SEA VETERANS.

Auckland Star, Volume LXI, Issue 97, 26 April 1930, Page 10

SEA VETERANS.

TRANS-TASMAN RUN.

OBSOLETE STEAMERS. TOURIST TRAFFIC HAMPERED. One of the obstacles to the development of the trans-Tasman traffic is the type of steamer employed on the intercolonial run to Sydney; another, the curtailed time-table adopted after -the war and maintained eVer since by three vessels. From the tourist viewpoint the comforts on the three vessels, Maunganui, Marama and Ulimaroa, regularly engaged in the inter-colonial service, leave much to be desired. Each of these vessels was buijt and in running some years before the war, and all are below the standard of vessels of a similar class in other parts of tne world. Take, 'for instance, th© route Jioin San Francisco to Honolulu. State rooms and cabins are larger, there is not the same crowding of cabins, and the deck space is more ample than on the vessels on the Sydney run. The bathroom accommodation is better, and the vessels suggest comfort without luxury. On the services between Australia and England the same applies, as many New Zealanders know. ( High Scale Of Fares. Those who make the voyage from New Zealand to Sydney and then transfer to a modern liner for Europe or England are struck by the contrast. " Travellers have naturally asked why the accommodation on the inter-colonial steamers should be below the standard oa popular routes elsewhere. The fares are much higher than the scale ruling on the passenger lines from Australia to England. For instance, the' trans-Tasman fare is £12 10/ first class and £10 second class on they threeclass vessels, Maunganui and Marama, which is an average of about £3 11/ and £2 18/ a day for the voyage of 3J days. This may be compared with the fare of £104 10/ first class and £88 second class for the voyage from Auckland to London—an average of £1 16/6 and £1 10/6 for the 57 days' voyage via Cape of Good Hope, and £2 5/ and £1 18 3-Bths for the 46 days' voyage via Suez Canal. On the two-class intercolonial steamer Ulimaroa the fare is £10 10/ first class, but even this, with an average of £2 12/6, is considerably above the charge for much superior accommodation on the modern vessels running between Australia and England. Hopes of an improvement were raised last year, when the new motor ship Westralia was commissioned by the Huddart Parker Company. It was expected this vessel would be placed in the trans-Tasman service. This is now regarded as unlikely, as the Westralia has entered the Sydney-Western Australia service, and is likely to remain there. Running Costs.. In effect, the defence of the shipping companies is that New Zealand is a smaller country than Australia, the running costs are higher than they weie some years ago, the return from freights is low on account of the meagre cargoes offering for Sydney, and, in any case, the accommodation offered on the three steamers is adequate to cope with the passenger and freight traffic across the Tasman. It is claimed that even when the passenger traffic is heaviest, in December, and from January to April, the vessels on the run have sufficient accommodation. What is not conceded among the shipping companies is that the traffic would be greatly increased by a change in policy. The cargo available, it is stated, is determined by the Australian tariff more than by the rates of freight, and a reduction in freights would not bring a corresponding increase in tonnage. The cargoes from Sydney to Auckland arc much heavier than those from Auckland to Sydney, and it is contended that the cargo space is more than adequate for the trade. Further, it is suggested that the question of passenger traffic is dominated by the trade situation. Vital Transport Link. Following that line of argument the shipping companies have convinced themselves that three- steamers are. sufficient for r. service that formerly maintained by four vessels. Instead of pioneering the way to a happier state of affairs the companies have allowed the trade and tourist traffic to languish ! on' a transport link that is vital to New Zealand. It is vital because there is no alternative means of getting to Sydney, and it is the only means that Australians have of coming to the Domini6n. New Zealanders, having to be satisfied, may be presumed to make.the best of it, and last year 11,000 visited Australia; but Australians, having the alternative of tours to the East and elsewhere, come to New Zealand in smaller numbers. Last year there were only 8300 visitors from Australia; yet Australia has four times the population. Excursion fares have been suggested to encourage tourists in "the season," but here again the companies show no enthusiasm. The reply is that excursions were not a great success when tried years ago, and that any reduction would be at the expense of those who would have to pay higher fares in the offseason. A review of the past shows that little progress has been made. The traffic is ' practically at a standstill. More Comfort Required. Largei and faster ships are needed, is the emphatic opinion of those.familiar with the , better types of passenger, vessels. Luxurious accommodation i» not desired, but there is an increasing demand for a higher standard of comfort. New vessels are being designed on a commodious scale, and great improvements are being, made in the engineroom. The machinery of the latest types is compact, smooth-running, reliable and speedy. The oil fuel systems do away with the dust and grime of coal, solve.the labour problem, and give a sense of efficiency. _ The triple-expansion engine, in its time, was efficient, and it represented a great advance on the ordinary expansion engine it replaced, but the geared turbine and the Diesel engine are now supreme. In 1924 the Aorangi, in the Canadian Australian mail service, was built with Diesel machinery, and has proved that a saving of space and economy in running more than off-set the heavy first costs. ' „ The machinery on the inter-colonial vessels is" out of date, and this is a further deterrent to the passenger service between New Zealand and Australia. As regards the age of the vessels the Maunganui, 7527 tons, wag built in 1911, the Ulimaroa, 5828 tons, in 1908, and the Marama, 0497 tons, in 1907. The Makura, which is at present relieving the Marama, is 8075 tone, built in 1908 ° ,