Tauranga As Timber Port

Bay of Plenty Times, Volume LXXVII, Issue 14928, 16 March 1949, Page 6

Tauranga As Timber Port

(Continued from Page 3) pulp products from the projected pulpmill at Tokoroa, produced from timber growing on the other 281,269 acres located in the Rotorua-Puta-ruru-Taupo area, being exported through Tauranga port had been excluded by reason of the absence of relatively direct rail access. It was possible that road transport might be adopted or the longi'sh haul by rail to Morrinsviile thence back to Tauranga. Should such eventuate by reason of the present congestion experienced at the port of. Auckland —and liable to be considerably aggravated as such new and additional tonnage grew in volume—or by reason of the bottle neck in rail transport which the grade out of Rotorua created, then the tonnage both coastal and expert which the port of Tauranga was likely to handle would be substantially increased. To handle the whole of the annual increment of the Kaingaroa Forests—at such time as the whole was being utilised —would call for nine return trains each of 40 waggons per working day. This would apply irrespective of whether the port' of shipment were Tauranga or Auckland. But from the angle of economy of railway operation the advantages were considerably in favour

of Tauranga as destination. Allowing for the marshalling of the trains at Edgecumbe in each case —a shuttle service bringing the loads over the grades between Edgecumbe and Murupara—the approximate running time required to reach the respective destinations would be Tauranga (two hours); Auckland (nine hours). The return trip would take the same time as the outward trip. Nine Trains In Nine Hours

If the mechanical handling gear at Tauranga was capable of ix through-put of 1,500,000 feet sawn per day as it was suggested would be essential and an 8-9 hour day was worked as normal —it followed that each train load of 40 waggons must be unloaded in one hour (nine trains i*n nine hours). If this was achieved, theoretically the trip from Edgecumbe to Tauranga, plus the unloading and return journey was accomplished in five hours. With an adequate shuttle service between Edgecumbe and Murupara it would seem that three sets of the daily requirement of waggons might suffice. Thi's would amount to 1,080 waggons which as shown would be in continuous use without unpaid waiting time while under load. On the other hand to provide an equivalent service to Auckland would involve at least 19 hours per waggon per day—nine hours each way plus one hour unloading. Thi's took no account of delays, or more important still the difficulties of arranging for through traffic which could keep such a timetable, having regard to existing traffic on the line between even Hamilton and Auckland.

At the moment the line between Edgecumbe and Tauranga carried only four trains each' way per day (other than specials) so that the scheduling of an additional nine trains each way would

present no undue difficulty. It seemed reasonably probable, therefore, that each train might take two days for the outward and return journey (Edgecumbe-Auckland-Edgecumbe) and consequently a minimum of four to five sets of 3GO waggons each would be required—between 1,400 and 1,800 waggons. Similarly locomotives, locomotive crews and train crews would be increased proportionately. Unless the Auckland wharf congestion could be overcome the position regarding waggon requirements could be considerably worsened. Another aspect which favoured the Tauranga terminal was the better return on railway operating by virtue of difference in the

mileage rate. If the rate charged by railways were in direct proportion to mileage covered, the freight charge per 100 feet sawn Murupara - Tauranga would be equal to 38.2 pence, whereas tariff rate was shov/n'at 68 pence. The same applied in respect of pulp and paper and; the shorter haul to Tauranga was considerably more attractive in both cases to the Railway -Department and more particularly as the capital outlay in waggons would be substantial y for the reasons shov/n, concluded witness.