The Globe. FRIDAY, JANUARY 31, 1879.

Globe, Volume XX, Issue 1545, 31 January 1879, Page 2

The Globe. FRIDAY, JANUARY 31, 1879.

THE proper development of our coal industry is, without any doubt, a matter closely affecting our general prosperity. There exists a certain class of people whose ultra patriotism is so excessive that they hold to always patronizing the native article, even at great personal inconvenience. We can imagine these individuals, supposing the main production of New Zealand to consist of hides, posing sternly and clothing themselves in skins. But their view is evidently not a practical one, for it is of no use hoping that ordinary individuals will put up with an inferior article because it happens to be a New Zealand article. It would be of no use expecting, therefore, that our coal would permanently hold its own for railway purposes, unless it were found that it was well suited for the purpose, Experts railed at the quality of the Malvern coal, and said that it was hopeless trying to make anything out of it. An engineer down South made some very elaborate experiments on the Kaitangata coal, a somewhat similar, but rather superior article, and stated that it was practically useless. Latterly, however, his view of the subject has been shown to be totally incorrect. The Malvern coal has been used for some time on our railways, and we believe we are correct in saying that the railway management have found its use very economical. Of course, as it is a light coal, more of it is burnt in hauling a certain weight over a certain distance than would be used of Newcastle coal, but, taking its cost into consideration, its introduction has been conducive to a cheap working of the engines. And if this is the case when Malvern coal is at its present price, it stands to reason that, when the new line to the pits has been completed, and the cost of the coal thereby reduced most considerably, the result of its introduction will be still more satisfactory. Let us descend somewhat into particulars. Take, for instance, the ordinary tank engines. When using Newcastle coal, and running at the average rate of nineteen miles per hour, the cost of dragging a ton is *2l of a penny per mile, while the average of five engines of the same class which use Malvern coal is only ’lB of a penny per mile. Take again the heavy goods engines, of which, we believe, there is only one fitted up for the consumption of Native coal. This engine has succeeded in drawing its ton at the exceeding low rate •05 of a penny per ton per mile, while the average of the rest of the heavy goods engines is '2l of a penny. Certainly to obtain the result credited to this economical iron horse, a sacrifice has been somewhat made to speed, but speed is of far less importance in goods traffic than economy. Finally, taking what are known as the “ Yankee engines,” those using Native coal and running at twentyeight miles an hour carry their ton at an average cost of *l3 of a penny per mile. Others of same class burning Newcastle coal, and running only at a speed of eighteen miles an hour, average ’ll of a penny per mile for every ton conveyed. The latter result, taking the speed of transit into consideration, is not so satisfactory as the former. And these results have been obtained without the engines which use Malvern coal deteriorating in any way more rapidly than those working under the old conditions. It is evident, therefore, that the Malvern coal is not at all unsuited for our railways, and that it is a very economical article into the bargain, the latter a factor of the utmost importance if we take the rapid development of our railway system into consideration. And how rapid has been this increase in this island will be seen by the fact that while the number of miles run by trains of all descriptions in 1876 was 810,226, the number had increased in 1878 to 1,101,470, So that the result of a small saving in the cost of haulage per mile means a large saving to the country per annum. As it is indeed, the working expenses of every engine, including fuel and wages, was, in 1876, for every hundred miles covered, £3 6s 3d. In 1878 the cost had decreased to £2 17s Id. Although, of course, as a business increases in size, it is natural to expect some diminution in the average of expenditure, yet it is most pleasant to learn that such a considerable reduction in the cost of working our trains has been effected. Had the average cost per 100 miles for 1876 been kept up, it is evident that our railway expenditure last year would have amounted to upwards of £SOOO more than the figure with which the year was debited. It may be said, however, by some that we have passed over in silence one groat drawback to the use of Malvern coal on our railways, namely, its aptitude to throw out sparks, and so to cause a great danger of fire at certain seasons of the year. The remedy to this defect, however, is, in reality, a mere matter of mechanical contrivance. Some method of abating the evil will infallibly be discovered within a short period, and the engines using our coal will bo placed on a par in respect to their comparative harmlessness, with the engines using Newcastle coal. So far wo have treated solely of the advantages connected with the use of Malvern coal; but, of course, if we could get a superior coal, such as the West Coast coal, at a low figure, it would pay better still to bring the latter into ordinary use, and a still larger saving might be made in ordinary expenditure. During the last, session of the General Assembly Mr. Maeaudrew, with a loud tlnurish of trumpets, promised that he would see well to the making of the Amberley-Jb uiinortou line—a lino that would connect Christchurch and the railway system at largo in

this island with tho great coal fields of the West Coast. But what has been done

in the matter ? Nothing, as far as we are aware. We are just as far off as ever from the consummation so devoutly to bo wished. The Ministerial promises have proved to ho like the proverbial pie-crust — made to be broken.