RAILWAY CONSTRUCTION

Otago Witness, Issue 3542, 31 January 1922, Page 5

RAILWAY CONSTRUCTION

tt!e policy of concentration. The Public Works Statement, brought down by th-e Hon. J. G. Coates in the House of Representatives on the 27th, contained the following, among other, references to the programme of railway construction : Last year I announced that certain departmental reorganisation was considered advisable to decentralise the administration as much as possible and place more direct responsibility on the district engineers, with the object of expediting work. This policy ha 3 been put into operation, with marked improvement in administration. A large quantity of labour-aiding machinery has now been installed with very beneficial results. So far the staff and workmen have not reached the maximum results, but already a very large improvement in output is apparent, and, as those directly engaged with the plant become more accustomed to the altered conditions which it brings about, stilt better results may be confidently anticipated. Legislation has been framed with the object. of improving the construction and maintenance of the arterial roads of the dominion. This should occupy a prominent place in future legislation, as it is a subject that demands as urgent attention here as it is now receiving in practically all the most progressive countries in the world. I refer later on in this statement to a new system which is proposed in connection with appropriations for roads and bridges. Under this system the money available for road 3 and bridges will be spent to the very best advantage, and where it is most urgently needed in the development of the dominion. Much attention is being given in other countries to the subject of road improvements in relation to motor traffie. With the development cf this means of transport the value of good roads cannot be overestimated. and futiu-e railway construction must be considered in the light of possibilities in this respect:. The experience of some countries goes to show that satisfactory communication oan sometimes be provided by motors on good loads in less time and at considerably lower cost than by railways; and this new factor in the development of the country must be kept in view. During the war period the purchase of bridge material, rails, and sleepers was restricted as much as possible, and our stocks became depleted. Heavy expenditure lias therefore been necessary for large quantities of material during the year; in fact the total public works expenditure for tbe 12 months has been greater than at any period in the history of New Zealand. On railways it exceeded the record of the past 40 years, while on hydro-electric development it was two-and-a-half times greater than in any previous year. The present financial circumstances demand that expenditure must be reduced; work can be undertaken only according to the moneyavailable.

Last year I announced a policy of concentration in regard to railway works. A perusal of this statement will reveal that this principle lias been followed, though not as far as I had hoped. It will be adhered to in future; and I again emphasise the necessity and wisdom of such a course. It was net possible or reasonable during the war to discontinue work on many lines; the Kaihu Valiev line, the Waiuku Branch line, the Tahora Section of the Stratford-Main Trunk line, and the Otago Central line, for instance, were so nearly finished that common sense demanded their completion. The Waipu Branch was discontinued for a time, though certain work was afterwards done there. No work has been or will be commenced on the Waikokowai or Waipu gravel pit access lines. The Waihi Eastwards will be suspended when Athenree is reached, but possibly financial considerations will necessitate an earlier cessation. Work from Tauranga westwards had been suspended, except in the vicinity of the wharves and station. Work on the Wairoa-Gisborne Section has been stopped, and a halt will be called at an early date on the Ngatapa Section of the Gisborne-Wairoa lino, except in regard to maintenance and preliminarywork on the tunnels. No further work has been opened up on the Napier end of the East Coast Railway, but efforts have been directed to finishing the first, length so that work on this line also can be stopped. Work on the Waimate Branch Railway was discontinued. Otago Central railway v.-as completed lo Cromwell and discontinued. Thus, in accordance with the policy- of concentration, work on live lines has been suspended, while on four construction was so far advanced as to enable them to be completed this vear. With due regard to the money likely to be available for 1921-22, it was necessary to suspend operations on eight, additional lines, though in order to make provision for possible unemployment sums will be allocated for certain works distributed over the dominion. The works upon which effort will be concentrated will be the Midland line, North Auckland connection, and the East CoastMain Trunk; but financial provision will also be necessary for the completion of the Waikokopu Branch (the excavation work being now nearly finished) and for the Stratford-Main Trunk as far as Matiere. EXPENDITURE. The expenditure for the financial year ended 31st March, 1921, under all votes and accounts appearing on the public works appropriations was £3,866,027. If, however, the expenditure under the special accounts (which have t.heir own ways and means) is deducted, the net charge against (he Public Works Fund is £3.140,758. The estimated expenditure on public works lor the current year (exclusive ol accounts which have their own ways and means) is £5,4(10,080, which will leave a credit balance of £8,059,400 to be carried forward to next year (1922-23). Exclusive of the before-mentioned funds, statutory authority at present exists for raising the following moneys for public undertakings which are not chargeable against the Public Works Fund, but which have their own statutory ways and means —viz.: (a) Aid to Water-power Works Act, 1910 £31,000 (b) Finance Act, 1919 (addition for Waihou and Ohinemuri Rivers Improvement Account) 82,000 (c) Eleotrio - power Works loan, 1919 £5,442.490 (d) Finance Aot-, 1920, section 15 (electric-power works) .1.5011,000 £9,055,430

RAILWAY CONSTRUCTION. ' Th ree sections of completely constructed lines were handed over to the New Zealand Railways Department for ordinary traffio during the year, viz. : Huarau to Maungaturoto 2 miles 5 chains Maungaturoto toßanganui 4 .miles 25 chains ICioreroa to Portland ... 5 miles 23 chains Total H miles 53 chains Several otiibr sections were sufficiently advanced to admit of goods and passengers being carried, a convenience that has been greatly appreciated not only by settlers but by the travelling public. This is particularly the case at Tauranga, where both passenger and goods traffic are carried to a regular time-table on a length of over 40 miles. The total net expenditure on construction, improvement, and maintenance for the year amounted to £1,428,544, as follows: Construction of new lines £ 944,150 Additions to open lines 421,316 Railways Improvement, Authorisation Act, 1914 Account 63,073 Total £1.428.544 ADDITIONS TO OPEN LINES. The expenditure by the New Zealand Railways Department, out of the Public Works Fund under this heading amounted to £421,315. Of this sum £112,248 was expended on providing workshop machinery, additional rolling stock, and the usual fittings therefor. The balance covered expenditure upon improvements to workshops, engine depots, station facilities, water services, additional dwellings, signal, tablet, and telephone installations, interlocking, gasworks extension, and purchase cf land. RAILWAYS IMPROVEMENT AUTHORISATION ACT. 1914. The expenditure under the Railways Improvement, Authorisation Act. 1914, amounted to £63,978, for grade easements, additions to workshops, formation of new lines, signalling, interlocking, and safety appliances, and extension of terminal facilities at Auckland, Wellington, and Christchurch.