EAST COAST MAIN TRUNK

Hokitika Guardian, 29 June 1931, Page 5

EAST COAST MAIN TRUNK

REPORT TO BOARD.

CLIFFORD BAY AS TERMINAL.

LINE SHOULD SHOW PROFIT.

WELLINGTON, June 25. A Departmental report about which strict secrecy is being observed is believed to estimate an annual operating profit of £50,000 from the South Island 1 .\lain Trunk if completed through the new Clifford Bay terminus. The report, which was very recently completed by Public Works officers, is one of the most thorough drafted by Departmental experts, and the conclusions reached place a different complexion on the arguments affecting the project. The report hinges on making Clifford Bay the northern terminal, not Picton as originally intended. The latest proposal is that a branch line should he constructed from Hauwai to Clifford ,Bav, about four miles, and that portfacilities should be provided there to accommodate ferry steamers. The ‘opinion of the officials is that instead of an annual loss of £IOO,OOO on the operation of the line as estimated when Picton was proposed as the terminal, it is now possible to snow an annual profit of £50,000 if the route is changed to eliminate the use of the greater part of the line between Wharanui and Picton. It is also argued that the estimated capital- cost of completion originally estimated at £2,581,000, could be reduced by. £70,000, or £90,000 by establishing the northern terminal at Clifford Bay. The Railways Board is now inspecting the country, and it is understood that should the Board decide to complete the work it will be influenced by the report, and Clifford Bay almost certainly will be made the terminus.

REDUCED TRAVELLING TIME. Recognising that operation of the iine as first proposed would prove unsatisfactory financially, experts have drafted a plan the aim of which has been to demonstrate that travelling time can b'e reduced materially and profits can be shown 'against prospective losses. In addition it is argued that Marlborough province will benefit considerably, and it is believed a'development value of . about £200,000 could be brought about. A return presented to Parliament last year showed that the line would return a net annual revenue of 35,160, on the .assumption that 60,000, passengers per year would travel from Wellington to' Christchurch by the new route in preference to the WellingtonLyttelton route. By establishing th" tevmiuus at Clifford ‘Bay the- • number of travellers, it is believed, would b'' greatly increased, in view of the quick passage that can be made across tlw ■Strait, and the fact that Auckland would* be' bought' within 20~ J hoW 1 V- x A •Christchurch. Admiralty charts show an ample depth of water at Clifford Buy to take ocean liners, and that then” will .be no trouble in regard to ferry traffic, A fast ferry service between Wellington and Clifford Bay, 40 miles. a|s against- over 50 miles from Wellington to Picton, is aimed at. The formeroute could be covered in about 90 minutes, but a much longer time is occr pied on the devious Wellington-Pictor journey. The report points out that Clifford Bay is almost directly opposite .Wellington, and the ferry steamer usin rthe route would reduce the crossing I ’the notoriously uncertain waters o' Cook Strait to below the time occupied on the Picton trip. Port facilities a Clifford Bay will be necessary. It is believed the report estimates that ? breakwater similar to Tiniaru will to ’be built at a cost- of about £200,000. DEVELQ)PM,ENTAL POSSIBILITIESImportance is attached to the developmental possibilities of this and other lines, some of which are maintained even at a heavy loss of this and other lines, some of which are maintained even at a heavy loss for this reason. The Tauranga line is cited as an example, as the annual loss of £IOO,OOO is more than offset b\ district benefits.

Should the South Trunk be completed with the changes proposed, it is estimated that Wellington will be brought within eight hours of Christchurch, compared with 12 hours by the present ferry service. The point is also made that two daily inter-Is-land services could be run, one to leave Christchurch in the morning, and reach Wellington early in the evening, ‘and the other to leave late‘at night, and reach Wellington at breakfast time Another argument used is that the cost of branching the line to “Clifford Bay would be far less than would bo re quired to make the line to Picton fully -operative. Were the railway servie continued to Picton the permanent way would have to be strengthened t stand the extra loading. Sever'' grades would be avoided bv running U> Clifford Bay. There is stated to be no real engineering difficulties in constructing the line from Hau-wai t 1 Clifford Bay. and trains would be abl to maintain a high average speed tv the terminus.