ELECTRIFICATION OF OTIRA

Evening Post, Volume XCIX, Issue 138, 11 June 1920, Page 6

ELECTRIFICATION OF OTIRA

As the completion of the five-mile Otira tunnel draws in sight, the question of its electrification becomes more pressing, and it is perhaps surprising that this project—the biggest of its kind in Australasia, and probably the biggest south of the Equator—has not attracted, more public attention. The machinery market—which, like most other markets, is short in supplies and long in prioe3—is uot favourable to electrification, but this drawback holds good more or less in th« case of all public works requiring imported equipment. On the other hand, there are various influences making against delay, one being the loss of interest on the large outlay already incurred, another being the political friction to which delay would give rise. Possibly the Government's decision will depend in part on the figures disclosed by the electrification tenders, which, of course, cannot be anticipated. It would be safe to say, however, that when the tunnel is electrified its cost will be added to by at least six figures. Experience gained at Otira will no doubt help the Government experts in the problem of electrifying the suburban railways of the four centres—a. reform that was officially forecasted by Sir Joseph Ward about fifteen years ago. These suburban electrifications wait on the hydro-electric developments. Otira takes- precedence not in order of economic importance, but because the fivemile tunnel is unworkable with smoke traffic, and must be either shelved, or else worked electrically or by cable. The 'power will be drawn, in the first instance, not from the streams of the district, but from Grey Valley coal. One of the most interesting outstanding questions is whether it will pay to deliver Canterbury coal by rail instead of by sea. Ten years ago Canterbury appeared to be enthusiastic about railed coal, but since then the scene has b:en changed by the advent of the hydro-electric power of Lake Coleridge.