Auckland Harbour. —The outer harbour of Auckland extends down the Rangitoto Channel for about six miles from the North Head or Fort Cautley, which is the northern boundary of the inner harbour. By way of Rangitoto Channel is the safest and most convenient entrance, but there are other channels to the eastward which are commonly used by the Thames and Coromandel steamers. While the whole Hauraki Gulf is well sheltered and protected from heavy seas, the inner harbour has the further special protection of the chain of islands running eastward from the North Head, and embracing Rangitoto, Motu Tapu, Motu Ihi, Waiheke, and others. Inside this chain rough seas are almost unknown, and, reasonably speaking, there is no limit to the accommodation, for all the navies of the world might find safe anchorage in the Waitemata Harbour, which is about fifteen miles long, the deep channel averaging in width about three-quarters of a mile. At low water of spring tides there is a depth of nine fathoms, shoaling in parts to five fathoms. The tide fall is considerable, being from eight to twelve feet. The channels and shoals are all clearly defined by buoys and

Callipe Dock, Auckland.

page 135 beacons, and powerful lights and other guides, all fully described in the “New Zealand Pilot,” provide for safe entry at all times. Efficient pilots are provided by the Harbour Board for all vessels requiring their aid; but such is the safety of all the approaches that pilotage is not compulsory. Vessels are signalled from Mount Victoria, North Shore, and still earlier, when thirty miles away, from Tiritiri lighthouse.

The principal river entering the harbour is that from which it derives its name—the Waitemata, which is so essentially tidal as to partake more of the estaury than the river, the flow of fresh water being infinitesimal. In fact, the lines of demarcation between the river and the estuary, and the estuary and the gulf, are probably more imaginary than real.

As a yachting ground no better can be found in the world, and probably there is no place in the world proportionately more devoted to that means of pleasure. High winds are particularly rare, and sheltered coves are abundant. Fish of many and excellent varieties are temptingly plentiful.

The wharfage accommodation of the Auckland harbour, if not all that might be desired, is exceedingly creditable. The old main wharf is certainly much too long, but the later development of short jetties with persistent dredging is in high favour. Even the old wharf has been in a sense shortened, for by extended reclamation on both sides of its approach, the town has been built forward so that the distance from the head of the wharf to the warehouses is much shorter now than it was formerly. Intercolonial and other steamers, which, a few years back, were obliged to berth at the long wharf, are now commonly berthed at short jetties close to the warehouses, after the manner so popular in Sydney. In fact, ships of large tonnage, drawing 24 feet, lie afloat at low water at the Quay Street jetties, where but a few years ago one could walk dry shod. To bring about this wonderful change nearly half a million cubic yards of silt has been lifted, and this has created a depth at low water spring tides, which averages 21 feet over an area of sixteen acres. Since the first Auckland jetty was constructed, where the printing offices of the Auckland “Star” now stand, a very large amount of pile-work has been accomplished, but none has been so beneficial as that which has been done in conjunction with the system of dredging. That the Harbour Board is not responsible for the errors of the past in this matter of long wharves, is well evidenced by the fact that the Queen's Wharf is much older than the Board, and that in the matter of the Railway Wharf, the Government of the day inserted a stipulation in the loan bill providing for the erection of that wharf where it now stands.

To meet the growing trade of the port, further accommodation will soon be absolutely necessary; and it is, therefore, satisfactory to know that not only are the funds available for extension works, but that the projected improvements are already taking shape. The principal works now being undertaken include the extension of the Hobson Street Wharf, to render it suitable for the largest class of ocean steamships; the erection of sheds affording ample storage for the cargo of several of these ships at one time, and of powerful cranes for lifting up to a hundred tons; several new jetties in the inner harbour, extensive dredging operations to improve the approaches to the wharves, and to increase the area of deep water berthage; and further reclamation of the shallow bays, to increase the land endowment of the Board.

Already the port has appliances and adjuncts for the conduct of an extensive commerce. On the substantial and commodious wharves, there are convenient sheds with a total cargo storage capacity of eighteen thousand tons. The wharves and sheds are well lighted with incandescent gas lamps; and that the appliances for the rapid handling of goods are fairly up to date may be inferred from the fact that the Union Company's steamers frequently discharge within twenty-four hours upwards of 2000 tons of grain and general cargo per steamer. There is a total berthage accommodation of over 15,000 feet, and there is a depth at the main wharves of 26 feet at low water, ordinary spring tides. Dredging operations are now (1900) being proceeded with, and it is the intention of the Board to have a depth of 30 feet at low water. The railway trucks run to the end of the railway wharf; and as the export stores for frozen meat, butter, etc., are adjacent to and connected with the railway wharf, the ocean going steamers are loaded with rapidity. The city water pipes are laid down on all the wharves, and this enables the Board to supply pure water at low rates.

The graving docks of Auckland are worthy of more than a passing notice. When the Board decided upon the construction of the second and larger of these docks, the wisdom of the step was openly questioned; but events have shown that, directly and indirectly, the enterprise is likely to be well rewarded. Auckland has always been practically the headquarters in New Zealand of her Majesty's Navy, but she has recently been placed on a much more definite footing in that connection. Overtures were made to the Board by the Imperial Government for the complete equipment of the Calliope Dock, and the erection on the adjacent lands of the necessary buildings, machinery and appliances for repairing and refitting her Majesty's ships. The Imperial authorities, by subsidising the Dock, are entitled to first call on the use of the establishment; but, subject to this condition, the Board is at full liberty to dock and repair merchant ships or foreign warships. It is expected that this arrangement will prove in many ways beneficial to the port and city of Auckland.

The Calliope Dock is said to be one of the largest in the world. It is 525 feet long, by a breadth from coping to coping of 110 feet, narrowing to 80 feet at the gate, and the depth of water on the sill is 33 feet. It would comfortably accommodate the largest warship afloat, and two warships of small dimensions find ample room at the same time. This was proved at the opening of the dock in 1888, when the “Calliope” and the “Diamond” were both in it. The Calliope

Auckland Harbour Board Offices.

page 136 Dock is on the North Shore, about a quarter of a mile west of the Devonport Wharf.

The Auckland Graving Dock, which is situated between the Harbour Board's splendid offices and the Hobson Street Wharf, is exceedingly convenient in every way. Its length is 300 feet, and it will accommodate any vessel with a draught not exceeding 13 feet. Auckland's numerous fleet of steam and sailing vessels keep this dock constantly employed.

The dues charged for the use of the docks are made as low as possible, in conformity with the general policy of the Board in reducing all shipping charges to a minimum. Warships of every nationality are admitted free, and all mail steamers under contract have recently been placed on the same footing. The splendid endowments of the Board have made this policy of low charges possible, and it is expected that ere long the port will be absolutely free. Already the charges are lower than those of any port in the colony. For the very liberal endowment of the Board much credit is due to the memory of Sir George Grey. The whole foreshore of the harbour, from the Bastion Rock to the Watchman on the Auckland side, and on the North Shore from Fort Cautley to Kauri Point, including all the bays and estuaries, and totalling some thousands of acres of the most valuable land in and about the city, is the property of the Board. The revenue derived is already considerable, and rapidly increasing; and its prospective value is enormous. All the lower portion of the City between the wharves and Customs Street, besides a good portion between the latter and Fort Street, is included in the Board's endowments. From the portions of this already leased an income of £12,000 a year is derived, and fresh leases are constantly being taken up. Fifty years is the usual term of lease, and on expiring the Board grants a compensation to the extent of half the value of buildings then on the ground. As applications for the reclaimed land come in, further reclamations are being made with the silt dredged from the harbour, so it will be many years before there can be any scarcity of building sites even in the very heart of the town. With such wonderful power of improving its income, and increasing the value of its landed estate, the debts of the Board seem particularly light.

The Board has borrowed in various sums a total of £410,000, but of this sum over £50,000 has already been paid off by means of the Sinking Fund. By the close of the year 1900, the indebtedness will stand at less than £350,000, and the following decade will see the debt below a quarter of a million. The annual payment for interest amounts at present to £23,400, including Sinking Fund, but that amount will (1900) shortly be reduced by over £10,000.

For the expenditure of this money, the Board has much to show. The docks cost £200,000; the wharves and jetties, £100,000; dredging, £40,000; reclaiming and acquiring land, £60,000; and offices, sheds, and appliances have absorbed the balance.

The port of Auckland must ever be a most important shipping centre. The South Sea Islands and San Francisco trade must rapidly increase, and the value of North Auckland as a fruit growing district must be more fully recognised every year. These and the rapid spread of such industries as sugar-refining, ship building, etc., must all tell in Auckland's favour; and if the feeding of sheep

View of Queen Street Wharves, Auckland.

page 137 on gorse proves successful, wool should soon be a leading article of export.

In 1889, there arrived 2441 sailing vessels and 3756 steamers, with a total tonnage of 980,816 tons, and the revenue of the Board for the same year was £46,089 16s 3d.

Up to the year 1871 the Provincial Government had charge of the business of the port of Auckland, but in that year the Auckland Harbour Board was created, and the revenue of the Board in 1872 was £12,498 2s 11d. The Board consists of thirteen members, who are elected by various interests for a period of two years. The chairman is elected from the members annually. The present members who hold office until February, 1901, are:—Messrs W. J. Napier and A. R. Harris, appointed by the Government; Messrs J. T. Julian, A. Kidd, J. Stichbury, and C. Grey, elected from and by the City Council of Auckland; Mr. J. Thomas, elected from and by the Borough Council of Parnell; Mr. J. C. Macky, elected from and by the Borough Council of Devonport; Mr. J. H. Witheford (chairman), elected from and by the Borough Council of Birkenhead; Mr. W. J. W. Philson, elected from and by the Auckland Chamber of Commerce; and Messrs C. C. Dacre, A. Alison, and M. Niccol, elected by shipowners and payers of dues. The officers of the Board are:—Mr. J. M. Brigham, secretary and treasurer; Captain A. Duder, harbourmaster and dockmaster; Mr. E. W. Burgess, traffic manager; Mr. J. Taylor, foreman of works; Mr. C. La Roche, chief draughtsman; and Captain C. Sainty, pilot and deputy-harbour-master.

The Harbour Board offices, which are situated on the reclaimed ground at the foot of Albert Street, are the handsomest in the colony. They are also exceedingly large and commodious, and occupy a block entirely detached. A neat iron fence surrounds the building, and there is a short tower above the third storey. The ground floor is occupied by the secretary and his staff of clerks, and the upper floor by other officers of the Board. All the rooms are lofty, well lighted and well ventilated.

Swinging dolphins for the adjustment of ships' compasses have been placed in a sheltered bay about six miles from the wharves, and free from all local attractions.

The Sailors' Home, which has been so liberally endowed, through the generous bequest of the late Mr. Edward Costley, stands on a fine site specially set apart for it by the Harbour Board.