The Evening Star WEDNESDAY, MAY 10, 1876.

Evening Star, Issue 4119, 10 May 1876, Page 2

The Evening Star WEDNESDAY, MAY 10, 1876.

On Saturday we drew attention to improvements in the construction of railway plant, by which, for as little or less than the cost of a common road, branch lines may be made tending to confer the advantages of railway communication upon almost every farm. Years ago we pointed to this consummation as that which ought to be aimed at. The idea ’<eas scouted as chimercial by many wh«) held that railwaytj were in advance o'f New Zealand’s requirements. But very extended engineering knowledge was not necessary to predict that the, point aimed at by the world’s ablest mechanicians would ultimately be reached. To this dav another class an.eor .at our cheap raslvayf, speak of them.

and point to the costly worts constructed by the Victorians. They profess to regard our narrow guage, comparatively light lines, and deliberate travelling as nnsuited to the age. No doubt there is something very pleasant in finding oneself whisked across the country at a rate that equals the speed of one of our carrier pigeons; but that is beyond our necessities, and not worth the money that would have been required. The great art in mechanics is to economise money as well as time. When it is considered that the two main lines of rail in Victoria cost on an average £38,000 per mile, and that New Zealand has constructed seven miles for that money, while the rate of travelling is not very materially different some three or four miles an hour —it is easily conceivable that the traffic in New Zealand may be very profitable, and pay good interest on the outlay, while that of Victoria may not return expenses. This advantage has forced itself so powerfully upon our neighbors that in their later works they have followed New Zealand’s example. This fact is quite sufficient answer to the cavillers of whom we speak, and a strong recommendation to Road Boards to consider well whether or not it is possible to substitute cheap railways for costly macadamised roads. Hitherto we have been very conservative in our modes of locomotion; and had it not been for scarcity of labor, we should have been equally old-fashioned in agriculture. Necessity first led to comprehending the value of mechanical applications to farming operations, and now no large farm is without its doublefurrowed ploughs, its mowing and reaping machines. All these tend to economy, and have been found profitable ; but economical working may be carried much further by co-operation, an<l the formation of roads is a mode of co-operation. In some districts—in most—the cost of cartage is a serious item. Where crops are heavy it is the work of weeks to convey the produce to a market or to a port for shipment. This very materially reduces the profit of farming. It is worth thinking awhile of the items that combine to this end. Suppose a contract were made with a carrier who owns teams capable of carrying five tons each, say a distance of seven miles only. The farmer pays him for each team, the daily keep of eight horses, the wages of a driver, interest upon the cost of his horses and waggon, and a living profit beyond ; and, in addition to these, the cost of wear and tear of waggon, shoeing of horses, and something for risk. But when all this is done, the payments do not cease. He has beforehand had to pay for road construction, and he must contribute to its maintenance either by direct rate or in I repayment of toll to the carrier. Nor I is it certain the cost will be reimbursed by the consumer in the face of competition with other countries. This list of apparently little items is not, however, exhausted; for time is money, and the time occupied in carting the yield off a large farm entails considerable loss on interest of money. The same argument also applies to wool and mineral produce, let alone loss of time in travelling, which amounts to no inconsiderable sum in a year. Cheap railways seem to us the remedy. To realise all the advantages derivable from them changes would have to be made in the construction of vehicles so as to meet the new conditions. For the present, perhaps horses and drays will continue to be needed for farm work, as only very advanced farmers will see the utility of tram roads for economising labor on their estates; but as the main lines become finished each district will find it to the interest of its inhabitants to have cheap lines conun unicat'ng directly with them, and will have their loaded waggons waiting at the siding ready for haulage. There is nothing merely ideal in this. In the manufacturing districts of Great Britain firms transacting large business have either their own trucks or hire them of railway companies, and have branch lines joining their establishments with the main ones. Similar arrangements are more easy here than at Home, and it must be remembered that although the plan involves preliminary outlay the money will not be sunk—it will be invested. It is really time the difference should be fully understood, for there are yet to be found men aspiring to be politicians who do not comprehend it. They have a notion—or at least when it suits they say so—that no matter for what purpose money is spent it is equally “gone.” Yet the end for which it has been laid out makes the difference. If it is blazed away in gunpowder or in sustaining an army it never comes back again ; but if it is laid out in means for cheapening cost of production and distribution of commodities, it is returned with interest in the increased profit of labor and capital, and adds very materially to the value of every estate within its influence. Precisely this effect must follow judicious investments in cheap railways.