SHIPPING.

New Zealand Times, Volume XXIX, Issue 4131, 17 June 1874, Page 2

SHIPPING.

PORT OF AVKLLINGTON. Hum Water.—o. 32 a.m. ; 0.48 p.m. SAILED. June 10.—Thtubo, s.s., 110 tons, 11. AVorsp, for Northern ports. R. S. Ledger, agent. EXPECTED ARRIVALS. Kandavau. via Auckland and Napier.—A. and A.R.M.S. City of Adelaide, with Californian malls of May, 23rd inst. Melbourne, via tub'West Coast. —Claud Hamilton. s.s., 17th inst. Melbourne.—Ashburton, via Geography Bay, AA r . A.; sailed 12th May. Svdxev. —ILM.S. Challenger. Auckland.—H.M.S. Blanche. Adelaide.—Kangaroo ; sailed 20th May, London.—Weymouth, ship, sailed 20th March ; Waikato, ship ; sailed 18th March. New York. —Eureka, barque, via Port Chalmers. PROJECTED DEPARTURES. Melbourne, via Southern Ports.—Claud Hamilton, s.s., 17th inst. Svdnev. —La Hogue, ship, 21st June. Newcastle.—Australind, barque, daily. London.- Wennington, ship. Napier.—Fiery Cross, schooner, this day. BY TELEGRAPH . PICTOX. June IG.—Arrived, 11 a.m. : Phojbe, s.s., from Wellington, and sailed at noon for Nelson : 0.40 p.m.: Taranaki from Nelson. The weather yesterday still continued gloomy and overcast on the coast, with low barometer. Shipments of timber continue to come rapidly to the wharf. The Seabird, Thames, and Cynthia, have been discharging full cargoes, and other vessels are to arrive with the same article. There were no arrivals or departures yesterday, the wind having again freshened too much from the S. to allow of the sailing craft leaving the harbor. Th« Fiery Cross, bound for Napier, which left her anchorage on Monday morning, did not leave the bay, and both she and the Unity are waiting a slant of fair wind.

The steamer Phoebe left the wharf before daylight yesterday morning, and reached Plcton at 11 a.m. She remained there an hour, and then proceeded on to Nelson. Her passengers and cargo appeared in yesterday’s issue. The Wennington has now got down to the railway portion of her cargo, and was discharging plates and bolts yesterday. The Inverallan and La Hogue are turning out their cargoes in good order. The notice issued by the Collector of Customs, ordering owners of vessels belonging to the port of Auckland to paint the names of their vessels on the bows, is being slowly responded to. The law compelling this operation to be performed came into force at the commencement of the present year. Only a few of the owners of vessels, says the Herald, Lave at present complied with the regulation The A.S.P. Company’s new s.s. Southern Cross, is expected hourly to arrive at Auckland, from Melbourne. Captain Holmes wrote to the company by the Hero, stating that he expected to leave Melbourne on the 2nd inst. The Herald believes that the Customs authorities will refuse to register this steamer in her present name, there being so many vessels already bearing the same name belonging to the port. Some days since, the Auckland Herald expressed doubts for the safety of the cutter Agnes, which left the Manukau for Raglan on the SOth ultimo, and up to latest advices had not arrived at her destination. Mr J. W. Waller, her owner, does not, however, give the vessel up as lost. He says she may have been blown out of her course, but he doubts not that she will turn up again. The cutter, being timber-laden, would not sink, and if water-logged would probably have been seen. The fact that none of her cargo has been reported as having been washed ashore along the West Coast, strengthens Mr, Waller’s opinion that the Agnes has not been wrecked, A short time back we {Launceston Examiner) announced that Messrs. Cummings, Henry, and Co., of the Don, whose enterprise has obtained an Australian reputation, had ordered a new iron screw steamer to trade between the North-west Coast and Melbourne. The steamer, which is named the Argyle, was built by Fullarton and Co., of Paisley; she is schooner* ngged, and is classed ( JOA. The Argyle was to leave Scotland early in April, and ought to be here about July. The Argyle is intended to carry coal, lime, and other coast products, and will be comfortably fitted for passengers. The Macgregor (s.) on being taken into the dock in Sydney was inspected by the appointed surveyors. It was found that 30 feet of the keel, from the forefoot aft, had been carried away, and that the plates of the garboard streak had been seriously damaged,— there is a hole right through one plate of about eighteen inches, and a second plate further aft had been driven in and split,—several of the floor frames are also much bent or twisted. It is expected some thirty plates will have to be removed. Some idea of the immense number of vessels which the fame of its coal draws to the port of Newcastle may be formed from the following computation from the Chronicle of May IT On that day there were in the harbor 22 full-rigged ships, re presenting a total tonnage of 21,592 tons, and an average tonnage of 081 tons, the tonnage ranging from 534 in the case of the Farfleld to 1773 in the Knowsley Hall, and 179 Gin the Glengarry. Of barques there were 43, representing a total tonnage of 20,065, and an average tonnage of 4SO, the tonnage ranging from 192 in the Sydney to 1180 in the Delawar, and 120 Gin the Addington. Of brigs, there were 13, representing a total tonnage of 3215, and an average tonnage of 247, the tonnage ranging from 192 in the Heatherbelie, to 289 in the Alexandra and Restless, Of schooners, there were four, representing a tonnage of 852, the largest being the George Noble of 252 tons. Altogether there were 82 vessels in the harbor, the total tonnage being 40,321.

Mr. H. H, Hall, manager of the A. and A. Co., received a telegram reporting the arrival of the steamer Mikado at San Francisco on the 12th May, sixteen days from Kandavau, being at the rate of 300 miles per day. Captain Moore has thus made up all his lost time, caused by his detention at Kandavau, This is by far the fastest run ever made across the Pacific.

"Wreck Signals.— An interesting experiment, intended to test the efficacy of Holmes’s shipwreck distress signals, took place lately at the residence of the inventor. Primrose-hill Road, London. The working of the apparatus was witnessed from Primrose-hill by Mr. Grey, secretary to the Board of Trade, and Mr. Stevenson, secretary to Lloyd’s ; and should the tests prove satisfactory, it is believed its adoption will be made compulsory on all sea-going ships. The signal consists of a metal drum, from one end of which issues an iron pipe, and from the other end three similar pipes, all of which are provided with caps. "When required for use the caps are removed, and the drum is plunged into a vessel filled with water, or thrown, attached to a life-buoy, into the sea. When the water comes into contact with the composition in the drum, flames burst from the mouths of the pipes, and continue burning for about an hour. The advantages the signal possesses are, that it is inextinguishable in water, is non-explosive, and it is not injured by concussion. On Thursday evening the lights were plunged into cans of water on the roof Mr. Holmes’s residence, and immediately burst into flame, lighting up the surrounding buildings and the hill, where a largo crowd had congregated. The signals burned for a considerable time, flickering as the wind blew the flames from side to side, and at last dying out, leaving the buildings, the spectators, and the hill in darkness.—London paper. “ American ” Line of Steamers. —The American Steamship Company of Philadelphia have organised a weekly service of first-class steamships from Liverpool and Queenstown to Philadelphia, carrying passengers, also for New York, Boston, and Baltimore. This line is the only one that sails under the American flag, and special advantages and facilities are held out to emigrants. The names of the ships of tills new line are the Pennsylvania, the Indiana, the Ohio, and the Illinois. Connected with the steamship dock at which emigrants are landed, and under the same roof with it, is a well-arranged station of the Pennsylvania Railroad, containing a refreshment saloon, where emigrants are served with warm and cold meals at the lowest rates; a telegraph office, enabling emigrants to have telegraphic communication with friends and relatives in any part of the United States or Europe; a United States letter box, for the deposit of letters emigrants may have to send to any part of the United States or Europe; an exchange office, where drafts are cashed, and money is exchanged at the most favorable current rates ,-andaticket office, at which tickets arc issued at very low rates to any part of the United States and Canada, and baggage checked through to destination. A passenger train leaves the station within a few hours after the arrival of the steamship, connecting in every direction for all places in the United States and Canada accessible by railroads or steamers, offering to all who avail themselves of it a saving in time, money, much trouble, and annoyance. The Clyde Srm*cuiLDiN« Trade.— The shipbuilding trade of the Clyde, although showing well in the amount of tonnage launched during the month of March, cannot be said to be in such a satisfactory state as at the commencement of the year. There has been somewhat of a lull in the closing of contracts, owing in some degree to the uncertainty of the iron market. A number of the shipbuilding yards are showing more vacant than occupied stocks. The aggregate tonnage launched during the month is the highest ever reached on the Clyde, exceeding by 1200 tons the aggregate of March, 1873, which was considered an exceptionally high total. The quarter, however, shows a decrease of 2700 tons, as compared with the .first quarter in 1873, but it is 18,000 tops above the same period in 1872, and 22,000 tons over the average of the five quarters preceding 1873. The list of vessels launched during the past month is remarkable for the large size of first-class steamers, and for the evidence of a revival in the building of merchant sailing vessels. Of the steamers, the four largest give a total tonnage of 13,700 tons, and the next four of 7,300 tons. Of the sailing vessels, there were five having an aggregate tonnage of sailing vessels launched in 1873, and to half the total launched in 1872, and about two-thirds of the total tonnage of sailing ships launched in 1871. —Howe Ncvjs. THE SAN EEANCISCO SERVICE. Messrs. J. Elder and Co., the celebrated builders, have sent to the Hon. Saul Samuel, the Sydney Mom* iwj Jhrald states, a very handsomely finished model of the first steamship being constructed by their firm for the Han Francisco service. A presentation plate attached to the stand states she is 370 feet long by 38 feet beam, and has 31 feet depth of hold ; tonnage, 2750 actual: horse-power, 2700 ; speed in knots, 14. The model is of the most approved modern type—a lean body, a long fiat floor, terminating in extremely fine ends, offering the smallest possible amount of resistance. The main saloon is amldship.q forward of he machinery, and Is entered from a spacious deck house, apparently constructed so as also to furnish quarters for the officers. The forecastle deck terminates in a high barrier, running from rail to rail, Intended to throw off any spray that may fly over the

bows, and thus keep the promenade deck dry and sheltered. The vessel herself is expected to leave England at the end of the year. As the Iberia, a new snip from the same yard, recently purchased for the direct trade between Liverpool and Melbourne, made 30 knots on her sea trial-trip, there is no reason to doubt that the newer vessel’s speed will be equally satisfacThc new steamers, four in number, are being rapidly constructed. Two of them are building on the Llyde, and two on the Tyne. Those on the stocks on the Tvne are being built by Mr. James Dung, and are to be of the following dimensions :—Length, 370 feet, beam 38 feet 3 inches ; depth of hold, 31 feet ; tonnage 2.700 ; speed. 11 knots, The machinery is by Messrs Rand AV. Hawthorne, Newcastle-on-lyne. The other two boats, on the Clyde, are by Messrs. Randolph and Elder. The first vessel is to be ready in December next and one each month after. No expense is being spared to make them in every way suitable for the trade in which they are to be engaged.

THE DISMASTED SHIP JOHN KERB, This vessel arrived in Hobson’s Bay on the 20th Tuav Sim uoes not present -0 deplorable an appearance of the other ships that have come in dismasted as her original main and mizenmasts arc standing, and quite a respectable foremast, contrived out of a spare main topmast. The mizcnmast has a short stump topmast, thereby enabling a crossjack and mizen topsail to be set on it. The mainmast carries a topsail-yard just above the eyes of the rigging, and a main yard lowered about half-way down the mast, and secured by a chain truss ; and the jury foremast has a foretopsail yard for a fore-yard. Although not so crippled as the Cambridgeshire and Loch Ard, the John Kerr presents a very shattered appearance, and those on board must have had a very trying time of it. Throughout the whole of the voyage, and specially since the disaster, Captain Scobie, wo are informed, worked with the greatest coolness and judgment ; and to this the passengers ascribe the safety of the ship, as the captain’s conduct kept up the spirits and working energy of the crew and passengers. The cause of the disaster cannot be attributed to over carrying on, as the ship was hove to when the accident occurred ; but, as in the case of the Cambridgeshire, was due to the breaking of some of the iron work. The following is the report of the passage throughout, as given by Captain Scobie: —Left Liverpool on the 27th of January, and Tuskar on the 28th ; stormy weather with hard S.AV. gales prevailed until passing Madeira, afterwards ordinary N.E. trades were had, and the equator was crossed on the 25th of February in 2S° west; the S.E, trades were light, and after losing them moderate westerly winds were experienced until the 2nd of April. AVhon she was in 45° south and 7V east a gale set in from the S.E. ; the ship was shortly after its commencement hove to under lower fore and main topsails and storm staysails, and at four p.m. on the 3rd the band affixed round'the mast, close to the deck, on which are the fair leaders of the fore lower topsail sheets, carried away ; the sail then having full scope, before it could be clewed up blew clean away. The ship being thus deprived of a quantity of canvas which was steadying her began to roll fearfully, and at midnight the topgallantmasts, the main one going first, were broken off; the topmasts were then cut away for the safety of the ship, as Captain Scobie was afraid of their going and taking the lower masts with them. Unfortunately the fore one fouled the lower rigging, and, carrying away the lanyards, gave such play to the lower mast that it shortly afterwards (about two a.m. on the 4th) went over the side. After the bulkier portion of the wreck was cleared away the well was sounded, and two feet of water found in the hold, it having found ingress through the mast hole and the holes made in the deck aft by the falling of the main topgallant mast and crossjack yard; but it was Saturday, the 4th, at daylight, before the pumps could be manned to pump’ her out, as the seas were up to tjyit time making clean breaches over all, and the ship rolling tremendously. The gale then abated, but it was noon before the sea began to go down, and daylight of Sunday, the sth, broke before all the attached portion of the wreck was got rid off, and steps taken to get a jury foremast up. The barometer, during the gale, was down at one time to 2870. The work of getting the mast up and yards across, although arduous, in consequence of the rolling of the ship, occupied but a short time. Strong westerly winds were generally had afterwards until when Cape Otway was made. Captain Scobie tried hard to cut off the Hesperus by hauling closer on a wind, but could not succeed, He also fired some rockets and burned several blue lights during the night, while the Hesperus was still in sight.—Melbourne Age, May 27.