PORT CHARGES

New Zealand Times, Volume L, Issue 11652, 17 October 1923, Page 9

PORT CHARGES

OQIiEUT 01 EXPENSES !S DOHINIGN

REPLIES BY AUCKLAND AND WELLINGTON. BOARDS ICO MkHi PORTS OF CALL The high freight charges have been commented on by various mercantile bodies throughout the Dominion, and opinion has been ■ expressed that the time has arrived when a substantial reduction should be made in regard to overseas cargo. Representation has been made to the shipping authorities with the object of bringing about a reduction. The London Chamber of Shipping went into the matter, and pointed out that a considerable handicap to .greater reductions lay in the fact that the port charges in Australia and New Zealand were so high. In answer to this it was pointed that an appreciable reduction in port charges would be effected if oversea vessels called at a lesser number of ports, which in some instances were roadsteads. The London Chamber has since gone into the pilotage charges in New Zealand, which it states is the heaviest item, Wellington being an exception. This has brought forth statements from the Auckland and Wellington Harbour Boards as to the position, the summaries of which are as follow:

THE CASE FOR AUCKLAND RIGHT DUES EQUAL TOTAL CHARGE. A “Star” representative consulted the chairman of the Harbour Board (Mr H\ R. Mackenzie) and the harbourmaster (Captain Sergeant) concerning this comment, when the following information was made available: In the first place, the Government f charge for light dues is Gd per ton net. Auckland is a “compulsory pilotage” port for oversea ships, and the pilotage charge is 3d per ton net, inward and outward. Wharfage is only id per ton net per day. The port charge is 3d per ton net for the whole «tay in port, but if a ship visits Auckland for a second time on the same voyage to New Zealand (many ship* make Auckland the first and last port of call), only half pilotage is charged for the second visit. Wellington, it was explained, is hardly a fair guide in regard to pilotage. as although pilotage 13* optional, oversea tdiips have to pay harbourmnstef'w fees for berthage. In Auckland. berthage is included in the pilotage. fee. ihe Government fee of 6d per ton for light dues amounts practically to the total charge in Auckland for all cervices. At Wellington, roo, n *?roat many ships do take pilotage, at Gd per ton inward and 2d per ton cut, and this is additional on the berthage charge before mentioned, which amounts to Id per ton. Generally speaking, the Auckland authorities contend, their port 'charges compare more than favourably with those of any other port in Australasia. Auckland, it is declared, is the second cheapest, port in New Zealand, while there not the sligfc re-st* doubt that it is the mo*'t efficient port of all. particularly in regard to the provision of fa r, .i flies for the handling cf cargo. “This.” said the chairman of the Harbour Hoard, “is recognised by shipmaster*. who say they can got onicker d‘-pat:h in and out of Auckland than hi any other port—and ‘thro i;maney.’ von know. Jf ship". are a little behind in their running, their masters alwavp. count on making up some cf the lest time at Auckland. '* YJELUNST3N CHEAPEST PSRT MR MITCHELL REPLIES. G. Mitch:!!, chairman of the Wellington Harbour Board, in a lengthy detailed statement says: OVE U .FORI V PORTS. “We have forty-six ports, including open roadsteads, of a,ll gradeis- around our coast. In the year 1922 Homo boat.? picked up-produce from nineteen ports or open roadsteads. According to the official returns 1797 overseas vessels left the various p-orts in the year 1922 (not including 43 sailing vessels). The total amount of overseas tonnage

shipped direct by these boats was 701,560 tons, or an average of s-lightly under 400 tons each.

leaving out the ports of Auckland and Wellington, whore the transhipments complicate the calculations, the shipment*? from all other ports average under 450 tons by each Home boat leav i inß. The inward cargo discharged (leaving out the four main ports) averages approximately 235 tons per call. This does not take into account the transhipments amounting as follows: Wellington, 329,785; Auckland, 60,358; all other ports, 48,649; total, 438,792. “SOMEONE MUST PAY.”

Mr Mitchell cites a cage where a vessel made eleven calls on the coast discharging ami picking up cargo. Her port charges:, light dues, and running charges amounted tp approximately £20,001), and if she had discharged her cargo and loaded at the two main ports the charges would not have exceeded £5500. “Someone must pay,” cays Mr Mitchell, for the “vail at your farm policy.” “Mr Gordon Wesclie, General Manager of the P. and O. Steamship Co. stated,” says Mr Mitchell, “ ‘of all the port* I have visited in various part? of the world I give the palm to "Wellington for the most modem system of loading jnd discharging vessels and handling c-ngo.’ Yet our pc it rc ceircp no benefit for all these advantages. The < cst per ton for .vcovedoring charges is 6s Id at Wellington, Vs at Dunedin, Se XOd at Lyttelton, and 8s XOd at Auckland. The cost of a. ship of 90,71 tons net remaining 72 hours ill the following ports is: Wr r |- lingtcn £3OO, Auckland £432. Lyttelton £147, nml Dunedin £545. The consignees’ char go from ship to store u 7s 6d at Wellington, 9s at Auckland, and FU_ Od at Christchurch, which proves "Wellington to be outstanding the cheapest port in the Dominion.” ALTERNATIVE POL ICY. As ar. alternative to vessels calling tit so many ports as at present, Mr 50 : :obdl suggests : The pro’’Dioii of modern cod. store* by Harbour Beards at tho main ports, equipped with tho must modern shed mem and mechanical methods of de: ha, g : ng cargo and loading piod»vv ; (2), refrigerated coasted reasob* ts» distribute general cargo and coded, p; educe at all coastal ports. Produce v-tudd then bo placed in the cool sterns vl the main p.*rts, or bo transhipped diruv to the Home boats at these peum: (3), Horne boats to •.ome direct to the main ports. discharge their cargo and load produce from train, ecx.-l store, or <;oa-sta! boat. “Im-ler .such a policy the Horn* •hurts would cal) only at the ports which provided berthage and modern facilities for rapid discharging and loading. 'l'he coastal trade would bo done by coastal boats at a fraction of the cost.” HIGH RAILWAY CHARGES. In conclusion, Air .Mitch,*!l states j that the high, railway charges mu it be , adjusted, and adds there should he no ; rest for any of the bodies and people ! ime rested in the development of Wellington untii the present railway handicaps are by a new iailwav station and yard, a new line to Tawa Flat, and a deviation of the R.imut-aka railway.