OUR RAILWAYS AND WHY THEY DO NOT PAY.

Waikato Times, Volume XXXI, Issue 2517, 28 August 1888, Page 3

OUR RAILWAYS AND WHY THEY DO NOT PAY.

♦ Oun To Awamutu correspondent writes :— The Minister for Public Works in his statement says, with reference to our railways, " Wo must, however, await the growth of population before we can pain any largo increase in the traffic." The hon. gentleman must have been indulging in some mild sarcasm when ho uttered those words. There is, of course, a grain of reason in the (statement, for with the increase of population there would naturally be an increase in the traffic. But there could be a considerable increase effected without what he appears to think tho necessary adjunct of increased population. A remodelling in an intelligent uwiiner of the present befuddling system that increase, have a good effect.' livery obstacle is thrown in the way of settlers sending small quantities of produce by rail. What sense is there in tho system that actually enables one to send two tons of goods a certain distance for loss cost than onu ton can be sont over tho same distance? or that imposes a lower rate for a given quantity of produce from Te Awamntu to Auckland than from Te Awamutu to Newmarket, or other stations on this side of Auckland ? The cost of sending wheat or other grain to tho chief market is out of all proportion to the value of the article. A couple of years ago, a man came up here from Auckland

with the view of puichasingland, bub when enquiry showed liim the rates nf freights on produce, he returned, and preferred paying a rental of JK an acre for land in the vicinity of the city, to investing in a farm here, the fee simple of which lie could have obtained for the same or nearly the same sum as lie paid in rent for the other, and this was entirely owing to the railway rates, which, he said, gave no chance to the farmer. The Government profess to have a desire to encourage settlement of the waste lands of the colony yet by their mode of managing the railways they defeat the very purpose they profess to have in view. An alteration in tho administration of these lands which would induce settlement would contribute materially towards the increase of traffic so much desired. With conscious pride the Minister relates how the Government have purchased large tracts of land at low figures in various parts of the colony. A great deal of this laud is situated in districts which will not be tapped by railways fur many years to come. Tf the same energy displayed in acquiring thoso lands, were directed towards settling those already owned by the Crown in districts supplied with railways the beneficial effect it would have upon the traffic returns would soon make itself felt. In the majority of cases the land thrown open for settlement on the deferred payment, perpetual lease, or village settlement system, is in districts which do not possess the advantages of railway communication with the large centres of population. Open the lands in the vicinity of lines for settlement in the same manner, and see how soon they will bo taken up. I believe it was Mr (Doom who suggested that such

land should bo thrown open in that way, and to encourage settlers he proposed that selectors be given three days'work a week as surface men, the other throe days to be spent in improving their holdings. Granted that there would be more settlers than would be required to keep the line in order, there would still be employment for a year or two in making roads, which, while enabling these men to get access to their lands, would also act as feeders to the railway. On such work the men could be profitably employed on certain days, thus giving them a fair start. Mr Vaile's system, though perhaps in a modified form, is the underlying principle in the success of our railways. I believe a reduction in freights rather than in fares is what is required to facilitate settlement. Mr Murray's proposals are, to my mind, tho best made yet, but whether Vaile or Murray is immaterial, providing the alteration will have the effect of inducing settlement in the country districts. The time is past when city people thought they could live without the country people. Dr. Campbell's recent speech plainly indicates tho change of opinion in that respect. The pity is that the community of interests was not recognised long ago. The Minister says the average cost per ton of goods carried in Now Zealand is only (is 10(1, which is the lowest of any of the Australian colonies. Precisely so. When we consider the high rates ruling for goods to Waikato stations, and other stations at similar distance from centres of population, it unmistakably shows that our system of railway (ini.-i) management tends to induce settlement around these centres instead of in the country districts, for the short distance traffic must be something very groat tfi bring the average down to the low figure of (is lOd. It will be only necessary to keep up tho present high rates for cattle and produce over long distances for a year or two lunger to reduce the average still more, Will the Minister then point with the same pride to the low average? or will it cause the scales to fall from his eyes and see what the low average really indicates? New Zealand with a population of 603.3U1 for the year ending 31st March, 1888, carried 5,428,402 passengers over her 1,758 miles of railway, while Victor in, with a population of l,03(i,118 for the year ending 30th June, 1.887, carried 49,2111,857 passsongers over her 1,380 miles of railway, or nine times the number of passengers for loss than double tho number of inhabitants. The average cost per ton of goods in that country was Bs. It is very evident the railway department in that cnlony holds out such inducements in the way of fares, as to make the city people better acquainted with the country districts than the dwellers in Xow Zealand cities nre. In another part of tho statement the country is congratulated on the economical management of the department. I was in Hamilton to-day (Tuesday), and while waiting at Prankton Junction, saw a fitting monument, of the said economical management. The monument was a row of six neat cottages, each with a garden neatly enclosed with a paling fence, and only one of these cottages was occupied ; there were large workshops, also unoccupied. Truly a fitting monument to tho sagacity to those who are privileged to squander our money. •' It cannot be supposed that economy can be indefinitely extended." Certainly not. Reduce the day labourer sixpence or a shilling a day, but Mr Maxwell's salary of £1000 a year must not be reduced by a single penny, and not only are some of the district manager's salaries not to be reduced, but they are to be increased, notwithstanding the demand for retrenchment. A statement showing some of the recent dismissals and appointments on the Auckland line would be interesting reading for the public. There is one case reported of the retrenching (?) of one qualified person from a responsible position, and the appointment of an unqualified person to the position at a considerable increase of salary. This is a fair sample of the morality of our whole system of Government. It is no wonder the young men who have enough to pay their passages are leaving the colony in such numbers, and this exodus will continue until the Government, by liberal measures, give them the opportunity of making homes for themselves on the waste lands of the Crown.