The Manawatu Standard (PUBLISHED DAILY.) The Oldest Daily Newspaper on the West Coast. WEDNESDAY, AUGUST 5, 1835. RAILWAY MANAGEMENT.

Manawatu Standard, Volume X, Issue 56, 5 August 1885, Page 2

The Manawatu Standard (PUBLISHED DAILY.) The Oldest Daily Newspaper on the West Coast. WEDNESDAY, AUGUST 5, 1835. RAILWAY MANAGEMENT.

<t> In our former article on this subject we made prominent reference to the prohibitive restrictions imposed by the , Railway i cparfcment with regard to the freights on timber. Another industry that has suffered to a material extent is that of firewood. Had the Railway Department considered from a practical stand-point the question of revenue that would accrue from a modified tariff on firewood, as well as timber, the concessions granted would have tended to greatly enhance the prosperity of Manawatu. Many strangers to this district inquire how it is that no firewood is sent from Palmerston to Wanganui. The answer simply is, " A prohibitive " railway tariff!" The Department could afford to -carry firewood at about , one-half, oi\ at any rate not more than two-thirds of its present charges for freight on that commodity. There is a large demand for firewood m Wanganui, where fuel is exceedingly dear ; and were the rate of freight reduced not only would a considerable firewood trade spring up m Manawatu, but the price to consumers m Wanganui j would be materially diminished. We connot see why the cost per truck from Palmerston should exceed that from Halcombe. Of course, there is the great obstacle to be overcome m the fact that north of Turakina heavy loads cannot be hauled. But a goods train two or three times a week would bring on the accumulated loading from Turakina. It is a significant fact how often the trains from Palmerston northwards leave with light freights. The simple reason is that the tariff stops all trade, dwarfs all enterprise, and retards all progress. Jt will not be denied that were the firewood trade m this district encouraged by legitimate concessions on the part of the it would give employment to a good many men now without occupation, and brinoa substantial return m coin to the district. There is nothing to hinder the Department lowering the freight on both timber and firewood to a rate that Would be the means of giving a .great - and very welcome impetus to! both industries m this locality, where both are now languishing. :It seems most incomprehensible to the non-official understanding to argue that tariff rates must be kept up to a certain fixed rate, at which it is impossible to do a remunerative trade as between producer and consumer, m order that the revenue on that particular section may be sustained. Would an ordinary business man, m times of depression and m the face of keen competition, seek to increase his returns by increasing his trade prices ? We vcntuie to say not. Vet this is precisely what the Railway Department is doing and has a 1 ways done. Here is a case m point "to illustrate our contention. Certain classes of goods, such as cement, &c. are carried on the New Zealand railways at certain uniform fixed rates, under: class of a certain letter. But at the present time those descriptions of goods are scheduled under the different class on the Wanganui section, so as to increase the revenue to th* loss, hardship, and injustice of the consignee. Now, is this fair, wise, or politic ? We argue m the negative, and we go further and contend that until the tariff is reduced to a scale that will enable industries to be profitably carried on, the com--1 merce of the country, and the revenue of the railways will decrease from month to month. Were the railways a private undertaking, the directors, proprietor, or manager would argue m this way — viz., that if the concern was to be a paying busincsss, full loads must be carried both ways. Consideration would 'be givGiv'JS) the representations of business men along the line, who might say m effect "If you can " carry my timber, firewood, bricks, «♦ hay, straw, &c. &c. at a certain ** price, I can produce a consider- " aible quantity, and afford to pat- " ronize your line ; but, if you can- " not carry my loading at a rate that " will leave me a margin of profit, I <c need not continue an industry from " which I reap no returns over and " above my working expenses." This would surely be a fair and reasonable proposal to make, and the railway company who would decline to discuss the matter on its merits would be open to the charge of incompetence to deal with a plain question of commercial economy. But would the Department presided over by the autocratic "General Manager of New Zealand Railways " entertain such a proposal ? Not likely. He has laid down his east iron, hard and fast, unalterable rules, abstruse mathematical theories, and intricate but wholly inapplicable calculations, from whii'h deviation is permitted, not even on the representations of a Cabinet Minister, and the result is apparent m the declension and eventual collapse of one industry after another m the country districts and the rapid diminution of railway revenue If the most perfect system had been invented that could

be devised to render our railways! non-remunerative, and to retard the progress of the colony through their instrumental, ty, no better could be conceived than that now m vogue. We cannot conceive how the Government has not before now' taken cognizance of the systematic blunders proverbially characteristic of railway management m this country, through which the reputation of the colony, and the prosperity of its inhabitants, not to speak of the financial position or its chief asset — our railways, are suffering to an' : extent that annually is assuming more serious dimensions, and year by year will preseiit more unsurtnountable difficulties when the whole question has to be eventually grappled with, the errots of previous administration rectified, and the tariff remodelled on a reasonable basis. Go where you will one is met with the same deprecatory remark, " But " for the exorbitant railway tariff I " could engage m this or that .undertaking with profit to myself and " advantage to the locality where [ " live. But railway freight kills " every industry. 11 This is all too true, unfortunately. The day must come when the colony will awaken to the manifold existing evils m the matter of railway management, and when the demand for reform will be so universal arid persistent that it will not be silenced and must ultimately prove irresistible.