The question whether transport should be controlled in order that a country's resources may be economically developed is one to which all thoughtful minds must turn with increasing frequency as the complexity of the problems of transportation and its rapidly developing demands, become more pressing.

With the passing of the Railways Amendment Act of 1925, the New Zealand Railways gained authority to undertake road transport. This was a necessary extension of carrying authority if the Railways were to function in the most economical manner. Wasteful competition was prevented, in another sphere, by the Motor Omnibus Traffic Act of last session, designed to afford protection to the various municipal tramways.

Far greater than the menace to the trams, however, is the menace to the Railways which motor competition has produced, and the position cannot be considered as adequately met merely by permitting the Railways to run their own motors. There is, definitely, one way which is best suited to supply the requirements of each locality and route. To test out the relative merits of railway and motor by close investigation of all the factors that go to the making of transport conditions, is a matter deserving of close attention and impartial, scientific inquiry.

Even where railways are privately owned, State intervention to regulate the disposal of traffic by the most economic means could be justified in the interest of national well-being. But although many attempts have been made, no country has yet grappled with the problem effectively.

Of conditions in the United States, the “Railway Age” remarks: “No railway would now be allowed to build a new line directly paralleling and competitive with a line of another railway; but the favourite routes for the construction of main trunk highways all over the country have been directly parallel with the railways. Once they have been built, active competition of trucks and buses with the railways usually begins at once, and in many cases without any consideration on the part of public or public authorities of whether traffic was being diverted from the railways in circumstances that would inevitably increase the total cost of transportation to the public, without any corresponding increase or improvement in the service rendered.”

If the course pursued in the United States—where all the railways are privately owned—is recognised to be uneconomic, how much more so is the position that has arisen in New Zealand? For here, not only does the withdrawal of traffic from the Railways to the roads necessitate higher rates on the traffic left for the Railways to convey, but the State's revenue from the Railways is reduced—a condition which reacts unfavourably on the general taxpayer, who may be untouched in other respects by wasteful competition.

There would be justification for duplicating railway services by road ones if the growth of business rendered the railways inadequate to cope with the requirements of modern transport. But it is well known that our Railways are not working at a capacity anywhere nearly approaching their maximum, that they could handle traffic more economically if they had more of it, and that considerable expense has been entailed in seeking and holding traffic which, but for competition, would have come to, and remained with, the rail—unasked.

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The protection afforded the trams has already proved beneficial. The effect of competition against them was, however easily discernible, and its effect on taxation (in the form of City and Borough rates) was closely brought home to the taxpayers concerned. The loss occasioned through competition with railways is no less real and, at the same time, very much greater; but, as it has only a general application through the operation of indirect taxation, the effect of it is not so easily traced nor so readily acknowledged.

The most vital point of all remains to be made. During the last financial year, a year in which there was certainly no marked expansion in the gross amount of traffic to be handled in the Dominion, there was an increase of 30% in the number of motor trucks, etc., registered. The facilities for transport in the previous year were more than adequate for the country's needs. It is therefore self-evident that this heavy increase in transport capacity was not only without warrant, but, by diverting the flow of men and money from its natural direction—that of primary production—into superfluous auxiliary transportation, has actually been a heavy drag on the country's economic recovery.

Not all things are amenable to control; but among great public utilities within our own Dominion none is more easily dealt with—once the economic facts are known—and none is more deserving of protective action than transport.

Early New Zealand.

Some very interesting documents relative to the early days of rail-roading in New Zealand have been handed to the Railway Board by Mr. D. R. Menzies of Wellington. These papers were in the possession of Mr. Menzies' father from the time when the latter held positions both as Superintendent of Southland and subsequently as a member of the Otago Provincial Council. The records go back as early as 1863, and include estimates of some of the first railway construction in Southland, as well as reports which furnish valuable historical matter.

In the preparation of historical data bearing on the progressive development of the Southland and Otago railways, these records will prove of considerable value. Mr. Menzies' action in handing the papers to the Department is much appreciated, for the documents cover a period in the history of the New Zealand Railways regarding which the Departmental records are but meagre.

A Ladies' Page.

In this issue we publish for the first time a page entitled “Of Feminine Interest.” This is prepared on the suggestion and under the guidance of the lady members of the service, of whom there are now eighty-five. Although their number is small in relation to the total staff roll, the work upon which they are engaged—at Refreshment rooms, in the Accountancy branch, and on shorthand—writing and typing—is of considerable importance, and their initial effort in the Magazine, written and illustrated by themselves, indicates an interest and talent worthy of every encouragement. It must also be remembered that we have about twelve thousand married members, whose wives and daughters, we hope, will appreciate the regular appearance of a page devoted to feminine and household matters.

Bound Copies of Magazine.

In response to numerous requests, arrangements have been made with the publishers for the binding of the first volume of this Magazine in cloth, with title in gilt lettering, at a cost of 5/6 per volume—provided a sufficient number of copies are needed. Anyone in New Zealand who regularly receives copies of our Magazine and who desires to have his set bound under the above conditions, may hand his accumulated copies from May, 1926, to March, 1927, inclusive, to the nearest Stationmaster, who will transmit them free, with the sender's name endorsed on the parcel, to the Editor, New Zealand Railways Magazine, Wellington. Upon completion, the bound volumes will be returned to the forwarding Stationmaster, who will collect the binding charge when delivering to the sender, and bank the amount to credit of public account. The bank receipt is to be forwarded to the Editor, N.Z.R. Magazine.

Hutt Valley Deviation.

The opening on 26th May of the new double-tracked deviation line into the Hutt Valley is one phase of the Department's effort to recover a proportion of the suburban traffic lost in the vicinity of Wellington.

The new venture is worthy of the fullest public support, for it opens up a new area ideally situated for suburban settlement and also porvides easy railway access for those residents already living in the vicinity.

A full description of the new line will appear in our next issue.

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