WELLINGTON TOPICS

Hokitika Guardian, 15 October 1930, Page 7

WELLINGTON TOPICS

THE RAILWAY COMMISSION SOME PLAIN SPEAKING. fgg (Special Correspondent). WELLINGTON, October 13. The Railway Commission, consisting of the Hen Robert Masters, the leader of the Legislative Council, Mr James Dryden Hall, a son of Sir John Hall; whom the Hon L. M. Isitt kept out of Parliament some seventeen years ago; Mr Richard William McVilly, for many years General Manager of Railways, and Mr James Marchbanks, submitted its report to the Minister in charge last week. It is a consise document of seventy-two closely printed pages and one of the most frank and interesting of the “papers” that have reached the public for many a year. His Excellency the Governor-General, in the usual form, placed nineteen specific inquiries before the Committee, beginning with: “Whether the general organisation of the Department is such as to produce the maximum of economy and efficiency in administration and operation,” and ending with “generally to review the administration and financial position of the Govern ment Railway Department and to recomend what, if any, steps might lie taken to secure a proper balance of economy, efficiency and satifactory service.” The Commission apears to have discharged its task with candour and precision.

SOME COMPARISONS. The members of the Comission miring their searching investigations, visited fifteen workshops, booking-offices, depots, stations and so forth, examining 102 witnesses distributed over all parts of the Dominion, and receiving written evidence from forty-eight other persons acquainted with the purpose of the inquiry. Every paragraph of the report makes . interesting reading, but in passing it is only possible to indicate a paragraph here and there. A table of figures shows that the scale of ordinary passenger fares in New Zealand is low compared with thax in other countries. ’ Fist class per mile in New Zealand is 1.86 of a penny per mile and second class 1.25 per mile; while in Britain the rates are 2.50 and 2.00 respectively ; in South Africa 2.23 and 1.50; in Victoria 2.40 and 1.60; in New South Wales, 2.60 and 1.75 and in Queensland 2.25 and 1.45. The British third class fare of 1.50 is a farthing higher than the New Zealand second class. It is only fair to observe however, that the British third-class carriages are generally far better than the average short-distance second class carriages in this country.

EXCURSIONS AND SUGGESTIONS

The figures prepared by the Commission show that holiday excursion fares in New Zealand are materially lower than those prevailing in Australia, with the exception of those in Sbutn Australia where, apparently, the first class 'fare is cut to second closs rates. The New Zealand rates for 20 miles are 5s lOd first class and 4s second class; those of, Queensland 8s and 5s 2d respectively; Victoria 9s and 5s lid; South Australia 3s 9d, Western Australia 6s lid and 4s 4d and New South Wales 6s 7d and 4s lid. The Commission has had the courage to recommend an increase in workers’ fares, which for many years have been a growing tax upon the community at large. “At the present time,” it states, “passengers under this regulation are being conveyed at an average fare of 2.48 d per journey for an average distance of eight 'miles, or 0.3U1 per mile.” The Comf mission would raise the weekly ticket for two miles from Is 9d to Is lOd; the ten mile from 2s 6d to 4s; the fifteen mile from 3s 3d to 5s and the twenty mile from 4s 3d to 5s 8d with corresponding increases for intervening distances. It is estimated that these charges would increase the revenue by £22,000. GOVERNMENT TRADING. It is when the Comission comes to the railways’ exploits in advertising and catering that it obtains an insight

into Government trading. “For the year ended 31st March 1928,” it report's “the salaries, wages and allowances totalled £12,540, in 1929 they were £13,615 and in 1930 £14,572. These figures disclosed that although no substantial improvement was made in the revenue, the salaries, wages and allowance were on the increase.” Had the whole facts been placed before the Commission the members would have been astounded by their significance. They would have learned that of £47,385 received by the advertising department in 1927 only £4,897 reached the Treasury, in 1928 only £3,619.; in 1929 only £3,244 and in 1930 only £3Bl. “The possibilities in this branch,” the Commission reports, “are very great indeed, but it requires a man with vission, initiative and experience in the business of advertising to control it.” The Commission’s estimate of the existing management need not be quoted. The Refreshment Branch appears to be in a somewhat like case with its revenue decreasing and its expenditure increasing. .