{"id":900,"date":"2023-05-26T16:13:46","date_gmt":"2023-05-26T23:13:46","guid":{"rendered":"https:\/\/culbert.one-name.blog\/wp\/?page_id=900"},"modified":"2023-06-01T16:18:34","modified_gmt":"2023-06-01T23:18:34","slug":"william-j-culbert-1817","status":"publish","type":"page","link":"https:\/\/culbert.one-name.blog\/wp\/?page_id=900","title":{"rendered":"William J. Culbert (1817-?)"},"content":{"rendered":"\n

William J. Culbert<\/a> was the earliest known member of a Scots mariner family. He was born December 24, 1817, in Dundee, Angus, Scotland, U.K. Not much information has been found to date about his personal life except that concerning his occupation as a mariner. William served as Captain of the ship Vistula from 1859-1861, and later the Star of Tasmania from at least 1864 until Mar 1868, when it was wrecked in a storm. He then assumed command of the Chile from that point until at least 1879. Interestingly, his son Andrew was also a mariner, as was his grandson, William. What follows is an account of their experiences as mariners as found in various newspapers of the time. No specific information on grandson William’s assignments has been found to date.<\/p>\n\n\n\n

18 September 1855<\/strong> Daily Southern Cross, Volume XII, Issue 858, Page 2. “PORT OF AUCKLAND. ENTERED INWARDS. September 14.-Egmont, ship, 767 tons, Capt. Gibson, from London. Passengers-\u2026Mr. William Culbert\u2026-Brown and Campbell, agents.”<\/p>\n\n\n\n

28 September 1855<\/strong> Daily Southern Cross, Volume XII, Issue 861, Page 2. “PORT OF AUCKLAND. Ship “Egmont,” Auckland Harbour, 25th September, 1855. Dear Capt. Gibson, Ere the ship “Egmont” sail for New Plymouth we beg leave to acknowledge, with many thanks, your kind attention to us during our voyage from England. We have also to acknowledge the comfort of very good accommodation and a libeeally[sic] kept table; and, we further beg to assure you that the orderly conduct of the crew (the result of good discipline) added very much to our happiness on board of your vessel. With your permission we will insert a copy of this letter in the Auckland newspapers; and, wishing you a prosperous passage to China and safe return to England, we remain, Yours very much obliged, (On behalf of) J. G. Lloyd, Henry White, Maria White, J. A. Barber, C. M. Barber, S. J. Barber, J. S. Barber, C. E. Barber, Wm. Jones, Thos. F. Poole, Wm. Culbert, C. E. Reynolds, John Reynolds, Miss Matthews, Miss Emma Matthews”<\/p>\n\n\n\n

4 January 1859<\/strong> Daily Southern Cross, Volume XVI, Issue 1202, Page 4, Advertisements, Column 1 (Auckland, New Zealand). “POST OFFICE, AUKLAND. LIST OF UNCLAIMED LETTERS FOR the Quarter ended 31st December, 1858. Culbert, W.”<\/p>\n\n\n\n

11 Mar 1859<\/strong> London Times, p. 1. “Regular Line of Packets for Australia, Cape of Good Hope, &c. – Passengers landed at the Wharf at Australia free of charge. Ship Vistula, Captain W. Culbert, 400 tons burden, Destination Portland Bay.”<\/p>\n\n\n\n

3 July 1860<\/strong> Daily Southern Cross, Volume XVII, Issue 1309, Page 4, Advertisements, Column 2. (Auckland, New Zealand). “List of Unclaimed Letters for the Quarter ended 30 Jun, 1860. Mr. Culbert.”<\/p>\n\n\n\n

26 October 1861<\/strong> Otago Witness, Issue 517, Page 6. “RESIDENT MAGISTRATE’S COURT. (Before J. H. Harris, Esq., R.M.) Wednesday, Oct. 16. William Culbert, master of the ship “Vistula,” was found guilty of a breach of Sec. 16 of the Passengers’ Act, in having a false passenger list. Fined \u00a342 and costs. The fine was apportioned to the profit derived from the fares not on the list.”<\/p>\n\n\n\n

17 November 1864<\/strong> Oamaru Times, Arrivals. [Note: Hereafter, news, BDM’s, and shipping intelligence were obtained from the Oamaru Times and and Waitaki Reporter, 1864<\/a>] “In addition to the Malay to arrive here to load wool, we observe that the Star of Tasmania is also announced as one of the Oamaru wool ships of the season.”<\/p>\n\n\n\n

24 November 1864<\/strong> Oamaru Times. “To load at Oamaru. The first class ship Star of Tasmania. William Culbert, Commander, will be at Oamaru about 25th November, to load for London direct, and to sail in all December. Freight of Wool – Greasy, of a penny per lb.; washed one penny and an eight per do.; with the usual primage of 5 per cent. added. Has excellent accommodation for a few Saloon passengers. For particulars apply to Dalgety, Rattray & Co. Oamaru & Dunedin.”<\/p>\n\n\n\n

29 December 1864<\/strong> Oamaru Times. “Sheep-shearing is now general, and the wool clip continues to arrive in town for shipment. The Star of Tasmania continues to load, and has taken on board, up to this date, 900 bales of wool. The Star of Tasmania has loaded here two seasons.”<\/p>\n\n\n\n

5 January 1865<\/strong> North Otago Times, Volume III, Issue 46, Page 2, col. 3. “To the Editor of the OAMARU TIMES. SIR, – We, the undersigned, masters of vessels at present loading with wool here, have to express our surprise at the assertions made in the Otago “Daily Times” newspaper, particularly in that of the 26th inst., where it is insinuated that vessels cannot safely load here, and in particular that the Star of Tasmania had been in danger. We hereby declare that we have never experienced any weather here which put our ships in the slightest danger. The Star of Tasmania loaded here last season as well as this. The Government anchorage parted with the Star of Tasmania soon after her arrival here this season, but within five minutes after this occurred, the ship was in all safety at her own anchors. Both our vessels are now riding in safety here at their own anchors. We are, Sir, Your obedient servants, W. Culbert, Master of ship Star of Tasmania David Peters, Master of barque Malay. Oamaru Roads, 31st December, 1864.”<\/p>\n\n\n\n

16 March 1865<\/strong> North Otago Times, Volume IV, Issue 56, Page 1. “LOCAL. The principal employments in which the district has been engaged since our last summary have been the sheep-shearing and the grain harvest; receiving the wool for shipment and loading the vessels which have arrived for the purpose of conveying it to Europe, and cutting down and storing the various crops. As the quantity of wool raised every season in the district is large and valuable, this industry not only employs a number of hands, but developes[sic] and stimulates business of all kinds. In former years a considerable quantity of the wool clip of the district was sent to Port Chalmers, to be thence transhipped and loaded at most unnecessary additional cost. During the present season three vessels have arrived to take wool cargoes. The Star of Tasmania, Captain Culbert, chartered by Messrs. Dalgety, Ratray and Co., was the first ship of the season to load up and leave the Province. She left in February, having taken on board 1,906 bales. The district thought it had some reason to be proud of its achievements in wool shipping direct, having no longer to bear the heavy loss of sending to Port Chalmers and transhipping. Although some parcels have been sent there this year, this is in consequence of shippers having made their engagements before they were aware of the probability of vessels coming up to carry the wool clip of the season. Another year and the arrangements for shipping every bale of wool produced in the district will probably have been completed. The other two are the barque Malay, Captain Peters, now also loaded and despatched, carrying 1322 bales of wool; and the barque Gazehound, Captain Andrews, the unfortunate fate of which is detailed in another part of our present issue.”<\/p>\n\n\n\n

11 January 1866<\/strong> North Otago Times, Volume V, Issue 99, Page 1. “OUR HOME LETTER, FOR THE JANUARY MAIL”; also North Otago Times, Volume V, Issue 99, 11 January 1866, Page 2; also “THE OAMARU TIMES AND WAITAKI REPORTER. THURSDAY, JANUARY 11, 1866. On Saturday last, a party of our citizen enjoyed a trip to the ship Star of Tasmania, at present receiving her cargo of wool for London. Capt. Culbert received his visitors with characteristic urbanity of manner, and did all in his power to contribute to their enjoyment. Shortly after going on board, the visitors were invited to partake of a substantial repast in the saloon, ample justice having been done to which, the Captain’s health was drunk with enthusiasm by all present, and responded to in a kindly manner. A ramble on deck, and an inspection of the ‘tween decks, where the mysterious process of stowing the wool bales into the least possible space had been stopped for the day, was the next part of the programme. Every portion of the vessel came in for its share of attention, and much praise was bestowed on the scrupulously tidy manner in which all was found to be kept. Even the carpenter’s and cook’s departments were not forgotten, where the former was busily engaged in constructing a beatiful[sic] model of the Star, and the latter (who, as usual, is a man of color) in preparing New Zealand flax into a commodity which he can dispose of at home. He has acquired considerable proficiency in dressing the fibre, and that with the aid of rather limited appliances. After spending two or three hours very pleasantly, the party took their leave with three hearty cheers for the Captain, upon which a shot from the cannon and the hoisting of the ensign signified his recognition of the compliment. Three cheers were given for the chief mate, the Star of Tasmania, and last of all the good ship’s crew, who replied from the poop with three lusty British cheers. The Star has now received the greater portion of her cargo on board, and it is believed she will be ready to sail in 10 days or a fortnight.”<\/p>\n\n\n\n

25 January 1866<\/strong> North Otago Times, Volume V, Issue 101, Page 2. “BANQUET TO CAPTAIN CULBERT OF THE “STAR OF TASMANIA.” A complimentary dinner was given to Capt. Culbert of the ship Star of Tasmania, in the Assembly-room of the Northern Hotel, on the evening of Tuesday last, as a slight token of the respect in which that gentleman is held by the inhabitants of Oamaru, and in recognition of the kindness and hospitality he has shown to many who have visited him on board the vessel. The gallant captain’s entertainers, however, were early in the afternoon greatly concerned to hear that Captain Culbert being severely indisposed, there was a fear that he would not be able to be present in person on the occasion, and his illness had been that very day aggravated by an accident while putting off in a boat to his vessel. Up to the latest moment the hope of his coming on shore again did not die out, but a message was received eventually that in consequence of the above narrated circumstances, he would not be present at the dinner. As might be expected, this damped considerably the spirits of his entertainers, and the greatest regret was expressed by one and all that such an unlucky combination of circumstances should have occasioned his absence. However, all were determined to do him equal honor as if he had been in their midst, and about 25 gentlemen sat down to a splendid dinner, which was served up in Mr Baker’s best style. The worthy host had evidently spared no expense or trouble in the get-up of the viands, and much satisfaction was expressed at tho complete and handsome manner in which everything was served. The Hall was gaily decorated for the occasion with a profusion of banners and evergreens, while in addition to the load of “good things” which the tables supported, a goodly array of bouquets lent a pleasing aspect to the whole. In short, we may say Mr Baker excelled himself in the excellence and completeness of his arrangements. The chair was occupied by Mr Harper, the representative of Messrs. Dalgety, Rattray and Co., and the Vicechair by Mr Black, representing the firm of Messrs. Cargills and McLean. The tables being cleared, the usual loyal toasts were given from the chair and duly responded to. The chairman then gave the “Army and Navy, coupled with the Oamaru Volunteers,” which was enthusiastically received. Capt. O’Meagher, of the Oamaru Rifle Rangers, replied. He said, as the honor of replying to the toast devolved upon him, he felt he need only do so in a very few words. It was an honor of which he was proud – he was proud of even being a member of the Volunteer force of New Zealand. Little required to be said of the importance of the Volunteer force of Great Britain, but he thought the fact that it now numbered 170,000 men was about the best proof he could give of the success of the movement. The Volunteers of New Zealand had proved themselves a useful body when called upon to act. In the middle Island they had not been called out, but from the fact of numbers having left to join the ranks of the Militia and other forces in the north, he might say that they were not slow to go where duty called them. He begged to return thanks on behalf of the “Army, Navy, and Volunteers.” The “Clergy” was next proposed from the Vice- Chair, and warmly received. The Rev. Mr Williams said that as he was the only representative of the body present it was his duty to reply. He hoped they would always do their duty. They had many dangers and difficulties to encounter, both by flood and field, in the prosecution of their work; they were indeed placed in as perilous situations as those of the Army and Navy, for where these were, they (the Clergy) were always with them. They were as inseparable as Church and State. As the honor of being amongst them that evening had been quite unexpected he would not say more, but begged to return thanks on behalf of the Clergy. The Chairman next gave the toast of the evening. He had very great pleasure in discharging the duty devolving upon him that evening, and although he was sure there was no one present who did not sincerely regret the absence of their guest, Captain Culbert, yet he thought they had done right in carrying out the sentiment as if he had been in their midst. The name of Captain Culbert and his fine fast-sailing clipper-built ship, “Star of Tasmania,” were now well-known in Oamaru. He was sure any further comment on his part would be quite unnecessary, so that he would simply ask them to drink a bumper to the health of their much respected, though absent, guest. Drank with all the honors. Captain Godfrey returned thanks on behalf of Captain Culbert. He said it was quite an unexpected duty which he had been called upon to perform. He thought he merely came there to enjoy himself, which he certainly had done, and he had not by any means expected that he was to have represented Captain Culbert. He regretted that the captain was not able to be present amongst them, but doubtless there were sufficient reasons for detaining him. On his behalf he would say but a few words. Captain Culbert had done a great deal for Oamaru. He had established the reputation of the port as a perfectly safe one for vessels of large size; but if he had been a dashing young captain, and had been in the habit of leaving his ship and riding about the country, as some captains were, the port might have gone to the dogs, and his vessel ashore for anything he cared. Capt. Culbert had now come for the third season to Oamaru, and he remembered well the animus which rose against him three years ago, when he first came up here. The Dunedin and Port Chalmers folks told him that he could not land goods here, nor ship them, but he has done so for three years, and he will doubtless come again. When the ship was lost here last year, it was said that no vessel would ever visit us again. Instead, however, of the premiums being raised, Capt. Culbert reported when he went home, that there was no more danger to be apprehended at this port than at Port Chalmers; and this year he visits Bluff Harbour and Port Chalmers, and at last comes up here to take his cargo. Capt. Godfrey wished to impress upon the people of Oamaru the benefits derivable from a direct line of communication with the home markets; and also the great advantages which would accrue to producers were ships to load here in place of at Port Chalmers. For example, the saving on the freight of wool would be 6s. per bale, and vessels would save \u00a325 in pilotage. In the importation of goods any one could calculate the advantages of having them direct. The inhabitants would have saved to them the expense of lightering from Port Chalmers to Dunedin, carting, storing, re-carting, re-shipping, and freight up to Oamaru; added to the loss of damaged goods, &c. &c. He thought these things should not be lost sight of, and he hoped the people of Oamaru would exert themselves to have extended direct communication with Britain (applause) and concluded by returning thanks on behalf of Captain Culbert for the hearty manner in which his health had been proposed and received. “The Town and Trade of Oamaru,” was the next toast, and was proposed from the Vice-Chair. The town was about to receive the benefit of municipal institutions, which no doubt would work well. Trade also would soon receive a stimulus from the construction of the Jetty, but there was one thing which he considered an ugly feature, and that was the presence of so many small craft in our Port for the conveyance of wool, while the larger vessels remained at Port Chalmers. He hoped the time would soon come when their gallant guest, Captain Culbert, would no longer, with the Star of Tasmania, be a triton among the minnows, but a triton among tritons (applause). Mr. Henry France responded, saying the shipping was the chief interest which was to benefit Oamaru, and giving all praise to Captain Culbert for his constancy to this port. It was a great and important matter for us to be able to export our produce at the lowest prices, and with these facilities he saw no reason why we should not supply other places. The inability to ship wool was a great loss to the squatters, but he hoped before long to see this state of things remedied. He augured many advantages from the construction of the Jetty, for facilitating the export of our surplus produce, and said it was the interest of everyone to support direct communication with the home markets (applause). The “Pastoral and Agricultural Interests” was next proposed from the Vice-Chair. Mr. James Hassell responded. Mr. O’Meagher proposed the “Ladies,” in appropriate terms, and Mr. Fotheringham returned thanks. .The other toasts were the “Press,” “The Host and Hostess,” “The Chairman,” which were duly responded to. A variety of other toasts ensued, and during the evening a number of songs greatly enlivened the proceedings, and contributed much to the enjoyment of all present. Everything passed of most harmoniously and well; the one great want, as we said before, being the absence of the guest, Captain Culbert, whose place, however, was filled in a very effective manner by Capt. Godfrey. The company dispersed at an early hour.”<\/p>\n\n\n\n

8 February 1866<\/strong> North Otago Times, Volume V, Issue 103, Page 2. “SHIPPING INTELLIGENCE. PORT OF OAMARU. “The fine wool ship, Star of Tasmania, Captain Culbert, cleared out at the customs here, for London direct, on Tuesday morning [6 Feb], with a full cargo of wool and other merchandise. She also carries from this port nine passengers, and it is understood that a few more will be received on board at Otago heads, where Captain Culbert will call prior to finally leaving New Zealand waters. A party of friends accompanied the passengers on board on Tuesday morning, where the usual farewell greetings took place. The vessel had been delayed much beyond her proper time of departure through the tardy arrival of wool in consequence of the river floods, and it must have been annoying to Captain Culbert, who is of course anxious to reach London in time for the May sales, to find not a breath of wind stirring on Tuesday to carry his vessel on her homeward journey. It was not till about noon on the following day that she was fairly out of sight. The declared value of her cargo on this trip is about \u00a343,000. The passengers she carries hence are these:– Cabin: Master Herbert Wells Wait. Second Cabin: Mr and Mrs Matheson, and Miss Helen Matheson; Mr and Mrs Shaw, and Master John W. Shaw, Mr W. Tyson, Mr John Phillips. We are informed that the Star of Tasmania will return to this port direct next season, with a cargo of home merchandise, and take her return loading in wool as heretofore.”<\/p>\n\n\n\n

15 February 1866<\/strong> North Otago Times, Volume V, Issue 104, Page 1. (prev. Oamaru Times and Waitaki Reporter [1864-?]; 1876-1932, Otago, South Island, New Zealand) “OUR HOME LETTER, FOR THE FEBRUARY MAIL. \u2026The month has been rather an uneventful one with us, and there is comparatively little to relate which could in any way prove of interest to home readers. One of the few exceptions perhaps, is a complimentary banquet which was given to Captain Culbert of the ship “Star of Tasmania,” on the evening of the 23rd ult. This event “came off” in the Assembly Room of the Northern Hotel, which was fancifully yet tastefully decorated for the occasion, and the “spread” was declared to be the most magnificent which has been set on any table in Oamaru for many a day. The inhabitants, or a few of them, considered a compliment of this sort but a suitable acknowledgment on their part of the benefits conferred on our port by Captain Culbert for the past three seasons, in the face of a strong opposition entertained by interested parties, who loudly proclaim insecurity for vessels loading here. It might be well to state, once for all, that this insecurity rumour is promulgated by none but the people of Dunedin, who of course are sufficiently alive to the fact that each additional Vessel which comes here direct, or loads here for other colonies direct, is just so much snatched from their pockets. But Captain Culbert, who deserves credit for giving no heed to such calumny, has preserved the reputation of Oamaru as a safe port of entry, and it was therefore a well-merited compliment which our townspeople paid him on the occasion referred to. The “drollest” part of the affair was that when all the “good things” were arrayed on the hospitable board, the guest was like a certain young damsel who, smiling on the runaway projects of “Jock o’ Hazeldean was one fine morning “ower the borders an’ awa”-no, not exactly, like her, over the “borders,” but over the “waters”- to his ship. Every one deeply regretted to learn that indisposition was the cause of his absence, but his entertainers, determined that they would do him equal honor as if he had been in their midst, elected a substitute and toasted him right royally. In short, maugre the dispiriting influence of Captain Culbert’s absence, all went “merry as a marriage bell.” The “Star of Tasmania” sailed from this port direct for London on Tuesday the 6th instant; with a cargo of wool and other produce, the declared value of which amounted to about \u00a343,000. We are sorry to have to record one of the most melancholy accidents which have yet occurred in Oamaru. On the afternoon of Sunday the 4th inst., five men were putting off in a small boat belonging to the Star of Tasmania, with the intention of pulling out to that vessel, when, in consequence of a nasty surf being on the beach, and the inability of the men in it to manage it, the boat capsized. Two of them, sailors belonging to the Star, got on shore with difficulty, the second mate (Stephens) was rescued just in the nick of time, for the poor fellow had already disappeared several times ere his intrepid preservers could get him safely on terra firma. A young man named McKenzie, by clinging to the boat, which was keel upwards, till a surf boat was put off to save him, was also rescued in an exhausted condition; but a native of Arbroath, named Hugh Macfie, perished. Macfie was a powerful man and a good swimmer, and his untimely and melancholy end spread quite a gloom over the place. Too much praise cannot be bestowed on the heroism displayed by Sergeant Bullen, a man named Warren, and others whose names we have not learned, in their successful attempt to save the life of Stephens, who, but for their bravery, would undoubtedly have perished.”<\/p>\n\n\n\n

February 1866<\/strong> Otago Witness, page 7, Lost of Life at Oamaru. “Five men put off in a small boat belonging to the Star of Tasmania with intention of going on board. Hugh Macfie, boatman of this place, Henry Stephens, second mate of the Star of Tasmania, John Grant and Robert Ballantyne, both seamen, belonging to the said vessel, and Peter McKenzie, son of Alex. Mckenzie, subcontractor on the Jetty Road works. The surf was pretty heavy on the beach. Hugh Macfie was a carpenter by trade and was a native of Arbroath, Scotland. He had been employed in the boating service for the last eighteen months. A good swimmer, a powerful man, but he alone was doomed to be lost.”<\/p>\n\n\n\n

17 March 1866<\/strong> Otago Witness, Issue 746, Page 2. (Dunedin, South Island, New Zealand). “THE CONDEMNED CONVICT JONES. [The following appeared in the Daily Times, March 14th] “(To the Editor of the Otago Daily Times) SIR- Without entering into any controversy in reference to the expediency of capital punishment, on which question there is great difference of opinion, it will be admitted by many, that the case of the present convict, John Jones, is one in which the extreme penalty of the law may be commuted to a sentence of penal servitude, and the interests of society at the same time fully vindicated. He is 26 years of age, was born in Liverpool, early left an orphan, and allowed to grow up in utter ignorance, he not being able either to read or write. In these adverse circumstances, his conduct appears to have been good. He came to Otago by the Star of Tasmania, in 1864, and Capt. Culbert certifies that while under his command, his behavior was uniformly correct. His demeanor is quiet and gentle, and he has nothing of the desperado about him. His [c]rime is to be attributed not to any malice or evil intention he entertained towards the deceased, but solely to the delirium of drunkenness. He had been drinking with some companions for a day or two, and he declares that when he assaulted the deceased he did not know what he was doing. On any rational grounds his conduct is unaccountable, and it can only be explained by believing that the crime was committed when he was in a condition of temporary insanity from the effects of intoxicating liquor. I do not justify his conduct in any way, but I feel if there is to be any distinction drawn at all, this seems a proper case for petitioning for a commutation of the sentence. The jury who heard the evidence unanimously recommended the prisoner to mercy, and this may be supported by all those who are of opinion that crimes, the result of cold-blooded depravity, and those where there was no premeditation or previous felonious intent, ought not to be punished in a like degree. I refrain from remark upon the medical treatment of the deceased, the circumstances being widely known. Let those who are in favor of hanging criminals consider what they might have been themselves, if left fatherless, to grow up without education or training of any kind, and encounter all the temptations which surround us. Let them thank God far the privileges they have enjoyed; and in looking on the case of a fellow creature, perhaps of a better natural disposition than they have, let them temper in humility judgment with mercy. An opportunity to subscribe a Petition to the Governor in favor of the Prisoner will be given to those who desire it. Yours, &c., John Bathgate.”<\/p>\n\n\n\n

12 November 1867<\/strong> North Otago Times, Volume IX, Issue 258, Page 4. (prev. Oamaru Times and Waitaki Reporter [1864-?]; 1876-1932, Otago, South Island, New Zealand) “THE LATE VOYAGE OF THE STAR OF TASMANIA FROM LONDON TO OTAGO. (To the Editor of the Oamaru Times.) MR EDITOR, “The following few notes of the run out, and incidents of the run of the above fine ship, were dotted down, less perhaps for the information of the good folks of Oamaru than for the amusement of numerous friends in the old country. A few relatives, and many intimates, will read with a variety of feeling, tinged with an equal variety of sensations the rather lengthy “Log” of their now far distant cosmopolite. In using the nautical “log,” let me at once disclaim any attempt to show my sea-learning by clothing these spare hour memoranda in a language of easily-acquired ocean-terms. The vocabulary of a real “old salt” would hardly amuse those for whom my notes were most specially written, whilst the knowledge, were I even “au fait,” if displayed, would savour far more of affectation than of either amusement or instruction. I should, too, by such an indulgence deprive myself of whatever pleasure I may have had in recording the daily occurrences. dull as they unquestionably are, of a voyage from the East India Docks, London, to Port Chalmers in New Zealand. There must be, as a matter of course, an enormous amount of monotony in a ninety-five days’ diary at sea, but do not, Mr Editor, take any unnecessary alarm, nor fancy that I am about to impose upon you the tedium of following the course of the winds for an entire three months. It can hardly matter, now that the passage is made, which way the wind blew, nevertheless our captain will think himself not altogether fairly treated and will imagine his seamanship somewhat questioned if I do not at once write, that when he expected a breeze from the west, it came invariably from the east, and if by any chance a stiff blow came on from the south, the lament was that it did not whistle from the north. It seems in fact almost miraculous, with such continuous contrary winds, that we have at length dropped anchor and that we shall shortly add an additional quarter of a hundred to the population of the Province of Otago. Need I dot down how greatly all of us were delighted at the prospect of soon closing our state-room doors for the last time. Each could congratulate the other on the end of our sea-privations and whilst it is natural that our anxiety to get again upon dry land was extravagant, I must not withhold from the captain and his officers, of whom perhaps a word by and by, our very sincere acknowledgment of their unceasing attention to their duties and to the interests of their owners. I am afraid, however, that this is considerably anticipative of my notes, and that I have arrived too speedily at the end of the ship’s run. “Revenons done a nos moutons” and let me begin at the beginning. When I had finally determined to start for New Zealand the means of getting there were to be studied. I consulted the “Times” and the information needed was advertised to be had on application to Shaw, Savill and Co. A list of ships, bound to Otago, was appended. To these gentlemen I applied, and the result was that I secured a bunk for myself and wife in the stern cabin of the Star of Tasmania. The small preliminaries of fitting up and furnishing for the voyage were at once entered upon and occupied just two days. Here I may just as well state, for the guidance of those who may follow us, that a state-berth is nothing more than a large empty box some six feet long, with a breadth of some four or six inches less. Every side of this big wooden empty space is naked of comfort and every house or chamber necessary must be provided by the passenger. These various bits of furniture may cost, if comfort be a consideration, not less than from ten to twenty pounds, and augments to that extent the passage money. One of these berths or cabins can be had for ninety guineas, but the principle generally adopted, I believe is, to get what they can, and to take less as the day of sailing nears. Wishing to see as much as possible of the introductory part of our voyage, we, that is, myself and wife, joined the ship in the docks on the night before leaving. On reaching the Quay, alongside which the Star of Tasmania lay, with our three packages, the bulk of our baggage being sent, according to regulations, some days earlier, we were directly initiated to the red tape routine of dock officials by a, no doubt, sadly overworked clerk, and by him directed to some other equally over-tasked individual, putting, at the same time, into my hands, one or two papers, nodding to a window opposite, and affecting to write at an enormous speed, muttering, too, “Past the hour,” “too late, and”-. What was to have been the context I know not, as just at this moment a gentleman came up, took the papers, with their strange hieroglyphics, from my hands, and enquired what I wished. This was easily told, and the over-worked clerk received orders to fill up the necessary forms, and when this was done the gentleman politely directed us how to proceed. In a few minutes we were at the shed, opposite our ship, and the seeming confusion there did not look much like sailing on the morning following. Boxes and bales, casks and crates, machinery and stores, passengers and their friends, baggage, pigs and poultry, all in most admirable disorder. My heart, I confess, chimed low, and I felt discouraged, but it was useless to shrink from my allotted work. I lost as little time as possible in getting my home for the next three months into habitable order, and soon all my small articles of first necessity were so arranged that we were quite ready for sea. On again emerging from our quarters, it was truly wonderful how the huge masses of merchandise had disappeared; nearly everything had been hoisted over the sides, and most had been securely stowed in the ship’s hold. What crushing work there must have been to have cleared away so promptly such a chaos of wealth, tumbled as it was pell-mell into one incongrous heap. The lumpers, or dock-gang, had finished their labors, the Star of Tasmania was a full ship, the hatches were battened down, and at two a.m. quietness reigned upon deck. Two hours afterwards the clatter of a fresh gang was heard, and before we were out of our state-room, the ship was hauled from the wharf, a steam-tug had taken us to the dock gates, and we were soon in the Thames. Here a tug of a larger power was put on, and we steamed down to Gravesend, where we dropped anchor, and the captain, with his mate, joined us; all passengers who had not hitherto joined the ship now came on board, and took possession of their respective cabins, and at an early hour on the morning of the 11th July, the steamer was slowly taking us down the river. At Deal she left us, and we sailed round the South Foreland opening Dover. Now came the moment, no doubt, of anxiety to some, of regrets perhaps to others, of sadness to all. The pilot was about to leave us, and we all watched with interest his small boat as she left the ship’s side with the captain’s wife, until she touched the beach. We felt that the last link in the chain which bound us to the old home had snapped, and that we were at length fairly on our long voyage. In a moment almost were all hands in bustle on deck, and every living being seemed in strong commotion; each man was at his appointed duty, ropes and sails were handled as seamen only can handle them, and we started with a seeming fair wind, the sky beautifully clear, and the sun, though in the very heart of summer, not inconveniently warm. We were off for New Zealand! The crew, officers and men, numbered, I think, twenty-five, and there were, all told, twenty-six passengers. In the chief cabin, or saloon, we mustered only six, but we sat daily nine at table, the three extra being the captain, Mr S. his first officer, and Mr E. the ship’s surgeon. In the second-class cabin there were eight, and in the third-class, or steerage, there were twelve. It would scarcely be permitted in private life to sketch the peculiarities of a family with whom one might be staying for a period of three or four months, and I should regret much to sacrifice the social amenities of a home for the mere purpose of exciting either a laugh of good, or a remark of ill, nature, and that only to arouse some sluggard into waking up. Let it suffice that we were a united few, and did what each could to pass away the time, and that for so small a circle we occasionally made noise enough. Mrs S., a widow lady passenger, lent her books cheerfully, and “enjoyed” sea life for the first time, as she emphatically said, since she was born. Her great wonder was, as morning after morning she went on deck, to find we had not yet passed “that place,” pointing, at the same time, to the ocean, bounded by the horizon. One day T heard she was a little angered at not being called when we “crossed the line,” but smiled pleasantly when the captain said that the rest of the voyage was all down-hill. Mr E., our surgeon, was a gentleman whom I thought not quite in his place. He had evidently been educated, and must have studied, for a far different position. On meeting with him on board ship at the docks, I thought him a passenger in search of health, but, in his frank fashion, he soon told his tale, and I trust that in New Zealand his active mind will find relief in rest. We all found him ever ready to contribute his aid to the day’s amusement, and laughed loudly at his jokes. I would gladly say more of his qualifications and the natural good tone of his manner, his ever prompt willingness to oblige, and the unceasing wish to be useful in either sickness or in storm; but he would scarcely relish my eulogium. Once I permitted myself to call him a far too good-natured donkey, and he knows well there was no malice in the compliment. In my pen and ink pencilings I can hardly omit our fellow-passenger and little friend, Mr K-. He was nearly the incarnation of amusing mischief, and, whether at the wheel or amid the sails, never came to grief. In fishing or bird- catching, he was always foremost, and when an enormous bonito got hooked upon his line, the delight was everybody’s. Now and then, too, a Cape pigeon (beautiful bird!) would get his wings entangled amongst the threads of his unwound reels of cotton, and his anxiety was intense to get the poor animal safe on deck. Day succeeding day did this young sprout of future manhood labor and fag and exert himself to make tho passage short, and his cheerfulness led to the merriment of most of us. It is just probable I may meet again with Mr K-in his new home, and if he carry with him to his 10.000 broad acres the energy and perseverance which he applied to his ship-board labors, the result is easily foreseen; and New Zealand will mature a citizen of which one day she may well be proud. Mr W- and Mr S-, the two remaining passengers, claim a niche in my notes. They were both young men, in the flower of their age, and evidently educated for a life where mental talent and physical strength are required. No doubt, a few years hence they will have worked themselves into position and influence, and probably serve as pioneers to many of their friends to hasten the growth of New Zealand into a nation worthy an English parentage. I must just add a line (with the view to complete the society of our saloon) of our captain, Mr Stephens his first officer; and Mr Culbert, the captain’s son and his second officer. All three were well fitted for the responsible position they filled, and did their utmost to take the Star of Tasmania to her destined haven in the shortest possible time. Should I ever again visit Europe, and take passage in a ship sailing only under canvass, I hope it may be my good fortune to meet with three equally efficient men. Of the second-class passengers, and of those in the steerage, I really can write but little, some of them indeed I hardly ever saw. The positive distinction made, and the line of demarcation drawn, between them and the saloon, is something extraordinary, and at times struck me as if it must be painful to those who witnessed it, and a little cruel to those who had to bear it. It is easy to condemn a discipline that seems severe, but before our voyage was accomplished I felt satisfied there was a necessity for more than a little despotism, and experience in all probability renders the duties and obligations of commanders both onerous and imperative. Cooped up within the narrow space that is allowed in one of these passenger ships, where, in fact, it is impossible to get out of each other’s way, there must, I suppose, now and then arise differences. Amongst our second-class passengers little squabbles formed the rule. They seemed continually in antagonism, and certainly did not live in that harmony which the inconvenience and turbulence of sea life ought to have made them study. One evil spirit leavened the whole lump, and the mirth and the gall were strangely mingled. The steerage passengers, who are located in the fore part of the ship, are perhaps more inured to the hardships of travel, and do not command quite so much of natural sympathy. They are generally made up of rough and hardy constitutions, and at times difficult to govern. Whenever any serious disturbance arose, the germ and the root were traced to these men, one or two of whom were more than convivial, and had their quarters too near to those of the ship’s crew. There might indeed be blame changeable elsewhere; but, when a little indulgence is meted out for the purpose of adding to the comforts of the voyage, one can barely find heart to reprove. On two or three occasions, harsh measures appeared necessary, at all events, they were adopted, and I was greatly startled one morning on going upon deck to find one of the crew in irons. During the day three others of the ship’s company suffered the like punishment, and the whole four were put upon bread and water diet. Eventually matters leading to this state of severe measures were so far explained as to place things “as they were,” and the ship was once more in peace. Whilst touching my notes of what was disagreeable, I may as well finish what was unpleasant or unsatisfactory during the voyage, and record without further reference that a further and rather more serious display of rigid discipline, which the captain judged necessary, was adopted towards some three or four of the men. On this occasion, too, one of the passengers had so committed himself that he shared the punishment of the sailors: and I shall scarcely ever forget the emphatic declaration of the captain at table, that all disturbances arose always from the indiscretion of some one or other of the passengers. I am writing these notes in latitude 40, and we have yet a long run to make before dropping anchor at Port Chalmers, but think that we shall have no more of such scenes. The crew appeared a fine set of men; there were no brawls that seem inseparable from sailor life. The officers never shrunk from the hardest of work, and I never once heard a harsh word from the captain. Why should there be, therefore, any need of punishment? Drink, of course! Let us forget, and resume the notes of the voyage. Looking seaward from the shore, and seeing a ship gradually disappear in the horizon as she gains an offing on her voyage to India or New Zealand, we have an idea that, as she is bound over an immense trackless waste, the chance is small of another ship, sailing for the same destination, coming up and speaking with her. Not so, however, with the Star of Tasmania. Her sailing powers were great, and with three such officers- who never let a puff of wind escape, she came up with and overhauled many, saluting them gracefully as she sailed past. The little courtesies observable at sea when two vessels meet, are quite pleasing episodes in a long voyage, and serve frequently to while away a morning or an afternoon. When one ship, however, comes up with another, both steering the same course, there is an occasional little sulkiness, and the slower sailor has a sluggish way with his signals. If the slow ship be a Yankee, she refuses invariably to exchange a single politeness; but, if the American happen to take the lead, her captain is profuse in his facetious compliments. Brother Jonathan, like the rest of human nature, enjoys most heartily a winning battle. We did in our voyage overhaul one of these thin-skinnned captains, but the signals of the Star of Tasmania were totally ignored, and I dare say the Yankee logged “A large English barque sighted on our lee bow; soon out of sight.” This would be strictly true, and save the sailing honor of his craft; and if Jonathan’s little tricks never did more mischief, there would be lots of room to smile in. On one occasion we had quite an excitement, and a few hours of holiday. A sail, some four miles distant, was observed bearing directly down upon us. Signal halyards with their flags were hauled and fluttering to the breeze in both ships, and every heart nearly leapt with joy as each signal was run up and replied to. The homeward vessel was the Arctic, from Bahia, and bound to Bremen. Perhaps the most immediately interesting of all questions was the Home-inspiring, “Will you take our letters?” whilst the prompt response, “Yes, I will,” made glad the few who again communicated with friends and relations from whom they had so recently parted. A similar and yet perhaps greater excitement was induced by our speaking a few days afterwards the Prince Alfred, from Valparaiso, and bound for Liverpool. This ship, even at the distance when first seen, showed evident signs and results of severe weather, and as she neared us the ordeal she had gone through was manifest to all, from her broken spars and temporary jurymasts. Without other signal than running up her ensign, she lowered a boat, which, with four men, was soon alongside, and the officer of the boat handed a scrap of writing for Captain Culbert. Whilst our captain discussed the communication in his own cabin, the passengers satisfied their curiosity by getting what news was possible from the four sailors. There must perforce be a great sameness in all sea disasters, and the Prince Alfred, whilst doubling Cape Horn, had met with more than the usual turbulence of these very stormy waters. Sails in shreds, masts and yards in sticks and splinters, her bulwarks stove in, and some of her stanchions broken. What more need be said, or what more can one add, to make such calamities more appalling? And yet one more must be dotted down. A sailor had been pitched from the rigging into the boisterous, heaving sea, and although he kept afloat and swam about for two hours, no help could be given him. He sank down with a scream as the last wave went over him. These few sad particulars were just gleaned as Captain Culbert emerged from his cabin, and gave the necessary orders to supply a coil of rope, a few gallons of oil, and a little tobacco, receiving in exchange a couple of bags of flour. Passengers, too, again forwarded letters to their home friends; the boat left us; both ships shortly got under sail, and whilst our colors dipped “Farewell,” the Prince Alfred wished us “God Speed!” At nightfall we were again upon the mighty solitude of the ever-varying deep, and most of us probably felt the great solemnity of our position and the uncertainty of each day’s progress. In a long voyage, like that from London to New Zealand, seldom accomplished in less than three months, and oftener requiring from 100 to 110 days, one would think that an occasional putting in to some port or other would be permitted to relieve the tedium; but no. Onward, still onward, was the rulling[sic] passion. We did, I believe, catch a glimpse of San Antonio, (one of the Cape de Verdes), Fernando Noronho, a penal settlement of the Portuguese, was also seen by moonlight, and we ran close in to the American (South) coast, sighting Pernambuco. Off this coast, which appeared very beautiful, we could hardly suppress a wish to be once on land again, and how gladly would the passengers have supplied themselves with a stock of the luscious fruits of the country. We should not only have relieved the killing “ennui,” but have greatly added to our cabin comforts. Captain Culbert, however, would take no hints. He had already been baffled and kept back by head winds and big seas and remembered too acutely the continuous tacking and reefing whilst in the English Channel, from the South-foreland to the Lands-end. He was eight days behind time, and the interest of his owners must be studied rather than the luxuries of his passengers. All sail therefore was made, but we could not get clear of the land until several tacks had put us again upon our course. In a week from this we got into cold weather, and as we made the required southings, the winds became bitter in their intensity and the sea now assumed quite a new character. In all my former voyages there had been uniform sameness which day by day became more tedious, and I had hitherto chimed in with the general idea, that life al sea was fearfully monotonous. On this large scale, however, there seemed variety sufficient to make the inconveniences less felt, and there was always something or other to discuss and to laugh at. The climate and its changes were quite novel, and although they were far from being special pleasures, the rolling and tumbling about of both ship and passengers, created fresh matter to keep away dulness(sic). Occasionally a shoal of bonitos and dolphins would follow us for hours and during their companionship, the hook and the line and the harpoon were in very general requisition. One successful day’s sport yielded us eleven fish, the smallest of which could not weigh less than 12lbs., the largest, perhaps, 40lbs., at other times a crowd of porpoises came rollicking up with us and seemed to rival us well an to enjoy the heaving and pitching of the Star of Tasmania, which they did not at all badly imitate by their plunging and leaping. Once in the tropics we were followed for a few hours by a large shark, accompanied as usual by his two little satellite pilot fish, and the excitement attending the capture of this seaman’s common enemy is not to be described. Nothing seems to daunt this carnivorous shark. He bites at any and everything, not only biting but swallowing whatever comes first. On opening him we found a roll of waste paper, an advertisement of Temple and Co., meat and pickle preservers(sic), part of a tin of fresh salmon, and what was most extraordinary, a railway ticket. The savage satisfaction manifested by the sailors at the capture and slaying of a shark can only be understood by those who have witnessed it, and on this particular poor fish, every indignity that seamen barbarously could inflict was plentifully showered. He died at last, but the tenacity with which he held to life long after his head was off, is truly astonishing. The two pilotfish seemed disconsolate at the loss of their protector and kept up with our ship for a couple of days. [To be concluded in our next.]”<\/p>\n\n\n\n

15 November 1867<\/strong> North Otago Times, Volume IX, Issue 259, Page 4. (prev. Oamaru Times and Waitaki Reporter [1864-?]; 1876-1932, Otago, South Island, New Zealand) “THE LATE VOYAGE OF THE STAR OF TASMANIA FROM LONDON TO OTAGO. (Concluded from our last.) (To the Editor of the Oamaru Times.) As we neared the Cape it became difficult to keep warm, and the sea, too, began to assert its privileges. The winds whistled with a hissing kind of malice. On the 29th August we had an eclipse of the sun, visible in these latitudes. At no period however, was it total, as indicated by the nautical almanac. It happened also that we had a new moon on the same day, and a change of weather was calculated upon as certain. When the rough weather did set in, and it did, the eclipse and the new moon were naturally the prime causes. The sea was grand, and worthy such a parentage. The heavy waves of the South Atlantic roll on with a solemnity quite appalling, and as they near the ship she rises, as it were, to the summit of an Alpine watery mountain, followed by an enormous gulf or trough, forming an entire valley of seas for miles and miles on both quarters; wave after wave, and valley after valley succeed each other, until the motion of the ship is such as to necessitate ropes lashed athwart ships, in order to pick up such men as might be lifted, and thrown, whither none could tell. When precautions like these became necessary, I deemed it prudent to seek shelter below, but was still impelled by an irresistible feeling to tramp again the deck. We had this stormy weather for upwards of three weeks, and all passengers must have suffered painfully the various inconveniences incident to the vexed elements. It rained, it hailed, it snowed and froze. Every thing and person was wretched in appearance; comfort was out of the question. Huge seas came thundering over both main and poop decks, breaking down doors as if simple lucifer matches. The poor live stock suffered terribly; a sheep and some of our poultry died from the severe cold; some were slain that they might not die; a pig had, with instinctive cleverness, taken possession of the dog’s house, and the main deck presented a sad look of desolation. It was admirable to witness the cool, steady way in which the captain and his two chief officers handled all their difficulties; if a sea came rushing into the chief cabin (which was far from an unusual occurrence), one or other of them would be there to quiet apprehension, and a gang was immediately put on to bale out and dry up. Captain Culbert says that for the thirty-four years of his experience he never saw his main deck so flooded; the water was so deep and powerful that men could not keep their footing. In the midst of these howling tempests we were always followed by flocks of seagulls in every variety; White birds of the tempest; oh! beautiful things, With bosoms of snow, and with motionless wings, Now sweeping the billow, now soaring on high, Then bathing their plumes in the light of the sky. In one day of calm, the captain, with his double-barreled piece, brought down a Cape hen or two and an albatross, and a boat was lowered to pick them up. The albatross is a magnificent bird, and this one measured from point to point of extended wings 10ft. 8in. Our day’s sport was a little marred by an evening brawl, and the anti-tea-total feelings of one told much against the lovers of grog. On the 13th of September the moon was eclipsed and the weather got more wild; at times we ran 13 and 14 knots an hour, a speed which in these latitudes, is not at all uncommon; the winds fairly crack in their impetuous bluster, and “All hands on deck” is actually howled by the boatswain to the watch below, whilst a message is sent to the officer in his berth, “To shorten sail.” Every man seems delighted with the uproar; there is a heartiness in all they do, quite admirable, and they work amid fluttering sails, cold icy ropes, and heaving billows, as if their element was only upon the sea. To a landsman, the sharp rattle of the halyards, the creak of the yards as they are either squared or lowered, in obedience to the rapidly given commands of the Captain, and so passed to the respective officers, the scene is one almost of confusion. A moment or two suffice, however, to show that every word and every rope have their uses, and that our fine ship acknowledges the skillful handling of those having her in charge. We are now in latitude 47.31, longitude 94.30, and if I mention that a few day’s since we passed Kerguelen’s Land, and that we shall keep nearly in the same latitude until we reach the Snares, a mass of rocks to the south of the New Zealand Islands, I may take a glance, now an intimate one, at the kind of fare or housekeeping on board this particular line of passenger ships. Messrs. Shaw, Savill and Co. make rather a grand parade (in their handbook) of the “unlimited table” furnished to first-class passengers, and this self-eulogy, perhaps, is quite justified if compared with other vessels going the same voyage. Never having travelled so far from home before, it is, maybe, not quite fair to make any hint disparagingly of other competing companies. Sea-comforts have latterly been so much added to, and vessels so specially built to admit of next to luxuries, that one takes badly with the ordinary merchantman, after quitting such’ ships as the Atrato, and Douro, of the liberal West India Packet Co., or, indeed any of the Cunard, or Peninsular and Oriental line. The voyaging by such magnificent steamers cannot but contrast to the disadvantage of that class of which the Star of Tasmania is a fair specimen. Perhaps also, we are apt, as a consequence, to expect impossible comforts and grumble unreasonably at the absence, except at particular hours, of a little hot water, a basin of broth or a cup of sago. Complaints of this kind were numerous, sometimes, maybe, with reason; but on many occasions I have no doubt the requisition was not very cruelly treated, when the applicant was told the galley-fire was out for the day. All little vexations of this description, tend much to sour unamiable tempers; a current of remarks leading to idle talk gets established, and the captain, who never fails to hear the slightest rumor, is put on his mettle and matters are never improved. Our table was abundantly supplied, and our meal hours regular. At half-past 8 we breakfasted; at half-past 1 we dined; at 6 we had tea; and at half-past 8 supper was laid; so that really we appeared to be always eating. We left London, I believe, with nine sheep, nine pigs, and nine dozen of poultry; an assortment of preserved fresh meats and vegetables, and whatever other requisites the captain from his experience judged to be necessary. It is proper that I should here state, that the provisions just enumerated were for the exclusive use of first-class passengers; the fare of those in the other parts of the ship were regulated as to quantities and kinds, and clearly defined, to those who elected to travel cheaply, before their passage was taken. It might, therefore, seem unreasonable that any complaints should be made by persons in these classes so long as the terms contracted for were faithfully carried out; and from what I saw delivered out on the fixed days, ample justice was done and acknowledged. One little matter I will mention, as it occurred under my immediate observation, and because it will show how readily an erroneous opinion may be formed. A man of the third-class came aft for his week’s supplies, but did not want any bread (biscuits). I suggested that he should have the value supplied in some other article. No! that could not be done. He went without his biscuits, and had no other equivalent. When the second officer came up from the delivery of the week’s stores, a most trying and disagreeable mission, I laughingly said, “You might treat the poor fellows more liberally. Why not give him something for his bread?” The reason was intelligible enough; viz., that if all the men were similarly indulged, some particular item of stores would be completely exhausted probably before we had been a month at sea. The consequence, of course, is easily foreseen. Other passengers would not be able to get what was guaranteed to them on securing their berths. An action would lie, and Shaw, Saville and Co. must be mulct in severe damages, for doing what really was a kindness. These ships are provisioned for six months, and the quality at our table was unexceptionable. Spirits, wine, and malt are an extra charge, and are supplied by the ship at fair rates. No passenger is allowed to take on board any supplies of this kind, and for reasons far other than just the profits which Shaw, Saville & Co. might thereby lose but, when these restrictions are so rigidly enforced, care should be taken that a sufficient supply of the most needful should be stored. I am sorry to make any note savoring of complaint; but I am bound to chronicle faithfully, and possibly the fault, if it be one, will in future be corrected. We had not been at sea more than three weeks before our stock of pale ale was exhausted, and the porter (which was not very good) could not be supplied in the course of a fortnight. Ale seemed to me to be the only thing drunk at table, and there was almost a wail of agony when the steward announced that no more could be supplied. As pale ale seems now so universal as to become nearly as household as tea, one can hardly find an excuse for so scant a quantity being put in for so long a voyage. Wines and spirits are but a bad equivalent for the heart-refreshing draught of malt whilst passing through the scorching tropics. If I might venture to give a hint to those who may go the same voyage, I should not hesitate to make it broad, and at once condemn the second-class accommodation. If you have not funds enough to go first, abandon the pretentious genteel, and submit to all the inconveniences of the third. Without reference to many small painful mortifications which passengers of the second-class have to endure, I would recommend the chief saloon as really more economical. Shaw, Saville & Co. honestly announce in their handbook that a few little luxuries, if they could be laid in by second and third-class passengers, would be found very acceptable comforts, and no doubt they knew well all the disagreements of both grades. A gentleman and his wife paid sixty pounds for their accommodation (second-class), and had expended upwards of an additional twenty for what they expected would have made them perfectly comfortable. They suffered fearfully, however, from their false economy. I remember reading in one of the numbers of “Chambers’ Journal” for 1866 an account of a voyage to New Zealand second-class, and was deterred from this attempt at saving a few pounds entirely from the particular details given in this article, and wish my own little account may assist others to try to avoid what is really penny wisdom and pound foolishness. In cases of sickness amongst the passengers in the cheaper accommodation, no medical care can be of much service, and unless something can be done to aid the gentleman who may be in this responsible position, his skill and application must be almost futile in results. Mr E-, who occupies this trust on the present voyage, feels that something more than a mere surgeon is required, and that a system other than that now in practice ought to be organised, if medicines and medical knowledge are to be of any value. I believe Mr E has prepared a series of notes during his leisure moments, and I have no doubt those devoted to his special duties will prove how little he himself can do whilst under existing regulations, and how much he might do with the trifling aids which probably his notes will suggest. I shall be glad indeed if any good results follow from Mr E’s observations, and I judge him capable of doing far more than merely pointing out defects or indicating their remedy. Whilst we continue our voyage, daily getting nearer to the “land of promise,” and without anything to note, except one day light winds from such a quarter, next blustering from the opposite, rain, snow and frost, but under all these visitations the cold is intense, and our sufferings get next to intolerable, lot me say a word or two upon The Star of Tasmania, beautiful thing, That glides o’er the sea like a bird on the wing, She yields to the breeze, though gently it wails, As with full-bellied canvas to her haven she sails. In touching upon so complicated a matter as the qualifications of a ship, her build and rig, I know how much I may expose myself to the merriment of captains, mates, and other professionals, and have perhaps already excited more than a smile at the few sea terms that would thrust themselves into my diary; I must nevertheless venture. The Star of Tasmania is ship-rigged, built at Aberdeen, of 632 tons, and can carry about a thousand tons dead weight. She has a capacious poop deck, and besides the first-class berths already named, has two roomy, convenient stern cabins. Her stock of canvas seemed ample, and when she donned her new sails for the stormy part of her voyage, she looked mighty in her beauty. She did not, however, change her linen a day too early, as it began almost immediately to blow terribly, and she strained, and creaked, and groaned, and shivered, under the united influence of wind and waves. Whether the Star of Tasmania was built to be a clipper ship or otherwise I cannot tell, but she unquestionably skims the seas at a magnificent pace, going occasionally 14 knots, and working out, not at all infrequently, 288 miles for the day’s run. I fear this sailing capacity makes her what is termed a wet ship, and that the comfort of passengers is greatly trenched upon in order to make a short voyage. Now and then a heavy sea would strike, and every berth, forward and aft, would “swish” with the volume of water she had shipped. To the men passengers these little ebullitions, for a time, were an amusement, but to the women they were sources of great alarm, and led to screams and shrieks of no limit as to length or loudness. Every precaution was taken by the captain and his officers against these violent incursions of the sea, but they proved of little use, and the great remedy was to bale out the water when opportunity offered. Of course this continual damp added to the bitter cold, and we had no means to get linen or bedding dried. Well found as I believe the Star of Tasmania to be, she had no fireplace, no stove, nothing to diminish the severe punishment incident to these cold latitudes. Every passenger suffered fearfully, and loud were the lamentations that no provision against such bitter weather had been made by the owners or charterers. Nothing, indeed, can excuse this neglect, if neglect it were, still less can be excused the omission of fire materiel if Messrs. Shaw, Saville and Co. knew that we must have to go through such an inclement ordeal. Had death resulted from this privation to any of the passengers, some of whom were awfully reduced, where would have been the responsibility? Blame must have fallen upon more than one, and an inquiry mutt have ended in terms of strong condemnation. It is to be hoped that for the future some means will be devised to ensure warmth, and, of course, a large amount of additional comfort to those who hereafter may think a voyage to New Zealand the beginning of a new start in this life’s pilgrimage. The same remarks naturally apply to the homeward voyage, and in a more forcible degree, inasmuch as the route by Cape Horn is judged by all practical men to be much more severe, and it is not an uncommon occurrence to be sailing for days amid the icebergs always to be met with in these seas. In this digression from the regular notes of our run, I am forgetting the object of my mems. Since the record of our latitude 47.31, and longitude 94.30, I have quite abandoned my jottings down. Not, however, that there is any variety to add. The few last weeks were sadly tiresome and very uncomfortable; day after day were the winds baffling in their strength and the seas awful in their grandeur. Constant attention and exposure had told upon the Captain; hard labor and the calls to set and shorten sail were incessant. How Mr S. and Mr C., the first and second officers, managed to be always at their posts through all weathers, can only be accounted for by the amphibious manner of their lives; but they seemed made of impenetrable stuff, and whether the sou’-wester and oil-skin were thickly clad with snow or streaming from rain, there was always the same cheerfulness. At length we have arrived; at last our long voyage is ended. I can hardly believe it, so much like a dream does it all appear. A single glance around however, where all is so new, suffices to convince me of its reality. How thankful must all feel for their safety after so many perils, and it is to be hoped that none failed to bend the knee in gratitude to that ‘Being who tempers the wind to the shorn lamb.’ J. U.”<\/p>\n\n\n\n

17 January 1868<\/strong> North Otago Times, Volume IX, Issue 277, Page 2. (prev. Oamaru Times and Waitaki Reporter [1864-?]; 1876-1932, Otago, South Island, New Zealand) “CHRISTCHURCH RACES. BY ELECTRIC TELEGRAPH. (FROM OUR OWN CORRESPONDENT.) CHRISTCHURCH, Thursday, 4.4 p.m. A pleasure party, among whom were several ladies, went on board the Star of Tasmania yesterday, and were entertained by Captain Culbert with his usual hospitality. As there was a pretty fresh breeze blowing in the afternoon, we fancy there would be quite as much motion as would be pleasant.”<\/p>\n\n\n\n

28 January 1868<\/strong> North Otago Times, Volume IX, Issue 280, Page 2. (prev. Oamaru Times and Waitaki Reporter [1864-?]; 1876-1932, Otago, South Island, New Zealand) “THE BURNS ANNIVERSARY. Between forty and fifty admirers of Scotland’s chiefest(sic) minstrel assembled on Saturday evening, at the Star and Garter Hotel, to do honor to his memory around the festive board. Mr George Harper occupied the chair, supported on the left by R. Julius, Esq., M.P.C , in full Highland costume; Mr Waddell acting as Croupier. The dinner was provided in Messrs. Armstrong and Payne’s best style, the hosts deserving all the more credit on account of the very short notice which they received, no arrangements having been made until the previous day. The brose was said to be excellent, and as to the merits of the haggises, we can ourselves bear testimony. These latter, as usual on such occasions, formed the first course, and as the covers were lifted from the smoking dishes, the croupier welcomed the “amber-beaded” dainty with the opening lines of Burns’ celebrated address to a haggis\u2026 Mr H. Julius, at the risk of being considered a nuisance, rose to propose another toast, which had been placed in his hands. It was the health of a gentleman who might be termed the father of the port of Oamaru (cheers). He was not going into the question of the railway or breakwater, or any thing of the kind. So long as such ships as the Star of Tasmania could come here they had not much to fear. He was sorry Capt. Babot of the Water Nymph was not present. Capt. Culbert had been to Oamaru many times, and was not afraid to come here again. This was his fifth voyage with wool, and he had never had any accident. No doubt one chief reason of his immunity was his own seamanship and carefulness. Half the accidents at this port (he didn’t care if the statement were made public) arose from vessels coming here without proper appliances for an open roadstead. Oamaru was an open roadstead, and did not profess to be anything else, and if captains of vessels knowing this came here without proper appliances, they had only themselves to blame should an accident occur, and must take the consequences of their own folly. Capt. Culbert took care in these particulars, and had been here many times without accident, and he hoped they would see him here many times more. He had great pleasure in proposing his health. Drunk with honors. Capt. Culbert briefly returned thanks, and expressed a hope that he would visit Oamaru many more seasons\u2026”<\/p>\n\n\n\n

7 February 1868<\/strong> North Otago Times. “On Monday last, 3rd Feb 1868, it came to blow heavily from the E.S.E., and the sea rising rapidly. There were at the time lying in the bay the ships Water Nymph, official number 21,579, 584 tons register, (Captain Edwin Sinel Babot) and the Star of Tasmania (Captain Andrew Culbert[sic]), loading wool at this port for London, the former having 244 and the latter 2095 bales aboard. There were also two small craft, viz., the Otago, Captain Campbell and the Emu, Captain Morland. About noon the Blue Peter was hoisted at the flagstaff at the Esplanade, as a signal for the vessels to stand to sea. The Star was dragging, parted anchors and rapidly drove towards ashore. Came ashore about 7 p.m. broadside. The ship began to break up. Attempts were made to get a line ashore. A line from shore carried out by Duncan Young, in the employ of the Boating Company, reached the vessel. Twenty-two souls were on board, of whom eighteen were saved; those lost being Mrs Baker’s two children and two sailors, viz., David Petrie, able seaman, aged 21 or 22, of Arbroath, Scotland, and William Brooks, of Blackwall near London, able seaman, about 32 years, married (wife lives lived in the neighbourhood of Blackwall), four children. About an hour after the Star came ashore the ship Water Nymph dragged her anchor and her fate was doomed. The vessel drove ashore about three hundred yards north of the Star. The vessel, Water Nymph, was 13 years old, built at Painboeuf, classed at French Lloyd’s for two years, twenty-two hands. Had anchored at the inner anchorage in 90 fathoms on 10th January. The crew escaped safely, saving their effects. The Schooner Otago drove ashore about five miles further north, and all her crew (four) were saved.”<\/p>\n\n\n\n

7 February 1868<\/strong> North Otago Times, Volume IX, Issue 283, Page 2. (prev. Oamaru Times and Waitaki Reporter [1864-?]; 1876-1932, Otago, South Island, New Zealand) “THE INQUESTS. An inquest was held by T. W. Parker, Esq., R.M., District Coroner, on Wednesday at the Oamaru Hotel, on the body of David Petrie, one of the men drowned at the wreck of the Star of Tamania. The following persons were sworn of the jury, viz., David Bruce, G. Campbell, Henry Aitken, David Judge, James Amos, Charles Brown, Charles Carkson, Charles Anderson, Thomas Smith, David Procter, Charles Watson, and William Davidson. Mr Bruce was chosen foreman. The jury having viewed the body, the following evidence was taken. Andrew Culbert, sworn, deposed.-I was second officer of the ship Star of Tasmania, which was wrecked at Oamaru on the 3rd of February, 1868. I have viewed the body now shown to the inquest jury and recognize it as that of David Petrie, who was an able seaman on board the said ship and was on board at the time she struck. After the ship struck I saw him jump from the ship abreast the forerigging into the sea, with the intention, as I believe, of reaching the shore, and after some attempts on his part to swim, the drawback of the surf carried him away and the darkness of the evening prevented my seeing him any longer. People on the beach were waiting to receive him as soon as he got near shore, but they could give him no assistance where he was. I was on board the ship when he jumped, but no assistance could be given him from the ship as he was rapidly carried away beyond any possibility of reaching him, and from the sea breaking over the ship it took all a person’s powers to hold on. Deceased was a native of Arbroath, North Britain, and and(sic) was about 21 or 22 years of age. Thomas Meredith Smith, sworn, deposed- I am mounted constable at Oamaru. From information received this morning about 8 o’clock, I went to the beach nearly opposite the flag-staff and there found the body of the deceased, David Petrie, and I had him removed to the place where he is lying at present. The body is in the same state as I found it. After a few remarks from the Magistrate the jury, without retiring, returned the following verdict:- “That, the deceased David Petrie, was drowned white attempting to escape from the wreck of the ship Star of Tasmania.” An inquest on the body of Wm. Brooks, one of the crew of the Star of Tasmania, was held on Thursday morning, at 10 at the Oamaru Hotel, by T. W. Parker, Esq., R.M., District Coroner. The following gentlemen were sworn of the jury, viz.- Messrs Walter Booth (foreman), S. E. Shrimski, Jacob Shrimski, John Dick, Wm. Grant, Charles Daly, Frederick Badhan, Robert Barlow, Robt. Donnelly, John Connolly, James Kenny, Thos. Wm. Halls, and John Acaster. The jury having viewed the body, the following ‘evidence was taken:- William Grant, sworn deposed- I was an able seaman on board the ship Star of Tasmania, wrecked on the beach at Oamaru, on the 3rd inst. I have examined the body shown to the inquest jury. It is that of one of the crew of the said ship, whose name was William Brooks. He was a native of Blackwall, near London, and about 32 years of age. The last time I saw him was aboard the Star of Tasmania, after the vessel struck. He was alongside of me on the starboard side. Deceased said, “She (the vessel) is breaking up, and it’s no use stopping here; let’s take and jump, or we’ll all get drowned.” He then jumped from the ship on the beach into the water, on the land side of the ship. I saw nothing more of him after he jumped, for it was too dark. I cannot say what time it was. Deceased was all right when he jumped. He was an able seaman on board. He was a married man, and had, I believe, four children. The wife lived in the neighborhood of Blackwall. Robert Bullen, sworn, deposed.- I am sergeant of Police at Oamaru. About four o’clock p.m. yesterday, the 5th inst., I found the body of the deceased, Wm. Brooks, on the beach opposite the flagstaff, and I had the body conveyed to where it at present lies, and it is in the same state as when I found it. A verdict of “Accidentally Drowned while attempting to escape from the Wreck of the Star of Tasmania,” was returned.”<\/p>\n\n\n\n

7 February 1868<\/strong> North Otago Times, Volume IX, Issue 283, Page 2. (prev. Oamaru Times and Waitaki Reporter [1864-?]; 1876-1932, Otago, South Island, New Zealand) “THE LATE GALE. Also: West Coast Times, Issue 749, 18 February 1868, Page 4 (West Coast, South Island, New Zealand) Nelson Examiner and New Zealand Chronicle, Volume XXVII, Issue 22, 20 February 1868, Page 2. (Nelson, South Island, New Zealand) West Coast Times, Issue 761, 2 March 1868, Page 2. (West Coast, South Island, New Zealand) North Otago Times, Volume X, Issue 290, 3 March 1868, Page 9. (prev. Oamaru Times and Waitaki Reporter [1864-?]; 1876-1932, Otago, South Island, New Zealand) “THE LATE GALE AND FLOODS. Nelson Examiner and New Zealand Chronicle, Volume XXVII, Issue 28, 5 March 1868, Page 4. (Nelson, South Island, New Zealand) “WRECK OF THE STAR OF TASMANIA AND LOSS OF LIFE. (CONSENSED FROM THE OAMARU TIMES.) On Monday last, 3rd instant, it came on blow(sic) heavily from the E.S.E., and the sea rapidly rising, it was soon evident that the roadstead was becoming unsafe. The vessels in the roadstead were signaled to start to sea. The Star of Tasmania, with 2095 bales of wool on board, was at the time riding by her own chain attached to the swivel of the Government moorings. This suddenly parted, and she then drifted some 400 or 500 yards. The starboard anchor was then let go, and the vessel brought up, but the cable parted, and she came ashore on the shingle beach, and the masts fell over into the sea. She now began rapidly to break up, and her crew and passengers crawled to the starboard bow, where, to the number of some twenty souls, they were seen clinging to a rope. Among them was a lady passenger, a Mrs Baker, supported by Captain Culbert. This lady had two little boys, one aged three and the other five years, on board with her, who were just previously to this time washed out of the forecastle, to which they had been carried by Mr Culbert, as the safest spot in which they could be placed, and drowned; Mrs Baker herself having a very narrow escape. Captain Culbert, too, who was upon the vessel’s poop at the time she commenced to break up, had only just time to clamber forward ere the after part of the vessel was carried away. The position of the crew was an exceedingly perilous one, the sea making every now and then clean breaches over them, carrying with it spars and timber, portions of which struck some of them very heavily, seriously injuring the mate and Captain Culbert. Several attempts were made to heave a life-line to the ship, but they were all frustrated by the force of the wind, which prevented the rope from reaching it; weighted lines were then tried with the same result, and all the time there was no greater space than 30 or 40 yards between the ship and the shore. Mr Stevens, the mate of the vessel, was then observed to jump into the water, and was seen battling manfully with the surf. As a wave receded he was seen on his hands and knees about midway between the ship and terra firma. Another wave was just rearing its huge front, bristling with hundreds of pieces of timber, and must soon have swept the poor fellow away, when, just at the critical moment, several bystanders rushed in, and seizing him dragged him ashore, barely in time to prevent the loss of their own lives. Ringing cheers rent the air when it was found that one of the shipwrecked men had been saved from destruction. But Mr Stevens seemed to have no thought of his own life, his first words being, as he felt the grasp of friendly hands, “The line, the line! I’ve lost the line.” It appeared that he had jumped into the sea holding the end of a line, which he was endeavoring to bring ashore, but which in the effort to save himself he had let go. Seeing that the mate had safely got ashore, two other men, one after the other, jumped into the sea, despite the shouts of the bystanders to remain where they were till a line could be got to them. Much anxiety was felt as they were seen struggling in the serf(sic), lest they should be sucked under the bows by the after-sough and carried out to sea. However, they were each saved by persons rushing into the water, at an imminent peril to their own safety, and dragged ashore. A fourth now leaped into the water, but he unfortunately chose a very inopportune moment, and was almost immediately, though a good swimmer and seen to battle hard for life, carried under the bow and forty or fifty feet further out. He was a splendid swimmer, and struck but boldly, but was tossed about upon the breakers, rising now to the top and now almost overwhelmed by the immense masses of water, and it was soon seen that every wave was carrying him further and further out; at last he disappeared from view, either exhausted by his efforts or, perhaps, stunned by some of the floating masses of timber by which he was surrounded. A fifth man then dropped himself into the sea, and he also was carried towards the bow. Here he was washed up against a bale of wool, to which he was seen to cling, and with which he was rapidly carried out. It then became evident that it was far safer for the remaining survivors to continue where they were than to attempt to swim ashore, and a hundred voices were raised to entreat them to do so. Whether the warning was heard, or whether the fate of the last two showed them the hopelessness of making a singular attempt, fortunately no more left the wreck. At this time a boatman named Mackenzie went into the surf with a line round his waist, and endeavored to throw another to the vessel, and though many times carried off his feet and several times dragged ashore half drowned, he persisted in his noble endeavor time after time until exhausted, but without success. Darkness was now setting in, and Mr John Hardy went into town for the purpose of procuring materials to make a fire on the beach, and soon afterwards returned, with Messrs. Fotheringham and J. T. Anderson, bringing bundles of oakum and a quantity of turpentine. Willing hands soon collected heaps of timber, and in a few minutes the whole beach was lit up by the glare of an immense bonfire. Sergeant Bullen, of the police, then made a fresh effort to carry a line to the crew; venturing boldly into the surf with a line fastened round his waist, and with another, which was made fast by one end on shore, and weighted at the other, he several times attempted to throw it on board. Once he succeeded so far that the weight fell right in the midst of the shipwrecked men, but in the fitful light they did not see it till too late, and it fell into the sea. The Sergeant was now washed off his feet, and was towed ashore, being very nearly drowned, while doing so. There was not a rocket procurable in town, and it now became evident that a line must be taken aboard or the rest of the crew must perish. Hours had now elapsed, and every effort hitherto had been fruitless. The tide was now ebbing, though little difference could be seen in the state of the sea, and Geo. Mackenzie again attempted to throw a line aboard, and, with a line about his waist and the other in his hand, he advanced into the breakers and time after time essayed to throw the rope over the vessel. He was for a long time unable to do so, but at last- about half-past ten o’clock- the rope was seen to fall among the crew, and to be safely grasped, and a cheer rent the air as hope began to appear of the ultimate rescue of them all. The line having been made fast to the vessel, a man named Duncan Young, in the employ of the Boating Company, clambered aboard amid renewed cheering, and sent the crew one by one down the life-line. Mr Stevens, the mate, also returned to the vessel, and brought a young lad named McLean, who was aboard, and whose parents reside in Oamaru, safely ashore on his shoulders. He then returned for Mrs Baker, who was still firmly held in the grasp of Captain Culbert, and, with the assistance of Young, succeeded in getting her upon his back. He then commenced descending the life-line with his burden, but just as he reached the water an immense wave dashed over the vessel and hid them for a moment from view. As the wave retired Stevens was seen hanging to the rope with Mrs Baker still clinging to him. Again a wave submerged them, and it was feared that they must both be carried away, but on its subsidence they were found to be still safe, and in a few moments Stevens had got near enough to grasp the helping hands held out to him, and the lady and her preserver were brought safely ashore amid loud cheers. The first words uttered by the brave woman were, “Never mind me, save the poor dear captain.” There now remained upon the vessel two sailors, Captain Culbert, and Duncan Young. One by one the sailors got safely ashore, and now Captain Culbert prepared to descend. In a few minutes he was also safe, and the bold man to whom the survivors owed their lives was seen standing alone upon the deck of the Star. Watching his opportunity, he ran to the waist of the ship, jumped upon a portion of the mast which was wedged upon her keel, and plunging ashore just as a wave had retired, came ashore amid cheering again and again renewed. The following was the number of persons on board the Star at the time of the wreck:- Three officers, ten A.B.s, one ordinary seaman, the cook, carpenter, boatswain, and steward; Mrs Baker and two children, and Master McLean, in all twenty-two souls, of whom eighteen were saved; those lost being Mrs Baker’s two children and two sailors, viz., David Petrie, of Arbroath, Scotland, and William Brooks, of London. The vessel and cargo were nearly covered by insurance.”<\/p>\n\n\n\n

11 February 1868<\/strong> North Otago Times, Volume IX, Issue 284, Page 2. (prev. Oamaru Times and Waitaki Reporter [1864-?]; 1876-1932, Otago, South Island, New Zealand) “THE OFFICIAL ENQUIRY INTO THE LATE WRECKS. The enquiry into to the wreck of the Star of Tasmania was commenced on Friday last, before John Allan and S. Gibbs, Esqs., J.P.s, and Capt. Thompson, Harbor Master and Nautical assessor. T. V. Parker, Esq., R.M., was also present as principal Customs Officer at Oamaru, and conducted the enquiry. William Culbert, sworn, deposed.- I was master of tho ship Star of Tasmania, lying at the port of Oamaru, loading wool. I consent to waive any notice that I might be entitled to under any Act. The Star of Tasmania was a ship of 632 tons register. There were on board 2095 bales of wool. She was lying at the outer Government moorings, with the ship’s cable passed through the swivel of the moorings. She was so moored on the morning of the 3rd of February, and had been so moored for five weeks. About a mile and-a-half from the shore, in about seven fathoms water. The draught of the ship is sixteen feet. This is the fifth year of the Star loading at Oamaru. The ship was well-found and fully manned. About midnight on Sunday, the 2nd February, an E.S.E. wind set in with rain, continuing all night from E.S.E. to S.E., rising to a gale in the afternoon, bearing round towards the S. and blowing into the Bay. The ship was riding quite easily at mid-day, with springs on the cable, with three parts of a ten-inch hawser, passed round the cable and secured to the bitts abaft. The wind and sea kept increasing from noon till after four o’clock. Between 4 and 5 o’clock “the ship parted her cable and drifted about six ship’s lengths towards shore. After making every attempt to put to sea, I let go the second bower anchor, the best bower anchor not being available, from the cable being round the Government moorings. The wind and sea increasing all the time, I gave out about 75 fathoms of cable, and put the springs on again. I could not judge the distance from the shore. The ship had drifted into shoal water, and broken water was coming aboard. Finding that the ship was dragging, at five o’clock, I hauled in the cable which had parted from the moorings, shackled it on to the best bower anchor, and let it go. The ship parted both cables shortly after. I set some sail and ran her on the beach for the preservation of life. The weather at this time was thick with rain, blowing hard from the same quarter. There was no possibility of putting to sea. The third or fourth sea which struck the vessel after she had struck the beach turned her broadside on, and she turned over deck to seaward. Nothing could be done to save the ship. In about half-an-hour after this she broke up, every exertion being made to save the lives of those on board. Two seamen and two children were lost. The ship and cargo were sold on the following day for the benefit of all concerned. The cable round the mooring was of sufficient strength for a vessel of the size of the Star. When the cable parted the yards were so braced and the sails so set as to cant her head to sea, but the sea prevented her from canting, the wind blowing S.E., and the ship’s head lying S. E. I saw a signal hoisted at the Flagstaff for the small craft in the bay to put to sea. I saw no signal for large vessels. I did not rely on signals for orders to put to sea, being prepared to do so without them. The barometer gave no indication of heavy weather. The ship was lying quite easy when the cable attached to the moorings parted. If our ship had canted the right way we should have tried to put out to sea. The Star, being nearly full-laden, would have had a fair chance. I was always ready to go out to sea. The ship was moored with 90 fathoms, and I rounded in 30 to 40 fathoms; it was the ship’s cable that parted. I did not consider it necessary to round in the cable during my stay here. All the shackles were overhauled, and wore in good working order. I do not recollect what time it was when it was reported to me that the Blue Peter was hoisted at the Flagstaff on shore. There was a signal up but I did not see it. I could not read the signals. The Flagstaff bore about W., or W. by N. from the ship, and the wind was about S.E. The warp was all ready, but not passed forward, for a spring on the cable to cant the ship with her head to the north. After bringing up I could not have gotten under weigh with safety, being too near the shore. I could not say how the Jetty bore from the vessel when the small bower anchor brought her up. I could not say how far I was off the shore. I could have carried double-reefed topsails at the time the cable parted. The ship would have hauled off the land if she had canted the right way. All the fore and aft canvas and the foresail was loose when the cable parted the second time. I saw two schooners stand out to sea when the Blue Peter was hoisted at the Flagstaff on the shore. One of the two schooners is now lying at anchor in the Bay; the other was wrecked. I did not know her to be a flat-bottomed barge. Henry Stevens, sworn, deposed.- I was chief officer on board the Star of Tasmania. I was on board on Sunday and Monday, the 2nd and 3rd of February. The Star was shackled on to the Government moorings. The weather changed about midnight on Sunday; the wind increasing and blowing from E.S.E. to S.S.E., never steady; the ship continued to ride easily till mid-day on Monday. In the afternoon both wind and sea increased, the ship riding S.E. by S. and the sea taking the ship on the port bow. About half-past 3 or 4 o’clock the cable parted. We loosed all the fore and aft canvas and set the spanker and mizen topmast and top-gallant stay-sail in order to cant her head off the land. The starboard fore-braces and the port main-braces, and the starboard cross-tack were hauled in so that the ship should pay head off to sea. The yards were placed in such position and the after sail set, in case the cable should part. The ship canted head in shore; the starboard anchor was let go with 75 fathoms of chain and springs on. There was no spring attached to the cable from the starboard quarter. The anchor brought her up. We hove in the broken cable. It was impossible to get a spring put on the chain-cable from the starboard quarter. The chain-cable was shackled on to the best bower anchor and the anchor let go. The anchors held the ship a short time and then she began to drag, being then in broken water. She dragged again after holding a short time. She then parted her cables and was run on shore to save life. The cable round the moorings was 1-1\/4 inches, the same size as the Government moorings. I saw the Blue Peter hoisted at the Flagstaff. This I understood to be the signal for the small craft to proceed to sea. I reported to the Captain that the Blue Peter was flying. This was about noon. The Blue Peter is known to all seamen as a signal for proceeding to sea. The barometer was falling very slowly. At noon we could have proceeded to sea. No attempt was made to do so, it not being thought necessary. The hatches were battened down. I have been four voyages to Oamaru in the Star. About four years ago while lying here she parted her moorings during N.E. weather. The N.E. wind brings in no sea compared with the S.E. Cross-examined by Captain Thomson.- After parting the cable the last time the vessel ran in shore while paying off with her head to the southward. When we parted the Government moorings on the former voyage we only had 15 fathoms of the ship’s cable out. William Sewell, sworn, deposed.- I am Beachmaster at Oamaru, and have been these five years. About 11 or 12 o’clock on Monday, the 3rd February, I hoisted the Blue Peter at the Flagstaff. This was for the two small coasters lying in the roads to proceed to sea. They did so. This signal was not intended to apply to the two ships lying at the outer anchorage. The two ships were the Star of Tasmania and the Water Nymph, the former of 632 tons, and the latter of 584 tons. About 3 o’clock I hauled down the Blue Peter, and hoisted “Proceed to sea without delay.” About 3 p.m. it was blowing hard from the S.E., with the sea rising quickly, and raining incessantly. The vessel drove to the north after parting the cable the first time. I think the Star could have got under weigh when I hoisted the signal “Proceed to Sea.” I can scarcely say whether I could have got the vessel under weigh after she parted the second time. I had informed the masters of the large vessels that I should communicate with them when to proceed to sea by Marryatt’s code. Andrew Culbert, sworn, deposed.- I was second mate of the Star of Tasmania. Everything but the sheep-pen, which the carpenter had been working at, was properly secured. The water-tanks were secured before the fore-rigging; all the spars were secured about the deck. There was plenty of room to work the ship. At the time that the port cable was being shackled on to the best bower, the sea was breaking over the forecastle. At this stage the Court rose, the enquiry being adjourned until the following day. Saturday, February 8, 1868. The inquiry into the wreck of the Star of Tasmania was resumed. William Culbert, sworn, deposed.- I have had 21 years experience as a ship-master. I never met with any loss by wreck before. I held a certificate of servitude. It was lost with the ship. When the vessel was being run ashore I had two lines upon the poop. I was the only one aft. I had no opportunity to give orders to get signal-halyards ready to heave ashore, all the hands being forward. I could not heave a signal-halyard ashore from aft, but it might have been done forward. When we were running in, the fore-yard was braced in a little to starboard; the sheet was hauled partially aft. I gave no orders after the ship was broadside on. Before the vessel got broadside on, she was on her beamends, the yardarms being in the water. The log-book was lost with the ship. This closed the case, the decision of the Court being reserved till Monday.”<\/p>\n\n\n\n

24 February 1868<\/strong> Hawke’s Bay Weekly Times, Volume 2, Issue 60, Page 47. (Hawke’s Bay, New Zealand) “HEAVY GALE AND FLOODS IN OTAGO. LOSS OF THE STAR OF TASMANIA, WATER NYMPH, WILLIAM MISKIN, AND OTAGO. NINE PERSONS DROWNED AT TOTARA STATION. The s.s. Ahuriri, which arrived from Wellington on Wednesday evening last, was the bearer of sad news from the southern parts of the Colony. The heavy gale which passed over Napier on Sunday and Monday, the 2nd and 3rd February also swept with terrific violence over the Province of Otago, where its effects were disastrous in the extreme. From our files we compile full particulars of the damage done. On Monday and Tuesday, 3rd and 4th Feb., (says one account) the streets of Dunedin were flooded-there being in one part of Rattray-street quite two feet of water-and much damage was done. From all parts of the country news has been received of houses, bridges, fencing, &c, carried away, crops and stock destroyed, and in several instances, unfortunately, lives lost. At Totara Station, belonging to Messrs. Douglass, Alderson & Co., nine persons were drowned. Mr Robert McAuley, the manager of that station, writing to Messrs. Douglass, Alderson, & Co., on Wednesday says, “It is my painful duty to report to you a fearful catastrophe that visited us on Monday night, about 11 o’clock. The Waiareka stream, which passes our house, rose all of a sudden about two feet into our house; and on looking out, the carpenter’s house, the blacksmith’s house, and smithy had disappeared. In the carpenter’s house were Robert Louden, carpenter; Mrs Louden, James Louden (son,) and a little orphan girl. In the blacksmith’s house were James Glass, blacksmith; Thomas Richardson, laborer; James Waddell, ploughman; Robert Young, laborer; Peter Dunn, ploughman; all of whom were drowned. Six of the ploughmen encamped at the Waiareka paddock were awoke by a little dog yelping, and found themselves in the water. After escaping from the house they joined hands, and by great exertions got on to high ground. T he mill has suffered little damage. The two fellmongeries, Messrs. Lees and Crowther’s, and another on the Kakanui, were completely swept away. The loss of stock is not yet known. Dead sheep are strewn along the sea beach and sides of the creeks. All the bodies of those drowned have been found, except those of Peter Dunn and those of the little girl.” Sergeant Bullen’s report to the Commissioner of Police states that the girl’s name was Annie Smith. Inquests had, on Wednesday, been held on the several bodies, by Mr T. W. Parker, R.M., Coroner, and a verdict of “Accidentally Drowned” was returned in each case. Mr T. Grant, son of Mr P. Grant, of Granton, was drowned at the West Taieri, and a man named John Chapmans, commonly called “German Charley,” lost his life while crossing Morre[?] Creek. At Tokomariro a young man named Draper, a butcher, was drowned while attempting to cross the river. The Daily Times says:- “It seems probable that the village of Outram that was, will cease to be a township. The river has sent a branch along, what was, no doubt, an old bed; so that there is a stream through the township, which will also affect the land belonging to Mr D. Borrie.” It is supposed that Mr James Shand, of Taieri has lost 1000 sheep. But the greatest destruction was at Oamaru, where both the Star of Tasmania with 2200 bales of wool on board, and the Water Nymph went on shore, and became total wrecks involving, in the case of the former vessel, a loss of human life. The jetty completely disappeared during the storm with most of the surf boats. WRECK OF THE STAR OF TASMANIA AND THE WATER NYMPH. The Oamaru Times, of the l4th inst., gives the following particulars respecting the loss of these vessels: In consequence of the stormy weather yesterday, the Blue Peter was hoisted by the Beach Master, at about 1 p.m., as a signal to the vessels lying in the roads to go to sea. There were lying in the roads at the time the ships Star of Tasmania and Water Nymph, and the schooners Anne and Emu. At half-past one the Emu spread her canvas and worked’ out, and about an hour afterwards the Anne followed. We trust that both vessels may succeed in weathering the gale. About 7 p.m. the Star of Tasmania broke one of her chains, and shortly afterwards the other, and rapidly drove towards the beach\u2026.[large portion omitted due to similarity with other articles.] \u2026Whilst all were engaged at her, the Water Nymph was seen close in shore, with all sail set. But the crew could not keep her off; and about ten o’clock, she struck 100 yards north of the Star. Being light (she had but 244 bales of wool); she was washed nearly high, and dry almost as soon as she struck. All hands got safely out of her, saving their effects. Owing to her canvass being set, she canted in shore, and remained comparatively steady; but in a short time water was seen breaking through her main hatchway, and it was evident that her outer bilge was stove in. She now [11 a.m. Tuesday] lies on her beam ends with her back broken. 2 p.m.-The auction of the wrecks concluded. That of the Star sold for \u00a340, the wool for \u00a31360. The wreck of the Water Nymph sold for \u00a3172, and her 244 bales of wool for \u00a3810. The purchasers of the Star’s wool are a company here, and of the Water Nymph’s, Messrs. Cargills and McLean. Both the vessels and the wool are insured. Several seamen of each ship have been injured, but not seriously. February 5.- The bodies of the two seamen (Brooks and Petrie) of the Star of Tasmania, were recovered to-day from the surf in front of the town; and later on the bodies of the children were recovered, namely, James E. Baker, aged 5-1\/2 years, and Malcolm W. Baker, 3 years. The bodies are to be buried to-morrow. LOSS OF THE SCHOONER OTAGO. Capt. Clark, of Port Chalmers, who was the owner of the schooner Otago, has also received from Mr Aitken the following information with regard to the wreck of that vessel. Mr Aitken communicates the gratifying news that Captain Campbell and his crew were fortunately able to save themselves before the vessel broke up. He writes: – “I am sorry to have to inform you of the wreck of the Otago. She left here about mid-day on Monday, being ordered out by the Harbor Master. The wind was then south-east, with a nasty heavy sea. Captain Campbell slipped his cable, and made a very good offing, so far as I could see, and I believe he continued to do so till between five and six o’clock, when the rudder-head gave way. Then, of course, there was nothing for it but to run for the land, which was made about seven miles from here. The captain and crew got ashore with great difficulty, and saved nothing but the clothes they wore, and the greater part of the clothes they were wearing they had to leave behind when the vessel struck. All here who know anything of the sea had lost all hopes of ever seeing the crew alive again. The vessel, everyone knew, must have come ashore somewhere on the coast, the sea was so terrific. I was quite proud to see Captain Campbell and his crew this morning, having given them up for lost. A few pieces of the wreck have been washed ashore down here, and the captain picked up a part of his time-piece on the beach just about where the Vistula was lying.” LOSS OP THE WILLIAM MISKIN. The Otago Daily Times of the 8th says- Early this morning we received intelligence, by the Geelong from Oamaru, that the William Miskin had gone ashore at Timaru, and was a total wreck. The Red Rover had sailed. We could not learn whether the crew of the William Miskin were saved or not.”<\/p>\n\n\n\n

2 March 1868<\/strong> Otago Police Gazette<\/a>. “Loading for Otago, Star of Tasmania, Culbert; Chile, Carthoys. An inquest was held on the 6th instant, at the Oamaru Hotel, Oamaru, by T W Parker, Esq., R M & Coroner, on the bodies of David Petrie, aged about 25, and William Brooks, aged about 33, seaman on board the British ship, Star of Tasmania, who were drowned on the occasion of the wreck of that vessel off Oamaru, during the great storm on the night of the 3rd instant, while endeavoring to swim ashore from their ship. Verdict accordingly.”<\/p>\n\n\n\n

7 November 1868<\/strong> Daily Southern Cross, Page 4. “PORT OF AUCKLAND. MISCELLANEOUS. By advices received by last mail, we learn that Captain Robertson, of the Countess of Kintore, has been appointed to the command of the new ship William Duthie, for the Sydney trade; Captain Petherbridge, of the Chile, has been appointed to the Countess, for the Auckland trade; and Captain Culbert, late of the unfortunate Star of Tasmania, has got command of the Chile.- Otago Daily Times, October 30.”<\/p>\n\n\n\n

12 December 1868<\/strong> Otago Witness, Issue 889, Page 12. (Dunedin, South Island, New Zealand) “SHIPPING INTELLIGENCE. INWARDS. December 7.-Chile, 798 tons, [Capt.] Culbert, master, from London, with cargo. Dalgety, Rattray, and Co., agents.”<\/p>\n\n\n\n

13 February 1869<\/strong> Otago Witness, Issue 898, Page 12. (Dunedin, South Island, New Zealand) “SHIPPING INTELLIGENCE. OUTWARDS. February 8-Chile, 786 tons, [Capt.] Culbert, master, for London, with wool, skins, and gold. Dalgety, Rattray, and Co, agents.”<\/p>\n\n\n\n

5 July 1869<\/strong> West Coast Times, Issue 1180, Page 4, Advertisements, Column 3. (West Coast, South Island, New Zealand); [also 6-12, and 14 Jul.] “LIST of LETTERS received during the month of March, 1869, and remaining unclaimed on the 30th May, 1869: Culbert, William.”<\/p>\n\n\n\n

22 December 1869<\/strong> Daily Southern Cross, Volume XXV, Issue 3849, Page 4. “THE ‘CHILE’ (Aukland, New Zealand) “To the Editor of the Daily Southern Cross SIR, – I am one of the late passengers by the ‘Chile,’ and, having been in the country since landing, have not seen until to-day any newspaper account of the ‘Chile’s’ arrival, and I can assure you it grieved and surprised me exceedingly to see the disparaging remarks concerning the captain which appeared in the Auckland Herald. All the passengers, I am certain- with perhaps the exception of two families- agree that we could not have had a more watchful captain, or a more courteous and kind man. Indeed, it was frequently remarked in my hearing by many of the people on board that it would be impossible for any captain to give more attention to his passengers’ comfort than Captain Culbert did; and not only so, but his freedom from all coarse or profane language, and the self-command exhibited by him under great provocation, point Captain Culbert out as one well fitted for the position he occupies. Hoping you will oblige me by inserting this in the columns of your valuable paper,- I am, &c., JUSTICE. Auckland, December 18, 1869.”<\/p>\n\n\n\n

29 December 1869<\/strong> Daily Southern Cross, Volume XXV, Issue 3854, Page 3. (Auckland, New Zealand) “THE COURTS. POLICE COURT. Tuesday. SITTINGS IN PETTY SESSIONS. (Before Messrs. Young, East, Scott, and Taylor) THREATENING LANGUAGE.- Henry Jarmund, a seaman on board the ship ‘Chile,’ was charged by Captain Culbert, the commander of that vessel, with using threatening language towards him.- Bound over to keep the peace, and ordered to find two sureties of \u00a310 each, or in default to remain in prison for two months, or until the departure of the vessel.”<\/p>\n\n\n\n

4 March 1870<\/strong> Evening Post, Volume VI, Issue 17, Page 2. (Wellington, New Zealand) “FRIDAY, MARCH 4, 1870. The third wool ship of the season, the Chili(sic), Captain Culbert, sailed from Napier on the 2nd for London, with a cargo of wool, tallow, and skins, valued at over \u00a345,000. The two previous vessels were the Jenny Ellingwood and the R. J. Turnbull- the former, in addition to wool, taking 500 bales of flax; adding the value of their cargoes to that of the Chili(sic), the amount is about \u00a3104,000, which represents the direct exports of Napier to England for the season. Of course a very considerable quantity of wool, flax, tallow, and other produce has been shipped coastwise to other ports.”<\/p>\n\n\n\n

29 June 1870<\/strong> London Times, p. 9, issue 26789, col. F, Plymouth. “Plymouth, Tuesday – The ship Chile, 767 tons, Captain Culbert, belonging to Messrs. Shaw, Savell[sic], & Co., 34 Leadenhall-street, was off the Wolf Rock on Monday morning, going up channel for London. The Chile left Napier on the 3d of March, rounded Cape Horn April 5, and crossed the equator in long. 31 50 W. on May 15. She brings home a cargo consisting of 2,766 bales and two bags of wool, 10 bales of sheep skins, 48 casks of tallow, and three cases of personal effects, as well as five passengers, viz. Mrs. R. Crawford and Messrs. A. Tod, G. Gregory, P. Hamilton, and J.R. Sutton. A large iceberg, the only one seen on the voyage, was passed on the 13th of April. She spoke, May 19, lat. 3 57 N., long. 32 24 W., the ship Royal Edward, 114 days from San Francisco, for Liverpool; 22d, lat. 8 17 N., long. 37 25 W., the bark Hawthorn, 26 days from Buenos Ayres[sic]; and on the 26th, lat. 15 24 N., long. 43 19 W., the bark Invernary, steering south.”<\/p>\n\n\n\n

1 Jul 1870<\/strong> London Times, p. 10, issue 26791, col. E, Latest Shipping Intelligence. “Home Arrivals. Gravesend. Jun 29 – The Chile, Captain Culbert, from Napier.”<\/p>\n\n\n\n

14 January 1871<\/strong> Otago Witness, Issue 998, Page 12. (Dunedin, South Island, New Zealand) “SHIPPING. PORT CHALMERS. ARRIVALS. Jan 13.-Chile, ship, 767 tons, [Capt.] Culbert, from Timaru. Dalgety, Nichols, and Co, agents. Passenger- Mrs. Culbert.”<\/p>\n\n\n\n

29 December 1871<\/strong> Daily Southern Cross, Volume XXVII, Issue 4475, Page 2. (Auckland, New Zealand) “The ship Chile arrived at the powderground on Monday, Dec. 4, from London, after a passage of 115 days, and in excellent condition; a fact which reflects great praise on her captain and officers. Besides bringing a very large cargo, she has also a full complement of passengers, who, on their arrival yesterday, presented Captain W. Culbert with a very flattering address, as a slight acknowledgment of his unwearied kindness and attention to them throughout the passage, which is described as being a remarkably fine weather one. Captain Culbert has courteously supplied us with the following report of the passage:- Left East India Docks on August 9. Landed pilot next day, and took our final departure from Wool Rock on August 14. Heavy S.W. to N.W. gales were experienced for the first 10 days. Very indifferent N.E. trades prevailed. Crossed the equator on September 22, longitude 17 W., the sun being nearly exactly vertical, and its declination being 24 miles north of the equator. Rounded the Cape of Good Hope on October 4, latitude 39 20′ S., longitude 29 25′ W. Strong S.W. and W. winds prevailed. On the 12th October passed a large iceberg distance eight miles, which had the appearance of an island. On the 16th, passed several more icebergs. On November 15th, experienced a strong N.E. gale, during which several sails were blown away. Rounded Tasmania on November 16th. S.W. and N.E. winds prevailed till making New Zealand on the 27th ult. Rounded the North Cape on the 1st instant; light S. and S.E. winds down the coast. The following is a copy of the address presented to Captain Culbert:- “To Captain W. Culbert and Messrs. E Scott and J. Provost, officers.- Gentlemen: We, the undersigned passengers of the ‘Chili,’ cannot leave the good ship without tendering you our sincere thanks for the kindness that we have received at your hands during our voyage from London to Auckland. We have always found you affable and courteous, and your conduct to us has greatly tended to allay the tedium of a long journey. We hope and trust that you will be spared to take many more voyages with successful results.- (Signed by all the passengers)”<\/p>\n\n\n\n

28 February 1872<\/strong> Nelson Examiner and New Zealand Chronicle, Volume XXXI, Issue 8, Page 7. (Nelson, South Island, New Zealand) “Shipping Intelligence. ENTERED INWARDS. February 24, steamer Lyttelton, 86 [tons], [Capt.] Scott, from Wairau. Passengers-Mrs. Hooper, Captain Culbert, Master Robertson, Messrs. Hammond, Norman, Redman, and Smith.”<\/p>\n\n\n\n

23 July 1872<\/strong> London Times, Page 7, issue 27436, col. F, Plymouth. “Plymouth, July 21 – The ship Chile, Captain W. Culbert, from Port Underwood, New Zealand, bound for London, passed Plymouth to-day on her way up Channel. Her cargo consists of 1,850 bales of wool and 974 bales of flax and tow.<\/p>\n\n\n\n

17 March 1873<\/strong> Evening Post, Volume IX, Issue 29, Page 2. (Wellington, New Zealand) “The following letter has been handed to us for publication:- “Consulate of the German Empire, Wellington, 15th March, 1873. GENTLEMEN,- On behalf of the Government of H.I.M. the Emperor of Germany, which I have the honor to represent, I beg to tender to you thanks for the bravery and kindness you have shewn(sic) in rescuing the captain and crew of the ill-fated German ship, Der Fuchs, on the 11th January, thereby causing to yourselves great privations, in running short of provisions. In remitting the official report of Captain Fuchs, I shall not fail in dwelling upon the circumstance. Captain Fuchs, for himself and his crew, desires me also to express to you their gratefulness in saving them from their perilous position.- I have the honor, gentlemen, to remain yours obediently, Fr. Aug. Krull, Consul of the German Empire. To Captain W. Culbert, officers and crew of the ship Glenlora, Wellington.”<\/p>\n\n\n\n

10 April 1873<\/strong> Evening Post, Volume IX, Issue 50, Page 2. (Wellington, New Zealand) “PORT OF WELLINGTON. OUTWARDS. Per Alhambra: Cabin-Miss Field, Mrs Bignell, Miss Jackson, Dr Senwjck, Misses Meredith (2), Mr and Mrs C. Hood, Capt Culbert, Messrs Munro, Gordon, Meredith, Colester, Reader, Neave, and Stockbridge.”<\/p>\n\n\n\n

7 June 1879<\/strong> North Otago Times, Volume XXVIII, Issue 2216, Page 2. (Otago, South Island, New Zealand) “TIMARU. June 6. Captains Phease and Culbert, of the English barques Edwin Fox and Chili[sic] respectively, were violently assaulted late on Wednesday night, in Church street, by six ruffians, who knocked them down and mauled them severely. No clue has been obtained to the perpetrators of the outrage, but it is clear they mistook the captains for some other persons.”<\/p>\n\n\n\n

29 July 2003<\/strong> Otago Daily Times, Sailing ship’s Figurehead Returns Home. “A female figurehead from a clipper that was wrecked off the Oamaru coast in 1868 has returned home to Aberdeen. The 1.92m-high pine figure from Star of Tasmania was found in the 1950s blocking a hole in a hedge on an Oamaru farm. Last month, it was sold at an auction by Sotheby’s for \u00a314,400 ($NZ42,000) to an undisclosed buyer. Now it has emerged that the figurehead was bought by the Aberdeen Maritime Museum, with a 50% grant from the National Fund for Acquisitions and the remainder from a bequest, and will go on display in the city where Star of Tasmania was built. The keeper of science and maritime history at the museum, John Edwards, said the figurehead looked truly fantastic and represented a real bit of Aberdeen’s famous clipper ship history. “It was found on a farm near Oamaru, so we are absolutely delighted to have been able to purchase the figurehead and finally allow the public in Aberdeen to see it,” he said. The figurehead was now on display in the reception area and had greeted more than 2000 visitors since last Friday. “We have had some visitors from New Zealand who were very taken with the fact a joint piece of history was on show in Aberdeen,” he said. Star of Tasmania was built in 1856 at the Alexander Hall shipyard. The fully-rigged wool clipper had made previous visits to New Zealand prior to her fateful end. In February, 1868, the 632 tonne vessel was driven ashore at Oamaru in a violent storm and wrecked, with the loss of two of the 22 crew which included two children. The cream and blue painted pine figurehead was later salvaged by a Captain William Sewell. It remained on the farm near Oamaru until the 1950s when it was purchased by an antiques dealer and sold to a couple in Christchurch, who kept it in their garden. The figurehead was later sold at auction in Auckland, before being sold by Sothebys.”<\/p>\n\n\n\n

Andrew Culbert (c.1845-24 Jul 1906)<\/strong><\/p>\n\n\n\n

Andrew Culbert served under his father on the Star of Tasmania as second officer as early as 1868. According to the 1 Nov 1872 new article he also served under his father on the Chile. He assumed command of the ship Robert Henderson by at least 1872. In 1873 he assumed command of the Dover Castle. On a voyage home in late 1874-early 1875, his son, William, was born. William also served as a ship captain for many years out of New Zealand. By 1880, Andrew was captain of the Himalaya, and by 1886 he was captain of the Pleione. After the accidental grounding of the Pleione in Mar 1886, he was placed in command of the Pleiades, then appointed to the Akaroa in Jan 1889, and to the Canterbury in Mar 1891. He was transferred to the Timaru in Oct 1898 as master. In late 1902 he served as captain of the Annesley. He was in command of this vessel on 24 Apr 1906 off Cape Horn when he died.<\/p>\n\n\n\n

25 October 1872<\/strong> Daily Southern Cross, Volume XXVIII, Issue 4733, Page 2. (Auckland, New Zealand) “SHIPPING INTELLIGENCE. PORT OF AUCKLAND. ARRIVALS. Robert Henderson, ship, 553 tons, [Capt.] A. Culbert, from London. Passengers-W. F. Sale and wife, Mr Conderoy and wife, Mr J Hopping and wife, Charle[s] Maloney, J Jones, J. Lew[i]s, W. Murray, W. Coulson, J. Cole, Mrs Culbert- E and H Isaacs, agents”<\/p>\n\n\n\n

1 November 1872<\/strong> Daily Southern Cross, Volume XXVIII, Issue 4739, Page 2. (Auckland, New Zealand) “PORT OF AUCKLAND. ARRIVALS. OCTOBER 24. Robert Henderson, ship, 553 tons, [Capt.] A. Culbert, from London. Passengers-W. F. Sale and wife, Mr Conderoy and wife, Mr J Hopping and wife, Charle[s] Maloney, J Jones, J. Lew[i]s, W. Murray, W. Coulson, J. Cole, Mrs Culbert- E and H Isaacs, agents” “The ship Robert Henderson arrived in harbour on Thursday, Oct. 24, from London, with a full general cargo and 13 passengers, after a passage of 122 days from port to port. Captain A. Culbert (who was here about four years back as chief officer of the iron ship Chile) reports having left London on June 22, and Gravesend the next day. Took final departure from Wolf Rock on the 27th. Had very indifferent N.E. trades; crossed the Equator on July 30, in longitude 30 15′ W. The S.E. trade also proved very bad. The vessel was off the coast of Brazil for four or five days, owing to baffling winds. During a very heavy N.W. gale, the cross-jack yard was carried away, and other damage done. Passed the meridian of the Cape of Good Hope on September 1. From thence S.E. winds were encountered. The ship went down as far as 45 and 47 S., when small quantities of ice were passed. Shortly before making the New Zealand coast, experienced a heavy N.W. gale with a very high sea, during which the cabin skylight was smashed. Rounded the North Cape on the 21st; thence till arrival S.S.W. winds prevailed.”<\/p>\n\n\n\n

6 November 1872<\/strong> Daily Southern Cross, Volume XXVIII, Issue 4743, Page 2. (Auckland, New Zealand) “SHIPPING INTELLIGENCE. The Enterprise No. 1.\u2014 At the invitation of the Messrs. Holmes a number of gentlemen, principally master mariners, assembled yesterday afternoon on board the ferry steamer Enterprise No. 1 for the purpose of testing the capabilities of the steamer since the completion of the alterations. The changes made consist of the widening of the deck to the outer edge of the sponsons, then gradually narrowing off to the original beam of the vessel at each end. She has also been fitted with a large and very comfortable cabin for passengers to take shelter in from rough or wet weather. On the trial trip yesterday the steamer proceeded as far as Brown’s Island, and the weather being all that could be desired a most enjoyable couple of hours was thus spent. On the way home, after having partaken of a cold luncheon, the excursionists assembled in the cabin, when, after the health of Messrs. J. and J. Holmes had been drunk, Captain Rattray said that he had been connected with shipping for the last 50 years, and of that time he had been 30 years at sea. He certainly considered that the alterations made to the Enterprise would be to her benefit, for the extended beam would assist to steady her if anything, and he considered it an insult to all connected with the vessel to say the alteration had tended to make her unsafe. Captain Kean also said that he saw no danger; in fact thought the alterations were an improvement. Mr. Bach, engineer, said he could discover no want of stability in the boat, and would be glad to travel by her at all times. Captain Alexander said the boat was perfectly safe in all respects, and Captain Anderson also considered the boat quite safe, and in every way fitted for the ferry service. Captain Williams had not seen a boat he would prefer travelling in to the Enterprise, and, as to her being unsafe, it was perfect nonsense. The accommodation afforded was quite equal, if not superior, to that in the ferry boats at home. Captain Culbert said that if the boat had not been safe he would not have come on board. It must be prejudice, and nothing else, that had caused any assertions that might have been made to the contrary. Captain Elliott said that if he had had his way he would have had the sponsons carried out still further. Captain Adams said the Enterprise was perfectly safe, and with all she could stow away – say 150 persons. Several other gentlemen also spoke of the efficiency of the steamer for the work for which she was intended. During the run up the passengers on board were asked to gather together on the bridge – first on the port side of the boat and then on the starboard, but their combined weight failed to immerse the sponsons in the water. The following testimonial was handed to Messrs. Holmes before the steamer reached the wharf: “To Messrs. J. and J. Holmes.- We, the undersigned excursionists by the Enterprise No. 1 on the 5th November, hereby testify that she is perfectly safe to carry passengers to and from the North Shore, and we also consider that the recent alterations area great improvement to the boat in every way. – William Rattray, sen., Master Mariner; H. Elliott, Master Mariner; William Adams, Master Mariner; F. Ohlson, Master Mariner; D. H. McKenzie, Master Mariner; David Burn; Richard Bach, engineer; E. Williams, Master Mariner; W. Peel Nesbitt, Physician; W. M. Alexander, Master Mariner; W. J. Smith; Hugh H. Anderson, Master Mariner; J. McKenzie, Master, Mariner; James Smith, Master Mariner; William Kean, Master Mariner; A. Culbert, Master Mariner; H. Bowton, Master Mariner; J. Boulter; David Gallagher.”<\/p>\n\n\n\n

11 October 1873<\/strong> Otago Witness, Issue 1141, Page 12. (Dunedin, South Island, New Zealand) “Shipping. PORT CHALMERS. ARRIVALS. Oct. 10- Dover Castle, ship, 1063 tons, [Capt.] Culbert, from London 30th June. Dalgety, Nichols, & Co., agents.”<\/p>\n\n\n\n

14 October 1873<\/strong> Waikato Times, Volume IV, Issue 223, Page 2. (Ngaruawahia [1872-1874 and Hamilton [1875-present], New Zealand) “TELEGRAPHIC. LATEST SOUTHERN NEWS. (From the New Zealand Herald.) Dunedin, Friday. One birth and one death occurred on the passage of the Dover Castle. On the 1st of September she encountered a tremendous gale, when a heavy sea struck her on the port quarter, bursting in her cabin windows, carrying away quarter gallery, and filling her cabin with water. Captain Culbert is in command.”<\/p>\n\n\n\n

18 October 1873<\/strong> Otago Witness, Issue 1142, Page 12. (Dunedin, South Island, New Zealand) “Shipping. PORT CHALMERS. ARRIVALS. Dover Castle, ship, 1063 tons, [Capt.] Culbert, from London, 30th June, Start Point, 5th July. Dalgety, Nichols, and Co., agents. Nominated passengers and immigrants.”<\/p>\n\n\n\n

25 October 1873<\/strong> Otago Witness, Issue 1143, Page 12. (Dunedin, South Island, New Zealand) “SHIPPING. PORT CHALMERS. DEPARTURES. Oct. 21-Lady Bird, s.s., 28[6] tons, [Capt.] Andrews, for Northern Ports. W. F. Wheeler, agent. Passengers: For Lyttelton-Mr and Mrs Fisher, Captain Culbert\u2026”<\/p>\n\n\n\n

1 November 1873<\/strong> Otago Witness, Issue 1144, Page 12. (Dunedin, South Island, New Zealand) “Shipping. PORT CHALMERS. ARRIVALS Oct. 26.- Maori, s.s, 118 tons, [Capt.] Malcolm, from Lyttelton, 24th inst., via Akaroa and Timaru. J. Mills, agent. Passengers: Mrs. Delaney, Capt. Culbert, Dr Young, Messrs Frew, Smith, Webb, and 6 steerage.”<\/p>\n\n\n\n

“White Wings, Vol I, Fifty Years Of Sail In The New Zealand Trade, 1850 TO 1900,” pp. 121-122; re. The Dover Castle [image available], New Zealand Electronic Text Centre<\/a>, viewed 16 Jun 2009. “The Dover Castle, a large full-rigged wooden frigate-built ship of 1008 tons, was originally one of the Black Ball Line, owned by R. and H. Green, and traded to Australia from 1858 until 1871. Her rig was later changed to a barque, her figurehead being an Indian prince. In 1872 she was purchased by the Shaw, Savill Co., and came to Lyttelton, arriving there on May 7, in command of Captain Kerr, making the passage in 108 days, the long run being accounted for by the severe gales encountered before crossing the Line, the time occupied being 45 days. A few days after passing the Cape she struck another severe gale, and suffered considerable damage. The next voyage of the Dover Castle was to Dunedin. In command of Capt. Andrew Culbert she left Gravesend on June 30, and took her final departure from the Lizard on July 8, and arrived at Port Chalmers on October 10, making the run from the Lizard in 94 days. Early in 1875 she arrived in London from Iquique, Bolivia, still in command of Captain Andrew Culbert, a Scotsman, who on this occasion was accompanied by his wife and child, the latter having been born on the homeward voyage. The child was named William, and when grown up followed the sea, and later commanded several ships sailing out to New Zealand. Subsequently, in 1905, he was second officer on the Shaw, Savill Co.’s Kumara. Captain Andrew Culbert died on board the barque Allenby[sic] when bound Home from New Zealand, off Cape Horn, about 1907. In 1875 the Dover Castle sailed from London for Auckland in command of Captain Andrew Culbert, arriving there on August 24, making the passage in 99 days from Gravesend. Mr. J. Collis, of Devonport, Auckland, who was engaged on the Dover Castle on this trip, states the ship called at Belfast for passengers, and that the Carisbrook Castle, also from Belfast, was met with on the voyage out. Both vessels sailed in company for two days, and at the close of the second day the Dover Castle left the Carisbrook Castle hull down. During the passage the Dover Castle was struck with a white squall, and ran for 24 hours under bare poles, making 300 knots in this time. On arrival at Auckland the ship anchored off Rangitoto and hoisted the yellow flag, as scarlatina had broken out among some of the passengers. The health officer at the time was Dr. Goldsboro, who ordered the barque into quarantine at Motuihi, where she remained until September 1. The Dover Castle had on board the only boat saved from the ill-fated Cospatrick. The Carisbrook Castle arrived on September 8, making the passage from Belfast in 92 days. After discharging her cargo at Auckland the Dover Castle sailed for China, and was subsequently sold again and renamed the Kem. Later she was stranded off the coast of Norway, and was broken up.”<\/p>\n\n\n\n

22 November 1873<\/strong> Otago Witness, Issue 1147, Page 16. (Dunedin, South Island, New Zealand) “Shipping. PORT CHALMERS. DEPARTURES. Nov. 20- Dover Castle, ship, 1003 tons, [Capt.] Culbert, for Sydney. Dalgety, Nichols, and Co., agents.”<\/p>\n\n\n\n

17 January 1874<\/strong> Otago Witness, Issue 1155, Page 14. (Dunedin, South Island, New Zealand) “Shipping. PORT CHALMERS. ARRIVALS. Dover Castle, ship, 1003 tons, [Capt.] Culbert, from Newcastle. Calvert and Campbell, agents.”<\/p>\n\n\n\n

21 February 1874<\/strong> Otago Witness, Issue 1160, Page 16. (Dunedin, South Island, New Zealand) “PORT CHALMERS. DEPARTURES. Feb. 19-Dover Castle, ship, 1003 tons, [Capt.] Culbert, for Sydney[,] Calvert and Campbell, agents. Passengers: Mr and Mrs Roberts and family (5).”<\/p>\n\n\n\n

25 August 1875<\/strong> Daily Southern Cross, Volume XXXI, Issue 5615, Page 2. (Auckland, New Zealand) “PORT OF AUCKLAND. ARRIVALS. Dover Castle, ship, 1,002 tons, [Capt.] A. Culbert, from London (May 15) via Belfast (May 28).- L. D. Nathan and Co., agents.” “ARRIVAL OF THE DOVER CASTLE. The fine ship Dover Castle, Captain Culbert, arrived yesterday evening from London, via Belfast, from which latter port she brings nearly 400 passengers as immigrants to this colony. The Dover Castle comes consigned to Messrs. L. D. Nathan and Co., and brings a quantity of general cargo. She was unable to enter the harbour yesterday evening, in consequence of the strong W.S.W. wind blowing. She will, however, probably be enabled to reach her anchorage during the course of to-day. The following is a list of the immigrants brought by her:-\u2026” [See also: Dover Castle<\/a>]<\/p>\n\n\n\n

26 August 1875<\/strong> Daily Southern Cross, Volume XXXI, Issue 5616, Page 2 (Auckland, New Zealand) “ARRIVAL OF THE BARQUE DOVER CASTLE. The barque Dover Castle, with a large number of immigrants from Belfast, and whose arrival off the North Head was reported in yesterday’s CROSS, has been placed in quarantine, owing to there being a case of scarlatina on board. She is a fine wholesome-looking craft, and is owned in London by Messrs. Shaw, Saville, and Co. Captain Culbert informs us that the vessel, which was originally ship-rigged and was lately converted into a barque, was launched at Sunderland in 1858, and was classed Al at Lloyd’s for 14 years; and, on the termination of that period, was re-classed for nine years. The Dover Castle left her anchorage inside of the North Head yesterday evening and proceeded to the quarantine ground at Motuihi Island, where the passengers, numbering some 360 souls in all, will be landed this morning. Captain Culbert is well known in Auckland, having come out here a few years ago in command of the ship Robert Henderson; and the chief officer, Mr. Menzies, will also be remembered as occupying a similar position which he at present holds, on board the ship Countess of Kintore. No communication was allowed with the vessel yesterday afternoon by order of the Health Officer, but the passengers appeared to be a very favourable sample of immigrants. We are indebted to Mr. Menzies, the chief officer, for the following report of the passage:- Left London on May 15th with a quantity of general cargo, and after embarking her passengers at Belfast she left the latter port on the 28th of the same month, thus making the run in 88 days, or 102 days from London. Sailed from the East India Docks on May 16, 1875, at 10.30 a.m.; strong westerly winds down Channel. At midnight on the 20th rounded the Land’s End. On Saturday, the 22nd, at 9 a.m., anchored in Belfast Loch; strong gales from the westward. On Wednesday, 26th May, embarked immigrants (365 souls). On Friday, 28th May, 8 a.m., left Belfast and proceeded on her voyage. Had fine steady northerly and north-easterly winds to latitude 9 N. and longitude 25 W., reached on the 17th day. From thence light southerly and variable winds to the Line, which was crossed on the 22nd of June. Steady S.E. trades and fine weather to latitude 28 30′ S. longitude 17 40′ W., 38 days from Belfast. Several vessels in company, one a German ship, with passengers, bound for Hawkes’ Bay, New Zealand. Passed the longitude of the Cape of Good Hope in latitude 42 30′ S. on the 52nd day. Had steady winds in running the eastings down, which was done between the parallels of 43 S., and 44 S. Passed Kerguelen’s Land 260 miles north on the 29th of July. On the 5th of August, in 41 S. and 99 E., experienced a very heavy revolving gale. Sunday, 8th August, passed the longitude of Cape Lewin, 72 days out; strong northerly winds and thick weather along the Australian land; rounded Tasmania on the 14th of August, when the ship encountered several heavy northwesterly gales; on Monday, 23rd of August, 87 days out, rounded the North Cape. Passed the Poor Knights at 4 a.m. on August 24, and the island of Timtiri[?] 2.10 p.m. same day, and anchored in harbour on Tuesday, August 21, at 3.10 p.m. The following vessels were spoken on the voyage: On the 12th June, in latitude 15 3′ N., and longitude 26 4′ W., an Italian barque, bound from Glasgow to Callao, 48 days out; signalled her, when she made the number DTSW; on the 18th June, in latitude 5 2′ N., longitude 23 W., signalled a German barque (RBSW) bound from Hamburgh to Madagascar, 27 days out; on the 22nd June, in latitude 0 16′ N., longitude 23 W., sighted an English barque (HRBP) from Nantes to Mauritius, 25 days out; on the 3rd July, in latitude 28 40′ S., longitude 29 W., spoke the German barque Marie Becker, from London to Algoa Bay; on the 6th July, in latitude 29 S., longitude 16 W., exchanged signals with a German ship (RCWK) from Hamburgh to Hawkes’ Bay, New Zealand; and on the 17th July, passed an English barque (NPTL) from Sunderland to Singapore, in latitude 40 S., longitude 6 E., 64 days out. It will be seen from our telegraphic news from Napier, and published in yesterday morning’s CROSS, that the Freidberg, a German vessel, has arrived there, and she will probably be the same as the one spoken by the Dover Castle on the 17th July. During the passage nineteen cases of scarlatina occurred, and there is at present one subject on board suffering from the same disease, but is described as being convalescent. The illness prevailed from the 7th to the 21st of July, and during that period two deaths occurred, as mentioned below. There was no fresh case of any of the immigrants becoming infected with this fever until August 19th, when one of the children took the disease. The following is a list of the deaths on the voyage: William McNeill, aged 2 years, congestion of brain; Sarah McNeill, 6 years, scarlatina; Mary Smith, 1 year, scarlatina; Mary Cobain, 1 month, congestion of brain; Maggie Daisley, 8 years, dropsy; Sarah Burns, 2-1\/2 years, rheumatic fever and diopsy; Sarah Burns, 1 month, diarrhoea; Elizabeth Hector, 8 months, mesenterica; John Lee, 15 years, bronchitis; Edmund Campbell, 3 months, mesenterium. Dr. Philson, accompanied by Mr. Ellis, Immigration Officer, proceeded down to the barque yesterday morning, in one of the North Shore Ferry Co.’s boats, but on learning that the germs of the disease had not been eradicated, Dr. Philson placed the vessel in quarantine as a precautionary measure. It is probable, however, that her detention will be a brief one, and that she will be allowed pratique in a few days. Meanwhile, the captain and officers of the vessel are instructed to carry out stringently the directions in force in relation to disinfection, and there is no doubt they will be faithfully complied with. As stated yesterday, the Dover Castle brings a general cargo, and is consigned to Messrs. L. D. Nathan and Co. We are indebted to Mr. Menzies, the chief officer of the vessel, for many of the above particulars, and we must also acknowledge the kindness of Dr. Dawes, the Surgeon-Superintendent, for obligingly furnishing us with the health report.” [See also, Daily Southern Cross, Volume XXXI, Issue 5608, 2 September 1875, Page 2. (Auckland, New Zealand) “SHIPPING SUMMARY. PORT OF AUCKLAND. ARRIVAL OF THE DOVER CASTLE.”]<\/p>\n\n\n\n

17 May 1880<\/strong> Evening Post, Volume XIX, Issue 113, Page 2. (Wellington, New Zealand) “ARRIVAL OF THE BARQUE HIMALAYA. Messrs. Shaw, Savill & Co.’s barque Himalaya, from London, made Wellington Heads last night and reported all well. She had just arrived off the wharf as the POST was published to-day. The Himalaya is no stranger to Wellington, having been here a few years back, when she was ship rigged. She is under the command of Captain Culbert, and has made the voyage from London in 100 days. Messrs Levin & Co. are agents for the vessel. She brings several passengers, the list being as follows:-\u2026”<\/p>\n\n\n\n

25 April 1881<\/strong> Evening Post, Volume XXI, Issue 95, Page 3, Advertisements, Column 4. (Wellington, New Zealand) and also Evening Post, Volume XXI, Issue 96, 26 April 1881, Page 3, Advertisements, Column 4. (Wellington, New Zealand) “PASSENGER LINE OF PACKETS TO NEW ZEALAND. BARQUE HIMALAYA, FROM LONDON. THIS vessel will be entered at the Custom House to-morrow morning, and commence to discharge on Wednesday. Consignees are requested to pass entries at the Customs, pay freight, and take delivery of their goods in terms of bills of lading. Any goods impeding the discharge will be landed and stored at consignees’ risk and expense. All damaged goods must be examined prior to removal from wharf, otherwise no claim for the same will be acknowledged. LEVIN & CO., Agents. Captain A. Culbert will not hold himself responsible for any debts contracted by the crew without his written authority. 25th April, 1881.”<\/p>\n\n\n\n

9 February 1882<\/strong> North Otago Times, Volume XXVIII, Issue 2985, Page 3, Advertisements, Column 5. (prev. Oamaru Times and Waitaki Reporter [1864-?]; 1876-1932, Otago, South Island, New Zealand) [also found Feb. 10, 11, 13, 14, 15, 17, 18, 20, 21, 23, 24, and Mar. 1, 3, 6, 7, 13, 18, 27, 31, and Apr. 4, 8, 12, 15, 20, 22, 26, 29, and May 2, 13, and 15.] “GRAIN FREIGHTS. THE NEW ZEALAND GRAIN AGENCY AND MERCANTILE CO., LIMITED, LINE, With which is Incorporated that of Messrs P. Cunningham and Co. and Royse, Stead, and Co. THE following High-class Ships will be despatched during the ensuing Season for LONDON, LIVERPOOL, GLASGOW, DUBLIN, or the CONTINENT as may be required: [SNIP] Vessel: Himalaya Net Tons: 1,008 Class: A1 Master: Culbert [SNIP] FREIGHTS to LONDON or any other direct Port in the United Kingdom have been fixed at FIFTY SHILLINGS PER TON, And the above Fleet of Vessels will be supplemented by other equally high-class Ships. These Vessels having been carefully selected as specially suitable for the safe carriage of Grain, Farmers shipping by this Line will find the risk of damage reduced to a minimum. Apply at the Offices of the Company, at MESSRS P. CUNNINGHAM & CO, Lichfield street; Or, to MESSRS ROYSE STEAD, & CO., Triangle. F. DUNLOP, Agent, Oamaru.”<\/p>\n\n\n\n

18 March 1882<\/strong> West Coast Times, Issue 4035, Page 2. (West Coast, South Island, New Zealand) “TELEGRAPHIC SHIPPING. Dunedin, March 17. Arrived – Himalaya barque, Captain Culbert, from Liverpool, November 29.”<\/p>\n\n\n\n

25 March 1882<\/strong> Otago Witness, Issue 1583, Page 14. (Dunedin, South Island, New Zealand) “Shipping. ARRIVALS AND DEPARTURES FOR THE WEEK. INWARDS. Himalaya, barque, 1008 tons, [Capt.] Culbert, from Liverpool (November 29). N Z S Co., agents. Passengers\u2026”<\/p>\n\n\n\n

7 April 1884<\/strong> North Otago Times, Volume XXVIII, Issue 3615, Page 2. (prev. Oamaru Times and Waitaki Reporter [1864-?]; 1876-1932, Otago, South Island, New Zealand) “PORT CHALMERS. April 6. Arrivals (Saturday) – Himalaya, barque, [Capt.] Culbert, from Glasgow, 105 days. She brings 1400 tons of cargo, 1000 for Dunedin, and 400 for Auckland. She brings 26 passengers, one of whom, John Mulholland, died this morning from consumption. He was in delicate health before leaving home.”<\/p>\n\n\n\n

29 December 1886<\/strong> Evening Post, Volume XXXII, Issue 190, Page 2. (Wellington, New Zealand) “ARRIVAL OF THE SHIP PLEIONE, FROM LONDON. The S.S. & A. Co.’s ship Pleione, Captain A. Culbert, arrived off the Heads this morning, and should get in thia evening. She is reported as having left London on the 17th of September. Mr. Edward Pearce is agent for her.”<\/p>\n\n\n\n

30 December 1886<\/strong> West Coast Times, Issue 6378, Page 2. (West Coast, South Island, New Zealand) “SHIPPING TELEGRAMS. Wellington, December 29. Arrived – Ship Pleione, Captain Culbert 103 days from London.”<\/p>\n\n\n\n

30 December 1886<\/strong> Evening Post, Volume XXXII, Issue 191, Page 2. (Wellington, New Zealand) “THE PLEIONE, FROM LONDON. The ship Pleione beat into harbour at 5 pm yesterday. Captain Culbert reports leaving London on the 17th September and the Start Point three days later; crossed the Equator on the 22nd October, passed the Cape on the 16th November, Tasmania on 15th December, and made the New Zealand coast on the 26th, arriving off the Heads yesterday morning. The passage was an uneventful and fine weather one. She brought the following passengers, who have all arrived in good health:\u2014 Second-class\u2014 Mrs and Miss Williams, Mr and Mrs Dunn, Mr and Mrs Gymer and neice, Miss Biggs, Messrs Ward and Herring. Mr Edward Pearce is agent for the ship, and she loads here for London.”<\/p>\n\n\n\n

1 January 1887<\/strong> Taranaki Herald, Volume XXXVI, Issue 7261, Page 1, Advertisements, Column 6. (Taranaki, New Zealand) [Also found in Mar. 4 and Evening Post, Volume XXXIII, Issue 3, 5 January 1887, Page 1, Advertisements, Column 1. (Wellington, New Zealand and also found in: Jan. 7, 13, 15, 17-20, 25, 26, 29, 31, and Feb. 2-4, 8-11, 16, 22, 23, 26, 28, and Mar. 2, 5, 7-12, 14-15, 18, 19, 22, 23, 25, 26, 28-30] “Shipping. SHAW, SAVILL & ALBION CO. (Limited) MONTHLY LINE OF FAST PASSENGER STEAMERS BETWEEN ALL PORTS OF NEW ZEALAND AND LONDON.” [SNIP] “The above will be supplemented by the following first class SAILING VESSELS. Name of Ship: Pleione Tons Register: 1092 Class: 100A1 Commander: A. Culbert Probable Time of Sailing: Feb. The undersigned are empowered to grant passages from London to New Zealand, payment for which has been guaranteed in the Colony. W. & G. TURNBULL & CO. MURRAY, ROBERTS & CO. E. PEARCE LEVIN & CO.”<\/p>\n\n\n\n

23 March 1887<\/strong> Evening Post, Volume XXXIII, Issue 69, Page 2. (Wellington, New Zealand) “SHIPPING. PORT OF WELLINGTON. ENTERED OUTWARDS. March 23-Pleione, ship, 1097 tons, [Capt.] Culbert, for London.”<\/p>\n\n\n\n

27 October 1887<\/strong> Taranaki Herald, Volume XXXVI, Issue 8006, Page 1, Advertisements, Column 7. (Taranaki, New Zealand) [Also found in: Oct. 29, 31, and Nov. 3-5, 7, 8, 10, 11, 15, 17, 18, 22, 23, 30, and Dec. 2, 3, 5, 8-10, 15, 21, 22, 24, 28-31, and Jan 6, 1888, and Jan. 7, 12, 14, 17, and Feb. 1, 2, 4, 6, 7, 21, 24, 27, 29, and Mar. 1, 2, 15-17, 21-24, 26, 27, 31, and Apr. 2, 5, 7, 9-13, 16, 21, 24, 27, 28, 30, and May 1, 3, 5, 7-10, 12, 14-18, 22, 23, 25, and 26] Evening Post, Volume XXXIV, Issue 76, 27 September 1887, Page 1, Advertisements, Column 1. [Also found in Sep. 28, and Oct. 1, 4, 6, 8, 11, 12, 17, 26, 31, and Nov. 2, 3, 7, 8, 10, 11, 14, and Dec. 6-8, 12-14, 20, 21, 23, and 30] Evening Post, Volume XXXV, Issue 2, 4 January 1888, Page 1, Advertisements, Column 1. (Wellington, New Zealand) [Also found in: Jan. 5, 7, 9, 10, 13, 20, 31, and Mar. 13-15] “Shipping. SHAW, SAVILL & ALBION CO. (Limited) MONTHLY LINE OF FAST PASSENGER STEAMERS BETWEEN ALL PORTS OF NEW ZEALAND AND LONDON.” [SNIP] “The above will be supplemented by the following and other first class SAILING VESSELS. [SNIP] Name of Ship: Pleione Tons register: 1092 Class: 100A1 Commander: A. Culbert Probable Time of sailing: Feb. The undersigned are empowered to grant passages from London to New Zealand, payment for which has been guaranteed in the Colony. W. & G. TURNBULL & CO. MURRAY, ROBERTS & CO. E. PEARCE LEVIN & CO.”<\/p>\n\n\n\n

24 February 1888<\/strong>. Otago Witness, Issue 1892, Page 18. (Dunedin, South Island, New Zealand) “VESSELS IN PORT. At the George street Pier.- s.s. Elderslie, Captain Culbert” [At this time Capt. Andrew Culbert may have been waiting for the Pleione to sail.]<\/p>\n\n\n\n

16 March 1888<\/strong> Hawera & Normanby Star, Volume X, Issue 1881, Page 2. (Taranaki, New Zealand) “WRECK OF THE PLEIONE. (per United Press Association.) WELLINGTON, March 16. The English ship Pleione, which left London December 23rd, bound for Wellington, has gone ashore at Waikanae Beach, between Wellington and Foxton. LATER. A heavy gale sprung up during yesterday, and increased to hurricane force during the night, and is still blowing with unabated fury. The Pleione went ashore during tbe night, two miles north of the Waikanae river, on a sandy beach. A telephone message states that all the crew were landed safely. The Pleione is an iron vessel of 1092 tons, and is under the command of Captain Culbert. She is said to be working further in shore, and, as the beach runs out very shallow, it is not expected she will be got off again. Nothing is known here of insurances. No particulars are to hand.”<\/p>\n\n\n\n

17 March 1888<\/strong> West Coast Times, Issue 7041, Page 2. (West Coast, South Island, New Zealand) “SHIPPING TELEGRAMS. Wellington, March 16. A heavy gale sprang up yesterday, and increased to hurricane force during the night. It is still blowing with unabated fury. The English ship Pleione, which left London on December 23rd, bound for Wellington, has gone ashore at Waikanae beach, between Wellington and Foxton, and near where the Hyderabad was lost. A telephone message states all the crew were landed safely. The Pleione is an iron ressel, 1092 tons, and under command of Captain Culbert. She is said to to be working further in shore, and as tbe beach runs out very shallow, it is not expected will be got off again.”<\/p>\n\n\n\n

17 March 1888<\/strong> Taranaki Herald, Volume XXXVII, Issue 8115, Page 3. (Taranaki, New Zealand) “LATE STORMY WEATHER. HURRICANE GALE IN STRAITS. PLEIONE ASHORE AT WAIKANE.” [Also Wanganui Herald, Volume XXII, Issue 6464, 17 March 1888, Page 2. (Manawatu-Wanganui Region, New Zealand)] “The Wreck of the Pleione. FURTHER PARTICULARS” [Articles not copied due to their similarity with others.]<\/p>\n\n\n\n

17 March 1888<\/strong> Hawera & Normanby Star, Volume X, Issue 1882, Page 2. (Taranaki, New Zealand) “WRECK OF THE PLEIONE. FURTHER PARTICULARS. (PER PRESS ASSOCIATION.) Great excitement was caused in town at 11 a.m. when a telephone message was received that the Shaw, Saville, and Co.’s well-known ship Pleione had run ashore on a spit two miles to the northward of the Waikanae River. The Pleione left London on 23rd December, and was, therefore, 84 days out; and, had not a mishap occurred, would probably have reached here in another two days, thus making a good run. Immediately news was received, a special train was despatched to the station nearest the scene of disaster, but unfortunately the wires were interrupted, and beyond a short message, nothing has come through. Captain Bendall, of the Underwriters’ Association, who has been at Waitara in connection with the Bellinger accident, has decided to leave for Waikanae at once, and will be there tomorrow. The ship had a large and miscellaneous cargo, and so far as can be ascertained, insurances on this are\u2014 Victoria, \u00a32630; National, \u00a32000; Colonial, \u00a31145; South British, \u00a3950; New Zealand, \u00a3923; Guardian, \u00a355; Union, \u00a31807. The Thames Mersey Co. is also a loser, but the amount is unknown. Insurances on ship unknown, but she is valued at \u00a312,000. OTAKI, 3.36. The Pleione is ashore two miles north of Waikanae river. All the passengers (6) and crew were saved, with the exception of a seaman named Belshaw, who was drowned. One lady passenger has been sent to Field’s, in a critical state, the boat having capsized in the surf. The cause of the wreck is supposed to be the mistake of Kapiti Island for Stephen’s. The officers are \u2014 Captain Culbert; Gray, first officer; Liddiard, second; Bloomfield, third. The ship is broadside on, and no water was in the hold when abandoned. There is about six feet of water on the lee side at low water. The captain is injured, but has gone to Field’s to obtain accommodation for the passengers. The Waikanae natives and Europeans are rendering what assistance they can, and offers of provisions, etc., are freely made. OTAKI, 9 a.m. The Pleione went ashore at 2 a.m., and the captain decided to wait till daylight before attempting to land and he then succeeded in getting ashore without asssistance from the shore. Three boats were lowered being placed in the charge of the captain, first mate, and second mate, on nearing the beach the captain’s boat was capsised(sic), and one of the occupants a seaman named Geo. Belshaw an elderly man, was drowned. Mrs. Foster, a passenger, was taken from the water greatly exhaused, and the captain also was injured in the attempt to gain the shore. Both are progressing favorably. The vessel is now almost high and dry, but very little can be known as to the safety of the vessel until the weather moderates. At present she is making no water. A number of boats have been removing the seamen’s belongings and provisions from the ship. The special train from Waikanae returned to Wellington at 10.30, but none of the passengers or crew went to town being too much fatigued to travel. WELLINGTON, March 17. The officers speak in high terms of the conduct of the passengers of the Pleione. Till the haze of Kapiti was seen, which Captain Culbert took for Stephen Island, no land had been seen since leaving England. The Pleione was under fore, main, and mizzen topsails and jib when she struck. The body of the sailor drowned has not yet been recovered. On the voyage, while in the Bay of Biscay, a sailor named Haynes was washed overboard and drowned.”<\/p>\n\n\n\n

19 March 1888<\/strong> Wanganui Herald, Volume XXII, Issue 6465, Page 2. (Manawatu-Wanganui Region, New Zealand) “THE WRECK OF THE PLEIONE. FURTHER PARTICULARS. [BY TELEGRAPH – OWN CORRESPONDENT] Wellington, March 17. HOW SHE LIES. The following accounts of the wreck of the Pleione are from the Post’s special: Our representative returned last night, and reports that the Pleone, from an underwriter’s point of view, may be regarded as a total wreck, and yet she lies, or at any rate lay last night at 5.30, on the beach on an even keel quite uninjured, and apparently as secure as if alongside the Queen’s wharf, but in this apparent security lies the basis and element of the Pleione’s destruction. She is within 300 yards of high water mark, and at slack tide looks as if she could be boarded with perfect ease, but in the face of a fierce North Westerly gale, and an angry line of breakers resembling go many sets of sharks teeth, the task of putting off to the wreck is by no means an easy one, as the chief officer, Mr Gray, found yesterday afternoon. The Pleione lies on the Waikanae beach almost broadside on, her head pointing to the northward. She presented yesterday a most picturesque appearance owing to the tact that she lies under shortened sail precisely as she was at the time of her striking. Her fore, main, and mizzen topsails are set, as is also one of the jibs, with one of the foresails clewed up. Though on an even keel and to all appearances uninjured the Pleione is hard and fast on a beach which has, on many previous occasions, proved destructive to many a gallant ship, whose timbers even yet may be discovered here and there along the beach, showing up above the quick sands as so many beacons to warn the mariner to give this coast a good offing. Even so early as 5 o’clock yesterday afternoon the sand had banked up all around her hull, more particularly immediately under her counter; in fact, she may be regarded as a lost ship, from an insurance point of view, and from the very moment the agent received the intelligence of her stranding, her case was considered hopeless, but the slenderest anticipations being entertained of getting her off. Given that the weather moderates, and her masts stand, the ill-fated vessel may remain almost intact for months to come. She is in the very midst of a boiling serf(sic), and for fully three hundred yards seaward the breakers come rolling in and expend their fury against the doomed ship’s broadside. Her decks are, comparatively speaking, dry, and her cargo is as yet uninjured. When she struck, a few green seas came in upon her, but as the hatches had been securely battened down, not a drop of water got below. Owing to the illness of Captain Culbert (particulars of which are furnished further on), nothing definite had been decided up to a late hour last evening as to whether the wreck should or should not be abandoned to the Underwriters. It may be regarded, however, as almost certain that Captain Culbert will leave her to her fate, and to the discretion of her insurers, who were represented yesterday at the scene of the wreck by Mr James Dunne, Lloyd’s agent. This gentleman returned to town by the special train last night, but was unable to state positively what action was likely to be taken. THE ROAD TO THE WRECK At any rate from Otaihianga, at which station the passengers decided to alight, is by no means an easy one to travel. Piloted by an obsese Maori woman the town party made their way over a series of scrubby sand hills with a drifting sand laden northerly gale full in their faces. The waihine at starting stated that the distance to the beach was about a mile and a half, but as it took the city people exactly an hour to get to Field’s Accommodation House, which is on the beach, it is but just to assume that the dusky fair one was at any rate an economiser of the truth. A halt was made at Field’s, and the town party having crossed the Waikanae River in a Maori boat pushed on to the wreck, which is distant from Field’s about 3 miles. North of the river the best and shortest route for excursionists to take is to proceed to the Waikanae station whence by a good bush track they can reach the scene after a smart walk of about 3 miles. Ladies intending to visit tho spot should remember that there is one creek they will have to cross which will necessitate their being carried over on horseback. THE THUNDERSTORM. Shortly before 5 o’clock last evening heavy banks of clouds gathered from the the North West. In less than half an hour the rain descended, and the downpour was something to be remembered. The rain came down upon the returning and unhappy Wellington men (among whom were the press representatives) just as if it were being poured from a watering pot without the rose. Chain, forked, and sheet lightning played above, behind, and in front of them. The tired pilgrims, who were soaked through and hungry, at length arrived at the Waikanae railway station, where, after a delay of two hours, the special train picked them up and conveyed them to town. At Waikanae the travellers were very hospitably entertained by Mr W. J. Hunt, who is erecting a sawmill near the station. While waiting the departure of the special train under the charge of Guard Malcolm, the representative of the Evening Post made several attempts to telephone Paikakariki, and also the town office and station of the Wellington Manawatu Railway Company, but without avail. The storm had demoralised the wires, and the connection was for the time being destroyed. The lightning played about the instrument, and the attempt to speak to other stations was attended with no slight degree of danger, though perhaps not in the exact order of sequence we now give. THE NARRATION OF CAPTAIN CULBERT It was lucky the party took Guard Maloolm’s advice, and alighted at Otaihianga instead of proceeding to the Waikanae Station. Lucky, because when the Evening Post reporter got to Field’s, he learned that Captain Culbert was there, but was reported as being too ill to be interviewed. Owing to the courtesy, however, of Messrs Hoggard and A. Pearce, junr., who represented the agents of the Pleione, Captain Culbert was prevailed upon to see the reporter. The master of the stranded ship was found lying on a mattrass(sic) before a wood fire in the sitting room of the accommodation house. He appeared exceedingly weak, and complained of pains in the side and back, caused, he believed, by being struck by the lifeboat, which capsized in the surf. Captain Culbert remarked that he could tell the press little at present, as doubtless the stranding of the vessel would form the subject of an inquiry before an official Board. He evidently felt the disaster most acutely, more particularly as the trip had been such a rapid one. They were 84 days out and expected by this (Saturday) morning to have been alongside Wellington wharf. “I haven’t got the ship’s papers ashore yet, and can give you very little information beyond the fact that we struck early this (Friday) morning. I was on the deck at the time, and had been all night. The night was thick and hazy, and I mistook Kapiti for Stephen’s Island. The land (Kapiti) just loomed on our quarter. I called my mate, and soon after he came on deck, and we were discussing what the land we saw was, when the lookout called out breakers ahead, and almost immediately we struck. We came on to the beach almost stern on, the bow being canted slightly to northward. I waited till daylight, when of course I saw where I was. The fog and haze had deceived me, and the land that I took for Stephens’ Island turned out to be Kapiti. AFTER STRIKING There was no confusion on board, continued Captain Albert(sic), the men and passengers behaving admirably. Before it was quite light, I sent off the gig to the shore to endeavour to connect the ship and shore with a line. This was accomplished, and on her return, I determined to put my passengers and crew ashore. Before leaving the vessel, I battened down all the hatches, and sounded the well, which was quite dry. We shipped a sea or two after striking, but nothing to speak of, and the cargo, I am convinced, is at present quite uninjured. The first boat to get away was a life-boat in charge of Mr Gray, the first officer, and in the boat were two passengers and a portion of the orew. The gig was in charge [of] Mr Liddiard, the second mate. My boat left last, and I was the last man to leave the ship. We had got about half way to the shore, when the boat capsized. I went underneath, and I think I got hurt by the boat overturning. I was nearly drowned, owing to one of the crew catching hold of me, and in trying to save himself he nearly did for me. I managed to get clear of the poor fellow, and with the help of Mr Gray and his crew, who saw our position, we, including Mrs Foster, who is lying upstairs much hurt, I believe, were got to the shore, all except one man. The poor fellow who pulled me down was one of the crew, a man named J. Belcher or Belshaw, who, on mustering the crew, was reporied missing, and no doubt is drowned. Capt. Culbert here concluded his narrative. THE CHIEF OFFICER INTERVIEWED. Mr Gray was subsequently seen by our reporter at the scene of the wreck, and he corroborated, in a general way, tha account of the disaster as given by the master of the ships. The first officer had, however, but little time to devote to talking, but he managed to say that in addition to the drowning of Belcher the ship’s company lost an A.B. man John Harris, when only a few days out from Home, he being carried off the deck by a sea when the Pleione was crossing the Bay of Biscay. On the beach, some few hundred yards south of where the wreck lies, a seaman picked up a woollen scarf which he identified as having been worn by the man Belcher. HOSPITALITY. The Captain, officers, and crew, one and all speak in the highest praiseworthy terms of the hospitable conduct of Mr Field, of Otaihianga, and also that of the natives who did the very utmost in their power to alleviate the unfortunate position of the men during the day. In the afternoon the crew managed to get their personal belongings ashore, whioh were forwarded in a cart to a neighbouring pa, in which also the shipwrecked crew were bestowed for the night. THE PASSENGERS. The Pleione brought out six persons as passengers, viz, Mr and Mrs Arrowsmith, and Mr Hughill saloon, Mr and Mrs Foster and Miss Grundey second class. The passengers stayed at Field’s house last night and came into town by the 12.25 train this afternoon. The agents of the ship at once engaged accomodation for the passengers, who as yet have not been able to recover their luggage. Mr and Mrs Foster and Miss Grundey were seen by our reporter this afternoon, all of them were most enthusiastic, and eulogistic as to the conduct of the Captain, officers, and crew during the trying time, and more particularly while in the boats. A BRAVE OFFICER. Both Mrs Foster aud Miss Grundey attribute their survival to tbe bravery and brilliant conduct of Mr Liddiard, the second officer, who on witnessing from the shore the capsizing of the captain’s life boat rushed through the surf swimming out some little distance, and in the tumbling breakers succeeded in rescuing Miss Grundy(sic) who was by this time Unconscious, and in extremis. Mr Liddiard having placed his charge in the arms of two of the crew, again dashed into the breakers, and assisted the crew of the Captain’s boat to right her. Mrs Foster states that but for the gallantry of the second mate she must have succumbed. When the boat went over she instinctively clung to the seat of the stern, which she dexterously clung to until rescued by Mr Liddiard. The Forsters(sic) were booked for Wellington, and hope to obtain employment here. Miss Grundy(sic) is in route for Napier. Mrs Foster complains of a great pain in her left side and extremities but does not anticipate any serious consequences. THE POSITION OF THE SHIP. Messrs Pearce and Co this afternoon received a telegram from tbe wreck as follows: “The ship is in much the same position as yesterday. She has made a hole in the sand for herself.” A BAD RECORD. That the stretch of beach on which the ill-fated vessel is stranded may well be regarded as a dangerous coast will be at once apparent when we say that she is the seventh vessel which has left her timber on these inhospitable sands. The following are tha names of the crafts which, during the past few years, have stranded on the beach between Palkakiriki and the mouth of the Manawatu River: Rubina Dunlop, Felix Stowe, Fusileer, Hyderabad, City of Auckland, Manukau, and Pleione. MEDICAL AID. Dr Gillon left for Otakanga by the first train this morning, having been sent for to attend to the injuries sustained by Captain Culbert. A telephone message was received this afternoon to the effect that there is still a heavy sea breaking in the neighbourhood of the Pleione, but the ship has worked out for herself a kind of dock in the sand, by which she is protected from the breakers while she is still afloat.”<\/p>\n\n\n\n

17 March 1888<\/strong> Evening Post, Volume XXXV, Issue 64, Page 2. (Wellington, New Zealand) “THE WRECK OF THE PLEIONE. ONE OF THE CREW LOST. NO CHANCE OF SAVING THE VESSEL. THE CARGO INTACT. A FATALITY EN VOYAGE. [This article was essentially the same as Wanganui Herald, Volume XXII, Issue 6465, 19 March 1888, Page 2, except for the details of the cargo, as follows:] THE CARGO. Fifty casks beer, Heaton and Miller; 33 cases, James Smith; 400 barrels gunpowder, 150 casks cement, 4 quarter-casks port, 120 casks vinegar, 1200 packages wire, 200 kegs nails, 4 tanks fruit, 250 cases currants, 586 bags salt, 200 cases sundries, 200 boxes, Levin and Co.; 34 bales printing paper, 10 drums oil, Evening Post; 3 cases, E. G. Jellicoe; 175 cases beer, Wm. Bannatyne and Co.; 11 cases drapery, 6 bales matting, 8 bales blankets, 1 case rugs, 45 rolls oilcloth and carpeting, Whittem, Nicholson and Co.; 200 cases sleep dip powder, 120 reels barbed wire, 70 boxes, 50 rolls netting, Murray, Roberts and Co.; 25 cases rum, Castendyk and Focke; 15 cases herrings, 100 boxes candles, 2 cases brushes, 100 cases Geneva, 1 tank, 4 quarter-casks port, 25 cases rum, Edward Pearce; 35 bundles of wire, 80 reels of wire, 28 cases sundries, 14 casks, 2 machines, 2 plates, 2 bundles, John Duthie and Co.; 7 cases drapery, 2 bales, Solanders and Co.; 3 cases sundries, G. Dutton; 19 cases bottles, 3 qr-casks ascetic acid, 5 cases phosphorous, 31 bags salt, Kempthorne, Prosser & Co.; 100 kegs nails, 8 packages, 50 cases brandy, Johnston & Co.; 23 sewing machines, Singer Machine Co.; 2 bales mats, 18 cases, Kirkcaldie & Stains; 56 cases sundries, 2 bales, 200 cases gin, 2 tanks, 75 cases stout, 75 cases cocoa, W. & G. Turnbull; 4 casks ink, 3 bales, Lyon & Blair; 22 bales, 9 cases sundries, 1 crate, Turnbull & Smith; 1 case, 1 bale, Edwards, Bennett & Co.; 20 kegs nails, 23 casks, 12 stoves, 59 packages, 25 octaves, W. Nathan & Co.; 25 cases vestas, J. D. Nathan & Co.; 2 bales hemp, Rowland Gould; 31 bundles buckets, 7 cases springs, and a quantity of wheelwright’s material, 1 case saddlery, J. B. Richardson; 27 packages, 4 bales, 1 case, C. Smith; 1 case, C. Gamble; 3 bales canvas, 5 casks blacking, Charles Greatrex & Son; 21 bales, Wakefield & Roydhouse; 4637 cases, 966 bundles, 651 boxes, 76 casks, 617 kegs, 35 drums, 4 hogsheads, 113 bales, 7 crates, 16 bars, 11 tanks, 40 irons, 45 packages, and a quantity of merchandise and ironwork, consignad to order. Stables, Strakar and Co.’s Australian Circular of 19th January, published in London, gives the total declared value of the Pleione’s cargo as \u00a326,800.”<\/p>\n\n\n\n

19 March 1888<\/strong> West Coast Times, Issue 7042, Page 2. (West Coast, South Island, New Zealand) “SHIPPING TELEGRAMS. STRANDING OF THE PLEIONE. Wellington, March 18.” [Not copied due to similarity with other articles.]<\/p>\n\n\n\n

19 March 1888<\/strong> Evening Post, Volume XXXV, Issue 65, Page 2. (Wellington, New Zealand) “THE WRECK OF THE PLEIONE. An EVENING POST reporter visited the scene of the wreck of the Pleione, on the Waikanae beach, yesterday afternoon, in company with about 150 excursionists by the Wellington-Manawatu Railway Company’s special train. The excursion would, doubtless, have been even more largely patronised but for the threatening aspect of tha weather immediately before the time fixed for starting. Those who went out, however, enjoyed the trip immensely, the weather being all that could be desired. The party was delayed for upwards of an hour at Paikakarici owing to the occurrence of three landslips about a mile south of that station. No time was lost in getting up steam in a spare engine kept at Paikakariki, by means of which the excursionists were drawn on to their destination. The debris was removed long before the time for the return trip in the evening. The directors of the Railway Company made an excursion to Longburn yesterday, accompanied by a number of visitors and the Hons. Messrs. G. Fisher and T. Fergus, who alighted at Waikanae, and visited the wreck. The Pleione has, since Friday last, shifted about half a mile north of the point at which she came ashore, but has been stationary since Saturday morning. She now lies within a few feet of low water mark, her head still pointing almost due north, and inclining slightly inshore. To an observer from the beach it would appear to be quite possible to wade out to her side, but the scouring action of the waves and the motion of the vessel have worn a deep channel, about 10ft in width, along which a swift and exceedingly dangerous current runs. The ship still stands bolt upright, and up to a late hour on Saturday evening her hold was perfectly dry. At high water, however, the waves break over her deck, and the saloon and fore-cabin contain two or three feet of water, in which the [f]ittings are floating about. Should the Pleione remain in her present position, the cargo can be landed without a great deal of difficulty. The hull of the ressel may, however, be regarded as already lost, as the shallowness of the water in her neighborhood, and the extent of the breakers renders it impossible for any tug to approach her. The actual landing of the goods is not the only difficulty to be faced, in the first place, it will be necessary to provide for their storage on the bleak and desolate beach, and then it will require to be conveyed either to the Waikanae or Paikakariki railway stations, at no little expense. Captain Gray, of the Customs Department, is camped, with his assistants, directly opposite the vessel, in order to prevent smuggling, and the officers are also quartered in the neighbourhood. Captain Culbert is still at Field’s accommodation house, where he is suffering from pleurisy, a complaint to which he has been subject for some time past. The crew were brought into town by train on Saturday night. Nothing has yet been seen of the body of the drowned seaman, Belshaw. Constables [?]light, of Pahautanui, and Carr, of Otaki, are on duty in the vicinity of the wreck, and intend to make a systematic examination of the beach, the former starting to-day from [?]ukerua and working northward. The crew of the Pleione will probably be discharged to-morrow. Dr. Gillon, as already stated, went out to Mr. Field’s house, where Captain Culbert at present lies, on Saturday morning last. The doctor states that Captain Culbert is suffering from pleurisy, but he anticipates that with care and good nursing he will be about within the space of a few days. The patient was to be removed to-day, and probably will arrive in town this evening. A meeting of the underwriters interested in the wreck was convened for this afternoon, the business to be transacted being the consideration of the course to be adopted with regard to the salvage of the cargo. Up to the present time, however, the agents inform us that the master of the Pleione has not abandoned her.”<\/p>\n\n\n\n

21 March 1888<\/strong> Te Aroha News, Volume V, Issue 248, Page 10. (Te Aroha, Waikato, New Zealand) “WRECK OF THE PLEIONE. ADDITIONAL PARTICULARS. Wellington, March 17. The following additional particulars are forwarded by the Press Association: Captain Culbert states that until the haze of Kapiti Island was sighted no land had been seen since leaving England. The captain mistook that island for Stephen’s Island, and shaped his course accordingly, with the result that the vessel ran ashore on a sandy beach at two a. m. At the time she struck the vessel was going ten knots, and was under fore, main, and mizzen topsails and jib, with a heavy nor’-westerly gale behind. Finding that for the present the ship was safe, the captain decided to wait for daylight before leaving her, and at four a.m. an attempt was made to get ashore. The first boat that started filled at once, and a lifeboat was brought into requisition. The first that left was under the charge of Gray, the first mate; the second was in charge of the captain; and the third under Liddiard, the second mate. About half distance between the vessel and the shore the captain’s boat capsized, and the occupants were thrown into the water. The mate put back and assisted in rescuing them, though the task was difficult. An A.B. [able-bodied] named G. Belshan was drowned before he could be rescued. Captain Culbert suffered considerably from the shock and exposure, and Mrs Foster, a passenger, was in a bad state through the buffetings of the waves, but both are now recovering. The vessel is making no water, and is almost high and dry. The seamen’s personal effects and the ship’s papers have been brought ashore, and there is every probability of tho cargo being saved, but little likelihood of saving the vessel, as she is settling into the sand. During the voyage a seaman named Haynes was washed overboard in the Bay of Biscay and drowned. CARGO LIKELY TO BE SAVED. The General Manager of the South British Insurance Company has received the following telegram from Mr Alfred Boardman, the Company’s representative at Wellington: “Can approach Pleione within 10 feet at low water, and only four inches in well. Three miles from railway station, good road. Hope save all cargo sound at slight expense. \u2014 A. Boardman.” THAMES, March 19. Amongst the passengers on the ship Pleione, which recently went ashore between Wellington and Foxton, were a brother and sister of Dr. Williams, resident surgeon at Thames Hospital. He has been apprised of their safe arrival in the Empire City.”<\/p>\n\n\n\n

21 March 1888<\/strong> Te Aroha News, Volume V, Issue 248, Page 3. “SPECIAL REPORT. PASSENGERS STRUGGLE FOR LIFE. (part) “Captain Culbert, the master of the Pleione, was in Auckland some years ago in command of the Dover Castle. He has been very unfortunate. When the ship Star of Tasmania was wrecked at Oamaru in 1867 Captain Culbert was second officer of that ship, and had a narrow escape of losing his life. Captain Culbert’s father (who was in Auckland in the early days) was then in charge of the Star of Tasmania.” [Also Evening Post, Volume XXXV, Issue 63, 16 March 1888, Page 3. (Wellington, New Zealand) “SECOND EDITION. WRECK OF THE PLEIONE. ALL HANDS LANDED IN SAFETY. THE VESSEL LYING ON A SANDY SHORE.”] [Article not copied due to similarity with others.]<\/p>\n\n\n\n

21 March 1888<\/strong> Te Aroha News, Volume V, Issue 248, Page 3. (Te Aroha, Waikato, New Zealand) “SPECIAL REPORT. PASSENGERS STRUGGLE FOR LIFE. Wellington, 1p.m. March 17. A special reporter from the Wellington “Post” was despatched overland to the scene of the wreck immediately after the news was received in Wellington. He has returned and reports the ship hard and fast on the beach with no hope of getting her off. The cargo at present is quite uninjured. There is but little doubt that it will be salvaged. At six last evening Mr Gray, first mate, went off to sound the well, and found only an inch of water. The Pleione still has all her fore top sails set with foresail clewed up, just as she was when she stranded. There is no telegraph station nearer than Otaki, 12 miles from the wreck, consequently there is only meagre intelligence from the scene today. The agents received a wire that she is still in much the same position, but is gradually making a hole for herself in the sand. The Pleione is lying on an even keel, and when the Post reporter left the weather was moderating. Dr. Gillon, of Wellington, left by the first train this morning to attend Captain Culbert, who is lying at Field’s Accomodation House, Otaihangi, with severe injuries to back and side when capsized from the boat. The name 3 of the passengers are: Saloon: Mr and Mrs Arrowsmith, Mr Hugill. Second cabin: Mr and Mrs Foster, Miss Grunday. After the vessel ran ashore the boats were immediately got out, and all on board were safely got into them. The Captain’s boat, however, was capsized by a heavy sea, and its occupants had narrow escapes. There were two ladies in the boat, and both were nearly drowned. Mrs Grundy(sic) failed to catch hold of the boat, and was being drifted out to sea when Mr Liddiard, the second mate, gallantly struck out and brought her ashore. Mrs Foster clung to the seat of the boat and was overwhelmed by the dash of the waters. She would unquestionably have been drowned but for Mr Liddiard’s prompt help, to whom both the female passengers owe their lives. When the boat capsized, Mr Liddiard promptly swam off to it from the shore. The Pleione makes the seventh vessel lost on this beach within a few years. THE CAPTAIN’S STATEMENT. Captain Culbert in conversation with a reporter said: “I mistook Kapiti for Stephen’s Island,” a mistake which was perhaps excusable, as owing to the fog and rain he did not see Cape Farewell or the Brothers. News has just been received that the sand is banking up around the vessel, which has moved so as to form a kind of dock\u2014in fact she has been floating. Excursion trains run to Waikanae tomorrow. The cargo of the ship is valued at \u00a326,000, and is mostly insured in foreign offices. It is estimated that the loss to the New Zealand Insurance Company will not exceed \u00a31,000. The Pleione had no transhipments for this port. This was no doubt owing to the fact that the Shaw, Savill, and Albion Co. had a ship on the berth for Auckland direct at the time of the Pleione’s departure, the Timaru leaving three days afterwards. All her cargo will therefore be consigned to Wellington and Southern ports. Captain Culbert, the master of the Pleione, was in Auckland some years ago in command of the Dover Castle. He has been very unfortunate. When the ship Star of Tasmania was wrecked at Oamaru in 1867 Captain Culbert was second officer of that ship, and had a narrow escape of losing his life. Captain Culbert’s father (who was in Auckland in the early days) was then in charge of the Star of Tasmania. Several of the crew lost their lives, the captain and officers being saved.”<\/p>\n\n\n\n

21 March 1888<\/strong> Evening Post, Volume XXXV, Issue 67, Page 2. (Wellington, New Zealand) “From the statement of several gentlemen who visited the wreck of the ship Pleione yesterday, it would appear that the vessel has drifted slightly farther up the beach and shoreward, and is still slowly but gradually moving northward and towards the Otaki river. She is now somewhat down by the stern, and consequently the bilge water, running as it necessarily must from the forefoot and the waist to the stern, is now about nine inches deep directly aft. The ship, however, is as tight, the agents assert, as when she left the docks, and is taking in no water. Mr. E. Pearce is calling for tenders to dismantle the top-hamper of the vessel, to minimise, as far as possible, any strain the ship might be put to while being discharged. With regard to what steps will be taken to discharge the cargo, it may be mentioned that Captain Bendall was at the Waikanae beach yesterday, with a view to prepare his report for presentation to the meeting of the underwriters to be held this afternoon. It is probable that the cargo will be discharged either by the ship’s agent or by the underwriters, the modus operandi being either by trestle staging from the shore, or else by wire ropes running from the lower masts to the shore. Captain Culbert still remains at Field’s house, and is reported to be much in the same condition as he was when seen by Dr. Gillon on Saturday last. Mr. Grey, the chief officer, remains in charge of the ship, the crew of which will be discharged some time this afternoon.”<\/p>\n\n\n\n

22 March 1888<\/strong> Taranaki Herald, Volume XXXVII, Issue 8119, Page 2. (Taranaki, New Zealand) “STRANDING OF THE PLEIONE. FURTHER PARTICULARS. THE passengers and crew of the ill-fated ship Pleione, says the N.Z. Times of Monday, to the number of 26 persons, were brought down from Waikanae by the late train on Saturday. Captain Culbert and his three mates have remained by the wreck. The ship still continues in much the same position, but is embedded deeper in the sand. It has now been ascertained that the man Belshaw, who was drowned, and of whose body no trace has yet been seen, was at the time he attempted to swim ashore clothed in two tweed suits, a set of oilskins, and a pair of sea boots. He was a man of about 53 years of age, and hailed from Liverpool. Several of the sailors state that they often heard him assert that he did not think he had a relation in the world. He had been 37 years at sea, and had never met with a casualty of any kind until this accident, which proved fatal to him. On the Tuesday night previous to the accident it was hazy with a light drizzling rain, and it was blowing very hard. As the land loomed in sight, which has since proved to be Kapiti, the captain and mate, after consultation, came to the conclusion that it was Stephen’s Island, and thought they were steering through the Straits. Immediately the vessel struck, which occurred at 1.25 a.m. on Friday morning, the captain told the passengers that they had nothing to fear, and at the same time ordered all boats to be ready for lowering. Shortly after daylight tbe crew and passengers, 29 souls in all, got into the boats, 11 in the lifeboat, in which was the captain, and the other 18 in two other boats. The two boats in charge of the mates had no sooner got to the shore when it was seen that the captain’s boat had got overturned, and a seaman named Hoey, supposed to be a native of Queensland, at once struck out to the rescue. The other sailors also plunged in, but it was Hoey who rescued the ladies, not Liddiard, as stated. We regret to learn that the captain’s complaint has developed into pleurisy. Immediately the weather moderates sufficiently the work of getting out the cargo will be undertaken with all possible expedition. Captain Bendall, who has recently been attending the inquiry into the grounding of the Bellinger at Waitara, is now at the Waikanae on behalf of the Underwriters’ Association. The following are the names of the passengers of the Pleione: Mr and Mrs Arrowsmith and Mr Hugill, saloon; Mr and Mrs Foster and Miss Grundey, second class.”<\/p>\n\n\n\n

22 March 1888<\/strong> Evening Post, Volume XXXV, Issue 68, Page 2. (Wellington, New Zealand) “\u2026Captain Culbert, the master of the Pleione (says the Auckland Star), was in Auckland some years ago in command of the Dover Castle. He has been very unfortunate. When the ship Star of Tasmania was wrecked at Oamaru in 1867, Captain Culbert was second officer of that ship, and had a narrow escape of losng his life. Captain Culbert’s father (who was in Auckland in the early days) was then in charge of the Star of Tasmania. Several of the crew lost their lives, the captain and officers being saved\u2026. Tenders for dismantling the ship Pleione were received by the agent up to noon today. Captain Cooper was the successful tenderer, but at what figure the ship’s agent declined to say. A gentleman who visited the wreck yesterday states that the sea yesterday was perfectly calm round the vessel, so much so that a ship’s dingy could with perfect safety have been rowed round the Pleione. Captain Culbert still remains at Field’s house in much the same condition as when last reported, and it is feared that his recovery will be retarded unless he comes into town, where he can be placed under a skillful nurse and have regular medical attendance. It transpires that the man who was at the wheel at the time when the vessel struck was Belshaw, the unfortunate seaman who was drowned by being capsized from the captain’s lifeboat. The lookout man, however, is still in town, and he will be produced by the Customs Department at the magisterial enquiry. In all probability the enquiry, if it is commenced within the next few days, will be adjourned, in order that the captain and officers of the stranded ship may appear to give evidence. The agent, by an advertisement in another column, calls for sealed tenders for the salving of the Pleione.”<\/p>\n\n\n\n

26 March 1888<\/strong> Evening Post, Volume XXXV, Issue 71, Page 2. (Wellington, New Zealand) “Captain Culbert, of the ill-fated ship Pleione, came into town on Saturday, though he has not quite recovered from his illness. This morning he interviewed Mr. Hart, the Acting Collector of Customs, with reference to the date for the magisterial enquiry, which will, in all probability, be fixed for Wednesday or Thursday next.”<\/p>\n\n\n\n

29 March 1888<\/strong> Evening Post, Volume XXXV, Issue 74, Page 3. (Wellington, New Zealand) “The Wreck of the Pleione. THE ENQUIRY. The nautical enquiry into the circumstances attending the wreck of the ship Pleione on the Waikanae beach on the 15th of March was commenced at the Magistrate’s Court this morning, before Messrs. J. R. Blair, G. Allen, and J. H. Bethune, Justices, and Captain Horne, R.N., and Captain Robb, Assessors. Mr. W. FitzGerald was present on behalf of the Customs Department, Mr. E. T. Hart, Acting-Collector of Customs, also being present. Mr. Bell watched the proceedings on behalf of the owners of the vessel. Captain Culbert was examined by Mr. FitzGerald, and stated he noted his position in the log-book on the 13th, and he expected to sight land a little to southward of Cape Farewell between 6 and 7 o’clock next morning. He did sight land early next morning, but as he could only see the top he could not judge at what distance it was. The weather was hazy at the time. About 9 o’clock the haze lifted, and he saw what he took to be Saddle Hill. He had three chronometers on board-one the ship’s and two private ones. He worked by his own, as he had been accustomed to do for years. There had been a difference of 70 miles between the mate’s chronometer and his own, but he took his position to be that worked out by himself. He was on deck all day on the 14th, and lost sight of land shortly after noon. He saw no more land until after midnight, and then did not see any lights. He could not account for the accident. By the Court\u2014The compasses were not defective to his knowledge. He was aware of the error. He did not take soundings, but was preparing to do so when the vessel went ashore. Witness did not think anything wrong on account of not seeing the Spit light. He had no doubt of his bearings at noon. There was about 2 miles difference in the reckonings of the mate and witness. He made no allowance for surface current, leaving the tides to keep him on his right course. The first warning of the nearness of the ship to land was her bumping. He was familiar with the coast. Hugh Walter Gray, chief mate of the vessel, was called, and gave evidence substantially the same as that given by the captain as to the position of the ship on the 14th instant. By the Court\u2014He was of opinion that the land sighted on the 14th was Cape Farewell, and he told the captain so. He could not suggest anything that would have caused the vessel to get so out of her reckoning. By Mr. FitzGerald\u2014A small steamer was seen in shore about 8 o’olook, and she seemed to be going on the same course as the Pleione. Kapiti was covered with clouds when they first saw it. About a fortnight ago the log was overhauled, the way-line measured, and the glass timed. Harry Hoey, Richard James, A.B.’s, and Sidney Bloomfleld, third mate, also gave evidence. Sydney St. John Liddiard, second officer, deposed to being on watch when the vessel struck. He directed the first mate’s attention to the noise of breakers ahead. He was not familiar with the coast. The captain, in answer to the Court said that be could give no explanation as to how his ship got into her unfortunate position. He hoped the Court would take into consideration, in coming to a decision, that several other vessels had been ashore on that portion of the coast, having been deceived as to the coast. The Court considered that the captain had committed an error of judgment in relying too much upon his own chronometer. If he was not satisfied as to his position, he should have taken soundings, and hove-to until daylight. The Court censured him for not having taken this course, and ordered him to pay the costs of the enquiry, amounting to nine guineas. His certificate was returned.”<\/p>\n\n\n\n

25 April 1888<\/strong> West Coast Times, Issue 7071, Page 2. (West Coast, South Island, New Zealand) “TELEGRAPHIC NEWS. Wellington, Apr 11. [Also Wanganui Herald, Volume XXII, Issue 6495, 25 April 1888, Page 2 (Manawatu-Wanganui Region, New Zealand) and Hawkes Bay Herald?, Tuesday, 25 Apr 1888, Wellington [source on file] “Captain CULBERT, of the stranded ship PLEIONE, has been appointed to the command of the ship PLEI[A]DES, and he leaves to-morrow for Lyttleton, where the vessel is loading.”<\/p>\n\n\n\n

5 February 1889<\/strong> Evening Post, Volume XXXVII, Issue 30, Page 2 (Wellington, New Zealand) “PORT OF WELLINGTON. DEPARTURES February 4 – Napier, ss., 48 tons, [Capt.] Harvey, for Foxton. Passenger-Mr Culbert”<\/p>\n\n\n\n

9 January 1889<\/strong> Evening Post, Volume XXXVII, Issue 7, Page 2. (Wellington, New Zealand) [Also West Coast Times, Issue 7320, 14 February 1889, Page 2 (West Coast, South Island, New Zealand)] “PORT OF HOKITIKA” A number of changes have recently been made in the commanderships of the Shaw, Savill, and Albion Co.’s sailing ships. Capt. Maxwell, who resigned the command of the Oamaru owing to ill-health has been succeeded by Captain Boorman, formerly of the Euterpe, and more lately of the Akaroa. Captain Culbert, late of the Pleione, who took home the Pleiades from Lyttelton, in consequence of the illness of Captain Setten, has been appointed to the Akaroa; and as Captain Setten, who went home by steamer, is still too ill to resume active work, his place on the Pleiades has been filled by Captain Moreton, late chief officer of the Westland. The Pleiades is at present loading at London for Auckland, and is consigned to Messrs. Cruickshank and Co.”<\/p>\n\n\n\n

4 February 1890<\/strong> Evening Post, Volume XXXIX, Issue 77, Page 1, Advertisements, Column 1. (Wellington, New Zealand) [also found in Mar. 3, 6, 8, 11, 15, 18, 20, 21, 26-29, and Apr. 1, 2, 5, 7, 8, 10-12, 19, 21, 26, 28, 29, and May 2, 6, 7, 9, 10, 12, 13, 15, 16, 19, 20, 26, 27, 29, and Jul. 4] “Shipping SHAW, SAVILL & ALBION COMPANY (Limited) MONTHLY LINE OF ROYAL MAIL FAST PASSENGER STEAMERS BETWEEN ALL PORTS OF NEW ZEALAND AND LONDON [SNIP] The above will be supplemented by the following and other first-class SAILING VESSELS AND CARGO STEAMERS [SNIP] Name of Ship: Akaroa Tons: 1298 Class: 100A1 Commander: Culbert Probable Time of Sailing: April”<\/p>\n\n\n\n

29 April 1890<\/strong> Evening Post, Volume XXXIX, Issue 99, Page 3, Advertisements Column 3. (Wellington, New Zealand) .”SHAW, SAVILL & ALBION COMPANY (Limited). SHIP AKAROA, FROM LONDON. THE above-named vessel arrived today was berthed at the Queen’s Wharf and commenced to discharge. Consignees are requested to take delivery of their cargo in terms of bills of lading, otherwise it will be landed and stored at their risk and expense. All damaged cargo must be examined prior to removal from wharf, otherwise no claim will be acknowledged for same. LEVIN A CO., Agents. Captain Culbert will not be responsible for any debts contracted by the crew without his written authority. Wellington, 29th April, 1890.”<\/p>\n\n\n\n

30 April 1890<\/strong> Evening Post, Volume XXXIX, Issue 100, Page 2. (Wellington, New Zealand) “BY TELEGRAPH. THE AKAROA FROM LONDON.” [Also Wanganui Herald, Volume XXIV, Issue 7091, 2 May 1890, Page 2, (Manawatu-Wanganui Region, New Zealand)] “EXPECTED ARRIVALS. At Wellington. The barque Akaroa, Captain Culbert, was towed in yesterday afternoon, and berthed at the wharf. She left London on the 20th December, the Down 25th, crossed the Equator 4th February, passed the Cape of Good Hope 11th March, made the Snare on the 21st instant, and was off the Heads on Monday morning. In the vicinity of the Equator had 14 days of doldrum weather, and on the 7th April stiff NW gale was encountered, during which time the vessel was hove-to under lower-topsails, which were both blown away, and the barque kept to the wind under bare poles. On tha 10th the standard of the steering gear was carried away by a heavy sea, and the next day the gale able weather prevailing until the Snares were passed.”<\/p>\n\n\n\n

26 May 1890<\/strong> Evening Post, Volume XXXIX, Issue 122, Page 2. (Wellington, New Zealand) “SHIPPING. PORT OF WELLINGTON. ENTERED OUTWARDS. May 21-Akaroa, barque, 1183(?) tons, [Capt.] Culbert, for London”<\/p>\n\n\n\n

10 March 1891<\/strong> Evening Post, Volume XLI, Issue 38, Page 2. (Wellington, New Zealand) “ARRIVAL OF THE AKAROA, FROM LONDON. The barque Akaroa, from London, was brought in by Pilot Shilling at 3 o’clock this morning. Captain A. J. Murray is now in command, Captain Culbert having been appointed to the ship Canterbury. The Akaroa has had a fine weather voyage, and has accomplished it in 94 days, the quickest she has made, we believe. She came south about and made a good run up from the Snares, this being the fourth day since she passed. W. & G. Turnbull & Co. are agents for her.”<\/p>\n\n\n\n

9 February 1892<\/strong> North Otago Times, Volume XXXVI, Issue 786, Page 3, Advertisements, Column 1. (prev. Oamaru Times and Waitaki Reporter [1864-?]; 1876-1932, Otago, South Island, New Zealand) “SHAW, SAVILL AND ALBION COMPANY, LTD. THIRD WOOL SHIP OF THE SEASON. The *100 A1 Iron Clipper Ship CANTERBURY, A. Culbert, Commander, Will be despatched for LONDON, DIRECT, on or about the 13th day of FEBRUARY. WOOL and GENERAL CARGO now being received. A LIMITED QUANTITY of GRAIN can be taken by this vessel. The space available being very small. Prompt Application is necessary. The Canterbury has Excellent Accommodation for a few Saloon Passengers. Fresh meat supplied throughout the voyage. For Freight or Passage apply to the Agents, NATIONAL MORTGAGE AND AGENCY COMPANY OF NEW ZEALAND, LIMITED, W. H. ROSE, Manager”<\/p>\n\n\n\n

18 February 1892<\/strong> North Otago Times, Volume XXXVI, Issue 7369, Page 3, Advertisements, Column 4. (prev. Oamaru Times and Waitaki Reporter [1864-?]; 1876-1932, Otago, South Island, New Zealand) “SHAW, SAVILL AND ALBION COMPANY, LTD. THIRD WOOL SHIP OF THE SEASON. The *100 A1 Iron Clipper Ship CANTERBURY, A. Culbert, Commander, Will be despatched for LONDON, DIRECT, on 20th FEBRUARY.”<\/p>\n\n\n\n

5 January 1893<\/strong> Otago Witness, Issue 2028, Page 35 (Dunedin, South Island, New Zealand) “COLONIAL. ARRIVALS. December 31. Canterbury, ship, 1245 tons, [Capt.] Culbert, from Glasgow (October 11). Passengers:\u2026”<\/p>\n\n\n\n

24 March 1893<\/strong> Evening Post, Volume XLV, Issue 70, Page 1, Advertisements, Column 1. (Wellington, New Zealand) [also found: 25 Mar., and Apr. 1, 14, 15, 26, 28, 29, and May 1, 4, 8, 12, 16 and Jun. 10] “SHAW, SAYILL AND ALBION COMPANY (Limited). MONTHLY LINE OF ROYAL MAIL FAST PASSENGER STEAMERS, BETWEEN ALL PORTS OF NEW ZEALAND AND LONDON. [SNIP] FLAX VESSELS FOR AMERICA. [SNIP] For Boston. Ship: Canterbury Tons: [not given] Class: 1309 Commander: Culbert Probable Time of Sailing: May The undersigned are empowered to grant passages from London to New Zealand, payment for which has been guaranteed in the Colony, W. & G. TURNBULL & CO. MURRAY, ROBERTS & CO. LEVIN & CO.”<\/p>\n\n\n\n

10 January 1895<\/strong> Otago Witness, Issue 2133, Page 36. (Dunedin, South Island, New Zealand) “SHIPPING NEWS. COLONIAL AND FOREIGN. ARRIVALS. January 8. Canterbury, ship, 1245 tons, [Capt.] Culbert, from Glasgow (October 12)\u2026 The Shaw, Savill, and Albion Company’s fine ship Canterbury, from Glasgow, arrived off the heads at 1 p.m. on Tuesday. The Canterbury brings some 900 tons of cargo, the greater portion of which is for Dunedin and the balance for Wellington, also two passengers, who have enjoyed good health, and the good ship is still under the command of Captain Culbert, whom we again welcome back after an absence of two years. The Canterbury, which comes into port in that usual fine order which has always characterised her while under the command of Captain Culbert, has made the passage from anchor to anchor in 88 days, and from land to land in 80 days.”<\/p>\n\n\n\n

9 January 1897<\/strong> Evening Post, Volume LIII, Issue 7, Page 4. (Wellington, New Zealand) “BY TELEGRAPH. DUNEDIN, 8th January. Arrived – Canterbury, ship [Capt.] Culbert, from London (16th October)”<\/p>\n\n\n\n

14 January 1897<\/strong> Otago Witness, Issue 2237, Page 38. “SHIPPING NEWS. COLONIAL AND FOREIGN. ARRIVALS. \u2026The Shaw, Savill, and Albion Company’s Canterbury, from London, arrived on Friday, and was towed up by the Plucky as far as the quarantine ground, where she anchored, having on board 572 packages of gunpowder, which was stowed in a properly-constructed magazine. The Canterbury is under the command of Captain Culbert. Her cargo consists second(sic-appears part of text is missing), and Mr Kenny third. Her cargo consists of some 1850 tons, 1050 tons of which is for Dunedin and the remainder for the Bluff, and the vessel comes consigned to Messrs Murray, Roberts, and Co. Her passage has been accomplished in a few hours over 83 days, and Captain Culbert is to be complimented on having made the best passage of the season, and the vessel comes into port in admirable order.”<\/p>\n\n\n\n

24 April 1897<\/strong> North Otago Times, Volume XXVI, Issue 8884, Page 3, Advertisements, Column 2 (prev. Oamaru Times and Waitaki Reporter [1864-?]; 1876-1932, Otago, South Island, New Zealand) “GEORGE SUMPTER SATURDAY, 24th APRIL. GEORGE SUMPTER has received instructions from Mrs A. Culbert (who is leaving the district) and other vendors to sell \u2014 1 Sofa, 1 Chest Drawers, Chairs, Tables, Miner Range No. 3, Double Iron Bedstead, Spring Mattress, Garden Tools, Kitchen Utensils, Books, Sewing Machines, Carpets, Horse Rugs, Lamps, Potatoes, Onions, Tomatoes, Apples, Quinces, Pears, Carrots, Oaten Sheaf Chaff, Fowls, and a large quantity of Sundries.”<\/p>\n\n\n\n

19 January 1898<\/strong> Evening Post, Volume LV, Issue 15, Page 4. (Wellington, New Zealand) “CANTERBURY, FROM LIVERPOOL. Captain Lobb, of the Taupo, reports signalling the ship Canterbury, Captain Culbert, bound from Liverpool to Wellington, about 10 miles south of the Kaikouras at 2.45 pm yesterday. The vessel, which was standing off and on in the face of a strong head wind, reported “all well.” She left Liverpool on the 19th October, and has on board about 2000 tons general merchandise for Wellington and Dunedin. The first change of wind should bring the vessel into harbour.”<\/p>\n\n\n\n

24 January 1898<\/strong> Evening Post, Volume LV, Issue 19, Page 4. (Wellington, New Zealand) “SHIPPING. PORT OF WELLINGTON. ARRIVALS. January 23- Canterbury, ship, 1245 tons, [Capt.] Culbert, from Liverpool”<\/p>\n\n\n\n

24 January 1898<\/strong> Evening Post, Volume LV, Issue 19, Page 4. (Wellington, New Zealand) “CANTERBURY. FROM LIVERPOOL. It was last Wednesday that the Shaw, Savill and Albion Co’s ship Canterbury, Captain Culbert, from Liverpool, was signalled by the Taupo 10 miles south of the Kaikouras, but owing to the continuance of the northerly winds she was unable to make this port until yesterday afternoon, a change to the southward enabling the sailer to come to an anchorago without the services of a tug. Of the voyage, Captain Culbert reports as follows: The vessel left the Waterloo Docks on 15th October, but as the tug was unable to make satisfactory headway against a heavy southerly gale, it was found necessary to put into Holyhead, from where another start was made on the 19th. The south-east trades were picked up on 17th November in lat 5deg 30min, long 28deg west, the line being crossed on the 20th in long 28deg west. Passed the Martin Vay Rocks on the 26th, and the same day sighted several Homeward-bound vessels. The south-east trades were lost in lat 21-1\/2deg S, long 28deg 44min W. The meridian of Greenwich was passed in 39deg 20min S, fresh northerly winds being experienced, and the Cape of Good Hope on 12th December in lat 42deg S. On 3rd January the meridian of Cape Leuwin was passed in 44 S. Tasmania was passed on the 9th and the Snares on the 14th. From there had southerly winds to the Peninsula, then strong head winds to Cape Campbell. At 6 o’clock yesterday morning the wind veered round to the southward, enabling the vessel to reach port. The ship Drumpark and the barques Lucknow and Dunard were spoken during the voyage, none ot them being bound to or from New Zealand. Messrs Levin and Co are the local agents.”<\/p>\n\n\n\n

25 January 1898<\/strong> Evening Post, Volume LV, Issue 20, Page 5. (Wellington, New Zealand) “STABBING AFFRAY ON A VESSEL IN PORT. A rather serious stabbing affair took place on the ship Canterbury at midnight. From the statements made by some of the crew to Constable Johnston, who was on the scene shortly after the occurrence, it appeared that a seaman named John Barry, an American, came on board under the influence of liquor, and woke up a mate named John William Collins, who was lying, fully dressed, in his bunk asleep. The two men were members of the same watch, and there was some amount of ill feeling between them. A quarrel ensued, and Collins struck Barry with his fist. Then, thinking that the affair was over, Collins was about to “turn in,” when Barry, drawing his sheath-knife, is said to have made a rush at him and stabbed him in the head and shoulder, accompanying the blow with the remark, “This is what I do to men that play dirty tricks on me.” The other members of the crew, who had turned out by this time, knocked Barry down and held him till Constable Johnston arrived. Barry, who offered no resistance, was taken to the police cell. On the arrival of Dr. Anson, who had been telephoned for, it was found that the stab on the head was on the left side, high up, 1 in long and about 1 in deep. The blow being a glancing one, the knife had just slightly touched the skull. The other stab was 2-1\/2 in long and 1\/2 in deep, and was situated at the top of the outer side of the left shoulder. The injured man was then made comfortable for the night on board. Captain Culbert states that he knew nothing about the bad feeling which led up to the affray. This morning Barry was brought before the Stipendiary Magistrate charged with having wounded Collins. Mr. Young stated that he had just been instructed to appear for the accused, and he therefore asked for a remand. Accused was accordingly remanded till Friday, bail being allowed in two sureties of \u00a330 each. His Worship remarked that he regarded cases of assault in which knives were used as of a very grave character. The injured man was present in Court with his wounds bandaged up.”<\/p>\n\n\n\n

29 January 1898<\/strong> Evening Post, Volume LV, Issue 24, Page 5. (Wellington, New Zealand) “THE STRAIT OF MAGELLAN. The Strait of Magellan has an unenviable reputation as a test in navigation, but the splendid scenery of the Strait tempts many a shipmaster to try the difficulties of this wind-haunted and tortuous passage. The Strait is 375 miles long, and its breadth varies from half-a-mile to 100 miles. The narrow Western half is shut in by steep-wooded mountains; the current runs strongly through it, and the prevailing westerly winds are a great hindrance to sailing vessels. There are several fine harbours along this part of the Strait. The eastern half, however, is bounded by level, gently rolling grassy plains. The mountains that rise on both sides are snow-capped, and glaciers extend from their flanks. The weather is exceedingly changeable. Mr. Forbes, second officer of the Otarama, now in port, has frequently been through the Strait under Captain Greenstreet. On the occasion the Rimutaka went through without a single stoppage in the very short time of 23 hours 45 minutes. Captain Greenstreet, of the New Zealand Shipping Company’s steamer Rimutaka, invariably threads the passage, and knows it thoroughly, and the Ruahine has also been taken through on a couple of occasions by Captain Bone. The Pacific Company’s vessels, trading to the western coast of America (on one of which the castaways are now returning Home), always effect a saving in their time by taking this passage. Two of their vessels, however, were lost in the Strait. On her last trip Home, Captain Milward successfully took the Mataura through the passage. Captain Culbert, of the ship Canterbury, now in port, has kindly shown us a large chart of the locality, on which Sealer’s Cove, where the Mataura went ashore, is not shown. It is, however, supposed to be some 30 miles to the south of Cape Pillar, the western point on the south side of the Straits. If so, the last journey thence to Sandy Cove must have been about 250 miles in length. Sandy Cove is situated nearer the eastern end of the passage, and the boat must have traversed three-quarters of the Strait before its occupants found signs of civilisation(sic). At Sandy Point there is the Chilian penal settlement of Punta Arenas. It has a military governor and a few soldiers, and consists of a Government House, with a flagstaff and a small chapel, and the not-inviting houses of the settlers. The situation is a beautiful one, on a level, park-like plain. Wood and water are abundant. The settlement was transferred from Port Famine in 1852.”<\/p>\n\n\n\n

3 February 1898<\/strong> Evening Post, Volume LV, Issue 28, Page 4. (Wellington, New Zealand) “SHIPPING. DEPARTURES. February 3- Canterbury, ship, 1245 tons, [Capt.] Culbert, for Dunedin”<\/p>\n\n\n\n

3 October 1898<\/strong> Evening Post, Volume LVI, Issue 81, Page 4. (Wellington, New Zealand) “BY TELEGRAPH. Newcastle, 3rd October \u2026According to the last mail news the following changes have been made amongst the masters of the Shaw, Savill, and Albion Co’s sailing fleet: Captain Renaut, of the ship Timaru, takes command of the Margaret Galbraith, relieving Captain Collingwood, of the latter ship, who goes to the Canterbury, whilst Captain Culbert has been transferred from the Canterbury to the Timaru. Captain Broadway, who went Home from Dunedin last season in command of the barque Hudson, is at present acting chief mate of the Margaret Galbraith, the Hudson having been sold on her arrival Home.”<\/p>\n\n\n\n

12 January 1899<\/strong> Otago Witness, Issue 2341, Page 23. (Dunedin, South Island, New Zealand) “CASUALTIES. The body of William Moir, 49 years of age, carpenter of the ship Timaru, who disappeared on the night of the 23rd ult., was found on Friday on the beach at the Bluff abreast of the ship. Moir had been on board a cutter near by, and it is believed that he fell between her and the wharf as he was returning to his ship. Captain Culbert deposed that Moir was a sober man. He was a native of Montrose, where his parents still live. He had been in the ship the long period of 15 years. A verdict of found drowned was returned.”<\/p>\n\n\n\n

30 November 1899<\/strong> Otago Witness, Issue 2387, Page 28. (Dunedin, South Island, New Zealand) [p. 29, Christmas Annual – Supplement to the regular issue – This page has a photo montage with the portraits indexed.] “A FEW CAPTAINS who have VISITED OTAGO From its Foundation to the Present Day. \u202628. Capt. Culbert, Himalaya.” [Insert image here]<\/p>\n\n\n\n

3 February 1902<\/strong> Evening Post, Volume LXIII, Issue 29, Page 6. (Wellington, New Zealand) “LATE SHIPPING. BY TELEGRAPH. Sydney, 3rd February For Lyttelton- Messrs Culbert(3).”<\/p>\n\n\n\n

11 November 1902<\/strong> Evening Post, Volume LXIV, Issue 115, Page 4. (Wellington, New Zealand) “SHIPPING. PORT OF WELLINGTON. ARRIVALS. November 10-Annesley, ship, 1591 tons, [Capt.] Culbert, from Liverpool.”<\/p>\n\n\n\n

26 November 1902<\/strong> Evening Post, Volume LXIV, Issue 128, Page 4. (Wellington, New Zealand) “SHIPPING. PORT OF WELLINGTON. DEPARTURES. November 26- Annesley, ship, 1591 tons, [Capt.] Culbert, for Dunedin.”<\/p>\n\n\n\n

7 January 1903<\/strong> Otago Witness, Issue 2547, Page 31, Advertisements, Column 4. (Dunedin, South Island, New Zealand) “The ship Annesley, Captain Culbert, was towed to sea on Friday by the tugs Plucky and Koputain, and, being taken to a good offing, sailed with a strong fair wind for Wellington to load for a Home port.”<\/p>\n\n\n\n

14 January 1903<\/strong> Evening Post, Volume LXV, Issue 11, Page 4. (Wellington, New Zealand) “SHIPPING. PORT OF WELLINGTON. ARRIVALS. January 14- Annesley, ship, 1591 tons, [Capt.] Culbert, from Dunedin.”<\/p>\n\n\n\n

9 February 1907<\/strong> Evening Post, Volume LXXIII, Issue 34, Page 5. (Wellington, New Zealand) [And also Wanganui Herald, Volume XXXXI, Issue 12092, 11 February 1907 Page 5. “A NINE MONTH’S VOYAGE. Short of Provisions. (Per United Press Association.) CHRISTCHURCH, February 9.] “AN EVENTFUL PASSAGE. EXPERIENCES OF THE ANNESLEY. By TELEGRAPH. \u2014 PRESS ASSOCIATION. CHRISTCHURCH, 8th February. The Annesley, a large iron barque, put in at Lyttelton last night for provisions. The barque is on a somewhat protracted voyage from the Tyne (England) to San Francisco, with a cargo of pig-iron and bricks. Her last port was Monte Video, which she left ninety-seven days ago. She is commanded by Captain Ceriez. The Annesley has had an eventful passage. She left the Tyne over nine months ago- on 24th April, 1906- bound for San Francisco, under command of Captain Culbert. Trouble began soon after her departure, for one of her seamen died while she was in the Channel. When off Cape Horn, on 24th July, exactly three months after leaving the Tyne, Captain Culbert died. After knocking about the Horn for some weeks, the vessel put into Monte Video on the 28th August. She remained there for over two months, and then Captain Ceriez, who was sent out from England, took command. She sailed from Monte Video on the 2nd November last. Very heavy weather was encountered just after leaving, and the barque behaved in such a manner that Captain Ceriez decided to make an eastern passage. She was thirty-two days from Monte Video to the meridian of the Cape of Good Hope. The passage thence to New Zealand was such that Captain Ceriez declares he never before experienced the like. It consisted mainly of a succession of calms, broken by gales. A long calm would be followed by a gale blowing fiercely for from twelve to twenty hours, then dying down, but leaving a heavy sea in which the heavily-laden vessel rolled terribly. On Sunday last she made the Snares. Her master, seeing that at the slow progress the barque was making it would be long before he reached San Francisco, determined to put into a New Zealand port to replenish his supplies. He experienced thick weather, and winds varying from north to south-east, off the coast, and was unable to make Port Chalmers. Accordingly last night he put into Lyttelton. The barque has a charter to load at San Francisco for Adelaide. She is an iron barque of 1591 tons net register, and is nearly thirty-one years old. She was formerly known as the British Enterprise, and is owned by Shaw, Savill, and Co.”<\/p>\n\n\n\n

11 February 1907<\/strong> Evening Post, Volume LXXIII, Issue 35, Page 4. (Wellington, New Zealand) “Apropos of the reported death of Captain Culbert, of the Shaw-Savill ship Annesley, it may be be mentioned that the deceased skipper was probably the oldest captain in the company’s employ. He was well known in New Zealand, having traded here for the last 25 years. At one time he had command of the Pleione.”<\/p>\n\n\n\n

4 February 1915<\/strong> Evening Post, Volume LXXXIX, Issue 29, Page 3. (Wellington, New Zealand) “SALE OF THE PLEIONE The news that the old ship Pleione, 997 tons, has again changed hands recalls the days when this vessel was among the best known traders from Home to New Zealand. For some years past she has been under Norwegian ownership, but has now been purchased by Mr. K. F. Holmberg, of Finland. When informed of the sale, a well known local resident, who has always taken a keen interest in shipping and yachting matters, stated that the Pleione had had a very interesting career, and was a regular trader between England and New Zealand for a great many years. Captain Renaut, sen., whose death was announced from London a few months ago, was for a long time master of the vessel, and afterwards became the London shipping representative of the Gear Meat Company. The Pleione gained much popularity as a passenger vessel, and on several occasions acted as flagship at regattas in Wellington harbour. Many fast passages are credited to her. Whilst bound from London to Wellington in the ’80s, in charge of the late Captain Culbert, she ran ashore on the Otaki beach in hazy weather, and remained there for a considerable time. The work of refloating her proved difficult, but by the use of mushroom anchors and other appliances she was eventually got into deep water again, and brought to Wellington, where repairs were carried out. After that she resumed running, and for some time Captain Sargeant, who is now connected with local shipping circles, was in command. The introduction of steamship services compelled the Shaw, Savill, and Albion Company to withdraw her from the Home-New Zealand trade, and she has latterly been engaged in other waters. At the time the Pleione went ashore the ship Weathersfield was also on the beach at Otaki, having grounded under somewhat similar circumstances. This vessel, however, remained there for some years before again entering the sea. Under the ownership of the late Mr. T. G. Macarthy she made many trips between Australia, New Zealand, and the Pacific Coast. She was eventually towed to Fiji, for use as a hulk for the Union Steam Ship Company.”<\/p>\n

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William J. Culbert was the earliest known member of a Scots mariner family. He was born December 24, 1817, in Dundee, Angus, Scotland, U.K. Not much information has been found to date about his personal life except that concerning his occupation as a mariner. William served as Captain of the ship Vistula from 1859-1861, and… Continue reading William J. Culbert (1817-?)<\/span> →<\/span><\/a><\/p>\n

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