The Globe. MONDAY, FEBRUARY 11, 1878.

Globe, Volume IX, Issue 1229, 11 February 1878, Page 2

The Globe. MONDAY, FEBRUARY 11, 1878.

The question of an increased supply of trucks to copo with the goods traffic on the railway has been one which for months past the Government has had brought before them. Strong representations have boon made from various public bodies as well as private individuals of the impossibility of getting trucks sufficient to enable vessels to be loaded or discharged with the promptitude they otherwise would ho. In all and each of these, the answer has boon the same, viz., that the Government would do its best to copo with the difficulty by providing an increased number of trucks. But the time has gone on; day after day the same complaints as to shortness of trucks is heard on all sides, and still no movement appears likely to ho made by the Government to overtake tho rapidly increasing traffic. It is true that some additional trucks have been placed on the line, but the number is so small that their addition to the rolling stock is not very appreciably felt. This being the case, those engaged in mercantile pursuits must have perused with feelings of surprise tho paragraphs which recently appeared in the local papers as to the advent at one of the Northern railwaystations of an enormous train comprising nearly 200 trucks. Their first feeling on reading this must have been ono of intense respect for tho potent influence which could have such power over the railway authorities as to induce them to place so largo a number of trucks at tho disposal of one individual. So far as the merchants of Christchurch were concerned, though they approached tho railway magnates in all manner of ways—formally by deputations and resolutions, and informally by private conversations—they never could got a concession anything approaching this. If they were allowed half a dozen extra trucks to a ship as an especial favor - -by paying for it at a very good rate —they esteemed themselves fortunate. But boro was one individual who, so far as we know, never went through the troublesome form of doputationising or interviewing with ’bated breath the august controllers of our railways, getting nearly 200 trucks for his own exclusive use. And this, it must ho also homo in mind, at a time when tho withdrawal of so large a number of trucks from the ordinary traffic—though only for a short time—would be productive of inconvenience to the public. Perhaps, had not a little circumstance occurred, wo should never have heard tho full truth of this transaction. Our merchants would have grumbled to themselves as to the withdrawal from tho goods traffic of so many trucks; the affair would have been talked of for a day or two in those circles where commercial men mostly congregate, and there it would have ended. But the Harbour Board felt aggrieved at the probable loss of wharfage rates through this very transaction, and then, to the general surprise of tho public, the whole truth regarding tho transit of tho flock of ono of our wool kings, from south to north, camo out. Wo venture to say that tho statement made by Mr Wright, at the meeting of tho Harbour Board, astonished some of those who heard it. Taking that statement as the basis, what do we find P "Why that a Government, which hasheon protesting that it wished to do everything in its power to remedy the shortness of trucks, not only withdraws a large number, but also reduces the rate of carriage some three times lower than the ordinary rate. Three large locomotives, and 194 (rucks, are sent a distance of 340 miles for £360. Had the ordinary rate been charged, we are told that tho amount payable would have been about £1137. Compare this with £360, and the public will see at once that an enormous reduction lias been made. That is, for the benefit of one individual the public revenue has suffered to tho extent of the difference between the two sums mentioned. But Mr. Wright pointed out another aspect of the case which also resulted in loss to thq revenue. Of course the very largo number of trucks forming tho train had to return empty, and could therefore bo made available for transit of merchandise one way. Indeed wo are informed that a gentleman in tho grain buying trade made an offer—which would have produced a largo sum—to tho Government to freight tho empty trucks on their return, but this ivas refused. This then Avas a second loss to tho re\ r enue. Not content Avith giving what avo cannot but characterise as an uuAvarrantable preference to a private individual, the railway authorities do so at a merely nominal charge, and refuse an offer to utilise the empty trucks, Avhich Avould have gone some Avay to recoup tho loss the public sustained through this piece of official favouritism. That any one man, because ho happens to bo a member of tho Upper House, should bo able—at the public expense —to obtain privileges denied to the representatives of trade and commerce, in tho interests of a Avhole community, is, to say the least of it, open to grave censure. In tho interests of the public, and to prevent any such a transaction taking place again, we hope some member of the Assembly Avill bring the avliolo matter before Parliament when it next meets.