FILLING THE GAP

Evening Post, Volume CVIII, Issue 17, 19 July 1929, Page 10

FILLING THE GAP

SOUTH ISLAND RAILWAY

"JVOEK WILL PEOCEED"

MAJORITY ASSURED

Facts, figures, and estimates in great detail were marshalled by a deputation, representing numerous South Island public bodies and progress leagues, headed by Canterbury and Marlborough interests, which waited on members of the Government to-day to give support to the proposal for the completion of the South Island Main Trunk railway. The Prime Minister stated that work had been eomineueed already, and that with the help of Parliament this session the Government intended to obtain authority for the- construction of the line. A majority of members, he said, wore in favour of the project.

The Ministers present were the Prime Minister (the Eight Hon. Sir Joseph Ward), the Minister of Bail-ways (the Hon. W. B. Tavcrner), the Minister of Lands (the Hon. G. W. Forbes), the Minister of Internal Affairs (the Hon. P. A. de la' Perrelle), the Minister of Justice (the Hon. T. M. Wilford), the Minister of Industries and Commerce (tne Hon. J. G. Cobbe), the Minister of Public Works (the Hon. E. A. Eansom), the Minister of Health (the Hon. A. J. Stallworthy), and the Minister of Native Affairs (the Hon. Sir Apirana Ngata). Many members of Parliament were also present. The deputation was introduced by the Minister of Lands (the Hon. G. W. Forbes), who said it was representative of the whole of the South Island, and could speak for the great majority of the public bodies of the Island. In 1911 he introduced a large deputation urging the completion of the work, a deputation which had the support of three-fourths of the members of the House. There was some difference of opinion regarding the matter now, but there was no difference so far as the South Island was concerned. The people felt they had a right to ask that the railway system should be completed.

The main spokesman for the deputation was Mr. J. E. Strachan, ex-presid-ent of the Canterbury Progress League, who said they understood tho Govern"ment was determined to carry out the work, and they felt they should show how much feeling there was in support of the proposal. Criticism had been levelled against the line which they felt was sincere, and it had been suggested the railway had not been properly investigated. They wished to show that it had been thoroughly investigated. The service of national railways was properly estimated ia relationship to the development of the country as a whole. In the present case it was not so necessary to envisage a three, four, or five per cent, return on capital cost before embarking on a railway project. A fair probability of paying working expenses at least in the initial stages would be sufficient to justify construction, provided that the national developmental possibilities of the undertaking were great. Dealing with the national economic aspect, Mr. Strachan quoted figures to show that South Island development had been strangely retarded in comparison with North Island development. In the economic and industrial aspects, tha South Island was not pulling its weight. If South Island development could be accelerated to keep step with that of the North Island, the Dominion as a whole would be moro prosperous. The North Island had through rail connection from Wellington to the North of Auckland; the South Island was virtually beheaded by the gap in the trunk Jme. The North Island had two major ports on the Paciuc traffic routes. Owing to the existing break in tha trunk line, tho nearest available Sout» Island port was 175 miles further away, whereas in Picton the South Island might have a terminal port as advantageously placed as was Wellington. The nearest point in the South Island was, iv effect, removed 175 miles further from the rest of tho world than it need bo geographically, and that because of artificial conditions that could bo corrected. Tho first step towards raising the commercial status of Picton obviously was to connect Picton with the South Island Trunk Railway system. The beheaded condition of tho South_ Island was one of its greatest disabilities. From the national point of viewthe developmental possibilities of the line were so great that tho case for construction was strongly established, and only most unfavourable estimates of revenue and costs could upset it. A further point made by the speaker in dealing with the national economic aspect was that whereas by railway development Wellington had been connected with its hinterland, Picton waa not connected with its hinterland, the South Island. The commercial status of Picton must be raised. To push the South Island trunk system throug to an ocean port on Cook Strait was one of the most statesmanlike projects that had been envisaged in recent years. SETTLEMENT POSSIBILITIES. Dealing with the land settlement question, Mr. Strachan quoted figures to show that there was actually more farm land in Marlboro'ugh than there was proportionately in Wellington, but the average farm "holding in Marlborough was nearly three times that of Wellington. The conclusion was that tho development of Marlborough had been retarded, even taking into consideration Wellington's position as the ■ seat of Government. Marlborough had 50 per cent. more land capable of improvement than the whole of Wellington province, and in proportion to its area nearly four times as much as Wellington. Wellington had 960,312 acres in tussock, fern, and flax land capable of improvement; Marlborough had 1,466,347 acres. Figures indicated that Marlborough was not half stocked. "Wellington pastoralists had a well conceived and efficient transport system that put them in touch with their markets; Marlborough pastoralists were cut off from the stock and wool markets that suited them best. Marlborough was short-circuited in the Dominion's transport system. If no other reason could be alleged for filling tho Whara-nui-Parnassus gap, the work should be done. STRATEGIC VALUE. Stressing the strategic value of the line, Mr. Strachan pointed to its availability for tho mobilisation and transport of troops and war materials, and its relationship to a naval and air base at Marlborough Sounds and Blenheim respectively. Obviously the strategic possibilities of Pieton and Blenheim could not be realised until the trunk railway systems of the South Island were completed to the base. The gap in the line was the weakest spot in the Dominion's lines of communication, and in tho event- of war New Zealand would bo in two parts. South of the gap our forces would be -immobilißed. Turning to road versus rail transport, the speaker declared that it would cost the country a good deal more to develop our industries by road transport than it would by the construction and efficient running of trunk railways. Where railway transport was less costly—as in the case of tho long haul, and for most classes of goods —railways should still be built as a

sound economic policy. For short haulage on feeder and subsidiary services, the motor possessed advantages, but for long haulage on trunk routes it could not compete with the railways. The railways would have to compete with shipping in respect to both passengers and goods. He predicted that half of the present ferry passenger traffic would be divorted to the railway, assuming a reasonably expeditious service. The railway could get practically the whole of the interisland passenger traffic if it would pay it to go after it. The ferry service was dependent on the railway, and not vice versa. THE FINANCIAL ASPECT. It was reasonable to expect an increase of at least half a million pounds in the value of Crown lands in Marlborough, and they estimated that the capital expenditure of £2,300,000 (estimated) on the line would be ' returned through the Crown Lands Department. Estimating the increased annual expenditure by train running costs at £.122,258 per annum, and the increased annual income at £249,575 (£151,250 by passengers and £08,325 by goods), they concluded that the line would yield a return of £127,317, sufficient to return 5 per cent, interest on the capital invested. Eeferring to the report of Air. Jones, the speaker said it was obvious that the completion of the Main Trunk line would cost much less per mile than the figure estimated by the late chairman of the board. Mr. B, F. Goulter, president of the Marlborough Progress League, said the Prime Minister's railway policy was a bold one, but it was one that must succeed. Dr. W. E. Redman, vice-president of the Marlborough Progress League, said the whole of the South Island supported tho Government's railway construction polic3'. They were regarding tho completion of the line from a national viewpoint. The line would have nothing to fear from motor competition, as motor services could not hope to compete successfully against long-distance railways. Mr. W. J. Girling, ex-Reform M.P. for Wairau, dwelt on the possibilities of closer settlement along the proposed line. There would be as much as 300,000 acres of land available for cutting up into small areas when once the line was put through. He assured the Prime Minister that as far as he was concerned, and as far as the people of Marlborough were concerned, he would have strong support. Mr. A. J. Murray, a prominent Marlborough pastoralist, referred to the disabilities under which Marlborough farmers were labouring at the present time owing to the difficulty of getting their stock to Canterbury. At present the stock had to go by road, and the effects of travelling wore such that the stock deteriorated in value by the time they reached Canterbury. The number of sheep that must be got out of Marlborough was 2,233,500, and on these there was a dead loss of 4s ,per head owing to deterioration. Mr. Murray referred to tho natural advantages of the Marlborough district as sheep country, and said if better means of access were provided the land 'could carry many more sheep than it was able to carry at the present time. If they could rail fat stock to Canterbury they would be able to get the highest prices, prices which the Marlborough Works were unable to pay. There would also bo a big saving on cattle, and altogether he estimated that if the Main Trunk were put through there would be an increased revenue to the farmers of the district of £249,272 per annum. OTAGO'S SUPPORT. Mr. S. B. M'Donald, president of the Otago Expansion League, said the project interested tho people of Otago in no mean degree. For years they had endured the long day ride to Lyttelton, and the long sea voyage to Wellington. The haphazard and piecemeal method of railway construction pursued in the Dominion had perforce compelled them to take.what was given, and their hopes were high when the report of the Fay-Raven Commission was made public. On behalf of the people of the South, ho voiced their support of the policy which Sir Joseph Ward had enunciated, and pressed tho Government to put that policy into immediate and vigorous action. They were not interested in the squabblo as to whether this or that mile of tho new railway would receive enough traffic to make it pay, but what they were interested in was that they should have an unbroken lino of communication from Tuatapcro to Whangarei under one control and the property of tho people of New Zealand. They also wanted a rail ferry across Cook Strait, the final, most effective, and most profitable undertaking of all. It had been stated that tho line would not be popular with passengers, that it was too tedious a journey, too slow, and too costly, but he ventured to say that all experience had proved that tho average man and more than the average woman, would gladly travel.by land rather' than by sea, if land transport were available. The proposed line was the maiu artery, the absolutely essential link in the chain without which their system consisted of scattered links, only half serviceable. Tho service could be run easily within the tiire limits of tho present method. However, there was another consideration apart from that of the carnage of passengers, and that was the carnage of goods. The long straight haul that would bo possible with the completion of tho railway could not be tapped by motor competition, and would be more economical than the present combined rail and steamer method, with its divided control, and its double handling. The speaker appealed to tho Prime Minister not to be stampeded by opposition or. criticism, but to push ahead with the work in the interests of the Dominion as a whole. "ONE Ii: SENTIMENT." Replying to the deputation, the Prime Minister said that the deputation and the Government wore one in sentiment in connection with tho railway. The Government had proclaimed its intention of getting the authority of Parliament to put the lino through, but he was very glad they had come to support the project, because outside of the Government and members of Parliament who were favourable to the making of the railway, there had been an effort to create a false public opinion about it. The fact of their making the journey to Wellington, to impress the Government with their support, and the publicity tho speeches would receive, showed clearly that they did not accept the statements which had been published as accurately conveying the real position. Sir Joseph said he had been a supporter of the railway as long as he had been in Parliament, and he had done so on broad grounds. The late Sir Julius Vogel was responsible for the inclusion' of the section of line in the lines of railways that were to be completed, but the proposal had had a very chequered career. Year in and year out it had few sponsors in the House. It had comparatively none outside the House, and in the seramblo that had gone on for the prosecution of railways throughout the country for tho last fifty years it had fallen by the way more than once by not being included, as it ought to have been, as an important portion of the South Island Trunk Railway system. Eesitlents of Marlborough and adjacent country who had not railway facilities had been paying taxation for the benefit of other people right throughout the country, and they were entitled on broad grounds to generous consideration in connection with the line.

"I am satisfied," said Bir Joaeph.

"that the railway will pay. (Hear, hear.) I have been satisfied for a considerable time that it will pay. 7' He also said he was satisfied that one could not includo a missing section of line in a main trunk system thirty or forty years after the other sections had been completed without it having large benefits outside the district affected as well as inside it through tho connection it would give witli tho rest of tho system. Opposition had been shown to the railway by members of Parliament. An erroneous impression had been created and circulated with a view to trying to influence members of Parliament, but Sir Joseph said ho was of opinion that Parliament would authorise I he railway this session. (Hear, he.-ir.) The Government had already commenced work on the railway. (tienr, hear.) It had commenced transporting .sleepers girders, etc., and had li:id surveys made on the new route. That, had been in hand for some time. Tlio bringing into existence of tho actual railway could not be done in a day. POLICY JUSTIFIED. "We have been .suffering criticism i:roin members of Parliament iluriiic this session," said tho Prime Minister! Ihcy have wanted to know what we have done and why we have not justified our policy. As a matter of fact, we have justified every line of the policy that was laid down By me before tho last General Election. Tho only point is that wo have not lived long enough siuco the Genera! Election to put the cardinal points of our policy into operation. There are things for which wo need legislative authority. But if we are given the time, which 'is tho essence of the contract, wo will do everything that we proclaimed wo would do. (Applause.) The making of this railway is one of those things, and with the assistance of Parliament we are going to do it," (Applause.) Sir Joseph said that the fact that the deputation1 had taken tho trouble to como to Wellington to state its case would strengthen the hand of the Government and would help them to secure an easy passage of the proposal through Parliament.

' I can assure you," said the Primo Minister, "that there is a maiority of the members of Parliament in favour of what tho Government proposes to do in connection with this railway, and there is no danger that we will not be able to complete the undertaking we have put our hands to. (Loud applause.) \Vhen I met a similar deputation in Mil I stated that the work would be completed, and this is the first opportunity I have had since then of putting that into practice. Our opponents will not regard this section as tho missing link in the present line. It is not to be regarded as a mere section." The filling of this gap of 76 miles was promised by public men years ago. It is part and parcel of the railway system of this Dominion, and that system will not be completed until this section is completed. I hope you will tako my assurance and the assurance of my colleagues that the work will be gone on with, and you can go back to your homes as happy as if the system had already been completed." "(Laughter and applause.) Sir Joseph again thanked members of the deputation for the trouble they had taken in coming to Wellineton. fa