The Telephone. PUBLISHED EVERY MORNING. GISBORNE, FRIDAY, JANUARY 4, 1884. GISBORNE-OBMOND TRAMWAY

Poverty Bay Standard, Volume I, Issue 31, 4 January 1884, Page 2

The Telephone. PUBLISHED EVERY MORNING. GISBORNE, FRIDAY, JANUARY 4, 1884. GISBORNE-OBMOND TRAMWAY

WAY. The question of a tramway between Gisborne and Ormond has, we understand, claimed of late the attention of several leading men in this place, and it is with pleasure we draw attention to the subject, it being one of great importance to settlers and business people of this district. On turning up old records we find that so far back as November 13th, 1880, Captain Porter gave notice—- “ That at the next meeting he would move, that on the termination of Mr. Surrey’s road contract, tenders be invited by the Council from all persons or companies willing to lease the right of establishing a permanent tramway between Gisborne and Ormond by connecting the present temporary line now in use at Gisborne and Makaraka. That such and regu-

Then, again, on the 3rd of December, 1880, in accordance with notice given, Captain Porter introduced the subject of the tramway, and, in doing so, pointed out the mistake made years ago by not co-operating with the Borough Council, and the great loss to settlers and the whole County by the country being locked up in winter. He said he did not propose going on with toe work at once, but would suggest that it bow be undertaken as a County work by virtue of the powers vested in them by “The Counties Act, 1880,” and moved—- " That the council now take steps to carry out the principles of the motion standing in his name,”

■This was seconded by Cr, JoHjr-Sio-S, and a Committee appointed to consider the question of tramways. The said Committee met on December 17th, 1880, when Captain Pobter, in laying the matter before them said he “ thought it must be apparent that a cheap and speedy means of traffic would be a great public benefit and in keeping with their earnest desire of going ahead. The Council having X 3 miles ot rails on hanu, o blamed at a comparatively low price, the County districts might be opened up and our main and by-roads kept in repair a very low rates compared with other means of supplying metal. If constructed, it would make a trade for itself, by making land available which now lies idle, as it costs more to cart many articles to Gisborne than they charge for them, if imported, He would not advocate raising a loan, but thought they might get some person or company to construct the line without any strain being put upon the County funds.” Cr. McKay followed, and produced a rough estimate of the probable income — £l3O per week, and the cost of working, about £6O per week. The Council could not expect a profit for five or six years. Carters and others interested may object, but the tramway would be for the general good. They should apply to the Government for the rails. Cr. Johnston supported the scheme, and wished the co-operation of the Borough Council. Captain Pobteb introduced the deputation from the Borough Council, who stated that that body generally agreed that a tramway should be constructed, the County Council to be the “ promoters” within the meaning of the Act; and that the permission be for ten years. The question, they said, must be sanctioned by the ratepayers. After considerable discussion it was proposed by Captain Pobteb, and seconded by Cr. McKay—- « That this Committee recommend that tenders be invited from persons willing to construct a tramway from Gisborne fo Ormond, subject to the following conditions :4- “ 1. The tramway to be constructed at tie expense of the contractor, who shall be Asponsible for all requirements of ‘ The Tramways Act, 1872.’ “2. The tram to be laid down under the supervision of the County Engineer, upon plans and specifications to be prepared Sy him; guage to be in accordance with N®r Zealand narrow guage, viz., Bft. 6in. “3. The contractor to state a fixed sum at which he is prepared to supply road-metil along the work at per cubic yard, pro rata, for each mile of distance delivered; the metal; to be either from Waihiriri Quarry or Waiparo, or such other source approved by the Council.

“4. The contractor to submit for the approval of the Council the proposed rates of passenger and other traffic. “5. The Council to have full power to make regulations for the fulfilment of ‘ The Tramways Act, 1872.’ “ 6. The contractor to have the sole right of the tramway for ten years, Subject lo tu« right of the Cook County Council, upon giving notice to take over the whole line, plant, &c., at the original cost, less depreciation, if any. ’ “ 7. The whole of the plant now in th possession of the Council to be handed ove; to the contractor at the original cost, th amount to remain as a debt and first lie; upon the line. “ 8. The contractor to state the amount c yearly rental to be paid to the Count Council. “ 9. The Engineer to prepare all cond ■ tions, &c., for the purpose of carrying oi these resolutions.” On the 7th of January, 1881, the report of the Committee was read; but, not being confirmed in Committee, could not be received as a report from the Tramway Committee. The whole affair then collapsed, on account of the strong opposition on the part of Cr. Johnson, who, after previously approving of the scheme, now characterised it as absurd and too premature. Now comes the singular part of the story: exactly three years after Capt. Pobteb’s agitation on the subject—on the 17th of last month — Cr. Chambebs brought the question forward, in nearly the same words as those above. Cr. Chambers pointed out the urgent necessity for undertaking the proposed tramway, and moved —

“ That the Council is of opinion that, for the cheaper and more effectual metalling of the county roads, it is advisable to hold out such inducements as will induce a company to lay a permanent tramway to the Patutahi quarry.”

Cr. Gannon seconded the resolution pro forma, and, after considerable opposition on the part of that gentleman, the motion was put and carried, and it is to be hoped that this resolution will not share the fate of the previous one. There is no question about the beneficial results of the formation of the tramway—notably for the transit of metal for the main road, in addition to the conveyance of passengers and goods between Gisborne and Ormond. Of course, if the tramway were constructed, nearly all the heavy traffic would be taken off

means of effecting a considerable saving in metal, and. that object alone should induce the public bodies to enter into this subject with some spirit—more especially as the cost of properly laying the line would be comparatively small. With respect to the traffic on the main road at present, it may be calculated that there are two coaches, making three journeys a-day between G-isborne and Ormond, worked by fifteen horses; besides fifteen drays and carts, and a great number of private conveyances. The amount realised by the public conveyances may be safely estimated at £l,OOO a-year; and, no doubt, if a tramway were in use, the returns would be considerably over that sum. Then there are the advantages a tramway would afford to settlers, as well as to the residents of Gisborne, to be taken imto consideration, besides the impetus the running of such conveyances would give to the advancement of the interests of this district. Of course, the motive-power for the tram-cars should be horse-stock, for the reason that the use of those animals would prove much cheaper than if steam were brought into requisition and save the heavy wear and tear of an engine ; besides which, the force could be regulated according to the amount of work to be done. The tramway movement is, we take it, a most commendable one, and it would be a pity if any unwise opposition to its being carried out should be put in force.