THE RAILWAY COMMISSIONER.

Waikato Times, Volume XXXII, Issue 2623, 4 May 1889, Page 2

THE RAILWAY COMMISSIONER.

Mil McKhrkow, Chief Commissioner of Railways, with Mr Hudson, District Traffic Manager and Mr Coom, Railway Engineer, were at Hamilton yesterday morning. A deputation consisting of Messrs Primrose, G. Edgecumba, A. Swarbrick, W. McGregor Hay, H. Cowper, T. G. Sandes, and Captain McPherson, waited upon the Commissioner at Gwynne's Hotel and discussed certain matters in connection with local railway system. The questions referred to were very much the same as those brought before Mr Maxwell when he was'in the NVaikato in February last.

Mr Primrose, who acted as spokesman, said the deputation were glad of the opportunity, offered by Mr McKerrow's visit, to call on him. Although they had still something to grumble about, they appreciated the concessions lately made, but there was room for greater facilities being given to encourage settlement. The railway was not to blame for everything, but it could be made more useful for settlement. Auckland was the only business centre of the Waikato, and whilst thankful for the alterations in the time-table, it was thought, it could be arranged to enable settlers to return home the same day. There should be a greater reduction in freights on produce, as, after a certaiu distance from the centre, production must otherwise cease owing to the distance and charges. The department would reap the benefit of furthet reductions indirectly. Mr Edgecumbe said that as Mr McKerrow had had a long acquaintance with the settlement of the country, he was sure his feelings would be with them, and he would do his best to encourage the producers. Capt. McPherson drew attention to the large number of cattle-trucks returning empty from Auckland, lie thought it would be better to bring such articles as manures, etc. in them at low rates than haul them back empty. Mr Primrose said the present cattle trucks gave great dissatisfaction as they are too narrow fwr full-sized beasts. Mi MclCerrow replied that the Department is constructing improved and wider trucks, which would replace the prc-ent ones. Mr Primrose said there should bo a reduction in the passenger rates, although they did not press that point. Return tickets should, however, be allowed. Mr McKerrow said it did not seem to be generally known that a system of return fares at half rates existed. They had also reduced the freights on agricultural produce frnm Id to Ad per mile after 70 miles. Mr Primrose assented to this, but thought the distance still too great. Settlers at long distances would have to cease sending to the central market.

Mr Swarbriek stated that the point he wished to urge was one of general policy in the management of the railways. Every practical railway manager knew that lines in sparsely populated agricultural districts never could be made to pay in the sense of a commercial speculation. Taking, as an instance, the railways south of Tsuipiri, and similar lines throughout New Zealand, it was impossible under any system of charges to make these lines pay cost of maintenance and interest on capital. Viewed as a commercial speculation, the proper course would be to shut them up and sell all the material. He, however, maintained that these lines had never been intended to pay in this narrow sense. They were constructed as part of a general policy to open up the more remote districts, and the blunder made hitherto was in attempting to treat them as a commercial speculation, to yield a direct return, Under any system of management the colony was boiiu.>l to lose thousands each year 011 those lilies in the shape of interest on capital and cost of maintenance, and under the present tariff the colony got no return for this annual outlay. On the one hand, the lines did not pay commercially; and on the other the districts served reaped no adequate benefit, for tho high cost of carriage retarded settlement. Ho urged the necessity of a tariff' based on the same policy as that on which the lines were constructed. Let them recognise tho fact that this long distance traffic was not a commercial undertaking, but to develops the up country districts and frame their traffic accordingly. Take as an illustration the railways in the Waikato. These, at present, cost the colony thousands a year in interest and maintenance, for which no one received an adequate benefit. But by making a further small sacrifice in the rates from Lhe Waikato, the district would reap the full benefit of the whole annual outlay by the impetus given to settlement. Tho system of charges he advocated was that the through rates between any two points should be made up of terminal and mileage rates. The terminals were of course the saino no matter what the distance. The mileage rates should be so much a mile for the first 20 miles—say half as much per mile for the next 30 miles, and beyond 50 miles a nominal increase. This would mean only a small loss of revenue, for tho amount now earned in carrying passengers or goods beyond the first 50 miles was comparatively small, but the effect of this system would be to place the remote settler on an equal footing with the one nearer to town and in the truest sense it would make the railways of the colony " pay." Mr McKerrow noted the points raised. He said there were few places in New Zealand more than 100 miles from a centre. Mr Hudson said very few were 50 miles from a port. Mr Swarbriek said that was the very point he referred to. That distance should be the limit. Mr McKerrow then promised to bring the subjects before the Board. His sympathies wore strong in tho interest of settlers. Mr Primrose thanked Mr McKerrow for his hearing and expressed the pleasure with which his appointment had been received by the district, Tho deputation then withdrew.