RAILWAY REFORM.

WILL MR VAILE'S SCHEME ANSWER?

XPERIENCB ON THE LONDON METROPOLITAN RAILWAYS.

A SUGGESTED ALTERNATIVE.

(To the Editor.)

Sir,—As the question of railway fares and charges will probably be raised in the House during the present session, I think the time opportune for a public inquiry into the subject with a view of ascertaining whether a reduction in the passenger fares cannot be made without financial los 3to the railway revenue. In this connection so much has been written and said about the system proposed by Mr S. Vaile, and re ported on by a Parliamentary Committee, that probably no important change will be made until his scheme is finally disposed of one way or the other. Now the whole question hinges on a population basis, and the desire or necessity for that population to travel. In this country our population is small and widely scattered outside of the large towns, there fore cannot be considered a migratory one, being generally of a hard-working, thrifty class, who have nob the leisure to travel; and it is an accepted fact that a rural popu lation does not travel on business or for pleasure to so great an extent as the resi dents or workers in cities and towns.

Mr Vaile, in his system of fares and rates by stages (of from 7 to 50 miles apart), pro posed fares which were in the opinion of the railway authorities too low to pay. This scheme was submitted to a Parlia mentary Committee, and no doubt the Committee which reported upon that scheme gave an unbiased opinion, and. from the evidence produced had no other course open to them than to decide against the colony undertaking the responsibility lor any loss which might arise from a trial of the system on our railways. Mr Vaile claimed for his scheme that it would result in the rapid migration of the town population to the country, and lead to the establishment of inland villages in place of the congregation of people in a few large centres. Now, if such were the case, and the present population of New Zealand •were more sparsely distributed, it would rather in effect decrease the numbers tra velling than increase them, as a family once settled on the land would not be so likely or liable to move as one living in a town ; nor does the farmer travel so often for pleasure or on business as the citizen. Thus instead of getting three fares where we now get one, we probably would not get more than three-quarters of a fare, more especially as under Mr Vaile's system of 50-mile stages for rural districts the local traffic around inland towns would be executed at a ridiculously low rate. If the Committee on the scheme had, in addition to the Railway Managers, called the evidence of the guards and ticket clerks who have a knowledge of the persons using tho various lines, they would have found that the individuals not recognised by sight by the guards, etc., using the line outside a 7-milo radius were few, so much so that when a railway employee sees a new face in a rural district he wonders who the

person is. The conditions under which tho number of people travelling might perhaps be trebled by a low fare, do not exist in New Zealand. Here, tho low average speed on the railways, and the inducements or at tractions that would lead people to uso the lines for pleasure, are very limited. The un favourable experience with excursion trains, on other than holidays and in con nection with special galas, proves that on ordinary days, when people have their busi ness to attend to, they probably could not, oven by the offer of free carriage, be tempted to travel on the railways three times for once they travel now. They have not the time to travel far into tho country, and Mr Vaile's scheme could offer no greater incentive to suburban residence than is already offered under the system of season tickets. The season fares for the 9 mile radius around the chief cities are al ready much lower than Mr Vaile proposes for his ticket stations, and he has been compelled to admit that in order to prevent a decrease, instead of producing an increase, in the sub urban traffic, he would be obliged to attach the existing season ticket system to his plan. That a reduction in fares does not, in all cases, greatly affect the numbers travelling, or the desire to reside in the suburbs, is shown by the fact that although season tickets are charged much lower than the ordinary fares, or those under Mr Vaile's fare by Btagez, or even than the city tram fares, the numbers of persons availing themselves of these tickets are not very large, thus prov ing that cheap fares alone will not induce people to disperse from the towns and cen tres of population to the suburban or country districts ; vide following table :—

From the foregoing it will be seen that Borne greater inducement than cheap fares must be found to cause people either to live in distant suburbs, or to be settled on the land. . As the increase required in the number of tickets outside the seven-mile radius is so great—in some instances six for one—it would be impossible for the scheme of fares by stages to prove a financial suc cess, and the loss on railway revenue would have to be made up by direct taxa tion, which already is heavily enough ■weighted with interest on unreproductive leans. The system of "fares by stages bristles with the most unsatisfactory anomalies in its unjust bearing on the dis tricts affected by tho irregular and eccen tric method under which the fare is cal culated or assessed. See examples :—

Can any scheme be more unsatisfactory ? Surely such an anomalous system will never be seriously entertained. Even if every 7 miles of railroad were marked-as a ticket station, and fares Were assessed on 7-mile stages ai>4d per fare, or stage, throughout ' the colorrfe jb would still bear more unfairly on the townspeople and, populous districts than en the Country or rural because Ithe citizen or workman, &c.» living in town, and whose business,, work or employment required his proceeding to the suburbs at distances from 2 to 5, miles, would have to

pay the same fare, 4d, as one travelling on or using the line for 4, 5, or 6 miles. Mr Vaile's system of " fares by stages favours sparsely-settled country popula tions only, and this at the expense ot the residents in towns and populous districts, as it ia from the latter that the increased amounts required to carry out the system would have to be recovered, they being the travelling population. Why should this increased expense be borne by the workers or residents in or near towns, when ib is a well-known fact that the people who reside or live in, settle on, or travel in the country at distances of over ten miles from a.town, do so either for their own advantage, con venience, business, or pleasure? Then why should other people be called upon either directly or indirectly to pay for these settlers' pleasures, etc. 1 As a rule, the people who settle on the land at distances from the centres of popu lation (30 to 100 miles), do so entirely for their own advantage, and can purchase the land at a very low figure. They also have smaller expenses generally. Why, then, should the citizen or suburban farmer, who has paid a very high price for his allotment or land, be charged more for travelling than the man who has bought his land cheap ? Is it just? In order to test the extent to which the districts neav the centres of population would have to bear the burdens of more distant settlers and landowners, take Re turn No. 10 of the " Working Railways Statement," in which is shown the number of tickets issued; and as an approximate estimate calculate, as second class, the value of the fares for tickets issued from the several stations : Newmarket, 24,728; Re muera, 5,119; Ellerslie, 12,605; and so on to Frankton and Hamilton, 9,894 ; reckon the passengers as having proceeded from the several stations to Auckland, If the details of the stations to which tickets were issued at Auckland (107,588) could be obtained, it is mathematically cer tain that the disadvantages cast upon the districts near the city under Mr Vaile's prouosals would be displayed in even a stronger light than appears from the returns of the suburban and country stations, because, in treating every fare as a through one to Auckland, Mr Vaile gets the benefit of the whole of his seven-mile ticket stations in each fare, while it is manifest that a large amount of the local traffic would come under the 50-mile ticket stations, and would produce a smaller aver age. But as the destinations of the tickets from Auckland station cannot be obtained, I have omitted them altogether. Calculat ing the tickets, then, as all for transit to Auckland, it appears that under the pre sent tariff the sum of £4,890 would be col lected for tickets issued at stations from Newmarket to Drury inclusive, and a sum of £11,415 for tickets issued between Puke kohe and Hamilton, both inclusive. Now, under Mr Vaile's system, £2,472, or rather more than one half of the present fares, would have been collected from Newmarket to Drury, and only £2,509, or considerably less than one fourth of the present fares, from Pukekohe to Hamilton.

Tho gross inequality and injustice of these rosults become thbmore apparent when it is remembered that the present tariff is baaed strictly on the amount of service rendered, and that the tariff is already unfair to the short distance traveller, as it does not take into account the fact that the trains are full be tween Auckland and Drury; while the same amount of cost in labour and fuel is incurred to carry a much fewer number of passengers to the move distant stations. It is self-evident that it would never pay to carry a passenger a distance of Jifty miles in a sparsely-settled district for four -pence, and the loss must be recouped in some way. Such a faro has never been attempted in any part of tho world oven iv steamboat traffic, which has is no perma nent way to provide, involving a large ex penditure of capital, besides a heavy annual cost for itsraaintonence. So low a faro, as is easily shown from the London metropolitan railways; would not pay the cost ot mere coaching in moving the vast population of London to and from their businesses and ploasures. Mr Vaile appears to have got the idea that it costs no more to carry a dozen passengers than it does to carry one, and he appeals to tho popular fancy by pointing to the fact that railway carriages are often almost empty. Now, everyone who is acquainted with the rudiments of practical railway management is aware that a manager is bound to provide for the pos sible maximum of his round journey, but he will never put on a eingl* carriage more than is necessary on account of the cost in labour, haulage and wear and tear. If our railway carriages are sometimes empty, they are sometimes overcrowded, and if ten times the number of people were being carried wo should often see Ompty carriages. All railway ex penses all the world over are calculated at per train mile run, and necessarily so cal culated—there is no other rational way of reckoning them. According to the New Zealand railway returns for 1877,1 find that tho cost of maintenance of way for the year was £15383 per mile of railway, or 5s 2d per train mile on the Auckland line, and £185-58 per mile of line, or 7s 2|d per train mile on the Huriinui-Bluff railway. The locomotive expenditure was £9354 per mile of railway in Auckland, and £9499 on the Hurunui-Bluff, and the carriage and waggon repairs were £3707 per mile of rail wt/ in Auckland, and £3247 on the Huru nui-Bluff.

But we are not left to mere opinion or theory relative to the cost of a passenger traffic; we have the actual results of ex perience. Take the Great Western in Eng land, which operates 2,384 miles of railway. Its revenue last year was £3,243 per mile. Now let us contrast it with the Metro politan District railway, which is a purely passenger line, only 19 miles long, and which ought, according to Mr Vaile, to de monstrate the marvellous cheapness with which passengers can be carried. Well, the actual working expenses of tho Great Western absorb 49 per cent, of the gross receipts, the working expenses of the Metropolitan district line take 48 per cent, of the gross receipts, and the railway, owing to capital charges, &c, is non-paying, although it is grossing at the rate of £22,665 per mile. If these ridiculously low fares were possible anywhere, it would be in the heart of London, moving the vast population to and from their businesses. Now, let us see what are the actual fares charged on the Metropolitan railways, and what the pro fits. ' The Metropolitan District, as I have already stated, has not paid a dividend for years. The Loudon Metropolitan railway works 24 miles of line in the heart of the great city. It starts trains at 6 a.m., and runs them continuously at five minutes' intervals till midnight, on its double line. No train is allowed to stop at any station more than two minutes, and as every Londoner knows the rush to get aboard tho trains as they crush in and out of stations is so great at certain times of the uight that a timid man may wait an hour or more before he secures a place. In this way—the outward and inward trains going on separate line, so that collision is impossible—this Company manages to carry 100,000,000 passengers in a single year. Yet it only pays 4 per cent, dividend, al though its fares are enormous if compared with Mr Vaile's 50 miles for 4d, as will be seen from the following tariff:—

The Auckjanc rSn_Set» "^i oS ctly the same class ot traffic, and tickets, reckoned on the aye fares, are no higher if we take the mileage into account. The above figures show the very be-t'resußrobtaTnable fromi. = ge, trade worked under the ™osb favourable, circumstances. Anyone crfn estimate foi himself what the returns -Egg a 4d fare for fifty miles in a spaisely-settled district like Waikato. As it is, now the .xtension of our railways un populated districts is eteadiy oweiing SB financial results out 1 ineß, a* will be seen by a glance au ww mentioned details taken from the W OWUiig Railways' Statement" 1887:—

From the foregoing it will be seen that although 97 miles of railway was opened during the past three yearn, the revenue received per mile of rail in 1883-4 was actually £169 more than during tho year 1886-7, while the expenses per train mile were less, being 3s 9}d in 1883-4, against 4s 3d in 1886-7, or a difference of 5Jd against the latter year, with its increased length of railway. The foregoing statistics, which are taken from the railway statements, prove that the heavy cost of working the railways in these sparsely-settled districts, far from the centres of population and markets of commerce, is already reducing the profits from the lines through settled dis tricts ; yet it is the residents in theso very districts, which already receive all privileges for the same price that is charged to travellers on the paying sections of the lines, that Mr Vaile proposes to still further subsidise at the public cost t The salient error in Mr Vaile's scheme, which has mystified himself and mystifies others, has arisen through striking averages where tho elements of true average do not exist. He mixes up short and long distance fares, and then says, "If we can only get three fares whore we get one now, wo shall make the same revenue," omitting altogether the cost of coaching and maintenance, which is inseparable from traf fic. On the London lines the cost under these heads is enormous. But apart from its certain financial loss, Mr \ aile's scheme appears to be one without any rationalguid ing principle. It professes to abolish differen tial rating, and yet creates an arbitrary and quixotic rate of fare, violating tho princi ples of equity and tending solely to en hance the value of distant land, at the cost of landholders in the vicinity of the cities, the townsman, and the taxpayer. In ray opinion the sooner this chimerical scheme is dismissed the sooner the question of rational railway fares will command the serious attention of tho public and the Go vernment.

What, then, is practicable in the way of railway reform ? The change most urgently needed in the interests of the country is a revision Of the goods tariff, which is of far greater importance than any scheme to tempt our population into the habit of wasting precious time in jolting up and down our railways at a speed of 15 miles an hour. Still, a reform is, I believe, pos sible with regard to passenger rates, and would prove advantageous. The present rates of railway fare outside suburban districts appear to be calculated at ljd per mile for second class, and at a little over 2d per mile first class. As some reduction is required, and will no doubt be made, it could easily be effected by estab lishing a universal rate of Id per mile for second class, and 2d for first class, all over the colony. By this rate you would only require a slight increase in tho number of passengers, viz., one and a half fares to be taken where one is now taken, with a minimum fare of 3d instead of 4d now charged for the first fare. These rates, which are as low as those ruling in England, could not be complained of, and as the fares throughout would bo so greatly reduced, encouragement would be given for people to travel, and we should obtain an increased number of passengers travelling all distances, both on business and for pleasure. This reduction in fares would be equitable both to town and country resident or settler, each obtaining a similar benefit, while the incroase in the working and other expenses of the railway would-be very small. Another advantage to be gained by the public, by a fixed rate per mile for all dis tances (with the minimum 3d fare), would be this: The intending travel ler would know exactly what he had to pay to or from any station. If he went 4 miles he would pay 4d, 5 miles 6d, and so on. This would be the most straightforward and satisfactory basis upon which fares could be assessed.—lam, etc., Charing Ckoss.

QUARTERLY PAYMENTS IN DISTRICT SCHOOLS.

(To the Editor.)

Sir,—l was not aware until to-day (Satur day) that my name had been mentioned in your columns in connection with the question of the quarterly payments collected in district schools. I beg to state that any publication of my opinions upon the subject was not authorised nor expected by me. Permit me to add, "with reference to Mr Coates, that I have recently.learned the following two facts: —First, that in thO discharge of his official duties he is regarded, by parsons having the best opportunities of judging, as signally con siderate and sympathetic ; and secondly, that members of the Board of Education value Mr Coates as in the very first rank of efficient and skilful teaohers.—l am, etc, Robt. Kidd.

COUNTY OF EDEN.

(To tho Editor.)

Sir,—Will you kindly allow me to utter a word of warning in regard to the attempt of the Government to bring into operation the Counties Act in Eden and the six other coun ties in which the Act is at present suspended. In the " Gazette " of the 20th is the appoint ment of Returning Officer for the seven counties. The election of these Councils is desired by the Government in order to force the Counties Act into operation. Mr Ballanoe is reported to have said Eden ought to be forced. The present Govern ment appear of the same opinion, but the ratepayers will nob forget the fierce battle over this question* under the leadership of

Dr. Wallis, and, in the light of the experi ence of counties in which the Act is in opera tion, will see to it that men aye selected who will resist this attempt to cast additional burden, upon localities, by double rating, and less practical oversight of works, and a far more costly administration. —I am, etc., James W. Cake, Chairman Mount Roskill Road Board.

THE AUCKLAND EVEffLNG STAR. MONDAY. OCTOBER 31. 1887

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Distance Station. from 1st 3rd Aklgate. Class. Class, Mborgate-slreet .. .milo 4d 2d AUersgate-street .. 1 mile 6d 3d King's Cross .. .. 2J miles 8d 4d Gower-street .. ..3 miles 9d 3d Portland Road .. 3. miles 9d 5d Baker-street .. .,4 miles 2d Ed Bishop's Road . ..5 miles 9d 6d Wostbourne Park «. 6 miles 9d 5d NottingHill .. .. 6J'milos Sd. 5d Latimer Road.. ., 7 miles 9d Bd Shepherd's Biish .. 7} miles lOd 6d Broadway .. ..8 miles lOd 6d The time occupied in rumiing Aldgate tc Broadway is 44 minutes.





i9rapery, Clothing. &c 1%/jTcMASTER, (3HALDERS, & £JO. g Have just opened out S New Dresses _* • f> °8 New Mantles CO tf r New "Visites f. "■ -I to P| New Hats Q New Bonnets ££ <j New Feathers and Flowers ►> ?j_ Kew Hosiery and Gloves y Nev Ribbons £q New Laces ¥• &c. &c. &c ferl ___ g PER AORANGI. P IycMASTER, ttHALDERS, _ QO. F«j? E I FSK" I P% CE BEAUTIFUL LONG OSTRICH FEATHERS In Cream, Tuscan, Grey, Tan, and Pink. 1/> Just Received, a parcel -* a a. hn of t he above, to be sold I g f)]) the very low price - f i i , n W. P. OGILVIE, Victoria Street West. EVERY LADY HER OWN DRESSMAKER. To secure a Por.ect Fit and Newest Style, try OUTTERICK'S /"IUT pAPER T)ATTERNS. Metropolitan Fashions, Illustrating Patterns, monthly, Id each ; 2s per annum, post free. AGENT— WM. P. OGILVIE, DRAPER. VICTORIA-STREET WEST. />( RE AT BARGAINS! j_T THE BABYLINEK & liADIES* UNDKRLINEN WAREHOUSE. 700 Pairs Ladies' Flowered and Plain Silk Gloves, In Tan, Browns. Navys, and Greys, at 1b; worth la 6d to 2s od. , , 1,000 Dozen Metal Buttons, all sizes and colours, at 3d per Dozen -, worth Is 6d to 3s 6d per Dozen. 600 Black Jet Buttons, 2d per Dozen; worth Is. 200 Dozen Assorted Frifhngs, at Id to 6d per neck length ; worth 4Jd to Is per neck length; beautiful and new goods. .-_,'_., 60 Ladies' Crinolines, at 2s lid worth 7s 6d tOl-Blkl. .„_,_--* -,-.«. 200 Pairs Ladies' and Children's Beaded Cuffs, at 3d and 6d; worth is to 1« 6d per pair. * 130 Children's Coloured Dresses, lined, from Zs 6d to 7s 6d; worth 5s Od to 12s 6d. 65 Ladies' Roversiblo Waterproof Cloaks, 5s lid; worth 15s 6d. . __ „ . 40 Children's Wool Pellfsses and Walking Dresses, at 3s lid to 6s lid; worth 8s 6d to 12s 6d; nought a great job. 3* Girls' Wool Jackets, 3s 6d to 5s 6d worth 5s 6dtoos6d. ,-„„>«. 3C Dozen Children's Drawers, size, 1, 2, 3,4, 5, very cheap, per I'air, lid, Is, Is Id, Is 2d, and Is 3d. __ . The Largest and Cheapest Assortment of Baby linen and Ladies' Underlinen in Auckland. Men's Blue and White, Black and White Ties, from 9d and Is, P. DAVISON, No. A JUNCTION QUEEN & GREY STS. Booksellers, &c. pHAMPTALOUP AND COOPER'S LIST OF BOOKS ON YACHT and BOAT BUILDING AND SAILING. s.d. Adams—From Stem to Stern 6 6 Boats of the World Depicted and Described 4 0 Biddlo's Model Yacht-building and Sailing 5 0 Biddle'sAmateurSailingin Open and Half decked Boats .40 Frazer, D.—Practical Boat-saj.linK • ■ ..50 Folkard, H. C—The Sailing Boat and its Management .. .. 16 0 Kemp, D.—Manual of Yacht and Boat Sailing, now edition 27 6 Knnhardt's Yachts, their Design and Con struction 40 0 Nelson and Kemp—Practicalßoat-building and Sailing ..8 6 Neison's Practical Boat-builder. Amateurs 3 0 Preacott'sSailinprßoatanditsManagerncnt 3 0 Rosscr, W. H.~-Yachtman'a Handy Book 4 0 Vaux, C. B.—Canoe Handling, American 6 0 "Walton's Model Yachts—How to Build, Rig, and Sail 3 0 Woodgate's Oars and Sculls, and How to Use Them .. .. .. ... ... 4 0 TO ARRFV _- Biddle's Hints on Yachting 5 0 Davis, G. C, Practical Boat Sailing for Amateurs .. ..6 0 Coyzen's Yachts and Yachting .. ..7 0 Hints to Begipnera and Amateurs in Yacht Designing ..■ ..--■ 3 0 Kemp. D., Yacht Designing and Archi tecture .... 45 0 Stansfield-Hick's Yachts,Boats,and Canoes 12 0 76, QUEEN-STREET, AUCKLAND. p- E M O V A L. W. E. HEARS, BOOKSELLER. STATIONER, AND MUSIC SELLER, 198, Queen-street, Auckland, Wishes to inform his customers and the public that he has REMOVED NEW & MORE COMMODIOUS PREMISES, Five doors below Wellesley-street, and Opposite W. McArthur & Co.'s Warehouse, Where he will be glad to see all his old cus tomers and as many new ones as will favour him with a call. A CHOICE STOCK OF BOOKS. MUSIC, AND STATIONERY KEPT. BOOKS, MUSICT^TATIONERY. Please Remember New Address 216, QU.EE N ... STRE ET, Five doors below Wellesley-street. W. E.~MEAES, BOOKSELLER, STATIONER, AND MUSIC SELLER. Architects. P. HERAPATH, 1'.1U.8.A,] {S. M. HERAPATH PH E RAP AT H and SON, • ARCHITECTS, Colonial Bank BuiLDiNog. TjIDWARD BART LEY, ARCHITECT, ETICHBURY'S BUILDING* QUEEN-STREET. -PIDWARD MAHONEY AND SON, ABOHITK T3, ' Q9'4BM-SWBWi AWSmn



Public Notices. LITERARY COMPETITIONS THE STAR CHRISTMAS DUMBER. PBIZE STOKIES, ETC. With a view to encourage -he cultivation of Literature in New Zealand, and at the same time provide additional attractions for the SPECIAL CHRISTMAS NUMBER the Proprietor of the Star has this year resolved upon offering the following Prizes for competition;— No. 1. Christmas Tales. For Tales not exceeding in length three columns of the Star, having special refer ence to Christmastime, and having the scene wholly or partly laid in New Zealand, the following prizes will be given :— Ist Prize - - - - £3 0 0 2nd Prize, handsome Volume on New Zealand, value - £2 0 0 No. 2. Ladies' Competition. ForTalesnotexceedingtwocolumnsofthe Star, written by ladies only, and having for subject the love, devotion, self-sacrifice, or heroism of woman, prizes will be given as under :— Ist Prize - " - - -£2 0 0 2nd Prize, Handsome Illustrated Book. No. 3. Juvenile Competition. Open to Boys or Girls under 16 years of age, for the best DESCRIPTIVE SKETCH Of New Zealand Travel or Scenery; and for the best narrative oj* NEW ZEALAND LIFE AND ADVEN TURE (True or Fictitious), Each in length about one column of the Star, the following prizes are offered :— Descriptive Sketch. Ist Prize, Handsome Book on Maori War (illustrated) - - £2 0 0 2nd Prize, Handsome Book 010 0 ■ - Narrative. ;.;,_ . let Prize, Handsome Book on Maori War (illustrated) - - £2 0 0 2nd Prize, Handsome Book 010 0 NoAConundrumCompetition TOR THE BEST CHRISTMAS CONUNDRUM A Prize of a Handsome Volume will be given. No. 5. Humorous Competition. FOR THE BEST ORIGINAL HUMOROUS ANECDOTE Of New Zealand Experience and Character, not exceeding in length 60 lines of Stab News typo, a Prize of a Handsome Book will be given. GENERAL CONDITIONS. 1. Each competition is open to all New Zealand. 2. All contributions must be original, not previously published, and written legibly on one side of the paper. 3. Communications must ieach the Star Office not later than 15th November, and must, in every case, be accompanied by the name and address of tho sender, which may if desired be enclosed -iv separate sealed envelope, marked outside with a motto corresponding with the norn de plume attached to the competition article. 4. Competitors are requested to address theircontributions,'' Christmas Competition (No 1,2, 3, 40r5, as the case may be), Star Office, Auckland." 6. The Proprietor of the Star shall have the right of publishing any of the contri butions sent in. 6. Rejected MSS. will not be returned unless the author makes written application for same, enclosing amount of postage. 7. Tho prize stories, etc., with the name and address of the writers attached, will be published in the Star Christmas Number for 1887. 8. Competitors are invited to send pen or pencil illustrations with their papers; but this is not obligatory, and compliance or non-compliance with the request will not affect the judging. FIVE COMPETITIONS! OPEN TO NEW ZEALAND. HUMOROUS! SENTIMENTAL! DESCRIPTIVE I Adttlts I Juveniles I Ladies I THE STAR CHRISTMAS COMPETITIONS. N.B,—The Awards will be made «_, th« Prices forwarded so as to reach the winners by CHRISTMAS PAY,



Educational. TTNIVERSITY OF NEW ZEALAND. DECEMBER EXAMINATION FOR MATRIC. ULATION JUNIOR SCHOLARSHIPS AND MEDICAL PRELIMINARY. This Examination is to commence on MON DAY, December 5. Candidates must send in to the Registrar of tho University, Wellington, on or before SATURDAY, November oth (after -which date no application will be accepted), a list of the subjects in which they desire to be examined, signed with all their names in full, accompanied by a statement of their age last birthday, and the fee of TWO GUINEAS. One Guinea of the above fee will serve for their first degree examination subsequent to matriculation. Candidates tor Junior Scholarships must state the school or schools at which they have re ceived tuition during the last five years. Candidates who desire to pass the Medical Preliminary must state the fact in their notices. The places of examination will be Auckland, Napier, Wanganui, Wellington, Nelson, Grey mouth, Christchui-ch, Timaru, Oamaru, Dun edin, Intcrcargill. „,.,------ W. M. MASKELL, Registrar. BOARDING AND DAY SCHOOL FOR ■> YOUNG LADIES AND LITTLE BOYS, Onehunga, Conducted by General and Mrs STODDARD. Education thorough and high class. Religious and Moral Training, Cleanliness, Manners, and Good Food well attended to. Terms on application. Half Term begins November Ist. R G. OSWALD Gives Lessons in Elocution, 12 to 2, at Mears's. Entertainments given and attended. Terms in advance. Address—Champtaloup and Cooper, Queen street. TECHNICAL EDUCATlON.—lnstruc ted in Geometry and Mechanical Draw ing.— W. F. Burrows, Hill's Chambers, Queeh street. . H OICTURE-FRAME MANUPAC- U . A TORY AND MUSICAL INSTRU £ o MENT WAREHOUSE, £ 88, Victoria-street, Auckland, _§ T. E. CARTER, #5 TEACHER OF MUSIC, Sjf VIOLIN, _2 O PIANO, CORNET, GUITAR, Sec, &C. X **" Musical Instruments Tuned and tn Repaired. Easiness Notices. - ■ ■ - ■■■■■'-■■•■-• am -- i JUST T ANDED, KOLL BACON AND HAMS, CHOICEST FEED AND CURE. ITrEDK. VV HITEHEAD, TEA IMPORTER, VICTORIA STREET AND PONSONBY ROAD. Friends who declined other brands can be supplied now. p.o.u. 284] [high-street _ costomsst. w. ARTHUR TIJ" A S V, MANUFACTURERS' AGENT AND WHOLESALE GLASS MERCHANT. ORDERS INDENTED. GOODS IMPORTED DIRECT. QUALITY GUARANTEED/ Window Gla.s -- ■ f r ~ Plate Glass , Wire Nails ■ :/ "'" ' Portland Cement Chinawaro Havanna Cigars, etc. FOR SALE, ; 1,000 CASES WINDOW GLASS (assorted size,! American CORN BROOM CO. EXMOUTH STREET- I'C*H MO N D H'O'UTB PJNSONBY ROAD, AUCKLAND. W. COCHRAN, Sbs_ FAMILY BUTCHER. pAPERHANG IN GS. vV. PHILLIPPS & SON HAVE RECEIVED, _X LATE ARRIVALS 185—PA OK AGES—IBS CONTAINING 55,000 ROLLS OF PAPERHANGINGS, CONSISTING OF NEW PATTERNS For Drawing, Dining. Bed- Rooms, Hall and Staircase, suitable forth - Mansion : or Cottage. BEAUTIFUL DESIGNS. AND BEST VALUIi, EV__U OFFERED IN * PAPERHANG-NGS. 916 —PACKAGES—9I6 SCRIMS AND HESSIANS PLATE AND SHEET GLASS, WHITE LEAD, OILS, TURPS. VARNISHES, AND ALL TK4Difi SUNDRIE& W. PHIL Lit PS & SON, 85 AND 87, QUEBN-STREET. r— — , ' >— ..,.11 i (■ V USE \ fILQSE BEOS/ 'PPX BLENDS OF . I \teas I/lOY AND / \ /J / PER LB. \(sß_f Pronounced the best valueV in Auckknd, \ GRASS MANURE.—Freezing 1 Co.'«. *7 Jos< of all Merchants. • : ;> (



Agentfortheßtanda^^r Address-BKKN-KS rl *% : : #o4B_Sd jj (Opposite A. Clark »_ _ LITTLE ±" LOANS are m^ Weekly, L_N Dr 6o J Sov\? A S DI Ei ' ' . l^^^^^m AWL sums, upon _t„h*u _. U- w rW s___li repayable d^*ts^i^-**& and 0, Mercantile ChamM^ i ___Sg^__feS t SoM M , M 0^ Y .. fo^i; rate, of interest-Apply to jA ffi?«-e_sUß_afc -— ——^_-______>^sa&4S_ MONEY, TO LEND'lhl_&l LLl^_ffiM^Hfc National InsOranfießaßdW — ' " - ''"' : --85.'Q__Uh_^ £9* vf "f vf from £50 unwaMfcia*. S M Qu fe .en C s°a OC ' QUEENSLAND..MORTaAOB,ISfe DISCOUNT BANKING! COMPANY, DArby-stbeet (off Queen-st,), AUCKLAND. :*.,: : • Head Office: Brisbah*. - Agencies: Auckland, Sydney, sad M«fl»ii_ MOnet advanced from £5 and upwarii tj any amount required, to suit the ■ doikwk, upon Personal, Freehold, Leasehold, oi bj Tangible Security, repayable in any way v may be arranged; either Weekly Moatiily, v Quarterly Instalmeat-, at lowest ot__it fit- Advances made on Furniture -without it moval; also on all kinds of Mencte-lw, including Bond W__into,eto.^»^,.-. : :./,, Bills Discounted at current rates. Interviews and comrounicatiOßS Trill „ held strictly confldebUaL Office Hours: From 10 till 8 o'clock, A RTH U R fi OHE H» LAND AND MONETARjr AGEKT, ' 24, _SHOR_ANIWTiI_-iT.' ..aj_ (Three Doors past Star Bs-l."' 1 am jirspared to vaiuf land in AuckW « the country for lh|endin(r piirchMen it i_ reasonable ter&s. All land told bjr Mb Atel' lead I charge Ziper eent,co|nmlsidOD. lam prepared to negotifttie Mortgages to t«a .. irom_Sto£|6jOM. ::■ ; Advances made on Colopial ijnfl E«W ■■■ Policies. ;-'i "■:. ■'■:■> Having Aj?ents inaU parts of Aastrsllsmi* ■ E_tl_._d, I cim iii-jje iav__«etap» WillsMsums from £60 to «-SP;.jj IW_W ZEALANiD MOBT6AP,Mtf i3l Al*ID DISGOyNTBAMK, Hioq-street - :. v , 1 (Next to Atkin- WMWfW m* • GRANTS LGANS,iESfO £1,000.: - ■ ■' ''.ON.- " :^^,.,-"% PERSONALf SECURITY . FREEHOLD AND LEASEHOy)«EGPHII . FIRST AND SECOND MORTGAGE, ANY AVAILABLE SEOURItY. WEEKLY OR Or in any way |o suit the Bfftowt. I - ißll*' r -A■ : li-ili^ ; lH^-»lsfi?^■ ,l ' all kinds of Merchandise' "*-™' 'wfeklh the pound. , Bills Disoounted^tCuwnt^ This Bank will receive Deposits at the*' ing rates of interest S*- "•'■ g«rc„t 12 months .. ;*- - SSerfcit W -^,«&.*(«.,- NEwTeALAND. 'MOETOAGiW. AND DISCOUNT BAP, HIGH-STREET , : (NEXT TO ATKI-'S FgrnKOOWg^ HSif_S —.' ...-....-..-..." .'.'•' ' ,; ''■-.-- : ---rr wtai'Aijw l ' Repayttcnts p er Mmm • yteadlhgowg,--:, Z\ .___ J™!^-> lyear - .•• SjJ 1(81 2 years,,. •• ; JUST 113» 3 years..; ». . gjj .'-j 121 6 8 , 4 years ~., - ..»■?« or 120 £„■ S years'.-.' •• *?S 9 ° 361 .6 years,.*. ~ ,§ 8 9 j, w , j vyesrs.. •* 147 [ Byears,. r - 2\ \ W}*^ ' _J2_!s_^-^-^- iJi --7ii^ The Boardhas P»*^Sdft#|i W Smberwhoh_obtained»^» iibcrt?t- sell his propeW %Vw. J pay offhismortgage ? « to.»• Eis 7 property sSbject to the n » S0 LANE, Auckh^-^cE^FT.^ A UCKLAND/EBM^S ____-, Week, l__l_!_--Si^ , "T# ' "I year--,.- : 1 flO . g| • 2 years-. ••. 0 1 ] ;:pff 3 yews... j- . 0 11 8 J|. 4 years .. - 089- , #11 6yearti r -, Q7 J ; VJtfjtV Bycars t . ■•• -ffjLii<3j^jf