The Herald. Alexandra, Thursday, July 9, 1903 THE OTAGO CENTRAL RAILWAY.

Alexandra Herald and Central Otago Gazette, Issue 374, 9 July 1903, Page 4

The Herald. Alexandra, Thursday, July 9, 1903 THE OTAGO CENTRAL RAILWAY.

Thh people of this district have had ample opportunities for noting the fact that, in the present Parliament, the Otago Central Railway has numerous enemies who will stick at nothing in their efforts to damage the prospects of the line, and retard (or stop altogether, if they can) the progress of the constructive works. When opportunity offers, we expect to hear of quite a ' number of M.H.R.'s (each with his own little axe to grind) filling page lipon page of " Hansard " with flatu- * lent and inflammatory speeches—con- ' demnrag the Otago Central Railway, belittling the resources of the interior, and libelling Central Otago generally. It will, therefore, be well for the people of this district, who desire to see the completion of this long-pro-mised railway taken over 24 years to cr&wlsMpng the landscape from Wingatuijpfef Ida Valley), to assist their" representatives in Parliament by vigorously asserting their just cloths for Railway communication, and combining their forces in a demand far fair treatment for the Otago Central Railway. Coming events are already casting their shadows before ; and we notice from a copy of the Order-Paper of the House of Representatives that Mr R. M'Kenzie, the member for Motueka, is to fire the first shot from the enemy's camp. Mr M'Kenzie has given notice that, on July 14th, he will move : " That there be laid before this House a Return showing annually,—(l) The total traffic on the Otago Central Railway between Wingatui Junction and Wedderburn (or other terminu* open for traffic) during the five years prior io 31st March, 1903; such traffic to be classified under headings similar to those in the usual railway traffic returns (2) The amount of mich traffic due to (a) carriage of material used in railway construction; (b) fares paid by, . and freight on goods and stores used by men employed on railway-constructio» works; (c) services charged to other departments. (3) The quantity of and freight on grain and potatoes carried down the line from all stations above Rock and Pillar, and the quantity of and freight on grain and potatoes carried up. the line to stations above Rock and Pillar. (4) (a) The total cost of construction and equipment, including amounts from votes for, additions to open lines; (J) the gross earnings; (c) the cost of maintenance j and working expenses. (C) The annual net profit or loss per cent, on cost of construction." Regaiding the traffic on the line, it is highly probable that Mr M'Kenzie's nervous system will receive a rude shock when the figures are produced ; but, in any case, we should like to ask Mr M'Kenzie what does he expect from a half-finished line of railway, anyhow? A bridge built only half way across a river would be considered by most people to be a rather useless kind, of institution—something not calculated to adequately compensate for the money expended on it—and ordinarily wise people would lose as little time as possible in seeking ways and means to complete the structure to th« «f>£rttsitt «koit», And thi st*s®

iVhtral Railway is much in the same position as the half-finished bridge. It would be at out as sensible a proceeding to stop the railway where it is now, as to stop building a bridge in midstream. Notwithstanding all the drawbacks under which the line is , labouring, however, we believe thaW ! the returns will show that even in its half-completed state the line is paying as well as the average of the lines in the Colony; anl, more than that, it is assisting materially to develop the resources of the country through which it passes, to the benefit of the people immediately concerned and the colony generally. We also contend that the further the line is advanced the greater is the volume of traffic diverted to it, and for the purpose of showing this we should like to see a return prepared showing: (1) The amount of goods and passenger traffic taken over the line since it was opened to Ida Valley; and (2) the amount of goods and passenger traffic taken over the line, for a similar period, while the terminus was at Ranfurly. We feel sure that the figures would show a large increase in favour of Ida "Valley, and it is unquestionable that the traffic will in crease with the advancement of the line. We have no doubt, however, but that the Parliamentary advocates of the railway will be able to meet the charges of the Otago Central's opponents with an array of facts that will convince members—at any rate, those who approach the subject with , unbiassed anjl unprejudiced minds—of the extreme desirability of pushing the line on with all possible despatch to the Molyneux Valley.