TRANSACTIONS OF SECTION G. 509 
capacity by 66 per cent., while no appreciable loss of speed would ensue. This 
is, of course, very important to the shipowners, but the economics of ocean 
transport are not affected thereby unless some at least of this saving is passed 
on by shipowner to shipper, and ultimately to the producer. Naturally some 
reasonable advantage must be permitted to the shipowner, otherwise he would 
not build large ships, but, to place the matter on a true economic basis, it has 
yet to be shown that the shipper and the producer share in the saving. If 
not, then the big ship must rely upon other grounds of justification, and, as 
we shall see, these may not be lacking. 
The next point for consideration is the effect of big ships upon the cost of 
port and harbour works to accommodate them. Conditions vary so much 
between the ports of Australia that the total increased outlay per berth, includ- 
ing the necessary dredging, could only be considered for each port in detail. 
Thus, at Sydney and Hobart, the matter would be practically narrowed down 
to the actual increased cost of the new over the old class of berth, the dredging 
being practically a negligible quantity ; while at Melbourne and Brisbane the 
deepening and dredging would be heavy items. The natural physical difficulties 
of these two ports must, therefore, exercise a limiting influence on the size of 
ships trading to Australia for some time to come. Brisbane, being the only 
possible outlet for a vast and productive hinterland, will surely develop rapidly 
into a very large and important shipping centre, probably in time rivalling 
the southern ports. 
To meet the increase in the size of ships the Port Authorities of Australia 
find themselves called upon to spend very large sums of money in reconstruction. 
Wharves and jetties that sufficed twelve or fifteen years ago are now all obsolete. 
Upon the cost of replacement planned on a vastly larger scale, maintenance, 
interest, and sinking funds have to be provided for out of the port-dues. It 
seems inevitable that the port-dues must tend to increase. It is not overlooked 
that modern appliances and large vessels will allow more cargo to be handled 
at a berth than formerly; but, on the other hand, when a small number of very 
large ships replaces a large number of small ones, berths are apt to have longer 
periods of idleness, and would, therefore, not be made the fullest use of. 
The situation will be better understood by a comparison of the berths of 
fifteen years ago at the port of Sydney with those of to-day. Up to the year, 
say, 1900, the largest oversea vessels trading to this port averaged some 6,000 
tons. and the inter-state vessels 3,000 tons. The lengths of the former ran from 
430 feet to 470 feet, by 50 feet to 53 feet beam; and of the latter from 300 feet 
to 350 feet, by 40 feet to 46 feet beam. For vessels of this class there were a 
number of berths consisting of frontage wharves and jetties from 300 feet to 
450 feet in length. The jetties were usually from 30 feet to 40 feet wide, and 
the depths of water required ranged up to 28 feet. Several of the berths having 
been built by private owners were without shed accommodation. The average 
cost per berth with cargo-sheds, inclusive of value of frontage-land, was 21,300/., 
but the same jetties built to-day at the higher prices would have cost 25,500/. 
per berth. The water-way between jetties varied from 90 feet to 110 feet, 
but in several cases was as little as 80 feet. 
The vessels now coming to Sydney have already touched 18,400-ton mark, 
the largest measuring 555 feet by 69 feet, with a loaded draft of 32 feet. 
Clearly it is necessary to provide for much larger vessels in the future, and it 
would be inadvisable to look forward to anything less than a possible 1,000 feet 
in length, with a loaded draft of 40 feet, though these dimensions may not be 
reached for many years to come. 
The jetties necessary to berth the oversea vessels at present trading to 
Sydney are from 500 feet to 650 feet in length (with provisions for extension), 
by 130 feet to 250 feet in width, and the water-way between them to allow for 
handling, coaling, and transhipping ranges from 220 feet to 360 feet. Double- 
decked cargo-sheds are required to accommodate the large quantities of freight 
rapidly put ashore, and electric cranes, gantries, and other lifting gear are 
being provided. The cost of these, adding the value of frontage-land, ranges 
from 67,0007. to 77,0007. per berth, irrespective of dredging, which, particu- 
larly in Sydney, is a small item, but in several other ports will be excessively 
heavy. The requirements for inter-state shipping are scarcely less. Some of 
