SHIPPING

Southland Times, Issue 17655, 12 February 1916, Page 4

SHIPPING

TIDES.—FEBRUARY 12. Bluff 5.22 a.m. 5.52 p.m. Invercargill .. 9.02 a -ni. 9.32 p.m. Riverton .. . - 1-22 turn. 7.02 p.m. FEBRUARY 13. Bluff 9.23 a.m. 9.52 p.m. Invercargill . ■ HM*3 a.m. 10.-.- p.m. Riverton .. 5.23 turn. 3.a2 p.m. BLUFF HARBOUR. There were no shipping movements at tltis port yesterday. The local office of the New Zealand Shipifing Company has been advised that the Rimutuka, eu route for Hobart and New Zealand ports, arrived at Capetown •on Tuesday. The Shaw, Savill and Albion Company

have been advised by cable that the M a marl arrived Home on Thursday ro • L porting "all well.' The vessel, aftei loading at various ports in the dominion, left Auckland for London on Christmas Day.

flue Shaw-Savill liner Zcahimlie arrived at Melbourne on Monday. After completing discharge of the Australian cargo the Zealandie will sail for New Zealand ports to load for London. Ihe vessel is due in New Zealand waters at the end of February. The Huddart-Parker steamer AA’immcra left Hobart at midday on Monday for "Wellington in continuation of her voyage from Melbourne. The vessel was duo at Wellington yesterday, and will sail toj (jay for Bluff and Melbourne. The A. and A. liner Talawa, which is due at Wellington next Monday from New Y'ork, is a vessel of the turretdeck class. She has a gross tonnage of 3834 tons, with a length of 3;>oft. a beam ox 49ft, and a depth of 20tt 6in. She carries a crew of 42 all told. She was, until captured as a prize, the German trader Wotan. The second officer is Mr E. Startup, wcll-lmown in New Zealand, having been in the service of the Northern Steamship Company and Richardson and Company. He came out to New Zealand with the Richardson steamer Mako. Captain J. N. Beighton is in command and his officers arc:—Chief, Mr M. C. Black; second, Mr E. Startup; third, Mr J. Pemble; chief engineer, Mr T. Gillies; second, Mr W. Russell; third, Mr J, McFaddin: fourth, Mr C. Turner. Advices from Napier state that as the Union Company’s Rosamond was leaving Napier on Friday night she ran ashoie in the channel, near the eastern pier. The tide was about on the full, and the vessel was drawing lift Oin aft arid tft 6in forward, and she struck the bottom at 5.45. The J.D.O. went to her assistance, but was unable to render aid, the strong ebb tide taking the littlo \esscl outside the piers, and site was unable to get back, although capable of a speed ox eight knots. The J.D.O. was forced to remain till midnight. After many attempts to got the Rosamond off, a line was put across to the western pier, and, -with the aid of her screw and winches, the vessel floated off at 2.30 on Saturday jpprnjjig. As the hull was apparently undamaged, the Rosamond went on to Auckland. An arrival at Dunedin on Thursday morning from New York direct was the Vacuum Oil Company's chartered steamer Baron Ogilvy, with a full cargo of case oil for New Zealand ports. Departure •was taken from the American port on December 13, and the vessel then called at St. Lucia, in the West Indies, for the purpose of taking in bunker coal. From this port the vessel made a very creditable passage to New Zealand in 48 V:; days —a distance of 11,443 miles being covered without a single stoppage. Owing to the blockage of the Panama Canal the vessel came out via the Cape of Good Hope, and followed the ’’great circle” track, making as far south as 57deg., where a number of icebergs were encountered. Apart from sighting these, the voyage was accomplished in good weather, with the exception of the last 10 days, when fogs and rain were with, accompanied by light variable winds. The Baron Ogilvy, which is a vessel of 4570 tons gross register, and was built in 1909, is making her first voyage to New Zealand waters, her last commission having been the conveyance pf mules from New Orleans to British ports, a trade in which she was engaged for some six months. She has some 30,000 cases of refined oil and some 1500 cases of lubricating oil for this port, and will proceed early next week to Timaru, Lyttelton, Wellington, Napier, and Auckland to complete discharge. Captain J. Thompson is in command of the Baron Ogilvy, and has associated with him the following officers; —Chief, Mr C. Thompson; second, Mr T. Mclver; third, Mr A. McPherson; and chief engineer, Mr J. GrayEXPECTED AT BLUFF. Paloona Melbourne... .Feb. 16 Kotare Dunedin Feb. 16 Invercargill ..Dunedin Feb. 16 Wimmera ........Melbourne....Peb. 18 Kotare Dunedin Feb. 23 Invercargill Dunedin Feb. 23 Invercargill .....-Dunedin. —.. .Feb. 30 Kotare Dunedin Mar. 1 Paloona .........Melbourne. Mar. 8 Invercargill —. .Dunedin ..Mar. 8 Kotare Dunedin Mar. 8 Wimmera Melbourne Mar. 10 Kotare Dunedin Mar. 15 Invercargill Dunedin ... Mar. 15 Kotare Dunedin Mar. 25 OVERSEA SHIPPING. DUE AT WELLINGTON. Steamers. ' From Left. Due. Niwaru .... London Jan. 18 Mar. 27 Kumara .. London Jan. 5 Mar. 1 Rimutaka .. London Jan. 17 Mar. 12 Arawa ..... London Jan. 29 Mar. 15 Tongariro Liverpool Dec. 6 Feb. 14 Devon ..... Liverpool Dec. IS Feb. 8 Zealandie .. Liverpool Dec. 21 Mar. 8 Opawa Liverpool Jan. 7 Mar. IS Otaki Liverpool Jan, 23 Apr. 2 Baron Ogilvy New York Jan. 13 Feb. 27 Talawa .... New York Nov. 14 Feb. 14 Port Augusta New York Nov. 25 Feb. 6 Waiwera Montreal Dec. 1 Feb. 12 Waihemo ... 'Frisco Jan. 23 Feb. 26 WAR RISK INCREASED. Some idea of the area of principal danger to shipping may bo gleaned from the new war risk insurance rates from oi to New Zealand, which have just conic into operation. They are as follows; To Port Said or Suez, 10/- per cent. To L'nileil Kingdom, France, or Mediterranean, 60/- per cent. Mediterranean via Cape of Good Hope and United Kingdom, 80/- per cent. To North America, East Atlantic, and coastwise, via Cape of Good Hope, 20/per cent. From United Kingdom to New Zealand, via Cape of Good Hope, or via Cape Horn, 60/- per cent. United States and Canada, Atlantic jOcean to New Zealand, 20/- per cent.

ONE-SHIP COMPANIES. One of the striking effects of the high shipping freights that can now be earned by vessels of almost any description is the revival of the one-ship company, which was a prominent feature of joint stock, promotions in certain circles about fifteen years ago. Circulars touting for subscriptions to these concerns were then sent out all over the country, and though perhaps in one or two instances investors received a few dividends, in the majority of cases they lost most, if not all, of their money. There is a likelihood of this experience being repeated now that tho example of the great prosperity of established shipping companies can be used, as a bait. The number of these companies registered in England during the first ten months of 1916 was SS, and their combined capitalisation was no less than £2,520,360. This gives an average registration rate of two concerns a week, and a mean capitalisation of about £25,600 per company, obviously much too small an amount for an effective shipping company in these days. Many of the companies in the list are quite legitimate and proper promotions; but of the others a number cannot be regarded as serious business propositions. Deducting tho company with capital of £50,000 and over, the average is reduced to £1 S,l SO, which still further emphasises the purely speculative character of many of these ventures. Advantage is evidently being taken by promoters of the present inhabit a of stiipping values, and investors ha vs been warned to be on their guard agnnst invitation to embark money in enterprises unless their bona fides are beyond question.