THE RIVER ENTRANCE.

Gisborne Times, Volume XXVII, Issue 2516, 1 June 1909, Page 3

THE RIVER ENTRANCE.

REPORT TO RE OBTAINED. At the monthly meeting of the Harbor Board yesterday, tiio chairman, in accordance with notice, moved — “That the Board takes steps to reduce the range at the entrance, to the river.” / Prior to any discussion, the secretary read the following correspondence, which had been received on tire subject : From Mr. J. W. J. Preston, manager of the Gisborne branch of the Union Steamship Company: “River entrance. As notice of motion has been given to deal with this question .on Monday next, I wish to submit our views on the subject. This is a matter that calls for serious consideration and prompt action, in order that the possibility of any disastrous catastrophe may be obviated. I regret to say that since the Board last met the weather experienced at the port has been very bad indeed, and as a result the condition of the river entrance has caused much anxiety to those responsible for the navigation of such. The causes, both scientific and otherwise, for the effect produced at tho mouth of the river are so obvious that it is unnecessary to deal with them in this letter. The matter that concerns us is the importance of the trouble being rectified at the earliest po-siSle: moment. You will readily appreciate our anxiety in this connection when, in addition to a valuable passenger tender, we liavo also a large number of lives under our care. The contemplation of these phases in the event of any mishap at the entrance during bad weather is sufficient warrant for urgent steps being taken to remove what is a ‘veritable death-trap.’ Frequency tendering operations in tho roadstead can bo managed with comparative ease, whilst the negotiation of the- river mouth has been a menace and source of anxiety as well as serious delay. Our regular- steamer Squall has also on many occasions been unable to enter or leave the port owing to the dangerous entrance, notwithstanding .bat sufficient water for he r draught has actually been available. This, of course, has meant serious inconvenience to consignees and shippers, as well as additional expense to the owners. "With reference to the suggested remedies, I have discussed these with Captain Hawkes, who has a lengthy practical experience in navigating tho river and roadstead in all weathers. Ho strongly condemns the. proposal with regard to wave-traps, as such would only be an additional menace to vessels. Tho negotiable portion of the river is none too wide, and tho serious range in southerly weather would probably cause a vessscl to become entangled', with disastrous results. Tho proposition of the harbormaster to place piles in rubble at the end of the breakwater is viewed b- him favorably, as such a work is calculated to have a good effect. These would break up the force of the sea, and as the piles are available, lying idle near the groyne, the cost would be comparatively small. In addition to these considerations, the time occupied in erection would not be long, which is a valuable desideratum. h<Tchimerical suggestion of your labor overseer with regard to extending the breakwater, in addition to being a long and expensive undertaking, does not commend itself to those concerned with tho navigation of the river. As urgency is a vital consideration, it is sincerely hoped that something definite and effective will be done immediately/ 5 Mr. W. F. Cederwall, manager of the Gisborne Sheepfarmers 5 Ffozen icat Company, wrote stating that tho range at the entrance to the river had triven his company very much anxiety, and the experience of the summer s working made it plain that unless sonic remedy was soon applied there would be a serious accident to property and life. At their request their marine superintendent had given them a report, which was worthy of the Board s consideration. . Captain Sewell’s report, which was attached, stated that the extension of tho groyne to the southward of the end of the ‘breakwater bad formed a trap for ocean rollers sweeping in tow aids the shore with increasing velocity, which were deflected transversely across to the breakwater and back, causing a turmoil and cross action that was absolutely dangerous to a vessel in-ward-bound in the channel. An increased depth, in his opinion, would not minimise, but rather increase the danger, as there would be a greater body of water in motion. The blasting off of the top of the groyne to low' water would be highly dangerous. This would mean a sunken danger, and a menace to navigation, and would not reduco the range. Some months ago the Tawcra, towing out tho Tui, met with a mishap, causing her to stop and bring up against the groyne. Had this not been above water, both vessels would have been cast on top of it and completely smashed. As to the best means of ‘improving the river entrance, Captain Sewell recommended the extension of the breakwater by some means as the only remedy, in h:s opinion, that would overcome what was at present courting disaster. To do this effectively and cheaply, the Boaic should utilise the hardwood piles lying on the groyne, driving them m lino with the breakwater, every bit, with two rows on the seaward and river sides. Two additional rows should also be driven to admit of solid bracing, and to prevent tho rubble from csoapiUcr Tho centre should be tic-ee with heavy rubble to the height ol half-flood, and the 10 J 0 ,, ca, ; rioc '. ll oll f to or exceeded by 18ft of the len^- h _ the present groyne. Suitable utbe could be .procured from Raiti be. v.h by launch and surf boat, flic principle o the theory was that of a sieve and would stop at least two-thirds of the commotion at the entrance at P*<~ent existing, making the negotiation of the entrance comparatively safe and k< t p in<* vessels under command. Un no account must the commotion be stopped nltoaether, as it would lead to a iccurrence of the bar formation, the slightest commotion keeping the sand vt the entrance moving, and the ebb tide and natural current taking it out Cl At tlic 1 conclusion of the reading of + ,.„ ~hove Mr. Lyhnar moved that the corresponioncc ( >l ml ' ons ,)l> ??. n t t 0 m"Tw. Ma.-clm.it fro his anticsmtwshmvu! ailiaspor al; o,i,non the best means o. temcd> m,_, ’ existing 5 present at tho entrance to til© river.