The Pacific commercial advertiser. [volume] (Honolulu, Hawaiian Islands) 1885-1921, 1910-08-16
GOVERNMENT OWNERSHIP
IS NOT NOW ADVISABLE
Continued from Page One.)

(tOnClnueO from rage One.
landings, although we are forced to rec
ognize that this dependence Of the pub
lie upon landings that are in the hands
of private monopOles is the principal
factor governing the rate of charges in
certain localities. The condition OF at
fairs arising out Of this which at pres
ent, exists is intolerable. and the earliest
opportunity should be taken to rem
edv it.
The problem of adjusting charges or
determining the value of service fur
nished the public at privately owned
landings is very much complicated by
the relations existing between the water
carrier and the landing operator
Two landings of considera bic impor-
tance require special observations:
The inexpensive landing at Mahuko-
ma is one of the principal assets of the
Hawaii Railway Company, although. we
understand. the Territory still retains
title to the land upon which it is ocat-
ed. wit hout having exercised for many
years past its right of ownership All
other railway companies in the Terri
tory own their landing facilities and
have spent large sums of money in inn
proving them. 1t would seem that the
conditions prevailing at Mahukona are
not conducive to development and i'm
provement. There are no adequate
facilities at this place for handling and
storing freight for the public, except
that it passes ever the railroad or
through the warehouses of the railway
company, for which charge is levied
W. hot tbi c
situation be remedied by the Territory
giving the railway company title by
deed or lease to the waterfront, retaining
ample right of way. under the condition
that it improve the landing to the sat
isfaction of the Territory ana perma-
nently furnish to the public adequate
storage space, safe from sea and wealth
err, without charge.
The whole of central Maui is prac-
tically dependent on the port of Ka-
hului, the entire waterfront at which
place is owned by the Kahumi Rail
way Company and the Hawaiian Com
mercial and Sugar Company, for its
connection with the rest of the world !;
the public landings on the south side
of the island being too remote and not
sufficiently developed to handle any
considerable volume Of freight. The
public, therefore, is at present bound
to accept the terms imposed by the
Kahului Railway Company. The
amount of freight handled at this port
is second only to that of Honolulu, run
ming close on to 100000 tons a year
Probably more than % per cent of this
annual volume will be handled over
the new docking wharf now building,
and at a considerable saving in expense
to the railway company. We believe
that the agreed rate for tonnage tax on
freight passing over this wharf as
shown on page 80 Of the report is I'M
precedented in the Territory and entire
ly too high, and while we believe that
encouragement should be given to prl-
vate enterprise in building and improv-
ing harbors, landings and docking facll-
tiles, and recognize that the revenue
from ships tonnage at the prevailing
rate of > cents per ton, net register,
per day. is not sufficient for the mainte-
nance and an adequate return on cap
ital invested in docking wharves out
side of Honolulu, We also believe that
the shipping public would be imposed
upon in being forced to pay such trib-
ute as that proposed in the agreement
mentioned. Therefore, we recommend,
if a new agreement can not be had
reducing this tonnage tax at least 90
per cent on all items mentioned, that
the legislature take such action as may
be necessary for the acquisition of this
wharf by the Territory and extend the
wharf 50 as to furnish docking facili-
ties for all vessels coming to the port.
At the time the legislature of 1909
adopted the resolution which provided
for this commission, considerable
number of persons advocated, through
the press, the public ownership of all
wharves and landings in the Territory,
outside of Honolulu. Some of the mem
bers of this commission undertook the
investigation of the subject predisposed
to such public ownership, but after a
thorough examination we are convinced
that the Territory is not in a position
to undertake such ownership, and thai
any such attempt would be unfortunate,
both from the standpoint of the ship
pers and the territorial officials. Pri-
Vately -OWned wharyes and landings can
be operated at less expense than those
publicly owned. If the amount of
freight handled at such wharves and
landings was constant so that an ade-
quate force could be kept constantly
engaged, it is possible that public own
ership might be attempted with a fair
prospect of success. Where the land.
ing is privately owned. the work re-
quired III handling freight at widely
separated intervals can be performed bv
employees, who are otherwise engaged bv
the present owners during the time
when the landing is not in use.
At most of the ports outside of Homo
lulu the vast bulk of freight coming
over the private landings is for the
owners of the landings themselves. If
the Territory should construct indie.
pendent landings at these places. or
should acquire the private landings by
condemnation or otherwise, it is certain
that the former owner OF such landing
would insist on a freight rate approx
mateIy no more than cost of handling
under its own management, and the
experience has been throughout the
Territory, and in most other places
that without actual loss to the govern
ment. such a rate could not be piyen.