TRANSPORT METHODS

Evening Post, Volume CVI, Issue 55, 13 September 1928, Page 10

TRANSPORT METHODS

AVhen the whole facts are considered, the railway results for last year are less satisfactory than for the preceding twelve mouths. The decline in passenger traffic is marked and is not offset by the gain in goods traffic. Moreover, the decline in passenger business has taken place in the face of great efforts to check the downward movement. Revenue per passenger-train mile decreased by nearly 11 per cent. "If the increase in the number of motorcars per. head of population continues (it is stated) there is every reason to anticipate further losses in railwaypassenger: traffic." Against this it is notetl that the goods traffic showed a steady growth, but figures are not available to show whether that growth was proportionate to the total growth of goods traffic by road and rail—that is to say, whether the railways are obtaining their full share of the new business. These are the facts, and the questions for the Government and Parliament arc: How is tho downward 'movement to be checked? Tho late Chairman of the Railway Board states definitely that motor-traffic must be regulated. Tho. Minister's statement does not go so far.as this; but it implies that tho question' is under consideration. 'At tho present stage we arc not prepared to support tho chairman 's view. Direct regulation, wo believe, should be adopted as a last resort and upon a carefully safeguarded plan if other measures provp ineffective. We fully agree with the , Minister that ton-mile costs show that the railway provides tho most' economical moans of transport for tho bulk of New Zealand traffic. The problem is to divide the passenger and goods traffic so that what can be carried more cheaply by road is so carried. One means of making the division is to debit road transport with its fair share of road construction and maintenance charges. Another means is for tho railways to outer the road transport business. This is being done in the operation of road-motor services. Yet a third method,, emphasised by the Minister, is to provide the speed, comfort, and convenience which passengers domaud. It does not appear to us that the trial of these methods has yet been made over a period sufficiently long to enable their effectiveness to be fully tested. Moreover, in considering whether they should be supplemented by regulations, one fact must be borne in mind: that investigations in England indicate that 70 per cent, of the road passengers are carried in private cars and only 30 per cent, in vehicles plying for hire. It is not feasible to apply regulations! to the private car-owner. He can be reached only by tho road-cost charging method. In considering this and. other methods of apportioning tho transport business the aim of the State must be to assure national economy. The State must not • approach the question solely as owner of the railways, to force business on to the railways when tho road service would be .more economical. Nor, on the other hand, must it make a fetish of private enterprise by going so far as to r.llow individuals to profit at the expense of the whole community. It must endeavour to act as referee. In order that the Government may do this the investigation, of transport costs must bo pushed ahead to furnish tho information upon which well-considered action may bo taken. When the information is available the way will be open for an impartial ■ authority to docide whether regulation is necessary. For such regulation to be fair and cconomict'ilJy well-based it should be upon lines which will not givo a comploto monopoly oven to a State cntorprac. The door against competition should not be completely closed, for the possibility of competition is necessary to maintain efficiency and progress.