HARBOUR WORKS.

Auckland Star, Volume L, Issue 125, 27 May 1919, Page 6

HARBOUR WORKS.

ENGINEER'S REPORT. WHAT HE SAW IN AMERICA. MILLION EXPENDITURE PROPOSED, Mr. W. 11. Haraer, engineer to the Auckland Harbour Board, has embodied the observations that lie made on a 'recent trip to America in a report which (has been placed before the Board in j committee, and was considered in open meeting this morning. The engineer's trip to America was the outcome of a 'resolution of the Board of June last. I authorising a visit to "report particularly upon modern systems of handling coal and oil, and upon harbour, canal and river improvements." The extracts that follow cover the most interesting phases of Mr. Hauler's investigations. CONTROL QF THE PORTS. The desire to carry American goods in American ships i≤ increasingly promi nent. Keen business brains, acting mostly through Chambers of Commerce and Boards of Trade, are pressing for imme diate provision in ports and harbours tc meet the coming demand. I'ort authorities are making every effort to provide accommodation for this new expansion and works of magnitude are in hand and projected. Even with its 357 miles oi wharfage there • was vigorous agitation in the mercantile community in Xew York for additional deep water ocean piers, and the same condition obtains in San Francisco, Philadelphia, Baltimore. New Orleans, Seattle, and Portland. Modern development aims at accommodating vessels of 1000 ft. length, 100 ft. beam, and 40ft. draught, and suflicient depth exists at two leading Canadian and five United States ports to meet thie position. Two Canadian and four United States ports have 35ft. of water, and two Canadian and six United States ports have 30 to 32 ft. of water. The striking feature in the North American ports is want of uniformity in the control of port facilities. Only in Montreal, Xcw Orleans, and San Francisco are the ports wholly under public administration. In other great harbours '■ powerful private interests sometimes operate to the disadvantage of the public good, and everywhere there is a desire manifested to obtain local control, and Iso effect modern #nprovement that is j impossible under existing conditions. I Complete public ownership and control ;in Montreal, New Orleans, San Francisco, and San Pedro is reported to have been successfully and wisely administered, New York waterfront is less than 50 per ! cent, publicly owned. Practically all the ports visited are ad- ! ministered by Commissioners, only ex- | cceding three in number in one or two instances. Permanence of construction was an impressive feature of all modern works. Where Government pier-head lines will permit, minimum lengths of 1000 ft. are j aimed at, and widths vary from 200 to i 650 ft., 'but in New York there were five 1 piers recently built 1800 ft long by 175 ft wide, and at San Pedro 2520 ft long.and GoOft wide. NEW WORKS AND EXTENSIONS. While at Seattle public vote approved of an expenditure of £000.000 on three new piers each to be 2040 ft long and from 310 to 350 ft. wide. Montreal has eighty berths, of which the most recent thirty-live are reinforced concrete. There are eight miles oi wharfage, of which five miles has over 35ft. of water. There are over 50 miles of harbour railways to wharves and sidings, and these are about to be doubled. Two hundred acres of land have been reclaimed. The Port of Boston, with its £70,000,000 value of imports and exports in 191G, has provided wonderful accommodation with its new piers, 1250 ft. by 400 ft., and its two-storey concrete sliedi-, 3Goft in width. These, and ah other modern sheds elsewhere, are provided with every mechanical equipment that could be desired for the rapid and economical handling of freight. The use of electric or oil driven tractors is a very marked feature of recent years. They are universal, and are revolutionising the handling of material. The Port of New York alone would need a volume of description, but it must suffice here to say that its modern provisions are of the very highest class, and ite work of a permanent character. It is frequently said that New York has little mechanical equipment as compared with European practice. The fact is, however, that the port is wonderfully equipped with appliances, but these are so spread over its enormous water frontage that they are not generally known. The probable reason for this false impression is that the custom of handling material to and from ship has not followed the European system of hydraulic or electric cranes. The advantage of these, however, appears to be favourably | recognised of recent years, and their I early installation is pressed for, and seems probable. Keen inquiries were made as to their use in Auckland. Notwitnstanding the existing provision for shipping there was a pressing demand for additional accommodation, and plans for improvements costing £100,000,000 were under consideration. The total value of New York's foreign trade in 1914 was approximately £400,000,000, and the net register tonnage of vessels about 31,000,000 entered and cleared. The piers most recently constructed have handsome stone and metal facades, I and are an ornament to the waterfront. Particulars were taken of minute details in this and all other ports, but clearly euch a trief general report a 6 this can make no mention of them. At Philadelphia, Baltimore, Norfolk, and Newport News careful observation _<vas made of the latest practice in dealing with the particular features which those great ports serve. The value of imports and exports for the year 1916 for Philadelphia was approximately £58,000,000, and at Baltimore £42,000,000.

Fine modern accommodation was being provided at these ports, and Philadelphia particularly, with its nearly 200 piprs, had admirable two-storey concrete shed accommodation, one shed being served by railway to the upper floor. The ports of Christobal, at the Atlantic entrance of the Panama Canal, and Balboa, the Pacific terminal, are equipped with the most modern constructions. >. Four piers, each 1041 ft x 212 ft, with 41ft of water at L.W.S.T., have been come I pleted at Christobel, another is in course d i of construction, and five others are dea [ signed to follow. These are probably the [ Ij I most massive works in reinforced conn crete seen. n COAL AND OIL PLANTS. 9 Particular attention was given to this a subject, and very many installations were j '> j inspected under normal working condil '; tions. No real idea can be conveyed in S J words of the magnitude of the plant seen. Large diagrams were exhibited to 9 the Board in September, 1917. All these S types and others were examined. The coal and ore trade of the Great Lakes is a highly specialised traffic, more than five n times the tonnage of the Suez Canal, and j. this is loaded, carried, and discharged y more quickly than any freight elsej ■ where in the world. ;- Clearly the majority of plants were 0 larger than would be necessary for the 1- port of Auckland, but suflicient informae tion is available to adapt a modification i, of the most desirable system when the (1 Board finally settles the policy and ascer>f tains the requirements of local supply n nnd demand. v; One battery of special coaling cranes n working a 12,000 ton vessel was lifting] n ore from ship to shore at the rate of s, 1200 tons per hour per crane, with the I precision of a human hand, and working I-, in connection with a steel bridge of Gl2ft ;. I span, which stacked the ore where ret j quired. n] The control of this bridge, weighing s 1100 tons, was a≤ easy and simple as that a of a watch. 0 1 Modern oiltankere, carrying 10,000 tons g I of oil, are so subdivided that they can J carry only one class or mixed classes of h' oil, and these vessels are making journeys n' as far as Japan, being specially prepared n to bring back rice and wheat. i .| The question of bulk supply to Austra. \ c lasia was raised to a number of the com-1 g panics, and while there was a keen de- j s sire to accomplish this, the general feel- i c ing amongst oil men who resided in Aus--5 tralasia was that the demand was not I ' yet large enough to warrant this pros position, and the return journey empty J over so long a haul would seriously affect 1' the price. The great companies were, however, willing to consider any proposal x that promised good results. The matter of Storage in earth, conr I crete, and steel reservoirs and tanks was I noticed. The iirst method is only con- .! sidered as a matter of emergency, when . j nver-production occurs in the oilfields, j' The large concrete tanks are of a size to j hold 31 million gallons, and in California j alone there is euch reservoir storage for < i about 800,000,000 gallons. jj The lighter refined oils are stored in j : steel tanks, and a normal sized tank , j holds about 2 1-3 million gallons, j Provision is made for suppplying ves- >, sels with oil almost ports. 11 The Erie Canal, now known as the ■ I New York Barge Canal, connects the I Great Lakes with the Atlantic. This j canal provides for barges of 1000 tons 1 ] capacity, and will when completed, with j its branch systems, have a total length 1 j of 790 miles and 57 locks. All machinery ' I is electrically operated. This canal is 1 . America's bid for the Canadian wheat I trade. Its cost has been about J £30,000,000. One American company is proposing to place 100 barges capable of • handing 75,000,000 bushels per annum on i this route. [ t NAVAL WORKS. < Special arrangements were made fov ( ' the naval and military authorities for visits to three great Army and Navy i bases in course of construction, viz.:— ' j (a) Started May, 1918, was SO per cent. ' j finished on November 1. Six thousand men were employed in the construction ' i of three reinforced concrete piers, etc., ', j 1300 ft by 150 ft, with 35ft of water. The steel sheds were 1300 ft x 138 ft, and two-storey. Two concrete warehouses alongside were each IOOOft by 300 ft, and i nine storeys high, with floor area of 90 i acres. Total expenditure, £6,000,000. I J (b) A concrete quay 4000 ft long, witn ; , 35ft of water, with a concrete warehouse • 1038 ft by 126 ft, and eight storeys, ( and a two-storeyed shed, 1038 ft x 100 ft, of steel and concrete. There < ; were 7000 men employed. The work was I commenced in March, and was nearly completed at beginning of November, i The expenditure was £6,000,000. (c) Two new piere, each 142Sft x 300 ft, with 35ft of water. Sheds of steel were 234 ft wide. Landward of the piers were < eight warehouses, each 12S0ft x 160 ft, of brick and concrete. This work was begun in February, 1918, and was nearing completion at the end of November. Its cost was £5,300,000, and there were 9000 men at work. There were 42 miles of new j I concrete road, and the same length of < new railway. These warehouses were : provided with a number of large elevators, and as many as 50 tractors in each. l THE ENGINEER'S CONCLUSIONS. 6 The recommerdations arising out ol I this report are: -■• t (1) That if tii" Board should decide 3 upon a policy to provide a modern coaling station at Auckland it should con- l suit with the Admiralty and all interests £ affected, ascertain what would best suit £ all requirements, and proceed with a t definite scheme. s (2) That if the Board should decide to I make provision for oil storage and sup- 1 I ply the Admiralty and all companies and c firms interested should be consulted and f some approved policy followed. < (These two questions have already t been submitted to the Admiralty.) g (3) That the Board snould'at once t complete and equip the Central Wharf. t (4) That the construction and equity- 1 ment of Hobson Wharf should follow as c soon as possible. , (5) That negotiations begun prior to s the war with the British Admiralty re- t specting a large naval dock should be completed, and the work proceeded c wii.li as soon as possible. ;

5 (6) That the Eastern breakwater - should be constructed. ) (7) That reclamation walls to receh> 3 spoil from dredging should be continued 5 as per approved harbour plan at once and quays continued along those - frontages. [ (8) That the area between Hobsoa [ Wharf and Freeman's Bay should be . reclaimed as soon as may be convenient. t (!)) That Freeman's Bay should be - roaded at once. '■ THE CHAIRMAN'S COMMENTS. \ The Chairman, :n supporting the ' Engineer's suggestions, says:— Although we are submitting a scheme embracing numerous costly works to be carried on out of loan money, it does not 5 necessarily mean, nor is it intended, that , we are to go on immediately with the . whole of the proposals, but simply pfcjj , out what is the most urgent, it is • strongly advocated that the two tide ( deflectors should at once be undertaken* , also that the sea wall should be coni tinued along the northern face of the , harbour for the deposit of the dredging , spoil which we are lifting out of freej man's Bay; otherwise if thia wall is not I built we will have to tow the spoil to seat at considerably extra cost. The completion of the central wharf, , i.e., addition of 400 ft to its length, c?n- ---' not be undertaken until the eastern tide ' deflector is out. The equipment of the completed portion of the wharf is already ; approved by the board, and the necessary permission has been granted to issa'e the balance of the £ 1.000,000 loan, viz, £150,000, the debentures being' earmarked for this work. Unfortunately the interest on this loan was fixed by statute at 5 per cent., whereas our bankers advise us that it is useless to attempt to sell these debentures at under 5i per cent., but the- Acting-Minister of Finance has agreed to support any legislation which we may introduce with the object of raising the rate to 5} per cent. With regard to the other works on the list, I think we shall all be of one mind that the construction of Hobson Street wharf is most desirable, owing to the great demand there is at present for berthage accommodation; and as shipping gets back to normal this is bound to increase. A question that is sure to Ibe raised is: Are we going to connect up the new Hobson Street wharf with I the railway. My answer to this is I that it is quite unnecessary for some years to come. We have the King's, Queen's and Central wharves already connected, which will for some time to come meet the requirements of railway; hardled cargoes. Until we can get the areas in front of the timber mills and reclaim them there is no need to extend the railway, which would, if done, interfere with the launch landings, which are euch a boon to the yachting community. Storage accommodation is playing "a large part in the revenue of the Board. When the Queen Street landing .was planned on the site between Queen's wharf and Central wharf extra piles were driven -with the view of erecting a warehouse thereon for the storage of goods arriving-in the port and awaitingshipment. The Traffic Manager reports in favour of this warehouse. Roading Freeman's Bay, it is estimated, will cost £30,000 and is, of course, most necessary, as we have already numerous inquiries for sections,and I have little doubt that when the road is completed this land will find a ready market. Victoria Ferry wharf has iong been promised, and appears on the schedule. The reports of the engineer and haitourmaster go to show that there is no immediate necessity for this work, as the wharf has some years of life in it yet The reports also show that Onehunga wharf has still some years of life, but even if neither of these works is gone on with at once each body will know that they are on the schedule of Auckland works. The question of finance governs the whole position. Our revenue to-day barely meets our annual expenditure, but there is a committee already set up who will report on the necessary steps that the board will have to take to secure the extra revenue required. SCHEDULE OF WORKS. 1. Eastern Breakwater. 2. Reclamation 'from present reclamation east of Power Station to west side of proposed Naval Dock and filling area, but no roading on or concrete quays along this front. 3. Hobson wharf without sheds or equipment. 4. Hobson wharf—six eheds, cranes, capstans, electric wiring, overhead travellers, fences, etc. ' 5. Central wharf— completion of wharf and its equipment. 0. Roads, Freeman's Baft 7. Warehouse, Quay Street landings. 8. AVestern Breakwater, being stone embankment to full length. 9. New Victoria wharf, Devonporfc 10. New wharf, Total— £1,000,000. , THE FINANCIAL SIDE. The financial side of the scheme that the Board was called upon to consider this morning was dealt with in a memorandum from the secretary, in the course of which he says:— The proposals before the Board for resumption of work on the harbour im-; provement scheme entail a capital expenditure of £1,000,000 spread over ten years. For the past four years the Board's business has been run at a loss, the aggregate debits during that time amounting to £38,804 4/. With a re-, turn of trade to normal this position should improve; but, if the Board proposes to resume a borrowing policy, provision must be made to meet the increased charges for interest and sinking fund. There is no margin at present to draw upon, and the position will require to be closely watched and carefully safeguarded, or the Board may find *it hae reached a point where its charges have become so heavy that the port is no longer attractive to shipping. The endeavour of the smaller ports of the province to attract oversea shipping is also a factor which requires careful consideration. The Board has at present a loan indebtedness of £1.675,000, and its standing charges for interest and sinking fund

notr amount to £00.570. Maintenance and working expenses absorb close on £70,000 per annum, and payments to reserve funds £4,450: whilst the amount required for depreciation is £25.000 per annum. These amounts at present more than absorb the whole of the Board's revenue. The Board has £150.000 of unissued debentures of the £1,000.000 loan, and these are earmarked for the equipment of Central wharf. The Board's 1912 Empowering Act authorises the Board to isssue these at a rate of interest which wili bring to the lender not more than 5_ per cent. The Board's financial advisers, however, state that it would be useless to attempt to issue them under 6i per cent, and statutory authority must, therefore, be obtained to seil them at not less than that rate. Interest and sinking fund on this £150.000 will entail an additional charge of £9350 per annum. Presuming that the expenditure of £1.000.000 will be spread over ten years, and that £100.000 of debentures will be sold each year at 5} per cent interest. 71 ■Rill be necessary for tho Board to find an additional £6250 per annum for interest and sinking fund: so that at tie end of I the ten years the Board will have the era of £6-2.500 added to its fixed charges. In other words, in the year I I92<> the Board will (provided the rate of interest remains the samel be paying £1t>2.500 for interest and sinking funcf. This does not. however, take into account the fact that loan-; amounting to £710.000 will fall due before that "time. | The sinking funds will be insufficient to I repay them, and a large portion of these I loans will, therefore, require to be i renewed. At first sight it might appear that the increase in the revenue, which has been forecasted would, more than pay the interest and sinking fund on this ;£1.000,000 loan; but the fact must not be overlooked that with increased trade the working expenses of the port must also tend to increase. Discussion at the board. Mr. McKenzie. in seconding the chairman's motion that the report be adopted, and that an empowering bill be promoted at the next session of Parliament, pointed out that Auckland was rapidly ' becoming a very big port, and no ' scheme of improvements could be too : bold. We had a splendid harbour, and it was up to us to make the most of it. ! .Messrs. Leyland and Bond asketl lor j information regarding the proposal in the chairman's schedule of improvements to erect a warehouse at the Quay Street landing. Mr. Heather pointed out that the Board was not bound to carry out ■ all the proposals as they stood i"n the schedule. Each one would have to come before the Board for authorisation. Mr. Davis said tl.at if the secretary's report was to be accepted as correct, the Board would have to see to it that only the absolutely essential works were carrier! out. " j Messrs. Wallace. Carr. Bon.l. and Entrican spoke strongly in support of the motion to have an Empowering Bill brought before Parliament. ! Mr. Davis said he knew quite well timt they wanted berthage. but what he wanted to make quite clear was that sem» works in the scheino were unnecessary and extravagant, t.iking into consideration the financial position of tiie JS.-a-d. Speaking as a business man. he wanted to be quite certain that all of these proposed improvements would come before the Board de novo so that members would be given an opportunity ol considering their relative innortance ! and desirability. The chairman assured Mr. Davis that this would be done. Mr. Leyland. referring to the financial aspect of the engineer's report, said that, while the secretary told them that the Boards business had been run at a loss I and that the aggregate debits during the ! last four years amounted to £3S SO4 vet I taking the balance-sheet for the rear ending December 30. in!"!, covering" the ■ period of the aggregate debit of C3B SO4 j the assete had increased over liabilities' by nearly £200.000. The chairman's proposals were finally adopted. ' -