PAEROA-POKENO LINE.

Hauraki Plains Gazette, Volume XXXX, Issue 5444, 5 July 1929, Page 3

PAEROA-POKENO LINE.

SUPPORT FROM AUCKLAND. CHAMBER OF COMMERCE VIEW. The Auckland Chamber; of Commerce are strong advocates for the construction of the Paeroa-Pokeno ling in the East Coast trunk railway. The following are facts about the line as presented by the chamber to the Minister of Railways :— Referring to the growing congestion of rail traffic on the southern line, it was urged that eventually the question of the duplication of the line further south than Papakura must be faced, it being stressed that growth of traffic on this section |iad already led to duplication this year of the 7-mile stretch between Frankton and Horotiu. Duplication of the 37i-mile stretch between Pokeno (40 miles from Auckland) and Horotiu —entailing as it does, at least between Taupiri and Huntly, serious engineering difficulties—might however be postponed for a long time if the PaeroaPokeno 42-mile cut-off was constructed.

Other arguments in favour of this line (which is already on paper rather incongruously listed in the Public Works Statement as “a line under construction”)‘are : — 1. It will relieve growing congestion at Frankton and Morrisnville stations. 2. This is a day of high interest rates and high capital costs of railway construction. Consequently, generally speaking, those lines which carry the largest volume of' traffic. The* Paeroa-Pokeno line cannot be called a branch line, because it will become a vital link in the East Coast trunk line. It is indeed the next logical step in view of,the addition last year of the Bay of Plenty line of 98 miles (from Waihi to Taneatua) to the main railway system. No other line under construction or under consideration to-day in New Zealand will directly serve so large a population (approximately 60,000 —with an addition: of a further 35,000-odd on completion of the Bay of Plenty-Gisborne link). 3. It will save 47 miles in distance (and up to two hours in time) from Auckland to Paerda and all places between Thames and Taneatua, and also 19 miles to Te Aroha. (Auckland to Morrinsville ’ will, however, be 103 miles via Frankton and 108 miles via Paeroa. Hence the Paeroa-Pokeno route will not reduce the mileage. from Auckland to stations on the Rotorua line.) It. is not unusual to read in the Press of a long-standing controversy between shipping companies and the Railway Department. The steamship companies complain of a strangling of private enterprise with State money. Reasons given are local rating in competitive areas by the railway undertaking long hauls at special low rates, instances amongst these being the Thames Valley rates and East Coast rates. The construction of the Paeroa-Pokeno railway would eliminate much of this criticism of the Railway Department and would enable it to give urgeni deliveries and secure a very much increased tonnage into some of the Waikato areas, particularly in the Thames Valley and also the East Coast. The provision of fast services, would cause the East Coast and Plains service cars largely to disappear, and the revenue from extra traffic so attracted would probably roughly offset the losses through reduced traffic op the 26-mile section between Morrinsville and Paeroa. It would enable the Railway Department to compete better in providing a quicker and more direct service for both passengers and freight to and from the Hauraki Plains, Ohinemuri, and the Bay of Plenty. Another feature of the PaeroaPokeno railway is that it would make it possible for the Waihi and Mount beaches to become the playground of Auckland’s thousands ,by providing fast rail services. The Auckland railways, unlike those of Wellington and Otago, at present serve no beaches to Drovide a very essential source of health and enjoyment for holidaymakers during the summer holidays. 4. It will open up to further profitable settlement the futile Hauraki Plains as as assist the agricultural and pastoral development of the Ohinemuri and Bay of Plenty districts by giving, a short haul for the delivery of manures, supplies, etc., and the opportunity to rail quickly cattle, sheep, and other farm products to the chief port of the province. 5. It will be an easy line to put through, as for the most part it is across level country and is actually, with the possible exception of Kiri-kopuni-Dargaville, the- least difficult of any authorised railway awaiting construction in the Dominion to-day. Moreover, construction could be carried out at both ends simultaneously near settled districts. The official estimated cost of completion is £l,018,000—or less than £24,000 per mile. Not only would this be an easy line to construct, but an easy one to operate. We understand the proposed line has the following notable feature: Maximum gradient, 1 in 100 (height of saddle 268 ft) ; sharpest curve, 20 chains radius ; 31 miles in level country ; Hi miles in undulating country ; only two bridges of any size (Piako and Waihou Rivers) ; no tunnels or heavy earthworks. The cut-off should pay its way from the outset because of heavy through traffic and of heavy local traffic, resulting from the' fact of its serving districts already settled and because of low building and operating costs. 6. It will provide an alternative route for the diversion of traffic for Rotorua and even for main trunk in the event of any interruption of main line between Pokeno and Frankton. Holding up of rail traffic through Roods is not unheard of in this lowJying section.