The Gisborne Herald. IN WHICH IS INCORPORATED “THE TIMES.” GISBORNE, TUESDAY, JUNE 15, 1948. ELECTRIFICATION OF DOMINION’S RAILWAYS

Gisborne Herald, Volume LXXV, Issue 22664, 15 June 1948, Page 4

The Gisborne Herald. IN WHICH IS INCORPORATED “THE TIMES.” GISBORNE, TUESDAY, JUNE 15, 1948. ELECTRIFICATION OF DOMINION’S RAILWAYS

ALTHOUGH nobody is likely to query Mr. Semple’s statement that the electrification of the main trunk railways in both islands of New Zealand is a practicable proposition, the public might foci easier in mind if the Minister confined his attention in the meantime to the more immediate needs. It is true enough that Mr. Semple’s hydro-electric programme envisages the generation of eonsidrably more power than is now available; nevertheless, it would be as well if the Government carefully re-studied the electric power lessons of the past, before it permits any of its Ministers to launch out on grandiose schemes before the country has been provided with the essentials by way of development. While the time must eventually eome when New Zealand wili be glad to conserve its coal supplies by liberal use of its vast sources of hydro-electric power, the fact should he constantly kept in mind that the more basic requirements of the railway system demand early concentration on the closing of two important gaps —that, between Motuhora or Matawai and Taneatua in the north and between Glcnhope and Inangnhua in the south. People in the Gisborne and Bay of Plenty districts need not feel guilty of parochialism if they declare the completion of the big North Island circuit to be the more imperative of the two. Apart altogether from the boon it would prove to through passengers between Gisborne and Auckland, it is certain that a great wealth of freight, mainly livestock and vital primary produce, could be carried. But, particularly in Wellington and the northern portion of the South Island, the closing of the gap between. Nelson and the West Coast, via Glcnhope and Inangalma has its adherents. They are stressing the importance of finding a new and reliable outlet for West Coast coal, and draw attention to the unsatisfactory nature of the West Coast bar-bound harbours. Most people will regard the completion of both links as being more important, than electrification of the main trunk railways. All things considered, it is to be hoped that Mr. Semple meant exactly what he said when he declared that the project would “take lime’’ to develop. When New Zealand’s sources of hydro-electric power have been fully exploited there is no doubt that electrification of as many stretches of railway as possible would be of inestimable benefit. It would conserve coal supplies for other purposes and, by catering for larger numbers of long-distance travellers, might, in a more indirect way, help to keep petrol consumption on the highways within reasonable bounds. Mr. Semple has denied that work has actually started on his big scheme for the construction of luxury highways or autobahns. While realising that improvements to certain sections of the New Zealand highways are badly needed and that various works of this nature will have to be kept'in mind for many years to come, people in provincial and rural districts would feel relieved if firm reassurances could lie given that nothing in the nature of four-lane speedways from city to city will be attempted until access farm roading has received the attention it merits.