rsued of amalgamation, consolidation, and facilities for long-distance
traffic, so that between all parts of each State and Empire there shall
be the freest and most perfect interchange of traffic. Canada and the
United States have been so far inspired by this principle as to spend
countless millions first on East and West (and now on North and South)
lines, even before there was traffic to carry, and in order to create
traffic; and the principle has been justified in its results.

From this point of view St. George's Channel and the Irish Sea should be
a means of communication, constant and in every direction, between the
two Islands, and not a sort of boundary ditch to be deepened and
rendered difficult of passage.

If Ireland wishes to share England's prosperity she must not build up a
wall against the credit, trade, and special products of her richer
sister. If England wishes to have and to foster a magnificent source of
food supply, well and strategically secured against continental foes,
she also must do all that can be done to encourage intercourse. To
develop traffic between Great Britain and Ireland is the policy which
both experience and theory point to as advantageous to both countries;
to subvert this policy and make Ireland's commerce local and
self-sufficing, seems to be the narrow and mistaken ideal of Nationalist
aspirations.

UNIONIST POLICY.

It follows that the Unionist Party must oppose any plan for
"nationalising" the Irish railways, whether by the credit of the United
Kingdom, or otherwise. The policy we advocate is to be found in the
Minority Report of the Viceregal Commission, signed by Sir Herbert
Jekyll, Mr. W.M. Acworth, and Mr. John Aspinall, not as politicians, but
experts; and in the Report of the Royal Commission on Canals and Inland
Navigation dealing with the question of canals and water transport in
Ireland.

In the case of railways, the aim should be to amalgamate them into two
or three large companies to standardise as far as possible the light
railways, and level them in respect of gauge, gradients, works, and
rolling stock with the larger companies. Unquestionably many of the
smaller railways to be amalgamated, though not light railways, need
large expenditure for the purpose of duplication of running lines,
straightening of curves, stations, stores, and conveniences, and many
extensions and cross-lines will also be needed to connect them with the
trunk lines, and to open ou