The Daily News. TUESDAY, SEPTEMBER 3, 1918. THE HARBOR SCHEME.

Taranaki Daily News, 3 September 1918, Page 4

The Daily News. TUESDAY, SEPTEMBER 3, 1918. THE HARBOR SCHEME.

That the Harbor Board members would not have an easy passage on the Plains was generally anticipated. So it proved. At most of the meetings last week the Vigilance Committee, consisting of representatives of factories having interests in Patea, set up an organised opposition, and in the circumstances the board delegation has reason to be gratified with the measure of success attained. Honest criticism and opposition are always beneficial where public matters are concerned, and in this case the opposition has rendered the public a distinct service in being the means of bringing out points in favor of the scheme that otherwise might easily have been miss- j ed._ The scheme, it may fairly be claimed, has emerged from the various discussions triumphantly, jmany ratepayers not particularly favorably disposed towards it before, becoming converts when it was unfolded by the engineer and explained by the board members. Indeed, it can be said that with the scheme itself no fault has been fojund; it is generally regarded as a great conception, and one that .willfully meet the needs of Taranaki, however much it grows in the future. The only objection raised has b*een in regard to the inclusion of the third area as security for the loan of £300,000 it is proposed to raise. The ratepayj ers have the right of veto, but it has been shown that unless the harbor district as a whole supports the proposals the improvements contemplated cannot be proceeded with. So if the third area ratepayers veto the loan, the scheme must be dropped. The board wishes to be in the position to borrow on the best terms, and this can be done if it has the security of the whole of the harbor rating district to offer lenders. The Vigilance Committee says: "Stick to the old arrangement, and cut out the third area from the proposed loan," explaining that South Taranaki interests are so closely identified with the port of Patea that the New Plymouth harbor can never be of any material advantage to them, and pointing out how much money has been saved them, in the past by using Patea. But if the gentlemen who advance these arguments had followed the same principles the companies they represent would not be the successes they are to-day. It is not the past nor the present, but the future we must provide for, and it is difficult to understand these gentlemen opposing what ultimately must prove to be in their own interests. It is only right to give these gentlemen credit for being actuated by the best intentions, but, unfortunately, they have become so obsessed with Patea interests that their otherwise extended vision iu business matters has become so restricted that they have failed to grasp the advantages—manifest and substantial advantages—to South Taranaki derivable from the carrying out of the New Plymouth Harbor Board's present proposals. At the present time the coastal freight on dairy produce from Patea to Wellington is paid by the shipping companies that take the produce to London, and the Vigilance Committee believes in letting well alone. This policy is not without merit—just now—but suppose, later on when times are normal, the shipping companies refuse to pay the coastal freight, what will be the position of the dairy companies? Is it not wise to have a second string to their bow? New Plymouth could provide this.second string. It is conceded that if the present arrangement in regard to the payment of coastal freight and charges is discontinued it would be to the advantage of South Taraj naki companies to rail to New Plymouth, providing the overseas vessels call there regularly. Of this II here is no doubt whatever when the improved facilities under Mr. j Blair Mason's scheme are provided. If the improvement work is Ik;' utliorised by the third *'>'<';'• Farmers there may in the near ,:Hire have to pay the ■transhipment charges, with absolutely no chance of redress, for they will be at the complete mercy of the shipping companies. On this ground alone the New Ply. 1 mouth proposals merit the support of the southern interests. But there are other reasons—wlrich we have not the space to enumerate at present—why they should support the scheme. One will however, suffice. It has been argued by members of the Vigilance Committee that South Taranaki derives little benefit from the New Plymouth harbor. In the past all »outh Island produce for laranaki has come via New lJymouth. Lately, 'however, owing to the shipping exigencies, a portion has been shipped via Wanganui. Benzine and fertilisers for practically the whole of Taranaki come via New Plymouth We have no hesitation in stating that for the saving to be effected in imports .(not talking "exgoits

into consideration at all) the harbor proposals are justified, and that South Taranaki stands to gain as great an advantage therefrom as the rest of the province. In 1902 the imports to New Plymouth were 41,675 tons. In 1914 they had increased to 90,783. Owing to the lack of shipping they fell to 78,390 tons in 1917. If in twelve years the imports more than doubled themselves, what will be the case in the next twelve years? Supposing, however, that they increase by only 50 per cent., the imports will in 1926 amount to 135,000 tons, and supposing, again, that 35,000 tons come by direct boats, there will thus be an annual saving effected of approximately £35,000. Is it not good business for the province to make every effort to secure this immense benefit? One would expect the southern representatives to have given a scheme conferring such manifest advantages Upon the producers their wholehearted support, instead of promoting opposition that cannot be described as altogether disinterested. If Patea continued to serve South Taranaki in the satisfactory way it Ims in the past, it is still advisable for Taranaki to secure a deep-sea harbor, even if the southerners' worst fears were realised, and a small rate struck, for the advantages would be overwhelming. In point of fact, no rate will be required if the scheme goes through, for trade must develop rapidly, but if the improvement work is stopped, then a ralie will most certainly be required. To these points ratepayers in the third area should give their earnest consideration, and not be misled by the arguments of those who are chiefly concerned with the interests of Patea, which, as we have sought to show, need not necessarily clash with those of a deep-water port.