LIGHT RAILWAYS FOR NEW ZEALAND

New Zealand Times, Volume XLIV, Issue 10294, 31 May 1919, Page 8

LIGHT RAILWAYS FOR NEW ZEALAND

(To the Editor "N.Z. Times.”) Sir,—ln a recent issue of the local paper there appeared an account of Air h'urkelt’s evidence before tho Parliamentary Industries Committee regarding tne advisability ol purchasing light railways for the country districts. In regard to this evidence 1 would like, us a farmer ot twenty years’ experience and ns a returned soldier, and one who has had no little experience of these light railways in Erance, Vo put a few facts uelore the public which have been either ivcrlooked by Air Furkett or of whicn Uo has no knowledge. In order that tho general public will not be misled bv what was given great prominence in your report, I wish to point out that Air Furkett, an export in all matters regarding sound engineering policy, is not one entitled to judge whether such a scheme is likely to bo a sound commercial and economic proposition, and that most of his evidence, as far as engineering is concerned, was more In favour ol than against the scheme. Air Furkett states that a two-foot guage would bo too narrow, in fact almost a "toy railway." Had Air Furkett rend the papers during the last four years, hud he taken the trouble to make himself familiar with the amount of difficulties overcome bv means of these light railways, had he realised that this was rio toy war necessitating tho use of "toy’’ railways which supplied the front lines with ammunition from ammunition dumps fifteen miles behind the lines, and did tile greater part of the haulage of provisions, thousands of tons of barbed wire, and other requisites, ho would not he prepared to doubt their usefulness in the hackblooks of a young country like Mew Zealand. Not only were these "toy" railways used for transporting war material, but continually they were used to convey whole companies from place to place, and anyone who has actually seen these in use and seen their great usefulness will admit that this is a point uu which Air Furkett is incompetent to speak. I am quite prepared to admit that Lnesa railways will not be available for some considerable time, till France has her regulation railway' system in full swing again, but this is no argument aggainst the advisability of purchasing those railways once they are available, nor is it any argument against their usefulness in New Zealand. ■ Even if the hrench Government were to retain these for use throughout France or her colonies this only snows wnat advantages such a system has when put to commercial uses and that its uses are thoroughly realised.

The only alternative for effiootively opening up the country is the extensive use of motor lorries. I agree with Mr Burkett that motor lorries are not advisable lor 'one distances and that it would not b# a sound economic move to improve the present roads lor motor use in preference to establishing a light railway scheme, for. to take a concrete example, during tho winter months the motoi lorrv system is at a standstill as far as back-block roads are concerned, while during the summer months there will bo work enough for both.

It seems from Mr Purkoft’s evidence that .he considers this light railway system as a method of passenger transport. This, however, is not the use the light railway is adapted to. nor is it the use for which it is required. It is primarily a means of feeding the main linos and of developing the back country and of J-upplying tho produce which so materially enables tho towns to exist. As a freight tram it stands alone. Por the carriage of wool, grain, sheep, timbei, firewood, and .metal for back-block roads it is especially suited. However, foi passenger traffic it is neither needed nor of use.

There is little or no travelling done bv the back-block farmer, and when it is necessary (p come to town ho usually has his "i'ord” to rely on. Hence speed is not essential The lino can be laiu over circuitous routes, planned To open up tko most country and so as to incur the least expense in construction. ■ The construction o£ these linos involves no great expense or dithculty. They require no largo embankments to carry the rails; no big cuttings are required. as they can go round the foot of spurs and other obstacles, thus having a great advantage over the heavier typo ot railway which requires that the lino should contain no sharp turns and should be (fairly .straight. In short, these light railways can twist and turn in circles. The lines can bo laid down over country across which it would bo impossible tor horse and dray to travel. As to the laying of the line, in many cases the sleepers are wade of iron and attached to the rails so that a section of 31) foot is laid down at a time. This iron sleeper is about 8 inches in widta and concave on its under surface eo that in the case of damp ground, when once placed on the ground and passed ovtr by ths train, it ia h*ld in placs by suction. Should a 11ns be superseded by a. regulation Uns. or bs found to bo opolling up little country or not paying its way. it could, with little expense and in a very short time, ho transferred entirely to another district which showed better nro-pe'd' of advance.

That this light railroad will be superseded by the regulation lines is inevit-

able, but as half a loaf is better than Uo bread, so also is a light railway better than no railway at all, and this will do the necessai-v hauling to and from the backblock country until replaced by the regulation lines, which, under the present Government system of giving back country rail .toys, will take some hundreds of years to materialise. N. E- H. HUBBAKD.