LIGHT RAILWAYS.

Hawera & Normanby Star, Volume XXXXI, Issue 70452, 1 October 1900, Page 4

LIGHT RAILWAYS.

Befemng to light railways, in bis Statement the Minister for Public Works stated :

There is urgent necessity for opening up our colony by convenient and regular means of communication, so as to enable our sturdy settlers to more advantageously compete with other countries in the markets of the world. This induces me to again revert to the question of light lines of railway, upon which hon. members will find some useful information in my Public Works Statements of 1896 and 1897. In jmany parts of the colony, especially in the North Island, the scarcity of road metal, and the heavy cost of cartage where expensive roads have to be formed and maintained, is a severe tax upon settlers, upon local bodies, and upon the colony. So serious has this become that in many districts roads are practically impassable during the winter months. How best to meet this difficulty is of great importance to the colony, and especially to the settlers who arc more immediately concerned. Again it must be borne in mind that a great deal of our magnificent scenery is not approachable by the majority of tourists, owing to the absence of convenient means of access, and this too in districts where there are a number of settlers. If at comparatively small cost light lines are constructed to the more important points they will open up this scenery'for the travelling public, and at the same time provide facilities for our settlers, and further assist in developing our resources. After very careful consideration of the requirements referred to, I have come to the conclusion that the best and most economical course is in certain districts to construct narrow gauge railways. It may be asked what is a narrow gauge railway compared with the 5 ft. 3 in. gauge of Victoria or the standard gauge of 4 ft. B£in. of Great Britain and New South Wales. The ordinary lines in New Zealand may be said to be of a narrow gauge. I, however, refer to a still narrower gauge, viz., 2jft. for main lines, and, where traffic would rapidly develope, the present 3 ft. 6 in. gauge should be adhered to ; also in easy country, where it is nearly level, and the formation of aaxthworks is of an inexpensive nature, the present gauge should not be departed from. The cost of construction upon the present gauge could, however, be reduced 20 per cent, by using lighter rails, fewer sleepers, and constructing bridges of a lighter Btandard than those used at present. This would aeoessitate the use of lighter rolling stock and the running of less weighty trains. However, the same reason whioh probably aotuated my predecessors in adopting a Bft 6in gauge instead of a broader one, viz., economy and more rapid construction, induoes me to suggest that, whether, as branch lines opening up new country, as feeders to a main line, or as steam tramways, a 2ft gauge will best meet what is required. In different parts of the world railways have already been constructed of this gauge, notably the Darjeeling line (in India), the Gaen to Luo-sur-Mer and the Dives line (in France), and the North-East Dundas line (in Tasmania), the cost of which, including rolling stock, was, according to official statement, per mile. The result of several years is that such lines can be constructed expeditiously and economically, whioh means a saving in interest, greater earning power upon first cost, and a considerable reduction on the cost of maintenance as compared with lines of broader gauge. By utilising as far as practicable existing roads the cost of construction would be reduced to the lowest point, and the convenience of settlers better served. Trains running immediately alongside their holdings would insure the conveyance of produce and stores by railway ; the expense of station buildings would be almost eliminated, except at important pointß, where they would be neoessary for the convenient working of the line. Subject to the conditions above mentioned, the cost of a 2ft gauge railway, exclusive of rolling stock, should be (1) in easy country, 432000 per mile; (2) in medium country, £3000 per mile ; (8) in difficult country, £4500 per mile. Included in this estimate are rails (estimated to cost £600 per mile for 301b rails and £750 per mile for 401bs rails), and sleepers of proportionately reduced length (cost £300 per mile,) making the total for the permanent way of £900 per mile for 301b rails, and £1050 for 401b rails, the difference between this amount and the completed cost of the line being the cost of land, formation, bridges, culverts, fencing, platelaying, ballasting, stations, eto. There are several districts in the colony where the narrow gauge lines would be useful.