TRAMWAY EXTENSIONS.

Otago Daily Times, Issue 19013, 8 November 1923, Page 11

TRAMWAY EXTENSIONS.

EXTENSIVE PROPOSALS. DETAILS SUBMITTED TO CITY COUNCIL. TO BE CONSIDERED AT SPECIAL .MEETING. One of the moat important and far-reach-ing reports that has been before the City Council for some time was that of the 'tramways Committee last night. It submitted a schedule of a number of proposed extensions costing eventually in the aggregate something over £70,0(10. These were tully explainer! by Or Douglas, chairman of the. Tramways Committee, and eventually further consideration of the matter was referred to a special meeting of the council. Cr Douglas, in moving the adoption of the Tramway Committee’s report, said ho proposed to enter in some detail into the. various proposals for tramway extension. Ho assured them that the proposals had been under consideration for a number of years, and the present committee did not wish to take all the credit. Curtailment had been forced upon them by the war and its consequences. Each of the items had been brouglit forward more than once several years ago. The council in all its departments had been giving the very best service with due regal'd to efficiency and economy, and probably the council was fortunate that it had not some time ago taken up work that would have had to be scrapped by now. Borne of them would be wondering why the Opoho line was not mentioned in tho report. The lino would have been running there some, time ago if they had got the necessary t/rder-in-Council, and also if the residents had not quarrelled among themselves as to the conflicting routes, ilia investigations in Wellington had revealed that the whole fault of the delay lay with the, Opoho people themselves who had been sending in communications to the department of which the council knew nothing. The Order-in-' ouncil received had such restrictions placed upon it as wore not upcm any other service in the dominion. They wore not justified in starling that service until these restrictions were removed. Tho latest development in municipal transit was the rail-less car, and motor ’bus services were also coming in. As soon as they could manage to get the motor ’buses they would try them on the Opoho route. He moved first the adoption of the later clauses in tho report dealing with various matters outside tramway extension. Cr Mitchell seconded tho motion. Cr Hallidav asked for information as to the relative price of the Leyland motor truck as compared with the Dennis. He was informed it was £2OO more than tho Dennis truck The motion was adopted, and Cr Douglas returned to the matter of tramway extensions, dealing first with the proposed line to Forbury Park, via Richardson street. FORBURY PARK. This line, ho said, would start from Prince Albert road, go along Richardson street to Plunket street, and down this latter street to the park, returning via Given street to Richardson street, thug providing a balloon loop for round running. There was a guarantee from the trustees of the park to make up to £I2OO pe r year any deficiency in the income from the traffic to the park during the days racing is held there. The estimated cost of the work was £12,000, and they were therefore guaranteed the full amount of the standing charges on the capital outlay. It was considered that the ordinary revenue would little more than supply the additional working expenses, as a modified service could be run between the Exchange Buildings and Plunket street. An extension snob as this stopping at Plunket street would leave an alternative open in the future to extend to St. Clair by Richardson street or to branch off towards Cargill road in the vicinity of Bathgate Park, whichever of these two courses seemed the more attractive as tho result of future requirements. * Some years ago the committee had purchased the corner section at Richardson street, so they could make a very easy curve. . . A question of procedure being raised, tne Mayor suggested that the matter was of such importance that it might be dealt with at a special meeting of the council. Cr Clark also suggested that the matter be deferred to a special meeting. Cr Douglas said he was anxious to see the proposals put through ag far as possible, tut was quite willing to be guided by the council. lie proceeded to expound the committee’s proposals. CAVERSHAM DUPLICATION. The estimated cost of the duplication of the Caversham line via Wilkie road was £5400. There was urgent need for better provisions for dealing with the Caversham traffic. Under this proposal “out cars” would go over the hill and “in cars” would return by Wilkie road, and it was considered that this method offered the best means of providing for the service. If the extension to Look-out Point was put in hand the provision here suggested would be. absolutely essential, and it might be necessary to extend it beyond the Glen to provide a satisfactory service. It was probable that in tho actual working a little saving might be shown in tne power cost, but generally it was not anticipated that the proposal offered any attraction from a financial viewpoint. The benefit looked for was almost entirely in the direction of a more satisfactory service for this particular district. The estimated cost was £5400. CARISBROOK EXTENSION. The estimate for the extension to Carisbrook to connect the Wilkie road line with Cargill road, via Neville and M'Glashan streets, was £2850, and little remained to bo said regarding this proposal, which was intended to provide better facilities for the largo crowds who visit these at times. LOOKOUT POINT. Tho estimated cost of a single line, from the present Caversham railhead to Look-out Point, via the Valley road, was £BSOO. The lower road had been “elected for the proposed route after very careful investigation. There was no present prospect of this extension paying its way, but as the lino would lap a largo area of land suitable for residential purposes, and, what was of very great importance, the new terminus would be only a threepenny section, they were of opinion that the extension should bo put in hand. It was estimated that the joss for the earlier years of the extension would be in the vicinity of £ISOO per year. PELICHET BAY. The proposed extension to Pelichot Bay is dealt with under another heading. KENMURE ROAD. MORNINGTON. They had included £18,200 as the department’s share of the provisions for the improvement of this district. This included the cost of extending a double cable track from the present terminus to Kenmure road, their share of the estimated cost of acquiring- property, and also a proportionate part of the cost of road formation. They might reasonably look for a slight increase in the revenue from the extension, but not commensurate with the capital outlay; but here again the proposals should have a farreaching effect in the improvement of the district, and on that score alone the scheme was justified. They were doing quite well with the Mornington service, and might reasonably look to make up the leeway that the standing charges on this expenditure would entail. Tile estimated loss in running costs and standing charges, after allowing for certain increased income, was £2406. As already indicated, the benefit, bv the opening np of the district must be very considerable. MAORI HILL. At Maori Hill their proposal was for the rail-less car system, if, upon duo submission of all the data to the manufacturers, they could guarantee its efficiency. The provisions for this district had given them more than ordinary concern. An electric Service would cost £33,000. while the estimate for a cable service was £36,000. Both of these estimates were in respect of a route up Pitt street, Royal terrace, Queen’s drive to Driver’s street, terminating at ITighgate. There were engineering difficulties respecting an electric lino over this route. Plans wore on the table showing the proposed route, ns surveyed. They had considered other proposals, includiisg a “ lift ” at Dowling street, with , an electric line up Tennyson street, York place, and linking urv with tho .present electric line to Maori Hill at or about the Junction, but prohibitive grades had barred the way. They had, therefore, recommended the rail-less system over tho route Pitt street. Royal terrace. Queen’s Drive, to Driver’s street at Highgate. Here they must not lose sight of tho fact that any proposed extension to this district must have a far-reaching effect on the financea of the Roslyn line. Tho proposed new nervine would get probably 60 or 70 per cent, of ita passengers from the existing Rodyn fine. It was not denied that the cab l * J-ertion of the Roslyn lino was overcrowded at rash.

hours, but a reference to the net earnings of the service was eloquent testimony to the narrow margin of income and outgo that the figures supply. In other words, the line in question was not more than paying its way under the existing conditions, without a competitor of the nature of a direct service to Maori Hill. This factor had weighed with them in considering the further capital outlay that should bo prpvided meanwhile. Their proposal, therefore, was that the rail-less system be tried here. It could be provided at a lower capital outlay than any other system, and their present information was that the grades could be comfortably negotiated. If, in the future, ways were opened up to provide an electric system run on rails, there was little or nothing to “scrap,” as the overhead equipment could bo transferred elsewhere. PETROL ’BUSES. He need say nothing particular regarding the proposal to purchase three petrol ’buses. They were frequently met with the statement that this or that extension was awaiting attention. If thby had these ’buses, the proposal could be tested before they engaged upon the more costly proceeding of putting down rails or even installing the less costly rail-less svstem. FINANCE. The Finance Committee had considered the financial bearing. On this point all ho needed to say was that if they spent £BO,OOO in the way indicated (he yearly demand on the tramway revenue for standing charges alone—that was, interest, sinking fund, and renewals, would be £9262. To this was to be added the running costs of the new services, and against these two items of outgo, as a set. off, was the new income thejr would derive. No one supposed that the new revenue for some time would be sufficient to provide the increased working expenses, to say nothing of the increased standing charges. The average yearly profit from the electric trams for the past five years was a shade over £BOOO. To March, 1923, it was £8706; to March, 1922. it was down to £4505; in 1921 they netted £8023; in 1920, £14,109; and in £1919. £4184. On these figures, therefore, it would appear that if they succeeded in maintaining their present schedule of fares, they would be exceedingly fortunate. He moved that the report be received. Or Scott seconded the motion. Cr Clark moved that consideration of the report be held over till a time to be arranged by the Mayor and the chairman of the tramways Committee. He did not think it advisable to discuss the -matter at that late hour. Cr MacManus seconded the motion. Cr Mitchell said it was essential that this matter should be settled soon. It had had the attention of the Tramways Committee for three or four months, and the committee’s recommendation was the outcome of a great deal of consideration, and lie thought the matter should 'be settled one way or the other as soon as possible. The Mayor agreed that it was essential that they should have a meeting about the matter as Soon as they could. It would be necessary for them to have the conference with the Harbour Board, and they would have to see whether they could not arrange that within the next few days. It was decided that the meeting be held at the easiest possible date.