SHIPPING FACILITIES

Otago Daily Times, Issue 19311, 24 October 1924, Page 4

SHIPPING FACILITIES

POSITION IN SOUTH ISLAND. L; AN UNSATISFACTORY SERVICE OF IMPORTERS AND SHIPPERS. COIUFEEEXCE OF BUSINESS MENjt most important conference of Sontn island business men was held in the Express Company’s board room yesterday for the purpose of discussing shipping facilities of the South Island. Mr Deter SBcr (president of the Chamber of Commerce) occupied the chair, and there were also present;—Dunedin Chamber of Commerce—Messrs P. M. Shortt, D. Phillips, and H. Guthrie; Importers’ Association— Messrs H. C. Campbell, Forsyth Johnston, and G. Benson; Christchurch Chamber oi Commerce —Messrs Stronach. Patterson, J. Marriner, and S. A. Orchard: Ashburton Chamber of Commerce, Mr Seiwyn; Invercargill Chamber of Commerce —Messrs A. Hamilton, A. 11. le Hoyles, -J. Gilkison, and W. M. Mackrell; Timaru, Mr Leggett; fruit industry—Messrs E. C. Reynolds, 11. Turner, and D. Leslie; dairy industry, Mr S. Bowman; Otago Expansion Dengue, Messrs S. B. Macdonald and W. B. Steel. , THE POSITION SUMMARISED. The order paper read as follows Oversea Shipping.—That the present oversea shipping arrangements under Which South Island ports are usually last, ports of arrival and rarely final ports of departure of steamers now trading to the dominion are quite unsatisfactory, altogether detrimental to the interests of the South Island, and a serious handicap born to importers and exporters, for the following reasons:— Importers suffer—Loss of interest o*. 'payment made for goods, the delivery of ■which is unduly delayed in consequence of the ships moving about northern ports for anything from two to five weeks before discharging at southern ports. Loss of Trade. —Because of the earlier delivery accorded to merchants in northern porta they are enabled to, and do, entev our local markets, selling ex oversea steamers and delivering by coastal steamers many lines, particularly of seasonable goods, while southern merchants are still awaiting the arrival of these same steamers and the delivery of their similar goods. Exporters suffer loss of interest for sintyJaf seasons while steamers are tramping north prior to final departure from the dominion. Loss of market owing to the same delay In final departure from the dominion. Deterioration in case of perishable cargo such as dairy'produce and fruit, etc., consequent upon such goods being unduly long on the voyage; Intercolonial Shipping.—Between Sydney and southern ports the service is very unsatisfactory, being irregular iind not surticiently frequent to secure development of trade. Between Melbourne and Bluff and other southern ports the present service, with one steamer alternately passing north and south, can never secure a re-development of the trade which formerly existed prior to the war period, and should be improved by having two steamers, suitable for the trade, alternating their routes as the one does now. T Coastal Shipping.—To and from northern ports of the dominion is irregular dnd tincertai'p. The trade should be done by smaller boats, at more frequent intervals, and on a regular and reliable time-table, so that trade may be developed as it certainly would be under more favourable conditions. Xtailway facilities arc not actually included in present agenda for conference, but a consideration of this subject is most •important, and if time permits might be taken up by the conference. INTRODUCTORY SPEECH. ' The Chairman said that, on behalf of the Dunedin Chamber of Commerce and other bodies represented at the conference, he had to welcome their visitors from Christchurch, Ashburton, Timaru, and Invercargill- He hoped the result of ihe conference would he to bring about an improved condition of affairs ns regarded the shipping facilities of the South Island. —(Hoar, hear.) Practically all of them had an intimate knowledge of the shipping arrangements for the South Island, and there was good reason to believe that as a result of the conference they would be able to arrive at some definite proposals to iay before the sKippibg companies, and possibly the Government, which would improve the present state of affairs. Mr Gow had been appointed secretary of the Special Committee which had been set up in connection with the matter, and he would ask him to tell them the result of the inquiries he had made throughout the South Island concerning tonnages. The speaker added chat the visitors were invited to the Rotary Club’s luncheon that day, and that arrangements had been made to take them afterwards to the Exhibition. The Chairman explained that it hud not been thought, wise to have representatives of the shipping companies present at the conference. STATEMENT BY MR GOW, . Mr Gow said they all knew the origin of the conference. For the past 18 months or two years their shipping difficulties had been becoming more and more acute, and they had been troubling them very greatly the further south they went. Canterbury was not nearly so much interested in this matter as the people further south. The Canterbury people, hopever, had suffered some inconvenience and some disabilities, but not to the same extent, arid consequently they in the south recognised their good fellowship and seme of loyalty to the south in coming there to announce that they were out to help them to get a better service. As regarded tho order paper it had been originally intended that Ohirstohurch should prepare the necessary information, but some weeks ago the local exporters and shippers association had been asked to prepare the order paper and to get the necessary information. Ho had round it impossible to nremire resolutions for consideration by the conference, because they did not know what would be the mind of the meeting. After the opening discussion it would be time to formu- - late resolutions, etc. Mr Marriner said his people wore not prepared to discuss railway facilities. Ho thought the clause regarding railways ■should be deleted. They were not prepared tO discuss these at all. They had railway commissioners visiting New Zealand at the present time to report on the dominion’s railways and it would he possible td give evidence before tho commissioners. Mr Gow said that the question of railway facilities had been put in as a kind of addendum, to be discussed if there were sufficient time. That was the idea. Mr Johnston said regarding railway iacl.liti.ea there was the question of discoypring the responsibility for claims con.corning carriage by the steamers and the s railways. Trio Chairman said that if the railway question affected the shipping question it could come up later if thought necessary. Mr Gow said regarding the tables the information only professed to be tables of tonnages. The United Kingdom tonnages might be accepted as correct, and also, ho thought, tho imports from the East Coast of- America might be accepted as fairly correct. As regards tho figures from tho overseas countries. Australia, and coast wise, although they might be fairly accurate, their 'correctness could not be absolutely guaranteed because there were so many chambers (which did not keep tho items separate. IMPORTS. . Hie figures compiled by Mr Gow showed ■Mia r following position : ‘ Frcrtn tho United Kingdom: Direct first port of call—Lyttelton 21)7 tons, Dunedin toil.: Timaru nil, Oamaru nil, Bluff nil; from east coast America—Lyttelton 4815, port of Otago'nil, Timaru nil, Oamaru nil. Bluff nil; from other overseas countries (direct or indirect not stated) —Lyttelton ■0 t 995, Otago 17,000, Timaru nil, Oamaru J£iio, Bluff 11,000; from Australia (direct 'or indirect not stated) —Lyttelton 161.048, i Ota go 79,406, Timaru 14,000, Oamaru 9901, Bluff, 35,000: coastwise New Zealand— Lyttelton 142,924, Otago 108,347, Timaru >33,000, Oamaru 50, Bluff 21,300. ■From United Kingdom; Indirect, via North Island ports—Lyttelton 63,152, Otago 53,091, Timaru 4000, Oamaru 3783, Bluff t 20.000; from East Coast of America—Lytt telton 30,988, Otago 40,20), Timaru 19,000, Oaraara nil. Bluff 10.000. ti From United Kingdom: Indirect by transhipment—Lyttelton 936, Otago 760. Timaru tiff, Oamaru nil. Bluff nil; from East Coast,

of America (indirect by transhipment)— Lyttelton 1126, Otago 250, Timaru nil, Oamaru nil. Bluff nil The grand total of imports is 935,450 tons. EXPORTS. Direct as last port of departure to the United Kingdom: Lyttelton 9776 tons (10 ships left direct), Otago nil, Timaru nil, Uwmaru nil. Bluff nil. Indirect, via north ports: Lyttelton 42,028, Otago 36,286, Timaru 21,000, Oamaru 5000, Bluff 33,000. To Australia; Lyttelton 15,0150. Otago 8000. Timaru 15,000 Oamaru 8000, Bluff 8000. Coastwise in New Zealand: Lyttelton 155,000, Otago 89,000, Timaru 56,000, Oamaru 19,000, Bluff 20.000. The grand total is 540,500 tons. FRUITGROWERS’ DESIRES. Mr H. Turner spoke in reference to probabilities if the Fruit Bill did not become law, and to conditions that would apply whether tho Bill became an Act or not. The fruitgrowers had been fairly well served so far as steamers wore concerned; three steamers being supplied. But unfortunately the biggest shipment had to be railed to Lyttelton, some being six days and some four days in transit during a hot spell. Fortunately the Port Brisbane was a modern ship, and only a comparatively small line arrived in London in depreciated state. The loss to the shipper of that line would be from £SOO to £7OO .The first essential to the fruitgrowers in Otago was loading at the homo port, and, secondly, that the port of Otago should be either the last or tlio second last port of departure. Tho fruit interests in South America, after the experience of last year, were now insisting that refrigerated space should be provided for fruit from Now Zealand. He would like to know if it were possible for the shipping companies to give them a steamer from Montevideo to Buenos Aires. Briefly then the main points wore that they desired more ships to load fruit at Port Chalmers, that at least some of the ships should make Otago their last port of call, and that they should favourably consider the arranging of refrigerated space for South America. Another point was that they should help, if possible, in improving the transport facilities from Montevideo to Buenos Aires. THE FIRST MOTION. Mr Hoyles moved—“ That in the interests of producers and consumers it, should be accepted as a definite principle that exports should be loaded at tho nearest deep-water berth directly into overseas steamers, and similarly imports should bo landed from tho United Kingdom steamers at the deep-water port nearest the consumer.!’ The mover said, ho • thought that tho imports of goods from tho United Kingdom to the South Island porta were ample to provide at least a monthly steamer discharging at South Island ports alone, ’they all know the difficulties the south, and particularly Dunedin and the Bluff, were labouring under. Dunedin and the Bluff now received their goods anything from four to five weeks after they arrived in New Zealand. He thought the totals shown on the schedule demonstrated as far as the layman could see that there was no reason why the companies should not put on steamers for South Island ports alone. They would then get their goods cheaper, quicker, and it would better generally for their trade. Tho export position was a rather more difficult matter, because in the South Island there was a certain season when there was not sufficient dairy and moat cargo to carry them right on. If the difficulties were handled by tho shipping companies as they should be they would get a tetter service. As regarded Australia, they required a more regular service. At the present time no one could book up for delivery because nobody knew when a boat would actually sail. Mr Benson, in seconding the resolution, said it seemed to be very little use interviewing shipping companies. They had evidently made up their mind to work their steamers in their own way. Ho thought it would be necessary to approach tho Government. He considered the time was opportune for the various bodies to take the matter up. In reply to Mr Benson, Mr Reynolds said ho understood the reason why the Port Brisbane could not come to Port Chalmers was because she was drawing too much water. Mr Capnpbell said there was ample water to permit the vessel to romo to Port Chalmers. Mr S. B. Macdonald suggested that the words “and passenger traffic” be included in the motion. Mr Campbell said there w.as no occasion ' to include the words suggested. Passengers were not under any great inconvenience who landed from overseas boats at northern ports and had to be conveyed to other ports. The shipping companies which brought these passengers to the dominion were responsible for their passage to tho port to which they were booked. Mr Gilkison said the Government bad recently entered into a contract with tho Meat Control Board to convey all the dominion's export of meat. The same thing would probably happen with regard to dairy produce, and that, meant monopolies. - They had themselves to blame for this state of affairs. The Chambers of Commerce had taken no steps to alter this position. These control hoards were now an established fact, and had come to stay, whether we liked them or not. Ho I bought they should he able to formulate definite steps in the interests of the producers. Mr Mackrell said there was a tendency towards monopoly, as mentioned by Mr Gilkison. The position at present made one think that it apparently paid the shipping companies to use the large number of vessels at their disposal in preference to organising their services with fewer boa(s. It did not seem feasible that a boat should cal! at all the ports and discharge and lead cargo. That all meant delay. He mentioned the ‘case of the Orari, which was going round the various ports of the dominion, and a cargo for his company was a month late in being delivered accordingly. The North Island was not hampered very much in this way. They have there almost a weekly or at least a regular fortnightly service. Mr Hoy ole? said they appreciated very much tho help the Christchurch Chamber of Commerce had given them. Tho Canterbury people were not badly off, and did not suffer under the same disabilities as the southern people did. Mr Campbell said smaller tonnages would relievo the position so far as the South Island was concerned. He pointed out that the Orari would be 32 days on the coast before it reached the Bluff. The motion was then put and carried. DEFINITE TIME-TABLE WANTED. Mr Gilkison moved—“ That if practicable, it is very desirable that a definite time-table should be laid down for steamers leaving United Kingdom ports and carrying cargo solely for South Island ports. Such time-table could be drawn up based on a population basis for the provinces named.” Ho said there seemed to be no regulation regarding steamers carrying cargo for the South Island. Cargo for the South Island was put into steamers tho first port of call of which was the North Island. For ordinary goods there ought to be regular steamers advertised so that London agents could use these boats. If given a South Island service they would find that, the trade would grew, and they would get, Letter service at this end. Mr Paterson seconded the motion. He hoped that it might be possible to got something more definite than was contained in the resolution. The loadings from the United Kingdom to New Zealand had to be considered in the light of the loadings from New Zealand. The problem was a very difficult one. The shipping companies, ha thought, were not out to flout the South Island. They had to put some constructive proposals to the companies which would assist their customers and also conserve the interests of their shareholders In the South Island they had Lyttelton, Timaru, Oamaru. Port Chalmers, and the Bluff. Ho believed fullyloaded boats could come to Lyttelton, and almost all of them to Port Chalmers and the Bluff, but the larger ones could not get into Timaru or Oamaru. If they wanted the boats to come to Dunedin they had to map out different jn-oposals because of the depth of water. On tho other hand, fully-loaded boats could not go out from all these ports. He understood that there was some trouble ns to boats going to Port Chalmers instead of to Dunedin. If they were going to make Port Chalmers the port they would be able to submit one programme, but if Dunedin it would have to be another programme altcigether. There was the suggestion to use larger boats for the main ports and a belter coastal service to feed these norts. He thought, if they could give them smaller tonnages and on the other hand larger vessels with greater transports from the main ports there would be something definite to place before the shipping companies for discussion. He suggested that the motion be prefaced with “that if practicable it is very desirable that.” STRONG OPPOSITION. Mr Gow said that they were definitely opposed to oat ting out every port except

Auckland and Wellington. Mr Paterson s idea would bo a direct incentive to the companies to cut out the South Island. They should concentrate on smaller vessels to enable all the ports in tire South Island to be visited.

Mr Hoyles said they had a service every three months to the Bluff from Borland and the West Coast of England. The freight at Home was controlled by shipping brokers, and they put the cargo into the first vessel that came along. They had to educate the companies in this matter. Trans-shipping of their export® to northern main ports would not suit them at all. He thought it could bo arranged for the large vessels to discharge some of their cargoes and then come on to Dunedin.

Mr Marriner said the opening of the Panama Canal had given Auckland and Wellington a big pull over the South Island. They could ask for one out of three vessels to come direct to the South Island. They would not get a great deal out of the shipping companies unless they could put figures of trade before them. Then they would be likely to listen to them. As regards the coastal shipping their dairy produce was not required in Australia because of the prohibitive duty there, and naturally the companies had withdrawn the boats. He agreed that the Government should help them, but they must put their shoulders to the wheel themselves. They must realise that they had to show the companies that thev had the trade, or they could not get the ships. Canterbury was very sympathetic to them in their troubles. Mr Macdonald said they appeared to him pious resolutions at the present time. No doubt they would give more definite principles later on. The Chairman said Mr Gow would place definite proposals before them. Mr Gow had prepared the information asked for - by Mr Marriner.

Mr Orchard said the arguments in favour of the direct service were many. There was no doubt they were losing business because of delays and also losing interest on the value of their goods. Mr Gilkison said centralisation could bo put out of their minds because the dairy producers and the meat producers would not have on their minds the trans-shipment of the goods to the main ports. It might be difficult to arrange for a South Island service, but they wanted a regular service, and if they got that they would have gained something. If the importers would stick to the boats specially to load at South Island ports they would get somewhere As far as the South Island was concerned he thought they were excellently served by their ports. He could not see any disabilities in the way of unloading in the South Island. He thought the companies would save money by better services to the South Island. The motion was then put and carried. ANOTHER PLEA FOR REGULAR SAILINGS. Mr Patterson moved,—“lf practical it is highly desirable that a regular time-table service of steamers should bo arranged to lift shipments direct from the South Island ports to the United Kingdom ports.” Ho quoted figures relating to _ dairy export from New Zealand, and said that there was a need for regular sailings. He showed that Auckland, with its service, had a far shorter delay in getting its produce away than southern ports. He also referred to the position In regard to meat export Air Mackrell seconded the resolution. Ho said that owing to irregular shipments several good markets were lost in dairy produce in London last season. He instanced a case where nine ships with hundreds of thousands of oases of butter and crates of choose were landed at Homo all within the space of about a month. In pre-war days they had much more regular shipments of produce to London. The motion was carried. In reply to Mr Leggatt Mr Patterson said that once the United Kingdom trade was placed on a satisfactory footing tho matter of trade on the East Coast of America would be automatically arranged. AFTERNOON SESSION. INTERCOLONIAL SHIPPING. Mr S. B. Macdonald said that the intercolonial postal service had been exercising tho minds of the Expansion League for some time past. If any organisation was under obligation to the mercantile community of Otago it was the Unin Steam Ship Company, which had been founded and built up here, but nevertheless we had now lost all control of and community of interest with that company. It. was unfortunately controlled by a strong hand, and that hand was not in New Zealand, but in London. Ho was there to apeak of the passenger trade and of the ton rids that used to come to this part in thousands a year, but that might now be numbered on the fingers. He read a letter from Messrs T. Cook and Sons stating that it used to be common to have oversea tourists arriving by almost every ooat from Melbourne to Bluff, visiting the Lakes and proceeding north. This waa_ now completely stopped, as the Moeraki was much roo uncertain to make connections with via Suez. Not only were tho tourists hampered by the present service, but residents going abroad were equally hampered. Tho effect on tourist traffic from Australia was equally marked as the present service practicilly did not admit of travellers coming south unless their time was unlimited. The writer was of opinion that a regular service between Bluff and Melbourne, with a call at Milford Sound, should be established. Mr Macd.dnald said the league had had many conferences with tho Union Company, but it said the Melbourne service was unpayable. The only people responsible for tho service being unpayable was tho Union Company itself. He moved—“ That the Union Steam Company be approached with the request for the reinstatement of the prewar arrangements for passengers from and to London to tranship at Melbourne; that a weekly intercolonial sendee Melbotfrne-Bluff-Dtmedin-Lyttelton and vice versa bo instituted in the interests of passenger traffic, and during the summer months these vessels should call at Milford Sound, and that a delegation from this conference be appointed to interview the Hon. the Minister of Marine asking bis assistance in securing this concession.” Tne Minister had recently stated that if the Union Company could not see its way to establish traffic he would himself see what could be done. They did not wish to sec the' Government undoraking shipping, but it the company refused to do its duty to tho public it might be necessary for the Government to atop in. The Chairman, in answer, said he anticipated the Exhibition traffic would commence about this time next year. Mr Paterson seconded the motion pro forma. The Chairman said that the Special Committee suggested that a general resolution would probably meet the wishes of the meeting and expedite tho business. Mr Paterson said the old weekly service from Wellington, Bluff, to Wellington went back the same way. That service depended largely on the passenger traffic and the carriage of cargo. The passenger service was now moving north, because of tho larger steamers there. The freightage from Australia had now, however, fallen off to the extent of 20,000 or JO,OOO tons, chiefly artificial manures. He thought probably the best remedy would be to have a service Melbourne, Bluff, Wellington, and back the other way, and a service Sydney, Wellington, Lyttelton, Ijunediu, MelbouAe, and back. There was every reason for asking for special consideration from the Union Company in view of the forthcoming Exhibition. They wanted a regular combined cargo and passenger service between Sydney and the South Island, and also Melbourne and the South Island. Mr W. B. Steel said the regular running of the service would foster trade and also largely increase the tourist traffic. Mr Campbell said he thought the best service they had ever had was the “horseshoe” service—Sydney, Wellington, Lyttelton, Dunedin, Binff, and Melbourne, and vice versa. The shipping company at the present time wanted passengers for Australia to go to Wellington, and some day they would have to go to New Plymouth, which would be the terminus of the Sydney service. The "horseshoe” service had three steamers, and it was the best, they ever had. That was the service they should go for. Mr Shepherd said he did not think there was sufficient cargo from Melbourne to warrant another , cargo steamer being placed for the South Island. Most of the Eastern goods were now being transhipped from Sydney, and not from Melbourne, as the Union Company did not favour the transhipments coming from Melbourne. Mr Paterson said if they passed Mr Macdonald's resolution they might lose the Sydney freight service, which was what they really wanted. —(Hear, hear.) He did not. favour going to the Government. IP it was a business proposition, they could do better than the Government. Mr Macdonald said the only way they could influence the Union Company was the threat of Government interference. The Chairman suggested that the resolution should read ns follows: —"That the intercolonial shipping service between Sydney and southern ports is very unsatisfactory, being irregular and not sufficiently frequent to secure development of trade and passehger traffic. The service also between Melbourne and Bluff and other

southern ports, with one steamer alternately passing north and south, can never secure a re-developrnent of the trade and passenger traffic, which formerly existed prior to the war period, and should be improved by reverting to the pre-war arrangement, and that during the summer months steamers call at Milford to land passengers from Melbourne.” Mr Macdonald agreed to accept the resolution in lieu of the one he had proposed. The motion was carried. COASTAL SHIPPING. Mr Hoyles moved —“That coastal shipping to and from ports of the dominion is irregular and uncertain. The trade should be done by smaller boats, at more frequent intervals, and on a regular and reliable time-table, so that trade and passenger trafticc may be developed as it certainly would be under more favourable conditions.” Mr Marriner seconded the motion. Mr Campbell suggested that provision should also be made for passenger traffic. The steamers on the coast took too long at •the present time. Mr Shepherd said there was no mention of the West Coast. Dunedin was losing this trade.- It was decided to alter the motion to cover the West Coast. Mr Marriner said that all the trad© from the West Coast now went through the Otira tunnel.—{Laughter.) Mr Paterson said the coastal steamer passenger service went with the opening of the Main Trunk line. They should strive for the freight steamers. The motion was carried. GIVING EFFECT TO OPINIONS. Six resolutions had now boon passed and Mr Gow rose to suggest means by which effect might bo given to these expressions of opinion. It would bo necessary to set up a committee to go into the matter and later report on the result of its activities Ho referred to the case cf the Port Brisbane, which was not allowed to com© beyond Lyttelton, thus involving Otago fruit exporters in an expense of £IOOO in railing their fruit to Lyttelton instead of loading it at Port Chalmers, as might easily have been done. Before they came to an arrangement with Hull they would have to know what was to be done with their produce when it got there. Their main difficulty was to get in touch with the headquarters of the shipping companies. They must use every means in their power to prevent the extension of a policy of big steamers and transhipment. Tile shipping companies must be required to do bueine-ss for them in the way they wanted it done. Ho moved—“ That a committee representative of the South Island ports be set up to give effect to the views of this committee by—(a) Waiting upon the Oversea Shipowners’ Committee in Wellington to urge the necessity for an immediate re-arrange-ment of shipping services so as to provide that South Island ports shall be served both inwards and outwards by steamers which do not include North Island ports in their itinerary, (b) That similar efforts be made by writing to the headquarters of the shipping companies in London. (c) That this committee be authorised ou behalf ot this conference to promise special support and consideration to any lino which will undertake the service desired, (d) The same committee also to take up with the Union Steam Ship Company the question of intercolonial and coastal services.'’ Mr Campbell seconded the motion. Mr Mackrell asked if it were the intention to get the support of the conference of the Associated Chambers of Commerce. Mr Marriner said they -would have the whole of the North Island Chambers against them. He thought the Chambers represented there ought to go ahead on their own account.

The Chairman suggested that that point might lie left in the meantime. Mr Paterson strongly supported the resolution, and said that unquestionably shipping throughout the world was tending towards larger bottoms and a policy of transhipment. Mr Campbell drew attention to the importance of London merchants being able to make forward sales through knowing exactly the time at which their overseas shipments would arrive. Mr Mackrcll said it was very important that dairy produce should be delivered as soon as possible after it had been shipped, and not hawked up and down the coast. They shipped £1,000,000 of produce from the Bluff last year. The motion was unanimously adopted. COMMITTEE SET UP. The Chairman said the next question was the composition of the committee to be set up. Mr Gilkison moved that the committee should have a free hand as to any further steps it might take, such as laying the matter before the Associated Chambers of Commerce or otherwise. Mr Paterson seconded the motion. Mr Marriner thought should be left to the discretion of the committee to say whether It should approach the Associated Chambers of Commerce or not. Mr Paterson said he thought they would get assistance from the North Island chambers. The shipping questions would, he considered, be supported by the North Island. The Chairman said he thought in a sense they were meeting that day with the approval of the executive of the Associated Chambers. The motion was carried. The following committee was set up, with' power to add to its number;—Messrs Peter Barr, Gow, and Johnston (Dunedin), Machin and Wyles (Christchurch), Hoyles (Invercargill), and Leggatt (Timaru). Mr Gow was appointed convener. This committee will in due course meet in Wellington to interview the shipping companies. CONGRATULATIONS. Mr Marriner, on behalf of Canterbury, congratulated the chairman on the manner in which the conference had been conducted. He also thanked the Shipping and Importers’ Association for the work it had done, and Mr E. Gow for the excellent manner in which he had arranged the details. Mr Hoyles also returned thanks on behalf of Southland.