The Evening Star WEDNESDAY, MARCH 5, 1873

Evening Star, Issue 3133, 5 March 1873, Page 2

The Evening Star WEDNESDAY, MARCH 5, 1873

In that very wordy speech hy Sir David Mon no, which lie delivered at Wailcouaiti, ami which has excited the adoration of the Dalli; Times, the chief burden of his condemnation was Mr A r ooE& and railways. Sir David must have peculiar sympathy with our morning contemporary in antipathies and style of thought; only his changes of mood arc the more rapid, because of the necessity during a speech, for two or three turns round in a couple of hours, instead of as many days or weeks. It does not seem to matter with politicians of his class. Since personal antipathies and aifinities prompt their utterances, there is no need to weigh the differences between beginning, middle, and end of a speech. As their main object is, not to convince listeners but to damage opponents, if the words of one minute contradict those of a previous one, no matter- -an audience is generally easily pleased with a (luent tongue, a bland utterance, and a hit at somebody they desire to crucify. Sir David when at AA raikouaiti had not a very critical audience. There were a few mute signs of dissent from what he said, but he had a stanch friend in the Mayor, who was so jealous lest anything unpleasant should be uttered, that he ruled every one out of order who dared to speak, except by prescription. AVitli regard to public works, it is hardly possible to understand what Sir David’s views arc. He condemned railways on a variety of grounds, and praised them on as many. He said wheeled carts ou bush tracks should have been stuck to, until men could afford macadamised roads, which in their turn should give way to railroads, when they could be afforded. This he seemed to consider to be the n ay in which roads are developed —a sort of natural process, which, truly enough, the nations of Europe have gone through ; but that was because they knew of no better process. AA r e do not think Sir David could be serious when he said it. He seems to have thought it would be just the very thing to tickle the ears of an agricultural constituency. The Chairman should have told him beforehand how anxiously they were all looking for a railway with a terminus at AA r aikouaiti. But lost there should be a section who desired railways, he had a sop for them too. As they were to be made, let them be made quickly, from Kurunui in the North to Invercargill. It was true, if that were done, the country would owe £I7,(KM),(KM); the interest of which would have to be raised by a land tax, which would have the effect of driving people from their estates: but Mr A'ocel and his Government had boon A'ery remiss in not pushing the matter: there were gaps to be filled up for which no surveys had been made, and he was afraid the Aloeraki and Dunedin line could not he surveyed in time for approval at the next session of Parliament. Sir Da vi n seems to have had a suspicion that people might wonder where he picked up this amazing stock of railway lore. He told them, as soon as he heard Mr ATmia’s speech introducing the subject of public works, he discovered that gentleman knew very little about railways. He himself knew a good deal, for he was one ol the first to dabble in railway speculation in the Colony. He projected one that Air Fox snuffed out; for our own parts we have no doubt on good and valid grounds, for it seems to have been specially iotcucicd to benefit Sir Pavip's 1

own vast landed estate in Marlborough, but formed no part of a comprehensive scheme. He also took an active part in the construction of the Dun Mountain Railway; which, like the kins; with twice ten thousand men, went up a hill and then came down again. Sir David’s monomania on the subject of railroads, seems to have grown out of his bit ter experience of that Dun Mountain Railway. It was intended for the transport to Nelson of a mineral that did not exist. No doubt it would have been a capital speculation had the chrome iron proposed to have been transported upon it, been in the Dun Mountain: but it was not, and it seems a marvel that so far-seeing a man as Sir David professes to bo, should not have ascertained whether it was there, before the railway was made. As the Dun Mountain railway was only applicable to one purpose, and that based on error, as a matter of course it became useless. The public, being thus put in possession of Sir David’s railway experience, on the faith of which he condemns another person’s theories, may easily estimate his opinion on such matters at its true value, and believe that it is quite likely Mr Vookl knows more about railway matters than he does. Equally sound was Sir David’s notion of how to go about making railways as cheaply as possible. Ho told his audience that in Victoria they did things differently: there railways were discussed by the Press, in Parliament, in Select Committees, and by pamphlets, for two years prior to arriving at a decision, and the agitation ended in making lines at a cost of £35,(X)0 a mile. But in New Zealand, a moribund Parliament decided upon constructing them at an expense of £5,000 a mile. A certain twinge of the intellectual conscience seemed to tell him that this sounded very like praise rather than censure of the ‘‘moribund” House of ’Representatives, so he clinched it by saying the Victorians were now trying to construct lines at £3,000 per mile. If M.vrinAVKimi was right in saying that “ Words were intended to conceal thoughts,” Sir David Monro's two hours’ speaking arc an apt illustration. Serious comment is thrown away upon such lame and inconclusive utterances. It is well to hear them, for through them the man becomes known; but surely Waikouaiti had no need to have left Otago to find one as inconsistent as Sir David Monro. We regret to think dozens might be found who fancy him an oracle.