Other formats

    TEI XML file   ePub eBook file  

Connect

    mail icontwitter iconBlogspot iconrss icon

The New Zealand Railways Magazine, Volume 2, Issue 2 (June 1, 1927)

Broad View of Public Relations — Effect on Railway Developments

Broad View of Public Relations
Effect on Railway Developments

Mr. Chairman and Gentlemen,—

I wish to thank your President for his very kindly reference to me, and also to express my appreciation of your kind invitation to be present, as well as my pleasure at being, for the first time, a guest of the Karangahape Road Business Men's Association.

It appears to me that, notwithstanding the stress of keen retail business competition which I know exists among you, it is a splendid thing to thus recognise the broad spirit of business enterprise which enables trade competitors to come together to promote the business and social welfare of the retail merchants in this locality. Speaking as one engaged in the transportation business, I cannot say how such an institution would succeed in our particular line; or whether we may look forward, in the near future, to fortnightly luncheons presided over by my friend, His Worship the Mayor, and attended by the prominent Tramway officials, Traffic inspectors and owners and directors of private motor bus Companies. There is no doubt, however, that the spirit of getting together must have the effect of promoting friendly relationships and mutual goodwill, and it is in this spirit that I come before you to-day as a representative of the Railway Department, to put before you a few facts regarding the Department in general, and more especially with reference to the effect of future Railway developments on the business area in Karangahape Road and its vicinity.

I feel in speaking to you that I am practically addressing a meeting of shareholders and as, in fact, each of you is deeply and vitally interested in the well-being and prosperity of the New Zealand Railways, it might be advisable for me to draw your attention to a few figures which will remind us of the magnitude of our national system of transportation. The cost of opened and unopened railway lines at 31st March, 1926, was nearly £54 million.

The gross earnings for last year were about £8½ million, and the working expenses amounted to about £6½ million. The nett earnings were £2 million, and the percentage of interest on capital 4.35 per cent. The total number of staff employed was about 18,000. When you consider these figures it will help you to realise what a tremendously large concern you possess in the New Zealand Railways.

Before proceeding further I would like to point out that the Railway Department was originally not a commercial, but a developmental, concern. It was found necessary in order to develop the country that efficient internal means of transport should be provided, and in addition to the main lines, a large number of branch lines were constructed in order to enable the producers in various parts of the country to get their commodities to the market. The Railway received no large endowments of land in order that it might participate in the enhanced values which the construction of these lines brought about, and I think you will agree with me that the increase in land values, the increase in the general wealth of the community, and the additional taxation derived by the Government as a result of the increase in values, constitute a credit which—while not shown on the balance sheet of the Railway Department—would far more than equal the total capital cost of our Railway System.

With the growth of the Railway System, the gross revenue from which has increased five fold in 25 years, it was found necessary to alter the organisation in order to permit of a measure of decentralisation in administration, and in 1924 a Railway Board was appointed. Following this, in February, 1925, a system of Divisional control was inaugurated, involving the appointment of a Divisional Superintendent in each Island to take full control of all operating and transport work and, in fact, to act as the deputy of the Railway Board in all matters coming within the scope of ordinary Railway working.

Under the system of Departmental control there was a tendency to flood the Head Office with a mass of detail, which precluded the management from giving that attention to matters of policy and general research which is—in this age of keen competition—so essential to efficient progress. Under the Departmental system there was also a tendency for members to consider, not so much the welfare of the Railway Department as a whole, but rather the prestige of some particular branch thereof. Under Divisional control there is, I page 11 am pleased to say, a distinct realisation among members of the staff that they are first of all railwaymen, and that their job is the provision of adequate and reliable transport for passengers and goods in such a way as to attract and retain the goodwill of the Department's patrons.

Having given you an outline of the magnitude and the organisation of the Railway Department, I suppose that, bearing in mind the fact that the title of my address was a double header—Railway and Karangahape Road—you are commencing to wonder where the Railway ends and Karangahape Road begins. Well gentlemen, your Secretary, in inviting me to give this brief address, asked if I could include some particulars of the new Northern Outlet, which is included in the Minister's programme of works as published in 1924. This new route, as you are no doubt aware, will bring Morningside within 2¼ miles of—say a 6 minutes journey by rail to—the Town Hall. As you are also aware, this line will cross Beach Road by an overbridge, thence through a tunnel to a station near the Town Hall, and then by tunnel again under Queen Street and Karangahape Road until it emerges into the open in the Arch Hill gully just beyond Newton Road. Now gentlemen, this line will have to be electrified, and it occurs to me that, for an electrified section of suburban railway, a distance of 2¼ miles between stations is somewhat long. I can foresee the time when there will be a demand for an intermediate stopping place between the Town Hall and Morningside, a stop which will be somewhere in the vicinity of Newton Road and which will put Karangahape Road “on the map” so far as visitors to Auckland and suburban travellers in particular, are concerned.

A Happy Team Messrs. E. Casey (facing camera), G. S. Lynde (C. M. E.) on right, J. F. Mackley (L. E. left, W. I. Hessell (D. T. M.), inside-left.

A Happy Team
Messrs. E. Casey (facing camera), G. S. Lynde (C. M. E.) on right, J. F. Mackley (L. E. left, W. I. Hessell (D. T. M.), inside-left.

Eventually it is intended to extend the deviation from Morningside to Kumeu, and thus eliminate the heavy grades and difficult country between Auckland and Helensville.

In concluding my remarks, I wish to assure you of the desire of all grades of the Service to do our utmost to render satisfactory service to the general public, and to the business community in particular. We are proud of our service—proud of the great work it has achieved in promoting the prosperity of the country in the past. By instituting and maintaining such improved services and facilities as are consistent with sound and economic administration, we hope to secure a much greater measure of public good feeling—and what is most important—public support in the future.

page 12