CORRESPONDENCE.

New Zealand Herald, Volume XXV, Issue 9125, 6 August 1888, Page 3

CORRESPONDENCE.

THE WHANG AREI- KA M 0 RAILWAY. TO THE EDITOR. Sir, —Believing that what is now taking place on the above line is a matter of great public importance, I asked our fellowcitizen, Captain W. C. Daldy, to investigate the following comparative statement of the working of the Whangarei-Kamo line, under the old and new systems, for the 36 weeks from '20th August to 28th April, in the financial years 1886-7 and 1837-8 respectively. He very kindly consented to do so, and will, I believe, be prepared to certify to the correctness of the facts and figures given, and I hope also to support the conclusions drawn therefrom :— ISS6-7. 18&7-3. Old system. New .system. Dcrse. Working expenses .. £'22tiG £1164 £1102 Revenue (gross) .. 2810 13i)9 1411 Net revenue.. ... 544 235 809 RESULTS. It will be seen that under the simplified system a saving of nearly one-half the working expenses has been effected. Our total working expenses amount to £087,328. Revenue shows a decrease of £1411, but the carriage of coal had decreased by 14,156 tons, which at 2s per ton, the rate in each period, would have given £1415 more revenue, less cost of transit, say one penny per ton per mile—£4l3, proving that had the conditions as regards coal traffic been equal, there would have been £1002 added to revenue after payment of expenses. Net revenue shows a decrease of £309, but if the coal traffic had been sustained as in 1886-7, and £1002 added to revenue, it would have shown a net increase of £693 over the revenue of 1886-7, instead of a decrease. Since the above figures were compiled I have been able to analyse the returns for the eight weeks ending 26th May and 23rd June in 1887 and 1888, when the only difference affecting the comparison is 93 tons of minerals in favour of 1887. ISB7. ISBB. Old system. New system. Dcr.-e. Working expenses (8 weeks) .. £371 £242 £li' 9 Increase. GroSol „.ci.uc(.aYvoeks 344 401 £f7 188" Loss of Net revenue (S weeks) .i],£27 159 £186 This comparison shows that in the eight, weeks in 1887 there was no net revenue but a loss of £27. In 1888 there was a net revenue of £159, which, added to the £27, means a gain of £186 in eight weeks by the adoption of the new system. Looked at from another point of view it shows an improvement at the rate of £1209 of net revenue per annum from a line of less than 7 miles (6"45) in length. The question now is, If such good results can be obtained from the little Whangarti line, why cannot they also be obtained from the whole lines of the colony? In order to give a practical answer to this question I would suggest that the new system should be at once applied to the whole of the Auckland section of railways ; and in compliance with the wishes of friends who take a deep interest in this question, and also to secure the confidence of the Government and the public, I am prepared to leave the details of my plan to be worked out by a committee and submit ib to the Government for approval, provided the principles of my system are kept intact. The committee to consist of two appointees by the Government, one by the Chamber of Commerce, one by the Pastoral Association, myself and one appointee. Mr. R. H. Reeves, M.H. R,, informs me by telegram that he has given notice to ask the Minister for Public Works if he will try my system on the Picton or Nelson lines. While I and the public should be very much obliged to this gentleman for the interest he takes in the railway question I must point out that such a trial, even if faithfully carried out, would not be satisfactory either to the country or to myself. A trial on the whole of the Auckland section would be the most severe test my system could be put to. The average fare is higher than on most of the lines, it has only one large centre of population, it has several unproductive ends, and it contains one of the mile stages which so many people seem to think cannot be made to pay. The trial on the Auckland section of railways would be in every respect against the new system, but I do not in the least ; fear the result.—l am, &c M

Samuel Vaile. Auckland, 4th August, 18S8.

TO THE EDITOR. Sir,—At Mr. Vaile's request I have care- . fully examined and compared with the official returns the statistics quoted in his letter of this date re the working of and results obtained on the Kamo railway line ; they are accurate and I agree with the remarks thereon. It does not need, a railway expert to see that our railways are being worked in a most extravagant manner, contrary to sound financial or business principles ; it might be called the empty carriage and hindrance to trade system, for the expense and freight are so "heavy and unequal that no one travels unless some business justifies the expense. At the same time instead of promoting trade and settlement, from excessive charges they are a hindrance. The -time has come when our representatives must deal with this question and urge the Government) to immediately make a change, and if they are incap- ' able of doing it why not lease the . lines for a. fixed period at defined j ; maximum rates, and a tariff the people < I can understand ? The present tariff would I

puzzle a Philadelphia lawyer. It appears to me very singular the proposal to nand over the future control of our railwaye, which is so intimately connected with the finances of the country, to one or three r men. I can understand placing the detail management under the control of a head 1 free from interference ; but the system and o rates should only be altered with consent of •- Parliament.—l am, &c, August 4, 1888. William C. Daldy.