SHIPPING.

Taranaki Herald, Volume LX, Issue 143785, 8 May 1912, Page 6

SHIPPING.

POUT OF NEW PLYMOUTH. WEDNESDAY, MAY 8, 1912. ' D \ A R Y. High Sun Sun 1912. Water. Rise. Set. May, 7 Tuesday ... 12.56 6.58 5,2 8— Wednesday .. 1.41 6.59 5.1 9 Thursday ... 2.29 7.0 5.0 10—Friday 3.28 7.1 4.59 Ac Waitara the vide is 16 minutes earlier than the above figures for New Plymouth, while at Opunake it 1b high water 15 minutes later than at New Plymouth. PHASES OF THE MOON FOR FOll MAY, 1912. 9th: Last Quarter, 9.33 p.m. 17th: New Moon, 9.so'a.in. 24th; First Quarter, 1.48 a.m. 31st: Full Moon, 11.6 a.m. ARRIVED. May B.—Rarawa, s.s., 1072 tons, Norbury, from Ouehunga. Passengers: Misees. Hanltaia, Hoffman, Nolan, Corry, Cairn, Frown, May, Fraser, ,Buckley, Campbell, Mesdamcs Norbury, Leatham and 2 children, 11. H. Nolan, J. Alain, Clemase, Messrs Ottway, Richardson, Campbell," Harrison, Sole, Road, Forsytli, Gower, Lanibie, Phillips, Zlirk, Stichbury, Currier, Martin, Beak*, Hutehinffon Pliiilips (2;, Comic tt, J. Main, Smith • 10 steerage. expectedTarrivals. . Rosamond, from South, Thursday. Corinnu, from South, triday. Rarawa, from North, Friday. Ivarori, from Newcastle, early, SHIPPING TELEGRAMS. ARRIVED. 1 Fremantle, May 7.—Arrived, Macedonia , from (iOndon. Sydney, May 7.—Arrived,‘Kent, from Liverpool. Auckland, May 7.—Arrived, at *0.20 p.m., Zealaudia, from Vancouver, via Suva. London, May 7.—Arrived, lonic, from Wellington. London, May 7.—Arrived, Somerset, from Lyttelton. SAILED. Wellington, May 7.—Sailed, Ivia Ora, for London. THE ROTOITI. The Rotciti * is to leav-? Wellington on Momhiy to take up the Rosamond's time-table. RARAWA’S CARGO. From Onchunga this morning the Rarawa brought 55 tons of general cargo, including 5 tons cement, 7 tons flour, and 140 cases fruit. THE ROSAMOND. The Rosamond is to leave Wellington this evening for New Plymouth direct. She is expected to-morrow, and after unlondhig a quantity of cargo she will proceed to Grcymouth. THE COR INNA. Tho Cormna, which is due hero on Friday with about 750 tons of general cargo, will omit AWlingtou this trip. Tho Rosamond will bring on the Wellington cargo. THE LATEST TYSEtt LINER. Cable advices state that the steamer Makarini, tho latest addition to the Tysor Line, and which has been specially constructed to suit the trade requirements between Australia, New' Zealand and tho United Kingdom, arrived at London on April 27 from tho builders’ yards at Belfast. The new vessel, which lias been similarly designed to tho Ncrohana, Muritai, otc., will not extend to Now* Zealand on her maiden voyage, hut will bo dispatched from Loudon on April 30 fpr Melbourne and Sydney only. Captain Lidstono will have command of the Makarini, THE UNION COMPANY’S LATEST. The Union Company’s now steamer Katoa has been successfully launched on the Wear, and from accounts received by the mail she must prove a valuable addition to the now extensive “red funnel’’ fleet. She is essentially n cargo-carrier of the single-deck typo, with poop bridge and forecastle, and lias very clear holds. She was built

up to Lloyd’s highest class, and designed to carry 3700 tons on a very light draught. Tho engines, which have been designed with a view to high speed, have 65m by 42in stroke. Tho Katoa should soon leave for Australia.—Australian Shipping List. LIQUID FUEL. According to the London Shipping World of March 27, Messrs. Harland and Wolff. Belfast, aro substituting oil fuel for coal in order to keep thenworks going during tho present coal strike. Tho Kcrinodo system of burning liquid fuel is being supplied to tour boilers at tho famous Belfast yard, one of which evaporates 16,0001 b of water per hour, ami tho three others 12,0001 b each, when burning coal. These four boilers will now be able to generate 4000 horso-power por hour with liquid fuel. This system is used on some vessels of the British Navy, and also on vessels of several foreign countries. BARQUE CASABLANCA. The sea-going days of the barque Casablanca are u6w rapidly coming to an end. She completed discharge of her cargo at Sydney recently, and thou docked for survey, after which a cargo of coal was taken on hoard for Melbourne. It is understood that the original • intention of her new owners, one of tho intcr-State shipping conir panics, has not been revoked, and that she would bo ready to enter upon her new career as a uirty, but neverthcless useful, hulk for the storage of coal at the oud of last month. NEW DOCK AT DUNEDIN. Tho new dock at Dunedin was pumped out on Friday for insjiection of tho keel-blocks etc., prior to docking the Surrey this week. Taken all round, tho dock seemed to bo remarkably free from serious leaks, and many of the numerous trickles that were visible after the dock was opened have since closed up completely. When seen on Friday tho dock could fairly be termed a dry dock. A couple of small patches show a poor quality of- concrete on the dock floor, but there is no leak to bo seen, and a dray-load of concrete plaster should fulfil all requirements.—Otago Daily Times. ABANDONED IN THE ATLANTIC. One by one tho splendid old sailing ships which at one time ran regularly under tho red ctnsign between this country and Australia are passing off the register (says the London Shipping Gazette). On March 7, from tho Old Head of Kiusalo came tho news that the British steamer Bcngoro Hoad had, during her voyage from St. John (N. 8.) to Dublin, rescued the crow of the Norwegian sailing ship lllawarra, wliicb.lmd been abandoned in tho North Atlantic. Tho lllawarra, at tho time of her loss, was on a voyage frqm Leith’ to Valparaiso, having sailed from tho Scottish port on February 12. It is about 30 years ago that this old iron 1800-ton ship was sent afloat from the Clyde-side yard of Messrs. Dobie and Co., and during tho greater part of that period she was a Londonowned vessel, trading regularly to tho antipodes. She made her voyages under tho house flag of Messrs. Davitt and Moore, who employed her and the famous old Macquarie ns training ships for midshipmen. Tho Macquarie was sold to tho Norwegians in 1905, when she was 30 years old. and a couple of years or so later the London firm disposed of tho lllawarra, also to the Norwegians. The Macquarie, probably one of the stoutest-built metal ships ever constructed, is, we believe, still doing useful service in Australian waters as a coal bulk. Many officers now serving in the merchant service, and who gained their early sea training on board tho lllawarra, will learn with regret that the old packet has at last mot her fate. THE FIRST SUBMARINE, The interesting story of the gradual evolution of submarine vessels, from earliest days down to the present time,, is told in an article in the April Windsor Magazine, which is accompanied by a number of illustrations, ranging from the earliest experiments down to the latest inventions of the kind. The writer of the article says: “The first submarine of which we have any description, though it is quite uncertain whether it was ever constructed, was that of William Bourne, an Englishman, it is pleasant to remark. 11l a book called ‘lnventions and Devices,’ published in 1578, ho gives details of a submarine vessel. It was to be fitted with movable bulkheads, lined with leather, which could he screwed in or out. The outer sides of the boat were pierced with holes, so that when the bulkheads were screwed inwards, water would rush in and the vessel, thus made as heavy as its own bulk of water, would sink. By screwing the bulkheads outwards, the water could be thrust out, and the vessel would then rise. As it had no moans of propulsion, it was really merely a sinkablo box, and the depth to which it could sink was limited by the height of a hollow mast which admitted air to the interior of tbo boat. The next advance in submarine navigation was made by Cornelius van Drobbel, a Dutch physician, who, in 1620, built, two small boats and experimented in the Thames. A certain amount of

what is probably legend clings to these ventures, as it is said that James I. was persuaded to take a trip in one of the boats, and that one made a journey under water from Westminster to Greenwich. Both these statements arc probably far from the truth. The boat, at any rate, would probably bo in an awash condition.

“One had twelve oars, which passed through the sides with leather joints. The hull was wooden, strengthened with iron bands and covered over with stretched hide soaked in grease. The boats wore nearly awash, and could be depressed a few feet under water by means of oars. This point is worthy, of note, as showing; that the first submarine boats which we know to have been constructed actually retained a reserve of buoyancy”, and achieved submergence by mechanical moans—a principle which is used in modern boats, though it was long lost sight of after Drebbel’s days. Robert Boyle said that Drehbol enabled the rowers to remain under water by loosing in the Coat c a certain quintessence of air 5 from a bottle of ‘chymicaU liquor. 5 It is certain ho had some means of replenishing tho necessary air, but of what was its precis© nature we aro ignorant.”