RAILWAY DEVIATION COMMISSION.

Rangitikei Advocate and Manawatu Argus, Volume XLI, Issue 11583, 25 May 1916, Page 4

RAILWAY DEVIATION COMMISSION.

MARION TO LEVIN YESTERDAY’S SITTING. The Railway Deviation CoinMission resumed at 10 o’clock yesterday morning. Sir James Wilson continued his evidence, and said dairying was largely conducted in the Manawatu and Rangitikei, and butter making was an important industry, It a very arduous life, however, and a farmer did not sta3' in it longer than possibble. The likely trend of the farming in New Zealand as regarded cattle and sheep breeding was that cattle always gave way to cheep, which entailed less labour and was easily as profitable. The Groua flats were noted for their fattening qualities, and in this district the fattening of lambs was being largely followed. Ho successful had the fat lamb industry been fostered that this district was now quite equal to producing lambs of the best quality of Oanterbbury. The higher country in the White Cliffs district was one of the best in the Dominion, and capable of carrying three sheep to the acre. He was of opinion that a new class of farming was about to be introduced in the mid-North Island dis tricts, and this was that the poorer classes of cropping lands would be devoted to sheep fattening, These lands were quite capable of growing rape, which was iuvaluale for sheep fattening. To Mr Skerrett:lf the tramline were extended it would tap valuable deposits of good gravel. The Mauawatu County was not anxious to sell its tramway. The tram cost £25,000. The first loan of £2229 was paid off. The present condition of the tramway was not suitable for a main trunk line, because the rails would have to be relaid, and there would be bridgework. The County would be willing to band over the line at the minimum cost price. No goodwill would be.asked. The Palmerston and Feilding local bodies had never expressed an adverse opinion tu the extension of the tramline to Greatford. The only objection was from the Railway Department. He was of the opinion that Foxton would continue to handle the heavy imports, such as wire, agricultural implements, manures, sugars, etc., but as a port he did not think it wold ever reach the same condition as 'Wanagnui. The extension of the tramline to Greatford would not seriously affect the Palmerston trade. He did not think that the linking up of the Sandon tram with the Main Trunk Jine would interfere with the prosperity of either Palmerston or Feilding, in fact the further opening of the country districts which would result from this linking up would add to the trade and prosperity of these two towns, • The principle increase of population in the Manawatu County was in the southern portion of the County, in Rangiotu and adjacent districts. To Mr Inues: He did not think the present Foxton raiiway served the whole of the requirements of the Rangiotu and Himitangi district, where the increases in population he had mentioned had taken place. Carnarvon was a “paper” township, and hs hoped the Government would take it over. The Rongotea township had not perceptibly increased. The trada of tins district went to Feilding and Palmerston, and he did not think the deviation of the main line would affect this trade. Butter was a large pr duct of the Rongotea district. This was sent by rail to Wellington. The deviation would not assist Rongotea in the export of its butter. He was of opinien that the necessities of the district would, when normal conditions again resumed, demand the deviation. The moving spirit in the deviation was Foxton, which was anxious to develop its harbor. The deviation was strongly si

ported by Levin and the farmers __ in tiie Manawatu and Rangitikei Counties. The Manawatu _ County was anxious for the extension of its tramway, but the extension would be useless if connection with tbe main line at Greatford were denied because it would been expensive operation if goods had to be carted from the tram to the railway instead of running the trucks on to the main Jine. Grass seed growing bad displaced to some extent thegrowing of grain. The grass seed was largely cleared in Palmerston and railed away from this centre. Sandon was a settled district, and there was not much new settlement going on. He was not aware that there was any of tbe districts between Foxton and Levin subject to flood. The Mauawa tu County was more concerned about the extension of the tramline than the construction of the line from Foxton to Levin.

j To Mr Myers; The waggons re- ! qnired for the carriage of gocds on • the tram were Government, and ! they had practically a railway ser- : vice between Sanson and Himitangi. If the tram were connected with i the main line, it would be naturally | expected that the rolling stock of j both would use both lines in a rej ciprocal wrv. The tramtrucks i were used ouly for gravel at present, 1 as they were not permitted on the j main line as they were not fitted I with Westinghonse brakes. The i connection with the mam line ; would permit ot coal being de- ! livereil in the districts served by the tram at a much cheaper rate than at i present. The cropping area in the ! Manawatu County had not peroep- • tibly increased during, the the last ; ten or fifteen years. There was a j tendency to go from dairying to sheep farming. If desired, iuform- ‘ ation could be procured from the rate books, showing the number of people who would benefit by the extension of the tram line. The extension of the tram would have been justified oven before the construction of the Main Trunk line. The trade on the tram had increased since the opening of the Main Trunk.lt would have been quite reasonable to have advocated thede- : viatica as early as T.HH. .As far as he knew, there was no competition between too tramway and private carriers. This occurred, however, between Palmerston ami Foxton. where a lorry carried goods in competition with the Government railways. and the Manawatu County ! objected to the lorry rumiin;;, because it damaged the roads to a great j extent. Possibbly four miles would ibe the maximum distance to be • covered to reach the tramline by j the farmers along the line.

RAILWAY DEPARTMENT’S OBJECTIONS. Mr Myers at this stage outlined th» Railway Department’s objections to the deviation. These stated that suen a line was unnecessary having regard to the volume of business, and it was not likely to be required, if at all, for a very considerable time to come. It would involve a very considerable capital expenditure 'which the Railway Department considers unnecessary and unjustifiable. It would dislocate and disorganise the existing services in regard to both passengers and freight. It would not be a payable proposition and would involve the Dominion in serious loss, and the bulk of the receipts from the line would only be earned 'at the expense of the existing line, and the receipts could not possibly recoup the working expenses and the probable loss of earnings on the present line, let alone interest and capital expenditure on the new line. The duplication of the line between Palmerston and Martou was not at all likely to ho necessary. Even if any alteration should be required in order to increase the capacity ot the section, such requirements can be satisfied by an occasional siding, if it should be necessary, a length of even two or three miles. This was in accordance with recognised railway practice in other parts of the world. The Horowhenua, Mana- . watu and Rangitikei Counties ' N and the Boroughs which are asking to have the line constructed are already well served by the railway, whilst excellent roads give access to the, railway. It was not in the interests of the Dominion as a whole that such a line should he constructed while there are, especially in the North Island, many districts with every prospect of obtaining a new and payable railway traffic with no railway connection at all and with poor roads, Even if a line were to be constructed between Levin and Foxton ana Himatangi and Morton, the present tramway would not be used. The tramway runs on a portion of the public road and it would not be satisfactory to run express trains on a public road. Further, new sleepers and 70ib rails would be required, so that a oractical rebuilding of the line would be necessary. This would require laud to be taken on one side of the railway and in some cases on both sides. The taking of this land would require the Government making of a new road to replace the present one, and compensation would have to be paid the owners of the land taken. Buildings along the route might also have to be moved and further compensation paid, and telegraph lines taken down and re-erected. The Government would not permit crossings at present on this line. Th® only alternative would be to construct the railway line with proviison for occasional crossings by sub ways and overhead bridges. This would involve further cost. As to the extension of the Sandon tram, it was contrary to the public interest in the Dominion where the railways are State-owned that any railway should be permitted to be constructed by any person or corporation other than the State itself. The tramway could never have been operated but for the assistance given by tho Department by permitting the use of certain of its rolling stock. The connection desired was not necessary, having regard to the means existing in the district of good road access to the State railway, and to improved methods of road traction, and the expense of the extension and cost of the new bridge over the Rangitikei would not be justified. If the tramway were extended and made payable it could only be made so to the detriment and expense of the State railway. If the extension were carried out traffic which now passes over the State lines would be delivered and traffic between Palmerston and Wellington, as well as other stations, would be affected. The diversion of traffic would result in an appreciable loss of revenue, which would have to be recouped by increasing freights and fares on other sections of the main or other iines, or by special rates of freight to completewith the Sandon tramway and the sea freights to and from Foxton. While, if the tramway had to be extended to junction with the main line, the acquisition of the tramway and : extension of the line by the Department would be preferable to allowing it to be undertaken by the County Council. It was unreasonable tu ask the Government to acquire the tramway: firstly, the tram was not in a condition that would justify its use by the Department without reconstruction; secondly, because tbe traffic of the tramway, if extended, would be earned mainly at tbe expense of the ; existing State line; and thirdly, be cause the Department does not con s'der that the tramway, if extended, would be payable. ■William John Pniliips, farmer. Sanson, gave evidence showing that tbe -Manawatu County contained 170, SSO acres. Larg’e holdings suitable for subdivision contained 41,705 acres, while those unsuitable for subdivision consisted of UCSS3 acres. The acreage suitable for subdivision and nuserved by the tram was 50 OS acres, the holdings of almost SCO acres served by tram totalled 21.059 acres, and the total area in 500-acre holdings and un • served by tram was 9155 acres. The whole of the 41,705 acres was ad mirably suited for closer settlement and could be subdivided to great advantage. Eight thousand acres of it is such rich land, and could be subdivided into farms of from ItXi to 200 acres, an S7GO acres into farms of from 50 acres to 1000 acres. Twenty-live thousand acies, could be ' subdivided into farms of from 100 to 200 acres, and ST CO acres into farms of from 200 to 400 acres. On an average basis tbe total 19 holdings could be out up into 301 farms sup, . porting a like number of families. ; The greater portion of the farms could be used in dairy and agricultural farming, and tbe produce would all be" hauled over the rail- ■ way. Toe extension of the tram t way would have a tendency to in ‘ dace settleis to subdivide their ; properties,