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Gisborne Times, Volume XXV, Issue 2008, 18 February 1907, Page 2

The Hon. J. Carroll and Mr Gordon (secretary) left for Wairoa on Saturday. Miss E. L. Faubert, mistress of the Makauri school, has been chosen by the Kaiti School Committee to fill the vacancy of mistress of the Kaiti school. Information was received on Saturday that Charles Harwood, injured at tho Te Araroa sawmill on Wednesday, had died on Thursday night from shock and loss of blood. An inquest was opened, but was adjourned until to-day.

At tlio Police Court on Saturday morning, before Mr R. Johnston, J.P., a first offender was fined 5s and costs 2s for drunkenness. Intending pupils for classes in English, shorthand, bookkeeping and typewriting, amateur woodwork, trade carpentry, relief carving and cookery are invited to attend at tlio Technical Schoolroom at 7.30 this evening. Tho Hon. Captain Tucker left by the steamer last night with the intention of paying his usual visit to his Campbell Island property. He expects to be absent about a month. A well known resident of Gisborne, Mrs James Morgan, sister of Mr George Foster (now of Wliangarei), passed away at tho hospital on Saturday, after a painful illness. Mr J. R. Redstone left by tho Talune last evening to attend the Mastorton show, commencing tomorrow. He is to judge tho harness liorsos at the show. Tlio Tourist Superintendent, Mr Donne, and Messrs Cowan and McDonald, of tho Tourist 1 Department, left by the Talune last night for Wellington. The President of the Tai Rawhiti Maori Land Board (Colonel Porter) and Mr A. Keefer leave this morning for Wairoa, where sittings of the board are to he held this week. The scow Bravo, which is lying oil tlio beacli at Cape Maria \an Dieliian, had a cargo of timber for Messrs Pcacocke and Co., or Gisborne. Until lately she was commanded by Capt. Brinck, now m Gisborne in charge of the auxiliary ketch Kereru.

A man will he brought •before the Police Court this morning on a charge oi refusing to quit licensed premises when ordered to do so by the licensee. A number of intending passengers who went into Napier by tram on Friday with the intention of catching the Manuka, missed their passage owing to the steamer having to leave earlier than usual on account' ol tlie bad weather. One passenger had come from-Auckland via TVest Coast so as to get to Gisborne a day earlier, as he intended going on by tlie Manuka to Auckland. A Maori named Tautalii Pohatu was arrested yesterday by Constables Irwin and Hancox on a charge ot having at a pah near Te Aral assaulted a boy named Pitu Isgarangi, aged 8, so as to cause hull bodily harm. It is alleged that he seveiely kicked the boy. The woman who was sentenced to three months’ imprisonment m Aapier gaol about a fortnight ago, nit who had instead to bo 'taken to the hospital for treatment _ and liad to he operated upon, died in the institution on Friday morning-

In the quick-step competition ill the hand contest Gisborne was on 27 marks behind the winning mm , and was successful in beating tin. Greymoiith, Nelson, Tuapekn, Wellington Garrison, Dunedin Ij av .‘ > Jupp’s, Hastings, Tiniaru Marin , Dunedin Citizens, Ituahme, and Aapier Garrison bands. _ Pale, nervous women with little strength and failing appetite . are among those who receive the greatest benefit from Stearns’ Mine, the matchless tonic and strength rcstox--o'.-, Try it.—Aclvt.

THE OUTER HARBOR SCHEME. MR. MARCIIANT’S REPORT. Tlio following is tlio roport on and estimates of cost of an outer harbor m Poverty Bay, .for tlio service of vessels ol largest tonnage and deepest dralt, prepared by Mr F. W. Mnrchnnt, M.1.C.E.: SITE OF PROPOSED HARBOR. Examination and trial soundings of 1 overfcy Bay aided by a study of the oxuollont Admiralty chart prepared in IdOkJ, showed that there was but one harbor site at all suitable for the purpose. Tho bay closo to Pali Hill is the site selected, the breakwater of which would bo 90 chains eastward of the existing breakwater of the Turangamii river on trance.

Generally speaking, Poverty Bay presents difficulties in the way of building a sheltered harbor for vessels of large size. The fold ground existing down tho middle of tho hay prevents the construction of a deep water harbor any"here adjacent to tlio existing river port where it would work in with the structures already built. The disadvantage of the Pali Hill site is that the water deepens very quickly alter a depth of 25ft; this causes the breakwater to he set in a great depth of water in order to afford a sufficient area of (loop water under its lee.

On ' the plan the full rod lines show the position of the breakwater proposed in No. 1 scheme, having a calm water area of 15G acres to low water mark. This No. I scheme affords 77 acres of from 24ft to 44ft in depth at low water. No. 2 scheme is shown on the plan in dottc-d green lines. This gives a calm water area of 139 acres, and an area of 63 acres of from 24ft to 42ft in depth. The areas are bounded in both cases by a red dotted line from the outer end of tho breakwater parallel with the first leant oil a bearing of 9 dogrees magnetic. The project is divided into two schemes, because if No. 1 should be considered too costly tho. amount can bo reduced £37,500 by adopting No. 2 scheme.

The groat advantage of No. 1 scheme is that a large area for swinging vessols is afforded, future wharf extensions and sites can bo obtained ; whereas in No. 2 scheme the area for handling vessols is much contracted, and when new inshore wharf sites are required, tlio water must he deepened by submarine excavation in papa rock, which would bo very expensive to perform. In both schemes shipping in tile harbor would be completely sheltered from tlio only quarter from which heavy seas can come. During westerly gales a short, chopping sea would run and shipping would be exposed to this. The direction of the wharf is such that vosols would lie bows on to these winds, and as the length of fetch would bo much less than in either ’Wellington or Auckland harbors, no inconvenience to shipping need bo anticipated from the effect of such.

Within the proposed harbor area, the sea bottom is papa rock. It is bare and somewhat uneven from a low wator depth of 24ft. sliorowards. Seawards of that depth, it is almost perfectly flat and overlaid with a covering of silt. This description holds good of the general character of the sea bottom in Poverty Bay, except towards’ its western end, where silt and river sand deposits oxist up to the shore lino. x One point bearing on the nature of tho sea bottom hero was raised during the progress of the survey, that was, whether • the bottom would afford sufficiently good anchorage for large vessels in the harbor. This_ is a question for experienced nautical moil to decide after probing the bottom. My opinion is, that while the anchorage cannot be said to be firstclass, it can bo said to be sufficiently good. If, however, there should bo a doubt about it after a trial, remedies can be applied at moderate cost to loosen the bottom within the harbor aica, sufficiently to make the anchorrage above suspicion. Given strong screw moorings within tho sheltered area it is probable that the vessel’s anchor would be but seldom used.

Special attention was given to an examination of the coast line to form an opinion whether any drift of beach material would be likely to gather against the breakwater or under its lee. Nothing whatever in the nature 'of any drift was discovered, and from the geological formation of the country hero it may be safely predicted that no dredging for maintenance will be required in connection with the proposed harbor. This is a most important point. A considerable sum is at present spent on maintenance dredging in the Turanganui river port, and almost every other harbor lias to spend a greater or less sum on maintenance dredging. A sum of £IOOO per annum spent on dredging, interest, depreciation, and tip-lceep of plant represents interest on a capital sum of £25,000. So that in considering the question of cajiital cost of the proposed works, this freedom from annual cost of maintenance should be remembered. Probably it will happen that soon after the construction of the outer harbor it will be found 'advisable to abandon the present river port and carry on tho whole shipping trade of the district at the new harbor. Possibly this would not be a popular proposal at first, but as people became accustomed to the new harbor and tho trade there settled down to n-worlc-a-day affair, it is almost certain that the change would bo made. It is proposed to build the breakwater wholly of limestone rubble from the Waihirere quarry reserve. This quarry promises to yield blocks of great weight so far as can he judged from surface indications. The stone is of excellent quality lor breakwater work, and tho natural conditions existing are highly favorable for working operations. Prom the experience of quarries of similar material elsewhere the opinion can be expressed that there will be a plentiful supply of blocks exceeding 15 tons in weight, and if this opinion is supported by actual results then the breakwater can be wholly constructed of rubble. If, however, there should not be a sufficiency of heavy natural blocks, then these must be supplemented by the addition of 30-ton concrete blocks laid on the sea face of the breakwater, which will probably be the cheapest method to pursue If, however, a very large quantity of such concrete blocks were required, then a composite breakwater of set concrete blocks on a rubble foundation with a concrete block wavebreaker would lie more economical. A section of such a concrete block breakwater is shown on the plans. Such a type of breakwater would under any circumstances only he necessary from 2250 ft to 4650 ft, and if required would cost £26,400 more than the rubble work on that length plus £6OOO for special plant, making a total contingent extra of £32,400. In this case the sea staging would not be required along this length, and consequently the amount estimated for this would he available for the purpose of further plant in addition to the £6OOO already allotted. This estimate provides for first-class 1 to 6 concrete work. Breakwater concrete has only too often been made with an insufficient quantity of cement and of a porous character. Unless concrete in these structures is made solid and impervious, its decomposition soon takes place. Assuming, however, that a sufficiency of large natural blocks can he obtained, then it is proposed to construct the breakwater by “flying tip” as far as 2000 ft from its commencement. After that point it would he constructed by tip and staging as shown on plan. In certain circumstances tho formation of these rubble niqjmcls by a three road timber staging is a necessity. These circumstances are where frequent and heavy seas prevail, causing loss of time and damage to the railways, where the rubble has to be largely classified in order to lay all the small stones where they caii only properly be used and where tho work is of such great width that it would be impossible to form it without the use of staging. Also by the use of staging the top of the mound can be kept lower than when a tip only is used. Staging of the usual type is very expensive, generally costing £7 to £S per running foot, and this amount pays for a good deal of'extra stone and other expenses. Owing tb the generally very calm character of Poverty Bay, and to the probable yield of a large number of heavy blocks of stone,staging is only really necessary here to enable use to he made of the smaller stone in the bottom of the mound and so that the sea slope of the mound can be formed to a sufficient width. It is highly probable that, experience will show that the staging can he wholly dispensed with, it all depends upon how the quarry may turn out. If staging has to be used, then it is proposed to build only 500 ft of it, and when this length of breakwater has been finished to remove tho upper part of the staging and shift it to the next 500 feet length of breakwater, now piles being driven for this. The sea bottom being papa rock, staging piles can only be driven a

short distanco into it, and therefore stono must ho tipped round each pier as soon as each span is sot, in order to afford due stability. Tho estimated’ cost of tho staging front 2000 ft to 46501'b is £6OOO, allowing for piling tho wholo distanco with the top work shifted at every 500 ft'. | The rubblo stono breakwater at Newcastle, N.S.AV., extending into ' very deep water on a stormy coast j and oxposed to seas of great strength was formed without staging, tho top standing 15ft above high-water mark. ' It is composed of stones of less weight than probably will bo yielded by the Waihirero quarry, anil tho •slojie of tho sea face is slightly steeper than 2 to 1, whereas 2j to ' I has boon allowed for the sea slope of the nibble mound at Gisborne. I In order to form tho sea face of the mound to a sufficiently flat inclination in tho absence of staging, the heavy stones would bo deposited by side tip-waggons and then rolled out to a sufficient distance by means | of a crane. !

The mound would he built to a height of 10 foot abovo high water mark for tho shallow water length and to a height of 1C feet above it for the deep water length, between 2250 foot and the outer end. The best and largest stones of 1C tons weight and over would he selected for the sea face of tho mound and tho interstices between tile stones forming tho top layer filled with concrete. The cost of this would ho very little indeed and by such means the top of the mound would be practically monolithic, and tho whole structure would then be as proof against the attacks of tho sea as a concrete breakwater with a wavebreaker of random rocks. There will be no settlement whatever in the rubble mound founded on tho hard sea bottom here, and therefore no extra height is necessary to allow for this. At New Plymouth, for example, tho rubble mound there is founded on hard sand and carried up to 3 feet above low water mark. On the rubblo is placed a sujierstructure of concrete blocks 14 feet in depth, no settlement whatever has occurred and there is much less likelihood of any taking place in tho Gisborne work. It is quite possible that experience will show that the outer length of tho breakwater will ho quite stable if carried to a height of 10 or 12 feet only above high water mark, if built as advised. At Timaru the rubble mound composed of much smaller stones than are obtainable at AVaihirere, stands but 8 feet and less above high water mark, and so remains stable. There, however, tho storm waves have not the strength of those which run in the deeper water at either Napier or Gisborne.

For tho purpose of estimate, the stone has been reckoned at 3s per ton for quarrying, haulage and tipping, allowing 18 cubic feet ill the mound to equal one ton in weight. The stone should bo deposited in the mound for less than 3s a ton and each ton will occupy more than 18 cubic feet in the mound. So that with one possible saving and another, the cost of the rubble work should bo from 15 to 20 per cent, less than is estimated.

The cost of rubble deposited in tho New Plymouth breakwater with slow and difficulty quarrying is under 3s a ton. That in the Timaru breakwater extension lately completed cost from 2s Cd to 3s Id per ton.’ There, a great thickness of clay had to be stripped from it, the stone was but a thin layer, and it had to be hauled up a 1 in 40 gradient about half a mile long, the total length of haulage being about 6 miles. Comparing the Timaru quarry with the excellent natural advantages of AVaihirere, the stone in the Gisborne work should cost 15 per cent, less than it did in Timaru. On the foregoing bases, the cost of the breakwater formed entirely of rubble will work out as follows: Front the commencement of breakwater to 1000 feet out —1000 ft, at £l2 9s per lineal foot, £12,450; 1000 ft to 1500 ft, 500, at £l6, £8000; ,„;rt to 2500 ft, 1000 ft, at £39 6s £39 300; 2500 ft to 3500 ft, 1000 ft at £56 2s, £56,100; 3500 ft to 4650 ft, 1150 ft at £75 12s, £86,940; cost of rubble in mound for quarrying, loading, haulage, and depositing, £202,790.

RAIAVAY TO QUARRY. The construction of a railway line between the quarry and the harbor site presents small difficulty. The ground is all flat and on a gentle down -grade from the quarry to the sea. The only work of any magnitude is the construction of a bridge acress the Waimata River. Special application should be made to the Marine Department for an exemption from tlie usual condition requiring an opening span to be built in this quarry railway bridge. The total length of line necessary is 101 miles, estimated at £18,900 plus £4OOO for bridges, culverts, and sundries, or a total cost of £22,900. The constructive cost of this line is very considerable, but there is no nearer alternative quarry site which offers equal facilities for working operations, or has anything like so good a quality of stone. The length of tho line apart from its cost is but a small demerit. By far the chief cost of the stone in the breakwater lies in quarrying. Wliether it has to be hauled 10 miles or 5 would make very little difference in the breakwater, probably about 2d to 3d a ton only. Two locomotives forty-eight waggons, four cranes, and other plant and tools would bo required, tlio cost of which would ho about £13,000 if now. The expenditure under this heading could be much reduced by the. purchase of second-hand plant, such as no doubt would bo possible. Bails weighing 53 lbs to the yard should be used in the railway.

WHARF. This would be 1350 feet long by GO feet wide. Double-sided for a length of 1040 feet ancl single sided for tlie remainder, having an embanked root formed of papa rubble affording room for buildings and harbor gear. The least- depth of water alongside the wharf ivoulcl bo 29ft and the greatest 37ft. Accommodation could he given at the same time to three vessels of the size of the Gothic, besides other smaller vessels. To begin with, it ivould probably not be necessary to build more than 700 ft of double sided ivalirf, leaving tho balance to be added when the trade increased. Much consideration has boon given to tho question of material and dcsign best suited to the conditions under which this wharf must he built and used. A design for a ferro-concrcte structure is shown on the plans, consisting of ferro-concrcte tubes for the outer roivs of piles set into holes blasted in tho papa rock, the tubes being subsequently filled with concrete. The whole structure stiffened against tlie impact of vessels by tlie support given by a mound of rubble underneath tlie' wharf. No lighter or less expensive structure in ierroconcrete could be depended upon to be safe and reliable under the hard usage it ivould receive. Such a structure ivould cost more than twice as much as a firstclass timber ivliarf, and tlie opinion must therefore be expressed that a ferro-concrete ivliarf should not be built here It is, therefore, proposed to bud.! a timber wharf having jarrah piles and braces, ironbark girders, and gum decking. If the totara timber country at the back of Gisborne has been opened up when the ivliarf comes to be built, then the local timber will afford to some extent a substitute for the Australian timber specified.

Many coatings have been '-iiggostcd and tried for tlie preservation of timber in son-water against the attacks of marine insects. Short of metal slicatli ng one of Ine very best and cheapest pioeesses is to lightly char the timber and coat it with a mixture of coal tar and haematite poivdor. In procuring jairali for piles, the assistance of the Forestry Department of Western Australia should be obtained, as in order to be reliab’* and proof against the attacks of tho ■teredo, this timber should be procured from high ground and specially selected by experts. Much of the jarrah sold in the ordinary cummer rial way is not marine proof. This ivliarf must stand heavy side strains in deep water on a hard bottom, therefore special bracing lias been introduced in order to give it the necessary lateral stability The ordinary bra ing above low water such as is generally used is quite unsuitable here. The estimated cost of the limbivliarf is £32 per lineal foot, or a total of £43,200 The papa ro< k reclamation at the root of the uliarf would cost £BOOO for the full extent shown on the plan. The area of Ijiis reclamation might possibly be vedn- cd with a enrrespo-.fl.ng d .crease of cost.

CONNECTION AVI Til GOVERNMENT RAILWAY. It is proposed to construct an iron bridge carried by ferro-concrcte piles across the river entrance channel having a centre swing span of 50 feet opening. Across this tlio railway would he carried connecting the Government railway station with the harbor railway by Cook’s monument. The opening span of this, bridge should be actuated by hydraulic

power, which will always he available when tho town water supply is completed. , , ~ . ~ Tho cost of such a bridge and railway connection would be under £Boo°. , The Board should keep in its hands all the goods and passenger traffic between tho railway station and the wharf, ns is done by the Napier Harbor Board. / ESTIMATES. These have been very liberally made. In the case of the rubble mound it is almost certain that it can bo const! noted for at least ro per cent, less than the estimate. In the case of these marine structures exposed to risk of damage by heavy seas a good margin should he allowc-i for such a contingency, but rub > o t«irk lines not suffer untiling *'ke so badly as set concrete block work ir either should yield to the attacks ol heavy seas. ~ Estimates of Cost of Proposed Deter Harbor at Pah Hill. —No. 1 Scheme. I BREAK WATER. f Quarry Railway ... ... .. L 22-0( Locomotives ana Qunirv i pijmt ’ JOjUUU ! Rubble Mound, 4050 ft 10ng... ?02,790 Sea Staging G > ooo £244,690 WHARF. Timber Wharf, 1350 ft long .'-43,2“0 Reclamation at Root Railway connection with Co--1 verliment station _-■• Mooring, lights and sundries o.OUU Papa rock reclamation at i beach UUJ Contingencies anil supervi- 2Q OQO Esti Harlnr. tot . al ..°£’330,890 Notes.- li concrete block sfruc--1 t,ire required, from 2250 feet to 4600 feet, add £32,400 to above estimate. If Scheme No. 2 is adopted, deduct £37,500 from above estimate. The sale of plant, railway and other material at completion of work should realise £15,600.