SHIPPING INTELLIGENCE.

New Zealand Mail, Issue 16, 13 May 1871, Page 10

SHIPPING INTELLIGENCE.

ARRIVED. MAT. 5 Omeo, 8.8., 660 tons, Calder, from Melbourne via the South. Passengers : CabinMiss Rose, Mr and Mrs Blandborn and 6 children, Mrs Palmer, Captain Dunn, Messrs Staoey, Thompson, Bennett, 0 Neill, Harvey, Sayre, Nelson, Anderson, Rodley, Archer. 5, Lady Bird, Bchooner, 303 tons, Quinlan, from Newcastle. . 5, Dunedin, schooner, 66 tons, Stewart, from Newcastle. ~ „ 6, Falcon, ketch, 37 tons, Morrison, from Wairau. Passengers —Messrs Maxton, Johnston, and Wrigley. 7, Taranaki, 299 tons, Wheeler, from the South. Passengers : Mrs Gourlay, Miss Gourlay, Master Gourlay, Miss Park, Miss Shaver, Messrs Gourlay, Corlett, Revell, Moorehouse, Heddelly ; 3 for Nelson, 7 for Manukau, 2 for Picton. 7, Esther, brigantine, 56 tons, Campbell, from the East Coast. 7, Rangatira, e.s., 175 tons, Rennei% from Napier. Passengers: Cabin—Mrs Watkin and 6 children, Mrs Johnston, Mr and Mrs M'Clanan and 2 children, Mr and Mrs Sutherland, his Honor Mr Justice Johnston, Master Hunter, Master Bethune, Messrs Carrick, Welsh, Henderson, M'Gern, Stocks, Montrose, Sayce, Winton, M‘Muck, Allan, Cront, M'Dowall, M. L. Marks ; 1 steerage. 8, Nevada, p.s., 2146 tons, Blethen, from Napier. Passengers : Messrs Gray, Dommet, Brodie, Lewis, Jameson. 8, Phoebe, s s., 416 tons, Worsp, from Picton, Nelson, Taranaki and Manukau. Passengers : Saloon—Miss Brown, Mr Gannaway, Captain Hutton, Mr Rayner, Rev. Father Cbeyre, and four for the South. Alhambra, s.s., 497 tons, Underwood, from Melbourne via West Coast. „ 9, Alhambra, 496 tons, Underwood, Irom Nelson. _ _. .. . 10, Wanganui, s.s., 165 tons, Linklater, from Wanganui. . , T , 10, Emerald, 40 tons, Whitby, from Lyttelton. w , ~ 10, Amateur, 25 tons, Norgrove, from the Grove. 10, Lord Ashley, 296 tons, Andrews, from Napier. Passenger: Cabin—Mr Warmoll, Mr Wilson, Miss Dalrymple, Mr and Mrs Hood, Misses Soult (2), Mr M‘Alister, 4 for South. Steerage—4 for Wellington, 1 for Otago. SAILED. 5, Omeo, s.s., 660 tons. Calder, for Melbourne via the West Coast. Passengers: Cabin—Messrs M'Alister, Cottier, Wade, and Willis. 5, Wanganui, s.s., 165 tons, Linklater, for Wanganui. • . . 5, Wellington, s.s., 264 tons, Kennedy, for Dunedin. 5, Elizabeth, 33 tons, Short, for Manawatu via Port Underwood. 6, Jane, cutter, 25 tons, Bower, for Lyttelton. 6, Huon Belle, 42 tons, Saunders, for Manawatu. 6, Crest of the Wave, schooner, 58 tons, Bell, for Picton. 6, Ahuriri, s.s., 131 tons, Carey, for Picton, Nelson, and Wanganui. Passengers: Cabin —Messrs Stokes, Sample, Compton, Martin, Sidey, Trees. 7, Mosquito, ketch, 15 tons, Craig, for the East Coast. 7, Glimpse, ketch, 39 tons, Croucher, for the East Coast. 8, Taranaki, s.s., 299 tons, Wheeler, for Picton, Nelson, Taranaki, and Manukau. Passengers :• Cabin—Mr and Mrs Watt and child, Messrs Firth, Litchfield, O’Sullivan. 8, Falcon, ketch, 37 tons, Morrison, for the Wairau. 8, Nevada, p.s., 2146 tons, Blethen, for Lyttelton and Otago. Passengers Miss Ward, W. Nicholson. 9, Rangatira, 178 tons, Renner, for Napier. Passengers: Messrs Knowles, Rastner, and Harris. 9, Alhambra, 496 tons, Underwood, for Melbourne via the South. Passengers: Mr Sayce, Miss Supple, and Miss Ridler. 9, Phoebe, 416 tons, Worsp, for Lyttelton. Passengers: Messrs Barnard, Kirkbride, Sutherland, Mrs Barnard, and Miss Sutherland. 10, Wanganui, 165 tons,. Linklater, for Wanganui. Passengers: Cabin —Mrs Atkins and 6 children, Mrs Johnston. 10, Lady Bird, 300 tons, Quinlan, for Newcastle, in ballast. 11, Lord Ashley, s.s., 296 tons, Andrews, for Lyttelton. Passengers—Master Bunny, Mr Muller.

11, Heversham, barque, 489 tons, Yule, for Newcastle.

11, Dunedin, schooner, 66 tons, Stewart, for Pelorus*

A West Coast paper says that as some apprehension exists on the part of masters of vessels with respect to the colonial bar signals being intended for the information of masters of vessels outward bound, it publishes the following, received by Captain Leach from the late Mr Balfour: —“The colonial bar signals are intended for the information of inward-bound vessels only. The masters of outward bound craft must themselves be responsible for crossing the bar, seeing that they have the same opportunity of observing its condition as the Harbor Master himself. They might, however, if in doubt, consult the Harbor Master as to the advisability of attempting to go out.” The last of the outer piles of the new wharf at Lyttelton, opposite the railway station, has been driven, and the work is expected to be completed by the end of the month. The constituting of Napier a port of call for the steamers of the new mail service, has drawn the attention of the Government to the necessity of having lighthouses erected on our coast, We understand that it has been de*

cided to put up a small light at the Spit, near the spot where the flagstaff now stands, and also a light of th® second order on Portland Island. The light on the spit will be similar to the one on Soames 1 Island, near Wellington. It will consist of three separate lights, the centre one being red, and the two at each side white. Screens will be placed at the side of the red light so as to throw its red rays forward in a straight line. The line in which they will fall will cover the Pania reef. Any vessel, therefore, entering the roadstead, which sees the red light in front of her, will know that if she Bhould go straight on, keeping the red light in view, she would strike on the Pania reef; and, conversely, that if she shuts it out, keeping either of the white lights to left or right in view, she will be safe from striking on the reef. The work of constructing both the lighthouses will be commenced at an early date.—“ H. B. Herald.” The tonnage now loading for India, China, and the Cape of Good Hope amounts to 59,842 tons, and to Australia and New Zealand to 28,600 tons. A bill has been introduced into Parliament for the compulsory survey and registration of ships by the Board of Trade. The object of it is to apply to all merchant vessels (with the exception of ships registered at Lloyds’, or the Liverpool underwriters registry of iron vessels) the provisions of the acts for the survey of passenger steamers. Various regulations are likewise laid down for fixing the maximum load line of vessels, and on other technical points. The lives of seamen in merchant ships are very insufficiently protected by the present law, and the bill is intended to improve matters, by Parliament and the Board of Trade doing for seamen what they cannot do for themselves. In conjunction with the construction of commodious docks in Table Bay, it was arranged to build a graving dock large enough to accommodate large class ironclads, towards the expense of which it was understood the Admiralty would give £90,000. Mr Lowe has, however, sent out an offer of £2,900 per annum for ten years, on condition that when the dock is completed the ships of the Royal Navy shall use it free from charge. This the Table Bay Harbor Board declines, and the colonial press is very indignant at the offer, stating that they will make the dock themselves, and not allow the Admiralty to have any voice whatever in the management or direction of the docks. The Russian steam corvette Witiaz has left Europe in charge of the explorer Nicolaus von Miklucho-Maclay, for a seven or eight years’ cruise among the islands of the Pacific, the first two of which are to be devoted entirely to the survey of the rich island of New Guinea or Papua, which, although three times the extent of Great Britain, is one of the most completely unknown parts of the earth —never, traversed by any European, though its coasts were discovered nearly 350 years ago. The “ Westport Times” says “ The sea continues to make serious inroads upon the beach at the rear of Gladstone street. From the site of what remains of the old cemetery to the end of Freeman street the beach is cut away, having a face seaward of fully five feet, and at the present rate of encroachment the danger to properties in the vicinity will quickly become as threatening as it was nine months ago. We (“ N. Z. Herald”) have been requested to publish the following testimonial: “I, the undersigned, Charles Grant, master of the American whaleship Niger, beg to return my best thanks and acknowledgments to Captain Fairchild, of the Colonial steamship Luna, for the prompt and important services rendered to ipe in towing my ship from a dangerous position off the edge of the Brampton Reef, Bay of Islands, on the night of the 29fch of April, and am only sorry that it is not in my power to remunerate him more substantially than by thanks.— Charles Grant. —Russell, May 1,1871.” Our Liverpool correspondent, writing on Monday night, says:—The ship Arran, which has just arrived in the river from New Orleans, landed the crew—twenty-four in number—of the well-known ship Admiral Lyons, of Newcastle, bound from Pensacola to Bristol with a cargo of timber. The Admiral Lyons was abandoned on the 20th February in latitude 35.29 N., longitude 50.52 W. She had encountered a heavy gale on the 16th February, and lost masts, bulwarks, boats, &c., and was, in fact, completely disabled. The captain and crew were forced to abandon her. The Arran herself had suffered severely in the same gale. —The May Queen, which armed in the river yesterday from New Orleans, landed part of the crew of the barque Daldullas, of Pudstow (396 tons), James Campbell, master, from Doboy, Georgia, to Swansea, with pitch pint-. She had been abandoned at sea, the crew suffering most severely from cold and hunger. The mate, two seamen, and cook, were lost when the ship was struck by a heavy sea, which caused her to roll over on her beam ends. The survivors clung to the rigging, with the sea washing over them, till picked up 48 hours after the vessel had sustained the disaster described. —“ Glasgow Herald.” It is understood at Chatham that the fleet of iron mortar boats and gun vessels, which have been laid up high and dry at that dockyard since the Russian war will be shortly removed round to the Thames, and used as landing places for imported foreign cattle. It is stated at Portsmouth that an attempt is about to be made by Mr Griffith, a civil engineer to raise the Captain, which foundered off the coast of Spain on the morning of the 7th of September last, but that he will receive no aid from the Government. The steamer Zoe, bound from New York to Brest, reported by cable lost off Halifax, U.S., had a cargo of provisions from the citizens of Boston to the citizens of Paris. She was run ashore by her pilot, who mistook a light, and is a total wreck. Of 47201bs and 200 tierces beef on board, about half would be saved,

ARRIVAL OF THE NEVADA. The United States, New Zealand, and Australian Mail Company’s splendid p.s. Nevada, frem San Francisco and Honolulu, arrived in harbor on Monday morning between 4 and 5 o’clock. The following report of her voyage is furnished by Mr P. Miller, purser: Left San Francisco at 2 p.m. on the Bth April; and arrived off Honolulu at 8 p.m. on the 16th ; left on the 18th at noon, and arrived at Auckland on May 4, at 12.50 p.m. The following is the distance run and speed obtained during the voyage:—Sailed from San Francisco on the Bth of April, at 2 p.m. April 9, ran 142 miles, wind N.W.; strong gales and heavy sea. April 10, 236 miles, W.N.W. fresh breeze. April 11, 267 miles, N.W. by W.; heavy swell from N.W. April 12, 278 miles, N.W. to N.E.; fresh breeze. April 13, 276 miles, E.N.E.; heavy swell. April 14, 272 miles, N.W. to N.E.; high confused sea. April 15, 264 miles, N.E.; strong trade winds and high sea. April 16, 256 miles, N.E., strong trade winds and high sea. April 17, 104 miles; arrived off Honolulu at 8.20 p. m. distauce run, 2,095 miles; time, Bd. 6h. 20m. Discharged mails, coaled, received mails, and sailed at 12 noon on April 18 for Auckland ; wind N.E. April 19, ran 233 miles, wind E.S.E.; fine fair weather. April 20, 264 miles, E.by S. to E.S.E.; fine fair weather, with swell. April 21, 264 miles, E.by S. toE.S.E.; squally, with rain : current to N.E. April 22, 261 miles, E. to E.S.E.; fine weather. April 23, 265 miles, E.S.E.; at 6.5 p.m. crossed the Equator, in long. 165 4 W. April 24, 269 miles, E.by S. to S.E.by E.; fair weather and light breeze. April 25, 279 miles, E.S.E. to S.E. by E.; fair weather and light breeze. April 26, 284 miles, E.S.E.; calm. April 27, 238 miles, N. to 8.5. W.; at 4 a.m. passed Tontoullin, squally and rain. April 28, 255 miles, S.W. to S.E.; heavy swell to S.E. April 29, 227 miles, S.S.E.; heavy swell from S.E., current setting to N.E. April 30, 237 miles, S.E.; fresh gales and squally, with rain. May 1, 258 miles, S.E.; fresh breezes and heavy sea. May 3, 262 miles, variablej strong breeze, with high sea. May 4, 256 miles, N.E.; strong gale and heavy swell. 3,852 miles to Auckland. Left Auckland at 9 p.m. on the sth, and arrived off Napier at 9.50 a.m. on the 7th; left at 10.40 a.m.; arrived at Wellington at 4.20 a.m. yesterday—thus making a splendid run from Napier in less than 18 hours, the usual time being about 24. The Nevada is in every respect worthy of being the pioneer of the new line of mail steamers between New Zealand and San Francisco. Although a most imposing specimen of marine architecture in any eyes, she is scarcely what an Englishman or a colonist (whose ideas are much the same as to ships and steamers), but any novelty of feeling in regard to her outward appearance soon gives way to pleasant surprise, when her magnificent accommodation is seen. If it is possible to make journeying by sea a perfectly pleasant matter to everyone, it must be travelling in such vessels as the Nevada; and to the great majority of travellers, we cannot conceive but thattbevoyage between New Zealand and California across the broad Pacific with its genial airs and calms, can be anything else than pleasant. As this vessel is an especial object of interest to everyone in this colony, we cannot do better than reprint a minute description of the capabilities, appointments, and history of this boat from the columns of the “ Alta California.” Those who visited the Nevada yesterday—and very many availed themselves of the opportunity —will bear out the correctness of the details as to passenger accommodation at least; and from the quiet civility they met with from everyone on board with whom they came in contact, we feel confident that when the Nevada calls here again on the 15th on her way to Auckland, the curiosity of Wellington will lead to a large visiting demonstration. The vessel is exceptionally clean and tidy in every division and reflects favorably on the system that is maintained by her commander and officers. We are informed that the Nevada is the smallest of the line, and that the Nebraska will be the next steamer.

The “Alta” says: —The steamship Nevada, the first vessel of the Webb line to New Zealand and Australia, leaves to-day, April Bth. She will call at several ports in New Zealand, and will connect with a steamer for Sydney, &c. It is understood that the Nebraska will be the following vessel, and that she will proceed to Sydney direct, via Honolulu and Auckland. The Nevada will be commanded on her first trip by Capt. J. H. Blethen, a commander who is so generally known and respected on this coast that anything we can now say will hardly add to his reputation. Captain Blethen has been twenty years on the Pacific Coast; he brought out a steamship in 1851, and ever since has been a steamship commander. He made over 300 trips on the Nicaragua and Panama routes, and was, at sometime or other, on nearly every steamship of the Nicaraguan line, having previously made 76 trips across the Atlantic when a captain on the London and Liverpool line of packets. His long experience makes him a particularly valuable man for the new position he has assumed, and, without doubt, will become as great a favorite with the passengers by the new line as he always was on the Nicaragua route. The fares by the new line have been fixed at the following moderate rates :

Ist 2nd 3rd To Honolulu S6O SSO S3O To New Zealand ports 175 135 90 to 100 To Sydney, N.S.W. 200 150 100 To Melbourne, Yic. 220 165 110 The Nevada is now lying at Mission street wharf, and has just been thoroughly overhauled. She is, as many ot our readers know, in all respects a first-class vessel, as is also her twin sister the Nebraska. The Nevada is A 1 at Lloyd* for seven yearn, and is of 3000 ton*

burden. She was built in New York in 1867, and is constructed of live oak, heavily planked. She is 268 feet long, 41 feet beam, 26 feet depth of hold, and has four decks. The height of the berth deck is from 7k to 8 feet. She has vertical beam engines. The cylinder is 85 inches diameter, with 12-foot stroke of piston. The Nevada can make 15 knots, and will probably average 260 or 270 miles a day. Working up to full power she can do much better than that, and is regarded as the fastest vessel on the coast.

On deck are twenty beautiful state-rooms, eachjbaving a close and a Venetian door opening on the deck, with thirty-two inches square. These state-rooms are all double, with doors on either side, and patent ventilators in the top. Forward of these cabins are the captain’s, Purser’s, and Doctor’s rooms. Right aft is the ladies’ sitting room, well fitted lip, private and ventilated, with several doors and windows. The gentlemen’s smoking-room aft is 16 by 18 feet, and is fitted up with a degree of comfort seldom ever found aboard of ships. On the main deck is the grand saloon, 90 feet long, by 28 feet broad. 8 feet under the beams. On either side of the saloon is a row of state-rooms, opening on the deck, accommodating eighty passengers, ventilated, and in every respect the same as the rooms upon the upper deck, with two bridal chambers in the forward part of the saloon. The main entrance is spacious and airy, 40 by 28 feet, with large folding doors and staircase, leading up to the hurricane deck. Forward of the main saloon, as unusal, are the pantry, kitchen, officers’ mess and engine room, bath rooms, barber’s shop, cow and ice house and bar.

The berth deck, as far aft as the second cabin, is occupied by third-class passengers, and will altogether accommodate about 600. Abaft this there are some forty well-ventilated state rooms for second class passengers, with plenty of light and properly fitted up. The sleeping and other accommodation, such as wash-rooms, bath-rooms, etc., are of the highest class. Further aft, are six large first-class state-rooms, 12 feet by 10, fitted up with every degree of comfort and modern luxury, with bath-rooms, etc.

The means for extinguishing fire are perfect. An iron pipe, leading the entire length of the ship, on the berth deck, with some ten or fifteen valves, with hose always attached, and in the hold steam can be used with more effect than water.

The means for saving life are most effective —life buoys in every room, and boats that will contain 830 passengers. The following additional particulars were furnished to the reporter of the “ Cross”:— Her certificate authorises her to carry passengers as follows : —Main saloon : State-rooms on saloon deck, 75. First cabin : State-rooms on berth deck, 20; 14 rooms on promenade da'fir, 42. Second cabin: On berth deck abaft the engines, 126. Steerage: On berth deck and forward of the engine, 236; over the saloon, on deck, 264. Total number of passengers to be canned, 763. There are four fire-engines, viz., one forward, 4in diameter, and 6in stroke, worked by hand; another similar one aft; 2 ’midships, Bin and 9in diameter, having the same length of stroke, and worked by steam. They are all doubleacting, and have at least 100 ft of hose attached to each. There are also 83 fire-buckets, and 16 axes stuck on slings on the paddle-boxes, at all times ready. The means for saving life are most effective. There are eight life-boats, four of wood and four of iron, which are at all times kept 1 ready for use. These cau contain 830 persons. There are 763 lifelife preservers, cork-jackets, belts, &c., kept in full view of the passengers, by being hung up in each room, and to which all the passengers have access. Ample directions are posted in all directions through the ship ; the duty each officer and man has to perform in the event of accidents, and the different signals to which they would have to attend. She is steered from a house on deok forward, but has additional steering apparatus on the main deck, independent of !}he steeringwheel. She draws but little water. On leaving San Francisco she drew 16ft 4in, and yesterday her draught was 15ft. The following is the list of her officers : —Captain, J. H. Blethen, Esq,; chief officer, Mr D. Davies; second officer, Mr Parnell; third officer, Mr Doyle ; purser, Mr Miller; surgeon, Dr Davies. There are 13 seamen, besides boys, carpenter, &c. In the engineer department, the chief engineer is Mr W. Kane ; chief assistant engineer, Mr John Hutton ; second assistant engineer, Mr James Lowe; third assistant engineer, Mr John Snookes, besides three juniors. There are 9 firemen, and 12 coalheavers, in all 28 in the engineer department. Mr Clark is chief steward, having under him about 18 assistants in the different departments of the vessel. Mrs Munroe is stewardess. Her paddle wheels are 33ft in diameter. She consumes but little coal, having averaged about 30 tons per day on this voyage. On her present voyage she averaged 2851 miles per 24 hours, the highest speed attained being 285 miles in any 24 hours. The Nevada left last night for the South about half-past five. PORT CHALMERS PATENT SLIP. [Dunedin Star, May 4.] In several of the various picturesque noQka with which the district round Port Chalmers abounds, unexpected glimpses of industry, suitable to the locality, are obtained. In two different places, hidden from view excepting by special boating excursion, the framework of vessels, apparently intended for coasting work, are to be seen. They are snugly sheltered by the lofty and well-wooded hills, and, as the water is mostly deep, there is every convenience for launching them safely when finished. Moored at some distance from the ordinary anchorage is the floating dock, and beyond her, in Carey’s Bay, is Mr Isbister’* patent slip. Probably very few of our city

visitors to the Port know of this important aid to the mercantile advantages of the Port, and it may be questioned whether or not some of the subsequent outlay in appliances for repairing vessels might not have been better expended in adding to the power and usefulness of the slip, At present the machinery is equal to drawing up a vessel of about 400 tons, so as to examine and clean her bottom. Further excavation inland, and extension of the ways would be necessary for larger vessels. All of our readers have heard of patent slips, but, in all probability, the greater portion of them never saw one, and have only a very vague idea of what they are and how they are used. Many will be slow to believe that such a huge structure as a ship, with masts and yaras standing and ready for sea, may be hauled out of the water upon one of these ship-rail ways in a few hours any trifling repairs done that are necereary, and then be launched and proceed on her voyage. The means adopted are very simple. Mr Isbister’s slip extends at an incline of 6 feet in 100 to a distance of 250 feet into the water. It consists of three parallel lines of timber, laid down very solidly, on which a cradle travels. On this cradle the vessel is securely fixed, and, by means of a powerful winch, capable of being worked by six men, a ship with a length of keel of 120 feet, drawing 6 feet water forward and 10 feet aft, can be drawn up out of the water with ease in about four hours. Although, in all these mechanical constructions there is similarity in the means adopted, they vary somewhat in details. Mr Isbister has bo arranged his machinery that the carriage is made to move on friction rollers on the centre lino of ways, and by this means it works more easily than otherwise would be the case. It will be seen from the details that the usefulness of the slip is confined at present to vessels of limited tonnage, and to that class it has been of great advantage. We are told that from twenty to thirty vessels annually are repaired there. Report Bays Mr Isbister has not confined his attention to known mechanical appliances, but has for some time been engaged in perfecting a mode of propelling ships which is likely to lead to great advantage to the commerce of the world. We only speak of what we hear ; but if report tells truth, a trial has been made of his machinery with such satisfactory results that he purposes securing a patent. If half be correct that is said of it, it will prove a valuable invention both to the world, to the inventor, and any who may be lucky enough to have an interest in it.