HARBOUR AFFAIRS

Hawke's Bay Tribune, Volume XVII, Issue 207, 16 August 1927, Page 8

HARBOUR AFFAIRS

Yesterday Afternoon’s Proceedings. A NUMBER OF WITNESSES SEA CAPTAINS’ OPINIONS. Continuing his evidence before the Harbour Commission yesterday afternoon Captain \\ alier, harbourmaster at New Plymouth, stated that it would be possible during a moderate gale to enter the Inner Harbour, but ne thought that it would be prudent to remain outside until the sea moderated. It would be easier to leave the harbour than to enter, as the vessel could go full speed. He would not work the channel at night time. The “scend,” or vertical rise and fall in the water would also have a detrimental effect. Mr. Gray : All harbours have then difficulties? —That is so. Even at the Breakwater?—Well, when completed there would be very few difficulties. Would you find as good shelter at the Breakwater as at the Inner Harbour?—There is more shelter at the Inner Harbour, but when the Breakwater is completed thei'e should be no trouble to speak of. and the range should be practically eliminated Mr Gray: Why is New Plymouth getting a tug?—Because of the increase in shipping, and also to have the service of a dredge which should be a tug-dredger. Once inside the Breakwater you think that it would be safe?—Quite all right. Mr. Barton: Did you ever strike rough weather at Napier?—Yes. but we managed to tie up and hold on. Mr. Gray: How long used your stays to last?—About 12 hours. Y’ou never had to pass Napier?— No. If Captain Hartman stated that the difficulty of the current in the Inner Harbour could be overcome by going a little to starboard, what have yeti to say about it?—Captain Hartman is a very experienced and most capable master. Have you ever .worked the Innet Harbour?—Yes, only once with the Opou. Mr. Barton : Do you think that a tug would be a necessitv in such a harbour as the Inner Harbour when completed?—A tug is always useful. As the current is more or less a menace to shipping, it certainly would he most useful. RETIRED CAPTAIN'S OPINION, Lionel H. Worrell, retired sea captain, who recently commanded the Makura (821)1) tons), said he had been at sea since 1876. He knew the Breakwater Harbour quite well, and stated that he never experienced any difficulty, having been tied up when fairly heavy seas were running outside. He was of the opinion that the completed Breakwater Harbour would be a success. The swinging room provided was ample to handle all overseas vessels. He agreed that, once inside the Breakwater, a vessel would be quite safe. Referring to the Inner Harbour, witness did not think that in anything like bad weather he would attempt to take a vessel in without a tug, and not even then should there be a heavy easterly sea. The presence of a shallower patch where smaller vessels could be berthed would increase the difficulties of a larger vessel. He considered that the Breakwater was the safer to navigate.

Mr. Gray: You heard what Captain Hartman had to say about navigating the channel?—Yes. but 1 don't agree with him. 'Nautical experts often differ.

Did you ever have to pass Napier on account of the weather?—No. How long did you stay?—About 12 hours.

Not two or three days?—No. if you were going ffito the Inner

Harbour at high water slack, would you have any difficulty?—No. Have you ever been to ports offering such difficulties? —1 don’t know of them.

Is your experience confined to Australian and New Zealand ports?— No, 1 have been to Liverpool, Glasgow. Madras, and Colombo.

Is what you call a moderate gale the sort of thing we have in Wellington?—Yes. It is suggested that an accident might happen in the channel. Now, : sn’t it possible that there are other ports in New Zealand that they could happen?—Yes, of course. Mr. Barton: Could you navigate the channel in the dark?—l don't think that it would be advisable. \ COAST PILOT’S EVIDENCE. Captain A. Edwin, coast pilot, said he was for many year s in command ot vessels which traded to Napier. When in charge of the Monowai he came in every week. Occasionally when they came in they broke springs up. They could not always lie alongside, having to work under the lee of the Breakwater. He would prefer the Breakwater Harbour as against the Inner Harbour, being of the opinion that the advantages -I the Outer Harbour were plain. He did not think that any nautical men should hesitate to prefer the Breakwater. He was doubtful if a channel could be maintained, being of the opinion that agitation would keep the bottom stirred up. During windy weather he would not take a vessel through the channel except at high water slack. With rhe average class of ship it would not be possible to go out again once a start had been made to enter. In any case, he would only attempt to enter during high water slack.

Mr. McKenzie: You would onlv get high water slack once in daylight? - That is so.

And only one boat could be taken in at qnce?—Yes, That means, then, that only one vessel could enter the port or leave it during the day?—That is so for large vessels. Smaller craft could enter at low water slack. Would those conditions apply to the Breakwater?—No.

Mr. Gray: What experience havi you had of the Inner Harbour?—! have been in six different times, he last being some 20 years ago. Don’t you know that the Inner Harbour has altered since your day o —1 haven’t heard.

Don’t the soundings taken recently indicate that a deepening has taken place through eeouring?—l would like to see some intermediate soundings, as the position may have changed many times since those taken in 1906.

In speaking of the difficulties of getting into the Inner Harbour wha class of vessels had you in youi mind?—Cargo vessels of up to 7000 tons.

It was put to vou that only one ship could enter during 24 hours?— In daylight.

But there may be captains who would attempt it?—Certainly. The difficulties would not be so great in the cases of smaller vessels? -No.

Have you ever had to leave the wharf nt the Breakwater?—Yes, mu account of the sea. nnd also when the Union Company had said to do so. Mr. Waters: Was there any difference in working cargo at the Breakwater and at the Inner Harbour?—Yes: the Inner Harbour was quicker and better. COMPARISON WITH NELSON. Captain Henry Collins, harbour master at Nelson, a position he had held lor 23 years, previously to that having been third and second office! trading to intercolonial ports, said le had a good knowledge of New Zealand ports, including Napier. In 1902 he was on the Herald (450 tons) which worked the Inner Harbour. The entrance to the Nelson harbour was about 240 feet of navigable Water, the outer channel being about 1400 feet in length. In summer northerly winds prevailed, while dur. ing winter the principal winds came from the south-east, which was practically at right-angles to the channel. The tide was between three and five knots, while the maximum

rise and fall was 12 feet. The depth in the channel between the moles was 14 feet at low water spring tide. Vessels up to 10,000 tons and 500 feet in length were taken through the channel without any difficulty whatever. The Raranga. about 10,000 tons and 500 feet in length, was the largest vessel to enter the port, drawing 19 feet when entering and 21 feet when leaving. He had worked the channel during strong beam winds without the use of a tug. As a pilot, he could not see any difficulty in taking a vessel into the Inner Harbour, the conditions being much better than those at Nelson, as a straight passage is afforded to the wharf without any angles to negotiate. With a moderate westerly he thought that it would be quite safe to take a vessel in. A vessel drawing 28 feet would require between five and six feet of water under her keel. He would not attempt to navigate the channel with a large vessel with the tide running at seven knots, as it was likely to be dangerous, With a tide or three or four knots it would be all right. There would be plenty of room to bring a vessel into the deep water berths. He did not consider that a tug would be necessary for working the Inner Harbour. In regard to the results of the scouring action, as shown bv <he recent soundings, they had a similar action at Nelson. Outside the moles the ebb tide had caused a scour, proving the sand on the bottom anil increasing the depth to a distance of six miles. The tidal basin inside was about six miles by one and a-half miles. Witness was of the opinion that, once the Inner Harbour outer channel was dredged to 34 feet, it would tend to scour rather than 'a silt up. Witness was of the oninio'i that the Breakwater, when completed would give berthage to vessels up to 10.000 tons, but he could not say as to whether they would be safe. It would all denend upon the direction of the weather and the way the entrance lay. Having an entrance of 600 feet, he would expect to tee a certain amount of range, no matter what was done. The swinging basin, under ordinary conditions, would be sufficient. As to a choice of harbours, he would nrefer the Inner Harbour, as once inside the vessel would be more sheltered from stormy weather At the Breakwater he would ne rather doubtful as to a vessel’s safety._ The fact of Captains Worrell and Waller having visited the -mrt and not having been obliged to leave the wharf did not in any way alter his opinion. During a gale or 40 miles an hour he would not attempt to work either harbour. At this stage the Commission adjourned until 10 o’clock this morning.