These figures indicate what Irish railways had accomplished in the decade ending with December, 1900, and betoken, I venture to affirm, a keen spirit of enterprise. These ten years had witnessed the introduction of breakfast and dining cars on the trains, of parlour cars, long bogie corridor carriages, the lighting of carriages by electricity, the building of railway hotels in tourist districts, the establishment of numerous coach and steamboat tours, the quickening of tourist traffic generally, the adoption of larger locomotives of greatly increased power, the acceleration of the train service, the laying of heavier and smoother permanent way, and a widespread extension of cheap fares--tourist, excursion, week-end, etc. It was a period of great activity and progress in the Irish railway world, with which I was proud and happy to be intimately connected. But what a return for all this effort and enterprise the Irish railway companies received--3 pounds 17s. 10d. per cent. on the whole capital expended, plus a liberal amount of abuse from the Press and politicians, neither of whom ever paused to consider what Ireland owed to her railways, which, perhaps, all things considered, was the best conducted business in the country. It, however, became the vogue to decry Irish lines as inefficient and extortionate, and a fashion once started, however ridiculous, never lacks supporters. The public, like sheep, are easily led. In England the average return on capital expended was 4 pounds 0s. 5d., and in Scotland 4 pounds 2s. 2d. In the spring of 1901, Mr. W. H. Mills, the Engineer of the Great Northern Railway of Ireland, and I were entrusted by the Board of Works with an investigation into the circumstances of the Cork, Blackrock and Passage Railway in regard to a proposed Government loan to enable the Company to discharge its liabilities and complete an extension of its railway to Crosshaven. It was an interesting inquiry, comprising a broken contract, the cost of completing unfinished works, the financial prospects of the line when such works were completed, and other cognate matters. A Bill in Parliament promoted by the Railway Company in the following year became necessary in connection with the loan, which after our Report the Government granted, and I had to give evidence in regard to it. In the same session I appeared also before two other Parliamentary Committees, so again I had a busy time outside the ordinary domestic duties pertaining to railway management.