THE H.B. TRIBUNE SATURDAY, MARCH 17, 1934 NAPIER-GISBORNE RAILWAY

Hawke's Bay Tribune, Volume XXIV, Issue 81, 17 March 1934, Page 6

THE H.B. TRIBUNE SATURDAY, MARCH 17, 1934 NAPIER-GISBORNE RAILWAY

Judging by the special report supplied by our Wellington correspondent and appearing on another page of this issue, the deputation sent to urge completion of the Napier-Gisborne section of the East Coast railway met with at least a sympathetic hearing. That there were four members of the Cabinet—the Prime Minister and the Ministers of Finance, of Public Works and of Industries and Commerce—in attendance to receive it may in itself be taken as fair evidence of sincere interest and, we may hope, as ; fair augury of favourable consideration. The reports which the deputation was able to submit, to them were of such a character as could scarcely but serve to further stimulate ministerial interest. They are the outcome of several months of competent ami exhaustive investigation on tin spot, and have the great advantage of having the endorsement. so far as concerns matters coining within his province, of the local representative of the Public Works Department. As a result the deputation was able to adduce figures showing that, with regard to the NapierWaikokopu section at least, and upon the most conservative estimate, business would be assured that would fully cover interest on the further cost of construction, maintenance of the line and operating charges. These figures, too, it has to be remembered, are based upon existing conditions with regard to population and productive capacity. In both of these respects the provision of : cheaper reliable and regular j transport facilities may be con- 1 fidently expected to promote substantial and speedy increases that would spell profitable rather than mere self-supporting returns. Then, so far as developmental . value is concerned—always re- 1 garded as a most important factor . in State railway construction— < the deputation was able to stress the fact that a very large propor- < tion of the big area to be served ‘ is in the hands of the State itself. * This provides a factor in the case ■ that must command full consider- i ation at a time when land settlement schemes are being so wideb and earnestly discussed. Beyond this, lies what is technically i termed the “feeder value” of the 1 line, that is its value as furnishiiiv ( a connecting link that will brine I additional business to the lines ( already in operation vitli Napier , as the present tefminus. 1 The deputation was also able , Io show that with rail transport ' provided live stock, whether in- ’ tended for the local market or for refrigerated export, would bo delivered at this end in very nnieh better condition. As matters are * at present, very serious deterior- c ation occurs in transport or drov- ,

jug, especially with regard to fat stock brought to prime condition for killing. The importance of this aspect of the case may be best understood when it can be said that, even under present unfavourable conditions, some quar-ter-million sheep and many thousands of cattle are sent through either to the sale-yards or the freezing works. Then, too, it has to be borne in mind that return freights of lime and other fertilisers at cheap rates would enable at least a doubling of the carrying capacity of the land already in occupation, to say nothing of the many thousands of acres available to the Crown for further settlement. So far as concerns productive capacity a reliable authority, familiar with both districts, has said that, given the same artificial stimulants, the output from, the Wairoa country could, acre for acre, be made equal to, if not bigger than, that from the Waikato.

All these objects, so it is held can be attained by the spending of £lOO,OOO in completing and equipping a line in nfiieh literally millions are already sunk that, if things are allowed to remain as they are, may be regarded as a dead loss. It is with this in mind that the Government will have to consider the present position in contrast with the prospect, by a small further expenditure, of recovering something from the derelict with fair promise of even better results to come. As the Prime Minister has stated, as tin statute law stands the Government can move only upon the recommendation of the Railways Board which jettisoned the line in the first instance. It may, however, be hoped that, with the fresh data now to be placed before it, that body will see its way to revise its previous decision. A consideration that may have advers weight with its members is tKat in taking over the line their capital account will, in the ordinar course, be saddled with the total expenditure upon it. But, surely, that is a point capable of reasonable adjustment with the Government. The opportunity might indeed be taken of pressing for a general writing down to their real present value of the whole capital assets under their control. This is the course any privately owned concern of the kind would undoubtedly adopt.