LIGHT RAILWAYS.

Dominion, Volume 6, Issue 1817, 1 August 1913, Page 7

LIGHT RAILWAYS.

INSTRUCTIVE ADDRESS.

A PROBLEM OF SETTLEMENT.

THE BELGIAN SYSTEM.

A very live subject with peoplo interested in the opening up of the country districts is that of light railways. At yesterday's sitting of tlio conference of Agricultural Societies, Mr. J. G. Wilson delivered an address covering the topic. A Study of Our Roads. Mr. Wilson said that 110 discussion on tho question of light railways would bo complete without careful consideration being given to roads as a means of transit and to tho various modes of traction. This was especially necessary because of the immense strides mado in motor traction. "Roads in New Zealand," he continued, "are in. various stages of usefulness, in somo cases passable only for pack-horses to the road which carries motors satisfactorily. In many cases in the Dominion, metal is unobtainable, except at prohibitive prices, and settlers have to be content with formed roads only. These roads aro similar to the general system in America, but there tliey keep them in fair order by a machine which fills in tlio ruts, and in somo cases they are oiled to make them waterproof. The ideal road is one which, on a sound foundation, has a sufficiency of strong metal overlaid with finer metal and binding, made water-proof by tar or Nouchotel asphalt. This is only possible in cities and towns. ... I have mentioned this because the class of road governs the clas9 of traffio it will carry. Our roads are in general simply formed, up to form a water-table, and river or pit metal spread over them. Motor Transit. "Although it was likely, that great strides would be made with motor.* within tho next few years, it must not bo thought that this class of .traffic will solvo the difficulty wo bavo in New Zealand of providing a cheap and easy means of connecting tho main lines of railway with tho outside districts which carry close settlements. For passengers and parcels, motor traffic may servo the purpose of quick and easy transit, but it is expensive —the usual charge runs as high as Is. a mile—and' the upkeep of the roads is a very material expense, and a continuing one. Motor and steam wagons, with their heavier loads, cause considerable, wear and tear upon roads, and if trains of wagons were hauled along a road regularly, as tliey would require to bo in farming districts if this' mode of traction were adopted, it would mean a very heavy expenso on the ratepayer to keep the roads in repair. The rainfall, too, is an important factor in tho upkeep of roads. Traffic that can bo carried with ease in dry wcatJicr will ruin a road when wet. "Where the roads are good, metal close i at hand, -and a sufficiency of contractors, this .system of fraction may servo tho purpose for ordinary light traffic, but I should liositate to say, as some have done, that we should not iextend our railways of a light character because of tho advance made in internal combustion engines. I cannot help thinking that in New Zealand, witli the enormous waterpower available, electricity will be tho motive power of the future—say, in 25 years—and -that along the main roads there will bo recharging depots to supply tho travelling public. . . . ' . What We Want. "What we want is (1) a means of conveying heavy goods and passengers at a slow rate, into new districts where settlement is taking place, and where roads cannot well be made owing to tho want of metal;'(2) branch lines to connect settled districts with main lines wliero the traffic would warrant it." .• Mr. Wilson proceeded to wfor to \ the tlifiotls' modes of traction on roads and the styles of locomotives. "The point that 1 want to make clear in going on to discuss light railways is," he continued, "that read traffic lias to bo considered in judging, whether it is advisablo to uso them, or whether it will pay to put down rails. But it must bo noted that after tho initial expenses rf putting down tho rails, heavy traffic is thus much more cheaply carried than on roads." What Belgium Does. Leaving the question of the class of traffic to be decided by circumstances, Mr. Wilson went on to mention tho Belgian system. There, Acts bearing on tho problem were passed in 1884-5 and by 1908 nearly 2000 miles of light railways had been, constructed. Belgium was divided into provinces, a.nd.'thcn again into communes. Each of assumed somo responsibility in fiffding the capital to build the railways. There was what was called a National Society of Liglvt Railways under the Act. and it was their duty to carry, out tho necessary provisions, and if the capital was found, to build and woi-k the railways. v Jn tho event of any district desiring to initiate a branch lino the Communal Council pssed a resolution asking tho National Society to inquire into the project and undertook to refund any expenses incurred in bo doing. It prepared preliminary plans and forwarded them to the Government. These worn then laid bolero the Minister for War and tho Minister for Railway?, for tho railways are worked by the State. If approved, tho Government obtained detailed plans and estimates from fho society, and then stated whether it was prepared to subscribe towards the sliaro capital. Of this the Stale provided 50 per cent., the province became responsible for 25 .per cent, or 33 par cent., and the communes for the balance. A small proportion might be held by .individual investors, wlio were principally manufacturers and'others specially interested in the particular lino to be constructed. Tho provinces and the communes wore free to subscribe or not as they thought fit, and could agree as to the amount each provided; but it was optional on the part of any to disagree, and the project fell through unless they were unanimous. In the casf of individuals, tlio share capital had to be paid by them, but in tho case of the official bodies they could pay by means of annuities covering 31 per cent, for 90 was, they gave .security for the payment of interest and finking fund, each annuity covering the payment of one year's interest and sinking fund, extending over 90 years, whon tlio loan was thus repaid. When this was done the State handed over certificates for tlio amount necessary to build the line, and theso were sold to raise the canital, tlio State guaranteeing tlio third parties against loss.

Adopt the Belgian System. Mr. Wilson went on to say that New Zealand had »i District Railways Act and a Tramwa.vs. Act in force, but that tlio raising of the capital and the policy of tlio Government hitherto had made them almost dead letters. There were a few lipes of a privato nature. One of considerable length connected the Taupo Timber Company's mill with the main line at Putaruru, and another was the Sandon line. Tlid latter cost .£25,000 for 18 miles, over favourable country. There wero several districts in New Zealand where light lines could be constructed ■with great advantage to settlers and tlio

general railway system. The mono-rail system should bo experimented with in certain districts, where roads wore bad and metal poor or scarce. He suggested that tlio Belgian'system should be adopted, and that to establish a. line the ratepaver,= should take the initiative. Mr. Wilson then moved: "That this conference trusts that Parliament will adopt a policy of light railways- as feeders lo our main railway system, such as li<is been sueli o. success in lielgiiiiin. Where the Stale cannot undertake their construction, this conference considers that provision should be made by statute, so that such railways can be undei token by private enterprise (by loc:il bodies, companies, or-private and such statute should niovide that substantial assistance would be given by the Stale, audi a connection granted with tlio main system of the Slate railways, somewhat. on the lines of the Belgian system. Mr. Kdwin Hall, of Auckland, seconded the motion, which was carried.