TRAMWAY FARES.

New Zealand Herald, Volume LXVI, Issue 20375, 2 October 1929, Page 10

TRAMWAY FARES.

The statistics of tramway traffic issued by the Transport Board afford reliable data for examination of the proposal to introduce a single fare of threepence. At the outset, they demonstrate conclusively that the concession in respect of fares exceeding that amount would be given to a small minority of the passengers at the expense of the great majority. The advocates of the experiment would probably argue that its operation would, by encouraging residence in the suburbs, modify the disparity as the number of long-distance passengers would be increased. Any such assumption must, however, be made with caution, since there is no reliable information regarding the actual distribution over the system of short-distance traffic. Moreover, the anticipated development is necessarily limited to areas in which the tramway routes extend beyond three or four sections. One of the most remarkable features of the return is the high proportion of cash fares. Traffic over one to four sections comprised 20,880,000 concession fares and 31,41.'3,000 cash fares, while fifth and sixth sections traffic comprised only 116,500 concession fares as against 1,021,250 cash fares. The contrast suggests that, in addition to casual traffic, many people are careless of the opportunity to economise by the use of concession cards. The real significance of the return is made apparent by a calculation of the payments at existing fares and at a uniform fare of threepence. Presuming that no alteration were made in the volume or the distribution of the traffic, it appears that 14,950,000 passengers would pay the same fares as at present ; 8,655,750 would receive concessions amounting to £50,567, while 29,785,000 would have to pay higher fares to the extent of £133,161. The net result would be an increase in the payments for tramway transport of £82,000. These figures suggest that (he campaign for a uniform fare has been opened without a sufficient study of the matter. The Transport Board might be persuaded to adopt a policy of encouraging long-distance traffic by fixing a low maximum fare, if it could be assured of recovering the loss by a reasonable adjustment of other fares. It would certainly hesitate to jeopardise its whole business by imposing an entirely unjustified levy of £82,000 and the general public would be quick to resent the imposition.