CO885-(11-12) — Page 389

311

PUBLIC

TUTTIT

RECORD OFFICE

Reference

C.O.882/12

134

The Railway Commissioners recommended in 1928 that the small Montagne Longue branch should be closed, but action was delayed owing to a small contract for carrying canes, and the local residents asked for the line to be kept on for passenger traffic. The line is of little use for goods owing to the development of estate tramways. The total earnings of this branch are Rs.20,078 and the costs Rs.47,740. The passenger revenue in 1930-31 was only Rs.14,263. whereas the costs were Rs.41,240. The branch is unremunerative and we therefore repeat the recommendation of the Commissioners. The closing of the Bois Cheri and Montague Longue lines would place the railway as a whole in a slightly more favourable position, as we contemplate no corresponding reduction of the general, i.e., independent, expenditure.

13. The position at which we have arrived is that if the railway were reduced to a goods basis, and the Bois Cheri and Montagne Longue branches were closed, the normal working expenditure (permanent way, mechanical, traffic and direction might be cut down to Rs.1,027,530.

Excluding the income from passenger traffic, the Bois Cheri goods traffic and Rs.4,000 for Montagne Longue canes, the income in the estimates of 1930-31 and 1931-32 is as follows:-

1930-31. 1931-32.

Rs

Rs. 820.000 608,000 52,000 44,300 260,000 250,000

Sugar

Canes

General Goods

Parcels

Sidings

Miscellaneous

76,500

80,000

40,000

40,000

44.000

44.000

•

1,292,500 1,066,300

The estimated revenue this year is reduced because the hurri- cane has largely diminished the production of sugar, and may be reduced still further. If the 1930-31 figures could be restored the total revenue gives a margin over the working expenditure of Rs.265,000 and there is actually a small margin on the budget revenue for 1931-32.

Our detailed examination of the expenditure figures establishes the conclusions which we formed in paragraph 6. In the reduc- tion of the railways to a goods service we have a line of action which should give a margin of receipts over working expenditure. but we cannot claim that this surplus would cover the whole of the renewals expenditure or the special cost of gratuities and pen sions when the excess staff is paid off.

14. Is there an alternative? The new General Manager of Railways, before assuming charge of the department, has attempted to suggest one, in the enclosure to Secretary of State's despatch

135

No. 175 of 18th August, 1931.* We have already expressed our disagreement with the real principle of this alternative scheme, which is to ignore the admirable facilities in Mauritius for omnibus traffic and to make travelling, whether by road or rail, considerably more expensive for the third-class passenger. It is, however, necessary for us to analyse these proposals on the financial side: the task is not easy, for, whereas in the scheme which we have been considering every detail has been stated and examined by the Railway Department and by ourselves, the only figures which are definite in the alternative scheme are those for the purchase of new material; the figures of savings and of revenue are no more than hypothetical hopes.

*

This is an extraordinary programme for a Colony which has so largely exhausted its resources. The first step is to purchase three railcars for Rs.192,500 in order to ascertain the best use to which these cars can be put on the Mauritius railway system

"satis- In anticipation of those experiments the General Manager is fied that a saving of about Rs.182,000 per annum can be effected by the use of railcars and he then, without further argument, shows a progressive saving reaching Rs.195,000 in the third year, this saving being assisted by the further expenditure of Rs.900,900 in buying railcars. Rs.25,200 is to be expended on a new ro-railer which may be useful for first-class season-ticket holders and ulti- mately for moving goods to the rural retail grocers' shops, and will produce a saving of Rs.2,000-how, or as compared with what, is not stated. We are unable to understand how such a proposal could have been put forward by any one who has ever seen the main road and main railway of Mauritius. The road runs straight and serves the houses directly; the rail winds in wide curves which touch the inhabited areas at few points.

The remaining savings include the bus contract for Rs.48,000, to which we have already referred, and Rs.161,000 for other economies which are not explained at all, but which apparently could be introduced whether there is any general change of systern or not. On the other side, Rs.112,900 is to be expended on coach alterations, and Rs.50,300 on the running shed, and the programme further provides Rs.451,000 for renewals, and thereafter Rs.50,000 annually.

As none of the existing passengers will be allowed to escape to the omnibus, a 33 per cent. increase of fares will produce Rs.197,000 increase of revenue, and those who revert to the rail to avoid the increased fares imposed upon the omnibus traffic will add another Rs.50,000. Goods revenue will increase by Rs.30,000.

On the basis of these figures, which are nothing more than guesses, a permanent surplus of Rs.365,000 from 1935-36 is claimed.

13271

* C. 84013/31 [No. 2]: not printed.

E 4

>

མ----

ALLY WITHOUT PERMISSION OF THE BE REPRODUCED PHOTOGRAPHIC- | COPYRIGHT PHOTOGRAPH-NOT TO|

PUBLIC RECORD OFFICE, LONDON