived 26th June, via New Plymouth.
Balnagileth, ship, 462 tone, Captain A. Smith, sailed 10th December, 1853, arrived 6th July, via Wellington.
Norman Morrison, barque, 530 tons, Captain Burke, arrived 26th October, via Wellington.
Cordelia, ship, 378 tons, Captain McKenzie, arrived 23rd November, via Wellington.
Bank Of England, ship, 726 tons, Captain W. Maxton, was one of Willis' line of ships. She sailed from the Downs 7th September, 1854. The vessel brought out 76 passengers among whom was
Euphrates, ship, 675 tons, Captain Barrow, sailed from Portsmouth 27th December, 1854, and arrived 26th April, 1855. She brought out a detachment of 65th Regiment including Captain McGregor, Lieutenant S. Harris, 160 privates and 22 women and children.
Cornubia, barque, 460 tons, Captain Ellison, sailed from London 23rd December, 1854, and Land's End 5th January, 1855, arrived 30th April, after a tedious passage of 126 days.
Southern Cross, 70 tons, Captain Susten, mission topsail schooner, built for Bishop Selwyn, sailed 28th March, arrived 20th July, 112 days.
Merchantman. This fine ship under Captain G. T. Brown, arrived after a good passage of 99 days from Plymouth, on 5th September, having sailed on the 28th May. She brought out His Excellency, Colonel Gore Brown, the new Governor for New Zealand, Mrs. and Miss Brown, Captain Stewart (private secretary), also 22 saloon and 116 second cabin and steerage passengers for Auckland and Canterbury. Among the passengers by this ship was Mr. Brewer, who held the position of Collector of Customs at Onehunga for very many years. One of his sons, Mr. Chas E. Brewer, who settled on a farm at Wanganui, died at Martinborough on the 7th July, 1926, at the age of 76 years.
Chatham, barque, 540 tons, Captain Cole, from London via New Plymouth, arrived 5th June. She was sadly baffled on the English coast, hanging on and off for 23 days before she cleared the Channel. She arrived at New Plymouth 19th May, 109 days from Land's End, sailing on the 22nd, and eventually reaching Auckland after a passage of 17 days from New Plymouth.
Sandford, ship, 624 tons,
Lord Burleigh. This fine ship, one of Willis' line, was a vessel of 622 tons, in command of
Martaban, a fine iron ship of 900 tons, Captain Lawson. She was built by the celebrated builders, Messrs. Scott and Co., of Greenock, two years previous to her visit to Auckland. The "Southern Cross" stated: "She is a noble looking vessel, 170 feet in length, the first constructed of iron that has visited the port." The Martaban sailed from London 16th June and reached Auckland, on 8th October. She landed 108 passengers in excellent health. One of the passengers was Mrs. James Leigh, Clonbern Road, Remuera.
Conference, the first vessel to arrive at Auckland from Liverpool, was an iron ship of 531 tons, under Captain W. Webster. She sailed 16th August, and arrived 29th November.
Euphemus, ship, 586 tons, Captain William Hardwood, sailed from Gravesend 9th October, 1856, arrived 12th February with 114 passengers. Captain Hardwood reported that when off Tristan D'Acunha, the weather being so fine, no less than 26 sails were all within sight of each other.
Viscount Sandon, ship, 510 tons, one of Baines' Black Ball packets, Captain Hughes, sailed from the Mersey 18th October, 1856, arrived 13th February. This vessel met with the same fine weather as the Euphemus and was one of the 26 vessels in sight. She crossed the Equator in exactly the same number of days, 47 from the Mersey. Captain Hughes stated that in the course of many voyages to India and other places he had never encountered so many vessels as during this passage.
Kenilworth, ship, 537 tons, Captain James Thorn, sailed from the Downs 12th January, and arrived 4th May with 63 passengers for Auckland and 18 for New Plymouth.
Harkaway, ship, 898 tons, Captain Stephens, sailed from Gravesend 16th February, arrived 31st May.
Solent, ship, 733 tons, Captain Brookes, sailed from Downs 27th April, arrived 30th July. "The Southern Cross" reporting the ship's arrival, said that "from the time of weighing from Margate Roads until arrival at Auckland, the fore and main topsail sheets were never started." The ship brought 80 all told, 57 for Auckland and 23 for Canterbury.
Dinapore, ship, 789 tons,
Eastfield, 434 tons,
Cornubia, barque, 460 tons, Captain W. Elison, sailed from Downs 7th May, arrived after tedious passage of 121 days. She brought 57 passengers. The Cornubia was the first of John Morrison and Co.'s line to visit Auckland.
Anne Longton, ship, Captain Kirby, arrived 9th October, 118 days from Gravesend.
William Watson, barque, 480 tons, Captain William Brown, sailed from Plymouth 24th August, 1857, arrived 6th January. On 4th October, the cook good-naturedly jumped overboard to recover a cap lost by one of the passengers, the water being quite calm. The poor fellow suddenly disappeared, supposed to have been drawn under the quarter of the ship or seized by a shark. The barque came via New Plymouth and landed 44 passengers.
Tamar, barque, 600 tons, Captain J. Ross, sailed from London 11th October, 1857, and arrived 28th January.
Isabella Hamilton, barque, 280 tons, Captain Whittleton, sailed from Downs 24th December, 1857, and arrived 14th April. Among the passengers were Captain and Mrs. Walmsley.
The Bride, barque, 580 tons, Captain Spowart, sailed 1st February, arrived 21st June. On 24th April one of the sailors, with others, had broached cargo and become very drunk. He was sent aloft and fell from the maintop to the deck, fracturing his skull. In his descent he struck a child, one of the passengers. Both died within a few hours.
Swordfish, 345 tons, Captain J. Cundy, sailed from Downs 21st April, arrived 26th July.
Harwood, ship, 462 tons, Captain Forsyth, sailed from Downs 26th July, and arrived 4th November, the passage occupying only 95 days. She brought out 95 passengers.
Spirit Of Trade, barque, 450 tons, Captain McCulloch, sailed from Cork 3rd August, arrived 1st December. During the passage there were six deaths and six births.
Kingston, ship, 843 tons, Captain Weeks, sailed from Plymouth with 125 passengers, 15th September, arrived 28th December.
William Watson, barque, 480 tons,
Tornado, ship, 1100 tons, Captain Aitken, the first of the "White Star" line to visit Auckland. She left Liverpool on the 10th June, and arrived at Auckland 24th September, landing 35 saloon, 40 second class, and 210 intermediate and steerage passengers. This ship was the largest to visit Auckland up to that date.
Harwood, ship, 500 tons, Captain Forsyth, sailed from Plymouth 11th August, and arrived on the 16th November, making the passage in 95 days port to port. She left Plymouth with 48 passengers—one died on the voyage.
Shooting Star, ship, 1160 tons,
Shalimar, ship, 1402 tons, Captain J. R. Brown. This fine ship, the largest to visit Auckland up to 1859, brought out 225 passengers. She sailed from Liverpool on 12th September and arrived 21st December. On the 6th October a marriage ceremony was celebrated, the Captain officiating. Three children died during the passage.
Boanerges, 1236 tons, Captain Dunn, sailed from Queenstown (Ireland) 13th September, 1859, arrived 22nd December with the second division of the 14th Regiment, consisting of 14 officers, 480 non-com, officers and privates, 42 women and 44 children, in command of Major Dwyer. Four deaths occurred during the voyage.
The Traveller, barque, 462 tons, Captain Ellis, sailed 19th March, and arrived 23rd July, after an unprecedently stormy passage.
Phoenix, 986 tons, Captain R. Brown, sailed from Liverpool 12th October, 1859, arrived 3rd February with 136 passengers (91 English, 29 Scotch, and 16 Irish). The Phoenix came south about and made the Snares 24th June. She was 10 days sailing up the coast to Auckland.
Frenchman, 1156 tons, Captain Renaut, sailed from Downs 8th December, 1859, arrived 21st March with 252 passengers. Smallpox broke out on board a fortnight after leaving England, and there were eight cases but only one fatal.
Avon, 645 tons, Captain Richardson, sailed from Downs 19th January and was anchored in Channel until 31st. This was her fourth voyage. Passengers, 61.
Northern Bride, 853 tons, Captain Betts, sailed from Liverpool 15th June, arrived 12th October. Passengers, 189.
Lord Burleigh, 647 tons, Lord Burleigh previously visited Auckland in 1856, arriving 8th August, Captain Clarke in command.
Morning Star, 1327 tons, Captain Matthews, arrived 14th January, via Melbourne, with 80 passengers. She was sent out by the Black Ball line.
Morning Light, 2377 tons, Captain Gillies, from Liverpool, via Melbourne, arrived 2nd March with 65 passengers. She was a noble vessel, built at St. John's, the largest vessel to arrive at Auckland up to the date.
Mersey, 812 tons, Captain D. Smith, sailed from London 22nd February, arrived 11th June. Passengers, 106. After discharging, the barque loaded kauri timber at Kaipara for London.
Henry Fernie, 1549 tons, Captain W. Hamilton, sailed from Queenstown 24th April, arrived 25th July. This ship brought out 18 officers, 692 men, and 69 women and children of various regiments.
Broadwater, 571 tons, Captain Stockman, sailed from Downs 3rd April, arrived 29th July. After passing Cape, the ship encountered, on 6th June, a heavy gale with hurricane squalls, which increased to a tornado, completely burying the ship and washing away a large portion of the bulwarks. It was impossible for the hands to go aloft to take in sail, so the fore topsails were let fly and the sails blown to ribbons. In a few minutes not a vestage of canvas remained on the yards, but the ship righted and was hove to, labouring terribly. One of the passengers, Mr. Henry Leeson, jumped overboard in a fit of insanity. The body was recovered but life was extinct. The Rev. Thatcher was a passenger.
Black Eagle, 1400 tons, Captain W. Smith, sailed from Plymouth 17th August, arrived 19th November. Passengers, 144. During a heavy gale the day after sailing, two casualties occurred, the first to a seaman, who fell from the rigging, which caused his death, and the second to a passenger, John H. Cobb, who fractured his leg in a fall. In November, 1924, four of the passengers by this ship were living in the Auckland province, viz: Mrs. Hooper, Messrs. William Taylor, R. C. Carr of Remuera, Auckland, and Mr. A. A. Alexander of Okaihau. When the vessel arrived, at Auckland there was not sufficient water to enable her to berth alongside the new wharf, which at that time extended from Quay Street to about half way down the present wharf, consequently the passengers and cargo had to be landed in cutters.
Royal Charlie, barque, 435 tons, Captain Escott, sailed from Downs 16th March, arrived 31st July. She had a long and boisterous passage to the Equator, which was crossed on the 44th day out. She brought out 91 passengers (53 Irish, 23 English and 15 Scotch—40 of whom were female servants).
Romulus, 703 tons, Captain Lord, sailed from Gravesend 26th June, and arrived 18th October, with 123 passengers including 80 English, 25 Scotch and 17 Irish.
Shalimar, 1591 tons, Shalimar brought 115 passengers and cargo for Auckland. She was sent out by the Liverpool White Star Co.
Cairngorm, 1161 tons, Captain H. Auld, sailed from Gravesend 11th September, 1862, arrived 7th January, and landed 118 passengers.
Claremont, 634 tons, Captain McIntosh, sailed from Gravesend 11th December, 1862, arrived 25th March, and landed 98 passengers. On February 20th an albatross was caught with a wooden label attached to its leg, on which was written: "Alarm, New York to Hong Kong, Lat. 39 deg. 10 min. S., Long. 55 deg. E."
Royal Bride, 545 tons, Captain Laker, sailed from the Downs 9th January, arrived 29th April—passengers, 24.
Maxwell, 1000 tons, Captain G. Jones, sailed from the Downs 7th April, arrived 28th July—passengers, 60.
Amersham, 742 tons,
Mary Warren, 955 tons, Captain Hornewood, sailed from London 21st May, arrived 10th September—passengers, 40.
Glendevon, 954 tons, Captain Brown, sailed from London 28th May, arrived 1st October—passengers, 35.
Eagle Speed, 1237 tons, Captain J. Brinsden, sailed from Gravesend 12th June, arrived 16th October—126 days port to port. She landed 191 passengers all in good health.
Jumna, 820 tons, Captain Garrick, sailed from Gravesend 4th July, arrived 24th October—passengers, 100.
Ardbeg, 921 tons, Captain Hobson, sailed from London 18th August, arrived 16th December—passengers, 160.
City Of Manchester, 534 tons, Captain Burrell, sailed from the Downs 29th September, 1863, and arrived 10th February after a protracted, passage of 140 days. She was 51 days out before the Line was crossed, owing to gales.
Golden City, 779 tons, Captain R. K. Martin, sailed from Gravesend 13th November, 1863, but owing to severe weather was compelled to put back and laid at the Downs until 19th. She took her final departure from Scilly 26th November. Her average run for a month after leaving the Cape was over 200 miles. The
Lord Clyde, 531 tons, Captain Withers, sailed from London 2nd February, and arrived 5th May. She was a fine barque, and coming south about made the passage in 93 days. She brought only 21 passengers. The Golconda, which sailed from London 4th January, nearly a month before the Lord Cldye, arrived at Auckland on the same day.
Statesman, 811 tons, Captain Marshall, sailed from the Downs 1st January, and Land's End 17th, arriving at Auckland 6th March, after a protracted passage of 126 days. Running short of water, Captain Marshall put into Nelson for a supply when the ship was 120 days out. The Statesman brought 101 passengers, including 16 saloon.
Albert William, 505 tons, Captain Walker, sailed 10th August, arrived 5th December. New ship on her second voyage.
Gladiator, 503 tons, Captain Young, sailed 15th November, 1863, arrived 26th March.
Aliguis, 1121 tons, Captain Davidson, sailed from London 26th July, and made a good passage of 91 days, arriving 25th October, with 125 passengers, mostly assisted immigrants.
Armstrong, 817 tons, Captain A. Armstrong, a fine Nova Scotian built ship, sailed from the Downs 5th November, 1864, with 200 passengers, and arrived 16th February.
Ernestina, 1048 tons, Captain W. Fillan, R.N. This fine American built ship sailed from the Downs 28th October, 1864, and arrived 19th February. She brought out the fifth party of immigrants under the auspices of the Church of England Emigration Society, including Mr. Welch, of Birmingham, the general manager. There were on board 380 passengers, of whom 236 were Government immigrants.
Louisa, 900 tons, Captain Hall, sailed from Gravesend 9th November, 1864. The ship was delayed in the Channel with head winds for two weeks and put into Plymouth for water. She arrived at Auckland 28th March, being 139 days out. The
Belgravia, 902 tons, Captain Jackson, sailed from Gravesend 3rd January, arrived 10th May. Experienced very heavy weather in Channel and was forced to take shelter in Torbay for several days, sailing from the Start 9th January. Passengers, 172.
Viscount Canning, 751 tons, Captain Wright, sailed from London and took her final departure from the Lizard 28th September, with 168 passengers. The barque arrived 21st January, 1866, after a tedious passage of 124 days.
Alexandra, 898 tons, Captain Dalgarno, sailed from London 17th January, arrived 25th May. She brought 39 passengers.
John Scott, 655 tons, Captain M. Penfold, sailed from London 14th December, 1866, arrived 27th April, after a protracted voyage of 135 days.
Regina, 599 tons, Captain Linkehorne, sailed from the Downs 27th November, 1866, arrived 20th March. The Regina had visited New Zealand on two previous occasions, bringing a large number of passengers. In 1858 she arrived at Dunedin from London on 9th November under Captain Thornton. The following year she sailed from London with 283 passengers, on 2nd September, and arrived on 4th December at Lyttleton, Captain Thornton still being in command.
Merrington, arrived 29th August, 141 days.
Racehorse, arrived 8th July, 102 days.
Constance, arrived 24th July, 116 days.
Coulnakyle, Captain Morrison, sailed 13th March, arrived 12th June, making the passage in 90 days from Plymouth. The
Coulnakyle and Kate Waters were in company off the Cape and arrived at Auckland on the same day.
Percy, arrived 9th March.
Rapids, arrived 8th March.
John Banfield, Captain Bastian, sailed from London 9th April, arrived 11th August.
Red Rover, 1042 tons, Captain Macauley, sailed from Gravesend 13th July, and Lizard 24th, arriving 19th October, 86 days land to land.
Hasquina, 428 tons, Captain Lowden, sailed from Liverpool 27th January, arrived 22nd May.
Inflexible, 997 tons, Captain Lyall, sailed from Gravesend 22nd December, 1869, arrived 3rd April. Was surrounded with icebergs—no less than 21 large bergs being in sight for three days. Passengers, 40.
Estrella, 499 tons, Captain Crowder, sailed from Liverpool 27th June, arrived 20th October.
Argyleshire, 700 tons, Captain Todd, sailed from Glasgow 2nd April, arrived 2nd August.
Naomi, 709 tons, Captain Robertson, sailed 16th November, 1871, arrived 6th March with 32 passengers.
Durham, Captain Sexton, sailed 29th November, 1872, arrived 4th March—passengers, 70.
Edinburgh Castle, 627 tons, Captain H. Cape, sailed 4th December, 1872, arrived 14th May. When off Beachy Head the ship collided with the brigantine Fergus, carrying away some of her fore rigging, top gallant bulwarks and anchor stock. The brigantine was also damaged. The Edinburgh Castle put back to Deal for repairs, sailing again on the 28th December. She struck a heavy gale off Eddystone Lighthouse and had to put back to Portland. She made her final start on 24th January.
Dorette, 847 tons, Captain Ayles, sailed from London 19th January, and from the Lizard 25th, arriving at Auckland 14th April after a rapid passage of 83 days port to port. The Dorette was a new ship purchased by the N.Z. Shipping Company, and when she returned to England her name was changed to Waimea. The several voyages made by the Waimea are recorded in Vol. 1, White Wings. The Dorette brought out 319 passengers, and when she arrived in port was placed in quarantine owing to an outbreak of scarletina during the voyage.
Huntly Castle, 423 tons, Captain McAuley, sailed from London 22nd February, under the flag of the Shaw, Savill Co., and arrived 28th May with 26 passengers, after a fair weather passage of 94 days.
Ada, 686 tons, Captain Asuls, sailed from London 20th November, 1874, arrived 8th March.
John Rennie, 874 tons, Captain Nicholson, sailed from Start Point 17th May, arrived 27th August.
White Eagle, 878 tons, Captain Andrews, sailed from Lizard 17th July, and arrived 11th October, after a pleasant and uneventful passage, occupying 86 days. The White Eagle visited Port Chalmers in 1876 under Captain Roberts. She sailed 8th August from London, and arrived 8th November, making the passage in 92 days.
Star Of Germany, Captain Wilson, sailed from London 22nd August, arrived 23rd November.
Shooting Star, 422 tons, Captain Gillies, sailed from Docks 23rd December, 1874, arrived 17th May. The passage occupied 145 days, owing to heavy weather nearly all the way.
La Escocesa, 946 tons, Captain Evans, sailed from London 5th February, arrived 8th May.
Inverallen, 650 tons, Captain McCann, sailed from Gravesend 19th March, arrived 30th June.
No Ships.
Martha Fisher, 811 tons, Captain Morguard, sailed 15th April, arrived 5th August.
Clan Fergusson, 800 tons, Captain lack, sailed 20th September, arrived 18th December—smart passage of 89 days.
Apelles, 1030 tons, Captain Blackstone, sailed from Glasgow 16th October, 1877, arrived 27th January with 249 passengers. The Apelles made one voyage to Lyttelton in 1874. She sailed on 17th January and arrived 5th May, 98 days passage, under Captain McLay.
Weymouth, barque, Captain Hamilton, sailed from Gravesend, 28th January, arrived 11th June, after a protracted passage of 133 days.
Isle of Bute, 926 tons, Captain McAvoy, sailed 7th March, arrived 27th June; 113 days from Docks.
Inglewood, 1043 tons, Captain Brocklebank, sailed from Gravesend 25th September, arrived 26th December, with 38 passengers.
Dunloe, barque, Captain Davies, sailed 29th August, arrived 8th December, 101 days from Docks.
No Ships.
Roman Empire, 1542 tons, Captain Adamson, sailed 23rd October, 1881, arrived 19th January, after a fast passage of 89 days from Docks. Passengers, 540. Captain Adamson is still living in Auckland.
Easterhill, 890 tons, Captain D. Evans, sailed 27th March, arrived 10th July, 103 days from Gravesend. Passengers, 27.
Clyde, 1140 tons, Captain Hoyle, sailed from London 1st February, arrived 30th May. Passengers, 38.
East Lothian, 1389 tons, Captain Carve, sailed 19th March, arrived 2nd July. Passengers, 27.
Glenrosa, Captain McEwan, sailed 19th March, arrived 28th June. Rather a stormy passage, vessel's sails being blown away on 31st May. (Shaw, Savill.)
Katherine, 1630 tons, Captain Spille, sailed 19th April, arrived 27th July, 99 days from London Docks.
Duchess of Argyle, 1699 tons, Captain Herd, sailed 30th May, arrived 13th September, 106 days from Gravesend. Passengers, 34.
After 1885 very few passengers arrived by sailing ships at any of the ports.
Thomas Sparks, Captain Sparks, left London November, 1842, arrived New Plymouth, via Nelson, May 29th. Having encountered severe gales, she had to put into Capetown to repair damage. She was detained for a long time. By this vessel arrived in New Zealand the first cuttings of the Cape accacia, a good shelter shrub. Among the passengers were Messrs. John and
William Stoveld, Captain Davidson, from London, via Nelson, arrived October 26.
Himalaya, 477 tons, Captain Creagh, left London September 7th, arrived December 23rd, and proceeded to Nelson, where she arrived January 10th, 1844. Passengers, 21,
Bella Marina, 600 tons, Captain Ashbridge, from London, via Hobart, arrived May 27th, bringing a small batch, of immigrants.
Raymond, barque, arrived August 29th.
Ralph Bernal, 400 tons, Captain Maclaren, from London, arrived October 15th.
Elora, from London, arrived January 30th.
Catherine Johnson, arrived August 31st.
Bernicia, 548 tons, Captain Arnold, from London, arrived October 20th.
Bernicia, 548 tons, Captain Arnold, left Gravesend, July 7th, arrived November 3rd.
Star of China, from London, arrived November 23rd.
Cornwall, 580 tons, Captain Dawson, formerly of the
Pekin, Captain Whitby, left London, August, 1849, arrived February, 1850 (via Port Chalmers).
Berkshire, Captain White, left London October 4th, 1849, arrived January 8th (via Nelson).
Kelso, 500 tons, Captain Innes, arrived October 24th.
Phoebe Dunbar, arrived December 15th.
Poictiers, barque, Captain Beale, left London February 24th, arrived June 30th.
Mariner, arrived October 11th.
Eden, barque, Captain Murdock, arrived October 29th, after a long and stormy passage, on which both food and water ran short. Passengers, 42.
Cashmere, 640 tons, Captain G. Pearson, sailed June 16th, arrived October 10th.
Victory, 700 tons, Captain A. L. Mulling, arrived May 1st.
Simlah, arrived October 12th.
Lord William Bentinck, 600 tons, Captain E. Canney, from London, arrived January 6th. Passengers, 30.
William Hyde, arrived March.
Joseph Fletcher, 672 tons, Captain John Foster, from London, via Auckland, October 8th.
St. Michael, 600 tons, Captain W. Prince, left London July 14th, arrived December 2.
Tasmania, 600 tons, Captain McWilliam, from London, via Wellington, arrived April 19th.
Cashmere, 640 tons, Captain Pearson, from London, via Auckland, arrived July 7th.
Simlah, 600 tons, from London, via Auckland, arrived August 6th.
Sir Edward Paget, 580 tons, Captain Chapman, from London, via Auckland, arrived August 16th.
True Briton, 685 tons, via Wellington. She brought 17 passengers and some New Zealand Fencibles.
Cresswell, 670 tons, Captain Barnett, from London, arrived August 25th. Passengers, 52.
Joseph Fletcher, 672 tons, Captain John Foster, sailed June 20th, arrived September 17th. Full details of voyage in Vol. I., White Wings. Passengers, 70.
John Taylor, 800 tons, Captain Cawkett, from London, via Wellington, arrived November 28th. Among the passengers were Mr. and Mrs. Wakefield and family.
Hamilla Mitchell, barque, 500 tons, Captain Bradley, from London, via, Auckland, arrived February 3rd. Passengers, 27.
Lady Clarke, 440 tons, Captain Tosvar, from London, via Auckland, arrived April 25th.
Eclipse, 480 tons, Captain Laing, from London, arrived June 17th.
Cashmere, 640 tons, Captain Pearson, sailed April 25th, arrived August 6th, and proceeded to Auckland, arriving August 21st.
Joseph Fletcher, 672 tons, Captain John Foster, sailed June 20th, arrived October 4th. Full details of voyage in Vol. I., White Wings.
Monarch, barque, 600 tons, Captain Duff, from London, via Auckland, arrived October 29th.
Josephine Willis, 786 tons, Captain Cannes, sailed October 23rd, 1854, arrived January 26th. Full details of voyage in Vol. I., White Wings.
Rock City, 597 tons, Captain Cubbins, from London, via Auckland, arrived July 23rd. Among the passengers were Mr. and Mrs. Hoskin.
Duke of Portland, 533 tons, Captain Seymour, from London, via Auckland, arrived August 19th. Brought a detachment of the 58th Regiment and a few passengers.
Egmont, 767 tons, Captain Gibson, from London, via Auckland, arrived November 6th. A few passengers.
Cashmere, 640 tons, Captain Pearson, from London, via Lyttelton, arrived November 22nd.
Euphemus, 586 tons, Captain Harwood arrived March 27th.
Ashmore, barque, 570 tons, Captain Ginders, from London, via Auckland, arrived March 27th.
Chatham, barque, 540 tons, Captain Cole, left London January 18th, arrived May 9th.
Inchinnan, 566 tons, Captain Ennis, left London July 4th, arrived October 11th, via Nelson. She brought a few passengers.
Gipsy, barque, 426 tons, Captain Bolton, left London June 21st, arrived October 11th.
Cashmere, 640 tons, Captain Pearson, sailed from London December 17th, arrived April 5th. Passengers, 31.
Dinapore, ship, 789 tons, Captain Louttit, sailed from London April 17th, via Auckland, arrived October 10th.
William Watson, barque, 480 tons, Captain W. Brown, sailed from London August 24th, arrived December 30th.
Kenilworth, ship, 537 tons, Captain Thorn, arrived July 8th, via Auckland.
Eclipse, barque, 254 tons, Captain Elliott, left London November 8th, 1858, arrived March 4th with 18 passengers.
William Watson, Captain McFarlane, left London October 18th, 1858, arrived February 18th, 1859.
Anne Longton, 700 tons, Captain Mundle, from London, via Nelson, arrived August 27th.
(From 1861 to 1862 there were no ships.)
In 1860 the Maori War broke out in Taranaki, and for many years things were in a very unsettled state throughout the district. All direct shipping from England to New Plymouth ceased, and no emigrant vessels visited the Roadstead till January 23rd, 1875.
Bard of Avon, 765 tons, Captain Penny, from London, via Nelson, arrived October 12th.
(In 1864 and 1865 there were no ships.)
Shelburne, 371 tons, Captain Lowe, left London November 30th, 1865, arrived April 11th. A long, uneventful voyage of 130 days. First vessel to come to New Plymouth direct since the Eclipse in 1859.
Lord Clyde, 531 tons, Captain Murphy, from London, via Nelson, arrived October 20th.
Avalanche, 1160 tons, Captain Bishop, sailed October 22nd, 1874, arrived January 23rd, 1875. Passengers, 260.
Halcione, 842 tons, Captain Croker, left May 27th, arrived September 2nd, 1875, with 290 immigrants.
Chile, ship, 707 tons, Captain Alex. Smith, sailed June 17th, arrived September 26th, with 130 immigrants.
Collingwood, ship, 1014 tons, Captain Black. This vessel was listed to sail from London and land 286 passengers at New Plymouth, but fever broke out on the voyage, and the captain put into Wellington, arriving on July 10th. As there were 50 cases of scarlet fever under treatment on board, the vessel was ordered into quarantine. She had 293 passengers, and those for New Plymouth, when released, were taken on by the steamer Taupo. During the voyage of the Collingwood there were 20 deaths, of which 15 were children. There were four births.
Hurunui, 1012 tons, Captain McKelvie, arrived December 2nd, but, owing to a severe gale, the passengers could not be landed, and the ship went on to Wellington, New Plymouth passengers being sent up by steamer.
Adamant, Captain Bowling, left London November 19th, 1880, arrived April 7th. She brought the plant for the New Plymouth Harbour works.
Pareora, Captain Bonguard, left London August 19th, arrived December 9th. This was the last direct immigrant ship that visited New Plymouth.
The Waikato, HERMIONE, and the Strathnavar had passengers for New Plymouth in 1877, and they were landed at Wellington and sent on by steamer.
Earl of Winsor, ship, 738 tons, Captain Dick, from London, via Wellington, arrived May 27th. Earl of Winsor sailed for Oamaru on June 9th with 3,000 sheep. The heaviest shipment from Napier made to date.
George Canning, barque, 411 tons, Captain F. M. Harries, arrived from London via Nelson.
Royal Bride, 526 tons, Captain Laker, sailed January 29th, arrived June 14th, via Auckland.
Affiance, barque, 401 tons, Captain Simson, arrived from London, via Wellington.
Rangoon, 374 tons, Captain Harwood, sailed from London November 26th, 1863, arrived July 23rd. Owing to casualties and rough weather, the barque did not leave the Downs until January 24th. After a very rough and tedious passage, she put into Sydney on June 2nd for provisions and some repairs. Sailed from Sydney on July 4th, and had another rough passage to port. When off the Bay of Plenty, encountered a terrific gale, which did considerable damage to the ship.
Henry Miller, 433 tons, Captain. Dickson, sailed June 22nd, arrived October 20th. On September 8th, when off the Mauritius, a terrific gale, with huge seas, was encountered, and 30 tons of cargo were jettisoned, the vessel labouring heavily, and shipping heavy seas.
R. T. Turnbull, 367 tons, Captain Cumming, sailed July 2nd, arrived November 9th. The long voyage was due to a succession of heavy gales.
HÖVding, ship, Captain Berg, arrived September 15th from Christiania. Ship made the voyage in 108 days, and landed a large number of immigrants.
HÖVding, Ship, Captain. Nordbye, arrived December 1st, 110 days from Christiania, with a second batch of immigrants. This was a new ship, the Hövding which visited the port the previous year having been condemned on her arrival at Norway.
Winchester, Captain Arnold, sailed May 3rd, arrived July 26th. A fine frigate-built ship, the largest to arrive at Napier to date. She made a smart passage of 84 days, and brought out 437 immigrants.
Clarence, 1105 tons, Captain Emmett, sailed September 24th, 1874, arrived January 5th. She brought 350 immigrants. During the voyage there were 21 deaths, chiefly children.
John Norman, sailed from London January 5th, and Lamlash January 21st, arrived June 11th. A long voyage of 153 days, owing to heavy weather experienced throughout.
Hudson, 597 tons, Captain Colville, sailed October 23rd, 1875, arrived February 13th, with 200 immigrants. Other voyages made by this ship are recorded in Vol I., White Wings.
Madeline, 481 tons, Captain Morrin, sailed January 3rd, arrived April 18th.
Renfrewshire, 898 tons, Captain Beattie, sailed September 29th, 1877, arrived January 4th, 1878, with immigrants. The vessel was placed in quarantine on account of scarlet fever having broken out. Later she proceeded to Wellington, arriving there on February 13th.
Mendoza, Captain Howleson, sailed November 6th, 1878, arrived February 26th.
Mercia, Captain Mosey, sailed November 8th, 1880, arrived February 21st, 1881.
Lady Nugent, 500 tons, arrived from Gravesend, October 1st.
The Cuba sailed from Wellington during May with stores for the purchase of Chatham Islands from the natives. Captain Heale and Mrs. Diffenbach were passengers to negotiate with the Maoris.
Essex, 329 tons, Captain Oakley, arrived January 4th.
Thomas Sparks, Captain Sharp, from London, via Cape of Good Hope, arrived January 31st. This vessel brought a number of passengers, including a few immigrants for Nelson. She made a long voyage, the run from the Cape occupying 50 days. When entering Wellington Heads she was fouled by the brig Margaret, from Sydney. The Thomas Sparks had a portion of her bulwarks stove in, and the brig lost her bowsprit.
Tyne, 500 tons, Captain Robertson, sailed from London February 12th, arrived 11th August with 17 passengers. She called at Cape of Good Hope May 12th, and Hobart Town July 31st. The barque was compelled to put into Hobart to replenish her water supply. Here some of the passengers, who had booked for Auckland, were informed of a Maori massacre in New Zealand and refused to come on to the Dominion. Mr. J. Stewart, second officer, fell overboard at the mouth of the River Derwent on July 31st, and was drowned.
Ursula, 490 tons, Captain Martin, sailed from London May 24th, arrived September 12th.
Mandarin, 650 tons, Captain Smith, sailed from London, via Hobart and Auckland, arrived December 10th.
Bella Marina, 600 tons, Captain T. Ashbridge, from London, via Hobart, arrived May 31st.
Sydney, 450 tons, Captain White, from London, arrived May 31st.
Raymond, 489 tons, Captain M'May, sailed May 5th, via Taranaki, arrived September 5th.
Caledonia, Captain Case, sailed from Plymouth August 24th, 1844, arrived January 11th.
Louisa Campbell, 350 tons, Captain Darby, sailed from London March 18th, arrived July 24th.
Mary Catherine, 385 tons, Captain Howlett, sailed from London, 1845, via Nelson, arrived February 2nd.
Madras, 450 tons, Captain Hilbery, from London, via Nelson, arrived September 3rd.
Hope, 500 tons, Captain Marshall, from London via Nelson, arrived January 7th.
Clara, 420 tons, Captain Crow, from London, via Sydney, arrived January 10th.
Elora, 313 tons, Captain Turnbull, from London, via New Plymouth and Nelson, sailed October 12th, arrived February 19th.
Saghalien, 377 tons, Captain Jones, from London, via Nelson, sailed May 27th, arrived October 14th.
Ralph Bernal, 400 tons, Captain Maclaren, from London, via Nelson and New Plymouth, sailed July 23rd, arrived December 17th.
Indian, 591 tons, Captain English, from London, sailed November 18th, 1847, arrived April 2nd.
Elora, 340 tons, Captain Turnbull, from London, sailed February 10th, arrived May 27th.
Bernicia, 548 tons, Captain Arnold, sailed from London July 7th, arrived, via Taranaki and Nelson, November 20th. She brought 78 passengers for Wellington, and 153 all told. Captain Arnold was formerly in command of the Fifeshire, the first Nelson immigrant ship.
Duke of Portland, 533 tons, Captain Cubitt, from London, via Auckland, arrived February 17th.
Mary, 533 tons, Captain Grant, from London, via Nelson and Taranaki, arrived March 14th.
Lalla Rook., 530 tons, Captain Hains, from London, sailed November 8th, 1848, arrived March 15th. Called at Table Bay on January 12th, and resumed the voyage four days later.
Jane Catherine, 420 tons, Captain Wilson, from London, via Auckland, arrived August 16th.
Pilgrim, 450 tons, Captain Francis, from London, sailed April 26th, arrived August 20th.
Cornwall, 580 tons, Captain Dawson, from Deal, sailed April 20th, via New Plymouth and Nelson, arrived September 9th. Landed 90 passengers at Wellington.
Enterprize, 253 tons, Captain Lovering, sailed from London June 9th, arrived September 30th.
Larkins, 700 tons, Captain Bruton, from London, via Otago, arrived October. 21st. 54 passengers.
Kelso, 567 tons, Captain Innes, from London, via New Plymouth and Nelson, arrived November 4th.
Pekin, 562 tons, Captain Whitby, from London, sailed August 9th, via Otago, arrived December 26th.
Thames, 407 tons, Captain Hedley, from London, via Auckland, arrived December 27th.
Cornelia, 372 tons, Captain Mickleburg, from London, via Melbourne, arrived February 9th.
Poiotiers, 750 tons, Captain Beale, from London, via Taranaki and Nelson, arrived August 2nd.
Phoebe Dunbar, 704 tons, Captain Michie, from London, via Otago and Lyttelton, sailed July 10th, arrived November 14th. The Phoebe Dunbar was a new ship on her maiden voyage, and brought 94 passengers. She arrived at Otago on October 24th, and Lyttelton on November 7th.
Barbara Gordon, 338 tons, Captain Lilley, from London, via Auckland, arrived November 23rd.
Eden, 522 tons, Captain Murdoch, from London, via New Plymouth and Nelson, arrived November 28th.
Emu, 382 tons, Captain Smith, from London, via Hobart, arrived March 13th, with passengers, including 15 Native Infantry of Bengal Army.
Cornelia, 372 tons, Captain Mickleburg, from London, via Nelson, arrived April 10th.
Cresswell, 574 tons, Captain Williams, from London, via Auckland and New Plymouth, arrived April 22nd.
Clara, 360 tons, Captain Potter, from London, via Nelson, arrived October 6th.
Chieftain, 382 tons, Captain Chalmers, from London, sailed September 1st, 1851, arrived January 3rd. This vessel brought no passengers. She called at the Auckland Islands, where she picked up the captain and crew of the schooner Countess of Minto, which had been carried on to Macquarrie Island by swell and become a total wreck.
True Briton, 685 tons, Captain Norris, from Deal, sailed August 15th, arrived December 13th. Brought 251 passengers, including officers and men of 58th and 65th Regiments.
Minerva, 829 tons, Captain Johnston, from London, via Melbourne, arrived March 6th.
Tasmania, 542 tons, Captain Norris, from London, arrived March 30th.
Royal Albert, 662 tons, Captain Norris, from London, via Otago, arrived March 30th with 75 passengers.
Admiral Grenfell, 500 tons, Captain MacClennan, sailed from London May 14th, arrived August 12th.
Cornwall, 580 tons, Captain Dawson, from London, arrived August 13th with 112 passengers.
John Taylor, 788 tons, Captain Cawkitt, from London, via Melbourne, arrived November 2nd with 89 passengers.
Constantine, 608 tons, Captain Rogers, from London, via Nelson, arrived February 4th.
Duke of Portland, 600 tons, Captain Seymour, from London, via Nelson, arrived February 12th with 48 passengers.
Norman Morrison, 529 tons, Captain Maundrell, from London, via Hobart, arrived July 29th with 42 passengers.
Cordelia, 378 tons, Captain McKenzie, from London, arrived September 29th.
Thetis, 468 tons, Captain Pook, from London, via Melbourne, arrived October 15th.
Gipsey, 426 tons, Captain Bolton, from London, via Auckland, arrived November 13th.
Pudsey Dawson, 800 tons, Captain Davies, from London, via Otago, arrived December 23rd.
Sea Snake, 500 tons, Captain Gilbert, from London, via Otago, arrived May 25th.
Surge, 543 tons, Captain Jarvis, sailed August 31st, arrived December 16th. 89 passengers.
New Era, 820 tons, Captain Rhind, sailed from London March 20th, arrived June 27th. 180 passengers.
Monsoon, 296 tons, Captain Turnbull, from London, via Nelson, arrived February 23rd.
Westminster, 731 tons, Captain Westgarth, from London January 7th, arrived April 16th. 132 passengers. New ship on maiden voyage.
Libertas, 602 tons, Captain Dobson, sailed from London March 20th, arrived July 8th. 38 passengers.
Lancashire Witch, 1368 tons, Captain Mollison, from London, via Australia, arrived July 20th. Brought 226 passengers, including 149 men of 65th Regiment. Another vessel of the same name, a ship of 1574 tons, made several voyages to New Zealand in the 'sixties. Details are given in White Wings, Vol. I.
Hastings, 596 tons, Captain Carew, from London, via Cape, sailed June 4th, arrived October 14th. 51 passengers.
Philip Laing, 547 tons, Captain Cadenhead, sailed July 31st, arrived December 23rd, after a tedious passage of 146 days. First of the Black Ball Line. She came via Cape of Good Hope. Arrived at Cape October 13th, and left 23rd. Passengers, 56.
Rose of Sharon, 788 tons, Captain Southeron, sailed from London October 1st, 1856, arrived January 19th. 100 passengers.
Indian Queen. 1050 Tons, Captain D. F. Jobson, sailed from London November 5th, 1856, arrived January 30th. 451 passengers.
Myrtle, 621 tons, Captain Mordue, sailed from London, arrived January 31st. 25 passengers.
Heroes Of Alma, 651 tons, Captain Silk, sailed from London January 16th, arrived May 3rd. 37 passengers.
Alma, 1070 tons, Captain Ross, sailed from Liverpool February 14th, arrived May 15th. 405 passengers.
John Mcvicar, 648 tons, Captain Allen, sailed from London August 6th, arrived November 12th. 66 passengers.
Gleaner, 485 tons, Captain Pentecost, sailed from London July 29th, arrived November 19th. 158 passengers.
Ashburton, 689 tons, Captain King, sailed from London August 7th, arrived November 26th. 102 passengers.
Cresswell, 671 tons, Captain Barnett, from London, via Nelson, arrived February 14th. 25 passengers.
Hastings, 800 tons, Captain Carew, sailed from London November 18th, 1857, arrived February 16th. Made New Zealand seventy-eighth day out. Large number of passengers.
Acasta, 387 tons, Captain Halliday, from London, via Nelson, arrived February 27th.
Burmah, 718 tons, Captain Norris, from London, arrived April 16th. 52 passengers.
Ambrosine, 450 tons, Captain Leeman, sailed from Deal February 27th, arrived June 21st.
Harkaway, 658 tons, Captain Graham, sailed April 17th, arrived August 14th. 96 passengers.
Indiana, 852 tons, Captain McKirdy, from London, via Lyttelton, arrived December 14th.
Equator, 480 tons, Captain Sellberg, from London, arrived January 22nd.
Midlothian, 392 tons, Captain Grant, from London, via Nelson, arrived February 5th.
Eclipse, 254 tons, Captain Elliott, from London, November 8th, 1858, arrived March 7th. Called at New Plymouth March 3rd.
Acasta, 385 tons, Captain Halliday, from London, January 7th, arrived April 11th.
Alfred the Great, 649 tons, Captain M'Intyre, from London December 7th, 1858, arrived April 17th. 69 passengers. Contrary weather caused her to put into the Cape on February 26th; remained there 10 days.
Minerva, 600 tons, Captain Merryman, sailed from London March 22nd, arrived July 12th. 70 passengers.
Reullura, 292 tons, Captain Gibbs, from London, arrived June 18th. 24 passengers.
Eaglet, 396 tons, Captain Butcher, sailed March 23rd, arrived August 25th. Long and boisterous passage of 155 days. Several spars carried away. Put into Cork to refit, leaving April 11th. On 13th same month, while lying-to in a gale, foretopmast, jibboom, foretopgallant yard carried away, and foretopgallant mast sprung.
Hastings, 519 tons, sailed June 10th, arrived October 20th, with 39 passengers. Delayed in the Channel 14 days by heavy weather. Captain pitched overboard and drowned off Cape on August 20th. Ship going ten knots at time, and a gale blowing. Captain was a young man, and married only a few days before sailing; formerly first officer on Joseph Fletcher.
Christopher Newton, 417 tons, Captain Menzies, sailed from London July 27th, arrived November 20th.
Countess of Fife, 510 tons, Captain Collie, from London, via Otago, sailed May 26th, arrived September 21st.
Viscount Sandon, 600 tons, Captain Hughes, sailed October 22nd, 1859, arrived February 13th. 76 passengers.
Constantine, 623 tons, Captain Wrangles, sailed February 8th, arrived June 22nd. The Constantine ran to the equator in 26 days, and was then delayed by calms and light winds until rounding the Cape. The New Zealand coast was sighted on the 6th June, when she encountered a succession of S.E. gales, amounting at times to hurricane force. The heavy seas carried away bulwarks, stanchions, skylights
No Ships.
Albemarle, 536 tons, Captain Meritt, sailed August 13th, 1861, took final departure from Dungeness September 2nd, arrived January 5th.
Maria, 747 tons, Captain Teulon, sailed March 6th, arrived June 27th. 20 passengers.
William Carey, 589 tons, Captain Williams, sailed May 18th, arrived September 20th. When off Cape Leuwin encountered heavy storm, during which she shipped heavy seas, carrying away bulwarks and smashing boats.
Bride, 500 tons, Captain Gibson, sailed August 13th, arrived January 3rd. In the vicinity of the Cape experienced two severe hurricanes, but escaped damage. Hove to for four days off Tasmania in gale, and becalmed for eight days off Cape Leuwin. 149 days' passage.
West Australian, 600 tons, Captain Luke, sailed March 23rd, arrived July 1st. Passengers, 87.
Adelaide Baker, 809 tons, Captain Baker, sailed May 6th, arrived October 6th. Pleasant but protracted voyage—156 days.
James Lyster, 950 tons, Captain Linklater, sailed July 31st, arrived December 13th. Detained three weeks in Channel. 23 passengers.
Commodore, 562 tons, Captain Colville, sailed October 4th, 1865, arrived January 12th.
Weymouth, 830 tons, Captain Norris, sailed April 1st, arrived July 3rd. Ship suffered considerable damage owing to furious gales after rounding the Cape. Three boats completely smashed, and nearly all port railing carried away. This vessel brought a submarine cable for Cook Straits.
Lord Raglan, 477 tons, Captain Williams, sailed March 3rd, arrived July 29th.
Ensign, 431 tons, Captain Sangster, sailed May 20th, arrived September 9th. Captain Black, who was in command, died at sea, and the chief officer, Mr. R. Sangster, then took charge.
Coleroon, 760 tons, Captain Montgomery, sailed December 6th, 1866, arrived March 29th. 83 passengers.
Henry Adderley, 687 tons, Captain Hartman, sailed April 5th, arrived August 7th.
Cambodia, 806 tons, Captain Escott, sailed November 16th, 1868, arrived March 22nd.
Moss Trooper, 510 tons, Captain McKenzie, sailed December 15th, 1868, arrived June 11th. Until her arrival fears were entertained for her safety. The vessel was detained in the Downs until January 9th. Experienced average weather during passage. The length of the passage was attributed to the manner in which the vessel was loaded, a want of dead-weight in her bottom making it impossible for her to carry much sail.
Firth of Clyde, 689 tons, Captain Dodds, sailed June 17th, arrived October 6th.
No Ships.
No Ships.
Breechim Castle, 1000 tons, Captain Smith, sailed from Greenock December 20th, 1872, arrived March 19th.
Jubilee, 764 tons, Captain Monckman, sailed March 8th, arrived June 21st. 52 passengers.
Cissy, 634 tons, Captain Spencer, sailed October 4th, 1873, arrived January 13th.
Salisbury, 1094 tons, Captain Clare, sailed October 5th, 1873, arrived January 20th. Put into Plymouth, leaving again October 24th. 264 passengers.
Mccallum More, 1668 tons, Captain Smith, sailed February 4th, arrived April 27th. A new ship on her maiden voyage; Made the run from Glasgow to New Zealand coast in 76 days; crossed the line in 23 days.
La Hogue, 1331 tons, Captain Carvasso, sailed February 20th, arrived May 26th. Passengers, 500.
Inverallan, 660 tons, Captain McCann, sailed February 14th, arrived May 28th.
Strathnaver, 1017 tons, Captain Devey, sailed June 2nd, arrived August 31st. The vessel narrowly escaped going on Barrett's Reef, being towed to safety by s.s. Stormbird. Six births and six deaths during the voyage. 391 passengers.
Howrah, 1097 tons, Captain Greeves, sailed August 26th, arrived November 30th. Ten deaths and four births during the voyage. 380 passengers.
Collingwood, 1014 tons, Captain Black, sailed April 16th, arrived July 10th. Nineteen deaths resulted from an outbreak of fever, and one male passenger committed suicide. On arrival there were 50 cases under treatment for scarlet fever. 293 passengers.
Teviotdale, 1260 tons, Captain Nicol, sailed May 15th, arrived August 26th. 24 passengers.
Rodney, 1447 tons, Captain Louttit, sailed from the Downs June 7th, arrived August 29th. 510 passengers. Passed the Lizard June 10th; crossed the Line July 17th; rounded the Cape July 23rd; and made Cape Farewell on August 27th—a run of 77 days from the Lizard to Cape Farewell. 11 deaths.
Dilawar, 1306 tons, Captain Dice, sailed May 11th, arrived September 5th. Severe gales towards end of voyage smashed long boat and damaged bulwarks, etc.
Kilfauns Castle, 800 tons, Captain Kidd, sailed July 4th, arrived October 5th.
Border Chief, 1011 tons, Captain Leslie, sailed July 3rd, arrived October 9th. Met with very heavy weather on August 23rd, which necessitated a cargo of gunpowder being thrown overboard, and the hatches battened down. Cargo greatly damaged by water getting below. 30 passengers.
Howrah, 1098 tons, Captain Greeves, sailed July 30th, arrived November 9th. A male passenger was caught stabbing a cat; captain ordered it to be thrown overboard. In accordance with a nautical superstition, the passengers attributed the succession of unfavourable winds which followed to this incident.
Commissary, 900 tons, Captain Hunter, sailed September 4th, arrived December 11th. A saloon passenger fell overboard. When the boat was being launched to pick him up, forward tackle ran out, and the carpenter was also thrown into the water. The second officer had a narrow escape. Passenger and carpenter were drowned. 45 passengers.
Commonwealth, 1343 tons, Captain Cooper, sailed November 1st, 1875, arrived February 5th. 45 passengers.
Penshaw, 740 tons, Captain Airey, sailed from Glasgow January 10th, arrived March 29th. A new vessel, which made rapid passage of 79 days port to port—73 land to land. Made the south-east end of New Zealand March 24th.
Midlothian, 1084 tons, Captain Griffiths, sailed May 19th, arrived August 25th. The vessel left Gravesend on May 7th, but shortly afterwards it was found that the steering gear was out of order. She put back, and sailed again on May 19th.
Dunbritton, 1478 tons, Captain Kennedy, sailed May 3rd, arrived August 4th. 50 passengers.
Camperdown, 1487 tons, Captain Paton, sailed April 14th, arrived July 9th. Brought 181 immigrants, 170 of whom were landed at Nelson.
Howrah, 1098 tons, Captain Greeves, sailed July 29th, arrived November 18th. Called at Nelson on November 9th to land 200 immigrants; 86 immigrants were brought to Wellington.
Ben Ledi, 1056 tons, Captain Boyd, sailed January 31st, arrived May 13th. The captain was congratulated for bringing the ship into port without assistance on a very boisterous night. The ship originally left on January 27th. Two days later she encountered a heavy gale. Four men and an apprentice went on to the jibboom to save a jib that had been blown away. A heavy sea struck the ship, and washed three of the sailors and the boy from the boom overboard, and, although the ship was hove-to and boats lowered, no sign was seen of them. The ship put back to the Downs for more hands.
City of Madras, 999 tons, Captain Grainger, sailed April 14th, arrived July 12th. 39 passengers.
Renfrewshire, 890 tons, Captain Peattie, arrived February 13th, via Napier, where she landed immigrants. Trip occupied 97 days to Napier. As there were several cases of scarlet fever on board, the ship was quarantined for several weeks.
Gainsborough, 974 tons, Captain Carter, sailed October 23rd, 1877, arrived March 8th. She called at Nelson February 29th to land immigrants. She had a total of 230 on board for both ports. On November 3rd the bowsprit carried away, and before the ship paid off before the wind she lost her foretopmast and main royal mast. A jury bowsprit and topmast were rigged.
Araby Maid, 837 tons, Captain Cromarty, sailed October 30th, 1877, arrived January 22nd.
Rialto, 1165 tons, Captain Babot, sailed October 9th, arrived January 22nd. Brought a number of passengers. On October 14th a hurricane took away three topsails and the maintopsail yard; hove-to for 14 hours with seas sweeping the decks. Animal pens and several cases of acid were washed overboard, and glass in the skylight was broken by the force of the spray. The gale moderated at noon next day. A smart gale was experienced off Cape Leeuwin, and a number of cabin windows were stove in.
Craigee Lee, 624 tons, Captain Winther, sailed February 26th, arrived October 3rd. Put into Fremantle a complete wreck, sailing again August 29th.
Abeona, 997 tons, Captain Groshard, sailed May 1st, arrived August 19th.
Medea, 1065 tons, Captain Coles, sailed May 1st, arrived August 4th.
Caithlock, 1264 tons, Captain Phillips, sailed March 30th, arrived July 12th.
Firth of Forth, Captain Cowper, sailed March 27th, arrived July 4th.
Duke Of Athole, 963 tons, Captain Elliott, sailed October 31st, 1878, arrived January 29th.
Lorraine, 829 tons, Captain Grondsund, sailed November 2nd, 1878, arrived March 2nd.
City Of Madras, 999 tons, Captain Houston, sailed March 7th, arrived June 20th. Two deaths on voyage.
Beemah, 953 tons, Captain Prideaux, sailed April 29th, arrived August 2nd.
Abethusa, 1272 tons, Captain Stiven, sailed September 3rd, arrived December 7th. There were four deaths and three births during the voyage.
Scottish Prince, 894 tons, Captain Searle, sailed October 3rd, 1879, arrived January 5th. 100 passengers.
Eastminster, Captain Mosey, sailed October 25th, arrived January 18th. Brought a number of passengers for Nelson and Wellington.
Buttermere, 993 tons, Captain Ogilvie, sailed December 3rd, 1879, arrived March 2nd.
Rodell Bay, 1080 tons, Captain Lindsay, sailed from Glasgow May 6th, arrived August 12th. After passing Tasmania experienced a gale which increased to hurricane force. A fierce squall swept away the main topsail yard and the mizen topmast, although there was no canvas set; portion of rail also lost. Weather improved next day.
Stirlingshire, 1178 tons, Captain Alexander, sailed from Glasgow June 11th, arrived September 10th. 53 passengers.
Hannah Landles, 1271 tons, Captain Grey, sailed August 5th, arrived November 13th.
Isle of Erin, 726 tons, Captain McCartie, sailed from Glasgow October 5th, 1880, arrived January 26th.
Wigtonshire, 1000 tons, Captain Mowat, sailed October 30th, 1880, arrived February 1st,
City of Carlisle, 876 tons, Captain Stooks, sailed February 23rd, arrived June 11th.
Mary Low, 855 tons, Captain Alexander, sailed March 30th, arrived July 13th. Severe weather after passing Tasmania. One sea broke three cabin doors and a lifeboat. On arrival, two of crew were handed over to police for refractory conduct.
Unicorn, 449 tons, Captain McCallum, sailed from Glasgow July 9th, arrived November 7th.
Perthshire, 594 tons, Captain Sember, sailed October 29th, 1881, arrived January 23rd.
Port Glasgow, 909 tons, Captain Nicholl, sailed May 2nd, arrived August 24th. Vessel successfully weathered two severe storms, but lost her jib and main topmast staysail when off Wellington Heads.
Montrose, 987 tons, Captain Billett, sailed December 7th, 1882, arrived March 4th. 37 passengers.
Perthshire, 596 tons, Captain Sember, sailed September 8th, 1882, arrived January 3rd.
Duncraig, 669 tons, Captain Storm, sailed October 13th, 1882, arrived January 15th.
Closeburn, 876 tons, Captain Anderson, sailed November 29th, 1882, arrived March 18th.
Villalta, 876 tons, Captain Thompson, sailed October 1st, 1883, arrived January 11th.
Peebleshire, 866 tons, Captain Miller, sailed November 9th, 1883, arrived February 15th.
Peter Stuart, 1447 tons, Captain Vanstone, sailed May 3rd, arrived August 25th.
Cape Clear, 853 tons, Captain M'Lean, sailed June 7th, arrived September 13th.
Dunscore, 1000 tons, Captain Hind, sailed December 30th, 1884, arrived Apri1 1st.
Villalta, 876 tons, Captain Thompson, sailed December 22nd, 1884, arrived April 9th.
Highland Glen, 982 tons, Captain Crane, sailed January 23rd, arrived May 28th.
City of Florence, 1199 tons; Captain Leask, sailed March 26th, arrived June 29th.
Earl Derby, 961 tons, Captain Kerr, sailed April 11th, arrived July 23rd.
Scottish Admiral, 939 tons, Captain Ross, sailed May 22nd, arrived September 4th.
Formosa, 915 tons, Captain McGowan, sailed May 28th, arrived September 4th.
Lord Auckland, 600 tons, Captain Jardine, sailed from London, arrived 10th February. Passengers, 155.
Brougham, Captain Robertson, arrived 6th March from London. Sailed through the French Pass. Sailed for New Plymouth, arriving 28th March. The French Pass was given its name when Captain Dumont D'Urville (a Frenchman) sailed through on the 24th January, 1827, in his ship Astrolabe,
Bolton, Captain Robinson, from London, arrived 15th March. Passengers, 354.
Martha Ridgeway, Captain Webb, from Liverpool, arrived 2nd April.
Clifford, Captain Stapp, from London, arrived 11th May, with a large number of saloon and steerage passengers.
Sir Charles Forbes, 363 tons, Captain Bacon, from London, arrived 22nd August. This vessel made the passage in 96 days and brought out 187 passengers, including Mr. A. Domett.
Thomas Harrison, 370 tons, Captain T. Harrison, from London, 25th May, arrived 25th October, after a long and tedious voyage. Passengers, 187.
Olympia, 500 tons, Captain Whyte, from London, arrived 25th October. Passengers, 138.
New Zealand, 445 tons, Captain Worth, from London, arrived 4th November. Passengers, 137.
George Fyfe, 460 tons, Captain Pyke, from London, arrived 12th December.
Bombay, 400 tons, Captain Moore, sailed 1st August, arrived 14th December, after a tedious passage of 135 days. Passengers, 165.
Prince of Wales, 582 tons, Captain Alexander, from London, arrived 22nd December. Passengers, 203.
Indus, 420 tons, Captain McKenzie, sailed 1st October, 1842, arrived 5th February.
Phoebe, 471 tons, Captain Dale, sailed 15th November, 1842, arrived 29th March. This was the first vessel bringing immigrants at a reduced rate.
St. Paul, sailed 14th January, arrived 14th June, 148 days from Hamburg. The Nelson "Examiner" reporting the ship's arrival, said: "The St. Paul, with German immigrants, left Hamburg on 14th January, but put into Bahia, where she remained three weeks. Notwithstanding the prolonged passage and the destructive disease (smallpox) making its
Himalaya, 477 tons, Captain Burns, from London, via New Plymouth, arrived 10th January.
Tuscan, 300 tons, from London, arrived 17th May. Put into Hobart to land the captain, who died there.
Skiold, from Hamburg, arrived 1st September, with 140 German immigrants. The "Examiner," announcing her arrival, said: "It is a gratifying circumstance connected with the expedition that all the labourers will be employed by the cabin passengers, and in order to provide for the first year, the latter wisely put on board provisions for consumption after arrival."
Louisa Campbell, 350 tons, Captain Darby, from London, arrived 9th July. The vessel put into St. Jago to repair damage sustained during a gale in the Bay of Biscay.
Nelson, 153 tons, sailed from London 15th August, arrived 15th December.
The Captain brought papers containing London comments on the destruction of Kororareka, which had caused a considerable sensation. The barque Enmore which was ready to sail for New Zealand, was immediately taken off the berth, as intending passengers refused to proceed and merchants were too much alarmed to ship goods to the Colony.
Mary Catherine, 385 tons, Captain Howlett, sailed from London 27th September, 1845, arrived 24th January.
Ralph Bernal, 400 tons, Captain McLaren, sailed from Plymouth 2nd January, arrived via Cape of Good Hope, 10th June.
Ralph Bernal, 400 tons, Catpain McLaren, sailed from the Downs 23rd July, arrived 3rd December. The following year this barque, when bound from Sydney to London, put into Nelson to repair damage caused during a series of gales of the worst description, shortly after leaving Sydney; she was leaking badly. The "Examiner" said: "The Ralf Bernal will proceed direct from Nelson to England, consequently there will be no postage charged on letters.
Bernicia, 548 tons, Captain Arnold, from London, via Taranaki, arrived 5th November. Captain Arnold was formerly in command of the Fifeshire, the first immigrant ship to Nelson, which was wrecked on leaving the harbour.
Bernicia, 548 tons, Captain Arnold, sailed from Gravesend 7th July, via New Plymouth, arrived 5th November.
Ajax, 750 tons, Captain Young, from London, via Otago and Wellington, arrived 9th March.
Cornwall, 600 tons, Captain Dawson, from London, via Taranaki, arrived 25th August.
Kelso, 500 tons, Captain Innes, from London, via Taranaki, 109 days to Nelson.
Berkshire, 582 tons, Captain Whyte, from London, arrived 30th January. On entering the harbour the vessel ran on to the Arrow Reef, but was floated off the following tide.
Poictiers, 500 tons, Captain Beale, from London, via Taranaki, arrived 11th July.
Eden, 600 tons, from London, via Taranaki, arrived 6th October.
Cornelia, 400 tons, Captain Meikleburgh, sailed from London 12th November, 1850, arrived 18th March. The unusually long voyage for this vessel was mainly due to unfavourable weather encountered in the Channel, where she was delayed five weeks.
Thames, 500 tons, Captain Hedley, from London, via Auckland and Wellington, arrived 9th October.
Lady Nugent, 668 tons, Captain Parsons, from London, via Lyttelton, arrived 23rd October.
Columbus, 467 tons, Captain Holton, sailed from London 2nd July, called at Cape of Good Hope, arrived 7th October.
Midlothian, 414 tons, Captain Gibson, from London via Lyttelton, arrived 7th November.
Persia, 800 tons, Captain Broadfoot, from London, arrived 24th July, after a very long passage. The ship called at Hobart for water and provisions and was six weeks making the passage from the latter port. The Gwalior, which left London in January for Auckland, also made a lengthy voyage of 205 days.
Royal Albert, 662 tons, Captain Norris, from London, via Wellington, arrived 18th May.
Cornwall, 580 tons, Captain Dawson, from London, arrived 19th September.
Mahtoree, 500 tons, Captain Cowan, sailed 15th July, arrived 28th November.
Duke of Portland, 502 tons, sailed from Plymouth 9th November, 1853, arrived 7th February after a fine passage of 88 days. She ran from the Lizard to the Line in 22 days, passed the Cape on the 27th December, and made New Zealand coast on the 31st January, 82 days from Plymouth. This was the record passage to Nelson at that date.
Lady Ebrington, 500 tone, Captain Harris, from London, via Wellington, arrived 26th February.
John Phillips, 500 tons, Captain Smithers, from London, arrived 5th May.
Sir Allan Mcnab, 840 tons, Captain Cherry, from London, arrived 8th August. This ship brought the machinery for starting the Dun Mountain Copper Mine, and 24 miners.
Queen Margaret, 555 tons, Captain Spence, from London, arrived 18th October, 116 days out.
Emma Colvin, 560 tons, Captain Nicholson, sailed from London 9th March, arrived 23rd June. Passengers, 172.
John Masterman, 1000 tons, Captain M'Ruvie, from London, arrived 8th February, 104 days out. Passengers, 140.
Westminster, 731 tons, Captain Westgarth, from London, via Lyttelton, arrived 6th March.
Palmyra, 706 tons, Captain Tierney, from London, via Otago, arrived 26th March.
Sebastian, 364 tons, Captain Begg, from London, arrived 20th May. Passengers, 25. The passage occupied 93 days land to land. During a gale, when the vessel was in the Bay of Biscay, one of the crew was swept overboard and drowned. Two other sailors were drowned before the conclusion of the voyage. They were sitting on a staging making some repairs to the ship's stern, when the staging carried away, throwing the men into the water.
Camilla, Captain McDonald, sailed from London 12th January, via Hobart, arrived 19th June. Soon after leaving England the passengers complained of the provisions supplied them and against their general treatment. Their water allowance was cut short, and salt pork and mouldy biscuits were their staple articles of food. When their water supply was almost exhausted a providential fall of rain brought relief. Scurvy broke out on board, and in the absence of any medical comforts, there was no relief for the sufferers. Consequently the barque put into Hobart for provisions and medicine, on 4th June. A change of captains was made there.
Chieftain, 382 tons, Captain McLean, from London, arrived 19th October. The vessel made a long passage of 147 days. The first officer got drunk during the voyage and besides refusing lawful commands, assaulted the Captain. He was put in the lock-up until arrival.
Lady Alice, 519 tons, Captain Smith, from London, arrived 14th January.
Midlothian, 393 tons, Captain Grant, sailed from London 17th October, 1858, arrived 29th January. Passengers, 34.
Ashburton, ship, sailed from London 12th August, arrived 6th December. Passengers, 40.
Anne Longton, 697 tons, Captain Mundle, from London, arrived 26th June. Passengers 80.
John Phillips, 341 tons, Captain Thomas, from London, arrived 20th September, with passengers, after a long passage of five months.
Bride, 546 tons, Captain McDonald, from London, arrived 9th November, after a 127 days passage, with 42 passengers.
Glenshee, 319 tons, Captain Buick, from London, arrived 2nd August. This vessel brought out the Nelson Lighthouse; she had a stormy passage of 151 days—was delayed in the Channel by contrary winds for 24 days. Throughout the passage she experienced much stormy weather, on one occasion was struck by lightning.
Sir George Pollock, 571 tons, Captain Frost, sailed from London 3rd May, arrived 31st August. Passengers, 79.
Gladiator, 503 tons, Captain Lorie, arrived 25th October, 105 days from Gravesend.
Ravenscraig, 581 tons, Captain Inglis, sailed from London 29th October, arrived 23rd March. Passengers, 68. This vessel left Gravesend 29th October and then proceeded as far as Beachy Head, but was then compelled through stress of weather to put back to the Downs, where about 200 vessels were held up. After three attempts she at last reached Plymouth where she took on board provisions, sailing again on 1st December.
Ardencraig, 505 tons, Captain Page, from London, arrived 2nd May.
Edward Thornhill, 520 tons, Captain Reynolds, from London, arrived 2nd October, after a tedious passage of 120 days. During a squall the first officer, Mr. Harry, fell overboard and was drowned. Passengers, 72.
Electra, 606 tons, Captain Woodgate, from London, arrived 30th March, 110 days from, the Downs. An apprentice, West, was lost during a gale on the night of 26th February while on watch on forecastle. A male passenger was also drowned; he was skylarking by hanging to the fore top brace on the night of 1st January, fell overboard, and was drowned. Details of other voyages made by this ship are published in Vol. I, "White Wings."
Delaware, brigantine, 240 tons, Captain Baldwin, from London 10th April, arrived 9th August. Nova Scotian built craft for the inter-colonial trade.
Bard of Avon, 750 tons, Captain Penny, sailed from London 26th April, arrived 19th August. Passengers, 130.
Magna Bona, 1000 tons, Captain Tyson, sailed from London 29th July, arrived 21st November. Passengers, 55. A baby boy born en route was christened Magna Bona Bradshaw.
Anne Dymes, Captain Knight, from London, arrived 2nd March. Passengers, 53. The vessel was detained in Bay of Biscay for three weeks—a long voyage of 140 days.
Statesman, from London, bound for Auckland; put into Nelson on 26th April (on 120th day out) for water. Passengers, 100.
Violet, 496 tons, Captain Wiseman, from London, arrived 5th July. Passengers, 89.
Anne Longton, 643 tons, Captain Harling, sailed from London 9th July, arrived 3rd November. Passengers, 54.
Ravenscraig, 581 tons, Captain Inglis, from London, arrived 30th January. Passengers, 25.
Magna Bona, from London, arrived 21st March. Passengers, 60.
Eudora, from London, arrived 16th August, 116 days from Gravesend. Passengers, 26.
Dreadnought, Captain Smith, sailed from London 21st March, arrived 7th August. Brought a number of steerage passengers. This vessel made a protracted passage of 169 days, owing mainly to a succession of heavy gales.
Lord Clyde, Captain Murphy, sailed from London 26th May, arrived 8th September. Passengers, 25.
Malay, Captain Peters, sailed from London 31st December, 1866, arrived 13th April.
Cissy, Captain Spencer, sailed from London 8th June, arrived 26th September. Passengers, 123.
Algernon, from London 12th February, arrived 2nd June. Passengers, 16.
Malay, sailed from London 22nd October, 1868, arrived 14th February.
Challenger, 670 tons, Captain Lovell, from London 25th June, arrived 1st October. Passengers, 26.
No Ships.
No Ships.
Malay, 328 tons, Captain Todd, sailed from London 17th June, arrived 13th October.
No Ships.
Michael Angelo, 1174 tons, from London, arrived 22nd January. Passengers, 260.
Hannibal, 1191 tons, Captain Brown, sailed from London 9th March, arrived 9th June. Passengers, 213.
Dunmore, 497 tone, Captain Hastings, sailed from London 26th January, arrived 30th June.
Caroline, 984 tons, Captain Turnbull from Plymouth 12th October, 1875, arrived 14th January. Immigrants, 319.
Northampton, 1100 tons, Captain Clare, from London, arrived 4th April. Immigrants, 336. Passage occupied 104 days.
Gainsborough, 974 tons, Captain Carter, sailed from London 23rd October, arrived 28th February. Passengers, 232.
No Ships.
Eastminster, 1145 tons, Captain Mosey, from London, arrived 15th January. Landed 300 immigrants and sailed for Wellington the following day.
Castle Eden, 930 tons, Captain Thornhill, sailed from Plymouth 3rd October, 1850, arrived 14th February, with 204 passengers, including Dr. Jackson, Bishop designate of Lyttelton, with wife and family. The ship encountered heavy weather and was compelled to return to the Sound, from which she finally sailed on the 18th.
Isabella Hercus, 618 tons, Captain Halstone, sailed 24th October, 1850, arrived 1st March. Passengers, 148.
Duke of Bronte, 500 tons, Captain Barclay, sailed 10th January, arrived 5th June.
Steadfast, Captain Spencer, sailed 27th February, arrived 8th June.
Travancore, 562 tons, Captain Brown, sailed from London 6th December, 1850, arrived 31st March.
Labuan, sailed from London 8th April, arrived 14th August. Passengers, 137.
Dominion, 547 tons, sailed 8th May, arrived 30th August.
Bangalore, sailed 9th May, arrived 21st August.
Lady Nugent, 668 tons, Captain Parsons, sailed 30th May, arrived 18th September.
Canterbury, 970 tons, Captain Edwards, arrived 19th August. This ship was christened by Lady Lyttelton a month before she sailed. The ceremony took place after a public breakfast given at the East India Docks to the first portion of the main body of the Canterbury settlers.
Duke of Portland, 533 tons, Captain Cubitt, sailed from Portsmouth 19th June, arrived 26th September. Passengers, 151.
Midlothian, 530 tons, Captain Gibson, sailed from the Downs 22nd June, arrived 8th October. Passengers, 128.
Sir George Pollock, 630 tons, Captain Withers, sailed 17th July, arrived 10th November, with 145 passengers, including Mr. Felix Wakefield and family.
William Hyde, 532 tons, Captain Applewaite, sailed 21st October, 1851, arrived 5th January.
Cornwall, 580 tons, Captain Davidson, sailed 12th August, arrived 10th December.
Samarang, 582 tons, Captain Escott, sailed 26th March, arrived 31st July. Passengers, 120.
Duke of Portland, 533 tons, Captain Alexander, sailed 20th June, arrived 21st October.
Minerva, 830 tons, Captain Johnston, sailed from Plymouth 12th October, 1852, arrived 2nd February.
Hampshire, 627 tons, Captain Reynall, sailed 10th December, 1852, arrived 6th May.
Gwalior, Captain Davidson, via Auckland, arrived April. Captain Davidson threw himself overboard on 16th April. Barque hove to and all efforts made to save him failed. Mr. Taylor, chief officer, took command and brought the ship into port. This vessel was 200 days making the voyage to Auckland, and the unfortunate Captain underwent considerable mental anxiety which he endeavoured to alleviate by resorting to stimulants.
John Taylor, 800 tons, Captain Cawkitt, sailed 10th July, arrived 18th October. Passengers, 140.
Duke of Portland, 533 tons, Captain Seymour, arrived 27th March, via Wellington.
Balnagileth, 461 tons, Captain A. Smith, arrived 22nd April. This vessel was bound for Auckland, but owing to ship's stores running out, the Captain was forced to make for Lyttelton.
Royal Stuart, Captain Tadman, sailed 9th October, 1854, arrived 4th January.
Caroline Agnes, 580 tons, Captain Ferguson, sailed 19th April, arrived 16th August. Passengers, 187. Among the passengers was Mr. William Taylor, who was responsible for great pioneering work in Christchurch, which, when Taylor arrived, was only a flax swamp with a few scattered tents.
Southern Cross, 70 tons, topsail schooner, Captain Susten, built especially for Bishop Selwyn, sailed 28th March, arrived 20th July—112 days.
Isabella Hercus, 618 tons, Captain Sewell, sailed 13th September, 1855, arrived 5th January.
Sir Edward Paget, 482 tons, Captain Wycherley, sailed 21st February, arrived 2nd July.
Philip Laing, 500 tons, Captain Cadenhead, arrived 13th February.
Solent, 732 tons, Captain Brooks, from London, via Auckland, arrived 8th September.
Cornubia, 459 tons, Captain Ellison, from London, via Auckland, arrived 14th October.
Westminster, 731 tons, Captain Westgarth, from London, arrived 9th January. A fine run of 88 days. Passengers, 107.
Ashburton, 589 tons, Captain King, from London, via Wellington, arrived 15th January.
Rockhampton, 469 tons, Captain Chandler, via the Cape of Good Hope, arrived 7th March. Passengers, 108.
Hastings, 597 tons, Captain Carew, from London, via Wellington, arrived 20th March.
Nourmahal, 846 tons, Captain Brayley, sailed from London 6th February, via Otago, arrived 16th June.
Indiana, Captain McKirdy, arrived 20th November. Passengers, 120.
Strathallan, 551 tons, Captain Williamson, from London, via Timaru, arrived 21st January, making the passage in 90 days. Passengers, 259. One half landed at Timaru.
Victory, 579 tons, Captain Stevens, arrived 14th May. Passengers, 174.
Cresswell, 570 tons, Captain Barnet, arrived 12th September, 103 days from London. Passengers, 161. Five deaths during the voyage.
Minerva, 874 tons, Captain Merryman, from London, via Wellington, arrived 16th August.
Catherine Pemberton, 319 tons, Captain Harris, sailed 24th June, arrived 26th October.
Valisneria, 243 tons, Captain Webb, from London, via Mauritius, arrived 13th November. The vessel encountered severe storms and was compelled to put into Mauritius for repairs. The voyage occupied six months.
Regina, Captain Thornton, sailed 2nd September, arrived 4th December. Passengers, 283.
Roman Emperor, 739 tons, Captain Dewar, sailed 1st October, 1859, arrived 27th January. Passengers, 213.
John Lawson, barque, Captain Bell, sailed 30th October, 1859, arrived 8th February.
Ambrosine, 437 tons, Captain Parsons, sailed 29th October, 1859, arrived 15th February. This barque sailed from London two days after the wreck of the Royal Charter, and met with terrific gales in the Channel. Shipping generally suffered severe damage during these gales. The barque sailed finally from Ushant on. 9th November, and made a run of 29 days to the Equator. Captain Parsons reported heavy gales throughout the voyage.
Persia, Captain Smith, sailed 1st May, arrived 17th September, after a rough passage of 139 days.
Gananoque, 785 tons, Captain Norris, sailed 14th February, arrived 9th May. Crossed the Line in 21 days and arrived in port 85 days from the Docks, landing 215 passengers.
Harwood, Captain Forsayth, sailed 2nd September, arrived 14th December.
Minerva, 827 tons, Captain Merryman, sailed 17th November, 1860, arrived 27th February.
Sebastopol, 992 tons, Captain Frazer, sailed 6th September, arrived 14th December.
Royal Stuart, 761 tons, Captain Cornwall, sailed 3rd July, arrived 8th October. One of Willis, Gann and Co.'s line. Passengers, 190.
Kensington, Captain King, sailed 6th February, arrived 18th July, after a long voyage of 162 days. Put into Cape of Good Hope.
Mersey, 1226 tons, Captain D. Smith, sailed 1st June, arrived 25th September. Passengers, 271.
Roman Emperor, 720 tons, Captain King, sailed from Plymouth 22nd December, 1862, arrived 30th March. Passengers, 103, including 20 for Auckland.
Huntress, 776 tons, Captain Barrow, arrived 21st April. Experienced very heavy weather in the Channel and only reached the Line after a very long interval of 60 days. She was to have called at Timaru to land passengers, but owing to a heavy gale blowing in from the sea, Captain Barrow carried the passengers on to Lyttelton. Passengers, 313.
Sebastopol, 993 tons, Captain Taylor, sailed 17th January, arrived 21st May. Passengers, 235.
Metropolis, 1082 tons, Captain Kennery, sailed 7th March, arrived 16th June. Passengers, 160.
Epsom, 548 tons, Captain Vaux, arrived 10th August. Passengers, 23.
Kirkland, 453 tons, Captain College, from London, arrived 18th August.
Sir Ralph Abercrombie, Captain Gilbert, sailed 13th June, arrived 12th September.
Holyrood, 501 tons, Captain H. Deane, via Hobart, arrived 14th September, after a lengthy and tedious voyage of seven to eight months.
Bahia, Captain Le Fann, sailed 26th July, arrived 7th December.
Zambesi, 1089 tons, Captain McNeil, arrived 20th September. Passengers, 80.
David Fleming, 1467 tons, Captain Cruickshank, arrived 9th. December, making the passage in 100 days from London Docks. She brought 12 cabin passengers and 300 immigrants. Three deaths occurred during the voyage, and one seaman was drowned.
Tiptree, 1650 tons, Captain Davis, sailed 20th October, 1863, arrived 20th January. Passengers, 30 saloon and 344 immigrants. The passage land to land was made in 76 days.
Lady Douglas, ship, 564 tons, Captain Evans, sailed 24th November, 1863, arrived 29th February. First direct ship from the Clyde.
Balaklava, 621 tons, Captain Stewart, sailed 6th November, 1863, arrived 29th February. Passengers, 13 cabin, and 45 steerage.
Golden Sunset, 1000 tons, Captain Tidmarsh, sailed from Portsmouth 19th February, arrived 30th May. Passengers, 20. This vessel was one of the White Star liners only recently built.
Amoor, from London, arrived 2nd July, making the passage in 86 days. Passengers, 13 saloon, and 160 Government immigrants.
Mirage, 718 tons, Captain J. Campbell, arrived 5th September. Passengers, 36.
Bellissima, 431 tons, Captain Ritchie, from London, arrived 1st November, after a tedious passage of 125 days, bringing 12 saloon, and a number of steerage passengers.
W. H. Haselden, 896 tons, Captain John Rose, sailed from London 5th August, arrived 15th December. She was a new ship on her maiden voyage. Owing to a succession of head winds down Channel and a series of light winds and calms after parting with the pilot to making the New Zealand coast on 9th December, the voyage occupied 135 days. Captain Rose reported that during the whole voyage he had never occasion to take in the royals. Passengers, 46.
Eastern Empire, 1763 tons, Captain Ferguson, from London, arrived 4th January, after a tedious passage of 132 days. Passengers, 323.
Rachael, 676 tons, Captain Brodie, sailed 3rd December, 1864, arrived 26th March. Passengers, 21.
Greyhound, 1410 tons, Greyhound ran to Melbourne in 78 days.
Tudor, 1785 tons, Captain F. Wherland, sailed 10th June, arrived 23rd September. Passengers, 20 saloon.
Cissy, 649 tons, Captain T. Spencer, sailed from the Downs 1st December, 1865, arrived 24th March. Captain Spencer had previously visited Lyttelton as an officer on the Cissy when the early settlers arrived in 1850. Passengers, 12 saloon and 21 fore-cabin.
Sir Ralph Abercrombie, 744 tons, Captain J. Anderson, sailed from the Downs 15th June, arrived 4th September. Experienced several severe gales till 30th August, on which day she passed the Snares.
Leichardt, 621 tons,
Canute, Captain Quain, sailed 9th December, arrived 7th April. Passengers, 38.
Paria, barque, Captain Nicol, sailed 8th January, arrived 30th April. The barque had an eventful voyage of 110 days from London Docks. A week after sailing she encountered a teriffic gale, during which the ship rolled heavily, straining very much and shipping tremendous seas. A portion of her bulwarks was cut away to allow the water to escape. The gale continued for two days and on the 17th a quarter-boat was carried away with about 150 feet of top booting. After passing the Cape another heavy gale was experienced for two days with heavy snow showers. Again on 3rd April she encountered another furious gale, during which, heavy seas swept into the cabins and down the steerage hatch, doing serious damage to the passengers' luggage. On 4th April a very large iceberg from 7 to 8 miles in length was passed; also several small ones, and on 14th April to the 19th sighted several large icebergs and passed through a quantity of ice. On 26th April Stewart Island was sighted, thence the ship carried light S.W. winds to port. The Paria fortunately had only 23 passengers on board.
Lincoln, 995 tons, Captain Leamon, sailed from the Downs 2nd February, arrived 19th June. Owing to heavy gales experienced in the Channel, during which considerable damage was done by heavy seas breaking on board, flooding the 'tween decks with water, the vessel returned to the Downs. The damage being repaired she sailed again on 14th February. After passing the Cape heavy gales were encountered until off Tasmania on 27th April. At this part of her voyage the whole of her best sails were split and many carried away, and the poop ladders washed overboard. The ship was hove-to on two occasions during the storms, and it was found necessary to batten down the 75 immigrants on board.
Red Rover, 1041 tons,
Melita, 800 tons, Captain Grant, sailed from London 23rd July, arrived 8th November, with 18 saloon and a number of steerage passengers.
Gainsborough, 900 tons, Captain Charlton, sailed from London 25th January, arrived 2nd May. On the 30th January encountered a strong gale and was compelled to put into Plymouth, which she left on 8th February. From 10th April to end of voyage heavy gales were experienced. The ship in one instance covered 300 miles in 24 hours. The Gainsborough brought 96 Government immigrants.
Coleroon, 760 tons, Captain E. Montgomery, sailed from Gravesend 27th March, arrived 11th July. The vessel met with a succession of heavy gales before and after passing the Cape. On 3rd June she shipped a heavy sea, when large quantities of water poured down the after hatchway. Men were employed for many hours bailing it out from the cabins. The
Caroline Coventry, 880 tons, Captain Ollery, sailed 25th February, arrived 8th June, after a stormy passage of 129 days. Passengers, 68.
Siberia, 1301 tons, Captain Inglis, sailed 20th November, 1869, arrived 21st February, making the passage in 81 days land to land. Passengers, 16 saloon and 157 immigrants.
Ceres, 861 tons, Captain Cochrane, sailed from the Downs on 4th March, arrived 19th June. From 29th May to 3rd June experienced a succession of heavy gales and snow storms, and from 7th to 10th June more severe gales, the ship being hove-to for 24 hours and the hatches battened down; heavy seas swept the decks and carried away the starboard bulwarks. The Ceres brought a number of saloon passengers but no immigrants.
Norma, 1050 tons, Captain J. Scuru, sailed 18th February, arrived 27th May. Passengers, 37 saloon and second class, many of whom were old colonists returning from a visit to the Homeland.
Harvest Home, 547 tons, Captain Trewyn, sailed from the Downs 11th October and Lands End 13th, arrived 30th December, making a rapid passage of 76 days from Start Point to Anchorage. She brought a number of passengers, including several old colonists, but no immigrants.
Friedelburg, 786 tons, Captain E. Kopper, sailed from Hamburg, arrived 31st August, with a total of 297 Government immigrants.
Whitehall, 936 tons, Captain Raddon, sailed 16th June, arrived 26th September, with cabin passengers only.
Isles of the South, 821 tons,
Appelles, 1030 tons, Captain McLay, sailed 27th January, 1874, arrived 5th May. Passengers, 320.
Varona, 1314 tons, Captain Rowe, sailed from Glasgow 6th February, arrived 27th May, with 322 immigrants. The
Ballochmyle, 1438 tons, Captain Lunden, sailed from Gravesend 25th February, arrived 1st June. The Ballochmyle called at Plymouth and embarked 502 passengers. Took her final departure from Start Point 4th March. There were five deaths and three births during the voyage. The Ballochmyle was sent out by the New Zealand Shipping Company, and made the passage from Plymouth to the Snares in 84 days.
Stonehouse, Captain O'Bley, sailed from London, arrived 29th June, with immigrants. The vessel took her final departure from Start Point on 10th April. (Shaw Savill.)
Peeress, ship, 780 tons, Captain Miller, sailed from London 29th March, arrived 23rd July, bringing 280 immigrants.
St. Lawrence, 1094 tons, Captain Johnston, R.N.R., sailed 19th May, arrived 29th August, bringing 412 immigrants. This ship was chartered by the New Zealand Shipping Company and arrived on the same day as the Cathcart. A vast difference of the build of this vessel and the Cathcart was quite apparent when they dropped anchor, the former being a modern clipper and the latter one of the old freight built ships used in bye-gone days for the conveyance of troops. The bulwarks were nine feet high. The immigrants came out in charge of Mrs. McPherson; the surgeon-superintendent being Dr. Pattison.
Cicero, 1130 tons, Captain Raymond, sailed 1st February, arrived 18th May, with 9 saloon, 10 second cabin, and 227 Government immigrants. With the exception of one gale whichCicero enjoyed an exceptionally fine weather passage.
Oriana, 997 tons, Captain Guthrie, sailed 29th March, arrived 24th July, with 33 saloon and second class passengers, and 11 Government immigrants. (New Zealand Shipping Company.)
Tintern Abbey, 1346 tons,
Star Of China, 797 tons, Captain Blaker, sailed 19th April, arrived 2nd August, from Plymouth, with 260 Government immigrants.
Lactura, 1380 tons, Captain Tucker, sailed 2nd June, arrived 27th September. Although a new ship the Lactura made a long passage of 116 days owing mainly to the numerous gales encountered. The most severe were those met with after crossing the meridian of Greenwich on 9th August, when troubles began in right earnest. On the 18th August a heavy sea struck the ship, flooding the decks fore and aft, and carrying everything moveable overboard. On the 25th the vessel was hove-to during a heavy gale. A huge sea struck her, coming over the forecastle right aft, smashing the foreward part of the saloon skylight and flooding the saloon. The ship was labouring and rolling very heavily and a portion of the starboard bulwarks were washed away. After sighting Amsterdam Island on 31st August, the vessel was twice hove-to through stress of weather. (Shaw, Savill.)
Desdemona, 1490 tons, Captain Fowill, sailed from the Downs 20th February, and Start Point 25th, arrived 6th June, with 33 saloon and second class passengers.
Woosung, 729 tons, Captain Fisher, sailed from the Downs 14th April, arrived 10th August.
Border Chief, 1011 tons, Captain Leslie, sailed 7th June, arrived 11th September. This ship was chartered by the New Zealand Shipping Company and landed 30 passengers. The passage land to land was made in 88 days.
Hopeful, 332 tons, Captain Tuly, arrived 17th February. (New Zealand Shipping Company.)
Warwickshire, 679 tons, Captain Harry, sailed 21st November, 1876, arrived 28th February. (Shaw, Savill.)
Primrose, 596 tons, Captain W. Shirwen, sailed 28th February, arrived 20th June, with saloon and second cabin passengers only. The
Laju, 560 tons, Captain McWhirter, sailed 24th September, 1877, arrived 5th January. (New Zealand Shipping Company.)
Duke of Argyle, 963 tons, Captain Davidson, sailed from Gravesend 22nd February, arrived 9th June. Chartered by the New Zealand Shipping Company; she landed 24 saloon and steerage passengers.
Olive, 847 tons, Captain McCracken, sailed from London 21st April, arrived 7th August. The long passage was attributed to very unfavourable weather when running down her easting. She brought a number of saloon and steerage passengers.
Malacca, 593 tons, Captain Dickinson, sailed from London 2nd January, arrived 6th April. (New Zealand Shipping Company.)
Mallowdale, 1289 tons, Captain Dornan, sailed 4th September, arrived 13th December, with 37 saloon and second class passengers.
Orthes, 1206 tons, Captain Macfarlane, sailed 23rd November, 1878, arrived 16th February. (New Zealand Shipping Company.)
Cape Finisterre, 882 tons, Captain Robertson, sailed 2nd December, arrived 31st March, with 23 saloon and second class passengers.
Red Gauntlet, 1072 tons, Captain Bowie, sailed 16th February, arrived 17th June. This ship made a long voyage of 132 days from Gravesend; she was detained in Portland Roads for five days landing the chief officer and some of the crew owing to sickness. Proceeded on her voyage on 16th February bringing a small number of saloon and steerage passengers. (New Zealand Shipping Company.)
Adelaide, 683 tons, Captain Raeburn, sailed 20th March, arrived 10th July. (New Zealand Shipping Company.)
Hawarden Castle, 1101 tons, Captain Matthews, sailed 4th April, arrived 17th July. Passengers, 44. (Shaw. Savill.)
Southesk, 1154 tons, Captain Nicholl, sailed 27th September, arrived 28th December. (Shaw, Savill.)
Aethelred, 1057 tons, Captain Dunn, sailed from Gravesend 20th March, arrived 16th June, making the passage in 82 days land to land.
West Riding, 913 tons, Captain Thomas, sailed 27th August, arrived 13th December.
Firth of Lorne, 837 tons, Captain Stevens, sailed 6th November, 1879, arrived 19th March.
Remington, 999 tons, Captain Carr, sailed 13th February, arrived 25th May.
Routenbeck, 930 tons, Captain Stitt, sailed 26th May, arrived 23rd August.
Norman Mcleod, 834 tons, Captain Ure, sailed 14th July, arrived 24th October.
Sydenham, 1063 tons, Captain Miller, sailed 29th October, 1881, arrived 30th January.
Helen Scott, 1118 tons, Captain Goldsworthy, sailed 19th August, 1881, arrived 5th January. This ship collided with H.M.s. Tawar at St. Vincent and suffered some damage.
City of Naukia, 986 tons, Captain McConnell, sailed 9th June, arrived 9th September. Chartered by Shaw, Savill Company.
Horsa, 1128 tons, Captain Wilson, sailed 7th September, arrived 12th December.
Centurion, 1194 tons, Captain Widdicomb, sailed 29th September, 1882, arrived 5th January.
Rokeby Hall, 1004 tons, Captain Barry, sailed 17th December, 1882, arrived 23rd April. On 10th January a heavy squall struck the ship carrying away lower maintopsail yard and blowing sails to ribbons. A flash of lightning struck the mainmast, splitting the maintruck, which fell to the deck.
Dunscore, 1000 tons, Captain Hind, sailed 4th March, arrived 27th May.
Dragon, 696 tons, Captain Petherbridge, sailed from Plymouth 23rd May, arrived 12th August.
Kingdom of Sweden, 788 tons, Captain Cooper, sailed 10th November, 1882, arrived 12th February.
Auriga, 518 tons, Captain Stone, sailed 30th November, 1882, arrived 29th February.
Dragon, 696 tons, Captain Milner, sailed 27th February, arrived 2nd June.
Cingalese, 698 tons, Captain Raddon, sailed 14th June, arrived 7th October.
Claremont, 755 tons, Captain McDonald, sailed 4th April, arrived 13th July.
Brenhilda, 1393 tons, Captain Johnstone, sailed from London, Via Auckland, arrived, at that port 24th February after a smart passage of 88 days.
Allegiance, 1180 tons, Captain Roberts, sailed 25th March, arrived 23rd June.
Dragon, 696 tons, Captain Milner, sailed 6th July, arrived 20th October. On 1st October a heavy sea struck the ship breaking over the poop and washing away the man at the wheel. The cabin doors were stove in and a large portion of the port topgallant bulwarks carried away.
Bernicia, 548 tons, Captain Arnold, sailed July 7th. Landed passengers at New Plymouth, Nelson and Wellington, and brought on 60 for Dunedin. Arrived December 12th, 1849.
Ajax, 767 tons, Captain J. Young, sailed September 8th, 1848, arrived January 8th with 186 passengers. The ship, after discharging and landing a portion of her passengers, sailed for Wellington and Nelson, arriving at the latter port on March 9th. The Ajax was wrecked at Anjer when on a voyage from Manilla to London, March 12th, 1850.
Mary, 533 tons, Captain T. Grant, sailed November 2nd, 1848, landed passengers at Northern ports, and arrived on April 11th with 70 passengers.
Larkins, 770 tons, Captain Burton, sailed June 6th, arrived September 11th. Passengers, 220.
Cornwall, 559 tons, Captain W. Dawson, sailed April 20th, arrived via, Northern ports September 23rd. Passengers, 70.
Pekin, 562 tons, Captain G. Whitby, sailed August 6th, arrived December 5th. Passengers, 116.
Mooltan, 560 tons, Captain W. Chivas, sailed September 12th, arrived December 26th. Passengers, 120. Cholera broke out on board September 21st, and continued until October 15th. Out of 20 cases, 9 died.
Berkshire, 582 tons, Captain White, sailed October 2nd, 1849, arrived March 12th. Ship grounded at Nelson February 1st. Passengers carried on to Wellington and Otago by Woodstock and schooner Perseverence.
Phoebe Dunbar, 704 tons, Captain Michie, sailed July 4th, arrived October 24th. Passengers, 29. Later sailed for Wellington and Nelson. This was the last ship despatched to Port Chalmers by the New Zealand Company.
Lady Nugent, 668 tons, Captain J. Parsons, sailed December 7th, 1849, arrived March 26th. Passengers, 110.
Poictiers, 756 tons, Captain T. Beale, sailed London February 5th, Hyde February 24th, arrived via Taranaki and Nelson September 6th with 29 passengers for Otago.
Cresswell, 547 tons, Captain Williams, arrived May 6th, via Auckland and Wellington. First of Willis Gann's ships to visit this port.
Simlah, 597 tons, Captain Robertson, arrived November 23rd, via Wellington.
Royal Albert, 662 tons, Captain Norris, sailed November 5th, 1852, arrived March 6th. The ship was of a peculiar construction, drawing a great depth of water (over 18 feet) in proportion to her tonnage. She was unable to sail up the harbour past the native village until her cargo had been discharged. Passengers, 120.
Dolphin, 370 tons, Captain Turnbull, arrived November 8th. Passengers, 35.
Pudsey Dawson, 761 tons, Captain Davies, arrived December 15th. Passengers, 21.
Sea Snake, 470 tons, Captain Lohr, arrived April 19th. Passengers, 20.
Isabella Hercus, 568 tons, Captain Sewell, arrived February 1st, via Wellington. Passengers, 22.
Sir Edward Paget, 481 tons, Captain Wycherley, arrived August 15th. Passengers, 60.
William And Jane, 457 tons, Captain Chapman, arrived February 3rd, 104 days from London. Passengers, 17.
Lord Hardinge, 341 tons, Captain Irwin, arrived September 21st, via Nelson.
Strathfieldsaye, 660 tons, Captain Brown, sailed January 22nd, arrived April 29th. Passengers, 263.
Nourmahal, 884 tons, Captain Brayley, arrived May 5th. Passengers, 264.
Three Bells, 602 tons, Captain Rowley, sailed from Glasgow March 20th, arrived July 13th. Passengers, 325.
Rockhampton, arrived April 3rd.
Lord Worsley, steamer, 290 tons, Captain Johnston, sailed June 2nd, arrived October 4th. Passengers, 60. This steamer traded for many years on the New Zealand coast.
Regina, 676 tons, Captain Thornton, sailed July 18th, arrived November 9th. Passengers, 160.
Gloucester, 1000 tons, Captain Hiatt, sailed September 14th, arrived December 26th. Passengers, 98.
Palmyra, 706 tons, Captain Tierney, sailed London October 28th, 1857, arrived February 14th. Nine deaths during the voyage.
Temora, 418 tons, Captain Bridie, sailed November 9th, 1858, arrived March 5th. Was detained 15 days at Cape de Verde Islands repairing damage sustained in a gale in Bay of Biscay. Passengers, 60.
Countess Of Fife, 510 tons, Captain Collie, arrived September 7th. Landed passengers, and proceeded to Wellington and New Plymouth with passengers and cargo.
Equator, ship, 481 tons, Captain Sillberg, arrived via Wellington March 21st. 181 days from Gravesend.
Alpine, 1164 tons, Captain Crawford, sailed from Glasgow June 10th, arrived September 12th. Passengers, 500. One of the finest vessels visiting Otago at that date.
Sebastan, 364 tons, Captain Begg, arrived October 6th; passage, 96 days. Passengers, 28.
Henrietta, sailed May 30th, arrived September 24th. Passengers, 220.
Velore, 484 tons, Captain Hayes, sailed from Gravesend March 10th, Spithead March 25th, arrived August 8th. Passage, 148 days. Passengers, 22. The ship was sent out by the Shaw-Savill Co.
Akbar, 734 tons, Captain Hutton, sailed January 1st, arrived April 15th. Passengers, 78.
Escore, ship, 671 tons, Captain D. Smith, sailed April 19th, arrived August 26th. Passengers, 97.
Sarah M., 1018 tons, Captain Raisbeck, sailed September 26th, arrived December 31st. Passengers, 145.
Crimea, 1080 tons, Captain Watson, sailed May 5th, arrived September 1st. Passengers, 98.
Sir Ralph Abercrombie, 743 tons, Captain Gilbert, sailed June 13th, arrived September 14th. Passengers, 40. Called at Lyttelton and landed passengers.
New Great Britain, 571 tons, Captain G. Trader, arrived via Bluff September 28th. Passengers, 170 for Otago.
Phoebe Dunbar, 600 tons, Captain Crouch, sailed June 29th, arrived October 11th. Passengers, 50.
Persian, 1069 tons, Captain Wright, sailed July 25th, arrived November 12th. Passengers, 76.
Albert William, Captain Walker, sailed August 6th, arrived November 23rd. Pioneer ship, White Star Line, to Port Chalmers. Passengers, 21.
General Wyndham, 657 tons, Captain Leslie, sailed July 30th, arrived November 29th. Passengers, 21. Owing to very light northerly winds, Equator not crossed until 52nd day out.
Daniel Rankin, 1048 tons, Captain Muller, sailed September 5th, arrived December 6th. Passengers, 153.
Brechin Castle, Captain Parkinson, sailed October 1st, 1863, arrived January 24th. Passengers, 42.
Lady Raglan, 730 tons, Captain Bowden, sailed from London October 5th, Portsmouth October 23rd, 1863, arrived February 3rd. Passengers, 62.
Rachael, 571 tons, Captain J. McDonald, sailed October 6th, 1863, arrived February 4th. Passengers, 21.
Cecilia, 686 tons, Captain Hudson, sailed from London October 26th, from Downs November 5th, 1863, arrived February 9th. Passengers, 59.
Vectis, 591 tons, Captain McCaskill, sailed January 4th, arrived May 1st. Passengers, 75.
Severn, 502 tons, Captain Craigie, sailed February 6th, arrived May 8th. Passengers, 32.
Silesia, 781 tons, Captain W. Carmichael, sailed December 28th, 1863, arrived May 12th. Passengers, 24.
Warwickshire, 679 tons, Captain W. Keller, sailed April 10th, arrived July 21st. Passengers, 29.
Industry, 592 tons, Captain Bennett, sailed April 28th, arrived September 6th. Passengers, 45.
Ajmeer, 1163 tons, Captain D. Smith, sailed May 12th, arrived September 6th. Passengers, 76.
Hamilla Mitchell, 960 tons, Captain Branscombe, sailed June 10th, arrived September 20th. Passengers, 150.
Gloriosa, 650 tons, Captain Le Bas, sailed October 6th, 1864, arrived January 22nd. Passengers, 44.
Lady Ann, 688 tons, Captain Phillips, sailed November 7th, 1864, arrived March 8th. Passengers, 27.
General Wyndham, 657 tons, Captain Leslie, sailed December 16th, 1864, arrived March 29th. Passengers, 41.
Jessie Gilbert, 634 tons, Captain Stapleton, arrived via Bluff June 4th. Passengers, 33.
Lizzie Southard, 1044 tons, sailed February 28th, arrived June 4th. Passengers, 41.
Caribou, 1160 tons, Captain Kerr, sailed April 1st, arrived July 14th. Passengers, 162. Other voyages by this ship published in Vol. I., WHITE WINGS.
Leichast, 1000 tons, Captain Sennett, sailed April 28th, arrived August 2nd. Passengers, 65.
Parcsian, 800 tons, Captain D'Oyley, sailed October 14th, 1865, arrived January 15th. Passengers, 37.
Pana, 621 tons, Captain R. Nicol, sailed October 14th, 1865, arrived January 19th. Passengers, 91.
Stornoway, 675 tons, Captain Tomlins, sailed November 28th, arrived April 2nd. Passengers, 25.
Bengal, 834 tons, Captain Bounnell, sailed April 14th, arrived July 31st. Passengers, 22.
Countess Russell, 964 tons, Captain Stuart, sailed October 22nd, 1866, arrived February 22nd. Passengers, 34.
Elizabeth Flemming, 727 tons, Captain Foster, sailed March 8th, arrived June 12th. Passengers, 33.
Ajmeer, Captain Pugh, sailed March 24th, arrived July 7th. Passengers, 35.
Caller-Ou, 674 tons, Captain Joass, sailed June 21st, arrived September 15th. Passengers, 26.
Schleswig Bride, 1110 tons, Captain Hansen, sailed from Glasgow June 24th, arrived October 8th. Passengers, 265.
Undaunted, 868 tons, Captain Grierson, sailed March 23rd, arrived July 9th. Passengers, 21.
Challenger, 670 tons, Captain Lovell, sailed April 16th, arrived July 20th. Passengers, 28.
William Lindsay, 970 tons, Captain Galloway, sailed December 18th, 1869, arrived March 8th. Passage made in 75 days from landing pilot off Dartmouth to Otago Heads. Passengers, 27.
Achilles, 1520 tons, Captain Massey, sailed March 18th, arrived July 3rd. Passengers, 43.
Lucadia, 896 tons, Captain Mearns, sailed May 12th, arrived August 14th. Detained 10 days in Channel, stormy weather. Passengers, 34.
Roslyn Castle, 644 tons, Captain Alexander, sailed from Downs March 1st, arrived June 2nd. Passengers, 22.
Carrick Castle, 879 tons, Captain Peters, sailed April 22nd, arrived August 4th. Passengers, 33.
Shun Lee, 674 tons, Captain Langlands, sailed May 18th, arrived December 2nd. Passengers, 23.
Helen Burns, 798 tons, Captain Malcolm, sailed August 14th, August 27th. Passengers, 23.
St. Kilda, 865 tons. Captain Atkins, sailed May 9th, arrived August 19th. Passengers, 21.
Haddon Hall, 1516 tons, Captain Faithful, sailed June 13th, arrived September 17th. Passengers, 44.
Florence, 808 tons, Captain Houston, sailed September 6th, arrived December 29th. Passengers, 32.
Janet Cowan, 1278 tons, Captain McBride, sailed October 9th, 1874, arrived January 5th. Passengers, 58.
Sophia Joachine, 1084 tons, Captain Thompson, sailed October 3rd, 1874, arrived January 25th. Passengers, 31.
Altcar, 1283 tons, Captain Harvey, sailed May 18th, arrived August 30th. Passengers, 25.
Olive, 847 tons, sailed October 4th, 1875, arrived February 8th. Passengers, 25.
Caithlock, 1264 tons, Captain Phillips, sailed February 4th, arrived April 29th. Passengers, 50.
Orpheus, 1461 tons, Captain Glass, arrived June 20th. 90 days' passage. Passengers, 39.
Norval, 1427 tons, Captain Young, sailed May 2nd, arrived July 29th. Passengers, 40.
Lady Ruthven, 1591 tons, Captain Welsh, sailed May 2nd, arrived July 24th—79 days land to land. Passengers, 50.
Sarah Bell, 812 tons, Captain Ditchburn, sailed September 21st, 1877, arrived January 4th. Passengers, 26.
County of Peebles, 1614 tons, Captain Fordyce, sailed November 3rd, 1877. Cleared Channel November 15th. Arrived January 29th. Passengers, 37.
Strathblane, 1363 tons, Captain Crawford, sailed February 4th, arrived May 9th. Passengers, 22.
Panmure, 1505 tons, Captain Downie, sailed April 6th, arrived July 13th. Passengers, 29.
Rokeby Hall, 1044 tons, Captain Clark, sailed May 10th, arrived August 21st. Passengers, 22.
Norval, 1247 tons, Captain Halliday, sailed October 6th, 1878, arrived January 2nd. Passengers, 48.
Easterhill, 890 tons, Captain D. Evans, sailed November. 1st, 1878, arrived February 8th. Passengers, 28. Master refused furnish any report. This barque, launched at Dundee in 1878, was on her maiden voyage.
Rialto, 1166 tons, Captain Williamson, sailed November 26th, 1878, arrived March 4th. Passengers, 25.
Peter Stuart, 1447 tons, Captain Vanstone, sailed December 29th, 1878, arrived March 24th. Passengers, 25.
East Lothian, 1389 tons, Captain Barr, sailed from London January 9th, arrived April 8th. Smart passage, 89 days port to port.
Dunnottar Castle, 1702 tons, Captain Hinks, sailed January 29th, arrived May 9th. Passengers, 30.
Millwall, 1165 tons, Captain Weir, sailed February 26th, arrived June 26th. Passengers, 22.
Rousenbech, 930 tons, Captain Steet, sailed March 28th, arrived June 29th. Passengers, 27.
Cape Clear, 852 tons, Captain Tupinan, sailed April 10th, arrived July 16th. Passengers, 38.
Cockermouth, 1296 tons, Captain Parker, sailed April 26th, arrived August 6th. Passengers, 41.
Blair Drummond, 1450 tons, Captain Guthrie, sailed May 24th, arrived August 25th. Passengers, 51.
Lizzie Bell, 1036 Tons, Captain Moignard, sailed July 10th, arrived October 15th. Passengers, 40.
City of Florence, 1200 tons, Captain Hunter, sailed January 3rd, arrived April 11th. Passengers, 41.
Rialto, 1166 tons, Captain Williamson, sailed February 11th, arrived May 17th. Passengers, 27.
Abernyte, 700 tons, sailed March 3rd, arrived June 12th. Passengers, 21.
Dunbritton, 1475 tons, Captain Emmett, sailed March 12th, arrived June 13th. Passengers, 72.
City of Sparta, 1193 tons, Captain Watson, sailed June 10th, arrived September 5th. Passengers, 43.
Durham, 998 tons, Captain Seymour, sailed June 26th, arrived October 3rd. Passengers, 30.
City of Lucknow, 1195 tons, Captain Halley, sailed August 19th, arrived October 15th—86 days port to port, Passengers, 24.
Janet Mcneil, 898 tons, Captain Jones, sailed January 27th, arrived April 21st. Passengers, 30.
Abeona, 979 tons, Captain Wilson, sailed March 26th, arrived July 6th.
City of Bombay, 990 tons, Captain Rhind, sailed June 29th, arrived October 18th. Passengers, 39.
Philomone, 1423 tons, Captain Holmes, sailed November 7th, 1882, arrived February 1st.
Embleton, 1196 tons, Captain Paynter, sailed from Glasgow May 30th, arrived September 24th. 45 passengers. This ship, after discharging a portion of her cargo, ran up from Port Chalmers to Auckland in 4 days 18 hours.
Saraco, 836 tons, Captain Symmes, sailed June 7th, arrived September 14th. Passengers, 29.
Braemar, 1008 tons, Captain Caw, sailed February 27th. Met terrific gale—ship seriously damaged, and returned to Glasgow. After repairs completed, sailed again April 18th. Arrived August 3rd. A new vessel on maiden voyage. Passengers, 23.