THAMES HARBOUR.

Hauraki Plains Gazette, Volume XXXVIII, Issue 5130, 25 May 1927, Page 1

THAMES HARBOUR.

COST OF COMPLETION. ECONOMIC SOUNDNESS. The following interesting letter on the Thames Harbour Scheme appeared in the Thames Star of Monday last :— “It woud appear that the time has arrived for the Harbour Board to reconsider its policy and decide whether and to what extent it mould proceed with the works in hand. It is quickly reaching the stage when its exchequer will be empty of loan money, and passing events would seem to indicate that Its probable and possible sources of revenue will be materially curtailed, and by its air of reticence and fear of criticism is adding to, instead of decreasing, the fears of the ratepayers.

“By the end of 1925, or nearly eighteen months ago,, half of the loan had been spent, aij,d it was asserted by those in authority that before the end of 1926 the work would be largely completed, and that substantial betterment in water depth and wharf accommodation would be available. Despite these hopes there still remains much to be done, namely, 5000 .feet of half and three-quarter tide walls, practically all the dredging, and the connecting up of the railway line.

“Taking the first item, the walls. A report of the board’s in January indicated that a. balance of under £l7OO was available for the work, the two built had cost nearly £14,000, and as theri combined length is little more than half the walls remaning unbuilt, it seems that £l7OO will not go very far.

“Then the dredging: Something over 900 feet of fairway to low-water mark, or at any rate to the fathom contour line, 150 wide, a turning basin, and, not the least, sufficient dredging in the vicinity of the old wharf to enable the piles,, broken and otherwise, railway iron, and fascines to be removed as cheaply as possible. The dredging at the present rate of progress looks like a three years’ job at least. At the last meeting a berth was promised for the steamer in a month, but it looks as if someone will require to sit on the safety valve for the next ten days or so. Certainly better progress (s now evident, but there’s a long, long way to go. “The next item is revenue. It is but a slim hope that the present steamer can be made to pay; in fact, it is an open secret that i.t is only the summer excursions that the vessel makes in the Gulf that brings sufficient return to keep her running. A scow running one trip per week could handle all the cargo, and with the opening of the Hauraki Bridge and the improvement of the roads which must eventuate is is quite easy to forecast the future in this respect. Another factor is the closing of the Kauaeranga ,buslh, and it is from this source that the board derives much of its revenue-.

“I do not desire to'pose'as a pessimist, but these- are facts which require to be squarely faced and not blinked at. Therefore, a glance at future prospects may not be out of place-. These are based on a hope of produce or other vessels landing southern, or other cargo for transhipment by 'rail. Now, as Paeroa and Te Aroha are both served, let it be remarked, by direct water carriage, our objective must be beyond that. Now that brings us into direct conflict with Auckland merchants, who transact this Eastern Waikato trade. The first essential of a successful port, is the wholesale ynerchant or agent, centred on that port, and in Thames such an individual is- non* existent. So then, who is to be our bag-man, and canvass for trade ? “Granted that the trade exists, and th® demand is there for freight to Thames, what bottoms can be persuaded to enter our port ? The smallest freighter regularly engaged in the South Island Auckland trade is of, over 2000 tons, and carries-ap-proximately 3000 tons of cargo, on a draught of 22-24 feet. Now these vessels are- manifestly too large for our port, so that transhipment at Auckland would be necessary ; this can be accomplished at the present per medium of a scow, so that there is no reason why the shipping companies—Union and Northern —should not.be approached forthwith for a through cut freight, and thus initiate the trade.

“A point that seems to be overlooked, is that in order is that these larger vessels, which will visit Thames can be economically handled is that they’ can work all hatches at once and leave immediately discharge is completed. Companies will not send their vessels to a port unless these conditions exist.

"A matter which the board might immediately concern themselves with is whether or not visiting shipmasters will not require temporary lights placed on the beacon piles which are about to be driven at the future extremities of tlj,e walls. It seems that a much better plan would be to build the walls from the shore ends and carry out a temporary light as the work proceeds.’’