THE TRAMWAY SCHEME

Taranaki Daily News, Volume LV, Issue 241, 1 March 1913, Page 5

THE TRAMWAY SCHEME

MEETIX'.; OF RATEPAYERS. LOAN PROPOSAL APPROVED. Much interest centred 0 n the promised Joan of £55.000 to instal a system of overhead electric tramways in New Plymouth, which was reviewed bv a pubi'lc meeting of ratepayers last night. There were several speakers both for and against the scheme, and after hearing these the. meeting declared itself overwhelmingly in favour of the proposition going to the poll. In bringing up the tramway loan for discussion, the Mayor said: it is two years since you were called together to discuss the t|uestion of prol viding a means of cheap transit suitable j to our town and conditions. At that time it was felt that the area of the then borough being so small it would be necessary to create a tramway area, to bo administered by a tramway board. On consideration, this was found not to be a workable proposition. It was then decided that the tram question should be suspended until the Greater New Plymouth scheme was finally settled, and that the tramways should be entirely a municipal undertaking. At the last election the Council was elected pledged to carry out the Greater New Plymouth scheme, and place before you tramway proposals at the earliest possible date. There is no need for me to remind you that the Council have kept faithfully to their pledge, and successfully carried out the wishes of the burgesses. In considering the question of providing the j best means of transit it was also necessary to first consider a full and comprehensive scheme that would eventually afford easy access to all parts of the borough. The scheme that the Council have evolved consists of a main line from Waiwakaiho to Moturoa, via Eg- : mont street, with branch lines up Devon street West (that will eventually ex- ! tend and serve YVestown). Eventually there will be a further branch line start- ' rug from Currie street and leading out to Vogeltown for a distance of about two miles, as the beginning of a loop that would later extend to and down the Avenue road and join the main track. On going into the cost of the complete scheme it was found that the sum involved was too heavy an expenditure for the immediate revenue prospects to support it in its entirety. The Council therefore decided to place before you that portion of the scheme i embracing the main line from Waiwakaiho to Motnroa, with a branch along Devon street West to Morley street, a total distance of 5 miles 10 chains. Having decided on the route that would best serve the borough, the next step was to determine the best method available to give effect to it. During the last two years the Council have been keeping in touch with tramway matters, gathering information of all the different methods of transit. After carefully weighing all the evidence they have been able to obtain of the various systems. they have come to the conclusion that with the advantages New Plymouth possesses, in owning and producing its own power at a minimum of cost, the overhead trolley system is the only system the Council can honestly advise the burgesses to adopt. The services of Mr. Black, consulting electrical engineer, of Wellington, were secured to revise his ] former estimates and report on the re- j venue prospects at the present time.' The estimated cost, plus the different charges, is £55,000, this amount being arrived at as follows from the report obtained from Mr. Black: — £ Track and overhead work from Waiwakaiho bridge to root of Breakwater, via Egmont St... 29,210 Track and overhead work branch along Devon St. to Morley St. 3.000 Alterations to telegraphs 400 Feeders (approximate) 500 Rolling stock, six cars 0,000 Sub-station equipments 4,400 Car sheds and repair shops 1.800 Earthwork at Breakwater G54 j Preliminary expenses, including raising loan 000 First year's interest 2,750 Engineering and contingencies .. s,oSfi £55,000 In estimating the revenue actually earned by this system, the balance-sheets for the year* 1911-12 of municipallyowned tram services were obtained from Wanganni. Wellington and Dunedin. To arrive at the actual per capita earnings, we find the returns for Wanganni to be £1 Is 6d, Wellington £2 0s Sd, Dunedin £1 13s Cd. Reduced to ear miles, the revenue earned in Wellington was j Is 2.66 d; Dunedin. Is ].l9d; Wanganni, j Is O.Gld. The maintenance covering all charges work' at per car miles—Wanganni lfl'/.d, Wellington HlOd, Dunedin 12.0 d. For our purposes, the track operating in Wanganni (5 miles 25 chains) being almost identical with the system, now placed before you our track (taking in a distance of 5 miles 10 chains) should afford us an example of results we may reasonably look to obtain. The total revenue in 1911-12 on the Wanganni system amounted to £10,248 0s 2d. After paying all charges provided, a net profit of £1034 was shown. The car mileage run of the Wanganui system amounted to 193,000. at a cost for power (produced by suction gas plant) of I.SIDd, a fraction under l 7 per unit. The consumption was one unit per car mile. The advantage we possess in generating power by water gravitation should give us the power required at a cost not exceeding Id per unit, or %d per unit cheaper than Wanganui. Probably it would be less than Id per unit. Mr Black's estimate of the working expenses amounts to £0298, interest and sinking fund £3025. making the total £9321; the estimated revenue is £8597, showing a probable loss of £845 on the year's working. Against this we have the saving effected by the tram system maintaining one-sixth of the roads occupied by them. The borough engineer estimates the annual saving at £351. If the anticipated loss actually occurs, what is the position of the ratepayer, and to what extent is he affected? The annual value of the borough being £107.160. to provide the interest and sinking fund on the tramway loan of £55.000 a special rate of 10(1 in the £ will 'be pledged (o the bondholder. This rate was .based on the' old valuations. The new valuations show an increase of approximately 25 per cent,, and on the new valuation it would bo reduced to 7 2-sths of a penny to produce the same amount. Actually, however, if the consulting engineer's figures are borne out liy actual experience and the tramways do show the. loss of £845. the borough itself will not lose a single penny, because the loss is more than made up by the saving in street, maintenance of £351 referred to. and by the increase, revenue to the electric light department by the sale of current to the tramways. On the engineer's figures, therefore, it would not be necessary to collect any rate at all for tramway purposes. TTaVing placed yon in possession of the Council's proposals relating to the overhead trolley system, let us now look into other systems that, have been under review. During the last few months the motor '.bus has found a few advo- j

•i-;iics ami promiiiciiily brought under review through the press. Those advoeating this system hold the opinion that this system would serve the purpose of eleetrie trams. The Council have used every endeavor to p wen re evidence that this system has proved suc- \ cessful in any town in the Dominion in which it has been installed. Evidence goes to prove that motor 'bus services are not a paying proposition. Information relating to maintenance can only be conjectured, and cannot be relied upon in estimating costs. Mr. Hamilton Grapes, a motor 'bus expert, estimates the maintenance at I.ld per mile. ■Councillor Angland. of Timarn, who especially paid a visit to .Morniiigton and studied the matter estimates the maintenance at a much higher rate. Mr. Goodwin, representing the largest firm of car importers in the Dominion, estimates the working expenses at 2s per mile. In Brisbane, where this kind of service lias been quoted as successfully competing with the eleetrie trams, the companies have ceased operations and gone into liquidation. The following cable has been received from the town clerk of Brisbane: A motor omnibus company was formed some little time ago, and vehicles were put on two or three routes, but they proved to lie anything but a success, and the company went into liquidation, and in view of the fact that the Tram ways Company purposes making very considerable extensions of their system [ think it unlikely that motor 'buses will be reintroduced: at any rate for some time to come. The motor 'lmses when in operation followed for some little distance through the main streets, the same routes as the tramways, but extended into districts not touched by the tramways system. So fur as I could judge, and can ascertain, they were not nearly so popular as the tramways, although very much cheaper rates obtained.

It must not be lost sight of that this kind of service is not suitable if grades have to be dealt with. Mr. Grapes, in a report at Timaru stated:—''To reduce wear and team to a minimum on all working parts, especially so in the conservation of tyres, I advise that all starting or stopping places shall be made upon the level, and that on no account permission be granted to drivers to pick up or let down passengers elsewhere." For the purpose of comparision we will take lowest estimate of maintenance supplied by Mr. Grapes. 'We find: Motor 'buses Is Id, electric cars 10y s d, this working out at 2 1 / 2 d per mile in favor of the cars. The passenger capacity of the proposed trams is four to carry 33 and two 40, capable of carrying a very large overload, while that of the proposed 'buses would be limited to 22 passengers. To instal a 'bus service equal to the tram proposals would require ten 'buses, with three extra ones in reserve for emergencies, the cost amounting to £11,500, leaving out altogether the cost of suitable roads and maintaining them, which would be a costly matter with 'buses weighing V/ 2 tons each continually operating over them. The life of the electric system, extending over 20 years, is too well known to be disputed. In the ease of motor 'buses their life (reliable information not being available) is set down at anything from three to five years. The evidence is conclusive that the only satisfactory system is contained in the Council's proposal on the following . grounds—The permanency of the system and the low cost of maintenee. Local bodies have no power to set up 'bus services. It would he necessary to obtain Parliamentary sanction by putting a Bill through. RAISING THE LOAN. As some time must elapse before ten-ders-could he called and accepted, only a small portion of the loan would he required this year. In arranging the flotation, loans can be better obtained and at lower rates when not required in a lump sum. This class of loan, protected by rating powers, readily finds investors. The Council hitherto have experienced no difficulty in' disposing of its bonds. In conclusion, 1 have no hesitation in asking you to support the tramway proposals. As ratepayers, you must recognise the changed conditions that have arisen during the last two years. The prospects from a revenue point of view have so materially improved that I feel sure you will not hesitate to acquire these facilities that will lift your town up to the position we as the capital of the province ought to hold. We should make every effort in our power to make our town so attractive that people would come and settle with us. Every visitor to our town is loud in his praises of our beautiful gardens, the grandeur of our scenery, the splendid accommodation at our mountain house, etc., but he never departs without a .growl about the costs to reach his hotel. We ought to, and can, provide the remedy. The anticipated loss is so small to us individually compared with the benefits to be derived from a service owned and run by the people. I have now to move the following resolution: — That this meeting of ratepayers approves of the proposal of the New

Plymouth Borough Council to borrow by way of special loan the sum of £55,000 for the installation of tramways. OBJECT lOXS TRAVERSED. Tn a comprehensive speech Cr. J. Clarke said that in seconding the Mayor's proposal, he would like to briefly give his reasons for doing so. He had heard and read the reasons given why the borough should not have trams by the opponents thereto. The. greater number of the objections were, 'however, quite frivolous and thoughtless, and he was quite sure that if the objectors would calmly think the matter over they themselves would set; this. Continuing, Cr. Clarke said one might classify the chief objections as under:— (1) Those who object to trams because they would not at first touch their district. ' These objections would naturally come from Vogeltown, Avenue road, Wcstown and Frankleigh Park. (2) Those who oppose trams because they want some other system, and probably constitute the strongest opposition. (3) Those who object to borrowing at all times, but more especially now, as it is considered a bad market to borrow. (4) Not sufficient power in the river. (5) That the loss will be too great for the town to bear. (6) Last, those who ean find no other objection, but are naturally non-progressive, and their resort is to accuse the Council and their experts of being incompetent to deal with the w'ork.

Ho added that in dealing with these objections there were some which coiild on'lv be answered by experts, hut there was much that could be done by the application of common-sense by the ratepaver himself. It might he said that he was biassed in favor of trams—in a sense he was. hut, like many of them, he was not alwavs so much in favor of the tram. Tn elucidating the. matter to his own satisfaction he found that two methods were open to him— (1) Following ths advice of our experts; (2) to apply the V'ouijiarison of some such service as New riymouHi's would be. Tn doing so he got a result which rather astonished him, and showed clearly that the engineer's figun's. although conservative, were not much wide of the mark. Tt was impossible for the ordinary ratepayer to get a definite opinion any other

• nay, unless he himself was ■■'. tramway • (engineer and expert, and it would be quite useless for any layman to give 1 figures which were merely a conglomera- : tion of his own ideas on the subject.. The figures he would take or give were taken from the early stages of the Wanganui service, which, after all, was the best comparison the borough' could get. In dealing out the objections in the order I named (continued the speaker) there are those'who think trams ought to run elsewhere. As expected, this would naturally come from those living at Vogeltown, Westown. Avenue road and Frankleigh park districts. That their ideas are wrong, any tram service in the world will prove. The main line first and extensions naturally follow, and quickly, too. Let us for once drop this spirit and for once in-our lives'.ill pull together for the general good of the town. Fitzroy to Moturoa must come first, and the longer it is delayed so much longer will the suburbs in question he before thev get the' rails. While there are some of these objectors who will cordially admit that they will vote against the loan for this reason, tlir-e are others who will not'admit'"it," and they go about misleading and misrepresenting the position and endeavoring to turn ratepayers against the proposal. Fortunately, this class are in a minority, as I am sure the suburbs will show-on* Mareli "j. Those who advocate borrowing a further £20,0(10 to complete Westown and Vogeltown have no idea of tke opposition this would receive in..the. first instance, but it wi! r more" easily be done when the prouocod system is a paying concern beyond doubt. It may look ]il:e making two bites at a cherry, [nit when the cherry is such a big one it appears to me necessary to do it. Personally. T have adopted the motto that in this case half a loaf is better than none. (2) Xow we eome to those who want some other system. While on this point T would like to make a few' remarks to those who have without any foundation for their statements assumed that the Council have without considering any other system adopted our expert's advice and gone blindly for trims It has been used more or less against the? trams by many opponents. At considerable sacrifice of time T could ill spare, and also at some cost to myself, I ' have at any rate satisfied myself, and although it is necessary to have the proverbial thick- skin when you are on a public body, these statements. were a. very sore accusation to councillors who had 'done their best to satisfy themselves, on the point. There were two systems advocated, the storage battery and the motor 'bus. The former lamin no way yet satisfied with. Tt is not good enough to risk on. If in a few years it is found successful, then we do' not lose much, merely the overhead gear, as the same rails would do. The motor 'bus, however', took much more consideration, as information on this point was difTi- , cult to get, and much of it was so un- ; reliable as to be useless. Comparisons of revenue with Wanganui shows that our system would cost £8340 on the proposed mileage at IP/ 4 d per mile. Bevenue at 11.95 d per mile would be' £8450. If we take it that in 1914 New Plymouth will have 8000 people and take comparison from Wanganui, the revenue would be 8000 at £1 Is 2d per head of population, £8470. The cost of motor 'buses on our mileage would be £9400 per annum, according to Mr. Grapes, and £17,000 according to Mr. Goodwin. Both are considered good authorities. Three systems I have got by me cost Is sd, Is 6d and Is 8d per" car mile. I therefore take the average of Is 6d,which seems about right, making a cost of £13,250 per annum, or £4OOO more than trams. Add to this the £350 contributed by trams to the main ten- • ance of roads and you have £4350 in favor of trams against 'buses, which latter do not assist the road, but, on the contrary, add to the expenses under this head, Not even the lower initial cost warrants their installation in face of the large difference in running cost as compared with trams. Now, it is even worse than it would appear even from my figures, in so far tint 7 have give the motor Tuts the same earning capacity as the tram, which it has not, Whereas four of the proposed tram-cars have sitting room for 32 and two for 48, exclusive of strap-hangers, the 'bus is/ limited to 22. This, although not serious at all times, is very serious on holiday and tourist traffic times, which I are great assets to trams. It' must also be remembered that the 'bus ' is much more dangerous both to its own passengers and the pedestrians on the street. Moreover, it is entirely dependent on benzine, a trust monopoly,' which can at an)* moment double the cost of this article. Much "argument has been heard of London and the success of the 'bus there. I contend that London is the exception. If the 'bus is so favorably thought of in England, \ why is Keighley,' a Yorkshire manufacturing town, which hitherto has had am eitrht-'bus service, now easting then aside , and asking for Parliamentary authority to instal overhead trolley trams? This " is a town right in the heart of the 'bus ;/ business, and yet it has decided' after ~ trial to drop the 'bus.

We now arrive at the third class of objectors, that is. those who think it a bad time to borrow, ami advocate the Council waiting another twoyears. Have we got anv guarantee i hat (lie interest will he reduced then? Tt may lie much worse Who is to say that in two years' time some European war may not be raging again? We will be forced to wait two more years. In any case, we do not know until we try at what rate we can borrow. Carry the loan and wait your chance to pick it up cheaply. If it is not authorised we may have missed a good chance. In any case, we have ample time, as it will be at least nine months before the tram loan is required. About two years ago Gisborne were told they were mad to attempt to float their loan, yet they succeeded in borrowing £175,000 at 4 per cent, in the face of a supposed bad market. Just recently Auckland were able to borrow at 4%d per cent., while the Ni-w Zealand Minister for Finance has just raised his loan at V/ 4 per cent. From all appearances the next nine months promise to be suitable for borrowing. If it were tried and found unsuitable we can wait even if the loan is authorised. We can easily find out by trying what the market is like, and this, after all, is the only way. That the loss will be too great for the town to stand.—-Now ; ■•will there be a loss? This is the point. Maybe the first year we will lose, say, £IOOO. Ts this really a loss'.' First, the net gain to the electric light is £6OO, approximately, while the general fund of the Council gets £350 from the tram revenue spent on the upkeep of the' road centre, making a total gain to the ratepayers of £OSO, so that an apparent loss of £1 (tOO .is iti reality hardly ' a loss at all. Should there be no loss, the town will be £OSO better off. While this matter of loss is almost impossible to figure out except by experts, the ordinary ratepayer can get a fair idea by applying a comparison, say, with Wanganui. The result is very satisfactory. The total cost, including everything, in Wanganui in the second year of their existence per ear mile for five miles 25 : chains was 11.52 d per mile, while our j power is '/-jd cheaper per unit. Our loan is greater owing io the b'fter r-lass (Continued on .V-