THE PEOPLE'S RAILWAYS.

Shannon News, 4 December 1928, Page 3

THE PEOPLE'S RAILWAYS.

AN INSIGHT INTO THEIR WORKING. SERVICE TO THE PUBLIC THE MAIN CONSIDERATION. Useful information as to the working of a national institution which still proves indispensable was given at the monthly gathering of ,-the Levin Chamber of Commerce Lunch Club, in the Oxford Tea-rooms on Friday, by Mr S. R. Stedman,' stationmaster at Levin, whose address was entitled “Your Raihvays. ” Several regularly attending members of the club were absent owing to business calls, but there was a muster of 15, who were keenly interested in Mr Stedman’s speech. Apologies for absence were- received from Messrs J. A. Smith, J. D. O’Connor, J. T. M. Brewster, F. 11. Hudson, J. Harvey and W,. Smaill. Mr A. W. Hutchings presided, and, in introducing Mr Stedman, said that, from what he had heard and, what he knew, Levin had been very fortunate in its stationmasters in recent, years, Mr J. A. McQueen, and before hini Mr W. Thomson, had taken a keen, interest in local affairs. ,Mf Stedman was following worthily in their footsteps and taking a part‘in civic life generally. In pointing out that the title “Your Railways” was apposite, Mr Hutchings mentioned that the Dominion had over 0 6millio:Kj invested in the system, and this meant that every inhabitant had interest of £4O in the. business. Many stationmasters considered 'that on retiring they were completing 40 years in the wilderness and were about to enter the promised land. (Laughter.) Some of those who had not left, the service held the opinion that it was “a dreary marsh of rushes.” However, it was not quite as bad as that. The speaker had had 21 years of a stationmaster’s life, and it had its cheerful side. THE PEOPLE’S BUSINESS.

At the commencement of his address, Mr Stedmain explained that he called it “Your Railways” because he wanted to impress on the public that they were to a great extent responsible for the conduct and success of the system, lie also wished it to be understood that nothing in his remarks was intended to reflect on any Government that had been in power, as a condition of employment in the service was that its-members must not take any active part in politics. The speaker then described the method by which the railway policy was- framed and how it reached the Department and was transmitted to tho various branches. The Government that was placed in power by the people appointed,, the Minister who controlled the policy, both iii regard to the formation and the conduct of the railways; he and his colleagues drew up the tariff to be charged, the wages and hours of the employees, the regulatkms and by-laws. These conitions were notified to the General Manager, who ■ was expected to carry them out in suck a way as to show a return of 4 per cent on the capital invested. Thio was somewhat different from the position confronting a man in private business; who might adjust his charges to suit the conditions of trade prevailing at any particular time. The railways had to run in the face of direct competition from motor traffic, but the officers of the Department could mot alter the tariff, which, was' laid down under Act of Parliament. Under exceptional conditions the Manager might waive or alter certain charges, but in general it was the people’s representatives who made the charges. All sorts of things were carried at rates that did not pay the Departmeait, but such concessions as these were made'in *he interest of the country. It was very difficult, .under those circumstances, to expect the railways to pay. DIVISION OF WORK. Under the General Manager the railways wefc divided into sections. The Wellington section comprised the line from Wellington to Palmerston North and Woodville, up to Napier and down through the Wair-nrapa t' Wellington. The Wanganui section extended from New Plymouth down to Palmerston, and included Wanganui. A man who' was in charge of a business of such an extent as that controlled by a. Railway District Manager had a great responsibility! Under ,"Ms supervision were a train-running e jeer and assistants, responsible for theof the public and the. trains; a transport officer, responsible for wagons, tarpaulins, ropes, ' etc., and a staff clerk. With regard to the General Manager’s position, the speaker remarked that Mr Sterling had charge of 3200 miles of railway, a staff. of 20,000, and a concern with an authorised expenditure of nearly 60 millions on opened lines. COMPETITION OF MOTOR TRANSPORT. Mr Stedman enlightened his hearers as to the extra work imposed on station staffs by members of the public who did not.‘realise the inconvenience caused, for example, by ordering a truck for a certain day and failing to make use of it. No wagon was used without the knowledge and consent of the transport officer,, who was in Wellington, and arrangements for the haulage load of a train had to be made in accordance with the tonnage offering, which was regulated to the engine power. For failure to make use of an ordered truck, a demurrage charge of 14s a day could be made, but it was not always enforced. Referring to transit costs, Mr Stedman said that on the railways they worked out at 2£d per ton mile, while by motor transport they varied from Is to Is 6d, according' to the loads, being about Is per ton mile on the good highways of the Horowheuua-Wellingtotn' route. The reason why the Department, hauled coal, minerals, timber, lime, road metal, and other heavy material for long distances at ridiculously cheap rates was that it was for the good of the country. The distances up to which motor lorries could have loads payakly. had been arrived at by calculations which

gave the following results: —Three tons, 25 mile:; four tons, 35 miles; five tons, 40 miles; six tons, 45 miles. For distance's longer than those mentioned the railways carried the leads more cheaply and economically. The way in which the carrying firms made a living was by taking all the cream of the traffic, and by running their vehicles at all hours without having the restrictions imposed on them in regard to working conditions that were laid down for the railway service. REASONS FOR EXPENSE.

In describing the freight- services of the Department, Mr Stedman said that an enormous.-quantity v of coal was carried in all directions from the mines ill the Auckland district, at a very cheap rate and without back loading. The reason why this was done was because it was a part of the Government’s policy of iu»ning the railways for the good of tho country. If the tyoiking railway system were put on riie market at present, it was doubtful whef. it would realise, half of the 60 million's which it had cost; but on the other hand, if the capital cost were written down to 40 or 45 millions, it would be possible for them to pay a handsome profit. The speaker referred to the expensiveness of construction, due to the Government’s desire to find work for unemployed men, numbers of whom would not pass inspection by a contractor because they were not navvies. The capital cost should be cut down; he did not know who was-going to pay the difference, but it was hard to call the cost 60 millions and ask the railways to pay 4 per cent on it. Mr Stedman gave an outline of various innovations for the comfort and convenience of passengers (to which references are made in other columns), and. in concluding his address asked that the public would not look on the Department, as a cold, hard, official concern, as its policy, and llie desire of its officers, was to meet the needs of the people and also to give ear to their complaints and afford satisfaction if possible. A very hearty vote of thanks for his interesting address was accorded Mr Stedman,; on the motion of Mr P. W. Goldsmith (vice-president of the Cham-' her), who remarked that it was no wonder that the Department, had to bear a tremendous amount of capital expenditure, because of the influences that had been brought to bear on Governments right down to the present day.