116 Transactions. 
the material of which it had best be constructed ; the probable cost; 
finance ; probable income ; the cheapest and most efficient system of 
management should the Council erect and retain the wharf as publie 
roperty." The Committee took evidence from seven or eight men 
connected with the local shipping trade, and then decided nothing, but 
presented the evidence, as it might *' be useful when inquiry on the subject 
shall hereafter be resumed." The answers to the set questions contain 
man ints of interest. The first question read, “Can you state the 
average delay — by high winds to vessels discharging by lighter ? " 
e man re lied, wo days in three weeks”; two replied, “ Опе day 
out of six " ; while redi thought it would be two days out of six. Two 
who should have had the most practical knowledge, the Collector of 
Customs and the Harbourmaster, could not say. As to the average time 
taken to discharge a ship of 500 tons, the general opinion was that it 
would be one month, although here again the “Harbourmaster kept on the 
careful side : pends on state of weather, nature of cargo, the discipline 
of vessel.” It was generally considered that a similar vessel wo 
discharge at a wharf in a week. On the question of site, the genera] 
opinion favoured a spot between Clay Point and Kumutoto (Woodward 
Street). The cost of landing goods by lighter was stated' to be about 
3s. 6d. per ton, while the charges on the existing wharves amounted to 
ls. per ton. 
During the same session (1857) another Committee was appointed to 
inquire as to the advisability of constructing a wharf between Korokoro 
(Petone) and Lowry эне The Committee ported that there were two 
suitable sites, both near Point Howard. It was also suggested that a 
` tramway to the ee could be formed by way of the coast. Nothing 
further was heard of either project 
The deep-water wharf was not mentioned again until 1861, when the 
site was decided. By this time the land had been reclaimed towards what 
is now Panama Street. A Provincial Act was passed that year authorizing 
the Superintendent to construct a deep-water wharf. Complaints ‘were 
the mos 
important wharf of the day, was in a bad state and should ugue or 
removed. 
Tenders were called for on the 21st October, 1861, for the construction 
of a wharf 35 ft. wide to extend 500 ft. from the sea-wall to a cross-head 
50 ft. wide, making a total length of 550 ft. At 300 ft. from the sea-wall 
tees would extend on both sides, 35 ft. wide and 75 ft. long. Totara piles 
for the first 250 ft. were to be driven 9 ft. in the ground, for the remainder 
of the main pier and the inner tees to the depth of 10 ft., and for the cross- 
head to the depth of 11%. Piles "- to be sheathed from 1%. 6in. 
under the surface of the ground to 6in. above high-water mark, the 
шр 
ks were d The wird was to be 6in. by 3in. heart of rimu, 
placed lin. apart. Full details of “ee бы сур may be found in the 
Provincial Gazette, 26th October, 186 Жы: depth of water at the end 
of the wharf was 18ft., low water. tenders were received. That 
of McLaggan and Thompson (£15, Li s was divae The oe tenders 
were—Charles Mills, £15,500; Plimmer, Wallace, and Seager, £18, 
James Smith, £18,955. Extras amounted to £884 by the Sus 'the wharf 
