HARBOUR INQUIRY

Hawke's Bay Tribune, Volume XVII, Issue 214, 24 August 1927, Page 7

HARBOUR INQUIRY

FURTHER EVIDENCE HEARD MARINE SUPERINTENDENTS IN THE BOX. The Napier Harbour Commission continued its sittings yesterday afternoon, when further witnesses Were heard. Captain Chudleigh, marine sunerintendent of the Shaw. Savill and Albion Co, Wellington, continuing his evidence, said that it would be impossible to leave Wellington and make high water slack without having to wait. The swell running in the bay would also have to be considered. A swell from the east being on the beam would add to the difficulty as her draught at the bilge would be increased. With a ten degree roll the draught would be increased by Ift Win. In smooth water from 6 to Bft of watei would be needed under the keel, and if there should be any range double that amount would be necessary. Taking the dredge channel at 34ft low water the depth at high water was 38ft. Deducting IJft for fail in reaching slack water in these conditions he would bring in a vessel drawing 26ft in nothing more than a moderate wind. The Breakwater harbour was one that could be worked without any tidal affect. The swinging basin of 1300 ft was not a detriment to manoeuvrings of a vessel. Under the proposals he saw no difficulty in working the completed Breakwater. He could not see any reason why overseas vessels could not use the completed harbour when deepened. It was probable that the Breakwater would he workable when the Inner Harbour was not. Of the two harbours he would prefer the Breakwater. They had bad very little difficulty with lighterage over a period of riiany years, working under all kinds of conditions. If he had known that he was going to be questioned on lighterage he would have brought some information pertaining to it. He admitted that they had had delays through inefficient lighters. He considered that with an efficient fleet of lighters almost all delays would be saved At any time vessels could be worked by lighters at either the Breakwater or the Inner Harbonr. PILOT NECESSARY,

Mr. Gray: If either harbour was completed it would be necessary to have a pilot?—Yes. , Might we assume that the captain would be guided by the judgment of the pilot?—No. Can a captain overrule the opinions of a pilot?—Yes. Against a pilot’s local knowledge? —Yes, he would he entitled to. The captain is responsible for his ship. Even under the charge of a pilot ?— Yes; he is in charge and is the responsible man. And interfere with the pilot's navigation ?—Yes. If he thinks that he is making an error of judgment he can assume charge at once. In ordinary weather do you think that with a depth of 31 feet in the channel there would be sufficient water for a vessel drawing 26 feet ? Yes.

Mr. Burton: Would you expect the range in the Breakwater Harbour to be as great as the rise and fall in the outer channel?—No. the effect would decrease towards the entrance.

As a matter of shelter and once mside at your berths? I don't think that there would be much difference. These conditions brought about by the weather are to he found in all breakwater harbours? — Practically so. Suppose the Inner Harbour were completed would you allow your vessels to come in?—We would experiment with it. I would have to see any harbour fit%t before sending ships, if any, in.

Where did you get the information that the current at the Inner Harbour was seven or eight knots?— From the Admiralty chart.

Would the widening of the channel tend to reduce the current?—l would not express an opinion about it. It might give a longer period of slack water.

Is there any difference between low and high water slack and would there be any difficulty in working a vessel provided there was plenty of wate: under her?—Well, to work a vessel during low water slack would have to be seriously considered. I believe in safety.

If the Inner Harbour could not be worked it'would not be exceptional? —No, there is the Bluff f«r example. If there is a range of two to three feet running in the Breakwater what depth of water would you want under your keel?—At New Plymouth there is a low water depth of 30 feet and allowing for a range our draft limit was 23 feet. It also allowed for the effect of scend in short steep sens immediately outside.

« There was always a good range running in a breakwater harhoui when a heavy sea was running?—Yes. Which do you prefer—lightering or hnrbour facilities?—l would prefer efficient lighters to either of these proposals. Two deep-sea berths would not be sufficient to work all the trade.

What is the advantage of lighters? —Well, you can work four hatches at once and when finished the vessels can be off without delay. What are the costs of stevedoring? —That is confidential, but. I can tell you that it is cut very fine. Mr. Waters: You superintend to conditions of loading and discharge? —Yes. At Napier between 800.000 and 900.000 carcases of iheat and about 90.000 bales of wool were exported What do you consider would be an adequate number of berths?—l couldn’t say. How does it compare with Wellington? ’As some guide Wellington has six overseas berths. What saving of time would there he in working a vessel at the wharf and in the roadstead?—About two hours.

Do you consider the lighters out of date?—Yes, one has been going for 40 years

How many hatches can you work in the bay?—Four. Do you have any delay?—Yes, it tames.

How do costs of working at the wharf and the roadstead compare?— I don’t think there is any saving when the berthage, wharfage and other dues are taken into account.

When lying at the Breakwater do you have to keep up steam?—At New Plymouth we do but not at Timaru. As long a s it is kept handv it is "11 right.

Mr. McKenzie: [Live you been to Port Melbourne?—Yes. What draught did you have?—l can’t remember.

The bottom here is the same, I understand—soft?—Soft do you call it. It is sand, shingle, and in fact boulders.

Mr. Gray: Seeing that there are only 77 visits by overseas vessels to Napier during 12 months do you think it prudent that more than two berths should be huilt?—That is a financial question and I am not prepared to answer it. FAMILIAR WITH THE PORT. Captain W. Olphert, marine superintendent for the New Zealand Shipping Company, said he had been in the service of that company for 33 years. He was familiar with the port of Napier. Regarding, the Inner Harbour proposals he did not like the channels because the prevailing winds were across it. In order to work the channel the water would have to be high water slack. The width of 600 feet was insufficient because if a vessel got end on there would be verj little room to spare. For the export trade the draught on leaving Napier, •should it be a final port, would be 28 feet. The risk in navigating the channel would be increased by a swell. He would work the channel with a vessel drawing 27 feet at dead slack water with no wind. On a calm day with a swell of five feet at the entrance he would not take a vessel in. He would not work the channel at night and on a number of days during the year there was only one point of time that the channel could be worked. Provided that the berthage accommodation at the Breakwater Harbour was all right it would he a safe and workable harbour As to the length of wharfage. 200 feet more than that of the vessel was required for mooring purposes.. Are there any harbours in the world that are approached bv a long narrow channel?—Y’es. Dunkirk for one. What would happen if anything went wrong with the vessel in that channel?—Thev have two tugs there Would you work the Inner Harbour in fine weather without a tug?— It could be done, but T would like a tug.

What if anything happened on entering the Breakwater Harbour?— The same thing would apply—l would like a tug. You won’t admit that you are in favour of either harbour?—l would like to see what they are like first. What are your vessels drawing 29 feet that came to Napier?—Cambridge and Westmoreland.

Is Napier a final port?—Yes. it often i s during the season. if a heavy sea came on while a ship was lying at the wharf at the Breakwater would you think it prudent to stay there?—l could not sny what I would do. Tt would depend upon the individual case. What would you >do if there was n range of between three and four feet inside the Breakwater?—l would probably have to hold it out. Would you stay inside during such a storm as 1910?— J vould get out if 1 could.

Getting out would he more prudent than staying in?—Yes. Why would you not work the channel at night?—Because it is difficult to judge distances. Would you not be guided bv a pilot 9 —lf I didn't wish to I wouldn’t. The pilot is to assist in navigation. You would not try to enter either port if there was a big range?- No How would you approach the Breakwater entrance in a ,wind?Head on.

Mr Waters: The trade of Napier is largely export?—Yes. Do you consider that two overseas berths would be adequate to handle the b.usv season trade?—No. How many berths would he required to handle the trade?—Four. Is the lighterage here efficient? I think it is. In the Armagh ut Napier we loaded 4,500 bales of wool and 10.000 cases in one day. Would a quay wharf be easier to work than a jetty wharf?—Yes. because it is easier to lay out, there being less cross-overs in regard to railway tracks. Mr, Gray: Could not the marine superintendents regulate the arrivals at the ports to avoid delays?—That is a domestic matter and I should not be asked to answer it. Mutual arrangements were however made as far as possible to avoid congestion. NO TROUBLE WITH CURRENT. Captain Phillip Foster, marine superintendent of the Union Shipping Company, stated that he had had 37 years’ experience. He stated that the Inner Harbour served very well for the vessels up to 275 feet in length and 1200 tons. During heavy seas these vessels, being short, were easily controlled. He had never experienced any trouble with the current working the port as near as possible to slack water. In ordinary weather conditions a vessel drawing 27 feet could be brought in but there would be a risk even with a tug. He had visited many artificial harbours in other ports of the world, including Dunkirk. At Port Kembla was an outer channel that was something similar. At Soucabaya a vessel often went for a mile and a half half afloat and half aground, sliding along in the mud.

Dealing with the Breakwater Harbour Captain Foster said that he had been in there when they had had an anxious time hanging on. There was a considerable range in the Breakwater during a sea which offered considerable anxiety. Of the two harbours he would prefer the Breakwater because in bad weather there would be an easy means of getting out. During bad weather a master would not be tempted to try and enter the Breakwater .but with the Inner Harbour he might take a chance and possibly get into difficulty. Once inside the inner Harbour it would lie quite safe. He would protest strongly against the taking of any of the large vessels of the Union Company in at all, Mr. Lusk: As an uncompleted harbour the Breakwater has been successful?—Both have been successful.

Have you seen a range there of three feet?—When the water has been coming over the wall there has been a big surge. Do you agree that the 1309 feet swinging basin is sufficient?—Y’es. You have had large vessels in then ?—I took in the Waihemo, 10.000 tons

To the Chairman: A boat drawing 27 feet would catch all the effect of the ground swell whereas a small vessel would escape it. The Commission then adjourned until 10 o’clock this morning.