WORK FOR IDLE MEN

Sun (Auckland), Volume III, Issue 672, 25 May 1929, Page 6

WORK FOR IDLE MEN

DEFECTS IN POLITICAL REMEDIES FARMING AND RAILWAY SCHEMES (Written for THE SUH by David Jones. M.P.) No. XVI. In previous articles I have endeavoured to show that land settlement is hound to continue, but that, whatever land is available, it can only be economically settled by experienced men. It has yet to be proved that men in large numbers will take up land even if areas be provided. That can only be tested out as land is purchased and offered to the public, but even though a vigorous land settlement policy is continued, I am certain the unemployment problem will not thereby lie solved.

The Prime Minister has stated that 10,000 additional men have been employed by tho present Government, and yet the unemployment figures are mounting up. Accepting as a basis my previous figures, it would cost approximately £60,000,000 to settle these 10,000 men. This is outside the range of practical politics. Any public man today who is holding out the bait that land is the sovereign remedy has either not studied the problem deeply or else he is misleading the public. Then it ’is proposed to go in for s£ huge railway building policy to complete our main lines, it being held that this will absorb unemployment and also ensure a profitable return. This suggested solution is causing grave concern throughout the Dominion, and is in opposition to the expressed will of .the people last election. NO RELIABLE INFORMATION In discussing the various main lines certain estimates have been made as to the probable cost of construction and also the amount of revenue the lines are expected to return. These figures were taken out before the Fay Railway Commission made its report, and are being quoted now as if they could be relied upon. These estimates are, however, practically worthless today. One has only to look at the remarkable change that has taken place in the world’s transport systems. .1 do not say that the railways should be or that no new railways should be constructed. The wonderful growth of motor transport in the last four years is shown in the British Ministry of Transport’s report, which proves that motor goods traffic has doubled since 1925 and that one road near London is carrying 15,000,000 tons of traffic yearly; while the Manchester-Liverpool road carries 14,000,000 tons a year. A LESSON FROM LONDON

At a meeting of the Meat Board this month we had present two representatives of the Port of London authority, and in placing before us the facilities of the port, they informed the board that five to ten-ton insulated trucks were in continuous service delivering perishable goods within a radius of 150 to 200 miles, and that a recent addition is an insulated truck with a carrying capacity of 12 tons and a trailer in addition that would have a range of over 300 miles. This means that towns in the middle of England can ring up in the morning and order 1,000 lambs, which will be delivered the same day, straight from the cold store to the butcher's shop, with only one handling, and in the hottest weather withou;, risk. England had its canal system for the cheap conveyance of goods. This was superseded by the railway, and now a battle royal is taking place between the rail and motor, and the issue is still in doubt. In a new country like New Zealand, we should profit by the experience and difficulties of older countries that have their railways completed. Every penny of our construction is borrowed money. Our present main lines were constructed when costs were materially less than now, and though the best paying parts of the Dominion yet they have become a burden on the taxpayer. ROAD COMPETITION There is another important aspect that must be given careful consideration. Our present system of motor taxation is bringing in a substantial yearly revenue that enables us to build permanent concrete highways out of revenue. Within seven years we may reasonably expect a concrete highway alongside a great length of the projected railways, and over 80 per cent, will be paid for in cash. The rail competition today is serious, but how much more will it be when a permanent road on level country is paid for and runs alongside a railway built entirely of borrowed money? Would any busines firm start out on a big construction policy when the whole transport system is in a state of transition? It will be argued what about unemployment, but surely no one would suggest a big railway construction policy to find employment? Labour is, I should say, considerably less than half the total cost. It might pay better to shovel sand by the seashore, merely finding employment at standard rates of pay, and paying for it with borrowed money is no solution of the unemployment problem. Indeed, it is the most effective method of aggravating the evil. UNEMPLOYMENT RELIEF

During the recent election I was asked the 1 question at Ashburton whether I would agree to award rates of pay on relief works, and my reply w r as that to do so would make the unemployment problem permanent, as indolent people from other countries would make a bee-line for New Zealand, and that particularly from Australia our labour market would be flooded. Over 14 per cent, of the effective working men of Australia are unemployed, and what' I said then is taking place today. The Prime Minister, during hi's recent visit to Invercargill, admitted that men were coming from Australia. They will continue to come in ever-increasing numbers as long as we pursue our present policy, and the men who will ultimately suffer most as the result are the great body of workers who are now in constant employment at fair rates of pay.