WELLINGTON HARBOUR

Dominion, Volume 31, Issue 21, 20 October 1937, Page 13

WELLINGTON HARBOUR

Swaims As Overseas Terminal AIR AND SEA SERVICES Chamber Of Commerce Adopts Reports SOUTH ISLAND SUPPORT SOUGHT Further evidence in support of the pre-eminence of Wellington’s claims as the terminal for the trans-Tasman air service and as a port of call for trans-Paciflc shipping services was adduced at last night’s meeting of the Wellington Chamber of Commerce when reports were read from three members of the executive. Captain S. Holm, Mr. P. E. Pattrick and Mr. K. H. Nimmo. Particular stress was laid on a comparison by Mr. Nimmo of the Auckland and Wellington harbours as showing Wellington to have unrivalled claims both from the goographical and navigational viewpoints.

After the reports had been read, a motion by Mr. Pattrick that the cooperation of the South Island chambers of commerce in support of Weh lington’s claims lie invited was carried unanimously.

Outburst of Indignation.

“In voicing the views of the Wellington Chamber of Commerce I have to state that we very much regret the outburst of indignation which seems to have been aroused among our friends in Auckland by our efforts to have Wellington included in the itinerary of certain overseas shipping and air services,” said Captain S. Holm. “Wellingtonians are well acquainted with the fact that our harbour is unrivalled in,this part of . the world for the reception, economic handling and dispatch of any type of vessel and have just reasons for requesting overseas vessels to use its port if only on account of the national economy in distributing costs and the advantage of landing passengers in the centre of the country and within easy reach |Of the magnificent southern tourist resorts.

“Realising the growing importance of air services, this chamber has con-' suited experts and after due consideration has no hesitation in stating that Wellington is the most suitable terminal in New Zealand for any service conducted by flying-boats. Briefly, some Of the opinions are as follows : — 1930: Dominion Airlines Ltd. expressed the opinion that Evans Bay was

a most suitable site. 1934: Tlie Goodwin-Chichester Aviation Co., Ltd., stated that Wellington Harbour was eminently suit-

able for landing flying-boats. 1936: Trans-Tasman Air Service Development Co., Ltd., headed by the late Sir Charles Kingsford Smith, stated that Wellington offered general surface and mooring conditions equal to, if not better than, any other harbour in the world. Squadron Leader G. L. Stedman stated that a> flying-boat could safely alight in Wellington on at least 90 per cent, of days. Captain Bolt stated that it was safe to say 90 per cent.; the harbour should be workable 95 per cent. Mr. A. Francis, meteorologist of PanAmerican Airways, when discussing the cancelled trip last April, stated, inter alia, “I would like to emphasise that a landing could have been made at Wellington that day; we have landed in far rougher weather, but had proper berthing and mooring facilities.” Mr. Harold Gatty, of Pan-American Airways, stated: "If a flying-boat cannot land in Wellington, well, it cannot laud anywhere.” A Safe Port. “These Qpinions are supported by Others, but surely enough has been quoted to prove that the first requirement, that of safety, can be met by the use of our port. When,’as must inevitably happen in all places, the time comes that conditions make landing too hazardous, there is an emergency landing port only 60 miles away at Nelson and several others in the sounds and bays adjoining Cook Strait. “After safety requirements are met, national consideration must be the deciding factor, and' it is not common sense to operate from one end of this country the trans-Tasman service of three trips a week merely to function with Pan-American Airways who propose one trip a fortnight.

"The public should remember that one-half of New Zealand’s population lives within 150 miles of Wellington and communication throughout this portion of the country has not been interrupted within recent years, but twice last year all cable communication was suspended for 2-1 hours with the outside world on account of climatic conditions in the north, and last month the air mail from the centre and southern parts of New Zealand was delayed two 'weeks because of the weather preventing the service plane from lauding in Auckland in time to catch the American steamer. “The growing importance of air travel js shown by the fact that, while 5751 passengers arrived at or departed from Wellington by Cook Strait Airways in the first half of 1930, the numbers fOr the llrst half of 3937 were 8059.- The passengers carried by the Palmerston North-Dunedin planes for the same periods were 2850 and 3930. “Mails carried by air services have shown a similar increase, and it is imperative that the Dominion must have communication with the outer world by this modern form of transport which should be easily accessible to all parts of the country and if the dictates of economy are such that one base only is constructed then that base should certainly be in the vicinity of Cook Strait.” The Tourist Factor.

“I suggest that a very important consideration in determining the best New Zealand terminal for overseas transport —whether by air or sea—ls the tourist factor,” said Mr. P. E. I’attrick. vicepreoldent of the chamber. “The suggestion that, if the terminus of the Pan-Pacific air service is at Auckland, so also should Auckland be the New Zealand terminus for the trans-Tasman service, is hardly logical unless the New Zealand call is to be more or lees for refuelling, or else, as far as New Zealand’s attractions are concerned, we are satisfied for overseas tourists to see Auckland and leave. But we want tourists to come to New Zealand and to see New Zealand and not simply to see a northern portion of it. “An inspection of the Tourist Department’s records shows that during the

year ended March 31, 1936—the year both the Matson and the C. & A. Lines were running regularly—the value of the bookings overseas for tourists to New Zealand arriving at Auckland was nearly twice that of those arriving at Wellington, and during last year to March 31, 1937, Auckland received approximately only 10 per cent, more than did Wellington. The explanation, of course, is that during last year the Matson boats were held up by the U.S.A, shipping strike and also that Wellington had the benefit of the Awatea. "This clearly demonstrates that, given a reasonable share of shipping facilities, tourists will come to Wellington and the reasonable corrollary is that they are much more likely to see the beauties of the whole of New Zealand and to spend more money in it than they do while the shipping services with Vancouver and San Francisco call at no New Zealand port south of Auckland.

"I move, Mr. President, that, since it would be of benefit to New Zealand as a whole for Wellington to be the terminus of tho trans-Tasman air service and also the terminus of a transPaciflc shipping service, the co-opera-tion of-the South Island chambers of commerce be invited forthwith. We have a community of interest with them in this matter and time is the essence of the contract.” This was seconded by Mr. H. P. Hopkins and carried unanimously. “Auckland Embarrassed.”

"It is becoming increasingly obvious that Auckland is deeply embarrassed at the justifiable and logical case presented by the representatives of Wellington public bodies in their very proper claims for a share of the transPaciflc shipping and the port’s eminently superior facilities for Pan-Pacific and trans-Tasman air services,” said Mr. It. H. Nimmo.

“Wellingtonians have nothing but the warmest regard for their brother Aucklanders, as has been clearly exemplified by the statements that have emanated from this chamber and also from the Press of the capital city. As against that, however, there are grossly extravagant statements from Auckland culminating in the mayor of Auckland, Sir Ernest Davis, dramatically throwing down the gauntlet, thereby in no uncertain manner challenging Wellington to battle. This reluctantly leaves us with no alternative but to observe the Marquess of Queensberry’s rule and roll up our sleeves and fight this type of Auckland propaganda every inch of the way until we attain our objective. “I consider that Sir Ernest Davis has made a bad break at the commencement of Iris hostility. His first long-range shot is only viewed by Wellingtonians as a red herring across the track when he classifies our harbour, which is the pride of New Zealand, as a mere pond. His statement is so fantastic and extravagant that I could with equal facility—and perhaps with more justification—in reply, refer to Auckland’s harbour as a ‘tidal swamp,’ which statement would be treated no more seriously in Auckland than Sir Ernest Davis’s ‘pond’ stunt in Wellington. Let there be no mistake—there is every evidence that this is going to be a dour fight. So far Auckland has stated no logical case in its own defence, and it would be well to hold our horses until Auckland states its case at the forthcoming conference between representative members of Parliament, municipal authorities and the chamber of commerce.

Wellington Isolated.

“As evidence of the great disadvantages that the Wellington district and the South Island are experiencing through their isolation from trans-Paci-flc shipping, and the fact of the Increasing tendency for Auckland to become the focal point of New Zealand, I produce three shipping brochures, which are circulated throughout the world—one showing a map of the world and making reference on three occasions to New Zealand and on each occasion only to the port of Auckland; another, showing a map of the Southern Hemisphere with trade routes marked thereon showing shipping routes entering only to the port of Auckland, and no other port in New Zealand; and last, but not least, another map of the Southern Hemisphere showing only the province of Auckland floating somewhere in the Pacific ‘with the port of Auckland prominently marked, the assumption being that the remainder of the North Island, and the South Island, is well and truly sunk somewhere in the Pacific. Indisputable Superiority. “As evidence of the undisputable superiority of Wellington’s port from a maritime viewpoint over that of Auckland, I submit the following particulars :—

“Auckland is nearer the North Pacific, but Wellington is nearer Panama, Sydney, Melbourne, Great Britain, all Europe and Africa.

"Distributing costs for the whole of New Zealand are lower from Wellington <thnn Auckland.

“The Rarotongan fruit trade used to come to Wellington and now goes to Auckland, and consequently fruit has to l>ear an added distribution cost. “All overseas cable communications are now centred in Auckland to the disadvantage of New Zealand as a whole. “The naval base is in Auckland, although there are many more suitable harbours in New Zealand. Geographically and from a strategic standpoint, it is obvious that, the naval base should definitely be located at the seat of Government.

“If these facts are closely studied by those in authority, we need have little misgiving as to what the ultimate result of our overtures will be insofar as the capital'city is concerned.

“When the time comes for the Government to consider the ports of call for the new trans-Pacific Vancouver liners to New Zealand, the facts submitted in relation to the advantages of the port of Wellington as against those of Auckland, will, no doubt, be the deciding factor in the attainment of our ultimate objective." Lack of Dignity. Mr. Hopkins referred to a newspaper cartoon showing Wellington as a small boy with a handful of mud and said he did not think the chamber was acting in a very dignified way. He understood the mayor of Wellington had left for Auckland to discuss the question with Sir Ernest. Davis, and his feeling was that the publication of everything inithe reports might rather hamstring Mr. Hislop in his actions. Several members disagreed with this view and said the reason Mr. Hislop had gone to Auckland concerned the centennial exhibition. Mr. Hopkins: I know we have very good ammunition, but I think we are becoming undignified in slinging mod at one another.

Mr. M. G. C. McCaul: I move we go on to the next business. This suggestion was adopted.

MATSON LINE ROUTE

Suggested Inclusion Of Wellington

“You may rest assured that any assistance which we, as agents for the Matson Line, can extend will be gladly given, and it will doubtless interest your chamber to know that every opportunity has been taken to interest the executive officers of the Matson Line when they have visited Wellington regarding the question of Including Wellington as a port of call for the Mariposa and the Monterey,” wrote Mr. W. Brady, manager at Wellington of Burns Philp and Company, Ltd., agents for the Matson Line, in a letter received by the Wellington Chamber of Commerce last night The letter acknowledged receipt of a copy of a letter sent by the chamber to the president of the Matson Navigation Company, San Francisco, containing a request that his company’s vessels extend their itinerary to include Wellington. A copy of the letter in question was being sent to Mr. C. E. Brown, Australasian managing agent of the Matson Line in Sydney’, Mr. Brady wrote.

Wellington. Auckland. Width of entrance J mile i mile Depth of entrance ' 42ft. 31ft. Rise and fall of tide 3ft. Cin. 12ft. Run of tide at wharves Nil. 2 miles an hour.acms wharves. Depth at wharves 16ft.. to 10ft. to 3-lft. 40ft. Length of berthage available for vessels 26,171ft. 23,217ft. Width of navigable channel in harbour 5 miles. 4 mile. Pilotage Optional Compulsory Gales, average M days 30 days Fogs, average 16 days 77 days 70 days 107 days