FRIDAY, NOVEMBER 19, 1880. THE SOUTH ISLAND BRANCH LINES.

Manawatu Herald, Volume III, Issue 23, 19 November 1880, Page 2

Manamatu Herald. FRIDAY, NOVEMBER 19, 1880. THE SOUTH ISLAND BRANCH LINES.

* When the great Public Works scheme was first adopted by the country, the intention was to construct simply the main lines of railway, and it is a significant fact, as showing that this was true policy, that the main lines pay the best of the constructed railways. The Christchurch, Oamaiu, Dunedin, and Invercargill sections of the main south line all pay comparatively well, and the North Island lines, which are all portions of main lines — though unfortunately disconnected — return sufficient revenue to leave an average balance of 20 per cent of gross receipts to go to the payment of interest on construction. But dealing with the South Island more particu-

larly, it is most unsatisfactory to notice* that directly we get away from the main lines, and look at the branches, we find in many cases that they are being worked at a heavy loss to the country. The InvercargillHluff, Duuedin-Port Chalmers, and Christchurch-Lyttelton branches are of course not included in our remarks. Each of those lines conuects a large and flourishing town with its seaport, and it is hardly necessary to say that all three being short lengths of railway — seventeen, eight, and seven miles respectively — they are amongst the best paving sections in the colony. Besides those mentioned there are in the South Island fourteen other branch lines, and of these eight are worked at an actual loss, one just pays working expenses, while the remaining five consume from 48*66 to 82.87 per cent of revenue in working expenses. In order to show more fully the unremunerative character of these non-paying branch lines, we have drawn up the subjoined table. This refers simply to the period from March 81 to September 18, or barely one-half of the financial year. The table shows the name of the line, its length, the excess of expenditure over receipts for the ha'f-year referred to, and the per centage of the expenditure to receipts during the same period.

From the above rather disheartening table, it will be seen that without considering either interest on cost of construction or dtpreciation of rolling stock and permanent way, the colony is losing in hard cash the sum of about £4,500 upon those branch lines of railway. If we add interest and a fair margin for depreciation and renewal of permanent way and rolling stock, the total dead loss to the country per annum upon the 101 miles of line will probably be little below £40,000 ! The moral is obvious. The Colony never should have undertaken the construction of these branch lines, and in dealing with future loans, Parliament should profit by the past and present experience, and stedfastly set its face against voting money for any railway not a portion of the main lines. Perhaps, however, both representatives and constituents are too human to expect this of them. We are afraid so, at any rate.

Excess of ex- Percentpe'iditUro over of Exp. to Line. Miles. receipts. receipts. Kyreton Branch '21 £322 19 5 125 61 Mount Srnners 11 34 1110 355*29 Wairaa'e Branch 4 129 411 113-54 Shrtg Point Br*nch 2 164 18 9 258-98 Walton Park Bran»-h3 49 16 4 112-02 Lawrence Branoh 22 815 6 3 126-01 Outram Branch 9 216 3 7 118.93 Riv«*on Branch 29 681 0 8 121.24 101 £2124 1 1