NEW PLYMOUTH HARBOR

Taranaki Daily News, 19 July 1918, Page 6

NEW PLYMOUTH HARBOR

PROPOSED DEVELOPMENT 3fl«K BOARD'S PLANS DIBCUSStB THE SCHEME APPROVED

An important stage was reached yesterday in connection with the proposed extension and development of the New Plymouth harbor when the board, after Jong deliberations, disclosed its plans to a large meeting of representative gentlemen from the local bodies within the harbor district. The most satisfactory feature of the pieeting was the fact that after an exhaustive explanation of the proposals by the board's consulting engineer (Mr. Blair Mason), a resolution was carried endorsing the scheme and expressing an opinion that the board should at the earliest possible date proceed with the work. The meeting was held in the Good Templar Hall, and was presided over by Mr. Newton King, chairman of the Harbor Board. Several members of the board addressed the meeting, and Mr. Blair Ma=on, by means of a number of excellent lantern slides (which were screened by Mr. J. C. Morey) of the vari. oug plans drawn in connection with the scheme, showed the whole of the work as contemplated in the scheme of a complete and first-class harbor, and explained in a detailed, but very clear manner, how the work was proposed to be carried out. Lithographic plans of the proposed scheme were distributed amongst the audience. TIPE CHAIRMAN'S STATEMENT. Mr. Newton King, chairman of the board, said they had been invited there to view the plans and to hear the scheme explained by Mr. Blair Mason, who was very well known, and in whom the board had every confidence, as he was one oi the most cn(inent engineers in New Zealand. He referred to the campaign of 1008, when the system of differentia! rating was adopted- Since then there had been many changes in the province, which had progressed wonderfully. He hoped those present would discuss the proposals without bias, and the board would be pleased to hear and answer such questions or criticisms as they might feci disposed to ask or offer. Mr. King stated that in the near future the construction of the coast railway would be undertaken, members of the Government having intimated that immediately after the war that work would be put in hand. New Plymouth would be \he port for tli© whole of the products from the province of Taranaki, and the whole position would be very much altered, from the coast right to the Waimate Plains and rurroundings. The advent of the freezing works at Smart Road had hastened matters along. The produce from the works had to be got away, and the present facilities were not sufficient. Since the harbor was opened to overseas' ve«sei°„ six of those ships had visited the' port; but the works were still congested —in fact, at the present time they contained more produce than had been shipped during the whole oi the past season. Referring to tho interests of the ratepayers in the third area, he said they were practically all identified with the meat industry, and the question of the suitability of the port for export purposes was of vital interest to them. DIRECT-DAIRY PRODUCE SHIPPING. ; Continuing, the chairman said, although a plan of a complete harbor had been prepared, it was not the intention of the board tljat all the work should be carried out immediately. The finished harbor was shown, so that all the works undertaken could be done as part of a preconceived scheme and in conformity with a completed design. The board considered that was the most business-like way to go about the work. For the present the proposal was to take power to borrow a Bum up to £300,000. That might seem a large amount, but it must always be remembered that all the money would not be required at once, or, indeed, for several years. There were certain urgent works which were required to be undertaken at once, the most important of which perhaps was the cxti.i-iion of the breakwater for a, distance of SOOft, and also the provision 1 of shelter for the class of boats they wished to bring to the port. He was now able to state that the shipping companies would then fiend their largest boats to take not only the meat exported from the province, but also the butter and cheese. (Applause.) In the course of the 1«03 campaign attention had been concentrated on the calling of cargo boats at New Plymouth, because it was recognised that butter and cheese exports must go by the fastest boast, but if the proposed extensions were immediately undertaken they would have the advantage of boats calling regularly to take all the district produce from the breakwater. THE_ BOARD'S FINANCES. Referring to the estimates for the undertaking, the chairman said he could well leave them to the consulting engi--neer to deliver." die dealt briefly with the board's finances, and stated that the ,profits at last year on the working account were £B7®3, of which they were obliged to transfer £4OOO to loan ac.count. Of the amount remaining, £3OOO had gone towards the payment of interest on the prewait loaii, and so theb oard had not found It necessary to levy a rate for that purpose. The whole charges on the present loan amounted to *017,300. The iboard did not think it would be neoe«9ars to strike a rate for the new loan, at any rate, not for more fctfi tli* firrt two or three yean, during

the construction of the breakwater, etc., bnt it would certainly ba a very small rate, and there was 110 possibility of it extending beyond five years. The board's land fund at present was £S67T, but land revenue was a somewhat uncertain quantity. In the old campaign it had been estimated to produce £501)0, and in the estimate taken out the- land fund had been reduced to £4OOO. The

board possessed a large area of land which would be brought into the market, for which, considering the progress of the town, there would bo a big demand. They had not taken into consideration the possibility of the successful development of the oil and ironsand industries, which, as business men, they might reasonably have done. The advance in the board's endowments was set down, therefore, at £4OOO, and th» land fund was estimated to go down to £4OOO. An increase of £lo,ooo in wharfage charges was considered very conservative when the big ships began to rail regularly- They had, therefore, considered that the matter should be put before the ratepayers in the belief that the present was an opportune time to do something to extend the harbor. The present loan moneys were almost exhausted, and as something would hava to be done very toon, the question was whether or not they should launch the comprehensive scheme for a complete, first-class harbor, which could be constructed over an extended period. What tho board desired was to assure the ratepayers that in proposing the scheme they believed they were acting in the very best interests of the Taranaki province as a whole. (Applause.) • BOARD MEMBERS' SUPPORT. Mr. C- A. Wilkinson, M.P., a member of the Harbor Board, was the next speaker, and paid he hoped to be able to further the great project in hand. First, he considered, though the proposals were big, they were in keeping with a great province. (Applause.) The plans were a fine conception of an artificial harbor. Mr. Blair Mason was one of the most eminent engineers, not of New Zealand, but of Australasia, and the work proposed to be carried out required the greatest skill. In his travels ho had taken notice of artificially-made harbors, both in New Zealand and in othsf places, and lie believed that at New Plymouth they had tho chance to make the best artificial harbor in New Zealand, and he also believed Taranaki to be one of the best provinces in the Dominion. The people of the province must back up the scheme and show their faith in their own province. Referring to what had r been done up to the present time, the speaker said that many of those present would remember the time when everything and everybody coming to New Plymouth had to land by surfboats- For many years now, however, they had had the advantage of being abie to step right from the ship on, to the rail, and from the wharf proceed right down the line. And more recently the district had entered into the privilege of ships coming and taking the produce away direct to the markets of the world. The development of the meat industry had been largely responsible for that, because through them had been provided the produce which had induced the boats to call, and the fact that large vessels were now berthing at New Plymouth was evidence that the board was doing good work. That they were doing it in a business-like way wa3 evident from the fact that for the past 10 years it had not been necessary to levy a rate for that work. What had been done up to the present should, therefore, give confidence and encourage support for the board in it 3 new proposals. The £300,000 proposed to be borrowed would complete the present essential extension, including the lengthening of the breakwater, new wharves, and the rubble wall out to Moturoa Island, which was, in the first place, to provided a sand-trap for the drift up the coast. If the scheme was approved and the loan raised, the total liabilities of the board would be £600,000. The total outgoings would amount to £35,000. A modest estimate of the board's income placed the figure at £32,000, but he believed that before the works were finished the accounts would balance. The sinking fund had reduced the present loan by £35,000. If the present estimates were realised, and he believed the estimates were conservative any rate struck would be very small indeed, and spread over the whole dis» trict. it would be so infinitesimal as 1 be difficult to collect. THE ONLY DIFFICULTY. The only difficulty he saw at all was in tho fact that nearly half the rating district was in the third area, at the southern end of the province, and a clause in the last Taranaki Harbor Bill had expressly provided that no further loan should be raised over that area. Nothing was decided as to how the money was to be raised. The hoard might go to the ratepayers in the third area and suggest to them that they were part of a irreai province and needed the harbor as an outlet for their produce. It might be that they would take a vote in their own area as to whether they would come into tho scheme. Whatever was done, only from their own choice could they be participators in the scheme. If they stood out, then the other two areas would have to accept the responsibility. Personally, Mr. Wilkinson said he thought the third area would he well advised to join in now, and so help to make the province independent of any other port

in ?few Zealand. They belonged to a district which produced the cargo for shipping, and would l)e quite justified in making a port which was adequate fur the needs of that district- He asked what- would happen if the new schema was not gone on with? Possibly, he said, the class of ships at present coming would continue to call at the port; but when the board stopped expending the present loan moneys the port would be thrown on its own resources and a rata would have to be collected. If, however, the new scheme was approved, there was a strong probability that no rate would he necessary. Mr. Blair Mason, one of the most eminent engineers in Australasia, had l faith in the scheme, and it was up to Taranaki to support it and show its faitli in itsowndistrict. (Applause.) HOVORABLY CARRIED OUT. Mr. E. Maxwell, another member of the board, followed. He said that the undertakings in connection with the last loan had been honorably carried out. The object then had been to convert what was a wayside port into a port able to accommodate the largest vessels coming to New Zealand That had been done. Boats had been berthed at Moturoa Ln all weathers, and dealt with to the entire satisfaction of all concerned. That proved that New Plymouth was a suitablo . port for oceangoing steamers. It had been estimated then that it would be possible to carrv on for a number of years and that ni rate would be levied. Many had been sceptical but it had proved 'to be true, and the work had been done to the satisfaction of all. The question now was not one of further extension of the harbor, but of making a harbor that would be second to none in the Southern Hemisphere, and which would be superior to many natural harbors. The scheme provided for the largest boats coming in at any state of the titled He believed, from information which he could not but regard as reliable, that New Plymouth would eventually be the the first and last port of call for all the Australian boats. Referring to the raising of the loan, he said as large an area as possible was required to secure tho loan. He believed that in the future the revenue of tho board would be sufficient to meet all the charges on the loan. Unless they had a large area, tho difficulty of raising the loan became much greater. That opened up tho question with regard to the position of the third area. After referring to the position regarding differential rating, Mr. Maxwell proceeded to state that there wa» nothing to prevent the ratepayers of tha third area joining m the scheme if they desired. The board would be well advised to provide all the machinery for the coming in of that area to support the scheme for a port which would be of immense benefit to the whole province. Although the loan proposed was £300,000, it would not all be borrowed at once, but as required, and the expense would ha comparatively small, lie believed there were sound grounds for anticipating that the revenue of the board would increase sufficiently to meet the requirement of the new expenditure THE SCHEME EXPLAINED. Mr. Blair Mason, consulting engineer to the board, -after thanking the previous speakers for the kindly references to himself, then proceeded with a comprehensive explanation of the proposals as adopted by the board, and he was followed with very close attention iby all present. THE SCHEME DISCUSSED. Following Mr. Mason's explanation, those present were invited by the chairman to discuss, criticise, or ask any questions they desired, in connection with the proposals, in order that every point might be made perfectly clear. In reply to Mr. H. J. Okey, M.P., Mr. Mason stated that the building of the vail from Moturoa to the breakwater would be carried on simultaneously with the work of extending the breakwater. Mr. Murdoch (Hawera) asked what would be the rate to be struck on the . £300,000 loan. j The chairman replied that presumably ' if a rate was necessary it would be on the same basis as the rate in the differ- , cnt areasr at present. Mr. Wilkinson pointed out that the 1 rate in the third area was only one-third ' the amount of the rate in the first area, and that in the second was two-thirds of that in the first area. He believed it was very unlikely that a rate would have ; to be struck. Mr. Maxwell made an important point of the fact that in about 21 years from . now the one per cent, sinking fund would ! practically wipe out the present loan, and then all moneys payable on account of that loan would become available towards the charges on the new loan. Mr. A. Morton asked if, ita the construction of new wharves, the board intended to make them of permanent materials, and of sufficient strength to carry massive buildings, sucli as freezing works and cool stores. The chairman replied that all the * wharves were to be of fcrro-eoncrete. They were to be of sufficient size anc strencth to carry such buildings as ii

was considered would ever be required, including freezing works. Mr. Morton further referred to tlie question of the sand drift up the coast, and the building of a trap wall from the breakwater to Moturoa, and asked if the wall was built first would it not prevent the siltation of sand to the site of the breakwater extension, and so necessitate a gTeater amount of illling-in : in connection with that work. The engineer pointed out that that Would be the ease ultimately, but it was proposed to commence the erection of the wall from the Moturoa end, and so the siltation would not be interfered with for some time. When the silting of the sand ceased to come round the breakwater the dredge would be relieved of much of her "maintenance dredging." It was the intention of the board to utilise the spoil dredged by the Paritutu as a foundatii i for the breakwater extension, and by depositing it on the line of the work to imprison permanency all the sand lying there. , The chairman, in referring to the matter, said at present the dredge had to make a long run—almost out to the Waitara—to deposit the spoil lifted, which involved a great deal of steaming time. When the sand drift was stopped she would be able to deposit spoil from the harbor on the line of the extended, breakwater, and it was estimated that her work would be quicker than the process of siltation. In reply to an6ther question by Mr Morton, the engineer said it was estimated that the present visible supply of rock would be sufficient for extending the breakwater a distance of 400 feet (half the contemplated immediate extension), without utilising any of the rock from Motui'oa. Mr. W. R. Wright (Rahotu) asked which work the board regarded as the most important, and to be done first, and how it was proposed to raise the money. Mr. King replied that authority to borrow up to £300,000 would be taken, but the money would be raised from j time to time as required. Mr. 'Wilkinson stated that a certain ■ amount had to be allowed for sinking fund. Some harbor boards had borrowed ; money and made no provision for sinking funds. Up to the present the sinking fund had reduced the present loan bv £30,000. Mr. Okey drew attention to the fact that although Auckland and Wellington each had harbors they had found it necessary to get authority within the last ten years to borrow up to a million pounds for extension of their harbor works. Mr. J. Marx (Mangatoki) said it was difficult for laymen to grasp the immensity of such a scheme and discuss jit. He was much impressed with what i had been said when the port was opened I to ocean liners as to the great necessity ,of providing adequate protection for ships while at the breakwater. J Mr. J. Murdoch said he was very | pleased with the frankneßs of the board and with their optimism, regarding the scheme. He asked what was to be the cost of the completed scheme. The chairman said the board had not considered the cost of the whole work as shown on the plan. That was a matter for the future. The conditions under which the work might' be done in years to come could not be determined now. The estimates for the last work had been well borne out, and if authority was given to borrow the £300,000 suggested for present requirements, he was certain the board would be able to show a good balance-sheet. MrJ; Okey asked. what was proposed to be done with regard to educating the ratepayers of area 3 as to the advantage of the proposed development scheme. He saw the difficulty of estimating what the rate might be, but it would mean that if the third area did not come in the rate would be spread over a very small area, and to raise a second mortgage and at the same time reduce the security was not an easy matter. The question was how to induce them to come in. The chairman said the point 'had been consiuered. They might arrange to hold meetings and put the scheme before the ratepayers, or the latter might have meetings among 'themselves and indicate to the board whether or not they would ; come in and support the scheme. It I I would be impossible to raise £300,000 ' if the tluiu urea did not come in. They represented about half of the harbor | district. j Mr. Marx said the position was that , the board was pledged not to call on the third area for any further loans. It was a question whether mo prese.it conditions warranted a reversion of that ; undertaking. He thought it somewhat 1 presumptuous for laymen to criticise the plans. Time alone would tell how scheme would be accepted. I Mr. Wright (Rahdtu) asked what was 1 the position with regard to the Opunake and Waitara districts; Would they participate in the beaefit# without contributing? , Mr. King said , that was one of the unfortunate things that could not be helped. Mr. Okey said that was provided for in the last Bill. Mr. D. J. Hughes said he would have : every confidence in putting the scheme before the ratepayers of his district. He dpointed out that the. old Bill had no ithope of passing except for the exemption I

COMPLETE SCHEME OF HARBOR DEVELOPMENT.

The two solid black lines on the left represent the existing breakwater and wharf. The work proposed ts be undertaken immediately is the Joining of Moturoa with the present end of the breakwater and the extension of the breakwater by another 800 feet; alio the extension of the present wharf, the provision of berths alongside the breakwater wall, and' reclamation works at the base of the existing wharf. • Ultimately, when the trade of the port develops, provision ts made, as shown on the Plan, for an eastern rubble wall, enclosing an area of 300 acres, to be deepened to HO feet at low water, with further wharfage accommodation.

I from future loans given to the third I area. He thought, however, that ,'in ap- ! peal could justifiably be made to them. In view of the prospects of the, dried milk industry and the large importations of coal that would be necessary for that industry, big improvements would be necessary at the harbor. People in the third area had complained tbnt they liad contributed to the harbor but got nothing for it. The up-to-date men, however, Were realising the importance of having a good port. The scheme would have to be put before them in a business-like manner. Mr. M. O'Neill (To Wera) said, as a settler in the third r.rea, lie wpuld be glad to see the board eome down and put the scheme before the ratepayers, and lie would do what was possible to get the settlers together. (Applause.) Mr. C- E. Bellringer, on beliali of the ; board, thanked those who had attended j to hear tho scheme explained. The board desired to frankly discuss the | scheme for. a port which would be ade- ' quate for such a district as Taranaki. : He believed the scheme would be approved and supported, and that tlmt day would lay the foundations of a new era in the history oi TAranaki. (Applause.) I Mr. Morton said lie did not think the meeting should conclude without exI pressing its opinion, and he moved the | following resolution: I That this meeting of representative men from the Taranaki district, after hearing the full explanation of the board and its engineer, is of opinion that the board should,. a* soon as possible, proceed with the extension of the "harbor on the lines | indicated, and should take immediate steps to put the position fully 'before the ratepayers with a view to obtaining their support in raising the loan necessary to carry out the work. The motion was seconded by Mr. O'Neill and carried. ' Mr. Marx intimated that it was hardly | possible for the representatives of the third area to vote at this juncture on j the motion. ■ A vote of thanks to the chairman conI eluded the meeting, I MEETING OP TOWNSPEOPLE. | Subsequently a public meeting of I townspeople was held, when the plans of the proposed scheme were again screened and explained by Mr. Blair Mason, ' THE ENGINEER'S REPORT. Its Main Feat Following are the main features of Mr. Blair Mason's report t Mr. Blair Mason then took-the plat-' form and, with the aid of lantern slides, explained his proposals which are contained in the following report submitted to. the board:— I have made myself acquainted with the plans and documents of the engineers who have from time to time reported on the harbor. On the plana accompanying tbis report is shown in outline the proposals of Messrs Carruthers and Blackett, and the modification of Sir John Cotodo, which were dictated fl>y the necessity of limiting the expenditure to a sum not exceeding £200,000. Tl>e following >plans are submitted with' this report:— {sl. A general plan of the harbor and forcsliore from Paritutu to Plymouth on a 600 feet scale, compiled from data supplied, and showing the lines f>f harbor development wTjjjcii in my judgment should be followed!) (b) A plan of the harbor aril* on (fc COO feet scale, showing in greater detail the lines of development. _ : . r / c ) A plan on 200 feet scale showing the works more immediately necessary-' ■ to meet the requirements of oversea shipping. I have had before toe tlie proposals of Messrs Balfour and Doyne of 1800. Messrs Carruthers and Blackett of 187 a, Sir Johh Coode of 1579, ISSO, and ISS9, [md John M'Gregor of 1S84; also those of your late consulting engineer, Mr. A. >V. Marchant, and the late Mr. Napier Bel!. Messrs Balfour and Doyne in 1865 examined into the project of construct, ing a. harbor by closing tho gap between Mikotahi and Moturoa Island and extending a breakwater from the latter in an easterly direction so aa to give shelter to the area lying immediately to the south of the existing breakwater. They condemned the scheme on various grounds, but principally on account of the limited extent of (loop water that would be afforded, and great cost of the necessary works, estimated at £750,000 They decided (lint the most suitable site for the proposed lmrlior was opposite the town of N'ow Plymouth

; and submitted plans that were calculated to give a complete and safe harbor at a cost of £300,000; The'first Section of the works was estimated: to cost from £75,000 to £85,000, and give shelter for a jetty sufficient for the accommodation of the then shipping bnsllicss of the province. ' On the constitution of the HarLtJf I Hoard in 1575 Messrs Carruthers and ' Blackett were empowered to report jjnd fi'limit a scheme of harbor works at Moturoa. Their scheme was duly adoptcd, and received the Government assent. Subsequently, in IS7O, Sir .Tolm CooJe visited Now Plymouth, and after' personal examination reported in favor ol the main proposals of .Messrs Carruthers ar.d Blackett, and also supplied , the board with the working plans for the construction of a breakwater in nibble stone and laid down in the drawings three jet tier. 500 feet long extending in an ]•.■ S.K. direction from 1 tlie harbor edge of the breakwater roadway. The stone necessary for the works was oxpeted to be obtained from Paritutu, but after investigations made br Mr. •T. B Rcer; the, board'* engineer at that time, Sir John Coode decided that the Paritutu stone was unsuitable, and abandoned the deign in rubble stone. ih 18S0 Sir John submitted to the board a fresh design for a breakwater pier in concrete blocks with a protective parapet* Tins construction, while more cost,ly in itself, did away, in Sir John's opin. ion, with the immediate necessity of bidding the jetties as proposed in his previous report, inasmuch as the profile on the inner face of the breakwater seawards from nine feet low water would serve as quayage for the berthing of vessels- At the same time he pointed out that the berthage would be liable to "wave .scend" and undulation, until tho solid jetty shown on the original plans and devised to cut oIT the range could be built.

A s the provision of the solid jetty I would largely increase the expenditure, •Sir John advised that the question of its construction should remain in abeyance until the completion of the breakwater to "Y" "Y." when lie says, "the demands of the trade may be sufficient to justify the further outlay which would be required;'in tho meantime any temporary inconvenience from range during gale? must be borne with." The estimated cost of these works, comprising a breakwater 1985 feet long, was put down at £285,000, while if the cost was confined to £200,000 only 1420 feet of breakwater could be constructed, j In February, ISSI, the works in accordance with Sir John Coode's plans were commenced, and continued until in 18S7 a legth of 1950 feet had been attained, but without the protective parapet which Sir John Coode considered a fundamental part of the work to bo constructed "step by step as tho pier advances," and thus malce the pier available for trade purposes as it proceeds.. In ISSt, Mr. John M'Gregor, engin* er of the Oamarn Breakwater Works, was called in, and advised the board not [ to construct the parapet wall (which Sir j John Coode had made.an integral part of j his proposals) and abandon the inner side of the pier as a wharf for shipping.' As a substitute ho proposed island wharves in timber connected with tho shore by a viaduct. These plans were accepted by the hoard in a modified form, and the present timber wharf, afterwards widened and extended, run out at ai) angle from the root of the breakwater. " EXISTING HAISBOE CONDITIONS. Wind and Sea.—The maximum sea exposure at the end of the breakwater lies between North and W by N. A West, embrjieing an are of 73 degrees. Tho harbor is only thus exposed directly to north-west gales. The heaviest seas in the offing are described in the New Zealand Pilot as eotning from south-west or west-south-west. Tho swell from stieh seas, also seas- from the west to some' ; extent must roll round Moturoa. The present end of tho breakwater is so situated that it cannot get the full force of such seas, being under the lee Moturoa Isljwl. The breakwater fs exposed on 'its outer side to tha •broken seas rolling in between Mikotahi and Moturoa, which surmount and inundate the structure at high water ifl heavy weather, rendering it useless as a roadway and as quayage for vessels, From all other quarters the harbor waters are comparatively sheltered. On the line of entrance beacons the' coast* line lies six miles off from <3ie breakwater, so that the harbor is fairly protected from wavo range, save .iu tha event of a north-west gale, which I understand from the harbormaster tecum •but seldom.

Sand-drift.—The magnitude of, the sand drifts along the coast in the neighborhood of New Plymouth can only be gauged by the growth of the sand hills and shoals in the vicinity of the breakwater, and the extent of the denudation of the foreshore to the north that waa observed in the years during the' building of the breakwater. My own'observation leads me to believe that but ft portion of the sand travelling lodsres in the harbor: (lie rest, subject u> tf»t'

ground swell, current, ami broken water in rough weather, being carried clear of Moon's Reef, ar.-l -hence northerly along ths coast. . HARBOR .DEVELOPMENT. The lines of harbor development one should endeavor to follow would be to secure to the utmost the following advantages: (a) A safe entrance and space within the harbor for the navigation and safe berthing of the largest ves- . .' •" sels. i ~'jtarge turbine driven vessels have not Sn' v thejr present state of development ■. ; y , »\sajne power in going astern and losWg weigh as those fitted with the ordin- . 'ary reciprocal engines, and consequently . must, reduce their speed through a greater distance when approaching an 'entrance anchorage or wharf. As it is not advisable to reduce speed too lmicli in a, seaway and-thus lose steerageway, ■- the wharf or jetty at Which such a veagel has to berth should be as remote s from the entrance as circumstances will ""perjnit. In order to inegt this acquire- .. jneiit, Slid also to provide sufficient room , fat - the Extension of berthage in days >to come, a harbor is shown of 300 acres with an entrance distant about threequarters of a mile from the existing v.Tlaff," in the neighborhood of which the jetties for large vessels could advantageously be placed. . ■ (b) Shelter at the berthage from ocean swell. to the utmost under the ■worst possible conditions of weather. The necessity for such shelter at New Plymouth is of the first importance, and • the entrance should be placed, if possible, where no sea can run in, and where the wave height under the worst conditions of weather is a minimum. The greater the area of the harbor compared with the width of entrance the less the range inside, and as a rule the portions of the harbor most remote from the entrance will be the most tranquil. With the entrance of COO feet wide as provided in the plan, the range per foot of wave height would be* about three inches along an aro 1800 feet from the entrance and outside the berthage, and in the vicinity of the present wharf about one inch. The figures for a wave height of six feet would be respectively one foot six inches and six inches. With an entrance width of 1000 feet the range at the wharf per foot of wave height outside would be two inches, or double that of a 000 feet entrance. It will be manifest, therefore, that the entrance should be placed where it cannot be directly exposed to heavy seas, and made not any wider than is required for the safe navigation of large vessels. Such is the entranco shown on the plan, which is adapted for the navigation of vessels on any course from north to northeast In my opinion an entrance width of 000 feet is ample at New Plymouth for vesesls of mammoth size, yet as many years must elapse before the harbor is completed to that point, and new problems may arise ill tho future, the question of width can be reconsidered before the completion of the eastern wall. EASTERN WALL. To give all possible protection from : tho sea and from siltation within the harbor area an eastern wall becomes a necessity. Such a wall can advantageously bo placed in a direction normal to the heaviest seas lively to be encountered, so that a lighter rubble construction than that required for the breakwater becomes possible for the , work. The outer portion comes under the lee of the breakwater and ia com- , paratively sheltered. SOLID JETTY. ' One might here allude to means for i reducing the range to meet traffic re- • quirements under existing conditions, ' where only the shelter provided by the ; breakwater is available. As already i noted, Sir John Coode provided in his , plans for a solid outer jetty or pier so as to stop the scend or shoreward movement of tlie water along the breakwater, and at the same time deflect the range ] away from the proposed berthage along : the breakwater, or at the jetties pro- | jecting therefrom. ] By lengthening the breakwater the , range at the wharf can be reduced in varying amounts depending upon the direction of the sea outside. With a north-west gale and the sea from that quarter, a considerable range might be ' expected, and can be provided against by : the construction of a wall or solid jiier as 1 originally proposed by Sir John Coode, 1 springing from the breakwater, prefer- a ably in the position of Jetty No. 4 on i the plan. WHARFAGE. . i To secure the maximum shelter from . range the wharfage should be along the . breakwater or at jetties projecting there- ' froln, much on the lines recommend- ; ed by Sir John Coode. When the breakwater and eastern wall are completed to their full extent, the berthage ran be ' placed where most convenient, preferably near the root of the breakwater and ! eastern wall, so as to leave a spending • oeach between to assist in dissipating ? any range entering the harbor during ' severe gales. 1 (c) The alignment of wharfage for largo vessels should approximate in direction that of the ' prevailing winds and at an angle to the approach convenient for the berthing of vesels with ease and ' safety. j Tho jetties proposed by Sir John Coode lie about west-north-west. The , jetties now proposed are';.; angled J thirty degrees further seaward and lie . aboutfdue west, which will be the best for Working the 1 port and conduce to ' ease' jif'Berthing arid at the same time give more shelter from the range with 1 less strain on the mooring springs. 1 (d) The provision of spnee oti the , wharves and the approaches there- ( to for the economic and rapid j handling of cargo, also its trans- j port and storage, and extension of berthage. , It has become more and more essential as vessels have increased in size and value to be able to take and give quick delivery of cargo and afford the vessel 1 the utmost-dispatch possible. The bene- ' fit thus conferred on the shipowner re- 1 acts on the community and the harbor 1 authorities, for not only is the carninst power of the vessel enhanced, which tends to lower freights, but also the board's berthage accommodation earns more per foot, and in extent is kept at : a minimum. 1 On the plan is shown 10,000 feet of wharfage, which under conditions prevailing in the Dominion previous to the war should be ample for a registered tonnage of over 3,000,000 tons (Jvaring from the port anauC*"" i

In the lay-out of the wharves and approaches ample space for store sites X and railway requirements is necessary, f and it would be convenient to build the a wharves wide enough to give room for capacious stores as well as to givo commensurate railway facilities. On the plan the jetties are outlined 154 feet wide, which affords space for stores 80 feet wide and three lines of railway 0 along each side of the jetty. It will be desirable to provide areas ashore in proximity to the port for the benefit n of the shipping auxiliaries, such as rail'l way sidings, general storage, wool and ■* wool pressing, cool storage, etc. It is advisable that in the infancy of the t port this provision should be as extent sive as possible in prospect of a large - future trade. One has kept this in view in the lay-out shown on the plan, utilisy ing the land at the port reclaimed from a the sea by the action of the breakwater, n also land that can be reclaimed by works s to be hereafter described between Motu- & roa and the breakwater. r > (e) The utilisation of the existing a works, consisting of the breake water and wharf, also the area ' deepened and maintained by dredging. s This matter is worthy of close atten--3 tion, and is financially important-. One . must allude to Sir John Coode'a intenj tion of using the inner side of the break--1 water as a wharf with a protective para- . pet on it g exposed side and an outer solid jetty to protect the berthage from range and the scend of the sea. The 1 extension of the breakwater commenced } in 1005, and, finished in 1900, has curtailed these latter disabilities. There remains, however, in the absence of the i parapet, the sea-drenched surface of the breakwater pier. Its protection from f the sea, if secured, would afford room 1 for 1600 ft additional wharfage and tliU3 t double the present shipping capacity of 5 the port. I The plans show a method (to be de--3 scribed later) of making the breakwater 3 pier dry and capable of being used as a 3 roadway and wharf, and from which the jetties as outlined can extend when an ! increased trade demands their construe- ■ tion. In the meantime, the use of the t breakwater for berthage of :sels as 1 aforetime intended, would, Vi'nilc giving > tho maximum freedom from range, en- ■ tail but little enlargement of any of the ' existing deegwater area for gome time ' to come. The maintenance of depths in 1 the existing basin is a heavy tax on ! the port as it is, and in the meantime 1 and until the harbor development is 1 further advanced, extension of the deepwater area will but increase the recurring maintenance expenditure. STONE SUPPLY. The quantity of stone remaining in the board's quarry near the Iron SmeltI ing Works measures about 22,000 cubic yards (43,000 tons). There is a likelihood of gettting 15,000 yards additional in tlie ground adjoining the quarry site towards Paritutu. Elsewhere in tha vicinity the stone is fragmentary and practically useless for exposed works. The outcrops of papa showing between Paritutu and the harbor would seem to mark the limits, of the igneous deposits in the neighborhoodThe stone available on Moturoa Island above the level of 6ft above high water measures, approximately, G40,000 cubic yards (1,300,000 tons). The exposed faces show a fairly solid and heavy trachytic rock promising to break out in large masses. The portions broken off the faces by Mr. Henderson in my presence have an average specific gravity of 2.53, equal to a weight of 1681b per cubic foot. By all appearances, it is a ' suitable stone for the board's works, and should be easily and cheaply quarried j In opening up a quarry there, it would , be advantageous to close the passage, 250 ft wide, between the island and the rock lying to the southward. The shel- 1 ter thus gained would make landing by • boat on the island easy and safe, and also permit of the stone being loaded on to barges under the usual weather con- . ditions. . HARBOR iDEVELOEMENT. The works required to develop the 1 harlbor on the lines mentioned comprise: Breakwater extension and eastern wall; ' breakwater pier protection (Moturoa- ' breakwater wall); harbor deepening; 1 wharfage; storage and store sites- ] BREAKWATER EXTENSION. 1 In order to complete_ the harbor, tho ] breakwater ia shown extended 2700 ft , from the end of the present work. Of this length there is enough stone iit ( sight at the quarry to construct GOOft, , length would aid materially in re- , ducing the range of scend at the j wharf. , The decrease in depth since 1877 ovVj? j the distance of 600 ft averages Bft, and , represents about 20,000 cubic yards of j filling, which can (bo held as foundation ( material. The foundation portions of the breakwater and. likewise' of all other < sea walla in deep water, can be formed , of roek and clay dredgings lifted from ] the harbor area and deposited by the , dredge as an apron. The sand accumulations along the course of the various , walls would, by this procedure, be eov- ( ercd up and not allowed to scour and escape; thus tho quantity of the scarce , and expensive rubble stone which would J otherwise have to be used would bo j greatly reduced. I am assured by the superintendent of , works, Mr. Henderson, and also by the , dredgemaster, Captain M'ltahon, that over the larger part of the harbor area' ( known to them the bottom consists of rock interspersed with clay and a little sand on top, and that some of the rock j consists of boulders up to 20 tons weight. By installing on tho dredge Paritutu a j powerful grab-crane, many of such boul- j ders can be lifted and placed on a grid over tlie hopper and dumped with the rock and clay dredgings aloug the line j of the breakwater and other projected j sea walls- The mound of dredgings can „ be raised to within 20ft of low water j level in the mora exposed and Bft at low water in less exposed positions of { the works. Where open to the sea and -j broadside on such as the breakwater , wall, the mound should be safe from serious erosion below 20ft from lowwater mark. Over the proposed immediate extension of 000 ft, all available dredgings can be deposited without un- 1 due risk of being scattered bv the sea, 1 to within 10ft of loiy water. Less stone ( would thus be required, and the cost of 1 the work lowered. Tlie formation of the apron or mound 1 would also be of great immediate bene- ' fit in holding and deflecting the sand ' drift whk-h to-day works round the end 1 of the breakwater, necessitating eon- i st.ant dredging to keen the depths in ! the fairway. With the mound in posi- ! tion. the sand must either gather and * heap up on its exposed western slope, «r else travel

I trc-mity and. there bo dispersed in a 5 position less likely to affect the hari bor waters or' give trouble to naviga- : tion. BREAKWATER PIER PROTECTION i | i WALL. 5 The exposure of the breakwater road- , way to the wash of the sea, and the , general discomfort thereby intermittent- , ly experienced at the wharf from the ; flying spray, are, as already noted, due . to the absence of the parapet wall pro--1 vided for in the harbor scheme of Sir s John Coode. 3 To do this, and, at the same time, . stop the sand drift from entering the > liarbor, it has been suggested to build r a sea wall or "wave-breaker" between . Mikotahi and Lion Roek at Moturoa. I i understand the idea is that such wall , might increase the shelter along the i breakwater bv stopping the seas that ■ impinge on it from the southward, and trap the sand drift wliieh would pile f up along the wall and lodge in the bight (between Paritutu and Moturoa, . while the depth of water round Motur roa Island (about 48ft) would preclude its escape in that direction. • The reports of Sir John Coode and | Mr. John Blackett, of 1889, and that of Napier Bell, 1801, deal with this question. Inter alia, Sir John Coode and Mr. Blackett say: \ "Is is considered, therefore, as proved that the magnitude of the sand move- | ments justifies the abandonment of the. suggested rubble groyne between Mikotahi and the Lion Rock, seeing that were that roek to be constructed the 1 interval that -would bo required to fill 1 the trap so formed to the westward 1 would be much less than formerly contemplated, and, therefore, at no very distant date other expedients to cope ■with the difficulty would have to be adopted. "Under all the circumstances, therefore, we do not hesitate to recommend that the proper course to adopt will be to consider the construction of the proposed groyne seaward of Mokotahi should be definitely at>andoned." Mr. Napier Bell, in his report of 1001, discusses the question of a wavebreaker wall in the same locality, and points out that the intercepted sand drift would eventually find its way round Moturoa Island. All one's experience as to the behaviour of sand movements is in agreement with the views of the engineers quoted.' Some pocketing of sand might be expected between Mikotahi and Paritutu, but not in quantity sufficient to absorb the supply from the sea, which •would certainly in time find its way round Moturoa Island and continue its easterly coastal journey as heretofore. The konstruction of the said wall would certainly shield the breakwater pier from the seas that roll in between Moturoa Island and Mikotahi. But -westerly and northwesterly seas that sweep round Moturoa Island would be mora potent for mischief than before. The wave action in the wedge-shaped bay between the said wail and the breakwater, being no longer counteracted by tba cross-sea, would cut out the existing sand deposits and expose the breakwater to a heavier force* than now obtains. MOTUROA BREAKWATER WALL. An efficient Method of protecting the breakwater pier consists in intercepting the sand drift by the construction of a wall 2700 ft long between Moturoa Island and the present end of the breakwater. There is every reason to believe that the reclamation of the bight formed between such a wall and the mainland would proceed rapidly outwards to the neighborhood of a line drawn between Mikotahi and Wliareumu. The reclamation would make a valuable addition to the spae'e needed for the purposes of the portThe soundings taken on my recent visit to New Plymouth, when compared with those of Mr. Edgar Jones' survey in ! 1877, show that the sandbank at the base of the exposed side of the breakwater extends out on the line of the proposed- wall about 1000 ft. By dumping rode and clay dredgings thereon, this deposit can bo held, and the sand 3 brought in by the sea between Mikotahi and Moturoa trapped proportionately to the height of the mound of dredgingsThe mound towards the Moturoa end lying under the shelter of the island can be built up by dredging as high as the discharge draft of the dredge employed will permit. The wall would s>e in Moturoa rubblo stone throughout, save the small -portion where it junctions with the end of the existing breakwater, where the construction would be similar to the breakwater. The sea face would be protected by blocks of large stones which can be accumulated iii the quarry during quarrying operations reajy to be used when and where necessaiy. As the construction of the wall proceeds, and the sands accumulate, th? glocks of stone forming the wavebreaker of the existing pier can be re- jmoved, and used in the work by tipping them from the breakwater end of the j wall and assist in reducing the cost of the work. Consideration has been given to constructing a portion of the wall only commencing at the breakwater and running it out 1000 ft, a distance that would trap enough sand to shelter the pier from wave action. But the inadequate stone supply in. sight at the quarry, and the desirability of securing the early reclamation of the whole area once the wall is started, led to the abandonment of its recommendation. For it is clear that it almost is as important to pro* tect the pier from sand invasions as 1 from the sea. With a short interval between high-water mark and the pier, the sands would remain free and difficult to fix and control. But by pushing the sea margin sufficiently far away from the breakwater, the intervening sands can be fixed and sandhills induced to form alog the new high-water mark. There is also the gratification of obtaining access to the stone supply of Moturo Island, so necessary to economical harbor extension works. DREDGING. The geographical position of New Ply. mouth, together with its other advantages of climate a_nd rich surrounding country, mark it as a future terminal port and centre of trade 'by rail and sea, ; There is little doubt that'in the future when its facilities are extended, it should be favored as a first and last place of call, for tho large vessels of oversea ocean services. And as there are strong economic reasons for increasing the size and draft, of vessels, the, attainment of ample depths of water for their reception should be sought and provided for.

The prevailing loaded draft of tlic large cargo boats trading to New Zealand is about "3Sft. The maximum loaded draft of the Shaw, SaviU and Albion Company's Athenic i s 33ft liu- Of vessels trading to Australian ports, some of tlic White Star liners draw, wlieu fully loaded, close oil 35ft.

The Panama Canal, which can pass vessels up to 40ft draft, is expected in shipping circles to lead to an increase, in draught of vessels trading to the Commonwealth and New Zealand, when after the war is over shipping activities become normal. Tho Dominions' Royal Commission have advised that first-class ports should adopt the Panama standard of 40ft low water as the port depths in the approaches and berthage for large , vessels- These foreshadowed developments in the draught of vessels, and the trade potentialities of Xew Plymouth suggest that wharves and quays likely tg be required for large vessels should toe constructed so that a depth of 40ft low water alongside can be ultimately at; tained without interference with their stability. The dredging at Xew .Plymouth consists in the excavation of rock, boulders, and clay fopning the original natural 'bottom, and .also the sand, which drifts from seaward round the breakwater. The figures .supplied to the board by its officers indicate that an average of about 332,000 tons of gand is removed annually from the channel and basin, the cost of dredging which constitutes the dredging maintenance expenditure. There is little doubt but that tho quantity of sand finding lodgment in the harbor area is much in excess of that dredged. With the breakwater extended ( its full length and the harbor enclosed by an eastern wall, any possible siltation from seaward would be in the vicinity of the entrance, and permanency of depth within the harbor practically attained. The area over which dredging lia3 been done in the wharf basin will enable a vessel 500 ft long to be warped round with care. It would be advisable to early widen it by another hundred feet and give more latitude in the berthing and swinging of large vessels under adverse weather conditions,, DISCHARGE OF DREDGED SPOIL, The utilisation in wall building of Hie boulders, rock, and clay necessary tD be removed 'by dredging in deepening the harbor has already been alluded to- The quantity of the dredging that can be absorbed in building the various sea walls necessary to complete the harbor aggregate 500,000 cubic yards. As the dredgings replace a similar quantity of stone, and granted the stonfe existed, a large saving in capital expenditure would be effected by using them—certainly 00 per cent, less than if stone were use'j throughout. Assuming the ground suitable for wall building is continuous with that now deepened east of the wharf, and approximate area of 17 acres would have to be dredged to a depth oi 30ft low water to supply material for the walls, the cost of dredging which can be rightfully treated as wall building expenditure. The occurrence of rock and massive boulders which require the use of explosives before they can be lifted 'by the dredge is, one understands, not infrequent. For dealing with these a grab-crane to lift up to 20 tons can be installed on the Paritutu. For masses of greater weight and those difficult to break out by bucket-dredging, resort can be had to explosives, which can only be economically and effectively used l>y drilling the stoneWHARFAGE. The arrangement of wharfage shown on the plan takes advantage to the fullest extent possible of the existing shelter of the breakwater, which can be ] more fully availed of by tho construe* tion of the Moturoa-hreakwater wall as described- It also utilises the existing deep water. It is assumed that tfie wharfage between the root of the present wooden wharf and along the breakwater, comprising 4700 ft of wharfage, will supply the needs of the poTt until such time as the enclosing walls of the harbor are completed. When that is done wharfage along tho now exposed foreshore can be constructed when necessary on the lines shown or an ant others conformable to future and altered conditions. If, after the construction of the GOOft of breakwater now recommended, the range at times should prove troublesome, also the northeast seas which come home, Jetty Xo. 4 can be built to act as a solid groyne or wave-breaker. With the wall between Moturoa Island and the breakwater completed, stone could be obtained from Moturoa for the work at a minimum cost. It is not proposed, however, to include it's cost among works of immediate necessity. EXISTING WHARF. , The existing wharf provides about 1600 ft of berthage. The piles are in good -condition. The waling* and diagonal bracing require renewing in the oldei portion of the structure. When the time comes to make big renewals, the front portion can bo advantageously built in ferro-conercto, while tho other portion, including the present western ship berth as shown within the hatched, can be filled in with material excavated from the land, and the banks protected by rubble pellmell facing. Additional wharfage for early needs can be afforded by widening the portion of the breakwater pier shown in red, being part of the advocated permanent construction. STORAGE AM) STORE SITES, ETC. The proposed lay-out of the lands at the port availaiblo for store sites is clearly shown in the plan, on plan C. The area tinted pinlc is within the area authorised to be reclaimed from the sea. This has been in part naturally acompKshcd to a height , of 4ft Gin below tiie level of the breakwater. The land can 'be raised 'by filling obtained fi-nm the adjacent railway or board's lands, to breakwater level, and then offered for lease for store sites. Temporary railway connection can be made as shown with the railway line near the 'breakwater- The cost of filling the sections to level should not exceed £3C2 per aero. RECOMMENDATIONS. The following is a summary of the proposed works stated in the order it is suggested they should be undertaken;

(1) Reclamation of eight acres fore« shorfl lands as store sites, approaches and temporary railway siding thereto. (2) Depositing dredginga other than said over the line of proposed breakwater extension for a distanco of 600 feet. (3} Installation of 13 or 20-ton grabcrane on dredge Paritutu for lifting and depositing b£j boulders. > (4) Breakwater extension iSCOft in stone with monolitji, ag in the previous extension of GOOGft. (y) Shelter wall between Moturoa and South Rock, MoturoaJbreakwuter sea wall. (G) Rubble wall of Moturoa stora along centre of site of Jetty No. 4 (i[ after the GOOft of breakwater extension has been finished the range at times should prove detrimental). (7) Widening Breakwater Pier for use as a wharf as shown on plans B and C, The estimated cost of the works necessary in the near future to carry out the improvements mentioned in the repoii necessary for a first-class port amounts to £luo.ooo.