RAILWAY SINK

Otago Daily Times, Issue 21600, 22 March 1932, Page 16

RAILWAY SINK

AUSTRALIA’S MILLIONS

WHERE MONEY HAS GONE,

(From Our Own Correspondent.) SYDNEY, March 10.

Remarkable revelations are contained in the interim report of the Australian Transport Conference, which has just been presented to the Federal Government. In every State, it is said, railways have been constructed that ■ were not economically justified, and so it is not surprising that the total loss on the operation of the Australian railway system since 1915 should be £81,890,000, including the estimated deficit to June 30 next. It will be recommended that several branch lines should be closed immediately. Here are the particulars of two of those lines in New South Wales i Glenreagh-Dorrige, 43 raijes; capital cost £1,378,000; average annual loss for the past five years £82,891. | Richmond-Kurrajong, six miles; capital cost £153,709; average annual loss £14,609. '■ . ' There are numerous other lines, not all of them in New South Wales, that are incurring a heavy loss, but it is not suggested that all these should be closed down because “the damage is now beyond repair owing to the fact that interest is the predominating factor in the burden of loss.” It was shown to the conference that the rate of interest paid on money that had been sunk in New South Wales railways was higher than that paid by any. other State, the figure being 5.14 per cent. The New South Wales accounts, thanks to Mr Lang’s rule, also showed a number of charges that were unique. These included family endowment payments £172,000; payments in excess of the Federal basic wage £1,080,000; and the cost of the 44-hour week £400,000. The chairman of the conference (Mr A. E. Heath), a prominent Sydney accountant, roundly condemns political control. He said: “It is utterly impossible to conduct successfully a great business such as the railways unless the management is released from the neverending political interference that exists at present. , The management must be in a position to exercise initiative, energy, and enterprise so that it may demand and expect judgment of its efforts by results only. It is futile to expect that railway revenue fluctuating from day to day can be relied upon too sustain conditions that ar,e rigid, and over which the management has little or no control. Interested claimants, knowing that the last word rests with the Minister, will rarely, if _ ever, accept the decision oi the commissioners as final, and the Minister, being unable to load the responsibility for refusal on to the commissioners, as he was previously, is exposed to great temptation to appease influential claimants in cases where an impartial body of experienced administrators would reject the claims. ’ The report discloses that the New South Wales railways lost £12,695,000 between 1915 and 1931, and will lose another £4,410,000 by June 30 next. The principal cause of the railway deficits are stated to be: —(1) The depression; (2) motor transport; (3) overcapitalisation; (4) competition by shipping companies and harbour boards (5) multiplicity of authorities controlling wages and working conditions. According to the report no State has ever made adequate provision for depreciation, and in some States, including New South Wales, no provision whatever has been made on that score. There are three lines in New South Wales where the annual loss during the past five years has averaged more than £IOO,OOO, but owing to heavy interest charges, as already mentioned, it is not suggested that they should be closed down. Presumably the taxpayer will go on paying for the political blunders of the past.