SHIPPING.

Globe, Volume XXIV, Issue 2637, 19 September 1882, Page 2

SHIPPING.

FOBX OF LTTTELTON. WaATKiB Bhpobt—September 19. • a.m.—Weather, blue sky ; wind, N.&., light. Barometer, 30 00 ; thermometer, 47. High Water—To-Morrow. Honing 8.58; evening. 9.25. Abbitto—September 18. Spec schooner, 82 tons, Eugene, from Havelook. Caff and Graham, agents. Abbitbd—September 19. Wanaka, b b., 278 tons, Holmes, from Fort Chalmers. Passengers—J. L. Hall's Byromo Troupe (16) ; steerage, two. Union Steamßhip Company, agents. Herksworth, b.b., 165 toss, Ewan, from Westport, via Wellington. Cnff and Graham, agents. Manapouri, s. a., 1020 tons, Logon, from Auckland, via'Eaat Coast ports. Passengers— Hisses Hill, Miller, Bolleston, Clark. Heneby, Tripp, Aoland (2), Weatlake, Mesdames TodImnter, McAllister, Nurse, Wood, Fife, Aoland, Hens. Hobinson, Nurse, Acland, Captains Moore and Walnißley, Rev. Eobinson, Meesrs Grinton, Clarke, Todhunter, Perry, Bolton, Halliday. Stuart, Briscoe, Stawart, Peake, HoAlliater, Latnbia, Austin, Tepper, Baunderboo, Browne, Fortaya, Cameron, Drake, Callan, ■ad New South Wales Football Team (16); six steerage. Union Steamship Company, agenta. Clb abud —September 19. Herald, schooner, 53 tons, Tointon, for Wellington. Cuff and Graham, agenta. Saikbd—Septemoer 18. Wairarapa, as., 1023 tons, Chatfield, for Wellington. Paißengers—Miaß Greevis, Mr ■ad Mrs Hill, Messrs Nash, Delbridge. Union Steamship Company, agents. We are informed by the agent of the Perthshire that she is reported as having arrived at Falmouth on the 18th of that month. The vessel ia now on her way out to Wellington. [\h* xeport here referred to should have said the Persian, not the Perthshire. The Persian left Lyttelton on April 18th, and the Underwriters Association here has not yet been advised pf her acrival, although of course it is quite likely she may have reached her destination.] While the palm must unquestionably be yielded to the Manapouri and Wairarapa in respect to superb pasienger accommodation, their right to it aa cargo carriers may be disputed. The arrangement followed in laying out the engine space, the saloon aad cabin room of these steamers has left them with about threefourths of their oargo Bpace approachable only l»y the fore hatchway, and the other fourth of the space by the after hatch. For working cargo this is obviously awkward, and entails a considerable loss of time, the cargo having to be passed out or in mainly at one hatchway. When the Wakatipu was here last she took in 700 tons of cargo in ten hours, and only last Saturday the Mahinapua discharged 350 toes o* coal into railway trucks, chiefly between 9 a.m. and 9 Pm. No such daspatoh ia possible with either the Manapouri or Wairarapa. The following is from the Bev. James Pearson, of Fleetwood:—" The mode of determining the error of a ship's compass in all its bearings, which seems to inexperienced persona a matter of much complexity, is in reality not nearly bo difficult as it see'.ns. It is hoped the following details will be intelligible :An instrument is supplied which consists simply pf a movable compass card, having no magnetic needle, attached to which ire upright sight 9 for observing the bearing of the sun. Now, at any known time of observation, as shown by a watch on any day, the accurate magnetic bearing of the sun is shown in a book of tables provided for the purSose, and at that instant the card is screwed awn Bo as to show that bearing when the sun ia in the line of 3ight. Thus, the card being in the position a correot compaas would indicate, the error of the ship's compass is seen, and the shin is swnng round so as to exhibit the error when the head points to N..N.N.W., N.W., W.N.W , W., uio. If the day is cloudy, the position of some headland is taken for a standard bearing.'' THE WAIEABAPAi To enter into a full description of thia the newest of the Union Company's steamers would be but to repeat what has already been published at length in these columns with respect to the Hanapouri. In size, passenger and cargo accommodation, the electric light, and in engine power the two steamers are identical. It is a fact, however, that the Wairarapa on her trial trip went half a knot faster than the record of her prototype, and on her voyage from the Clyde to Melbourne she beat the Manapouri'a t'me by fully two days. The Manaponri was forty-four days some hoarj from Lisbon, to which port she put in owing to a disarrangement of her machinery, while the Wairarapa steamed from Waterfor l ' -6 SiMbinrna in forty-three days four " .ira. It takes thirty tons of coal iv-* E 3>>y'M> keep her going at her best speed, a ■jonsUSer&hle quantity of fuel truly but, what iiaa engineering skill nut succeeded in acoom- -'- pl?fhin(f in that respect when one considers the consumption of coal in some of the old steamers that are even sow afloat, amounting in many instances to several times thirty tons per day, vessels whose furnaces swallow up from five to ten tons of coal per hour. Ihe bunkers on the Wairarapa hold from 3CO to 350 tons of fuel, and as one of the Melbourne papers said of this Teasel, the company to which she belongs could with the Manapouri and one or two more steamers of that class readily undertake the mail contract now in the hands of the Pacific Mail Company. The steamers possess the speed, and have aa much accommodation available for both passengers and cargo as is required, after allowing for space for coal. In fitting up the saloon of the Wairarapa one little departure was made from the plan of the Manapouri. The space allotted to the ship's library on the last • named steamer was utilised in the vessel under notico for a small retiring room, which is nicely cushioned and screened from the main saloon by curtains, a sort of " flirting cabinet" aa one of the passengers denominated it, bnt in reality intended for such of the saloon travellers aa delight in more privacy than the " social hall " affords. It was an alteration suggested by Mr James Mills, and ia an improvement. The Waimrapa's library is therefore found in the sa*sj.i' social hall." The engine room of the steamer ia a eight worth seeing, and of its kind ia as much a pioture of brightness and neatneae as the saloon. The chief engineer is Mr Monat, formerly in the Bingarooma. Mr Lodder, a New Zealand engineer, and aon of Mr S. Lodder, of Auckland, ia the second engineer. He went to Scotland to finish in his profession, and when he joined the Wairarapa at Glasgow, the superintending engineer, Mr Brock of Messrs Denny and Co., in whose employ he had been, paid him the compliment of publicly stating at a banquet that " if he was a representative of the colonialmade engineera, the colony need not be ashamed ■i them, for they had found that though Mr •> - Lodder had come to Glasgow workshops to ■tf* v they had not been able to teach him The Wairarapa is what ia known as a fourteen knot boat, and there are the Tarawera, Hanroto and the Waihora yet to be finished to complete the " red funnel" fleet. The Hanroto is now advertised in the homo papers to leave for the cclonieß next month; and from the fact that within an hour after the Wairarapa left the builder's yard, the laying of the keel of the Tarawera had been commenced with, the early completion of the Company's order is undoubted. The statement mido at the time the Manaponri arrived may be reiterated, namely, there ia ample proof that they will all be required for the commerce of the colony. SHIPPING TELEGBAMS. Auckland. September 18. Arrived • Kiman, :from New York; Ada C. Owen, from Westport. _ The (ity of Sydney sailed for Sydney at daylight this morning. The Penguin sailed thia forenoon with the Southern 'Frisco mail. Niw Plymouth, September 18. The ship Port Glasgow arrived on Saturday afternoon with pipes for the New Plymouth waterworks.