KOPU AS A HARBOUR.

Thames Advertiser, Volume VII, Issue 1910, 4 December 1874, Page 3

KOPU AS A HARBOUR.

We stated some time ago that Mr Wright and Mr Errington had made a a survey of the mouth of the Thames so aa to determine the possibility of makiug a harbour at Kopu. Mr Whitaker has for a number of years -from ; before the discovery of the goldfield—owned a piece of land at Kopu, and it was at his request the survey was made. The following is the report:— " Grahamstown, Nov. 16,1874. "To Messrs Whitaker and ilussell, Auckland.

" Gentlemen,—ln accordance with instructions received relative to a survey at the mouth of the Thames I'iver, and the adaptability of the reach at Kopu for a harbour, we have the honour to iuforrn you that we have made a hasty reconnaisance, and we furnish for your information the following report:-Through the courtesy of Captain Best, who placed the harbour boat at our service, and accompanied us, we commenced taking soundings at point A on the accompanying chart, and about two miles off Tararu, where, following the channel, we reached the bar at neap tide. Our first soundings were from six to seven and a-half feet, and the water of the bar was six feet; thus corresponding very closely with the soundings marked on the chart, and being in no place less. After crossing the bar the water commenced to deepen abruptly, and when off Kopu, at point B, there was a depth of eighteen feet, and that within fifty feet of the shore. The river is here 2,000 leet wideband the channel about 300 feet at its narrowest part, and from that to six hundred; and the soundings taken by us across the stream agree with those marked on the chart, being from sis to t ighteen feet. The eastern bank lies somewhat low, and for some little distance back appears liable to floods; Jso that any harbour works to be constructed would necesssitafe the raising of the frontage to above the flood level, but otherwise it offers every facility for the construction of a quay which would run parallel to the river, and about fifty feet out from the present bank. A quay thus formed could be constructed of piles, and there would - be no restriction as to the length of it, for the same depth of water can be obtained for upwards of a mile. Prom Kopu towards Shortland a wide flat stretches away to the foot of the hills, and this we followed, taking a direction parallel to the river to. the K auaeranga Creek. Some parts of this flat are low and swampy, but a light ridue runs parallel to the river bank to a point pact Totara Point, forming thus far a nearly direct line. After passing the point the peninsula forms an open flat from the one river to the other, so that the Kauaeranga could be approached without obstacle of any kind in any direction, the line being almost flit from end to end, and with no engineering difficulties whatever. It is nearly straight, and beyond what would, be required for draining the ground little or no cutting or filling would be necessary for the entire distance. The site of the bridge is'not easy to be determined upon, as there are several important matters to be considered in choosing it. The best ar.d most ■iirect line is to cross the Kauaeranga below the saw-mills at point 0 on chart, but the river at that point is wide and deep, and tho construction of a bridge of any kind would be a costly undertaking. There is another thing that will militate against the adoption of this line, and that is the stoppage of the navigation of the Kauaeranga, for the principle landing place for cattle is at the slaughterhouse, and cutters laden with firewood, &c., are brought to a landing immediately beyond it. These could not pass through any but a drawbridge*. Were it not for these obstacles the line could cross near Shortland, and follow the foreshore to Grahamstown and join the Tararu line, but the obstruction to the river traffic would, it appears to us, be an insuperable obstacle to the adoption of this line. At point marked D on plan, the Kauaeranga is wide but shallow, with every iudicalion of a good clay bottom for holding piles, and although at this point the bridge, on account of the oblique crossing, would be of considerable length, no large span is necessary, and tho work would not be costly. There is no navigation to this point beyond whale boats and canoes, which supply settlers with stores, and the traffic that does exist would be diverted when a tramway or, a road crossed the creek. The only thing against the construction of a bridge at this point would be the floating of timber from the booms to tho saw-mills, which in the event of flood might cause injury to the piles. This, however, can be guarded against by fender piles, otherwise the bridge might suffer materially. On crossing the Kauaeranga Creek at this point the road would follow the' bank of the stream to Shortland Wharf, and thence along the foreshore to Grahamstown. This, for a railway, would be the only routo available; but for an ordinary tramway, the streets could be followed all the way to the Karaka Creek; the curves in a line so formed would no , however, .admit ofalooomotive passing. It is not possible, without a oat-eful survey, to enter farther into qc to lib cxaQfc goaitiga

of the line in connection with the different lands that will be crossed; nor could we, without plans and sections, furnish any estimate of the work. But, as before stated, there is no engineering difficulty whatever to encounter, and for the greater part of the line, nothing beyond drainage. The formation of the line, and the laying of sleepers, rails, and ballast would be necessary, so that; from end to end, it will be most economically constructed. The most expensive part would be from Shortland to Grahamstown, where a sea-wall will be necessary to retain the embankment which, with the embankment itself, will require a considerable outlay in it ß construction. I lie line will pass through native and private lands, and the compensation payable to the owners will have to be considered in the estimate. Judging from the examination we have nmle of the harbour and proposed line of route, wo have no hesitation in stating that the harbour at Kopu would be an excellent one, and would afford accommodation for vessels of any tonnage The quay could be extended for upwards of a mile along: the river bank should it ever be necessary, and from ten to eighteen feet of water could be depended upon at low tide without the necessity of dredging. On the bar there is a depth of six feet at neap tide, the gunge at I araru showing a Hood of six feet three indies, and at the saw mills six feet nine inches. I here would therefore be from twelve feet three inches to twelve feet nine at high water. The line marked out for a tramway offers, ev ; ery facility for its construction, and thVdislarice from Kopu to Shortland being about two and a-half miles, and Grahamstown one mile fur-ther.-We have, &c.,-Wji. Feeingion, Consulting Engineer, W. C. Weight, 0.E., Surveyor."