SHIPPING.

Globe, Volume IV, Issue 458, 2 December 1875, Page 2

SHIPPING.

PORT OF LYTTELTON. ARRIVED. Dec 2—Clyde, s.s, 27 tons, McConville, from Saltwater Creek. CLEARED. Dec 2—Byron, brig, 174 tons, Llewellyn, for Picton, in ballast. Dec 2—Omaha, brigantine, 132 tons, Meiklejohn, for Pelorus Sound. SAILED. Dec 2—ltaly, barque, 286 tons, Gourlay, for Hobart Town, in ballast. Dec 2 —Edward, schooner, 31 tons, Dalmer, for Le Bon’s Bay. YESTERDAY'S. Dec I—9 a.m, wind N.E., light; weather cloudy. Barometer, 30.06; thermometer, 63. Uighwater— Morning, 6,09 ; afternoon, 6.34. SAILED. Dec I—Otago, s.s, 642 tons, Calder.for Melbourne, ▼ia South. Dalgety, Nichols, and Co, agents. For Melbourne—Saloon: Mr Kinley. Steerage : Messrs Moody, Thorpe, Webber, Eason, Jameson. Saloon —For Coast: Miss Brown, MrT. Ballard. Steerage; Miss Muir, and IT original. Dec I—Ladybird, s.s, 286 tons, Andrew, for Dunedin. G. Mackay, agent. Passengers—Mr and Mrs Downs and child, Mrs Jarvey and 5 children, Mr J. Forrester, and 9 original.

IMPORTS. Per Otago—From Melbourne—Under Bond: 10a cases, 23 boxes, 30 qr-csks, 39 bales, 23 pkge, 2 tanks, 21 pockets hops, 6 pels, 124 bars iron, 43 lengths pipe. Free—From Hokitika —3 pkges, 1 bale. From Wellington—2 cases. Consignees— Sutherland, Donald, N.Z.P. and P. Co. Miles and Co, Edwards, Bennett, and Co, C. AV. Turner, Bowden, AVilkin, Burt, Lake, Tombs and Co, Hughes, Bishop, Mason, Strothers, and Co, Hawkins. Strange and Co, Newton, Bonnington, Litchfield, Guthrie, lion R. Robinson, Niven, and G. Mackay, Simpson, Mitchell. Per Ladybird—Free—From Manakau—s cases, 1 csk, 1 pkge, 5 bales leather. From Taranaki—l pkge. From Wellington—7o cases, 9 kegs. Consignees—Caldwell, AValker, Craig, King and Co, Saunders and Henderson, Telegraph, Little, Black, Cuff and Graham. Per Eliza Mary—lls,oooft kauri timber. Consignee— Mathesou’s Agency. EXPORTS.

Per Italy-699 sks barley, 23 sks pons, 20 sks beans. Shippers—P. Cunningham and Co. Per Lizzie Guy—22 kegs butter, 2 csks eggs, 11 cases chicory, 200 sks wheat, 55 cases bacon, 3 cases cheese, 4 do biscuits, 6 do meat, 50 sks malt. Shippers—Watt and Co, Trent Bros, F. Cunningham, Royse, Stead, aud Co, N.Z.P. and P. Co, McKay, Gilmour, Bruce aud Co, McConnell Bros. Per Ladybird—For Dunedin—Free—l pkge, 2 kegs. Shippers—Mathesou’s Agency, Cuff and Graham. w „ . TT , Per Otago—For Melbourne, ex Waikato—Under Bond—6 tins potatoes. Ex Duke of Edinburgh—--1 tins potatoes. Free—For Dunedin —2 boxes. For Bluff—6 csks biscuits, 1 case, 27 pkgs. Shippers— H. Hawkins, Cuff and Graham, Tekoti, Lightband Allan, and Co.

The N.Z.S.S. Go’s 8.8 Ladybird,Captain Andrew, arrived in harbor yesterday at 11.15 a.rn from Northern Forts. She left Manakau at -1 p.m on the 27th, arrived Taranaki 8 a.m 2Sth; lelt at noon, arrived Nelson 6 a m 29tb ; left at 9 a.m, arrived Picton 5.30 p.m ; left at "midnight the same day, at rived Wellington 6 a.m 30th; left at 4.20 pin; experienced from Manakau to Wellington light southerly winds, then moderate N,E, arriving as above. She sailed for Fort Chalmers at 2 p.m yesterday. The barque Martha. Captain Smith, sailed irom Auckland via Kennedy Bay on the 21th, with the following cargo, 150,000 ft timber, to be shipped at the latter place. We notice by the “ Newcastle Chronicle that the barque Melrose sailed from Newcastle on the 15th for this port, with 430 tons coal. We notice by|our Auckland lilcs that the schooner Fairlie has been chartered to load manganese from the Russel mines lor Sydney. She was to leave in a lew days. The Cathcart arrived safely in Melbourne on November 16th, after a passage of ninety days from London. Captain Crawford is still in command. The Tararua, s.s, is nowin command of Captain Muir, so long and favorably known as chief officer in the fleet to which the Tararua belongs. The brig Fawn airived at Newcastle on the 10th, and the Coq du Village, barque on the mb. The former madea run of twenty two and the latter of seventeen days. Yesterday’s Auckland shipping- news is as follows Arrived, Lady Don, schooner, from Timarn; sailed, Acida, schooner, for Napier: cleared, Thames, barque, f or New York. Onehunga —Arrived, Taranaki, from the South. The Eliza Mary left Kaipara on November 23rd, in company with the Director, barque, bound for London, and the Maggie Patterson. Strong breeze through the Straits, arriving off the Kaikoras on Thursday night last. During that night a strong N.E. breeze sprang up, and brought the vessel within 50 miles of port. On Friday morning a strong wind sprang up from the S.W., and a heavy cross sea was soon running. The wind abated on Monday, and at i 0 p.m. on Tuesday night the Heads were made. Ran up the harbor yesterday morning, anchoring at 4 a.m. She will be berthed at the No 3 wharf to discharge to-day. Her cargo is Kauri timber. Captain Stewart informs us that there will be little timber imported from Kaipara in future, as they have discharged all hands except tiiose required to keep the mills’ own vessels going. The n.s Otago, Captain Calder, left Sandridge Hallway Pier on the 20th November; passed Fort Phillip Heads at 5.30, and The Sisters at noon on the 21st. During the first part of the passage experienced tine weather and variable winds, but dming the latter part boisterous variable winds and thick rainy weather prevailed, with heavy sea from the southward, no celestial observations being obtainable. Arrived at Hokitika at 5 p.m. on the 26th November; left Hokitika at 10 a.m. on the 27th; arrived off Greymouth at 5.45 p.m. on the 27th ; arrived at Nelson at 10.30 a.m. on the 2sth; left at 9.30 a.m. on the 29th, and arrived at Wellington at 11.30 p.m., experiencing a S.W. gale across the Straits; left Wellington at 3.15 pm. on the 30th, and had moderate N.E. wind, arriving in Lyttelton at 8.15 a.m. yesterday. She sailed for Melbourne via South, at 5.10 p.m. same day, after discharging 90 tons of cargo at the Gladstone Pier, and taking on board 35 tons. ARRIVAL OF THE S.S. ARAWATA. (“ Argus,” November 15th.) This new steamer, which is intended to take her place in New Zealand voyaging along with the s.s. Ringarooma, arrived from Glasgow, via Waterford and the Cape of Good Hope, on Saturday, after a remarkably quick passage. That a second vessel fully equal to the Ringarooma in almost every particular as well as in all essentials, should be placed In the trade between this port and New Zealand is proof that the exigencies and requirements of the traffic between the two colonies are not being lost sight of by the enterprising owners of these steamers, Messrs McMeckan, Blackwood, and Co, who have done much to develope it. Well and faithfully as the work has been done by their fleet of steamers hitherto, it was found that vessels of modern construction, and possessing the imperative requisites of great speed and tirst-class passenger accommodation, were wanted to keep pace with the Increase of business ; and the action taken by the proprietary in providing steamers complying with these conditions will doubtless be approved oi by the travelling public, who are seldom slow in appreciating measures taken for their especial comfort and convenience. The comment passed upon botli steamers by experienced and practical judges at home is that two handsomer models could scarcely be designed, and this opinion can scarcely fail to be endorsed here. It may be mentioned, moreover, that they are the two fastest steamers of their class which have as yet left the Clyde, where the art of marine engineering has attained wonderful perfection. The Arawata is a counterpart of the Ringarooma, In length and breadth and depth the measurements of the two steamers are precisely the same, and both were built and engined at the same yard—that of Messrs Thomas Wingate and Co. This being the case, minute technical description is, to a considerable extent, obviated, as the account given of the Ringarooma not long since will supply very much of the information concerning the Arawata. Here and there, perhaps some difference may be noted either in the saloon ornamentation and equipment, or in some minor arrangement, but in the main features each is a facsimile of the other, and the same skill and resources whicli elaborated the Ringarooma have in a similar degree been at work on the Arawata. Her engines are on the same principle as those of the sister steamer—compound, vertical, direct acting, and the horse-power indicated is 1500. Some improvements in the friction gear have been effected, pud there Is, perhapi, better ventilation in the

stoke-hole, but in all other respects machinery and engine room arc fitted up the same. The saloon leaves little to be desired in the way of fitting up, jiatents of all sorts being in use for the economising of space and labor, and also for the promotion of the comfort and convenience of passengers. The appointments of the cabin set apart for the separate use of tlie ladies are quite superb, and the entire apartment is richly furnished and decorated. The prevailing tint in the panelling of the main saloon is rather dark to suit some tastes, although it is greatly relieved by a beautiful cornice qt gold and white, but it would not take long to repaint the jalousies a brighter color, and make the saloon lightsome and pleasant, like that of the Rigarooma, Marble baths abound, and everything is done to ensure entire cleanliness and efficient ventilation throughout the cabins. The fore-cabin is also well lighted and ventilated, and provision is made for its being kept scrupulously clean. The Arawata has come out under schooner rig, with three yards across the foremast, and there will not be the same necessity for reducing her masts as was the case with the Ringaroorna. The bringing of her out was entrusted to Captain AVm Hewat, formerly in command of ships in the China trade, and the thorough order in which the vessel has arrived, notwithstanding heavy weather encountered on the passage, speaks well for the care which has been taken of her. AVith regard to the behavior of the Arawata under steam or canvas, or in foul or fair weather, Captain Hewat expressed himself in terms of the most unqualified praise, and a better sea boat he avers there could not be. The passage out has been accomplished in almost the same time as that of the Ringaroorna, namely, 52 days, which period is inclusive of a detention of three days at the Cape of Good Hope, taking in coal and ballast. This performance, of making the passage in 49 days’ steaming time, with the exertion of only two-thirds of her indicated horse-power, is not often equalled, and yet with this handicap the log shows that she could attain a speed of 288 miles. The engines are of 1500 horse power indicated, and at no time during the run out were they working above the rate of 600, the consumption of coal averaging about Hi tons daily. But for this restriction, Captain Hewat feels confident that the Arawata would have made the passage in about 40 days. Tlie fast steaming of the Arawata was also illustrated on the trial trip at home, where she went close on 15 knots, and then was a good deal out of trim, being two feet and a half or so by the stern. The engines worked beautifully on the passage, and wore only stopped twice, to screw up, once before making the Cape of Good Hope, and subsequently. The command lias been given to Captain Underwood who has so long been in command of the s.s. Albion. THE \ r ASCO D 1 GAMA. (From the “Sydney Morning Herald.”) This, the pioneer vessel under the now Pacific mail contract for conveying mails for England via San Francisco, arrived at Sydney on tlie afternoon of November 12th from the latter port, via Auckland, and is, without doubt, one of the finest ships that has ever entered Port Jackson Heads. She is an iron screw steamer of the highest class. She was built by Messrs Henderson and Colbourn, at Renfrew, in November, 1873, under special survey, for the China Trans-Pacific'Company, to run between China and San Francisco. She is 370 ft long, and 37-i feet in the beam. Her depth of hold is 32ft, and her gross register tonnage 2912. The total deadweight carrying capacity is’3ooo tons. She has compound engines of 550-horse power nominal, with cylinder boilers. The high pressure cylinder is 54 incites in diameter, and the low pressure 102 inches. The length of stroke is 54in. Under ordinary circumstances at sea the screw makes 48 revolutions per minute. The engines were manufactured by the builders of the ship. The vessel is barque rigged, and her expanse of canvas under full sail is equal to that of a 1000-ton sailing ship. There is first-class passenger accommodation for 70 persons, second-class accommodation for 30, and steerage for about 100. The saloon is in the after end, and is built and fitted iu the style of the first-class P. andO. steamers. Each state room has large 2ft square ports, with loin dead lights. The length of the saloon is 80ft, and it has a single tier of state rooms on either side. There are five large skylights, which give ample light and ventilation. Tlie fittings arc very elegant, and arc composed of five woods, viz—the panels of satinwood, with tlie surroundings of rosewood, English oak, and Hungarian walnut. There is an ample supply of baths, &c, and lint and cold water is constantly laid on. The second and third class accommodation is well ventilated and roomy, aud there is every convenience that can reasonably be expected. The steering apparatus consists ol a double wheel, cog-geared (which is placed well forward), and a double screw aft. Tbc captain’s and officers’ quarters arc on dock forward, immediately adjoining tlie wheel line. The A’aseo di Gama consumes about 45 tons of coal per diem for a speed of 1U knots, with a clean bottom. She lias run four of the quii kest passages that have ever been run between Japan and San Francisco. Captain J. F. If ice, who is now in command, has had charge of her ever since she was built. It will not do to estimate (he abilities of the steamer from her late voyage from San Francisco, as prior to starting she had been lying in harbor six weeks, and bad not been docked since the 1 0th July, so that her bottom had become very foul. This turned out a great deal worse than was expected, for tlie first day's work revealed a difference to the bad of 50 miles on her usual register. The Vasco di Gama left Sau Francisco, October 9th, at half-past 1 p.m.; arrived at Honolulu October 19th, at half-past 3 a,in.; left Honolulu same day, at 5 p.m.; arrived at Auckland November sth, at 5 p.m., and left November 6th, at 6 p.m.; passed the Three Kings, November 7th, at 6 p.m.; and arrived at Sydney, November 12th, at half-past 4 p.m.

LOSS OF THE KING OSCAE WITH FOUETEEN LIVES.

(From the “ Hour,” Sept 25.)

On Sunday morning-, at an early hour, the steamer Adler, of and from Bremen, belonging to the North German Lloyd’s Company, arrived at Hull, and her crew report a drcadlul collision oil' the Humber, on the previous afternoon, between her and a Swedish steamer, resulting in the sinking of the latter with fourteen persons. The collision occurred about twelve miles oil'the mouth of the Humber, at about 5 o’clock on Saturday afternoon. The weather was very clear at the time, and it is considered, therefore, that the collision is the result of gross neglect on the part of one of the steamers. The Adler, under the command of Captain Kuster, had a crew of twenty hands, and there were also on board about the same number of seamen, stated to be for a German barque now lying at Hull and about to load for Eangoon, and a large number of passengers, bringing the total number of those on board to be about sixty. As the Adler was nearing the Humber, a large Swedish steamer, deeply laden, which afterwards proved to be the King Oscar, of Helsinborg, bound from Grimsby to the Baltic with coals, was seen leaving the Humber. The two, unfortunately, came into collision, the Adler striking the King Oscar behind the tore-riggiugon the starboard side, and causing her to founder in about five minutes. There was not time to launch a boat from the sinking vessel, but Captain Jacobsen and six seamen were picked up out of the sea. Mrs Jacobsen and thirteen seamen perished. But for the seamen passengers on board the Adler being on deck and promptly launching a lifeboat, it is uncertain whether any lives would have been saved, as the watch of the Adler consisted, as ordinarily, of a few men. The Adler had her bows stove in, and her fore compartment filled with water. She was towed into the Humber by a Swedish steamer, supposed the Nordstjerneu, from Hull for Newcastle, belonging, it is said, to the same owners as the King Oscar, and that vessel afterwards took the shipwrecked men on board. The Adler was towed to the Humber stern first, there being great danger if she had proceeded stem first of her bulkhead being forced by the pressure of water. Her bulkhead prevented any other than the lore part of the steamer being flooded. The lifeboats were got out and equipped, so as to be ready for any emergency. On getting into the Humber, and under shelter of the land, she was able to proceed to Hull head foremost, but at a low speed to prevent the water washing into the holes in her bows. It is alleged by some of those on board the Adler that the collision occurred through the bad seamanship on board the King Oscar. The latter’s helm was, it is stated, first ported and then starboarded, the latter act causing the collision. The engines of the Adler, when the vessels were in danger of colliding with each other, were put astern, but the motion of the ship could not bo so readily changed as to avoid collision. The King Oscar was going full speed ahead at the time the ships struck each other. The captain of the sunken steamer was in his drawers, and some of the others saved were only partly dressed. The dog belonging to the King Oscar is stated to have been saved by a seaman going down a rope and pulling it out of the water.