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LEVIN-MARTON DEVIATION.

COMMISSIONERS ARRIVE AT LEVIN. DOCUMENTARY EVIDENCE. LEAGUE’S CASE SUBMITTED. INSPECTION OF THE ROUTE. The Commissioners were welcomed on arrival by the Mayor of Levin and Mr J. Linklater, Member for the District. Evidence was then submitted by the League and Mr Holmes, ex-en-giueer. STATEMENT BY THE LEAGUE. Mr John Ghrystall (chairman of tin. Levin-Maroon League) read the following statement to the English Railway expert Commissioners (Sir Sum Fay and Sir Vincent Raven): We wish to respectfully submit for your consideration the construction of the proposed Levin-Marton line of railway as being of national importance, a directly economical proposal, and also especially important as an alternative to the proposed wasteful* deviation expenditure at Palmerston N. The evidence to be given is the considered opinions of a large majority of the people living in the following named local bodies areas and directly represented by the League,: Horowhenua, Manawatu and Rangitikei Counties; Levin, Marton and Foxton boroughs, Bulls and Rongotea Town Boards, In addition to this support we have favourable resolutions to our proposal from local bodies as far as Stratford on the Taranaki Hue and also the unanimous support of the people living adjacent to the Main Trunk Auckland line from Te Kuiti (o Marton. The proposition' briefly described is to shorten the distance compared with the existing route for all Auskland -Taranaki and Taranaki to and from Wellington traffic, diverted by 19 miles plus a saving of 45 minutes to every through-passenger travelling by the shorter route. We estimate that 10 trains would be the minimum number running daily on this line therefore the aggregate daily saving in time to railway staff would secure considerable gain to the Department. Also reduced fuel consumption, less wear and tear and greater efficiency of rolling stock through the more rapid transit of live stock and goods. A glance at the map shows the existing route between Levin find Marton as practically describing two sides of a triangle, a distance of 57 miles. Our map also shows the direct route, a distance of 38 miles. We submit that Marton'is the natural distributing centre for the Southern portion of the West coast of the North Island, being centrally situated on a direct route. We firmly believe that the construction of the Levin-Marton link line, in conjunction with improvements at P.N. station, would effectually relieve congestion and render the proposed P.N. deviation expenditure entirely unnecessary. Further, we, as passengers, jointly with many citizens of P.N. most emphatically object to the Government taking away the excellent facilities from the travelling public at P.N V and placing the station outside the borough boundary. In 1914 Mr Hiley, General Manager of N.Z. Railways, submitted a scheme to the Government for extensions of yards to deal with traffic at an estimated cost of £40,000. This work has not been undertaken, and we suggest that this scheme or a similar .one, should li£ proceeded with in conjunction with the construction. of the Levin-Marton railway. ECONOMIC SAVING. We wish to submit our proposed link line from the viewpoint of reduction in train mileage as compared with running costs over the existing route. At the present time •there are 14 passenger trains running daily between P.N. and Levin to and from Wellington (seven running North ad seven South). There are 10 passenger trains running daily between p.N. and Marton (five trains each way). As P.N. is situated half-way between Marton and Levin, this is equivalent to an average service of 12 trains daily (six trains each way) between Marton and Levin. We suggest that when the link over the shorter route is completed six passenger trains (three each way) and at least four through goods trains would be diverted to it. This suggestion, if adopted, would still leave six passenger trains (three each way) running daily to serve the districts between Marton and Levin on the existing route to make connections; also a third point of contact at Himatangi, 14 miles from Longbum, or 18 miles from P.N. on the existing line. In addition to this service, P.N. would still enjoy the services of six passenger trains (3 each way) running daily on the Hawke’s Bay lines, also at least one daily return service via Himatangi to and from Foxton with the remaining • goods and stock trains. It has bepn noted that the link line will reduce the distance between Marton and Levin by 19 miles. By running 10 trains daily (5 each way) over this route, the Department would secure a reduction in train mileage o(f 59,280 miles per annum. In addition to this saving, the Department could discontinue the running of -one train each way between P.N. and Foxton on four days of the week, owing to the greater facilities afforded to Foxton by the services of the new route. This action would effect a further saving of 10,000 miles per annum, making

a total reduction of 69,280 train miles per annum. The average running costs of a train mile as shown in Official Year Book, 1924, excluding maintenance, is 10/6£, which would yield a gross saving of £35,444 per annum; add Sanson Tramway receipts, situated on the proposed route, which would probably be taken over by the Department, £4,000 per annum, and also produce and general merchandise, now carried by motor lorries, £6,000 per annum. Total income: £45,444 per annum. These figures have been compiled on the assumption that the Department will still maintain their present schedule rates of fares and freights on long-distance passengers and goods; thereby securing the revenue as received from the existing circuitous route, with the saving iu train mileage enumerated above. We have taken what we consider would be the minimum number of trains running daily over the shorter route. As the traffic increases more trains will run. Every additional daily train running over the link line would increase the receipts by the Sum of. £3,112 per annum. Estimate of -

PROSPECTIVE INCREASE IN TRAFFIC: —

We believe, sirs, that you cannot help feeling favourably impressed with the wonderful natural resources and the beautiful climate of our Dominion. The possibilities of the further development of our primary industries may he gauged by the growth of total trade during the last two decades. In 1904 imports and exports were valued at £28,000,000. 1914, £48,000,000. 1923-1924, £96000,000, represfenting' 100 per cent increase with the war period intervening. It is true that the value of produce increased during the latter period but what is much more important from a railway traffic point of view, the volume of trade increased by approximately 60 per cent, for each period under review. In 1901 the population of the North Island was 390,000. In 1921, it was 740,000, representing an increase of 90 per cent. The railway receipts in 1904 were £2,180,000; in 1914 the receipts- had increased to £4043,000 and in 1922 they stood at £6,643,000, representing an increased revenue of over 200 per cent' on the year 1904. There is every reason to believe that the volume of our trade will increase for many years, as it has done during the periods under review, and will require many more trains to cope with the traffic. DUPLICATION OF MAIN LINE between Wellington and P.N. In view of the above figures, it has been conceeded that this work will have to be undertaken or some alternative provided. At the present time a single track of permanent way between the towns mentioned has to bear the full pressure of traffic from three main lines: Main Trunk Auckland, Taranaki gnd Hawke’s Bay. The duplication of the line between Levin and P.N. would he a fairly expensive work, owing to about 10 miles of swampy and floodable lands on the route necessitating embankments for permanent way, and also bridging over the Manawatu River. The distance between P.N. and Levin is 28 miles. Allowing £12,000 per mile for construction, plus £40,000 for bridging the rivey, the capital cost would be £376,000. The proposed Levin-Marton link line would render this expenditure unnecessary being equivalent to a duplication of the present line to Marton, which is a much better proposition.

The proposed line considered entirely on its own merits would show nn annual net earning capacity as (follows: —

Total Income as estimated above £45,444; expenditure 5 p.c. on estimated cost of construction (£660, : 000), £33,000; maintenance of 32 miles of new permanent way as estimated by Mr McVilly before 1916 Commission, £6,700, a total of £39,700. Net credit balance £5,744, or representing a dividend earning power of 5 5-6 p.c.

Considered jointly with the saving of deviation at expenditure at P.N., and the duplication of present line not being required between Levin and P.N. when our line is completed, we submit that our sehme should be credited with 5 p.c. interest on the estimated capital cost of these works, combined, viz. £376,m>o, plus £440,000 equal £816,000, less, say, £116,000 for effecting necessary improvements at P.N. station. Balance £700,000;. thus effecting an additional saving or earning power of £35,000 p.a. as from the date these works would have been completed, except for the intervention of our proposal. The total earning ppwer of our link line after deducting the sum of £6,700 p.a. as maintenance for 32 miles of new permanent way would be £74,700 p.a. which sum would be sufficient to pay interest on cost of construction and. extinguish the capital cost during a period not exceeding 15 years. DETAILS OF MOTOR LORRY TRAFFIC. Owing to the fact that the Railway Department refused to allow the Manawatu County Council to link the Sanson Tramway at or near Marton, large quantities of farm produce are being carried by motor lorries to the port of Wanganui with back loadings of coal, benzine and general goods. The output of 5 large dairy factories adjacent to the proposed route totalling 2,000 tons p.a. are being handled by motor lorries. The railway freight, ordinary 50 mile rate, on butter and cheese, is £1 4/5 per ton. So the Railway Department is losing £2,443 in freights on these commodities, and a similar amount on goods carried as back loading. The lorries are also operating freely along the proposed route in the carriage of wool and other products between Wanganui and

■Wellington. The main reasoQ. that motor lorries can operate so successfully in this district against the railways is that they carry their goods on a direct route. In competing [for traffic between Alarton and Levin, the. Railway Department starts off with a minimum handicap of 16 miles longer journey than the distance by road. The maximum handicap is proved by giving two instances: Foxton to Levin by road, 12 miles; by rail 52 miles. SansonKongotea district to Marton: Average distance by road 14 miles; by rail 57 miles. Further, the Main Highways Board has decided to build a tar-sealed road along the proposed route of link line. If motor lorries can compete successfully with the railways now with all the wear and tear of running on ordinary macadam roads, how much more successfully will they be able to compete when an up-to-date surface is provided?

MAIN TRUNK- TARANAKI-HAW-KE’S BAY CONNECTIONS.

We have suggested that when the link line is completed 6 passenger trains will run daily between Marton via P.N. to Levin (3 trains each way), which would not involve any additional train mileage to make connections. If these services are not sufficient, then we suggest that the second Auckland express, or the Taranaki express should run via P.N. We desire to offer a few suggestions re connections from present time-table. Take the case of Hawke’s Bay passengers wishing to travel to Auckland or Wanganui. Present arrangements: Napier express arrives P.N. 1.50 p.m. Present wait at P.N. to join Alain Trunk express 3.57 p.m., 21ir. 7min. Proposal: Train now leaving P.N. for Marton at 4.22 should leave P.N. at 3.30 p.m., reducing waiting time by 27m. and connecting at Marton with Main Trunk express at 5.15 p.m. Trains proceed to Wanganui. (2) Auckland Main Trunk Taranaki passengers for Hawke’s Bay: M.T. express from Auckland arrives at Marton at 8.45 a.m. Passengers would change to train from Waflganui leaving Marton at 8.58 a.m., arrive at P.N. 10.36 as per existing time table, and join train for intermediate Hawke’s. Bay stations leaving P.N. at 11.30 a.m. or the Napi.er express leaving at 1.15 p.m. Another daily connection Taranaki-Main Trunk to Hawke’s Bay could be made as follows: New Plymouth express running South arr. at Marton 1.44 p.m. Suggest that local train now leaving Marton at 2.30 p.m. and arrives P.N. 5.5 p.m. should depart from Marton at 2.5 p.m., arr. at P.N. 4.40 p.m. to join Dannevirke-Wairarapa train, leaving P.N. at 4.50 p.m. P.N. DEVIATION V. MARTON-LE-VIN LINK LINE. The Hon. Minister of Railways in presenting his Public Works statement to Parliament last Session, stated that it would take's years to complete the P.N. deviation with expenditure at the i-ate of £IOO,OOO p.a. It is clearly obvious that this work will not solve the problem of congestion at P.N. station, or afford any material relief until completed. If congestion is serious now, will it not become steadily worse with increasing traffic during the 5 year period of construction? The extension of yards at P.N. station, and possibly another marshalling yard at Terrace End, would afford almost immediate temporary relief of congestion. The construction of the Marton-Levin link line and later the construction of the Rimutaka Deviation "on the Alasterton line, would settle the problem of congestion pormanenly. Uinaljy,. we believe that the P.N. deviation proposal is a unique idea in the annals of successful railway construction. Can you tell us of a parallel ease? Can you kindly tell us of a State or company enjoying a monopoly of privileges as to location of railways turning down such an excellent alternative as the Marton-Levin link line proposal in favour of removing a passenger station with valuable central facilities from a city or borough and erecting it outside the boundary? In 1896 a private syndicate offered to buy the Sanson tramway and complete the line from Levin to GreatifoJ'd if the Government would allow connections with the main line. This request was refused. Again in 1916 the Manawatu County Council, asked to be allowed to connect tramway with the main line at (Ireatford or Marton. This request was also refused. Private and local body enterprise have shown their faith in our proposed line, as a paying proposition, by their offers Jinowing right well that they would be at the mercy of the Railway Department as to the amount of through traffic they would be allowed to handle, and still the Government enjoying a monopoly of railway trade under much more favourable present. day circumstances, will not construct the line, or allow anyone else to do it. We are persuaded that the cause otf justice demands the construction of our line at the earliest moment possible. In conclusion, sirs, we wish to state that we value your esteemed visit to our Dominion. We trust that on the facts produced you will endorse our proposal thereby conferring a national benefit to a grateful community. Thanking you in anticipation of a favourable report, Yours etc. (signed) John Chrvstall, Mayor (Chairman of the Levin-Marton League). After hearing evidence ,tlie Commissioners were motored to Foxton, and were entertained at lunch at Whyte’s Hotel. They were then motored over the proposed route and return to Wellington this evening.

Permanent link to this item
Hononga pūmau ki tēnei tūemi

https://paperspast.natlib.govt.nz/newspapers/MH19241206.2.22

Bibliographic details
Ngā taipitopito pukapuka

Manawatu Herald, Volume XLVI, Issue 2820, 6 December 1924, Page 3

Word count
Tapeke kupu
2,572

LEVIN-MARTON DEVIATION. Manawatu Herald, Volume XLVI, Issue 2820, 6 December 1924, Page 3

LEVIN-MARTON DEVIATION. Manawatu Herald, Volume XLVI, Issue 2820, 6 December 1924, Page 3

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