Hokitika Guardian & Evening Star MONDAY, DECEMBER 13, 1920. GREYMOUTH HARBOUR.

Hokitika Guardian, 13 December 1920, Page 2

Hokitika Guardian & Evening Star MONDAY, DECEMBER 13, 1920. GREYMOUTH HARBOUR.

Thkrk arc some aspects affecting the harbor rating question arising in regard to Greymouth Harbor, which the “Grey River Argus” calls attention to, which are worth speculating over to consider the full equities of the case. The newspaper -makes its reference because of some remarks in this paper three or four issues ago, but does not appear to take ally account of the position of tliosb places which are remote from Greymouth. All are fish which cap be netted, and to that extent the “Argus” appears to back up the Board in citing all districts on the Coast from Reefton down to show cause why they should not l>e included in the harbor rating district. The “Argus” ni defence of this attitude says “the point is that past expenditure has provided a harbor that serves the whole West Coast, and eac-h district must bevitally interested to-maintain that port. “If this be so, why not include Westport—part -of the West Coast, or by the same line of argument why not t a ck the West Coast on to Wellington harbor—which is the main port of transhipment for the West Coast. The basic fact about the Greymouth harbour, however, it that it was not built for the West Coast trade as a whole, hut for tin- coal trade immediately of mout. To develope that trade this port was improved and railways extended to the coal deposits direct from the railway wharf. “The past expenditure to provide Greymouth harbor” was in that direction, and the capita] cost was not drawn from the people of Grey mouth by rating, but the money was provided by l*oan; expenditure. The costs of that loan were provided as far as the management of the Board aimed at, by charges upon the users of the wharf and port, and revenue coming directly from the coal traffic. To feed the port, the Board built a railway for coal traffic. The people of Westland for instance, derived no advantage from that enterprise which was purely for local development and the benefiCof the

local shipping trade. Yet this loan legacy, in tile raising of which the people had no voice, is sought to be passed on to this district—among others —and even the late diefatllt of the ,Greymoulh Board is to be made a charge on the now district. That is a monstrous charge, and we are sure will be resisted to the fullest extent by the people of this district if it is sought to include Westland in the rating area. Referring to harbor conveniences as |

affecting Westland, the “Argus” refers to “harbors only in name.” This jibe at Hokitika port is possible only because of the boycott of vested interests in shipping. When the last shipping strike was afoot, Hokitika port 'was opened quickly by the Anchor line, and a considerable mosquito fleet, and “the harbor in name,” became a port in being. Vessels entered here freely, and

our neighbors of Greymouth, Reefton, and even Westport were glad to get necessary supplies through the port of Hokitika. Litterally, this port served the whole West Coast during the period of that hold up, and what the local port has done in the past it is capable |of doing in the future. The past hisI tory of this port includes regular direct trading of ships between Hokitika and Australian ports, and with the same enterprise displayed, the port is here for a. revival of the trade. Southward of Hokitika, ports are to be developed at Bruce Bay and Jackson Bay in the very near future. Next year should see a landing jetty provided at Bruce Bay, and shipping make regular calls there. There is quite a large project afoot at Jackson Bay where already concessions have been granted for the erection of a breakwater and jetty. At Okarito likewise, a scheme is afoot for substantial harbor improvement which will

he imperative to cope with the export trade. These districts will, therefore have their own direct means for seaborne trade, and it would not be equitable to tack them on now for ever to the port of Greymouth, which outside of North Island trade will experience in the near future, a serious decline

in its shipping traffic. If the Forestry Department carries out its policy of prohibiting the timber trade with Australia, the shipping going that way will be negligible. Otira tunnel will soon be taking all the trade from this quarter for the principal timber consumers in the. South Island. Westland is so identified with Canterbury new that trading relations will become most intimate, and for general shipping, including overseas trade, Lyttelton will become the main transhipment port for Hokitika and Westland. This may not be very palatable to our Greymouth friends, but it is the direction in which the course of events points, and for that reason our obligations to the port of Greymouth can be met quite well through harbor dues rather than rating.

There is another point about the port of Greymouth which should be recalled. In years past the “Argus” was a very strong advocate for the abandonment of the present port, ni?cl the establishment of a West Coast harbor at Point Elizabeth. The “Argus,” then voicing northern public opinion, had an idea of the limitations of the port of Greymouth which could not be brought up to the needs of the place except at a great expenditure, first, for lavish improvements, and second, for a high cost in maintenance. Greymouth is, therefore, not the ideal position for the West Coast port, and as it is thus something of a makeshift meantime, there is yet another reason why those not connected immediately with the port, of Greymouth should be averse to contributing toi its future cost through rating. The case for Hokitika and immediate district is that it : s not producing coal, which was the principal commodity for which the port of Greymouth was specially equipped, not only in harbor works, but also in wharf acommodation, cranes and hydraulic machinery for loading purposes to say nothing of the stability put into the wharf structure to carry the engines and coal trains. The use of the port of Greymouth for timber export is a passing phase as we have already shown and any accommodation in this respect can be met by the wharfage charges which ar e a fair way to reach the users. The timber export is of value to the exporters and those engaged in the business of sawmilling. The average icitiflen derives a very small benefit j through indirect channels from the j trade ,and the measure of advantage j he receives is not any justification to net him into a harbor district to pay rates for all time on shipping which is not beneficial to him other than for transhipping purposes. There is a harbor district here to which our citizens have obligations, and the port is good enough for shipping, but for the shipowners’ boycott. The people are meeting their obligtions for the loan money, and are not seeking to pass them on to other people as is proposed under the Greymouth Harbor Bill. As the matter stands, and looking to the fact that goods if not passengers, will l>e passing through the Otira tunnel within a years’ time, the local interest in the port of Greymouth is quite a diminishing quantity, destined to disappear.almost entirely once the East .Const traffic is completely opened up

The interim address emanating from the Chairman of Directors of the Bank of New Zealand issued last week, was on lines the reading public are fairly familiar with nowadays. It w'as a. simple statement of the facts, and as such should be taken to heart by the community who wish to sec • the cotin* try pass through the troublous times ahead with as little' inconvenience as possible. The Chairman reviewed the position in plain, understandable tern s and it is evident from the stress pm upon the immediate prospects that money will become scarcer. This must have its effect—is having its effect—on enterprise. The tightness of the money market is affecting trade rather seriously in some places already, and there is growing unemployment. This will he more apparent yet, and particularly in manufacturing districts, where an excess of imports have overloaded stocks already. Till prices fall the stocks will not he readily depleted, for the public have got “the doing without” habit, and that is not good for the secondary | industries which rely on a quick turn over to keep the hands employed. The situation is one of those passing phases of trade and employment likely to overI take most places, but less likely to do ! radical harm here than elsewhere. In one part of his very able review of trading intercourse, the Chairman points out that there are four principal means by which trading differences in values may he settled. One of these is the shipment of gold. It seems to he of the highest importance just.now that the country should turn its attention to the production of more gold. When other sources of irtcome were affluent, the need for a large gold production did not strike the Government, which lives a Micawlter like life, so far as finances are concerned. Now that there is a I cod

for the gold supply, it might lie an opportune time to induce the Government to take up. a mining policy leading to the encouragement and development of goldmining as a stable means to help solve the financial question, now and nc all times. As it is, for lack of sympathy and encouragement the gold mining industry is declining, yet its product is the one sure commodity to ensure financial stability. Its neglect is another reflection on the Government administration the indifference of which to the gold-inining interests seems to grow more marked year by year. Now that the opportunity offers so favourably a strong, reminder should be sent to the Government seeking for that aid the industry deserves and warrants.