The Waikato Times AND THAMES VALLEY GAZETTE.

Waikato Times, Volume XXXIV, Issue 2792, 5 June 1890, Page 2

The Waikato Times AND THAMES VALLEY GAZETTE.

Equal and exact justice to all men, Of whatsoever state or persuasion, religious or political. THURSDAY, JUNE 5, 1890. + Start an ordinary railway train empty, and an enormous power will be required to convey it, say, 100 miles. Put into the train 150 persons and the increased consumption of coal, says Mr Vailo, would not be more than 60 to 70 pound.s weight. The cost of the coal would be infinitesimal. Here is the central point on which the changes proposed by him in our railway system, really turn. From Auckland to Penrose, a distance of seven miles, the second class fare is now sixpence. Prom Auckland to Hamilton, a distance of 81 miles it is 11s 10.1. At only twelve times the distance it is thus twenty-four times the amount, while iii "point of fact the cost ot conveying .the passenger for the additional 77 miles is infinitesimal., The difference of wear and tear is also small between an empty and a fairly full train, and the clerical and administrative expenses are much about the same. Why then is this incongruous addition to the charge, ask Mr Vaile and those who agree with him? The question is of deep importance and must be fairly met aiid answered. The railways are State property, and every man in tho country is practically a shareholder. The State has no right, then, to intlicfc a heavy charge, if unnecessary, upon country settlers, creating congestion in the large central towns and fining those who go forth to open up and improve the colony. The remedy proposed by Mr Mr Vaile is to divide the railway

into zones or stages, and to have a uniform fare for all places within each zone. The figures involved in making this arrangement are necessarily complex, but their general bearing may be easily understood. The tables published with the year's departmental ieporfc by the Bailsvay Commissioners, show that out of every hundred pounds received by them, £24 comes from persons travelling within the first ten miles, £39 from those within the next 40 miles, and .£37 from those beyond that distance. But the figures are still more remarkable, as quoted in connection with the number of persons who, in each case, pay the above sums. The £24 is paid by 69 persons, while the £39 is paid by only 25, and the £37 by only six persons respectively. If this be correct, it shows most clearly how heavily handicapped care those settlers who, few in number, luave to pay so large a proportion of the revenue which the Commissioners collect during the yeai. Suppose, says Mr Vaile, that we put a toll-gate outside of Auckland, the central market of the province and the place in which its "business is chiefly done, and levy the tolls so that those who use the road shall pay in proportion to the length over which they have travelled. What an outcry we should hear and how long would the system last ? Yet the railway does much more, for it charges twenty-four times the toll for only twelve times the distance. The&o, roughly put, are tho incongruities which he has certainly devoted much labour and ability to expose, and shown much ingenuity in proposals to remove. The subject is naturally intricate, and people generally will revolt from an array of figures and statements of fact ou subjects with which few are conversant, or to which few can give tho time required for their mastery. But tho broad facts are plain and will command tho attontion of the most careless if a moment's consideration be given | to them. One other point iomaiiis •to be stated. The same annual tables published by the Commissioners show that sotting aside all anomalies, the average of the fares received during the year is only Is lUd. Is it not possible to rearrange the charges so that tin's average can be maintained while, settlers and others obliged to travel for long distances shall pay little more than those near the central towns? Mr Vaile maintains tluit if his system were carried oat in its intogrity, we should see this done. The central cities would then bo relieved of their present pressure, their suburbs would extend over many miles, and villages, and country towns once more cover the land with all their former vitality and vigour. The prospect is attractive and the plan sufficiently feasible, on its surface, to demand careful and impartial consideration. Much more so when the additioual attraction is offered of a largely increased revenue. Divide your railway into suitable zones, he says. For example, take the line from Auckland to Hamilton, and construct your charges list as follows: —

Miles , ' Jud cliltiS 7 To Fenrorfß and intermediate stations* . •■• 1(1 15 To Manurowii and inlormfcumtu stations •■• SJ 'Si To Drury and intermediate Btatiinis . -Is Od 30 To J'ukoUoho and intenriediate stations . ...ls'ld 81 To Hamilton and intermediate stations Is $d and so on ; the fare for Hamilton is now I Is lUd. and to reduce it to Is Sd seems extravagantly low. Is it really so , ? Will the additional traflic on intermediate stages and over the whole time, make good the present average ? That is the question. Mr Vaile maintains that it will do this and much more. We quote Government returns to show that if the number of fares be only doubled on the whole, the present average on his scale will be more than made good, and tho expenses of working be, at the same time, materially reduced. Even labouring men seeking work would he holds, travel by train instead of trudging on foot, as many now do, and innumerable

other nils come in to swell the main stream. Therein lies the whole problem. The recent changes in Hungary and Austria give countenance to the stage or zone system. Moreover, the German Government have made application to Mr Vaile, through their Consul General in Sydney, to supply them with full information. Our Government ought not to be behind. The proposals have been before the public for some years, and a wide interest is felt in them. A committee of the House of Representatives reported in favour of a trial, so far back as ISSG, but added, as a condition, that the district in which the experiment might be made should secure the Government against lossThis, of course, neutralised the recommendation. Now, a general election is close at hand and the subject sure to come up. It has been suggested that the Government should give to Mr Vaile an opportunity of explaining his system, orally to members in Wellington, with the commissioners present at the same time to state the objections they entertain, or to point out wherein the calculations and averages are in error, if at all. The subject is too intricate in this respect to be dealt with satisfactorily in any other way, and we cordially support the suggestion that has been made. The Railway Reform League will, we hope, persevere till they have gained a full, impartial, and satisfactory enquiry into the suitability of the proposed stage system for goods and produce, as well as for passengers. If Mr Vaile be correct, an incalculable public good will be attained. If not correct, the sooner the public mind is satisfied the better. One thing is clear, the mere ipse div'U of a commissioner will not give that satisfaction, and cannot be expected to do so.