We dwelt on the importance of securing to all parts of the Empire adequate facilities for scientific research in connection with the development of their natural resources; and, in connection with this, made certain recommendations as regards the Imperial Inst.i.tute, for the purpose of increasing its efficiency and usefulness.
Migration
To this important matter we devoted much time and thought, not only in London, but in each of the Dominions as well, obtaining much valuable evidence and personally examining the circ.u.mstances and conditions that prevailed. No Imperial question, we considered, could be of greater importance than this. We made many recommendations, some of which have already been adopted, whilst the remainder are coming into great prominence now that the war is over. In the past we found no effort had been made to regulate emigration from the United Kingdom, and we proposed the establishment of a Central Emigration Authority. The surplus of females in the United Kingdom, increased unfortunately by the war, will probably result in many young women seeking their fortune overseas, and we urged increased facilities and better regulations for their migration, showing how best we considered they could be given.
Oversea Communications
To this subject, which embraced sea transport, harbours, waterways, mail communications, postal rates, freight rates, etc., we devoted considerable time, calling attention in particular to an aspect of the question never, so far as I know, investigated before, viz., the urgency of constructing deep harbours suited for the deep draught vessels which alone can carry on cheap and rapid transport. We made recommendations as to the improvements immediately necessary on the great trade routes, and urged that future schemes should be submitted to an Imperial Development Board.
Telegraphic Communications
In the far distant Dominions, cable communication is a matter of great importance to the community; and increased facilities and cheaper rates are much desired. Some of the recommendations we made to this end have since been adopted.
Improvement in Commercial Practice
This presented a large field for inquiry; and, after much investigation, we made recommendations on Trade Intelligence; Trade Commissioners and Correspondents; Consular Service; Improvements in Statistics; Conference of United Kingdom and Dominion Statisticians; and other matters, all of which we considered were of practical necessity.
Lastly, the need of creating an _Imperial Development Board_ engaged our serious attention. Early in our Inquiry we had been impressed with the necessity for the appointment of some board or body whose constant duty it should be to consider questions affecting Imperial trade and development, from the point of view of the interests of the whole Empire.
We took some evidence on the subject, discussed it with leading men in the Dominions, gave the question much thought, and finally recommended the establishment of a new Imperial Development Board, which should include not only representatives of the United Kingdom and all the Dominions, but also of India, the Crown Colonies and the Protectorates.
In the course of our work we had been much impressed with the inadequacy of existing organisations to deal promptly and efficiently with such matters as the following:--
Telegraphic, cable and shipping communications between the various portions of the Empire
Inter-Imperial mail services and postal rates
The development of harbours and waterways on the great routes of commerce to meet Imperial requirements
Migration as a factor in Empire development and trade
Legislation affecting the mechanism of trade, such as that on patents, companies, copyright, weights and measures, etc.
The application and better utilisation of capital raised in the United Kingdom and other parts of the Empire, towards promoting the development of the Empire"s resources
The systematic dissemination throughout the Empire of news bearing upon Imperial questions and interests
The preparation and publication of Imperial statistics
Better organisation for handling and for disposal of the produce of various parts of the Empire
These, and subjects of a similar nature, we considered should be a.s.signed to the proposed Board as its ordinary work; and to the duty of advising the Governments on these matters would be added that of collecting the necessary particulars bearing upon them, involving research not only into the conditions prevailing in the Empire, but into the methods of rival trading countries.
To a large Board we were opposed. We suggested that members should be required to give their whole time to the work, and that representation of the various parts of the Empire might be as follows:--
United Kingdom, India, Crown Colonies and Protectorates 7 Canada 1 Australia 1 New Zealand 1 South Africa 1 Newfoundland 1 ___ 12 ___
Such is a brief summary of our Mission, our Report, and our Recommendations.
Whilst we were impressed by the vast extent and infinite variety of the Empire domain we were also touched by the sentiment which held together its widely scattered parts. Without this sentiment, and without loyalty to the Crown and Mother Country, what, we often thought, would happen?
The war has taught us much as to the unity of the Empire. Peace, we may be sure, will bring its own lessons, perhaps its own dangers, in its train. To strengthen the bonds so loosely yet so finely drawn must henceforth be the constant duty of the Statesmen of the Empire. The governing machinery requires overhauling, demands adjustment to the needs of the various sections of the Empire, and to the throbbing anxiety of each to share in the duties and responsibilities of Empire Government and Development.
CHAPTER x.x.xII.
CONCLUSION
The year 1917 terminated our Dominions" Commission work and brought to a close the fiftieth year of my railway life. As if to mark the occasion, Dame Fortune gave me a pleasant surprise, and what it was I will now relate.
In an earlier chapter I have spoken of the Letterkenny to Burtonport Railway (in North-West Donegal), with the early stages of which, in 1897, I had something to do. Now, in 1917, twenty years later, I was to become still more intimately acquainted with it, and, in an unexpected but practical way, concerned in its domestic affairs.
Though the Londonderry and Lough Sw.i.l.l.y Railway Company, which worked the Burtonport line, was a railway of only 14.5 miles in extent, it was entrusted with the working of no less than 85 other miles, 50 of which consisted of the Burtonport railway--a condition of things quite unique: the tail wagging the dog!
The total capital expenditure on the whole of the 100 miles of line worked by the Lough Sw.i.l.l.y Company amounted to 727,000 pounds. Of this sum about 500,000 pounds, or 68 per cent., was money provided out of Government funds. The ordinary stock of the Lough Sw.i.l.l.y Company was the exceedingly small sum of 50,330 pounds, upon which for twenty years a dividend of 7 per cent. had been regularly paid.
The Burtonport line was opened for traffic in 1903. From the first, its management, to say the least, was faulty and illiberal. So early in its history as 1905 an inquiry into its working was found to be necessary, and I was asked by the Board of Works to undertake the inquiry. I did so, and I had to report unfavourably, for "facts are chiels that winna ding." For some time after my report things went on fairly well, but only for a time. The Board of Works were, by Act of Parliament, custodians of the public interest in the matter of this and other similar railways, and a long-suffering and patient body they were. From time to time they complained, protested, adjured, threatened; sometimes with effect, sometimes without. Years rolled on and matters grew worse. Loud public complaints arose; the patience of the Board of Works exhausted itself, and a climax was reached.
_The Railways Ireland Act_, 1896, provides that where any railway, constructed under that Act, or under other Irish Light Railway Act, had been aided out of moneys provided by Parliament, the Board of Works might, at any time, appoint "a fit person to inspect and report upon the condition of the undertaking and the working, maintenance and development of the same," and if such "fit person" reported that the undertaking was "not efficiently worked, maintained and developed" the Privy Council might then make an Order appointing a manager or receiver of the undertaking, with such powers as should be specified in the Order. The powers thus given are, it will be observed, certainly drastic.
In April, 1917, Sir George Stevenson, K.C.B., the Chairman of the Board of Works, asked me would I make such an inquiry for them into the Burtonport line, and, considering myself a "fit person," I gladly answered _Yes_. Sir George Stevenson was Tom Robertson"s successor, though not his immediate successor, as another George (Sir George Holmes) came between. He (the reigning Chairman) was, in 1892, appointed a Commissioner of the Board of Works; and in 1913 he attained the position of Chairman; and the chair it is generally conceded has never been better filled. He has the advantage of continuous experience of Treasury business since 1886, and possesses an exceptional knowledge of all matters, local and otherwise, affecting the development of State Railways in Ireland.
My inquiry I may, I am sure, without immodesty, say was thorough and complete. On the 7th of May I presented my report. The facts which I found were such that only one conclusion was possible--the line was not in good condition; was not and had not been efficiently worked, maintained or developed. I will not harrow my readers with a description of its condition. One little quotation from the summing up in my report will suffice to indicate the state of affairs, and, to the imaginative mind, present a picture of the whole. "Everything has for years past been allowed to run down; the direction and management have been characterised by extreme parsimony; and the disabled condition of the engines is undoubtedly due to lack of proper upkeep, which must have been going on for years. The state of the permanent way shows a want of proper maintenance; and the condition of the stations, buildings and of the carriages speaks of neglect."
In fairness, I ought to say that the direction and management responsible for these things are not the direction and management that exist to-day.
Mr. Henry Hunt, the present General Manager of the Londonderry and Lough Sw.i.l.l.y Company, was appointed to that position in September, 1916. He came from the Great Central Railway. This is what I said about him in my report: "He is a good railway man, capable and experienced. He has a.s.sumed and exercises an authority which none of his predecessors possessed, and is keen to do all he can to improve matters and develop the railway." Further acquaintance with Mr. Hunt has more than confirmed my high opinion of him.
In due time my report was submitted to the Privy Council, which august body, after hearing all that was to be said on the subject by the Lough Sw.i.l.l.y Railway Company and others, made an Order which is the first of its kind--an Order which, for a period of two years, took out of the hands of the Lough Sw.i.l.l.y Railway Directors the management of the Burtonport Railway, and placed it in the hands of Mr. Hunt, subject to my supervision. The Order said: "Henry Hunt, at present the General Manager of the Londonderry and Lough Sw.i.l.l.y Railway Company, is hereby appointed Manager of the said undertaking of the said railway under and subject to the supervision of Mr. Joseph Tatlow, Director of the Midland Great Western Railway Company of Ireland." Then followed various clauses defining the duties and authority with which Mr. Hunt, as Manager, was invested.
This appointment, to supervise, under the Privy Council, the management of the Burtonport line, was the pleasant surprise which Dame Fortune brought me in my fiftieth year of railway work.
The duties of the office began on the 1st of July, 1917, and the two years prescribed have expired; but Mr. Hunt"s management and my supervision have, by Privy Council Order, been extended for a further period. My story may not go beyond fifty years, but this I may say, that what Hunt and I were able to accomplish in the first six months of our novel _regime_ was an augury of what we have accomplished since, and that a grateful public throughout the district of North-West Donegal, which the Burtonport Railway serves, does not stint its praise. Trains are punctual now, engines do not break down, carriages are comfortable, goods traffic is well worked, and delays are exceptional. Much has been done, more would have been done but for difficulties due to the war, and a good deal still remains to be done.
In North-West Donegal, some two years ago, the idea of writing this book was conceived, and with North-West Donegal its pages close. As I lay down my pen, some words which I used in my opening chapter recur to my mind. I then expressed the hope that, in spite of all its drawbacks, my story, if faithfully told, might not be entirely devoid of interest, and now that I have finished my task, I humbly trust that the hope then expressed has been attended with some measure of success, and that my purpose has not altogether failed.