The Sport of Kings.

Some Auckland owners of trotters got all that was due to them last Saturday, when four members of the light-harness tribe were dispatched to the Waikato meeting by motor-van, which broke down and caused the pacers to miss important engagements (says the “N.Z. Sportsman”). With a good railway service and all modern appliances at their disposal, the owners were foolish in not making full use of the State transport service. Motor-vans are alright in their way, but the “iron-horse for the racehorse” should be the axiom every time. The letters N.Z.R. represent the acme of safety and comfort and—don't forget—you, I and all of us are the registered holders of that popular trade-mark.

* * *

Air Transport.

Railway news at the moment appears crammed full with reports of the activities of the “Iron Way” off the railway itself. On top of the interest now being taken in road transport, comes evidence that the Home railways are now contemplating important activities in the air. They consider it essential to meet the competition of the air carriers at an early stage of aviation's growth (writes our special London Correspondent). It is recognised on every hand that in delaying their action in connection with road transport, the Home railways lost much valuable business which might have been retained had an energetic campaign against the road competitors been launched some years ago. This time the railways of Britain do not intend to be caught napping, and are performing the wisest of actions in tackling, in energetic fashion, at this early stage, the problem of aerial competition.

Government permission is now being sought by each of the four Home railway groups to provide and operate aircraft of their own for the transport of all kinds of traffic; to establish and maintain aerodromes at selected points; and to enter into working arrangements, as may seem desirable, with outside air carriers. It is unlikely at the outset that any of the Home railways will acquire aircraft of their own. For the time being, attention will doubtless be concentrated upon entering into friendly working arrangements with existing air carriers.

Long Non-Stop Runs.

Sensational non-stop runs made last summer by the Home Railways have not, after all, become a permanent feature of the passenger time-table. During the summer tourist season, the traffic between London and Scotland is exceptionally heavy, and there is much competition between the L.M. and S. and L. and N.E. systems for this valuable business, which is worked out of the Euston and King's Cross terminals in London respectively. The practice of non-stop running, although proving an immense asset in the attraction of summer tourist travel, has apparently been found a somewhat costly and impracticable affair for working during the slack winter season.

With the introduction of the winter bookings, the “Flying Scotsman” train between King's Cross and Edinburgh ceased to be a non-stop limited, and commenced to call at four intermediate points. On the L.M. and S. route to the north, calls for passengers are made at three intermediate points by the summer non-stop “Royal Scot.” Con-currently with the cessation of the non-stop Anglo-Scottish runs, the Great Western “Cornish Riviera Limited” ceased to be a non-stop as between Paddington station, London and Plymouth, and a stop was introduced at Exeter, giving fast service to the winter holiday resort of Torquay and sunny South Devon generally.

* * *

Safety of Rail Travel.

In a recent reference to the safety of rail travel in Britain, Mr. J. H. Follows, Vice-President, L.M. & S. Railway, said that a passenger (on British railways), making two journeys a day, would have to travel 50,000 years, according to the law of averages, before meeting his chance of being killed.