Review of Trading Through Lyttelton

Press, Volume XCIX, Issue 29220, 2 June 1960, Page 9

Review of Trading Through Lyttelton

Although trade variations and fluctuations at the port of Lyttelton followed those of Auckland and Wellington and it was difficult to gauge prospects, the present shipping trade position to Lyttelton was sound and there should be no concern for the future, said the secretary-manager (Mr A L. Burk) in a report yesterday to the Lyttelton Harbour Board.

A general increase in charges on goods and ships in the meantime could not be justified, he said. Mr Burk said he had been much concerned over the trade figures recently. Lyttelton was holding its own and he believed that the trade figures would increase.

Concern was, however, expressed by Mr Burk that the introduction of the train express ferry service from Picton to Wellington might have a serious effect on Lyttelton, besides increasing use of the air-freight services.

While expressing no concern for the future, Mr Burk said regard had .o be given to the inroads made by competitive transport Both N.A.C. and the rail-air service were increasing their yearly tonnages and when the Cook Strait rail-ferry was put into commission in two or three years, a certain effect on the coastal trade at present enjoyed by Lyttelton would follow. Oil Fuel Revenue The most spectacular increase) had been in the oil fuel trade, which rose from 96,000 tons in 1945 to 304,000 tons in 1957. The figure for 1959 was reasonably consistent at 298.000 tons. Other variations had been an increase in imports ■* of fresh fruit, a decrease in wheat brought from Australia after an increase in local production, and an entirely new trade in the importation of bulk bitumen. Overseas imports had dropped over the last two years from 712,000 to 617,000 tons. For the 12 months ended September 30, 1945, the cargo passing over the wharves, totalled 658,724 tons. In 1957 the total had risen 1,437,121 tons; in 1958 the figures were 1,414,373 tons and for 1959 there was a further drop to 1332,805 tons. For the six months ended March 30, 1960, the total was 667.034 tofis. Over those years there had been many variations, not only in ■ the volume but also in the pattern of the trade, said Mr Burk. The over-all position from 1945 to 1959 was as follows: Coastal Overseas Tons Tons . 1945 .. 410,000 247,000 1959 .. 590,000 739,000 Stable Income “In spite of the drop in tonnages over the last three years our revenue position has remained reasonably stable,” said Mr Burk. The figures were 1957: General Revenue £570,349. Harbour improvement rate £143,805: £714,154. 1958: General Revenue £575,649, Harbour improvement rate £140.524: £716,173.

1959: General Revenue £557,204, Harbour improvement rate £127,682: £684,886. The expenditure for the years 1957, 1958 and 1959 exclusive of depreciation, capital expenditure from revenue and other appropriations were as follows: 1957 .. ... £396,038 1958 .. .. £397,780 1959 .. ■ v ■ £436,664

The principal loan expenditure in which the board was involved was that relating to the eastern extension.,-

Preliminary expenses totalling over £lO,OOO and all administration expenses had been met out of revenue but that could not continue indefinitely without placing 4in undue burden on general revenues. Provided, the loan works bore their proper proportion of administration there would appear to be no justification in the meantime for a general increase in charges on .goods and ships. For a work of the nature of the extension a proper administration charge would be between 15 per cent. and.2o per cent, of all loan expenditure, he reported. The total expenditure on the harbour extension by last September was shown as £714,416.

The expenditure. was: quarryr ing, £604,608; breakwater, £3937; sea-bed investigation. £40,953; harbour model, etc., £8112; harbour extension, £5758; dredging, £51,003. ....

'Threat From Railway

Coastal trade was likely to be affected by air-freight services and the Cook Strait ferry, Mr L. G. Amos said. Trains with heavy loads could be shifted in the future from Auckland to. Christchurch in 24 hours, instead of three days by ships, and a tremendous tonnage could be shifted by rail every week. “We should give ourselves a little jolt and see where we are going,” said Mr Amos. “Conditions could arise under which we would not be the prosperous port we are today.” The Minister of Railways had already said that a second Wel-lington-Pictcn ferry steamer might be required, said Mr Burk.' He did not like being pessimistic and forecasting of trends was dangerous, but he believed that tfye bridging of Cook Strait by a railway ferry would have an effect on the coastal trade at present enjoyed by Lyttelton. “We are living in changing times,” said Mr Burk. “We are becoming increasingly dependent on our overseas trade. Our trade is changing from day to day; but I don’t think we should have any concern over our future in the overseas trade. Questioned on his statement that an increase in charges at present could not be justified, Mr Burk said: “We made a big move five years ago when we increased our charges and I can see no case being made out for an increase." The only review soon possible of charges was that for the use of cranes; added Mr Burk.

I grow old’learning somethin; new every day.—t Solon.