MUST BE KEPT OPEN

Sun (Auckland), Volume III, Issue 841, 9 December 1929, Page 1

MUST BE KEPT OPEN

North Head —Kauri Point Waterway development of upper harbour "'THE Harbour Board would be lacking in appreciation of 1 its responsibilities if it permitted the magnificent waterway existing from North Head to Kauri Point, undoubtedly a national asset, to be shut off by a bridge of short spans and inadequate vertical clearance,” said Mr. D. Holderness, engineer in the Auckland Harbour Board, in giving evidence before the Harbour Bridge Commission this morning. He considered the erection of a harbour bridge would emphasise the need of a clear waterway because of the great increase that would result in population, and also in commercial activity, along the northern shore of the harbour. Witness also mentioned the possible construction of canals between the Waitemata and Manukau Harbours, and between the Manukau Harbour and Waikato River as a factor in the future use of the upper waters of the harbour.

The commission, which resumed this morning, consists of Mr. J. \iarchbanks, engineer to the Wellinglon Harbour Board (chairman). Mr. f w. Furkert. engineer-in-chief of the Public Works Department; and Captain C. McDonald, retired shipmaster. During the week-end the commission inspected points of interest in connection with the proposals. This morning Mr. C. K. Garrett, treasurer and accountant to the Auckland Harbour Board, gave evidence in regard to expenditure of ferry iacilities. He said that up to the present £155.000 had been spent on berths now in use. Mr. V. N. Macky, vice-commodore ot the Royal New Zealand Yacht Squadron. gave evidence of the requirements of Auckland yachts in the event ot any proposed bridge going through the yacht harbour. He gave the mast heights of the five largest vachts as follow:—Viking, 68 feet; Arlki. 66 feet; Waitangi, 60 feet; Thelma, 58 feet: and Nga-Toa. 55 feet. Tile draught of the Ariki was given at lift 6in. Captain Sergeant, harbourmaster at Auckland, who gave evidence on Friday. was cross-examined by Mr. G. P. Finlay, counsel for the Harbour Bridge Association. Questioned regarding the possibility of the big luxury ships that run across the Atlantic ever visiting Auckland, Captain Sergeant stated that it could not be said that there would never bo a possibility of their visiting Aueklaud. One of the Empress line was due in Auckland in the latter part of next year. Mr. Finlay: The development of the harbour tends more toward the east than the west? Captain Sergeant: That is based on the assumption that no bridge will Mr. Finlay: How will the bridge affect it? Captain Sergeant: If a bridge were erected, the traffic and increased development of the North Shore would possibly create a demand for harbour facilities on the northern shore, and conseqeut harbour development in that direction. Witness admitted that generally speaking the heights of masts were regulated by appearance. At the same title he pointed out that there was little possibility of masts ever being abolished. The board could not place a mast restriction upon the world's »h pping. A vertical clearance of 135 ft. aa suggested by counsel, for instance, would not permit H.M.S. Dunedin to piss through That vessel needed 146 ft. FERRY EFFICIENCY Demonstrating with a model of the hirbour, witness showed the influence of the reef westward of Northcote Point upon a bridge running from that point. In order to avoid the spur of the reef considerable clearance was needed to allow- vessels to change their angle after having passed under the bridge. He said that 36 oceangoing vessels had passed Northcote point during the year. There might also be a future possibility of naval rossels requiring to go up to the airdrome at Hobsonville. To Mr. Alderton: He considered that the ferry boats were very well ®aintained. He could not speak in ttrms high enough to praise the work °f the crews ot the ferry beats. The tasters handled their boats with great skill in all weathers, and kept to the j time-table with great strictness in all leathers. At this stage Mr. Alderton referred a sain to the transportation of two injured men from Birkenhead to Auckland early on Friday morning. He ssid that following Mr. Finlay’s statement on Friday, a certificate had been received from Mr. Craven showing that the watchman at Birkenhead was notißed of the need for the vehicular otry at 12.30 a.m. Dr. Craven then **at himself for the captain, and at when the ambulance arrived, the read - v to sail. " bile the construction of a bridge on tunnel might interfere with the jfvenue obtainable by the board from ferry services, and so render a Portion of its outlay unprofitable, as engineer to the Harbour Board I °uld not on this account recoin®nd tt‘B board to oppose the conruction of either one or the other if were proved to be an economic n ®*® ,s kir. and provided it ensured the a-r. rVßtion navigation for all time thoj or al * Purposes,” said Mr. D. nolderness. a *?**' same time he submitted that mj« eCiSion ky the committee to re--0,. men< i the construction of a bridge rtn unne * should only be reached after ! I ® weight ha l been attached to the icv estment of public funds in -—hilitiss, and the ability of the iraffi * orsaDisation to cope with the

to Principle concern, as engineer 0 ( e . board - was the preservation »nd » “ arbour for navigation, present future, and the protection of its

assets —both physical and financial. He considered that the Harbour Board would be lacking in appreciation of its responsibilities if it permitted the magnificent waterway existing from North Head to Kauri Point, undoubtedly a national asset, to be shut off by a bridge of shoA spans and inadequate vertical clearance. The erection of a bridge, he considered, would emphasise even more clearly the need of a clear waterway, because of the great increase in population and commercial activity on the North Shore that would result. The possibility of the development of canals between the Waitemata and the Manukau Harbour, via the Whau River, and between the Manukau Harbour and the Waikato River, and their influence upon the Upper Harbour also could not be overlooked. BRIDGE NOT YET PRACTICABLE Witness also submitted a list of the world's largest bridges showing -width of spans and the vertical clearances necessary. He considered that a bridge between Kauri Point and North Head should have a clear span over the full widtn of the channel as defined by the five-fathom lines, and a clear headway of 150 ft over the middle 800 ft of that span. Tidal currents, wind and fog all called for generous treatment in the matter of navigable span, said Mr. Holderness. Generally, he was of opinion that the present ferry services were capable of meeting the requirements of the North" Shore boroughs, and that the cost of a bridge acceptable from the harbour standpoint would make it impracticable for many years to come. To the Chairman: If causeways were erected across Shoal Bay, ample provision would need to be made for openings for the tide in order to prevent scouring. He did not think there was much possibility of reclamation work being carried out in Shoal Bay in the near future. It would be too costly for anything else but industrial purposes. Mr. Furkert: What would it cost to duplicate the ferry facilities? Witness: The company could run a quarter-hour service without any alteration to the present facilities. Extra slips at each end would cost about £12,000 each. Personally he thought that larger vehicular boats would meet the position better. To Mr. Furkert: 1 don’t think the Harbour Board could possibly allow the western viaduct to be used as a route for through traffic to and from a harbour bridge from Northcote Point. It is not being constructed for that purpose; merely for the convenience of occupiers of the western reclamation. It will not be declared a public street.