Our Railway Commissioners—Past and Present

New Zealand Graphic, Volume XII, Issue XI, 10 March 1894, Page 230

Our Railway Commissioners—Past and Present

THE Railway Commissioners is a subject that bas attracted a large share of public attention of late, owing to the term of office of the Commissioners appointed in 1889 terminating in January, and expectation ran high as to what action the present Government would take with respect to tilling the offices then expiring by effluxion of time. Ail sorts of conjectures were abroad, the main of which proved very wide of the mark when the decision of the Government became known. In this issue we present our readers with portraits of the two ex Commissioners, Messrs Maxwell and Hannay, together with a few facts respecting their career, which we are sure will prove ot interest to a large number of our readers both in New Zealand, Australia, and elsewhere. Also with facts and figures relating to the Department generally. It is not our intention in so doing to discuss the action of the Government with respect to either those dismissed or appointed, but confine ourselves to matters referring to both as public men. As showing the widespread interest taken in the recent appointment of Commissioners, it forms the subject of a leading article in the Melbourne Argus of January 27tb, from which we make the following brief extract :—‘Those who have watched the course of events since the railways were placed under this Board, will be inclined to say that, however doubtful the experiment may have appeared at the outset, it has worked well. The Commissioners preserved their independence and their impartiality in the teeth of the most menacing pressure brought to bear upon them at the time of the stiike, immovably upholding the principle that the railways of the colony were not to be made an instrument of the boycott at the dictation of one particular class. Their attitude undoubtedly won them the approval of all who value firmness and rectitude in public affairs.’ THE VAST FIVE YEARS’ RECORD. That the record of the retiring Commissioners has been an exceedingly good one can be seen by the official reports of the department, from which we takeuthe following particulars : In 1879-80, the year preceding Mr Maxwell's appointment as General Manager, the revenue had fallen considerably, while the expenditure had increased. The following year, with 105 miles of additional line, the revenue increased by £74,000, while the expenditure decreased by £58,000. Ever since, during the management of Messrs Maxwell and Hannay, as General Manager and Assistant General Manager respectively, and while the department was under Ministerial control, there was still a steady improvement in every branch. At the appointment of the Commissioners in the beginning of 1889, the net earnings from the railways represented a return of £2 12s per cent, on the capital cost. The next year this had risen to £2 19s sd, and at the end of the fourth year it was £3 Is per cent. As a comparison the average results of the four years preceding the control of the Commissioners and of their four years of administration are given. The average for four years— Revenue. Expenditure. 1886-1889 = £1,109.661 £6BO 946 1890 1893 = £1,128,556 £705,537 Increase = £118,895 £24,591 An average of 110 miles more railway has been worked during the latter fsur years. The capital expenditure has been augmented by £1,260 283, and the interest earned has also increased as stated above. In spite of this, however, the cost of administration was not sensibly increased, nor his it been necessary to raise the rates of carriage to obtain these results. On the contrary, the Commissioners state in their last report they have endeavoured to conform to the spirit of the age, believing that the railways should be worked for assisting the development of the resources of the colony rather than in a narrower commercial spirit which has in view the exaction of the uttermost farthing from the producer. In pursuing this course they have also been guided by the Government Railways Act, in which Parliament has laid down that due consideration should be given to the promotion of settlement and the encouragenrentof industries. On these grounds they have made it one of their objects to reduce rates and charges affecting colonial products extensively. The extent to which this had been done was shown by returns presented to Parliament during the last two sessions—anil that the principle had been applied prudently and advantageously is shown by the progressive character of the railway traffic and revenue. During the late Commissioners’ term of office the lines and appliances have been thoroughly maintained, and their character and capacity have been improved in the process of maintenance from working expenses, and concurrently with the lowered charges, improved revenue and economical administration, the Commissioners have been able to show

SOME INTERESTING FACTS AND FIGURES.

beyond doubt that the railways are better, both in capacity and equipment, the carriage and waggon stock is more extensive and convenient, and the engine and brake power are greater and better adapted to the traffic than when they took office. The time-tables also have been very materially improved,and the train times quickened on all the larger sections. The stock of stores in band has been increased in value during the Commissioners’teim of office by £7,778. In handing over charge of the railways last month, the Commissioners do not fail to express their gratification at being able to bear testimony to the loyal and intelligent services rendered to the colony by the large staff' of officers and men during their tenure of office, and everyone who is acquainted with the fine body of men who compose the railway service in this colony will admit the justice of this remark. That this state of affairs is in a large measure due to the careful administration and control of the Commissioners themselves cannot be denied, and they have good reason for saying as they do, that the system introduced in 1880 (by Mr Maxwell) of engaging lads only in different branches of the service and training and educating them for the various duties, and the system of classification of pay, and promotion from the lower to the higher grades, have answered excellently. The service is now manned by officers and men for the most part trained to railway and telegraph work on the colonial railways, under the regulations and scale of pay and promotion referred to ; and it may be added, a very large proportion of those so trained are of New Zealand birth. The total mileage of new lines opened during the past five years is 172. The permanent way has been improved by re laying to the extent of 134] miles in 531 b. steel rails, and a large number of bridges and structures originally constructed of soft woods have been more permanently reconstructed in masonry, iron and hardwood timbers. The aggregate power of the locomotives has been increased by rebuilding improved types. Out of working expenses alone the power has been increased 81,356 lbs, equal to about 5 per cent., representing rather more than 17 ‘ ’ locomotives. Two powerful locomotives are now being constructed from working expenses, and two are being compounded. A large number of improvements have been effected in details of the engines, and a system of boiler inspection has been perfected. By rebuilding and improving a much superior class of vehicle has been secured, while the seating accommodation has been increased by over 7 per eent.,' representing 27 of the largest class ‘ A ’ carriages in use. The aggregate waggon capacity has been greatly increased, and many improvements made in detail. No less than 1,683 vehicles have been fitted with improved draw gear. The brake vans and brake power have been increased by rebuilding. Five years ago there were only six bogie brake vans, now there are forty two. The effect of the improvements to rolling stock and engines has been to reduce failures and delays to a minimum, and promote economy. Important improvements have been made in the workshops, amongst these being a complete hydraulic rivetting plant and first-class boiler constructing machinery, as well as milling machinery. During the five years tools and machinery of the most recent type to the value of £7.000 to £B.OOO have been added to the workshops out of working expenses, enabling the department to construct its own new locomotives, carriages, waggons, and everything required on the railway. For new mileage, some 172 carriages, trucks, etc , have been provided out of capital account, and 31 carriages and trucks and two locomotives are being constructed for the same purpose. The Chief Engineer’s report on the condition of the lines states that their mileage is now 1,948 miles 52 chains. They have been very considerably improved during the past five years. Rails have been relaid over 134 miles 20 chains —4O and 301 b iron rails over 110 miles 20 chains, 40lb steel over 1 mile 40 chains, and 521 b iron over 22 miles 40 chains, have all been replaced with 53tb steel rails. The standard number of sleepers per rail length has been increased during the last 15 months, involving the use of 30 000 extra sleepers and giving additional stability to about 70 miles of main line. Some 651,000 Bin x sin sleepers have been put down during the past five years, rex sin. The considerable improvements effected during the past five years cover every detail of the permanent way and works, buildings, bridges, and water supply. All these have been paid for out of working expenses, and represent an increased aggregate value of £74,000. The Stores Manager reports that the value of stores in hand on 9.h December, 1893, was £lO4 373, as against £96,595 on 31st March, 1889. The stock is in good order, sufficient for requiiements, and it bas been carefully inspected annually. The systematic consolidation and standardising of the

accounts, regulations and instructions has also formed a prominent feature of the administration of the last fourteen years, and New Zealand can now boast of the possession of a system which has received unqualified approval from railway managers and experts of the highest reputation.

THE LATE COMMISSIONERS. MR J MCKERROW. Mr James McKerrow, F.R.A.S., Chief Commissioner of New Zealand Railways, was born at Kilmarnock, Scotland, on 7th July, 1834. He was educated at the new and old academies of his native town, and at the University of Glasgow. He arrived at Dunedin from the Home country in 1859, and having passed the examinations of the Survey Department, was appointed a member of the Otago staff, under the late Mr J. T. Thomson. For two years he was

engaged on road and settlement surveys. Towards the end of 1861 the urgent necessity arose for extending a reconnaissance survey over the interior mountainous part of the Otago Province, now known as the Lake Districts, so as to enable the Government to deal with the inflow of the sheep squatters and miners, who had by this time occupied large areas on what was then a blank terra incognita on the map. A knowledge of practical astronomy was a necessary qualification for this work. An opportunity was given the field officers of the staff to submit to a test examination on that subject, resulting in Mr McKerrow, the junior officer, being entrusted with the work, which he completed within two years, having surveyed, mapped, and reported on 8,000 square miles of a very rugged country to the entire satisfaction of the Government. Sir Roderick Murchison, in his annual presidential address to the R >yal Geographical Society of London, classed this survey as one of the most important additions to geographical knowledge of the time. From 1863 to 1866 MrMcKerrow was engaged on the Geodesical survey, and thereafter until 1873 he was Inspector of Crown Lands and Goldfields Surveys, when he was appointed Chief of the Otago Survey Department. On the abolition of Provincial Governments in 1876 their functions were assumed by the General Government. Mr Thomson was appointed Surveyor-General of the colony, with Mr McKerrow as his Chief Assistant, the latter also holding the office of Secretary for Crown Lands and Goldfields. In 1879 Mr Thomson, having completed the organisation of the Survey Department, retired from the public service, when the appointment of SurveyorGeneral was confetred on Mr McKerrow, which he held with the other Departments named until January, 1889, when the Government of Sir Harry Atkinson offered him the position he now holds of Chief Commissioner of Railways. This appointment was a surprise and even a disappointment to many, as the public had been led to expect that a railway expert from some of the Home railways would have been selected for the post. For, although all recognised the ability and success with which Mr McKerrow had managed the departments charged with the survey and settlement of the colony, no one thought of him as a railway manager. Nor did the Government select him for any technical knowledge of railways (that was well provided for in the appointment of the other two Commissioners — Messrs Maxwell and Hannay), bnt for his intimate and thorough knowledge of the resources and wants of the various districts of the colony, and above all for the excellent record he had established of being able to exercise great official powers with firmness, tact, and moderation. Very great powers were conferred on the Chief Commissioner by the Government Railways Act, 1887, and no such powers were ever conferred on a public officer in New Zealand before. That they have been used wisely and well during the past five years few will deny, and the best confirmation of that is, that the present G >vernmei.t, although objecting, it is understood

on constitutional grounds, to a continuance of the power wielded by the Chief Commissioner, have nevertheless reappointed him for other nine mouths, pending the consideration by Parliament of the whole question of the fulnre control of the railways. New Zealand has been singularly fortunate in the high personal character of her public officers, and in none more so than in the subject of this sketch. MR W. M. HANNAY. Mr William Mowat Hannay was born in the parish of Tongland, Kirkcudbrightshire, Scotland, on 3rd August, 1848. His father and many preceding generations on both father and mother’s side were farmers. The family is an old Galloway one. Mr Hannay received his education at the parish school of the district, which was at that time conducted by a very able teacher, who used to boast of the number of lads he sent direct to the University, and who afterwards highly distinguished themselves. He afterwards received private tuition. In March, 1864, when not quite sixteen years of age, he joined the Glasgow and South Western Railway Company as a traffic cadet, and during the first few years was at various stations learning thoroughly traffic work in all its branches. He was then removed to the general goods manager’s office in Glasgow, where he became District Agent. His training in Glasgow proved exceedingly valuable to him, for he there learned what the traffic of a large city meant, and how it was conducted. There was a considerable mileage of single line on the Glasgow and South Western, and (unlike many welltrained men on the larger British railways, who have little experience of single line working), Mr Hannay learned the working of this thoroughly, and the experience then gained has been of great advantage to him in New Zealand. He landed in Dunedin on Ist May, 1876, and having first class credentials, was immediately appointed to the Goods Department of the railways in that city. The following year he became chief clerk to the Traffic Manager there, and a few months later was appointed to a similar position in Christchurch. In June, 1878, he became assistant traffic manager in Christchurch, and in October, 1878, Secretary of Middle Island Railways. For three months early in 1879 he was in charge of the Middle Island Railways, owing to the illness of the then Commissioner, and for his services at that time he received the special thanks of the Government and a cheque for £2OO. In August, 1879, he was appointed District Manager at

Oamaru, and in October, 1880, Assistant General Manager of the New Zealand Railways, residing in Dunedin, and having special charge of the traffic on the Hurunui-Bluff section till May, 1884, when he was removed t,o Wellington to pei form the duties of assistant to the General Manager, Mr Maxwell. During Mr Maxwell’s absence in Europe in 1837 88, Mr Hannay acted as General Manager for seven months, and was appointed a Railway Commissioner in January, 1889. It will be seen from the above sketch that Mr Hannay has had almost thirty years’ experience of the most varied kind in connection with railway management. MR J. P. MAXWELL. Mr J. P. Maxwell, M. Inst. C.E., entered a manufacturing firm in the west of England about 30 years ago, but having a taste for engineering, he subsequently served his time with Mr T. Page, M I C.E., an eminent marine engineer, the architect of Westminster Bridge and other wellknown works. On completing his articles he accepted the position of contractor’s engineer on the extensions of the London and South Western Railway system, with which his father had been connected as a director. After some years on this work he was selected by the late Dr. Featherston and Sir J. B. Bruce for service under the New Zealand Government, and became District Engineer in Christchurch in 1874. In 1876 he was promoted to Wellington in connection with the working railways, and was appointed on the abolition of Provincial Government in the same year to formulate the scheme of accounts, statistics and management for the Government railways taken over from the provinces. Changes of Government having occurred, the Grey

Ministry appointed him to report on the Brogden claims, a work of great importance, after which he was employed performing Inspecting Engineer’s duties io the North Island. The Hall Government appointed him General Manager of Railways in 1880, by which a saving in expenses of some £60,000 a year was effected. He was the first to design trucks for and carry on the railways frozen meat. Refrigerating trucks, where large quantities of ice were avail-

able, had long been used in America, but the New Zealand railways were the first to carry frozen meat. In 1887 Sir Robert Stout sent him to Milan to attend the International Railways Conference, and to report on English and American railways (his reports are embodied in the Parliamentary papers in 1888). and on his return be was made a Railway Commissioner in 1889. He initiated and introduced the English system of daily return tickets with extended time now in use, and the American system of commutation season tickets. He also introduced milling machinery into the workshops, which effects a saving of 50 per cent, in labour over the machinery which it replaced. By the extension of accommodation and machinery Mr Maxwell brought about the exclusive manufacture of locomotives and rolling stock in the Government workshops. Mr Maxwell was personally responsible for introducing and initiating lower coal rates, lower rates for small lots of agricultural produce, game, fruit and poultry, for equalising and reducing the special rates on the district railways, and on the Napier, Taranaki, and Wellington lines, and for doing away with the excessive fares on the Picton, Westport and Greymouth railways. He is also the designer of the improved gallery carriages now so largely used on the New Zealand railways, and for the improved cattle and sheep trucks, which have met with so much approval. He also initiated and carried out great improvements in the time-tables which have been made throughout the colony by the Commissioners during the past five years. Mr Maxwell has rendered most valuable services to the colony during his twenty years of arduous and useful work in connection with the New Zealand railways. During the last fifteen years be has been a constant attendant on Parliamentary committees, and his reports and evidence were always regarded as of great value. He is the author of many technical papers which have been recognised by the professional press in England and America. He was last employed by the Seddon Government to report on the proposed abt incline on the Midland Railway.