LEVIN-MARTON RAILWAY.

Manawatu Herald, Volume XXXIII, Issue 974, 1 April 1911, Page 3

LEVIN-MARTON RAILWAY.

SOME INTERESTING FACTS. REASONS FOR ITS CONSTRUCTION. Wednesday’s Dominion published a long and illuminating article ou the Levin-Martou railway. The writer of the article said, inter alia. : — The proposed Levin - Martou railway, as a short cut betvyeen Wellington and Auckland, is a subject of discussion at the present time. A glance at the map issued with the Railway Department’s time-table, will quickly convince any disinterested person that by linking up the line between Lsviu and Martou by way ,of Foxton, a more direct route would be obtained, and would be of vital importance to the district it immediately concerns, and also to the North Island Main Trunk Hue, because the construction of this line would reduce the distance between Auckland and Wellington by at least 15 miles in distance and fully an hour in time. The present route, by way of Palmerston, was followed because at the time of its construction its mission was to bring the fertile and prosperous Mauawatu into close touch, commercially and otherwise, with the Empire City, and the connection by railway between Auckland and Wellington was considered then to be but a dream, and a “something” for the following generation. Now that the dream has become a reality, and a really excellent

service between the two centres has been established, it is not surprising that already we have become accustomed to it, and suggestions made for its improvement; and in this connection it is expected that the Levin-Martou deviation will play a very important part, because it is in every way well suited for railway construction. There are no engineering difficulties, the route is in almost a direct line, the country is practically level. This deviation scheme is not by any means a new one. As far v back as iSy5 a .lyndicate was prepared to purchase the SaudonCarnarvou Tramway, and com- ; plete the construction of a branch J dine between Greatford and Levin, td ample funds—some ,£200,000 Were available for this purpose. '(The Government was approached ((with a view of obtaining authority I to make the connection, and con- / tinne its working, but this authority or permission was not forth■JjComing, and the scheme was not Js|pceeded with. Within the last further application to Government was made, this time by the Mauawatu County Council, which owns the Sauson-Pukenui-Himi-tangi tramway, for permission to extend its line from Pukenui to the main line, connecting at Greatford, but, so lar, without favourable result. In this connection it is interestto note that the prominent men on the local bodies in the district were generally regarded as lukewarm towards the scheme, while in reality they took a broaduiuded view of the whole matter, and were not afraid to state that generally in their opinion they were not prepared to actively support any scheme of branch lines, even in their own districts, .which would then, in any way, have prejudiced the early compleiou of the Auckland-Wellingtou connection. But at present there , yis a unanimous feeling that the time is now opportune for the construction of this so-called branch

line. Indeed active steps have been taken to gain this end. ; Petitions have been presented to Government, and lengthy evidence taken by Parliamentary Committees. The first petition was recommended to Government for consideration, aud the second, backed up by leugthy evidence, was referred to Government for favourable consideration. The Hon. Ilall-Joues was much impressed with the proposal, aud in his last Public Works Statement the line was included in the schedule for trial survey. A definite promise was then given that this trial survey would be undertaken at the earliest possible moment, aud this definite promise was confirmed on two occasions by the Prime Minister, but up to the present time, nothing has been done. Aud then there is the attitude taken up by the present Minister for Railways. It appeared nothing to him that the committee ol the House had reported the matter for favourable consideration ; that it was to the welfare aud benefit of the district and dominion as a whole ; that the settlers should have the shortest aud cheapest means of dealing with their produce and obtaining supplies ; and the dozen or more reasons advanced in favour ot the construction of the line. Those responsible for the agitation are prepared to prove, aud prove conclusively, that the LevinMarton would be a most profitable undertaking aud would not seriously interfere with the financial results of the present lines, aud in this connection the Sauson-Pnke-nui • Himitaugi tramway would play a most important part. It can readily be supposed that some of the centres through which the line now journeys are not

actively supporting this scheme—indeed, Palmerston North is actively opposed to it. Ihe proposal, when carried into effect, would probably affect the through service, but it is doubtful if this would result in very much real disadvantage or loss, as it is difficult to believe that certain goods

and passenger trains rushing through any town can be of much .advantage ; and further the present

congestion at Palmerston always appears a serious drawback and a menace to the working of the line particularly since the Napier and Kketahuna traffic was diverted to the Mauawatu line. In any case it is understood that there was no objection to this diversion, because it was shown by doing so a great saving could be made in all classes of traffic, both to the Department and to the general public—and this is exactly similar to the position taken up over the Levin-Martou proposal. All classes of goods and passenger traffic could be handled more economically, and the users of the line would tor all time be saved from paying freight and fares over 15 miles of unnecessary railway. Wellington would also gain a distinct advantage, because it would be enabled to press its sphere of influence 15 miles lurther into the country commercial world at the same rate of freight as at present. The construction of the line would also mean in effect that the AucklandWellington Main Trunk line, where the congestion of traffic is greatest, would be duplicated, and the duplicated stretch between Levin and Greatiord could not fail to be an immense advantage, when it is considered that the line is particularly easy of construction. It is understood that the Manawatu County Council is not particularly anxious to sell its railway, but it has a duty to its settlers as well as to the Dominion, and possibly for a reasonable sum, say, ,£30,000, the Government could acquire a service which has played an important part to a now particularly prosperous district.

To sum up, the following are some of the reasons why the LeviuMarton railway should be constructed by Government; — 1. That this line would shorten the through journey from Auckland to Wellington by 15 miles in distance and one hour in time.

2. That the line can be easily and cheaply constructed throughout, almost in a direct line, and by easy grades and curves. 3. That it would avoid the many steep grades and sharp curves on the present route, particularly between Greatford and Feilding. 4. That the route traverses some of the finest agricultural and pastoral land in the Dominion, capable of further development. 5. That already about 18 miles of railway on this direct route have been constructed by the Mauawatu County Council. 6. That as this 18 miles of railway, dealing solely with local traffic, is a profitable undertaking, it is quite safe to assume that the deviation, when made available for both through aud local traffic, will return handsome profits.

7. That it would considerably relieve the present serious congestion of traffic at Palmerston N.

8. That it would provide for interchaugc of produce between the Upper Raugitikei and Lower Mauawatu These districts are peculiarly fitted for interchange of goods to mutual advantage, but the want of the five-mile connection between Greatford and Pukeuui prohibits this interchange at present. y. That its construction and connection with the Government line would provide access to unlimited supplies of metal suitable for ballast aud road purposes. ry. That the portion (perhaps the busiest) of the Aucklaud-Wel-lington Main Trunk line, Levin to Martou, would in effect be duplicated.

11. That as the Government in June, 1595, refused to allow this direct railway connection to be made by private enterprise, arid seeing that but a few mouths ago the Government refused to allow the Mauawatu Couuty Council to make a connection from the present terminus at Pukenui with the main line at Greatford, it is only reasonable aud equitable that the Governmeut should now construct this line, which its importance to the district and the Dominion fully warrants.