SOUTH ISLAND MAIN TRUNK

Otago Witness, Issue 4033, 30 June 1931, Page 45

SOUTH ISLAND MAIN TRUNK

CLIFFORD BAY TERMINUS NEW ASPECT OF PROPOSAL. WELLINGTON, June 25. A departmental report about which strict secrecy is being observed is believed to estimate an annual operating profit of £50,000 from the South Island Main Irunk if the line is completed through to the new ..Clifford Bay terminus. The report, which was very recently completed by public works officers, is one of the most thorough drafted by departmental experts, and the conclusions reached place a different complexions on the arguments affecting the project.

The report hinges on making Clifford Bay the northern terminal, not Picton as was originally intended. The latest proposal is that a branch line should be constructed from Hauwai to Clifford Bay’, a distance of about four miles, and that port facilities should be provided there to accommodate ferry steamers.

The opinion of the officials is that instead of an annual loss of £lOO,OOO on the operation of the line, as estimated when Pieton was proposed as the terminal, it will now be possible to show an annual profit of £50,000 if the route is changed to eliminate the use of the greater part of the line between Wharanui and Picton. It is also argued that the estimated capital cost of completion, originally estimated at £2,581,000, could be reduced by £70,000 or £90,000 by establishing the northern terminal at Clifford Bay. The Railways Board is now inspecting the country, and it is understood that should the board decide to complete the work it will be influenced by the report, and Clifford Bay will almost certainly be made the terminus.

Recognising that the operation of the line as at first proposed would prove unsatisfactory financially, the experts have drafted a plan, the aim of which has been to demonstrate that the travelling times can be reduced materially and profits can be shown against prospective losses. In addition, it is argued that the Marlborough province will benefit considerably, and it is believed that developments to the value of about £200,000 could be brought about. A return presented to Parliament last year showed that the line would return a net annua] revenue of £35,160 on the assumption that 60,000 passengers a year would travel between Wellington and Christchurch by the new route in preference to the Wellington-Lyttelton route. By establishing the terminus at Clifford Bay travellers will be greatly increased, it is believed, in view of the quick passage that can be made across the Strait and the fact that Auckland wil] be brought within 20 hours of Christchurch. Admiralty charts show an ample depth of water at Clifford Bay to take ocean liners, and that there would be no trouble in regard to ferry traffic. A fast ferry service between Wellington and Clifford Bay, 40 miles, compared with over 50 miles between Wellington and Picton is aimed at. The former route could be covered in about 90 minutes, but a much longer time is occupied on the devious Welling-ton-Picton journey. The report points out that Clifford Bay is almost directly opposite Wellington, and a ferry steamer using the route would reduce the crossing in the notoriously uncertain waters of the Strait to below the time occupied on the Picton trip.

Port facilities at Clifford Bay will be necessary. It is believed that the report estimates that a breakwater similar to that at Timaru would have to be built at a cost of about £200,000.

Importance is attached to the developmental possibilities of this and other lines, some of which are maintained even at a heavy loss. For this reason the Tauranga line is cited as an example, as the annual loss of £lOO,OOO is more than offset by the benefit to the district. Should the South Island Main Trunk be completed with the changes proposed it is estimated that Wellington would be brought within eight hours of Christchurch compared with 12 hours by the present ferry service. The point is also made that two daily inter-island services could be run. One would leave Christchurch in the morning and reach Wellington early -in the evening, or it could leave late at night and reach Wellington before breakfast.

Another argument used is that the cost of a branch line to Clifford Bay would be far less than would be required to make the line to Picton fully operative. Were the railway service continued to Picton the permanent way--would have to be strengthened to stand 1 ' the extra loading, while severe grades would be avoided by running to Clifford Bay. There are stated to be no real engineering difficulties in the way of constructing the line from Hauwai to Clifford Bay, and trains would be able to maintain a high average speed to the terminus. INSPECTION BY RAILWAYS * BOARD BLENHEIM, June 25. After a very rough trip from Wellington the members of the Railways Board, w’ho will inspect the route of the South Island main trunk railway and report upon the project to the Minister of Railways, reached Blenheim late last

evening and after dinner immediately went into private conference in reference to tlie railway. The members who are Sir James Gunson, Messrs G ’ ,W- Heid, D. Reese and E. Newman, and they were accompanied by the general manager of railways (Mr H. H. Sterling), and the secretary (Mr J. E Bell) with Air D. Brodie, of the Railul7art.*ne?t ’ Wsth the Party is ,F' \v' . Ful £ ert > engineer in chief, liiblic Works Department. The party left this morning on an inspection of the line.

At a special meeting of the AlarlMrw’ Fr °K ress the president (Air M I Churchward), acting on behalf of the Railway Committee, submitted a revised and amplified edition of the League’s case for the South Island main trunk. This was approved and is to be forwarded to the Railways Board tor consideration.

It was reported at the meeting that the Canterbury Progress League was also submitting a separate report and that arrangements were being made for Mr J. E. Strachan, representing the Canterbury League, and Mr Churchward, representing the Marlborough League to give oral evidence before the board’ in \v elnngton.