SHIPPING.

Evening Star, Issue 6759, 26 November 1884, Page 3

SHIPPING.

High Water.

To-kobsow.— Talaros Heads: 8.50 a.m., 9.26 p.m. Port Chalmers t 0.30 a.m., 10.6 p.m. Dunedin: 10.16 Am., 10.51 p.m.

Port Chalmers. 1

ABBlVED.— Novembib 26.

i Taiaroa, s.s.. 228 tons. Smith, from Timaru. Passengers : Mesdames Hughes and M'Detmid, Messrs Pilkington (2), Sharp, and Drysdalc ; and six in the steerage. ' Waihora, s.s., 1,268 tons, Edlo, from Sydney via Auckland and East Coast ports. Passengers: Mcsdamea Lees, Stalkcl, Larnach and two servants, Woodyear and child, Misses Campbell (3), Larnach (2), Messrs M'lntosb, Mountain, Lees, D. Larnach, Mong Keen, Woodyear, Wyburd. Popham, Caroona, Stalkcl, Larnach, Arundel, Peacock, and De Betham Coombes; and ten in the steerage. BAILED.— NOVEMBER 26. Beautiful Star, s.s.. 146 tons. White, for Oamaru.

November 26. Kakanul, s.s., 69 tons, Sundstrum, tor Invercargill. Catiin, ketch, 48 tons, Ryfell, for Invercargill.

: Two brigantines bound North, one being the Camiie, passed the Heads this forenoon. . The Ruapehu, which sailed from Lyttelton for London this morning, .takes sixty passengers and a full cargo, principally of wool. Her refrigerating-: chambers contained 14,000 sheep. The Taiaroa left Timaru at 680 p.m. yesterday: experienced strong S.E. winds with head sea and thick rain along the coast, and reached Port Chalmers at 6 a.m. to-day. The Waihora, from Sydney via Auckland and East Coast ports, arrived at 0.80 a.m. to-day- She left Sydney at 6 pm. on the 14th inst.; experienced variable winds with fine weather to arrival at Auckland at 10 am. on the 19th; sailed at 1 p.m. on the !20th, calling at Gisborne, Napier, Wellington, and Lyttelton,’leaving the latterport at 4 p.m. yesterday; met with a fr.*sh southerly breeze from Lyttelton to arrival. We thank Purser Humphries tor report and exchanges. The well-known and frequently-mentioned eneO Oil poured on agitated waters has been utiliseo by Mr O. Foster Howell, of New York, in what he calls an automatic wave lubricating life-buoy. The buoy is furnished with a seamless brass reservoir running entirely around the Inside, and oil is Riled in through a hole in the top, which is then covered by a screw can On each side of the upper part of the oil tube hj placed a rose similar to those placed on wate ring-cat 6 So that, when the buoy is hung upon the vessel s stern, no oil can escape. The moment, however, that it is placed horizontally the oil begins covers the water with a thin film of oil, which extends rapidly on every side until a large circle is formed, within which,, the person who has faUep ; overboard may rest until rescued.

MOVEMENTS OF THE UNION STEAM SHIP COMPANY’S FLEET.

Wednesday, November 26. Sydney. Wakatipu arrived Tuesday afternoon from Wellington.—Tararua arrived Monday morning from Auckland. . Wellington.—Hawca sailed 4 p.m. for Lyttelton. Taranaki —Rotorua arrived 6 a.m. from Manukau; sailed noon for Nelson. Russell —Wairarapa sailed 5 p.m. for Sydney. Lyttelton. - Penguin arrive! 10 am. from Port Chalmers; sails at 5 n.m. for Wellington.—Hauroto arrived at 11 a.m. ; sails at 5 p.m. for Port CbalmeiS. —Glaucus arrived 10.30 a.m. from Sydney.

A GREAT STEAMER.

On September' 22 Meferq John Elder.Colaunched from their shipbuilding y ar “, a ** a ‘™ el * (Glasgow) a large steel screw steamer, which has peon bu|lt to the* order of the Canard Steamship Oorapany. Thp dimensions of th6.vessel are over 620 ft; .breadth (eitjeme), BJft Sin; depth to upper deck 41ft, and to promenade deck 49ft, with ft gross tonnage of about (MKJOtons. She is entirely built of steel throughout, and is not classed in any of the societies, being built to the owner’s requirements, which are in Excess of the requirements of the rules; for any class. 1 < The vessel Is divided into, ten. watertight compartments, most of the ’Ming ?carried up: to the upper deck and fitted with waterprool dwws, ; giving hebew from .one part .of the »Wb to : the other. > JBy this arwogepient, the dangeb of.. fire-spreading, should it break opt in any division of the snip, is removed asi far as possible,''and • greater ' safety : Is obtained by heipg able to i isolate any department for sanitary purposes or in case of damage to the hulland the compartment being Hooded- The TCftlomr, extending the lull breadth of the vessel, the, height torn % beam being 9f t. The ifl arranged with a large cupola skylight, fitted on thf promenade deck, the total height from the saloon ■ floor at the : ohpolft being over -Matter. accommodation can be provided for 720 furt-ciass* passengers, the largest number of which are arranged' for two berth state-rooms only, and will : be replete' with all fittings ulual in the higheet class of pasconger steamers, a number of tho rooms being nttea en suite for family use* Tl>e greatest pare has beep taken in the lighting, ventilation, and sanitary arrangements throughout. The vessel will be fitted * ' with three masts, full barque-rigged. The engines are to indicate upward .of 14,009. horse-power. They are compound, having three inverted cylinders—one high pressure, 71in in diameter, andtwo low pressure,each 105 in in diameter. The high-pressure cylinder , ifi: pliaoqd, between tho two.low-preisuie cylinders, and all are adapted tc a stroke of 6ft. • ■ ' ■ lAt the luncheon Mr John Elder, in proposing “Success to the Cunard Company,” said : Tho time wks, and hdt long ago, when people gaut these fast ships were a great mistake, and that we should very soon leave off building them. The best proof that vye r have that they are not a mistake is that they continue to bo built; and recent fast vessels are simply the forerunners of others that will certainly surpass them before many years on‘ the* Atlantic. Whenever a steamship company want a new ship-.they never gp. back In speed or accommodation, hut aim at getting, something faster than has existed before. The Question' of speed Is not tho only desideratum for tho Atlantic. It Is true that we are driving steamers across theAtlantio at eighteen-knots an hoM, : but,.un r fortunately wq treat, Pf wengers,!» Wte as regards speed- We have no. right to take cargo in 'these steamers at all. These steamers should be tessontfalJy adapted' and fitted for passengers only ; and when 1 can convince the chairman of , the Cunard Company, or the chairmen of the otoey, compahiet. or people, who aw at present unassocihted with shipping, to believe that I am right the sooner they will make afortune, because it is altogether a mistake to suppose that you can : drive a. veiy great weight, consisting of ship englhes, pigiron, etc., and a very small weight of passengers, across the Atlintid Ocean* at » profit;: but;yoU can drive ship and engines without any oa-go, and with passengers only, at a high speed and a good profit. J »v ft good profit, because passengers properly accommodated asin a first-class hotelwill pay agoodprlce. They will pay for speed, and they will also pay for* superior'fuscommodaticn ' With reference to speed, I would point out that when the Arizona was. put on the Atlantic, five years ago, the time of the passage was considered extraordinary when did it n seven days seven hours. Now I know the Etruria will do itln twenty-dour hours less than Applause). This great increase In speed has been accomplished In; five years, and I see nothing whatever to prevent the production in the next flveyears of steamers that win do that passage In twenty-four hours less time, and .thou you will get at something like,theflve days I spoke l of when-I:commenced the building of Ships for the Atlantic service. lam glad the Cuniard Company are the owners of this vessel. 'lt is very gratifying to; me and it must he Very satisfactory to know that these two new ships. the'Umbria and the Etruria, have made’such an impression on the postal authorities of thisoountry, and, net withstanding they resolved at the opening of tho year to carry mails by the ships of other-companies, they, have again reverted to the policy of retaining the service In the hands of the Cunard and tho other specified companies. The policy at the opening of the yea, was that the mails should be carried by the fastesishlpe without regard to ownership, but now tho Post Office authorities have the fastest ships in the hands of the Company upon which they most-relied. I don t know that the other two companies have, done much to merit this concession, and I feel strongly that a preferenco should be given by the Post Office to thois ooiftpnlor and those steamers that have Sbl'tho example of rapid. "Of lhe OuHMd Company,- inreply said it would be interesting to compare the first Cunard steamship with the one which they had seen launched that day. Forty-five years ago the Britannia was considered a wonderful snip;. .She was 207 ft long, her tonnage was 1|155, she earned 500 tons of coal, her horse-power was 850, her speed was 8* knots, and she carried 220 tons of-cargo and 120 pasingers | while the length of the Etruria was 500 ft, her tonnage being, neatly 8,000; she would carry 2,600 tons of coal, her horse power was 14,000, and he hoped her speed could attain 10 knots I sho would carry 5,000 tent' of cargo and 1,600 passengers, besides a largo crew. • He had been told that It was an anomaly in ship-owriing to talk of bad times and yet to build such immense ships; but be thought that the Cunard company deserved some credit for contracting for ships of areal size and power Indeprcaslng times, and ho believed that the anomaly would oomo to exist, as tho company which reduced the time In. crossing the Atlantic, coupling therewith tho comfort which could he obtained in a greater degree in large than In small ships, would Insure success in the long run. There las no courage, he said, in entering great enterprises,in prosperous times, but_he had faith in the future and confidence that tho Cunard Company would hold their own upon tho Atlantic, and he fell convinced that such vessels as tho Etruria would command the traffic between this country and America. In the administration of the affairs of the Cunard Company he had always advocated that safety should bo held paramount to all other considerations. but he had never publicly or privately allowed himself to boast of immunity from accident, although he bad a profound belief that maritime accidents were to a great extent preventable by human care and forethought. But he had no belief that the arbitrary and vexatious refutations lately proposed by the Board of Trade would have bad tho effect of increasing safety, hut thought they would have proved most pernicious to the advancement of British shipping. He was thankful that the Bill had shrunk ‘ into a skeleton, and he trusted that it would never he resuscitated.— (Applause.) It was no easy thing to conduct maritime enterprises, and he would mention as a fact that during the last year tho steamships of the Cunard Company had traversed a distance equal to nearly six times that between the earth and the moon, while 4,200 men, forming tho crews of the ships, had been entered and discharged. Ship-owners therefore, engaged with tho mercantile marine of this country, did hot wish to ho hampered and harassed by tho whims of theorists. Before concluding he could only express the wish that the royal navy of this country would make tho same advances that the merchant service had done, for ho felt convinced that the British navy was not in tho position in regard to ships in which it ought to be. Ho grudgedl to see Italy and other Powers increasing the- strength of their fleets*. While we wore not in a position to bo a match against two of tho European Powers H they Joined against us, he maintained Hat a strong and powerful navy was best insurance for our country and wou.d be tho best preventive against war and calamity. It wae net a political bnt a national question, and he felt sure that the people of this country would back up any Government who.would, strengthen our naval resources, and those resources had to be strengthened or we would fare tho worse for it.

Weather Telegram.

The Harbor Board received the following telegram from the Meteorological Department at Wellington “Watch barometer; bad weather approaching, after ten hours from now, between N. and W. and S.W.; further rise durloy that time, but then fall.—lv A. Edwin." (Received at 1 p.m.)

Shipping Telegrams.

London, November 24.—Dunsoore, ship, from Lytjtelton (August 6). . _ . Melbourne, November 2o.— Afternoon, Te Anau, for the Bluff via Hobart. ' _ ... Auckland, November 25.—Southern Grose, for the South.—Rotorua, for the South. Passenger: For Dunedin—Mr Denniston. November 20: Nightingale, brigantine, from Dunedin. During the voyage Henry Fenton died suddenly and was buried at sea.' Wellington November 25.—Plako, from London.— Hauroto, for the South. ..... . . Lyttelton, November 26.—Kawitiri, for Westport, —Mawhcra, for Wellington.-Koranni, for Dunedin via Oamaru.