GROWTH OF THE PORT.

Taranaki Daily News, 19 June 1925, Page 8

GROWTH OF THE PORT.

TRADE EXPANDS RAPIDLY. jJORB BERTHAGE REQUIRED. NEWTOM KING WHARF. OUT 800 MORE FEET. BWGUfEiiR TO PREPARE PROPOSALS “That in view of the constant inorea*iv in the number of the overseas ahipa calling at the port and the steadily growing trade, it is essential that the board take action to meet, as far as may be possible, the demands for berthage, and that a definite effort be made to deal with the risk of congestion at the wharves; and that to this end the engineer be instructed to report ou the suggested extension of the Newton King wharf by increasing the length by some 300 feet, thia matter to receive his attention as soon as the duties connected with the plans and affairs of the new Moturoa wharf allow him to do so.”

This was the text of a motion proposed by the chairman of the New Plymouth Harbour Board (Mr. C. E. Bellringer) at yesterday’s meeting of the board, and carried unanimously. Providing the engineer’s report is favourable, the work of carrying out the proposed will be proceeded with immediately. Mr. Bellringer said that for some time past the board members must have felt that tldemands of both the overseas and coastal shipping were increasingly urgent and he felt that action as indicated in his motion had now become absolutely necessary. Already this year 26 overseas vessel* (excluding intercolonial vessels) had called at the port; two more would be calling within the next few days; and two had been diverted during the recent wharf labour troubles. So that it might be said that 30 overseas ships represented the halfyearly tally, compared with only 21 in the same period in 1924. lu the second half of last year 19 liners had called, and already 10 were listed for the last six months of this year, which merely served as an illustration of how the trade was growing. HANDLING MORE CARGO. During the last five months 3000 tons more cargo than in the corresponding period last year had been handled. The biggest consigning firm (Messrs Borthwick and Sons) had intimated that they expected to increase their trade considerably, and other firing had given him similar information. The board had now to ask itself these questions, said Mr. Bellringer. Could the proposed work be carried out quickly? Was there sufficient deep water when the work was carried out ? Would the extension provide sufficient berthage space for the needs of the shipping* And would the breakwater afford sufficient protection for shipping berthed at the extension? Regarding the last question, he had asked the harbourmaster to report, and Captain Waller had said; “In the event of it being necessary to extend the Newton King wharf 300 feet, as suggested by you, it seems to me that the suggestion is a reasonable one, considering that we shall require ail available berthage «<paee when the new Moturoa wharf is commenced. The extension of the breakwater, with the wave deflector as designed, will, to the beet of my judgment, give the necessary shelter for steamships when berthed at the completed wharf, and with the anchor down and a scope of from 45 to 60 fathoms of cable out, enable them to lie as safely as at the Moturoa wharf. In the event of it being decided to extend the wharf, I shall want all the assistance necessary from those in charge of the work w’hilst berthing steamships.” HEAVY DREDGING DONE. The advantage of this proposal, continued Mr. Bellringer, was that most of the heavy dredging had been done. In only one other position could a sheltered wharf be built, and that was from the inner end of the breakwater. But this was out of the question as it would be in the way of the proposed new Moturoa wharf. It was necessary to act quickly in order to provide* for the greatly increasing trade. He considered that the growth during the next twelve months would be double what it had been in the past twelve months. The Newton wharf, with its extension, would 'peftvide 1100 feet of berthage on the "west side of the wharf, to a depth of 33 feet, and 900 feet on the east side, to a depth of 25 feet, a total of 2000 feet of berthage. The present overseas berth on the Moturoa wharf would probably be able to b<* retained until July, 1927. In December of this year, or January, 1926, tenders for the new Moturoa wharf would be dealt with, and later on when the new Moturoa wharf was being built and the present Moturoa deep sea berth was dispensed with, another overseas berth wmild ftbschrtdy indispensable. To add 300 feet to the Newton King wharf would cost about £30,000. Since Christmas, HX) feet had been added to the breakwater, and the total length of the breakwater extension to-day was 223 feet. By the time another 300 feet was added to the Newton King wharf the breakwater extension would be 400 feet in length, so the shelter should be sufficient. The reason for the board not considering the proposed wharf extension before was, first, that it did not have the money, aiiu, secondly, that it did not think the extension was needed. But the increase, not only in overseas but in coastal shipping, made urgent action imperative. The board must also bear in mind the provision of a special ferry berth for ships like the Rarawa. A THIRD EASTERN WHARF. Mr. J. S. Connett wished the chairman to add to his motion a provision that the engineer also report on the question of erecting a new wharf to the east of the Newton King wharf. He had put forward the claims of a third wharf before, said Mr. Connett, and he was glad that the chairman had indicated that the construction of such a wharf was worthy of consideration. The proposal had previously been condemned on the grounds that there was not sufficient shelter, but such a wharf would be just as sheltered as an extension to the Newton King wharf.

It had been shown, also, that dredging to the east of the Newton King wharf was turning out to be easier than anticipated. Although a new wharf would be more expensive than extending the Newton King wharf, it could be built in concrete instead of wood, and could be built so that at a future date it could be widened and made equal to the new Moturoa wharf. There was no doubt that such a big and- wide wharf would be needed, especially as the demolition of the old Moturoa wharf was going to prove an inconvenience. Mr. G. W. Tayler: Where is the money coming from? Mr. Bellringer: I am very sorrv if I have given Mr. Connett the impression that I would consider the erection of a third wharf. I am totally opposed to it as impracticable at present, Mr. Tayler: We might extend the Newton King wharf in concrete. Mr. W. C. Clements supported Mr. Connett’s suggestion, but felt that the large amount of dredging necessary might be too big a hurdle. The board was unanimous, however, that it should have shed accommodation, which could be provided under Mr. Connett’s scheme. A MATTER OF URGENCY. Mr. E. Maxwell agreed with Mr. Connett that a third wharf would have to be built in time. He objected, however, to having the proposal included in Mr. Bellringer's motion. He saw distinct objections to extending the Newton King wharf. He did not like to see a wooden structure extended, and he did not think four berth wharves were as good as bwo berth ones. However, the needs were so pressing that they must accept the Newton King wharf extension as the only solution. It must be remembered that in developing the harbour, the board must build it« wharves inward towards the east and not outwards. The board must give up the idea of reclaiming land and building outwards, as lack of shelter would prohibit that. Thus, to build a wharf as suggested by Mr. Connett would mean a tremendous amount of dredging. Lastly, the present railway arrangements would not suit or give access to such a wharf. Mr. W. T. Wells: The main object of the Newton King extension is to provide accommodation at once. The initial work in Mr. Connett’s scheme is too big. Mr. Cruickshank waj; entirely in accord with the chairman. To lengthen the present Newton King wharf was the only expedient. When the new Moturoa wharf was started the board would have to consider seriously what was the next move. Which way was the harbour to develop? Was it to be on broad lines to the east or broad linos to the west? Unless the board wished to sever a very valuable connection which it had built up with the shipping interests it must maintain ample facilities for accommodation. Mr. Connett: We must evolve a comprehensive plan of development and have a 'policy. Mr. Bellringer: We cannot lay out a full scheme at present. We must know the railway department’s plans first.

Mr. Connett: It’s just the other way about. The board must act first and have its general lay-out, and the Railway Department will adopt its plans to the harbour board scheme.

The chairman’s motion was then put and carried unanimously, Mr. Connett stating that he could see what the opinion of the other members was and the force of doing something quickly.