RAILWAY MANAGEMENT.

Lyttelton Times, Volume CI, Issue 11874, 25 April 1899, Page 2

RAILWAY MANAGEMENT.

TO THE EDITOR. Sir,—The management of our railways, which is rapidly becoming a burning question, has been much in evidence for some months past. As the subject is one that should be quite outside party politics, would yon kindly allow me a little space in your paper in which to bring, the matter ouce more before your readers. That the management is unsatisfactory few would care to deny; that this has been the case for many years past, no matter what political party held the reins of power, will, I think, be also admitted; that we are behind the age in rolling-stock, in speed, and in general equipment, is a fact that those who have travelled in Great Britain, or even in Australia, must readily admit. And yet we possess the democratic ideal, in that our railways aro State owned and State managed. Is it an ideal that ha.s proved a success or nob? The conduct of our railways during the last twenty years rather inclines one to reply in the negative. To say “weighed in the balances and found wanting” will, I fear, be thought very heretical by. many, of your readers, but by its fruit the tree Is ..known. Now, touching; this question of State management, is there not some food, for reflection in the fact, that in those parts of Europe where railways are State owned and managed, it is in countries ‘ where Liberalism j.s unknown, but in which’ absolute rule, or something very like it, exists, viz., in Russia, in Austria, and in some parts of Germany? How true the saying “ extremes' meet.” And is it not. also a fact that- those who travel on the State managed, lines of those countries, as a rule, in every respect, compare them most unfavourably with the English and American lines? Is it not also a fact that those who in this colony have travelled on the. Manawalu private line speak most favourably of its management, and in comparing it with the Government lines, do so Vo the disparagement of the latter? It is certainly the writer’s experience. In India, where there are some 25,000 miles of magnificently built lines, these ' lines, as a rule, have been built by the Government, but are leased to various companies for terms of years, the companies providing'rolling stock, etc. The Government exercises a control over the management similar to that exercised by the Board of Trade over the English railways. Travelling in India is luxurious and speedy, bathrooms are provided on the trains j in short, the greatest attention is given to the requirements of all classes of passengers. The writer is of opinion that the adoption of a similar system would be of great benefit to this colony; the lines would then be worked on■ business principles, whilst the political element which here, as in Russia, casts its blighting shadow over our railways would be happily eliminated.

It is sometimes said that lines privately managed are worked for a dividend, to f he utter disregard of the public requirements. This is usually said by those who have had no experience of English railways. As an ex-shareholder in two large British railway companies, may I point out that any line that disregarded the public convenience would veiy soon pay no dividend at all? From London to most parts of Great Britain there are from two to three, competing lines of railway. For instance, from both Glasgow and Edinburgh there are three lines to London, and each line endeavours year by year to improve its rolling stock, the speed of its trains, and the general conveniences it can offer to the public. Third-class passengers can travel by the fastest exoresses between London and Edinburgh, 400 miles, in eight hours, and in carriages that'our latest firstclass cars could not possibly compare with, and that, too, at the small charge of a penny a mile. Between .New York and Chicago there are' no less than five miles of competing lines of railway. ‘ With regard to the safety of those travelling, the Board of Trade looks after that, and the companies are not allowed to entertain the question of expense. The latest returns show that in Great Britain there is but one fatal accident to every eight million passengers who travel. One is safer, indeed, in an express train than in walking up one’s stairs. May I, in conclusion, add that the big dividends the companies are supposed to earn are very much a myth and delusion in the minds of those who are not railway shareholders? If the dividends on debenture, preference, cidinary, and deferred stock be averaged, the net profits of English railways would work out considerably under 5 per cent per annum. Our own Manawatu Company cannot by law pay a higher dividend than 6 per cent. Trusting that something may be done to put our railways on a satisfactory footing, whether it be by leasing them or securing the services of an English expert to manage them, —I am, etc.,

PRO BONO PUBLICO