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Railways of the Empire.

In a remarkable Overseas Number of “The Railway Gazette,” published in November last, appears a comprehensive illustrated survey of British-owned overseas railways. This 280-page review gives some indication of the importance placed upon railways in the economic development of the countries where these operate, and their vital importance in the trading and industrial life of the Empire.

The aggregate route mileage of the 36 systems dealt with is 136,000, the average (3,780 miles) being slightly higher than that on the New Zealand system with its 3,320 miles.

Put in another way, the total mileage of British-owned overseas railways is 43 times that of the New Zealand Railways, which is thus seen in its true perspective as just one link in the big Empire chain along which the English-speaking peoples can exchange visits and wares.

A free release of information proceeds all the time between one British railway and another, as well as with the railways of other countries, resulting in a steady improvement in the standard of railways everywhere, as the markedly successful experiments of any system are soon tried out by the others.

The experiences and problems of each railway as penned by the general managers and chief officers of the various systems and set out in the “Gazette,” provide a background upon which the whole railway situation is thrown up in bold relief. Here may be seen a dramatic presentation of the railways’ struggle for fair treatment under competitive conditions: the internal developments in staff training and education to give increased efficiency in the building, equipment and operation of railways: bold incursions in other fields “to make up on the swings what is lost on the round-abouts,” e.g., the railway experimental farms, and packing and marketing services in Argentina: rail car innovations, road service developments, co-ordination efforts, laboratory testing: endless invention, propaganda and negotiation—all with the object of adding to the speed, comfort and convenience of rail travel and freight transport, in the service of the economic needs and social life of the people.

The summary shows very clearly that Railways the world over are more than holding their own, and that a new era in railway transport progress has arrived.

This month we have made a feature of the Bi-Centenary of James Watt, the genius who did most to make steam work in the service of mankind. It is fitting to remember in this connection that but for Watt there might not have been any railways of the Empire to serve the requirements of transport where-ever settlement has been followed by material progress.

The honour that is paid to the memory of this great genius is particularly appropriate when it comes from a railway source; for great as have been the uses to which steam has been put since Watt designed his first steam engine, the railway has provided the most fertile field for the practical application of that power in the service of mankind.