CIVIL ENGINEERS FAVOUR WHAKATANE

Bay of Plenty Beacon, Volume 16, Issue 16, 6 November 1950, Page 5

CIVIL ENGINEERS FAVOUR WHAKATANE

“Whereas Whakatane is as near as possible in the centre of the Bay of Plenty Tauranga is on the western fringe; quite apart from this aspect, however, to be of use for exporting butter and the like a port must be able to accommodate big refrigerated ships. This Tauranga cannot do because of sand banks at the entrance of the harbour there,” stated Mr H. W. Beasley, a civil engineer to the Port Inquiry Committee. “The latest nautical Almanac chart showes the depth of water as 21 feet at low tide for a distance of approximately two miles seaward from the entrance to the port. As an engineer I would think, that it was doubtful) whether a satisfactory channel could be dredged and maintained through those banks in the open sea except at great cost. Also from a perusal of the charts of the Tauranga Harbour and from my knowledge of the place and discussions I have had with members. of Tauranga Harbour Board I know that considerable dredging would be required inside the harbour. “But even with increased depth obtained by dredging, from my knowledge of the sharp S curve to the west and south of the Mount and the strong currents frequently reaching eight knots, I would expect that for large vessels entering this harbour there would always be considerable navigational hazards. I have examined the proposals for a deep water harbour at Whakatane .and consider them quite practicable owing to the depth of water at the mouth of the proposed harbour, viz. 30 feet without any dredging. I would say that this harbour immediately on construction would be able to accommodate large overseas ships. To my mind it is essential that a Bay of Plenty port should be able to do this. Murupara

“The sending of the Murupara traffic to Auckland would in my opinion lead to acute congestion on the part of the railway journey between aKatikati and Paeroa causing delay with resultant expense and in turn round of waggons and wasteful use of locomotive power. In coming to this conclusion I do not overlook the proposals which the Auckland Harbour Board has for extending its facilities. “First, tenders have been called for the building of a large import wharf in Mechanics Bay, completion being required in two years. Secondly, a new port for bulk cargoes is planned for the upper harbour, served by rail from Avondale and I would expect this work to be completed in six to seven years. I have investigated and reported on railway requirements to serve this new port. Notwithstanding these works, I still think that the sending of the huge output from Murupara to Auckland would be most uneconomic primarily from the angle of waste in rail transport rather than in port congestion in Auckland.”

“Consider the position with regard to engine loads,” said Mr A. E. Shaw, of Whakatane Board Mills. “J” class engine loading from the Waikato to Auckland is 660 tons (limited by the Buckland bank) while “J” class loading from Paeroa to Tavuranga is limited to only 290 tons by the Karangahake grade In other words, it would require nearly three times the engine power to haul goods to the Bay of Plenty compared with a haul to Auckland. Furthermore, it is very doubtful whether the present siding and station yard accommodation on the E.C.M.T. is sufficient to cope with additional traffic. Even now there are delays on this line. For example, during the week ending 3/6/50 the “Matthew Flinders” was loading timber for export at Tauranga and this additional timber traffic over the line caused coal and other supplies for Whakatane Board Mills Limited to be held up at Paeroa, with the further result that when these supplies, totalling 100 waggons, were worked through during the weekend, another congestion occurred at Awakeri and the Mill. This should be considered before Waikato traffic is diverted to the East Coast.”