THE NEW RAILWAY TARIFF.

Lyttelton Times, Volume LXI, Issue 7229, 1 May 1884, Page 6

THE NEW RAILWAY TARIFF.

[Bt Samuel Vaile, of Auckland.] During the current financial year the Government intend to make the Eailway Department contribute an additional ,£150,000 towards the general revenue. In the following analysis of the revised tariff, I propose to show that the whole of this large amount will have to be contributed by country settlers and country produce. And, worse than all, this tariff appears to have been deliberately designed to fall with especial severity on the small producers, and every effort seems to have been made to wipe out the, class of men who are the backbone of every thriving community. I solicit careful attention to the following comparison of the old and new scales of charges. For the sake of convenience, I have made an abstract of the various charges, at distances of 5, 10, 20, 50, and 100 miles. Passenger fares work out thus : .. . Piest Class.

It must be borne in mind that the increased passenger fares do not operate for a distance of 10 miles from any of the larger towns, but starting from a small one, at 3 miles the fare rises from Vd to 9d for firstclass, and from 5d to 6d for second-class. It will be seen that the proportionate increase is much greater on the second-class than on first. At 10 miles, the increase on first-class is 2d on Is lid; second-class, 2d on only Is 3d. At 20 miles.- first, od on 3s 9d; second, 4d on 2s 6d; and so on. Now, as the greater bulk of the country settlers and the poorer portion of the community travel second-class, it is obvious that the chief burden is laid on those least able to bear it. To say the least of it, this shows very careless legislation. Let us now examine the goods tariff: —

Per ton, increase 1 0 This class, containing 292 items, is made up. almost entirely of imported and town made goods, the only articles of country produce being bacon, beeswax, cheese, and rabbit skins—five items only. In this class there is practically no increase. Class B.

Per ton, increase ... l o In this class there are 144 items, thoseof country produce being eggs, dried fish, fungus, hams, hides, honey, plants, garden roots, sheepskins, shrubs, trees, and dairy produce not otherwise described—twelve items in all. In this class, also, there is practically no increase.

Per ton, increase ... ... ... i 3 This class consists of 106 items, the country produce being bacon, beef salted, biscuits, cheese, fish, fruit, kauri gum, lard, meat, and rabbits—ten items. There is also no increase in this class. It will be seen that these three classes of A B and C are composed almost wholly of imported goods, and town products.

Per ton, increase 01 03 0 8 OS 11 This class contains only G 8 items, those coming from the country being bark, fish, mangolds, meat preserved, onions/oysters, pelts, road metal, vegetables, and willows —eleven items in all. In thin class there is an increase in the proportion of country products, and also in the tariff.

Per ton, increase 07 010 18 3 4 34 The whole of this class, containing 22 items, consists of the produce of the country only, and on it the new tariff is made to fall with especial severity. Class F.

agricultural products. Class H. w , , , <>.d. s.d. B.d. s.d. b. d. Wool, undumped, per

Increase 0 3 0 8 0 6 0 10 1 1 This class consists of rabbit skins in bales, j

sheep skins in bales, and wools. This class „lso is all country produce.

This class consists wholly of timber of

This class consists of firewood, piles, &c. In theso two last classes there is practically no increase, but in tho next one wo come on to tho unfortunate farmer again.

This class consists of calves, goats, pigs, sheep, and cattle. There is, however, no increase in the charges for carrying great cattle, but as will tee seen, there is a heavy increase in the charge for carrying small cattle.

This class consists of minerals, bonedust, manures, drain-pipes, &c.

The items in this class are brick 3, clay, coal, coal dross, coke, shale, tiles. I now propose to show how ingeniously this tariff is contrived to press heavily on the small producer, and at the same time to show how utterly stupid it is from a commercial point of view. Imagine in any private concern, employees being allowed to charge pretty much what they like, for what they have to sell, yet this to a large extent is what is done every day on our railways.

Suppose a settler living 50 miles out of town wished to send in a ton of bacon, 31s 6d would be the charge; but if he only sent in lewt, the charge would bo at the rate of 53s 4d per ton. If the same settler had two tons of potatoes to send in, the charge would be 20s 4d, and if he wished to send a ton and three-quarters only, it would cost him 26s Id, but if he had the sense to put brick-bats or stones into his bags to make up the weight to two tons, the railway men would meekly hump his bags to the trucks, and charge him but 20s 4d. The railway officials, however, have the right to charge him which they please, 26s Id or 20s 4d; consequently, if they are dishonest, they charge the higher price, and account to the department at the lower one, pocketing 5s 9d by the transaction. On another occasion the same settler wants some bone dust. If he is prepared to take four tons, the charge will be 9s lOd per ton=39s 4d j if he takes only one ton the charge will be 17s 7d, or nearly double; and if he takes three and three-quarter tons, it leaves it open to the railway official to charge him 39s 4d or 65s 4d, whichever they please. The difference (265) on one transaction is rather a large temptation to an underpaid official.

I might go on for a week multiplying examples of this sort, but I think the above specimens are sufficient. In looking over this precious " revised tariff," one cannot help being struck by the rule of thumb process adopted in the revision. The want of thought and proper judgment displayed in regulating the various charges is absolutely contemptible. This is the tariff on which the Government and their supporters pride themselves! It is alike discreditable to the officials who planned it and to the Ministry who allowed it to come into operation, and it will be an equal disgrace to us as a community if we allow it to exist any longer. I doubt if there is another-docu-ment of its nature in the whole world that so thoroughly outrages every true commercial principle. I think I have proved my assertion, that the whole of this additional ,£150,000 will be extracted from the pockets of the country settlers. It is an impost they are less able to bear than any other section of the community; for, as everybody knows, the agricultural interest is in a more depressed condition than any other branch of trade or commerce, and at such a time to single out that interest to bear the whole burden, shows an unpardonable want of true statesmanship. Why, at a time like the present, should town residents and town products absolutely escape additional burden as regards the railways, and the whole weight be thrown on the country ? What can happen, but that it must re-act on the towns, and the whole community suffer in consequence. In what other country in the world is there such a thing known as charging a less rate per mile for a short journey than for a long one ? And what other set of men than the incapables who rule over our lines would have thought of such an absurdity ? The more this tariff is examined, the worse it appears. Either the men who framed it possessed an almost inconceivable amount of ignorance and stupidity, or it has been purposely designed to leave loopholes for fraud and peculation. My language may appear strong, but it is clear to my mind that, if the same system is to continue, it must speedily land us in commercial and social ruin. Instead of being the means of settling and populating the country, our railways, as at present managed, must soon depopulate it; for with a loss that already amounts to something like <£360,000 for the year just ended, and is increasing annually by about .£IOO,OOO, it will soon be impossible for us to stand the strain. The last act of the Government in this matter is like that of the rou6 or spendthrift tradesman, in renewing their note of hand at 100 per cent interest; it brings in a little money for the time being, but leads to worse disaster in the end. Owing to the reiterated statement that the loss has been made by carrying Canterbury grain, there is a popular belief that grain has been carried in that Province at less rates than elsewhere. This is a mistake. There was no special concession made to Canterbury in the last tariff, but in this one there has been a very great advantage given to that Province in this matter. For instance, on the Auckland lines all goods of Class E (grain and agricultural produce) are charged at a rate and a quarter, except when,shipped to Auckland or Onehunga. Thus the 50 mile rate becomes 12s 9d in Auckland as against 10s 2d in Canterbury. The same rule is applied to Taranaki, while on the Napier, Wellington, and Wanganui stations a rate and a quarter is charged over _ the whole lines. These, local rates require to be looked into very sharply. The loss has not been made by carrying grain, it is the result of general misinanajjenient throughout the department. It is impossible to make our railways pay by charging prohibitive rates ; that can only be done by lowering the charges till they meet the wants of the community, and thus create a trade that must ultimately be profitable. I firmly believe that if this course were adopted within three years they would pay at least 5 per cent and nobody feci the pressure.

Miles ... 5 10 20 50 100 s. d. s. d. s. d. s. d. £ 8. d. New scale . ..12 2 1 4 2 10 5 1 0 10 Old scale ..10 1 11 3 9 9 5 0 18 9 Increase ..0 2 0 2 0 5 Second Class. 1 0 0 2 1 New scale . ..0 9 15 2 10 7 0 0 13 11 Old scale ..0 8 13 2 6 6 3 0 12 6 Increase ..0 1 0 2 0 4 0 9 0 15

Class A. Miles ... ... S 10 20 50 100 9 s. d. s. d. s. d. s. a. £ s. d. New scale ...5 0 7 6 13 4 31 6 2 9 4 Old scale ... * 0 7 6 13 4 30 6 2 9 4

8. a. s. a. s. a. s. a. s. a. New scale... ... 4 6 7 0 12 0 26 10 41 6 Old scale ... ... 4 6 7 0 12 0 25 10 41 6

Class C. s. d. s. d. s. d. s. d. s. d. New scale ... 4 4 6 5 10 7 22 11 83 7 Did scale... ... 4 4 6 5 10 7 21 8 33 7

New scale Old scale ... Class D. b. d. s. d. ... 4 2 5 10 ... 4 1 5 7 s. d. s, d. s. d. 9 2 17 5 26 6 8 0 17 0 25 5 . .

Newscalo... Old scale ... Class E. b. d. S. d. ... 3 3 4 4 ... 2 8 3 0 s. d, b. d. s. d. 6 0 10 2 14 4 4 4 0 10 11 0 ■ -~—

Now scale... Old scale... e. d. b. d. .. 7 6 10 0 ..7 3 9 0 s. a. ». a. 13 0 26 10 12 6 25 10 s. d. 43 0 39 2 Per ton, increase 03 00 10 10 3 10 This class also is composed entirely of

oaie, new scale 10 10 111 Old scale 10 10 18 48 7 5 4 2 6 11 Increase 0 3 „■ ,, . . s.d. s.d. s. A. Double dumped, new scale 19 19 3 4 Old scale l 6 16 2 11 0 6 0 0 s.d. s. d. 8 2 13 0 7 4 11 11

NoWRonlo ..■ • Old scale, per 100ft super. iV. fi. d. 8. fl. 08 08 0 8 0 8 s.d. 1 1 s.d. s.d. 2 2 3 2 2 2 3 2 Inci'OttBO ... ■;*%*•)•••■ 03

various kinds. Class Ii. s. d. s. d. s. d. S s. a. B. d. Now sonio Old Boalo, l>or truck 7 C 10 0 17 8 1 H 4, 50 3 7 0 9 -1 17 8 1 14 4 50 3 Incroaso (MB 0 8

Newscalo ... Old scale, tvack Class M. s. d. h. d. ... 15 0 15 0 per ... 10 0 10 0 s. d. 18 9 12 6 s. d. B. d. 38 0 58 9 25 10 39 2 Increase ... 5 0 5 0 6 3 12 11 19 7

New scale Old scale... Class I». s. d. s. d. 3 <i 3 6 3 0 3 0 s. d. 4, 10 4 4 s. d. 9 10 9 4 s. 13 13 d. 0 6 Per ton, increase 0 6 0 6 0 6 0 6 0 6

New scale Old scale Class P. s. d. s. d. 2 6 3 0 2 0 2 C s. d. 3 8 3 8 s. d. 7 8 7 8 s. d. 10 2 10 2 Per ton, increase ~~7 (MS