Diagram of Auckland Lines,

which shows the proposed stages throughout this section, with the mileages, and the present and proposed passenger fares. All goods and parcels rates, and season tickets, would be reckoned by the same stages. The charge would be the same for each stage, no matter what its length, and it would also be the same for the whole or any portion of a stage.

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This system was designed not so much for revenue purposes as for distribution. By distributing the burden of transit charges through the various districts in proportion to their ability to bear the strain, my contention is that we shall largely promote land settlement, shall create a large body of small landed proprietors, and thus by the distribution of land and population we shall bring about by natural means a more equal distribution of wealth and a very great increase of commercial prosperity and social happiness. This ought to be the great aim of practical politics. It is only by this means that we can hope to divert the social disasters that now appear likely to overwhelm the world.

A glance at the above diagram will show the great advantage given to such towns as Frankton, Te Kuiti, Te Aroha, Cambridge, Oxford, and Lichfield. It will be seen that each of these could supply large districts at very small transit charges. This surely will make them receiving and distributing centres, and lead to their development. We should thus create a number of small local markets for the surrounding farmers, and also make trading centres for our railways and seaport towns. I have little doubt that the development of trade and commerce that would follow would far exceed the most sanguine anticipations of the warmest supporters of the proposed reform. The object as stated being distribution and a fair adjustment of the burden of transit charges, it follows that the protection given to these thinly populated districts must be only temporary—the present system is to give permanent protection to the great cities—and hence the overcrowding. I therefore propose that the position of the stages should be re-adjusted after every census is taken and fixed in accordance with the movements of the population. Thus, should, say Frankton have grown so as to contain 2,000 or more inhabitants, I would place a seven mile stage on every line running out of that town, and thus make it take a larger share of transit charges and give other weaker towns and villages a better chance of expanding. It may be objected that the interposition of these new stages would increase the through fare, but, as explained before, this need not be so; the stage rates may be reduced, or, if it is thought better, a corresponding number of stages can be removed from those districts most needing help.

The diagram will show more clearly, that in placing the stages but little regard has been paid to mileage distances, but they have been so arranged that in the thickly populated districts the stages are short, while in the thinly populated ones they are longer. Thus, round a large city like Auckland there would be four stages on every line out of it covering a distance of, say, twenty-eight miles to thirty miles. Had I not been tied by the necessity for producing a certain financial result, I should have preferred to fix the stages thus, starting from each page 42 large town: First stage, 7 miles; second stage, 10 miles; third stage, 15 miles; fourth stage, 25 miles; and then, unless a town of 2,000 or more inhabitants, intervened stages of 50 miles each. I propose that instead of the present inconvenient system of issuing tickets from the stations only, that railway tickets and stamps should be sold at every shop holding a license to do so, and that these tickets and stamps should be available for the payment of passenger fares, or parcel and goods rates. I also propose that the Government should be relieved of their present responsibility as carriers, and that instead an insurance department should be started in connection with the railway department, when, by payment of a small fee, either life, limb, or goods could be insured. I fail to see why the general public should insure the users of railways free of cost.

I propose that stamps of a different colour or description should be issued, which would entitle the holder to pass from a station immediately preceding a stage station to the next station beyond it, and thus save him from paying a double fare for a very short journey. The same will apply to goods traffic.

That the goods classification should be reduced to four (4) classes only, with an additional class for dangerous goods.

a	Live stock, agricultural produce of all kinds, and firewood, at per truck or per ton per stage.
b.	Minerals, bricks, clay, sand, coal, and manures, at per truck or ton per stage.
c.	Timber at per 100ft. per stage.
d.	Merchandise of every other kind at per ton per stage.
e.	Dangerous goods at per stage.

That the small lots tariff be abolished, and the parcels tariff consist of four classes only, viz.: a. 14ft. and under; b 28lb.; c. 56lb.; d. 112lb. The charge in each case being at per stage.

The stage rate for passengers, goods, and parcels to be the same in every district, no matter where or how it may be situated.

When fares and rates are once fixed, they are not to be raised for at least one year, and any alteration either up or down to be universal.

My anticipation is, that after the first year's trial we should be enabled so to fix the rates that they would not again require to be altered for several years, and that those alterations would always be in the direction of lower charges.

The following is the proposed tariff of charges for passengers, goods, and parcels, on the Auckland lines: