THE RAILWAY TARIFF.

Globe, Volume XXII, Issue 2119, 8 December 1880, Page 3

THE RAILWAY TARIFF.

The following extract from a memorandum from the General Manager of New Zealand Bail ways to the Minister for Public Works haa bean handed to u» for publication:— “ During the investigation of the working of the new railway rates, it has become evident that some misapprehension exists in the public mind on the subject of railway working, especially in the district north of the Waitaki. As this has given rise to some demands which cannot readily be met, it is desirable to endeavor to correct these views. “ There is an erroneous idea about the relative advantages of the lines respectively north and south of Oamaru. The chief advantage of the lines with easy, grades and curves does not seem to be known, while the minor advantages are muoh over-estimated, and are stated as reasons for giving exceptionally low local rates. “ The chief advantage which a line such as Amberley-Oamaru, with one in eighty limiting and one in one hundred prevailing grades, and one in sixty-six on the branches, has over such a line as Oamarn-Bluff, with one in fifty grades limit, is this: —The capacity of the former line for traffic will approach two and a half times that of the latter, because heavier trains can be taken over it.

“ This is an advantage not yet operating, t and it cannot be expected to accrue for many £ years; at present, therefore, this point may t be omittod'in determining the rates. _ £ “ The advantage so muoh over estimated, j which the public claims, is that due to the j smaller cost of locomotive power on the i easier grades. A consideration of the statistics 1 of locomotive running shows that taking the ] best locomotive performance due to engines on { the heaviest rails and the most level part of ] the Amberley-Oamaru lines, and comparing f with the best performances on the lin 50 j grades, there is about 0.03 d per ton mile i difference in average ; an extreme estimate t will only give a difference of 0.06 d per ton •, mile, or, say l-17d ; but it is unlikely that r this would be obtained as a rule in practice, as 1 train running has to be subservient to many ] causes, and full advantage cannot bo taken £ of the difference in the nature of the lines. In this respect, therefore, the grounds for claiming low local rates are very small. “As regards maintenance, a point not so | apparent to the public, and therefore not ap- t preoiated, the advantage is greater. The r maintenance of heavy earthworks and cut- 1 tings is at the outset large on such a section ( as Oamarn-Olinton, but it is a charge which diminishes yearly as the works consolidate ; j on the other hand the maintenance of the ( many miles of bridging on the Amherley- j Oamaru line is a charge which will increase ( year by year. Any temporary advantage, 3 therefore, at present prevailing in this respect j should not be considered. < “ The cost of permanent way, renewals and j repairs, may be estimated at 0.12 d per mile j more on the heavier lines than on the j lighter. “The total advantage therefore of the j easier linos over the heavier, under the pro- , sent conditions, should not be stated at more , than 0.15 d per ton mile, or say X-7d per ton ( mile. Shunting, a large item in locomotive charges, is unaffected by steep grades, as it is performed in the station. Station permanent , way renewal, a heavy item in maintenance, j is similarly unaffected. _ ] “The purport of these remarks is to show ( first, what is already well appreciated, that ( the lines with easy grades and curves have a very material advantage over those with \ heavier features, and also what is not at all ] appreciated, viz., that the time has not yet j arrived when anything approaching the full ( advantage can be obtained. _ < “It may bo asked why the net earnings on ( the Amberley-Oamaru section and branches j are more than on the Southern lines ; this is , chiefly dne to two causes in addition to the j small present advantages already noted ; they ( are the smaller present cost of maintaining ( works and the larger receipts per mile. The j latter fact is doubtless due to the great extent of country readily available for cultivation , and use.” ""*i