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New Zealand Mail, Issue 770, 3 December 1886, Page 22

In connection with the controversy about the position of the boating sheds, it is, to our mind, a matter of doubt whether the value of the breastwork berthage will really be so great as some people expect. It seems to us, judging from the persistent and rapid growth in the dimensions of the steamers trading to this port, that it is more deep-water berthage that will soon be needed, and not accommodation for small craft. It is no unusual sight now-a-days to see three or four steamers of 4000 to 5000 tons lying

at the Queen’s Wharf at one time, as well as one or two of above 2000 tons each, and several of 1000 tons or a little less. It is a common occurrence to see three of the large Direct steamships in port, a Melbourne and a Sydney Union steamer, and two or three of the large coasting boats—two of the big ocean liners being in inner berths. The Union Company are steadily increasing the size of their intercolonial vessels. Only a few years ago the Albion (806 tons gross) was the “ crack ” intercolonial boat. Then the Ringarooma and Arawata (1098 tons) came, and were looked on as quite in advance of the times. But they have long beeu obsolete for the service in which they were to carry all before them. The Rotomahana (1727 tons), Wairarapa (1786 tons), and others of their class soon extinguished their predecessors, and although these were not equalled in speed by the Waihora (2003 tons), Tarawera, and Hauroto, a marked advance in size was observable. Lastly we have the Mararoa of 2466 tons, triple expansion engines, and a very high rate of speed, and there are rumours of still larger vessels following her. Is it not reasonable to anticipate that a few years will see our intercolonial trade performed by steamers of 3000 tons and upward? As to the Direct English steamers, it is possible that they may not soon be replaced by larger ships, because they are undoubtedly a good deal in advance of the times. There is absolutely no finer service in the world than the fortnightly one between New Zealand and Great Britain. A few of the Atlantic steamers are undoubtedly much larger and swifter, buc their accommodation is relatively not equal to the New Zealand boats; and again there can be no comparison between the short Atlantic passage of a week’s duration and' the long voyage all round the world which the New Zealand liners have to perform. The service is unquestionably in advance of present requirements, and, therefore, as the Colony has to grow up to the service and not the service to the Colony, we do not expect to see larger or faster vessels for many years to come ; but this view may prove as completely erroneous as were the doubts expressed relative to the new Union boats proving profitable. If so, our argument is pro tamto strengthened. But, taking the more moderate view, even so there are strong reasons for devoting qur chief efforts to deep water extension of our wharf berthage. Whether it would be preferable to extend the Queen’s Wharf another length eastward with a tee at the end, or to run out a new wharf near the Railway Pier, and about parallel to it, is a question which experts must determine at a later date. Meanwhile we should advise the Harbour Board to let the Boating Clubs have the site proposed by the City Council, even at the sacrifice of so much shallow berthage, and to rely rather upon additional wharf room in the deeper water for meeting the daily increasing requirements of this —the chief port of the Colony.