The impressions given in the following article are those of an ordinary traveller who is not, nor has been in any way connected with the railway service either in Australia or New Zealand.

My last visit to Australia was made seventeen years prior to this one, extending over two months, made at the close of last year, and was the seventh visit paid to the Commonwealth.

Beyond the erection of a lofty clock tower, the outer view of the great Sydney railway station had apparently not undergone change. A commendable feature here is that trams pass into the station buildings, affording shelter to passengers in bad weather. Just within is a spacious hall surrounded by ticket offices, refreshment and waiting rooms, bookstalls, etc., and this gives access to the numerous lengthy platforms common to a “dead end” station. The station facilities have been well planned, no dangerous ramps exist, and the work of dealing with the scores of thousands daily passing through goes on without hitch of any kind.

For the year ending June 30, 1928, 148,046,881 passengers were carried on the New South Wales Railways. During the same period the tramways in Sydney carried 346,013,775 passengers.

On the eastern side of the station, alterations and extensions have been made for electric trains, serving the southern suburbs, to pass through the underground lines below Hyde Park in the centre of the city. There are two subway stations, having every modern convenience, and finished in white tiling, the only drawback being the long entrances to the street. The line is largely patronised by the thousand? of workers and others who daily pass to and from the city. A western system is being constructed under George Street, with a station under Wynyard Square, which will ultimately connect the central station with the existing northern electric lines by way of the great harbour bridge.

Sydney to Melbourne.

The overland trip to Melbourne is run in good time, the journey of some 570 miles taking only eighteen hours. The country is fairly level, with the exception of the line near Mossvale, about 100 miles out of Sydney, and the dividing range in Victoria. The Express carriages are chiefly of the corridor type, and are roomy and comfortable.

Albury, the border city, and a busy railway junction, is reached in the early morning, and after breakfast the “sleeper” is exchanged for an ordinary Victorian carriage—a vehicle of which any service might be proud. The run of five hours or so across Victoria is always enjoyable, abounding as it does with fine panoramic views, and those of prosperous settlements. A pleasant variation en route was the partaking of morning tea in a full car of over fifty passengers, the catering and service being excellent. The terminal station at Spencer Street appears unchanged. Its lengthy platforms, old type buildings, and well worn approaches, bear witness to the hundreds of thousands who had trodden through it in past years.

Melbourne to Adelaide.

In the journey to Adelaide by the night Express, the outward line traverses for a time level country, showing the growth of the suburbs of Melbourne and the great factories in and around Sunshine, and after, through a long stretch of poor land strewn with reddish boulders. The first stop in the early morning is at Murray Bridge, where heavily laden river barges lie close to the station. Here, if I mistake not, a huge loco, of the South Australian services takes our train in charge for the remainder of the journey, which passes over the Mt. Lofty ranges before the city is reached.

During the night mysterious cries of “Hey, hey!” are heard as the Express rushes along, but the secret is revealed at daybreak. In the lonely country districts, miles from a centre, boys and permanent way men shout for papers to be thrown to them, so anxious are they to page 35 see the latest news of the great outside world.

The hill country is decidedly picturesque, and many flowers are seen on the cuttings or at the edge of the bush. At the summit one comes suddenly into suburban conditions, as seen in bitumen roads, trim fences and beautiful villas. Then, for the remaining seven or eight miles, are noticed delightful panoramic views across the city, and, finally, the train passes through the outlying park lands and suburbs into the palatial new station.

At the time of my visit this was the pride and showplace of the city. My impression was that utility and convenience were the objects primarily considered by the architect. Space prevents a full description of this fine building, but mention must be made of its roomy well-equipped dining hall, whose numerous small tables have seats for over 300 diners. Nearby, a quick lunch counter has small circular topped rests for customers.

Ramps lead to the first floor and to the street and trams. A luxurious hall as a waiting room and containing an enquiry office is situated on the first floor, in which a balcony permits a view being obtained of the extensive lobby giving access to the platforms. On the top storey are numerous and convenient offices for the managing staff and clerical employees.

The elevation view from the street is massive and imposing, while the inside is finished in white plaster, relieved by solid dark-coloured pillars. As much day work was used in the construction, the total cost has not transpired, but it is said to have been approximately half a million sterling.

Melbourne's Electric Railways.

The gently undulating country in and around Melbourne offers little difficulty in the way of line construction. The majority of the railways were built below the ordinary street levels some years ago, and the suburban system of about a dozen separate lines now use electric traction. The heavy carriages of the past have been replaced by those of a more roomy, more accessible and lighter type. The punctuality, speed, and quietness of running are praiseworthy features, further enhanced by cleanliness and the absence of smoke. Carriages have crosswise seats and sliding doors, so that the time for entering or leaving is minimised. An ordinary train is usually one of the motor; some seven carriages and a van, under a motor-man and a guard. Passengers procure their tickets at stations and give them up at the terminal turnstiles. Inspectors occasionally board a train at a station and inspect the tickets, presumably to ascertain whether holders are in the departments as indicated, and whether season tickets are in order. In cases of default lawbreakers are heavily fined, so that few take liberties.

The electric signal control seems to be working perfectly, and visitors are struck with the quick despatch of trains from the stations.

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At the central station in Flinders Street, lines pass right through. The time and place of departure is well notified, and few passengers find any difficulty in locating the right platform, as indicators clearly show the destination of outgoing trains. Cheap fares encourage patronage, and from East Camberwell, seven miles out, my return fare, first class, was 1/-, or 10½. second class. The daily carriage of business people and workers to and from the city has reached colossal proportions, close on 300,000 a day passing through the station, making it probably the busiest passenger station in the world.

Motor Carriages in Australia.

These are in general use in the three States visited. I had the opportunity of a ride in one on a New South Wales line.

At Melbourne, a double-engined carriage, having room at the ends for first and second class passengers, with space in the middle for goods, struck me as a serviceable type. It was a six cylinder Leyland of 90 h.p., smooth running and easily controlled. These can carry some fifty passengers, and I understand can be run for about 2/- per mile. The utility of such vehicles largely depends on the gradients, so that these motor-carriages are likely to be of greter service in Australia than in our Dominion.

A German Jurist Praises Britain.

A high compliment to the British people is paid by a leading German jurist, Herr Kantorowicz, Professor of Law at Kiel University, who has recently published a book entitled the “Spirit of British Policy” says the L.M.S. Railways Magazine. After remarking upon the efforts made in Britain to raise the moral tone of public life, the author asserts that to-day “chivalry as a mass phenomenon; as a demand of the public conscience; as a personal ideal; is only to be found in one country—the country which has chosen St. George for its patron saint.” In connection with the “sense of justice which distinguishes Great Britain above all other countries,” the Professor notes, amongst other things, the amazement with which guide books record that one gives up one's luggage on British railways without getting a receipt for it.