PORT OF NEW PLYMOUTH

Taranaki Daily News, 15 April 1932, Page 2

PORT OF NEW PLYMOUTH

ENGINEER’S FINAL REPORT

MAINTENANCE OF THE WHARVES

MONTHLY MEETING OF THE BOARD

The monthly meeting of the New Plymouth Harbour Board was held yesterday there being present Messrs C. B. Bellringer (chairman), J. R. Cruickshank D. J- Malone, H. C. laylor, J. IH H.’Holm, E- Maxwell, W. T. Wells and C. H. Burgess.

The harbourmaster (Captain O. F. Mclntyre) reported that during March •71'vessel’s had entered the port, as cornered with 33 in March, 1931. The ag-.n-eoate tonnage was 45,108 tons, as compared with 74,392 tons for March of last year, a decrease of 29,284 ton?. Imports totalled 5452 tons, as compared with 13.433 tons, a decrease of 4941 tons, and exports were 2743 tons, as compared with 4302 tons, a decrease of 1559 tons, the total being 11,195 tons as compared with. 17,735 tons, a decrease of 6540 tons- Government coal totalling 987 tons had been landed. Three overseas vessels had visited the port—the Port Alma (7943 tons), draught 22ft 3in; Cambridge (10,8a0 tonsf, draught 22ft sin; Port Brisbane (8315 tons), draught 26ft 4in. One' intercolonial vessel had loaded 229 tons. The weather was fine throughout the month, with smooth seas and easterly winds prevailing. The harbour had been closely sounded and showed a much improved position along the sandbank. ■Over a quarter million tons of sand was removed by the Kaione.

REPORT OF THE ’ENGINEER. The engineer (Mr. G. W. !B. Lowson) submitted his last report for the period from March 7 to March 31, as follows: The Kaione continued suction dredging the sandbank inside and off the end of the breakwater until the expiration of her charter period on March 15. The Kaione’s returns for the period under consideration were: From outer end of sandbank, 20,400 tons; from inner end of sandbank, 17,000 tons; total, 37,400 tons. Incidentally the vessel’s output during the whole period of charter to the board was: From outer end of sandbank, 196,000 tons, from inner end of sandbank, 77,77'5 tons; total, 273,775 tons. The above figures afford a fairly reliable indication of the localisation of preseut-day shoaling under the lee of the breakwater, the greatest accretion evidently occurring around the end of the structure.

Two overseas and two coastal vessels Utilised the electric wharf crane for loading or discharge. The cabin has been re-painted, and further chipping and painting carried out to the undercarriage. The breakwater crane is being overhauled as opportunity permits. Upon completing the breakwater extension this ancient machine was in such a state as to necessitate its thorough reconditioning in order to preserve it for breakwater protection and other emergencies likely to arise during the years to come. Two longitudinal undercarriage girders, for example, still need renewal, one evincing an increasing tendency to. give serious trouble, when rounding the breakwater bend, while the race —a source of perpetual annoyance—is now almost unworkable, and should, if a thoroughly sound job is desired, be solidly underpinned. New stringers and decking completed the partial renovation of a short section of the Moturoa wharf, while repairs to tidal bracing and pile sheathing are being steadily prosecuted and new chafing pieces fitted as required; The understructure is gradually being brought into better order, although there still re-

mains a large amount of work in the way of coppering and bracing. Several broken fender piles at the overseas berth will also need replacing sooner or later, and the driving of at least one new pile, with the removal of superstructure timbers where necessary, at the inshore end of the western side is recommended. Unsheathed turpentine piles, which have of late years been used for replacements in this structure are, although not immune to attack by the teredo navalis, apparently standing well, the reddish lined timbers evidently possessing the greater resisting properties. It is as yet too early to predict the safe life of these piles or to assess their economic value as against the sheathed ironbark variety. The maintenance of the Newton King wharf, which is in excellent condition, is being systematically carried out between wind and water, and odd repairs (to tendering, etc.) attended to as well. After subjection to the most severe tests possible, Staybrite sheeting has so far proved the best material for sheathing piles in this harbour, retaining its ductility to a marked degree and withstanding immeasurably greater’ impacts from shipping than munts metal possibly could. Cupro-nickel, although a much cheaper product, is unSuited for the purpose, as it reacts on the muntz sheathing coming in contact with it. I recommend that the sheets now being sent out through the courtesy of the English manufacturers be tried on turpentine fcllder piles With a view to ascertaining their value as sheathing for any new work in the future. Copper-, steel is another material that under test has so far proved satisfactory. Being a cheap metal its utilisation for wharf bolts and general ironwork may prove advantageous. The windscreens on the Newton King wharf are being painted, and spouting on the Moturoa wharf sheds partly renewed in muntz metal. WheYe not recently renovated,- the roofs of the latter sheds are in poor condition, as is the .roof of the store and carpenter’s shop. ■Spouting on the latter needs wholly renewing, while the office requires painting externally.

Mr. J. E. Hawes, acting-foreman in charge, reported for the period from April 1 to April 12 that two overseas vessels made use of the electric crane •for working cargo at the Newton King wharf.