SEA VETERANS

Hokitika Guardian, 3 May 1930, Page 8

SEA VETERANS

TRANS-TASAIAN R UN

OBSOLETE STEAMERS

TOURIST TRAFFIC HAMPERED

One of the obstacles to the development of the trans-Tasman traffic is the type of steamer employed on the intercolonial run to Sydney;' another, the curtailed time-table adopted after the war and maintained ever since by three vessels.

From the tourist viewpoint the comforts of the three vessels, Maunganui, Marama and Ulimaroa, regularly engaged in the inter-colonial service, leave much to he desired. Each of these vessels was built and in running some years before the war, and all are below the standard of vessels of a similar class in other parts,of the world. Take, for instance, the route from San Francisco to Honolulu. State rooms and cabins are larger, there is not the same crowding of cabins ,and the deck space is more amplo than on the vessels on the ‘~'vdney. run. The bathroom accommodation i* better, and the vessels suggest comfort without luxury. On the services between Australia and England the same applies, as many New Zealanders know,

HIGH SCALE OF FARES

Those who make the trip from New Zealand to Sydney and then transer to a modern liner for Eurpoe or England are struck by ,the contrast. Travellers have naturally asked why the accommodation oil the inter-colonial steamers should be below the standard on popular routes elesewhere.

The fares are much higher than the scale ruling on the passenger lines from Australia to England. For instance, tho trans-Tasman fase is £l2/10 first-class and £lO second class on the tnreeclass vessels, Maungnnui and Marama, which is an average of about £3 ll>nncl £2 18/- a day for the voyage of 3?,- days. This may- be compared with the fare of £lO4 10/- first class and £BB isecon dclass for the voyage from Auckland to London—an average of £1 16/0 and £1 10/6 for the 57 days’ voyage via Cape of Good Hope/and £2 51- and /£1 18 3-Bths for the 46 days’ voyage ivin Suez Canal. On the two-class intercolonial steamer Ulimaroa the fare is £l3 10/- first class, hut even this .with nn average of £2 12/6, is considerably above the charge from : much suporroi accommodation on the modern vessels running between Australia and England.

Hopes of an improvement were raised last year, when the new motor ship Westralia was commissioned by the ITiHdart Parker Company. It was ex - pected this vessel would he placed in the trans-Tasihnn service This is now regarded as unlikely, as the Westralia has entered tho Sydney-Western Australia service, and is likely to remain there. <

RUNNING COSTS

In effect, the defence of the.shiping companies is that New Zealand is a 1 smaller country than Australia, tfie i riming costs are higher than they were • some years ago, the return from freight is low on account of the meagre cargoes offering for Sydney, and, in any case the accommodation offered on the three steamers is adequate to cope with the ■ passenger and freight traffic across the Tasman. It is claimed that even when the passenger 'traffic is heaviest in December, and from January to April, the vessels on the run have sufficient ac- ; commodation. •

What is not conceded among the ship, ping companies is that the traffic would be greatly increased by a change in policy. The cargo available, it is stated, is determined by the Australian tariff more than by the rates of freight and a reduction in freights would not bring a corresponding increase in tonnage. The cargoes from Sydney to Auckland are much heavier than those from Auckland to Sydney, and it is contended that the cargo space is more than adequate for the trade. Further, it is suggested that the question of passenger traffic is dominated by the trade situation.

VITAL TRANSPORT LINK

Following that line of argument the shipping companies have convinced themselves that three steamers are sufficient for a service that was formerly maintained by four vessels. Instead of pioneering the way to a happier state of affairs the companies have allowed the trade and tourist traffic to languish on a transport link that is vital to New Zealand. It is vital because there is no alternative means of -"Ttlng to Sydney, and it is the only means that Australians have of coming to the Dominion. New Zealanders, having to be satisfied, may be presumed to make the best c'f it, and last year M OOD visited Australia; but Australians, having the alternative, come to New Zealand in smaller numbers. Lastyear there were only 8300 visitors from Australia ; yet Australia has four times the population. Excursion fares have been suggested | to encourage tourists in “the season” | but here again the companies show no j enthusiasm. The reply is that excursions 1 were not a great success when trie d rears' ago. and that nnv reduction wool ’ t 'Ue expense 'of those who would hav e’to pay higher fares in the off- i season. A review of the past shows that j little progress has been made. The i traffic is practically at a standstill, j

MORE COMFORTS REQUIRED

Larger and faster ships are needed is the emphatic opinion of those familia with the better types of passengervessels. Luxurious accommodation is not desired, but there is an increasing demand for a higher standard of com- ( fort. -New vessels are being designed on , a commodious scale, and great improvements are being made in the engine room. The machinery of the latest types is compact, smooth-running, reliable and speedy. The oil fuel systems do away with the dust and grime o‘ coal, solve the labour problem, and giv< a sense of efficiency

The triple-expansion engine, in its time, was efficient, and it representd r

great advance on the ordinary expansion engine it replaced, but tho geared tur bine .and the Diesel engine are now supreme. In 1924, the Aorangi, in tho Canadian Australian mail service, was bo 'lt with Diesel machinery, and has proved that n saving of space and economy in. running more than off-set tho heavy first costs.

The machinery on the inter-colonial vessels is out of date, and this is a further deterrent to the passenger service between New Zealand and Australia. As regards .the age of the vessels the Maunganui, 7527 tons, was built in 1911, the TJlimaroa, 5828 tons, in 1908, and the Manama, 6497 tons, in 1907. The Mat-ora, which is at present relieving the Mamma, is 8075 tons, built in 1908.