Member of Licensing Court appointed.

Department of Justice,
Wellington, 13th July, 1876.

HIS Excellency the Governor has been pleased to
appoint

JACOB SELIG CARO, Esq.,
to be a Member of the Licensing Courts for the
Districts of Pelorus and Town of Havelock, vice Sir
N. M. A. Campbell, resigned.

CHARLES C. BOWEN.

Visiting Justice appointed.

Department of Justice,
Wellington, 14th July, 1876.

HIS Excellency the Governor has been pleased to
appoint

HERBERT WILLIAM BRABANT, Esq., R.M.,
to be a Visiting Justice of the Prison at Tauranga.

CHARLES C. BOWEN.

Registrar of Supreme Court appointed.

Department of Justice,
Wellington, 14th July, 1876.

HIS Excellency the Governor has been pleased to
appoint

STEPHEN LUNN MULLER, Esq.,
to be Registrar at Blenheim of the Supreme Court,
vice J. Barleyman, Esq., transferred.

CHARLES C. BOWEN.

Licensing Officer for Kumara Special Licensing
District appointed.

Department of Justice,
Wellington, 19th July, 1876.

HIS Excellency the Governor has been pleased to
appoint

MATTHEW PRICE, Esq., R.M.,
to be a person to grant Licenses within the Kumara
Special Licensing District.

CHARLES C. BOWEN.

NOTICE TO MARINERS.

No. 16 of 1876.

Customs Department (Marine Branch),
Wellington, 7th July, 1876.

THE following observations upon the navigation of
Foveaux Strait, furnished by Captain Thomson,
Harbour Master at Bluff Harbour, are published for
general information.

GEO. MCLEAN,
Commissioner of Customs.

FOVEAUX STRAIT FROM THE WESTWARD.

VESSELS from the westward, bound to Bluff Harbour,
should endeavour to make the Solander, which is in
a very favourable position for a land-fall, then steer
for the entrance of Foveaux Strait. Codfish and
Rugged Islands are high and conspicuous, and during
hazy weather can often be seen before the still higher
main of Stewart Island. Should it be blowing hard
from the westward, or night coming on, they should
haul close in with land at Saddle Point; it is easily
distinguished by its name, and between which and
Port William perfect shelter will be obtained, with
smooth water and safe anchorage. The best is abreast of Mussle River, from a half to a mile off the shore,
in from 5 to 12 fathoms. The only outlying danger
is the Newton Rock, about 3 miles N.W. from Port
William, and about a mile from the nearest land; has
only 6 feet over it, but good anchorage all round.

After having made out the land, masters need have
no hesitation in taking Foveaux Strait during the
heaviest gales, as the above shelter is extensive, and
a vessel may either anchor or dodge under the island
in perfect safety, with, when clear, Dog Island Light
in sight.

I would recommend anchoring as safest, giving
ample scope of cable on one or both anchors if neces-
sary. There need be no apprehension of the wind
coming suddenly on to the land and preventing them
from getting their anchors, as it invariably moderates
before any change takes place, and seldom blows on
to the land with any strength.

When moderate, they should steer for the Bluff,
which lies about N.E. $\frac{1}{4}$ E., 15 miles from Saddle
Point, and is the highest land in that direction, and
communicate with the Signal Station on the hill, from
which notice is given to the Pilot Station; and when
the pilot is on his way out, "M.C.S." is shown, "Stand
in for the pilot and look out for his signals." The
vessel should then be steered round the land from
Look-out Point, about two cables' length off, under
easy sail till the pilot boat is seen. When blowing
fresh, the vessel's way should be deadened as much
as possible by "bracing bye the yards" to allow the
boat to get alongside, as there is not room for a large
vessel to round-to between the sand-spit and the
shore. A range of 15 fathoms should be overhauled
on each cable, and, if the sea will admit, both anchors
cock-billed when a mile or two out. This is not
required in consequence of any peculiarity of the
port, but because of the long delays which sometimes
occur in getting anchors ready after a long passage.

Vessels requiring a pilot should on no account run
in for the port without first having communication
with the Signal Station on Bluff Hill, or when it is
clouded, with the station on Starling Point, which
opens on a N. by E. bearing; but the latter should
only be done during westerly winds, on the ebb. On
the flood and westerly winds, vessels should keep well
to the westward, but within signalling distance of
Bluff Hill Station, and keep working to windward
until "M.C.S." is shown, otherwise they are liable to
get set past the port.

When the wind is south or south-easterly, Starling
Point should be brought to bear about north, with a
good offing, and steered in for on that bearing till
the pilot boat is seen, care being taken to keep a
little to the eastward or the westward, to counteract
the set of the ebb or flood, as the case may be.

There are two white triangular beacons on the north
shore which serve this purpose when kept in a line
about N. by E.; but vessels drawing over 14 feet,
which do not take a pilot, should haul up for Tewae-
wae Point before they come abreast of Starling
Point, as the line of beacons above this leads into 2$rac{1}{2}$
fathoms at low water. The northern beacon has a
small triangular top to distinguish it.

There is also a semaphore on the flagstaff on
Starling Point; when it is shown, the helm should be
put over, so as to bring the vessel's head in the
direction to which the arm points, and not altered
until the arm is dropped, when it should be steadied.
It will not be used for piloting large vessels into
harbour, but may be shown should a vessel by any
chance be running into danger.

There is a red buoy marking the S.W. end of the
sand-spit. It is moored in 6 fathoms and bears
from Dog Island about W.N.W.; from Starling Point,
S. by E. $\frac{1}{2}$ E.; and from Look-out Point, E. by N.
The channel is between this buoy and the shore.