64 PORT ECONOMICS
trade of a special representative, who is able to give full
and accurate information to the Board on any question
within his purview, and to point out from time to time, as
may be desirable, the need of additional facilities and
accommodation. In addition to this, the system has the
further advantage of securing men of business training
and high commercial standing for the conduct of the
affairs of the port. They serve without remuneration, it
being considered a civic distinction to be elected a member
of the local port board.
3. Railway Control. It is characteristic of British
railways that, in a number of cases, the railway companies
have created and gradually developed accommodation at
ports for the operation of lines of steamships in which
they are interested, and also for the purpose of facilitating
transfer of goods and passengers between ocean-going
liners and their own rolling stock. Hence it has come
about, in a number of ports in the British Isles, that the
railway interest in the docks and quays is now more or
less predominant, and the companies have become to all
intents and purposes, the local port authorities. This is
notably the case at Southampton, where the transatlantic
liners are berthed at quays and docks which belong to the
Southern Railway Company. The Harbour Board is,
relatively, a much less important body, with jurisdiction
over a small town quay. In a lesser degree, the system
is in evidence at several ports in South Wales, such as
Cardiff, Swansea, Barry, Newport (Mon.), etc., the dock
accommodation of which is in the hands of the Great
Western Railway Company. Other instances might be
given, but these will suffice. The railway companies
named are in virtual control of the ports in question,
though the local harbour board (often with financial
assistance from the railway companies) nominally dredge
and maintain a fairway and approach channels. Railway
control of individual wharves, piers and quays, is to be
found exemplified at a number of American ports, but it

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