The Railways of the Colony.

Star (Christchurch), Issue 4746, 17 July 1883, Page 4

The Railways of the Colony.

[By TniHaBAPH.] [JBO3I OITB SPECIAIi COBBBSPONDBNT.] WELLINGION, Jtjiy 16. The General Manager's annual report on the working railways for the year ended March 31, 1883, has boon presented. In his general remarks the Manager says : — " There are 1443 miles of railway worked by the Department, inclusive of 8-1 miles of private lines. The net earnings are £3 33 por cent on the gross outlay on opened and unopened railways, the highest rate of interest being £4 23 Bd, on th« Hurunui-Bluff section, and the next £3 4 a 6d, on the Napier. Tho ratio of expenses to revenue is 6218 per ceut, against 5864 last year. Four Beotionß— Napier, Wanganui, Pioton, and Hurunui-Sluff— show a decrease in net revenue, caused, in the three firat cases, by casualties. The remaining seven sections chow a remarkable increase." Mr Maxwell estimates that the difference in revenue, due to the difference in grain rates of tho Province of Canterbury and the current rates, is £90,000. The prinoipal traffio for tho year has been as follows :— Woo], 51,703 tons ; timber, 197,231 tons ; grain, 367,428 tons ; minerals, 510,088 tons ; horses and cattle, 37,455 ; sheep and pigs, 449,470; showing a considerable isorease over the returns for the preceding year, except in the case of grain, when some 4000 more tons were carried than in tho present instance. Ihe work is most cheaply performed on tho Auckland section. I'ha General Manager refuses to compare our railways, as ia often done to their disadvantage, with those of other countries. "We must not," he says, " anticipate that freight rates on our railways can approach tho figures on the great American railways, carrying a traffic ten-fold in quantity and distance, nor that facilities in a sparselypeopled country liko New Zsaland can assimilate to those of Engknd, with 18,000 lnilos o£ railway, a population of 35,000,000, and a capital cf £50,000,000. Many people are dissatisfied with what ia done in the Colony. Tho Bsilway Department ia keenly alive to the weak points ot the system among which is tho diaadvantago of many stations. We may well dwell on this point, for every year cur ttain eer?icea ore getting slower and leea satisfactory to Ihe public, -while the persons who complain of this are those who ara chiefly instrumental in creating the grievance. The evils of too many stations aro— (]) Tho exceeflive capital outlay in works and extra rolling stock needed for working. (2). Exceea of cost of maintenance of the main lino, of tho extra work?, and of the extra stock. (3). Exoesa of cost of locomotive power, traffio hands and control. (4). A wasteful system of working through running with light load', the dead wsigh!.

being unrrasonfibly in exoess of the paying load. (5). The excessive inconvenience to the great bulk of travellers through alow travelling, the Bpeed having to be reduoed as the country gets more populated aud each station is more usod. It will ba seen that while we may not procure moro trafflo we may bo increasing expenses, diminishing the safety and efficiency of a line, and dissatisfying the publio by having too many stations, and we are in Borne casss undoubtedly tending towards this unsatisfactory result. If we tako Auckland to Morcer we find stopping places at two mile intorvals. Southbridgo branch has stoppages at two mile intervals Hawera to New Plymouth baa stoppages at two mile intervals. Again, we have otations like Kingsland and Morniogside, 50 chains apart; Gore and East Gore, 60 chains apart ; Upper Hutt and Wallaceville, 60 ohains apart j Normanby and Normanby extension, 50 chairs apart ; Solwyn and Norwood, 65 chains apart. These features aro oonsiderod un improvement, and if the publio demands them it can't also have improved travelling. The tendency is to reduce our railways to a tramway sysiom, whioh, while it may in som« oases bo satisfactory to persons with property contiguous to tho line, will give dissatisfaction to the great bulk of tho users of tho railway and be costly to work. Private sidings out of stations ahould not be allowed, Bave under tho most exceptional conditions. In a general way the publio interest and convenience will ba sacrificed to the individual if they are adopted. The stoady growth of traffic is shown by the quantities of goods and stock and the number of passengers and paroels oarried. During four years the tonnage of goods carried has increased 41 per cent, the parcels 88 per cent, the live stock 70 per oent, and the passengers 10 per cent. The passenger traffio shows the least tendenoy to increase on the HurunuiBluff line. It has been almost stationary there since 1879.— 80, but on the smaller seotionß for the most part there has beon proportionately a large increase. During tho coming year the ratio of expanses to rovenuo must not be expected to be so low as during tho two previous years, because the expenses will be heavier from the increasing traffic, tho increase of renewals to the linos and stock, and the inofoaatd rates of w&goa due to tho scale of pay adopted in 1830, which has beon operating to gradually raise the pay of the employees ; while the revenue will not probably increase proportionately, owing to the reduotion in rates and fares, which aa yet do not fully show their effeots. While, in a general way, tho rate of wages is fully equal to the outside rates, in one class— that of the atationmastcrs — tho scale noadssome amendment to ineure the cervices of intelligent and effioient officers. The numerous resignations in this branch of the eervico show that the inducements offered by the Government are insufficient. A common error prevnila outside the service that any eort of person, who has failed in other pursuits, or whoso age or infirmities unfit him for aotivo li£i«, can be nude etationmastar. On the contrary, if the publio Bfirvices are to be satisfactorily performed, good training, integrity, ability, and aotivity are needed, 'x'o secure them sufficient inducements should be held out, so that the cadets and younger hands when trained and taught may find it worth while to remain in the sarvico, instead of as they now do, going off to other employments as coon as their service have become valuable, and their duties responsible."

With regard to the Hurunui-Bluffi section, where there are 850 miles of Government, and 74 of private lines in working order, tho ratio of expenses to revenue is 69 86 p*r cent, agbinet 5584 per cent list year. Increase of traffic, new mileage open, increased wag««, heavier renewals, and the Kensington, Wailati, Kaitigi, and Walton Park accidents are set down as tho cause of this difference. The district has had the disadvantage of the reductions of rates and increase of wogos. Tho tonnage of the obief traffic in local products is as f ollowfl :— Wool, 43,970 j timber, 111 444; grain, 343,398 ; minerals, 308,737. Horses and cattle, number, 21,420 ; sbeop and pigs, 280,524. By a comparison of these with the returns from the whole Colony, a very good idea may be gained of the proportionate amount of traffic done on the tfouth and North Island lines. The excursion fares for the Exhibition and holidays were a great success. The results of the grain traffic, which has been conduoted without any material difficulty by the Department, do not fully appear in this year'a Btatißtics. 'Jho net revenue on tho Chriatchuroh Bub- section has decreased £11,000. The private railway companies whose lines arc worked or partially worked by tho Government are the BakaiaForks, Duntroon-Hakateramea, Waimate, and Waimea Plains. These companies have found it necessary to raise their rates above the Government standard, as they wore not getting adequate remuneration for the services performed. Tho Working Hail waya Engineer reports that the lines have been well maintained. The 28lb rails on the Duntrooo, Ngapara and Makarowa branches have so far failed as to make it necessary to relay them. Some eight miles of the Duntroon branch were laid with heavy rails and fullsized sleepers during tho year. The rapid failure of 'those rails has been chiefly duo to insufficient connections and fastenings, and undersized sleepers. Had they been suffioiently furnished in these respects, they would have lasted longer. During the ensuing year, thirty miles of these light ruild will be re-laid, and on the main line about forty miles of 401 b rails, making in all about seventy miles. During 1881 82, fifteen and ahalf miles of rails wero re-laid, and during 1882-83, about thirty-six and a-half miles. The renewal of sleepers has coat a considerable sum, and further renewals, to the value of about £SCOO, will b j neceaeary. Hcnewals of fencing have cosb £11,C90. Preparations are in hand for planting fifty-four miles of hedge*, and eighteen miles of trees. Between 70,000 and 80,000 young troea are coming on in the nurseries. Improvements have been effeoted in various ways in the roads and struotureß, and twelve new private sidings have been granted. Tho denudation of the foreshore to the north of Tiir.aru cont tinuea. During the south- east gale of March 22, the sea broke over the shingle bank of tho Waimataitoi lßgoon, and washed up to the railway. We may, in future years, anticipate an item of expense in maintaining the foreahore ogainet tho inroads of the sea. The locomotives and stock have been efficiently maintained. Ihs engine mileage run was 10 per cent in exoeas of the preceding year's. The expenses of this service have increased in about the same proportion as the mileage. The prioa of fuel has been greater tban during the prf ciding year, and this has increased the cost of running. Covered trucks of special design have been built for tho carriage of frozen meat, and have proved satisfactory. The building of twenty ne<* chv rbgc-s at the railway workshops has been partially completed. The carriages are designed by the Locomotive Superintendent after the American pattern, and, with tho exception of the wheels, axles, springs, and small fittings, are made entirely in tho local shop*. The average cost is expected to be chosper than that of similar imported stock, The work of providing Bhop extension at Dunedin and Aldington is proceeding, and additional machinery is under order for bsth places. Ihe shop accommodation generally, has been much improved, but there aro many points in whioh the arrangements are still defective, and which require improving to give tho nebdful facilities for keeping the atcck efficient. Defective engine Bhede, and ooal and water accommodation, which wero a great disadvantage for some years, havo been much improved latterly. The lnvercargill sheds, which were very defective, have' been replaced. Now sheds are in hand at Timaru, where muoh improvement has been effected in station accommodation. Timaru station yard has been nearly re-construoted. The I a vei car gill and Bluff stations, which were productive of great dissatisfaction to the public, and of difficulties in working, are in process of rearrangement. Dunotiin station is being ra-conetructed by the Publio Works Department on a soale suitable for tho work of the district.

In addition to tbe General Manager's report there are also separate and detailod reports from the Engineerin-charge in each island. Perhaps the most interesting portions of either of those reports in tho eyes of Canterbury readers will bo that relating to surveys, which occurs in Mr Blair's report With regard to those for the Main Trunk line, he says : "Tho preliminary survey of the section of the coast line between the Waiau and Kauhatara, in progress at tho date of my last annual report, was completed early in tho year. It gives full information with reference to what may be coneidered the key to the whole of tho East Coast route, for this is much tho roughest piece of country anywhere betweea Christchurch ancl l J icton. Ihe length of the section is 27 miles, and of this distance 9 miles are easy, 11 moderately rough, and 7 exceedingly

rough, Tho latter bears a goneral comparison to the country between Dunedin and Blueskin, only it is somewhat rougher. 'I ho ruling gradient is 1 iv 50, and tho longest incline at this rate 4J miles, the greatest altitude attained being 495 feet. Tho fyelitninary survey has been made to curves of 10 chains radius, but it is questionable whether it would not be necessary to adopt a lower minimum in setting out the line permanently. The bcction crosses two main saddles, one at Hawkeiwood, the water shod between tho Waiau and the Conway ; and the other between Limestone stream, a tributary of the Oonway, and the Okario, a small stream that flowa into tho soa on tho scuthorn sida of Iho Amuri Bluff. The line attains a level of 890 feet at Hawkeawood, but the works are not exceptionally hoavy, there being only an open cutting at the summit. The heaviest works on the section occur at the Okurio saddlo, and on tho inclines leading to it from both sides. The summit tunnel is 66 chains long, and there is another of 61 chains through a low range on the southern incline, with several smaller ones through spurs. Heavy works occur, egnin along the beach from tho Owaru to the Kahautara, the most important boing a tunnel 20 chains long through a projecting blaff. It is probable, however, that this could bo reduced to 12 obains in setting out the line for contract. 3he preliminary survey shows altogether 20 tunnel;, of the aggregate longfeh of 295 chains, but this oould pOßtibly be reduced by about 25 chains. The tunnels aear the Okario Baddle are expected to be through limestone and other soft materials j but those along the beach will ba through hard sandstone. The earthwork rock oulting and bridging are also very heavy. There are altogether 124 ohains of bridging at various placoi>, but the great majority are small, and only 24 chains will require to be of special design. The twenty-seven miles from the Waiau to tho Kakautara are estimated to cost on the average about £16,800 per mile, exclusive of stations and rolling stock, that is, about £4000 a mile more than the first twenty milea of the main line north of Porb Chalmers. The survey of the East and Weßt Coast line is finisbed from the Amuri Plains, near the ' iied Post,' to the H&nmer Plains, a diatance of 21 miles, but none of the other work near Cannibal Gorge is sufficiently advanced to give definite results."

Mr Blair saye, in roferep.ee to the White-cliffs-Rakaia line:— "A survey is in progress of tbe line via the Wairiri valley, the main object being to accommodate the Brockley coal mine recently openod, and others likely to be openod up in the vicinity. The line is particularly easy to make, but it cannot be brought nearer than two miles to the mine without making it exclusively a mineral line. If tha Rakaia-Artbur's Pats route were adopted for the Woefc Coast railway, a saving of several miles on the distance to Christchuroh would be effected by following tho Wairiri valley, but bo far as accommodating the agricultural country is concerned, and as a link in the Canterbury interior main line, it is considerably inferior to the Hororata line previously adopted. The coal is, however, particularly good, and tho field is extenaive. A speoial report on the eubjpcb has been made by Dr Hector and Mr Cox."