RAILWAY MATTERS.

Otago Witness, Issue 2812, 5 February 1908, Page 36

RAILWAY MATTERS.

" Did you find time to look into railway matters whilst in England?" our reporter asked.

" Not so much as I should like to have done or as much as I should ha\e done had the circumstances of the triu been different," the Minister answered. " Naturally railway matters attracted mv attention, and I think that, considering the requirements our railway system has to meet, it compares very favourably with the Home iines, especially when one considers the very great expenditure on the English lines. We sometimes hear of the greater speed on the lines at Home, but this is to a large extent owing to the long distance non-stop trains which only a large population renders possible. Take, for instance, the Great Western Cornish express, which runs from Paddington to Plymouth, a distance of 226 i miles, without a stop, and compare it with the Christchureh-Dunedin express, running about a similar distance, and where there are nearly 20 stopping places where the train has to be slowed down, stopped, and started again. When you make a comparison between Home trains and New Zealand trains, which stop at evorv station, there is not much to choose between iho tv. o services. On the fast through tram? in Gieat Britain the rolling <.toek is qrooci, but on the slower trains and branch linos it i^> mostly out of date. The proposal for tho nationalisation of British railways, although probably a long wav from realisation, is, I think, gaining ground, and roc«nt events have undoubtedly tended to strengthen ihe arguments in its fa^ur. When one considers the competition between the different companies serving; tho various centres, and observes the traffic, it is soon reoogni=ed that under one control theie mu«t be a great reduction in the Oo3t of running. As an instance, between London and Manchester, where several companies run trains, there are no less than 50 trains a day, and on most day 3 a very great deal of spare room is noticeable in ail the trains. Again, from Lor.don to Edinburgh there are 23 trains per day. In either case, far more trams than are necessary to meet the real require ments of the traffic, except, of course, on \ery special occasions, when special arrangements could be made. Negotiations are now in progress between some of the different companies with the object of amalgamating a number of the ser\ices. and thus minimising the waste of expenditure, but it is doubtful to what extent the authorities will approve the proposal. On the other hand, too, tho proposal of the companies presents the po=«ibility of some undesirable features recently disclosed in connection with American railway administration. A COMPARISON. " There were no very important railway Construction works in hand when I was in the Old Land, and, speaking of those I did see, I prefer the New Zealand methods. Some years ago the narrow, or 2ft gauge, tailwav was advocated by many as being suitable to our requirements, but as a result cf my visit to the Barnstaple-Linter line, the latest example of the 2ft gauge construction. I am more than ever convinced, that our decision not to undertake this class of work was amply justified. During our viait to England there was talk of a. strike occurring amongst railway employees, and from what I learned of the hours of work and rate of pay, etc., of the men, I must confess that I think there was room for improvement, and I am hopeful that the agreement arrived at between the sociely and the directors will result in the lemoval of many legitimate grievances. At ono stage- of the negotiation^ matters a_=»iimed a ver3 r grave aspect, and Mr Lloyd George' 8 successful intervention and settlement; of tho dispute is desenihc; of the highest commendation." t