Thesis (Ph. D.)--University of Wisconsin--Madison, 1956. / Typescript. Abstracted in Dissertation abstracts, v. 16 (1956) no. 11, p. 2135-2136. Vita. eContent provider-neutral record in process. Description based on print version record. Includes bibliographical references (leaves 404-412).

In the nineteenth century, the steam railway became, for many people, the superior conduit for the inland translocation of people and freight. Once devised, steam railways offered such a huge improvement on previous modes and made such a dramatic change to the unity, organisation and commerce of most countries that almost everyone wanted one. New Zealand proved no different, but was faced with not only the twin problems of low population and often rugged geography, but also serious economic problems from difficult world trading conditions and a debt greatly increased by railway construction costs. In the later 1880s, a conservative government decided to vest the Government Railways in independent Commissioners to try to improve productivity and cut out political influence, corruption and jobbery in the huge commercial presence the colony�s railways represented. While this move was successful, a change to one-man-one-vote, together with the pivotal 1890 Maritime Strike, saw the country move left in the elections of 1890, bringing to power a Liberal Government. This new Ministry then set out to reduce the autonomy of the Railway Commissioners, taking four years to return the management of Railways to the direct control of the Government. While interesting in itself, this is part of the story of the process of the democratic development of New Zealand. This was a community struggling with the often conflicting demands of using railways to not only service the railway debt but also fulfil public transit requirements, including encouraging settlement and economic growth. The organisation�s monopolistic nature and great economic presence, however, offered multiple, including corrupt, opportunities to support the political aspirations of those in power, while offering a less than wonderful service to its customers. Taking place against a backdrop of agitation for railway reform, particularly orchestrated by railway activist Samuel Vaile, the outcome can be seen to have been less than completely desirable for the economic development of the country or its people. This was despite huge support for the principal activist against the Railway Commissioners, Liberal Premier Richard Seddon.

In the nineteenth century, the steam railway became, for many people, the superior conduit for the inland translocation of people and freight. Once devised, steam railways offered such a huge improvement on previous modes and made such a dramatic change to the unity, organisation and commerce of most countries that almost everyone wanted one. New Zealand proved no different, but was faced with not only the twin problems of low population and often rugged geography, but also serious economic problems from difficult world trading conditions and a debt greatly increased by railway construction costs. In the later 1880s, a conservative government decided to vest the Government Railways in independent Commissioners to try to improve productivity and cut out political influence, corruption and jobbery in the huge commercial presence the colony�s railways represented. While this move was successful, a change to one-man-one-vote, together with the pivotal 1890 Maritime Strike, saw the country move left in the elections of 1890, bringing to power a Liberal Government. This new Ministry then set out to reduce the autonomy of the Railway Commissioners, taking four years to return the management of Railways to the direct control of the Government. While interesting in itself, this is part of the story of the process of the democratic development of New Zealand. This was a community struggling with the often conflicting demands of using railways to not only service the railway debt but also fulfil public transit requirements, including encouraging settlement and economic growth. The organisation�s monopolistic nature and great economic presence, however, offered multiple, including corrupt, opportunities to support the political aspirations of those in power, while offering a less than wonderful service to its customers. Taking place against a backdrop of agitation for railway reform, particularly orchestrated by railway activist Samuel Vaile, the outcome can be seen to have been less than completely desirable for the economic development of the country or its people. This was despite huge support for the principal activist against the Railway Commissioners, Liberal Premier Richard Seddon.