RAILWAY CONNECTION WITH ROXBURGH.

Otago Witness, Issue 2671, 24 May 1905, Page 14

RAILWAY CONNECTION WITH ROXBURGH.

Our contemporary, the Clutha Leader, adroeating that the proper route by which to connect Roxburgh with Dunedin by rail is that via the course of the Molyneux Kiver from Balclutha or Stirling, has devoted a long article to the subject, from which we make the following extracts: — " Last month when the Dunedin delegates visited Roxburgh with a view of having communication opened up between that centre end the seaboard, Mr Thos. Mackenzie, M.H.R., is reported to have said: 'Were he called upon to express an opinion regarding the natural connection with the interior of Ofcago, he would say that the great natural forces which in a solid form crushed fr-om the mountains the gold that enriched those regions, and which in a liquid form ground the schist rocks into*, fertile Boil, provided also an easy and direct highway to tbp ocean down which the products of jfche interior might almost have been conveyed by gravitation, as a railway could easily have been formed down the banks of the CLutha River, junotioning with the main trunk line at Balclutha or Stirling. Such an outlet woukl not only have provided for all the requirements of the interior of Otago, but would have sent out laterals to tap Moa Flat, Ormaglade. Teviot. and Tuapeka and would have also provided railway communication with those large estates which were being acquired by the Govcrn-

irent — namely, Greenfield and Clydevale.' In the foregoing, with all it entails and im-

plies, Mi- Mackenzie has undoubtedly stated a, case that will be hard to answer. The history of railway construction in New Zealand and the location of the routes — with which the present Government has had little to do — is one almost too painful to recall. Out only object in doing so now is because we desire to avoid a repetition of such mistakes, or blunders, or worse. On, the Govermheut of this colony rests a serious responsibility, and in no case is that responsibility greater than in the construction of the Roxburgh railway required to tap the Ciutha Valley. All thoughtful people and progressive governments realise that main arterial liaee must be fed, and to effect that end the> adoption of the light narrow-gauge railway system is worthy of most most careful thought. Last week, in the north, Mr Seddon is reported as recognising the potentialities of such a system,^ and he is to be congratulated on hits up-to-date-ness in this respect. At Roxburgh Mr T. Mackenzie said: "The people must unhesitatingly declare for the light railway system.' These opinions are worthy of careful thought. Two very important considerations are involved. The first is the route the railway should be taken to reach Roxburgh, and second, the class of railway to bo forni-ed- At the moment, the route to the interior ia practically unsettled, and ere it bo too late we would

appeal to the Government to obtain a report and fix the location in such a way that the best interests of the district of Otago, and of New Zealand, will be conserved. To any thinking person familiar with the topography of the country, the only wise route is up the Clutha Valley itself. The distance from Dunediii to Roxburgh, via the valley, is 110 miles, as against 100 miles, via Lawrence. To begin with, the Lawrence route requires a long, heavy tunnel, whilst the grades and curves between Lawrence and the main south line are something too awful. The Clutha Valley route has the advantages of being easy to make, opens up fresh country, and if the light railway system were adopted the total cost would be less than half of either of the others. The departmental estimate — Lawrence to Roxburgh — is £200,000. The line now " suggested from Balclutha or Stirling to Roxburgh, along the eastern bank of the Molyneux River, a distance of 60 miles, practically level, with no serious obstacles of any description in the way — no tunnels or costly bridges, only some four or five short rock cuttings, — that altogether would not cost over £1000 or £1250 per mile.- Roxburgh is only about 300 ft above sea level, and there are practically no hills to encounter. There is a splendid block of agricultural country situated on the east and west banks of the river midway between. Lawrence and Clinton, comprising the estates of Greenfield (just settled), CUydevolo (which w© hope may

soon be bought), Hillend, etc., which at present is only carrying sheep, but is dairying and wheat-growing land, and, if occupied in close settlement, the 88,000 acres would carry hundreds of farmers, or a population of about 2000 or 3000 persons. This block is all in English grass, fenced, roaded, and ready for immediate settlement, but cannot be taken advantage of for the want of railway communication." After devoting some space to a considera- : tion of the merits and advantages of a light line of railway for the proposed connection, the article goes on to say: — " The principal underlying the whole question is — (1) That the branch lines shall bt taken by the best route irrespective of local or political influences ; and (2) that the very greatest area of country shall be reached with the money at the colony's disposal. We might ask here, parenthetically, whether the trade done in the interior would justify the expenditure of £200.000 to £250,000 to connect with Roxburgh, via Lawrence ; and also if that line would be finished in time to be of any service to this '. or the iiext generation? The narrow gauge light railway 13 especially suitable for two cardinal purposes: (a) to quickly reach a given place, and (b) to be profitable after it is constructed ; or, in other words, the longer the length of line you get for your money the poorer the character of the j country you can enter upon and still obtain • profitable results. ... It will be noticed that the distance is about 10 miles more by , the Clutha Valley to Roxburgh than by ' Lawrence ; but that 10 miles will provide ■ 30 miles of communication that sooner or , later must be provided to reach the rich agricultural and Crown lands above Balclutha, and will save railage on timber to , tha interior. Briefly summarising the position, it must be obvious that the best way \ tn Roxburgh is via the Clutha's own valley; , that that way will provide an outlet for , thousands of people, some of whom are '. now going on to our fertile lands. Others ; will scon follow. More land will be opened • up. The great fruit crops of Teviot will be brought to a speedy market, and a , narrow gauge railway should be the class : adopted. If this .is carried out, and the • sooner it is put in hand th-e better, a large , trade will be the result, and the upper valley of the Clutha, as well as the lower, will be brought in contact with the best market in New Zealand for its vast supplies or a , port for their shipment. The railway could ' be made within a reasonable time and at half the cost of any other route, and consequently for all time have cheaper transit , rates. Notwithstanding all these potent advantages to the people immediately concerned, the line will be an unqualified financial success to the colony."