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The New Zealand Railways Magazine is delivered free to all employees in the service of the Railway Department, to the principal public libraries in the Dominion, and to the leading firms, shippers and traders doing business with the New Zealand Railways.
It is the officially recognised medium for maintaining contact between the Administration, the employees, and the public, and for the dissemination of knowledge bearing on matters of mutual interest and of educative value.
Employees and others interested are invited to forward to the Editor, the New Zealand Railways Magazine, Head Office, Railways, Wellington, articles bearing on Railway affairs, news items of staff interest, suitable short stories, poetry, photographs, pen and ink sketches, etc. The aim of contributors should be to supply interesting topical material tending generally towards the betterment of the Service.
Contributed articles should be signed. If to appear over a nom-de-plume this should be stated.
In all cases where the Administration makes announcements through the medium of this journal the fact will be clearly indicated.
The Department does not identify itself with any opinions which may be expressed in other portions of the publication, whether appearing over the author's name or under a nom-de-plume.
A most interesting feature of the month from a Railway point of view, has been the conference held at Wellington, of Business Agents from all parts of New Zealand.
Seven is commonly called the perfect number. The term “we are seven,” besides being the title of a notable poem, might be applied with equal felicity to the team that assembled, not from the Seven Seas, certainly, but from the seven commercial areas of our Railway world, to tell the story of their year's work to the Administration and to each other, and to put forward proposals, based on their experience, for the betterment of the service.
Unanimous were they in the opinion that the trading and travelling public liked to have the chance to talk over their wants, their difficulties, and their perplexities with accredited representatives of the Department. For Business Agents, instead of waiting, Micawber-like, for somebody or something to turn up, go out into the highways and by-ways, the stores, warehouses, farms, clubs, show grounds and other places of public resort, for the express purpose of encountering clients and assisting them in the transaction of business with the Department. They are specially trained and instructed to see the public point of view and clear the track for additional deals in railway transport. They have opportunities and methods never previously available to members of the Department for extending the scope of railway operations, and bringing greater contentment to that public in whose special interest this vital national transport system is operated.
There is a certain natural demand for railway service, just as there is for butter, or beef. People who want to travel in comfort, travel by train as a matter of course. What the Railway will carry at rates so low as to be practically unremunerative also comes to the train without any coaxing. But when rates rise sufficiently high to make the business worth while for a competitor, the traffic will turn, other things being equal, to the carrier that offers the better service. The inequality of “other things,” however, has often in the past lost traffic to the Department even where the service rendered by the Railways was demonstrably better than that of its competitors. Chief among these “other things” was the art of propaganda.
“Traffic” says the Ministerial slogan, “is caught by courtesy, held by efficiency, and turned to profit by co-operation and economy.” But until “more business in Government” became operative, the soul of propaganda, advertisement, both of the personal representation, and printed and pictorial appeal varieties, had been used hardly at all by the Railways for educating the public to an increased knowledge of available services, whilst its competitors had made a most extensive use of this powerful ally in diverting traffic away from the track.
The Business Agents all felt the need for adequate backing to their efforts through publicity channels; that the spoken word and the printed page should be the infantry and artillery to make a combined attack on the residual inertia of public appreciation. In this direction the hearty co-operation of the Administration is now assured.
Business-getting methods have produced a tonic effect on the service. This is reflected everywhere in greater attention to points of courtesy, helpfulness, and consideration towards the public. Pride in the service and desire to help things along, are found all through the ranks. Combined with these is an increase in the team spirit whereby engine crews, guards, and station staffs unite in effort to make the train services prompt, comfortable, and reliable for passengers and clients. By such means is business-getting made possible, and business-holding made easy.
While it may not now-a-days be all moonlight and roses for those who want to progress, there is certainly a rough and thorny track for those who hold back against the urge of modern business enterprise. In this field the Railway is fast coming to the fore.
The press of the Dominion has recently been filled with vigorous criticism of the law designed to protect the road-using public at level crossings. We have read all that has been written in this connection very carefully, but not one satisfactory objection to the validity of the law could we discover. That it is both reasonable and eminently practicable, indeed that its observance is capable of achieving what the most ardent votary of safety desires—the total cessation of level crossing accidents—is surely revealed by the following facts for which we are indebted to one of our great scientific journals, “The Engineer.”
During 1924 the vehicles operated by the Standard Oil Company crossed railway tracks 31,000,000 times without an accident. This is an average of 85,000 crossings a day. This record is attributed to the effort on the part of the management to impress all employees with the need and desirability of careful driving. The Company pointed out the dangers of careless driving and furnished placards reading, “This car stops at all railway crossings.” Each driver was asked to pledge himself to co-operate and to evidence his good intentions by displaying the placard on the rear of his machine.
The enormous popularity of the Dunedin Exhibition and the constant stream of railway traffic to that temporary “hub of the universe,” brought a gratifying orientation of public interest and confidence in the railway and in the achievements of railwaymen of all ranks. Public confidence and appreciation of the spirit of efficiency and courtesy which pervades the whole service to-day were evident on every hand. Railwaymen in every sphere should be ever solicitous to preserve and intensify this confidence, for such ideals of service are rich in advantages alike to themselves and the State. In large measure we are the custodians of our own futures in the matter. As a great railroad president expresses it: “When conditions are favourable is the very time to be most diligent in keeping them so. This applies to public relations with the same force as it applies to all other phases of business conduct. Satisfaction is dangerous if it results in a slackening of effort. We seldom stand still. We are either making progress or slipping back.”
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In a recent address to the Melbourne University Public Questions Society Mr. H. W. Clapp, Chairman of Commissioners of the Victorian State Railways, made some interesting observations on the question of service in business. He spoke as one of the 26,000 men who operated the Railways for the citizens of Victoria. It was no “one man's” job, he said, but team work, and it had reached a high degree of organisation.
Collectively, they ran the largest manufacturing business in the State, and the commodity they sold was service. By co-operative effort they were helping the rest of the community to make a success of producing and marketing.
This is the secret of successful business to-day —service. It is gratifying to observe that this ideal of service inspires our own staff from top to bottom. It is a healthy sign of the times and cannot fail to bring rewards to all concerned.
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Owing to want of space in the last issue of the Railway Magazine, it was necessary to curtail the report of a recent speech made by Mr. H. H. Sterling, late member of the Railway Board. In the course of his speech, in referring to his association with members of the Department Mr. Sterling expressed a hope that when passing through Hamilton they would renew acquaintanceship. He assured them that it would always give him the greatest pleasure to meet any of those with whom he had been associated during the term of his connection with the service.
In reference to the traffic carried during the last financial year, and particularly in regard to the good work accomplished, through the united efforts of the staff, in handling the extraordinary increase of business occasioned by the New Zealand and South Seas Exhibition at Dunedin, the Board desires to place on record its keen sense of appreciation of the excellent work done, and its thanks to all concerned for the fine spirit displayed in making the necessary arrangements and effectively carrying them out. The capacity shown by the personnel has brought much credit to the Department. Our exhibits at the Exhibition created great interest, and in the preparation of these also much commendable originality and alacrity was shown.
The progress made in re-organisation, education, staffing, discipline, and operations is to be carried further during the present year, bringing improvement in the status of the Department and increasing its capacity for rendering better public service.
Putting the year's work in round figures, there has been an increase of 1½ millions in passenger journeys and of 200,000 tons in goods. With an increase of 1¼ million train miles there has been a decrease of 4½d. in the net operating earnings per train mile.
After paying interest charges of £1,900,000, there is a net surplus of £21,000 as against the net deficit of £87,000 last year.
While subsidies on account of Branch lines and isolated sections amount to £359,000, renewal provisions (in excess of expenditure) have been made to the extent of £317,000.
Prospects for the coming year are, however, not so bright. Beside effort to obtain more business there is need for the practice of economy in small things as well as in great. Here every member may help.
Our business is sensitive to overseas as well as to local conditions. With labour troubles of unparalleled intensity in Great Britain and Australia, lower prices for our staple products, and the Exhibition a thing of the past, it cannot be expected that business in the coming financial year will be as buoyant as in that from which we have just emerged.
The exercise of care in the use of supplies of every description and also of prudence in expenditure will be necessary to enable us to produce at 31st March, 1927, a satisfactory financial result. The attainment of this result can be materially assisted by increased efficiency, to which loyalty, industry, economy, enterprise and co-operation are essential.
Competition by road has seriously depleted our revenue from suburban traffic, and while effort is being made to counteract this tendency by, (a) experiment with rail cars, giving a more frequent service, (b) putting Departmental motor vehicles on the road, and (c) reducing rail services in proportion to the traffic lost, the general effect of motor competition is to reduce the earning power of the Railways in suburban areas. There is, however, opportunity for the development of new traffic in other directions, viz.: in passengers, by encouraging the public to take advantage of the various low rates provided in the tariff for parties travelling for special purposes or to special events; in parcels and goods, by prompt attention to consignments, and the creation of a friendly, helpful atmosphere in the conduct of business; and generally, by the offer of transport facilities wherever or whenever they may be needed. In this respect the possession by each traffic member of full knowledge regarding the products, attractions, and potentialities of his own district is essential.
In the securing of new traffic every member may help by suggestion, good service and good-will towards our customers.
Increased attention to safety rules and practices will help to reduce the number of accidents amongst employees. In this also the co-operation of the staff is essential, and their assistance is now invited in setting up Safety Committees at the principal stations and workshops.
Recognising the inter-dependence of each branch of the service on every other branch, and on the public in whose service we are engaged, and feeling assured that only by approaching difficulties with an open mind,—and with the interests of public, employees, and management fully represented,—can matters be adequately dealt with, the Board is prepared to place all its cards on the table in any negotiations and work heartily, by conference or any other feasible method, for the common good of the public and the employees alike.
The Board, in its efforts to meet public requirements by adequate transport services, looks with confidence for a continuation of the splendid backing already afforded by the public, and for the fullest assistance and co-operation from every member of the staff.
Mr. P. G. Roussell, Secretary of the Railway Board, is among the best known and most trusted of New Zealand trained Railwaymen. A strong sense of right, a keen mind that sees all round a subject to its ultimate issues, and a safe instinct for doing the right thing unhesitatingly, are among the qualities which have helped him to win the unstinted confidence of all those engaged in, or concerned with, the Railway Service.
Joining the Department in 1893 as a cadet at Auckland he was, during the next twelve years, located at various stations in the Auckland and Wanganui districts. Thereafter he filled successively the positions of stationmaster at Turakina, Otahuhu and Te Aroha, Assistant Relieving Officer in the Auckland District, and stationmaster, Henderson. In 1916 he was taken into the District Traffic Manager's office at Auckland. With a year of auditing to his credit and experience of control work in all phases of District Office duties, he was fully equipped for appointment as Chief Clerk to the District Manager at Ohakune in 1922. In 1924 he was promoted to the position of Chief Clerk at Head Office, Wellington, and in the beginning of 1925 was selected as Secretary to the then newly created Railway Board of Control.
Mr. J. S. Hunter, the affable and efficient official secretary of the Railway Department, has been associated with various Ministers of Railways in a secretarial capacity. He was born at Picton in 1889, educated at Hawera High School, and joined the Post and Telegraph Department as a Telegraph Messenger in 1903 Eight years later he was transferred to the P. & T. Head Office Staff Division and in 1914 was placed in the Public Service Commissioners’ office. He became Private Secretary in a temporary capacity, for Sir Frances Bell in 1915, and in 1918 was associated with Sir A. Myers in the Ministry of Munitions and Supplies. The following year Mr. Hunter was made Private Secretary to the late Mr. W. F. Massey who then held the portfolio of Railways. The portfolio passed successively to Hon. H. D. Guthrie and the Rt. Hon. J. G. Coates, Mr. Hunter passing with it, and on the re-organisation of the Railway Department in 1924 he received his appointment as Official Secretary. In the course of his career, Mr. Hunter has been entrusted with some very important work, including laying down the Base Records system for the Main Body Defence Camps at Awapuni in 1914. More recently he has been connected with the Railway Department's housing scheme for Hutt Valley.
In addressing the Conference, Mr. Coates thanked Mr. Mouat for acquiescing in the proposal for a Conference at that time. The Business Agents in the performance of their work had given excellent results—every one of them. A conference such as the one now being held would tend to unify their methods and actions, so that there would be only one mind in getting business. He wanted them to have a frank discussion. He thought of putting himself in the position of a Business Agent. What would he do? First he would recognise the need for getting more business and then he would want some freedom in dealing with shippers and customers in regard to new potential traffic.
Should the Business Agents have more authority? It seemed to him that this course was worthy of examination. It was recognised that the prompt closing of a deal was at times necessary and that if it were possible to arrange the machinery of the Department to make this course more feasible, better business might result. A good deal of traffic had already been won back. £133,300 was traced to the Commercial Department and the efforts of the Department's officers and men. They wanted to get more back, and, in addition to the recovery of lost traffic, they should obtain business from new sources. Theirs was the great transportation business of the country. He was not offering to tell them how to do their job. It was their business to choose a method, and their duty to get it done. He would mention, however, that among useful points it would be a good idea to keep letters of appreciation for publishing in the “Magazine.” He stated that nothing was too small to be worth while. The public were sometimes inclined to be in the mood for growling, and, in certain cases, with justification, perhaps; but there was much less of that now than formerly. To know that others were pleased would help to an understanding. Business Agents should rather tend to take the public viewpoint as to what was required. They were not the transportation officers. It was for the latter to find out how to get the secured business transported. A good deal might be done for the staff by lecturettes—the Business Agents getting down to details of business-winning in their talks with the staff.
Business Agents had it in their power to make the rest of the staff enthusiastic on the lines of every man getting business. A feature that might be considered by the Department was traffic with the country districts and extending even to the back-blocks. Possibly char-a-bancs and lorries might be put on. It was the particular job of the Business Agents to make the Railway Service essential to the people. He was aware of the difficulties they had to encounter, but he was optimistic regarding their capacity to overcome these. He asked for hearty co-operation. They should get ideas, or find out where they were to be had; have a clear notion of what was intended; let their whole anxiety be to make the Department take its proper place in the social and economic life of the community. He would advise them not to miss any opportunity. Team work was the thing—one mind, one effort. The aim should be to have a general understanding as to what was intended, and then get ahead with the work. The Administration was prepared to give credit for good work. In conclusion, speaking for the Board and himself, he wished to express their satisfaction with the year's result.
Among a bundle of old printed matter bought at a sale the other day, we came across a copy of a letter written in 1829 by Lord Crecoy, a great sportsman in his day and generation. It seems that his lordship had accepted an invitation to a house party, for which part of the entertainment provided was a ride of “five miles on the new railway.” He tells his experience in the letter referred to. Here it is—
The quickest motion is to me frightful. It is really flying, and it is impossible to divest yourself of the notion of instant death to all upon the least accident happening. It gave me a headache that has not left me yet.
Poor old sport! The terrific speed, which he declared to be “really flying,” was twenty-three miles an hour!
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Don't let us make imaginary evils, when you know we have so many real ones to encounter.—Goldsmith.
In a remote part of the North Island of New Zealand is to be found an outstanding example of the skill and audacity of the Railway Engineer; an achievement that is reminiscent of the spirit shown by the pioneerś when they built the railway across Chat Moss in the North of England. It is history now, but the same courage and doggedness that overcame almost insurmountable obstacles in those earlier days, prevails to-day. It has a smaller opportunity of demonstrating itself, but it is there all the same, as the following short account of the Rimutaka Incline will testify.
Profile of Rimutaka Incline
When the Railway was constructed between Napier and Wellington (the Capital City), the engineers were confronted with a difficult task. Running across the path of the new line was a range of mountains known as the Rimutakas, and the only way of getting the line through, after many futile surveys, was found to be a tunnel several miles in length. Perhaps, had the line been built in later years the tunnel would have been made, but at the time, when the population along the whole route of the railway only amounted to 30 or 40 thousand, the heavy capital expenditure incurred in such an undertaking was altogether quite out of the question. So the engineers turned to an alternative means of overcoming the obstacle that stood in their way. Instead of tunnelling, they took the line over the ranges; and to-day this section stands as, perhaps, one the most remarkable railways to be found anywhere in the world.
The length of the “Incline” is three miles; grade 1 in 15; curves 5 chains radius; and altitude of Summit Tunnel 1141 feet. In the three miles the line rises well over a thousand feet. Not a record, but still a very wonderful thing when we remember that the railway, with a grade of 1 in 15 is worked by adhesion locomotives, although admittedly of a special type (the “Fell” system), the locomotives having horizontal gripping wheels, besides the normal outside steam cylinder mechanism and driving wheels. These gripping wheels work on a centre rail, giving added adhesion, and enabling ordinary trains to be worked over the incline.
As the grade on which the centre rail is fixed commences in a tunnel, a signal gong operated by the wheels of passing vehicles is situated in the Summit Tunnel at a point 20 feet from the beginning of the “Incline” centre rail, to warn enginedrivers that they are approaching the commencement of the steep down grade. Guards’ vans have special brakes to grip the centre rail and keep trains under control when making the descent.
In ascending the incline each “Fell” engine must be placed in front of its respective load, except that when four engines are run on passenger trains the fourth engine may be placed behind the Guard's van. The “Fell” brake vans are always placed the last vehicles on the train except that in emergencies (at busy race times, etc.) when ascending passenger trains are too heavy for four “Fell” engines to handle, a fifth may be used as a pusher behind the rear “Fell” van.
In descending the grade the “Fell” brake vans are placed next behind the engines; both the Westinghouse brakes and the gripper brakes on the vans must be used, and the speed is never allowed to exceed 10 miles per hour. Should a train get beyond control of brakes the engine driver has to give the “whistle for brakes” (three short pops on the whistle). In such cases the train would be diverted into a safety runaway siding, providing gravity resistance.
It is recorded that on one occasion a violent windstorm struck a mixed train in an exposed quarter of the gully, with the result that one passenger carriage was blown completely off the rails and into a ravine.
After the accident break-winds were erected alongside exposed portions of the railway. These were largely constructed out of old sleepers placed vertically; and, in addition, other precautions were taken against a recurrence. Passenger trains in certain parts are not run down the gradients, either way, by gravitation; but the couplings of all vehicles are kept in tension by the engines steaming, and the application of brakes.
When a gale of wind is blowing, empty horse-boxes, vans or cattle waggons are not allowed to be run on passenger trains between certain stations on more exposed portions of the line.
Lake Wanaka (G. R. Desgrand, Photo)
In conclusion it is interesting to note that a proposal is on foot to do away with the “Incline” which is both expensive and slow in getting trains over the grade. Trains occupy an hour to cover the three miles, much of this time being occupied in shunting the “Fell” engines into the various portions of the train, in order to ease the strain on the couplings that would result if the engines were all concentrated at the head of the train. The maximum load allowed to be taken down the Rimutaka Incline is 250 tons. Traffic over the line is worked with Tyers’ Electric Tablet.
The proposal that Government Departments in Wellington should provide one of the Carillon bells deserves the support of all members of the Railway Department employed in and around the Capital City. The choice of memorial is a particularly apt one. It will serve for all time as a recurring harmonious reminder of those who fell and whose memory it is intended to keep sacred.
The suggested contribution of 1s. by members in receipt of less than £295 per annum and 2s. by those receiving over that amount makes it possible for the whole staff to subscribe, and in honour of that noble army of New Zealand Railwaymen who gave their lives for their country we feel sure that everyone will respond to the call.
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Count that day lost whose low descending sun Views from thy hand no worthy action done.—Stamford.
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The easiest person to deceive is one's own self.—Lytton.
Whenever a shunting mishap occurs, general efficiency suffers, and the success of the Department's operations is, to a greater or less extent, hindered.
Personal accident may result, causing pain to the individual and anxiety and disturbance in the home. Inconvenience and delay to both the Department and its customers is an almost invariable concomitant of trouble of this kind. The cost of repairs adds to the expenses of the Department and tends to cut down the margin of funds available for desirable and beneficial improvements in working conditions and plant.
Every employee who takes a hand in shunting work should thoroughly know the signals and have a proper understanding of each shunting movement intended.
The avoidance of accident should be achieved by constant vigilance. A writer (J.F.) in the Victorian Railways Magazine deals in a very sensible manner with the general problem as follows:—
Be Careful! Be Vigilant! Be Sure! Above all, play for Safety First. Appreciate that the greatest safety device is a careful man.
Causes of derailments may be summarised as follows:—
(1) Carelessness;
(2) Obstructions;
(3) Track Defects;
(4) Vehicle Defects;
(5) Rough Shunting;
(6) Excessive Speed on Curves;
(7) Weight not evenly distributed over the wheels of an engine or vehicle;
(8) Unfastened Truck doors;
(9) Combination of Track and Vehicle defects.
The most common forms of carelessness which lead to mishaps and which the man on the job generally attributes to “bad luck” are:—
(1) Neglect to observe if the points have fallen back into position after a trailing movement through them.
(2) Facing points not held right home against stock rail, or released before the trailing wheels of last vehicle have cleared the blade.
(3) Neglect to place locking bar in position or to hold the points for a facing movement.
(4) Passing vehicles through points on a trailing movement, and failing to see that the last wheel is clear of points before giving the signal to set back.
(5) Neglecting to observe if trucks are standing foul before commencing a set back movement or kicking trucks into a road.
(6) The flange of a wheel being worn and getting in between the blade and stock rail when nose of point blade is chipped or blunted.
(7) Dirty points causing blade to stick and thus bringing about derailment.
My advice to all young Railwaymen is to exercise ordinary common sense, care and intelligence—without these, mishaps will be many.
As a last and very important factor, too much stress cannot be laid on the necessity for a shunter to know exactly what movements he is going to make before commencing shunting operations, and to satisfy himself that there is a proper understanding with the signalmen, enginemen and others concerned; also, when kicking trucks, to see that an employee is on hand to hold points or drop brakes.
Above all, we must never forget that trucks are costly, that they frequently contain valuable goods, and that when trucks or contents are damaged by rough usage, the result is waste—nothing else. It should always be our aim to eliminate carelessness, with its attendant loss, irritation, and discord between management, men and patrons. Carelessness cannot be too heavily censured, while care, with a diligent despatch of duty, cannot be too heartily praised, because thus is paved the way to that high reputation which we as railwaymen prize so much.
Through an adjustment of rates, the Department has been able to secure a minimum of 12,000 tons of gas-works coal for conveyance from Rewanui to Dunedin. This new traffic resulted from a chance remark to a Business Agent.
Any further remarks of a similar nature will be welcomed.
Health and a good constitution are better than all gold,
And a strong body than wealth without measure.
There are no riches better than health of body.—Ecclesiasticus, Chap. 30.
It will not be out of place on this page to stress the importance of the duty which each man owes to the Department, to himself and to the community at large, in the acquisition of the essential facts upon which his health depends. The number of working hours lost every year through the ill-health of members reaches a staggering figure and represents what is very largely a preventable loss and inconvenience alike to the Department and the individuals concerned. The relief which the various benefit societies are able to afford in the matter, however liberal and desirable, leaves the major loss where it was.
What are the factors, therefore, which so largely determine the maintenance of health and upon which our efficiency and usefulness to the Department and our own happiness depend? The answer to that question is set forth by one of the greatest living authorities on the subject (Professor R. H. A. Plimmer) in a recent notable article in the “English Review.” It is a question of the quality of our food. He says:
The lessons of the past, the failures and successes in rationing the fighting forces, civilians, and prisoners during the war; the clinical experience of medical men; the exact observations and carefully controlled feeding experiments on animals by scientific workers, all come to a focus upon one point, health depends more largely upon food than upon any other hygienic factor.
Researches into the chemical composition of food during the past fifteen years have resulted in the discovery of hitherto unknown substances in the food to which the name vitamins has been given—vitamins because of their vital significance to nutrition. There are three of these vitamins already detected and they are called A, B, and C respectively. Vitamin A, is present in animal fats, butter, etc., vitamin B, in whole meal cereals, and vitamin C, in fresh fruit and green vegetables. Now it is known that these most essential body-building substances are more or less destroyed in the preparation of present-day foods, with the result that the body becomes devitalised and the prey to very serious maladies. To mention a few of these maladies: cancer, tuberculosis, diabetes, rheumatism, appendicitis, and kidney diseases. These diseases are widespread in every civilised country and the economic loss and suffering they represent are beyond calculation. What is more significant, however, is that they are unknown in the lives of certain hill-tribes in India and native races in different parts of the world. These hill-tribes “live a hard life,” says Professor Plimmer:—
… they are exposed to a rigorous climate and are housed in dark, unventilated, undrained hovels. They are of fine physique, with perfect teeth and with great powers of endurance.
What then is the secret of their physical excellence and freedom from disease? The simplicity of their diet. Improved hygienic conditions in home, office, and workshop, important as they are, will not in themselves, as we have seen eliminate disease causing agencies. We must change our habits with regard to food. The precious vitamins are either removed or destroyed in the refining and preserving processes which our food undergoes, and the remedy lies in avoiding as many of these foods as possible. What is wanted says Professor Plimmer is:
A return to as simple conditions of feeding as possible, such as the consumption of sugar in its natural form in fruits and roots; the substitution of freshly-ground whole meal flour for refined white cereals. There should also be a smaller consumption of meat and fish and a larger use of eggs, cheese, milk and fresh uncooked fruit and green salads.
This great authority adds in conclusion that by the simple expedient of changing their diet most of those who are pursuing health will reach their goal. In these days of necessary economy and efficiency, to say nothing of the eternal quest for health and happiness, it is the duty of every man to do a little introspection along these important lines, and equate himself to the knowledge which alone will make him a really living factor in the life of the Department and the community.
If anyone questions the quality of the training now given to beginners in the clerical division of the Railway Department, he has only to visit the Central Training School in Wellington, to have his doubts dispelled and be filled with hope as to the quality and ability of the youths being turned out there. The feeling of the older officers is rather one of envy that they did not have the opportunity afforded the younger generation for becoming proficient in the transportation profession. Most of us were brought up in the grab-what-you-can-and-trust-to-luck style of the old regime, with the underlying principles of railroading a closed book, and the only hope of learning blind imitation of a senior, who himself frequently had but the foggiest notion of the reasons behind the accumulating books of instruction.
We all learnt that the first and most important duty was to provide for the safety of the travelling public. That was the first rule, and we attended to it splendidly, but we were inclined to take the rest of the outlines “as read,” and let it go at that; until one bleak day dawned when a rule rose up at us out of an uncharted appendix sea and wrecked us on the shoals of Caution, Fine or Dismissal.
“The old sinners are or may be past redemption; begin with the youngsters.” Such seems to be the code upon which re-organisation of the Service through training is based. The newly established Training School takes in boys in drafts, trains them for four months, and turns them out capable of being a genuine help at whatever station or office they may be located.
How is this accomplished? We had the pleasure of seeing through the school recently, and found within its present rather unprepossessing exterior, a hive of well-directed industry.
Mr. Bracefield is in charge and has the whole of the arrangements at his finger ends. Under him are two instructors, Messrs. E. B. Baker and E. W. Hayton, who put plenty of enthusiasm into their work and are already achieving splendid results. The boys are kept busy learning telegraphy and Railway book-keeping, besides listening to, and taking part in, lectures on Railway instructions and problems. Then they are given homework based on the daily lectures. Their papers are carefully checked, marked and recorded. There is nothing dilettante about any of the work. All is practical and progressive. In a glance through a neatly kept record of homework results, we noticed that one young beginner (S. J. Homer), who, we predict, will take some stopping when he gets out on the road, had obtained nine possibles in a series of fourteen successive papers, and an average of 95½% marks.
After six weeks of question papers, which cover a thorough grounding in the tariff, the boys are given practical station accounting work, different stations being established within the school itself for the purpose. We saw old friends turn up again in the variety of P.L. G. & C. books being worked. As was to be expected, it is, in general, found that boys with a high school education usually make better progress.
Hear the lecturer for a few moments. He is dealing with Class “E,” and drives his point home with chalk and a trenchant tongue, while the students listen, are questioned, or demonstrate when required—by working out blackboard examples—that they understand the matter being expounded. One boy reads the first paragraph. This is explained. The next boy carries on, and so the lesson proceeds. “You don't need to bother about local rates with class ‘E,’” announces the lecturer. “Why? Because the rate is so low that competition cannot touch it, and competition alone accounts for local rates.” Class “E” is properly smacked to leg, turned inside out, and hammered in; each detail being thoroughly imprinted on the minds of these bright beginners, from the minimum rate for manures to the names of stations where terminal charges (under certain conditions) are payable. There follows keen questioning by the boys, with lucid answers by the lecturer.
Then it is that the importance of careful and lucid preparation of all instructions, before they reach the books, becomes plain. In “The Tomb of his Ancestors,” Kipling describes how “a word spoken in haste before mess becomes the dread unappealable law of villages beyond the smoky hills.” This parallels in some sense the effect should any loosely worded sentence in a Head Office circular reach the eagle-eyed training school for new cadets.
* * *
Since the above was written, an opportunity was afforded Mr. Bracefield of explaining the working of the Training and Correspondence School to the recent Conference of Divisional Superintendents and District Traffic Managers at Wellington. This he did very lucidly, and general interest in the work being done and the scheme for extending the correspondence system was evinced. Any member, whether in the first division or second who goes through the whole course of correspondence instruction, is assured of a thorough grounding in the elements of transport control.
If offers opportunity for all.
The Railways Stores system throughout New Zealand is now in course of re-organisation, and the work of putting the new methods into operation has already been completed at a number of stores. These include the lately established sub-stores and trust stores set up, apart from the Main stores at Petone and Wellington, for the purpose of facilitating distribution and economising material.
Four main points have been studied in developing the change. These are:—Adequacy of Storage Room; Simplicity in Accounting; Prompt Delivery; and Accurate Recording.
The racks and shelves now provided are so arranged that none are higher than can be reached conveniently by the storeman from the floor level. There is thus no need for a ladder in these modern stores.
The tiers of shelves are separated by aisles, at the end of each of which is a window. Thus ample light reaches every part of the storage area. Sufficient passage room is left to allow of trollies being run from any part of the building to the delivery door. Everything on hand is visible and immediately available. Each compartment bears a description of contents, and cards, in slots, are provided on which to record each receipt and issue.
The commodities are kept so arranged in their respective compartments that they may be counted rapidly by the unit, dozen, score or ndred. Neat metal trays are provided for nall items of the ring, nut or rivet variety—little things likely to scatter about if not carefully cribbed, cabined, and confined.
Typical Stores Interior
A comparison of the card with the stock shows immediately whether the accounting has been accurate. Other entries on the stock-card indicate the minimum and maximum amounts of that particular commodity permitted to be held in stock. The card is thus a constant reminder to the stores staff as to when, and in what quantities, replacements should be ordered. Besides this, it records the rate value of the stock shown upon it. The stock-card is really the key to the situation.
The efficiency of the storing arrangements permits of the limitation of supplies for workshops use to the actual requirements of each job. The Stores Branch now deals in issues of small lines down to two ounces in weight, or a single item in number.
We saw a carpenter call in to replenish his bag with two-inch nails. He passed in an order for the quantity required to complete the job he was on. The Storeman took the Loco-40, pushed his scale equipped trolly opposite the right rack, weighed out the quantity ordered, ran his trolly to the delivery counter, tipped the contents of the scoop into the carpenter's pouch, and took a receipt on the docket. Good quick work, where the time taken was negligible, and the security value inestimable.
When the new workshops are established the introduction of the ideal system can be completed, whereby labour costs may be materially reduced and stoppages of machinery prevented. For idle machines always mean an increased percentage of overhead costs.
Now the Loco-40 goes to the stores clerk, who costs up the issue and sends the docket, with all others received during the day and a covering summary, to the costing department, where it is dealt with the following morning. Copies are, at the same time, sent to the chief accountant.
By this method, the actual cost of material for any piece of work is readily available within a few hours of its performance.
The stores clerk's check when costing has been completed is a protection against failures by storemen to carry out instructions. A reading of the stock-cards with a corresponding check of the items shown makes stock-taking a matter of the greatest simplicity instead of a month's nightmare annually.
Supposing more material is ordered than is actually required for any job, the surplus, instead of lying around, untended, on the chance of being required later for some other job, is now taken back into stores stock, and credit is allowed at the actual rate charged when the stores were issued. This system prevents waste and the undue depletion of stocks. It also facilitates accurate costing. The position is that all stocks not in actual use are now stores stocks.
Under the new system, stores which had been withdrawn from stock for various purposes, but not used, have been taken back into the stock of the stores department, and are available for re-issue as required.
An interchange of stock-sheets between the various stores throughout New Zealand gives each storekeeper knowledge of what other stores hold. This increases the availability of stocks on hand for supplying the needs of other districts, while helping to reduce the proportion of slow-moving stores on hand.
Practically all the manufactures of the workshops are now being taken over by the Stores Branch. This will enable a control to be exercised over the quantities manufactured in each centre according to Dominion needs. This control will also apply to stocks of manufactured goods held in sub- and trust-stores throughout the whole system, and it is expected will extend to the hundreds of running-sheds and depots of various kinds, all of which have drawn manufactured goods from the workshops. Their stocks will be examined and recorded, maximum and minimum supplies decided upon, surpluses and deficits noted, and the whole summarised and re-allocated. Thus will the control of manufacture, to prevent either over or under-production, be made feasible.
The stage of full efficiency in Stores re-organisation, a work which has been under way since the general re-organisation throughout the Department was undertaken, has not yet been reached. The work is one of great magnitude, but what has been said given a good notion of the ideal which the Management of the Stores Branch has set out to attain.
“Whatever may be the verdict of posterity on British rule in India during the past fifty years,” says Engineering, “the railways constructed by us in the country during that time must cause any future impartial critic to be predisposed towards the British nation. Perhaps no other type of activity better reflects the perseverance and constructive genius of our race, for the history of Railway building in our great Eastern Empire contains innumerable records of the conquest of almost insuperable obstacles, material, climatic and politic. Since it has been recognised that the administrative qualities of the Romans were evident no less from their public works than from their legal code, we appear to be rightly entitled to some measure of appreciation for our accomplishment of providing a great undeveloped territory with a serviceable transport system.”
Not only in India has the perseverance and constructive genius of the British race revealed itself in the provision of serviceable railway transport systems. It is questionable if in any country of the world have greater physical obstacles yielded to the genius of railway engineers than in New Zealand, whose railway history, but half a century old, offers us on the one hand the solution of geological and mechanical problems of extraordinary difficulty, and on the other, the reality of a transportation system responsive to the demands of commerce in our own day, and prophetic of the great future before this Dominion.
From the Ton Mileage Return prepared in the Chief Accountant's office for last year's operations, it appears that the average cost throughout New Zealand of hauling one ton one mile by rail was less than 2½d. The figure, correct to two decimal places, was 2.31d.
In view of the great difference in density of traffic, this compares very favourably with that given for the French and German railways, viz., 2.20d.
The average distance goods were hauled ove our Railways was 61 miles, so that the average total charge for a ton weight of goods conveyed by train was only 11s. 9d.
This low figure shows further to how small an extent does the average railage charge affect the cost of commodities to the consumer.
The problem of the prevention of level crossing accidents, by means of the provision of warning devices, gates, booms or other methods, is one which appeals to many people. During the past few years ideas and devices by the score have come under notice. Many of these ideas have been most ingenious, and must have been the result of a considerable expenditure of time, energy, and, where models have been made, money.
None of the systems suggested would be any improvement on the apparatus used on the New Zealand Railways. This result is due, I think, to the authors of these schemes attacking the subjects without making themselves thoroughly conversant with the problem they sought to solve and obtaining a full knowledge of what has already been done. The object of this article is to try and define the problem so that those to whom the problem appeals in the future, may not be handicapped by wasting effort in evolving devices which are already an accomplished fact.
A study of accident returns over the last few years shows that accidents were comparatively infrequent a few years ago, when vehicular traffic was slow. With the increase of speed in this class of traffic the number of accidents shows a yearly increase, and this is taking place in spite of the installation of thousands of level crossing warning signals.
As an illustration of this, the statistics for one State in America show that in 1914, forty-five motors were smashed at level crossings. This total reached 960 in 1924. The basic causes of these accidents may be summarised as follows:—The marked increase in high speed vehicular traffic due to the introduction of motor vehicles; the want of sufficient care on the part of drivers; allowing attention to wander at critical moments; lack of judgment, which may result from a driver being tired and, therefore, not as vigilant as usual. Then there is the fellow who “steps on the gas an’ goes to it.” Eventually he does, though not in the way intended.
The problem is therefore to give some indication, visual, audible, or both, to compel the attention of the driver, who for some reason, is not as vigilant as he should be. This indication already exists at all crossings in New Zealand, where crossed arm road signs are erected some distance from the crossing and a “Stop! Look out for Engine” notice at the crossing itself.
For the majority of crossings these notices, coupled with the necessary care to see the line is clear, should be sufficient. There are, however, a number of crossings where the view is not very good, and it is at these where a warning signal, which will indicate the approach of a train, may be of assistance to road traffic. These signals may be audible, visual, or combined audible and visible, and they must indicate the presence of a train approaching the crossing. On the New Zealand Railways a number of crossings are equipped with automatic bells, and others with an audible and visible signal—the “Wig-wag.”
This signal was selected from a large number of different designs. It consists of a large red disc, in the centre of which is a red light, fixed on a pole by the roadside. On the approach of a train the disc swings to and fro, giving an indication which compels attention. A bell also rings while the disc is swinging.
There are many similar types of this signal available and in use on different railways, and it may be said generally that they are all equally efficient as a means of giving a striking warning. They are electrically worked and their reliability can be shown by the fact that there are many thousands in use.
A further development of a warning signal is now becoming common. This consists of a light signal. The light is placed behind a powerful lens and is easily visible by day or night. On the approach of a train the light commences to flash and this gives an indication which compels attention. These flashing lights are lit either by acetylene or electricity, and some have already been on trial in New Zealand.
A steady light or illuminated sign indication does not compel attention like a flashing light and for this reason has never been adopted to any extent. Further, a steady coloured light may be mis-read by colour-blind persons of whom there are considerable numbers.
We have at disposal for use, therefore, efficient apparatus for the provision of audible and visual signals of many kinds, and may now turn our attention to the problem of how to operate them.
The requirements are some arrangement by means of which the warning signal can be made to work on the approach of a train from either direction on a single line and stop working when the train clears the crossing. Similar requirements exist for signalling purposes and the solution of the problem is the track circuit. This was only achieved after years of experimenting with contacts, mechanical trips, and other devices, none of which proved suitable for practical use.
The sketch illustrates diagramatically a track circuit.
A length of line on each side of crossing is bonded at points for the necessary distance, and then the rail joints at the ends of the length and at the crossing are insulated. A battery, “A”, is joined up to the rails and current passes along the rails to the relay coils, “BB”. These coils hold the contacts “CC” of the relay open. Directly a train enters the insulated section the current from the battery passes through the wheels of the train instead of going to the relay, which allows one of the contacts “C” to drop and complete the circuit for the warning signal which is then worked by battery “D”. As soon as one contact drops it operates the interlock “E” and holds up the second relay contact “C”. When the train reaches the crossing the relay is again energised and breaks the first contact “C”, and the other relay coil loses current, but the interlock having been operated, prevents the second contact being made. When the train is entirely clear of both insulated tracks both sides of the relay return to normal, and it is again ready to indicate the approach of a train from either direction.
The track circuit as described is the system as used on the New Zealand Railways and is the modern method of control for all automatic working. By its use we can control and operate warning signals, gates or booms as required.
Many suggestions are made in regard to the use of gates or booms. Where they are used they are worked mechanically, electrically or pneumatically as required. Under some conditions this form of protection can be made use of, but these conditions invariably involve delay to road traffic, as for safety the gates must be interlocked with the signals or tablet. Automatically worked gates away from the station would in themselves increase the danger of the crossing and even when near a station and under control, they are no solution to the problem, numbers of very serious accidents having taken place on gated crossings, the gates themselves having increased the seriousness of the accidents.
Circuitous approaches and road humps have been tried: These also at first glance appear to present some advantages, but in practice have not been found to be the solution.
Proposals have been made from time to time to provide some reflecting devices to give a view of the line. In practice mirrors would be continually obscured by rain and dust and would rapidly lose their reflecting properties when exposed to weather, and, apart from this, at night time under the glare of motor headlights they would be of no use.
Suggestions made fall generally into two categories—automatic signals and automatic gates or booms. The method suggested for working them is frequently by means of a wire, which in turn is moved by means of a mechanical trip. This scheme may be made to work in a model but in practice is a mechanical impossibility. Electrical methods of
Space will not allow of any detailed description of many ideas put forward, but from what has been said it will be evident that ingenious though many are, they cannot compare with the simplicity and efficiency of the modern methods in use.
To sum up the matter: Would these devices stop accidents and justify the heavy cost of providing them? The figures show that in spite of them accidents are on the increase and there is no question that the installation of these signals and other protective measures tend to further speed up road traffic, and that less care in approaching crossings is exercised when they are installed. Ultimately the safety of the road traffic must depend upon the care exercised by the drivers, and the only final remedy is bridging and the reduction of the number of level crossings.
The expenditure involved in bridging is enormous. As a result of the conditions created by motor traffic this may eventually have to be faced. In the meantime much might be done by education in the schools and of the public generally, relative to the dangers of crossing, the necessity for lower speeds when approaching the railway, and the fact that safety can only be obtained by the exercise of care and vigilance.
Finally, if this article has the result of directing the efforts of inventors to improvements on what has been accomplished and to new ideas, a solution may yet be found without bridging and its object will have been attained.
Mr. W. M. Jardine, United States Secretary of Agriculture, after an extensive study of the question Motor Truck v. Railroad, writes that, so far as motors are concerned:
There was a time no doubt, just after the war when enthusiasts thought they could see the truck taking the place of the railroad completely—at least they talked that way. But that time is past; and the reason for its passing is that the long haul doesn't pay—and truck operators know it. It has been tried—we seldom learn anything except by bitter experience. One of the most reputable haulage companies in the United States tried it, keeping a careful record of the costs, and the result was sufficiently discouraging. They operated a fleet of thirty-five trucks averaging three and a half tons capacity between Buffalo and Erie, and Erie and Cleveland. The distance is about a hundred miles in each case. They based their rates on the railroad tariff—a little more for the low class commodities, a little less for the high class, but averaging fairly closely to the railroad rates. On the basis of a year's operation, with $200,000 gross revenue, their net loss was $14,000.
Some correspondence recently appearing in Metropolitan newspapers indicate a desire for an extension of Workers' Ticket facilities. These tickets are now available in the morning by trains timed to arrive at destination by 8 a.m. One writer asks an extension to 8:30 a.m. and another to 9 a.m. The rate is exceptionally low, and any further extension of the applicability for these tickets cannot be economically justified. The concession was intended for those who start work at 8 a.m. or earlier, and it thus covers all who are employed in any trade. The advantage of having this traffic concentrated within certain time limits is one reason for the concession. Another reason is that it enables trains of all one class to be run. Those who start work later than 8 a.m., but who wish to take the advantage of the concession, must be prepared for the disadvantages.
Mr. John Taylor, a Glasgow railway worker, has had the unique distinction of having the degree of Doctor of Philosophy conferred upon him while still following his ordinary occupation. The achievement is all the more meritorious in that all the study necessary was done in his spare time, helped by the various agencies provided by local educational institutions for the higher education of the workers. Dr. Taylor recently delivered an address to the Cathcart Brotherhood (Glasgow, S.S.), taking for his subject “Vision,” in which he declared that “the measure of a man is the measure of his vision. More or less all men know that there are great things to do, but at the first sight of difficulty too many fly from the vision, the realisation of which almost invariably implies persistence and hard work.”
The eye expert of the Swedish Railway Board has succeeded in producing two signal colours—one for red and one for white—which are said to be distinguishable with equal certainty by the colour blind and the non-colour blind.
Successful experiments have recently been conducted in Germany, in the use of a reinforced concrete composition in the construction of floors for railway goods wagons. The first wagon made of this substance (in 1919 at Heidelberg), withstood most exacting concussion tests, and still remains, after six years, in perfect service condition. In appearance the new type of wagon resembles the ordinary iron one, though slightly heavier, which disadvantage is offset by rust elimination. Moreover, the concrete floor wagon means a vast saving in repair expenditure as compared with those of wood or iron. Railway administrations in Germany have been so favourably impressed with the new type of wagon that a company has been formed at Darmstadt for their manufacture.
The use of goggles for the protection of the eyes is availed of in but very few instances in our workshops and on the locomotive footplate where eye injuries are daily occurrences. The best evidence confirms the wisdom of their adoption by all employees exposed to eye injuries as the simplest and safest method of protection. In commenting on the use of goggles for this purpose the Chicago Great Western “R.R. Magazine” reports thirty-three cases where they had prevented damage to the eye, and in several instances the goggles prevented the loss of an eye. In a seven months period, moreover, fifty-four eye injuries were revealed as having been prevented by the wearing of goggles, and nine injuries that goggles would have prevented had they been worn. This is an excellent record and its lesson is plain, “Wear goggles and save your eyes.”
Dealing with the question of coal for the railways and the report thereon of the Board of Inquiry, “The Dominion” sums up as follows:—
The subject has been exercising the New Zealand coal industry for a long time past, but it has remained for the present Prime Minister to take the matter up in a practical and decisive way, and for this he is to be complimented. It is noteworthy that the locomotive drivers and firemen of the service, to whom was entrusted the task of carrying out the tests with the different qualities of New Zealand coal, have rendered a very real service. On their shoulders and on those of their fellow-workers will fall the burden in the event of the fuel supplied them proving inferior to that now so largely used. It says a good deal for their public spirit that they entered so whole-heartedly into the experiments made.
The greatest engineering enterprise since the building of the Panama Canal, involving the expenditure of £75,000,000 is now in progress in California. The demand for electrical power for the cities and farms of California, has necessitated the driving of a series of tunnels eighty-six miles long near the summit of the lofty Kaiser Range, and the diversion of the San Joaquin River and Big Creek, the waters of which will be stored in twelve reservoirs covering 734,000 acres a foot deep. The water will be dropped down the mountains through a chain of nineteen power stations able to generate 1,400,000 horse power of electricity. The Florence Lake tunnel, the first instalment of this tremendous task, has been practically completed. It is the longest tunnel in the world (fourteen miles) and has employed 1,700 men for four years in its construction. The tunnel has been driven through a mountain of granite 9,000 feet above the plains, and is a mighty tribute to engineering skill, as well as to the endurance of the tunnellers who have spent long winters shut in by snowdrifts.
The Railway Department is a huge trading concern, and, from time to time, requires re-organisation and delegation of authority to meet the varying conditions of operation. The control of the system is therefore divided amongst different branches, the Maintenance Branch being responsible for the upkeep of the track and buildings, the Locomotive Branch for the repair and manufacture of rolling stock, and the Operating Branch for the general working of the machine. The Operating Branch carries on the business of transportation for which the Railway exists, aided thereto by the work of the other Branches engaged in keeping the running track, buildings and rolling stock in good condition.
Railway operating includes the making of suitable timetables, the running of trains, the control and distribution of rolling stock, the work of engines and train crews, the allocation to the various trains of the work to be performed, the shunting and marshalling of vehicles, working of goods sheds, and the general conditions of carriage; in short, all such matters as pertain to the transportation of passengers and goods.
Railway operating during recent years has become more and more a scientific business, requiring specialised knowledge. For many years definite rules have been laid down for the guidance of the staff in carrying on the work; but it is only during recent years that the more scientific operation has developed.
Statistics are obtained to guide those in charge of operations in controlling the activities of the business. Wagon user statistics show the extent to which the wagon rolling stock is made use of, and thus enable a proper judgment to be exercised as to the necessity for a greater outlay of capital in the provision of additional rolling stock. They also enable an equitable allocation of the stock to be made. Marshalling yard statistics show the cost of working such yards, and any weakness in organisation or equipment is thereby disclosed. Similarly the returns from Goods Shed working indicate whether the work in sheds is running smoothly and economically.
Late train returns show which trains are unable to maintain schedule time and disclose whether there is weakness in the schedules, in the allocation of the work or loading, or in the handling of the trains.
Train loading returns indicate whether more trains are being run than the traffic offering warrants.
A source of economy on some railway lines is the use of high capacity wagons; but it will be readily understood that this is not applicable in the smaller countries like New Zealand where there are not regular large consignments in full truck loads to be moved. High capacity wagons are not economical unless they can be kept in use regularly.
Economy in signalling practice has been a fruitful study by the members of our Signalling Branch and the latest systems are being installed on our railways. The automatic signalling system, which is the latest to be instituted, is one of the most up-to-date systems in use. It not only reduces working costs, but it gives greater capacity to our tracks and, in some instances, saves duplication of railway lines.
In many countries endeavour is being made to arrange longer runs for the engines in order to obtain the maximum use of locomotive power, engine crews being changed en route. There are certain objections to this method of working, but it is obvious that if more mileage can be obtained from the engines in use, a lesser number of engines will be required to cope with the traffic, thus reducing (1) the capital cost; (2) the costs of preparing, putting away, and cleaning engines; (3) the cost of fuel, and, most probably (4) the cost of repairs. On the South African railways experiments have been made in this respect and in some instances one engine is now running where two or three were formerly employed. Fewer locomotives are required per train mile and this is resulting in a saving in depot expenses. Every effort is also being made to reduce, by rearrangement of the time-table, the “standing time” of engines and men. Standing time is wasteful, as the men while so engaged are producing nothing in the way of transportation. Yet such time counts as part of a day's work. The engine also,
Applications are often received from all parts of the system for increased siding accommodation. Now, while it is recognised that timetable alteration is not a panacea for all congestion in sidings, it is most important to note that the business of transportation, as the word implies, requires the wagons to be moved forward. Too much accommodation is liable to cause wagons to “stand” for unnecessarily lengthy periods instead of being worked forward. When considering siding room at stations it is therefore, most important that full consideration should be first given to the matter of train facility to clear the present sidings before making application for additional siding accommodation. In this connection the running of through trains is also worthy of consideration where sub-terminal stations are concerned.
There is much necessity for scientific organisation in the control of wagon stock. Many railway work under a system of control from one central office which enables the central control officer to visualise the whole transport system. The advantage of this is that the wagon supply is common to the whole service instead of being to a greater or less extent allocated to particular portions thereof. The returns rendered enable the central control officer to know where all the stock is and how it is being used and moved. He is thereby in a position to divert stock quickly from an area where business is slack to another where it is brisk. In this country there is only a modified system of central control. The wagon stock is allocated to the various traffic districts which work together and help each other as far as the rolling stock allows; but the whole equipment is under the control of the Divisional Superintendent for the Island, who has authority to divert the rolling-stock as required.
In this country the traffic is usually heavy during the busy season in all districts at about the same time. The trend of traffic generally enables standing orders to be issued to work empties that are spare to places where loads are obtainable and in this way the necessity for the issue of daily directions is avoided. It is sometimes found possible to assist one district by advancing rolling stock from another; but it is not often found to be expedient to do this with large numbers of wagons unless the position is exceptional or back loading is offering. The want of a thoroughly up to date system of communication makes the full central control system impossible at present. The matter of installing the necessary telephone system is now, however, under thorough investigation by qualified officers of the Railway and Telegraph Departments.
One of the most difficult problems to be dealt with is that of working branch lines. These are losing heavily in both Islands, but chiefly in the South, owing to the large number of such lines in that part of the Dominion. These lines were built to develop the country before the advent of good public roads and have in many cases served a good purpose. The provision of good roads and the use of motor vehicles in opposition to the railways has made quite hopeless the proposition of paying the expenditure involved and interest on construction of the lines.
Various methods are being tried to increase the revenue and decrease the expenditure on the branches. Rail motors which are proving successful in other countries are now being given a trial. What is required is a self-contained vehicle that will be more economical of fuel than the ordinary train engine and that can be worked with less than the usual crew of three men.
Reports from other parts of the world do not indicate that the want has been filled by rail motors with entire satisfaction; but the need is not peculiar to New Zealand, and there is no doubt that some development will be found to suit the need. For the sake of economy in working the passenger and goods traffic on branch lines where the volume of traffic is insufficient to warrant the running of steam trains a one man unit capable of hauling a few trucks or a couple of cars at a reasonably fast rate of speed seems to be the kind of power unit most likely to give satisfactory results.
Tests of 168 riveted joints (says “The Engineer”), carried out at the University of Winconsin during the last three years indicate that countersunk rivets are just as strong in shearing and bearing resistance as bottom head rivets. There is a difference between the two in the deformation of the joint under load, especially in the slip, but no recognisable difference in ultimate strength.
Train diagrams are in general use throughout the world in connection with train running work. They are an essential part of the equipment of timetable offices. As it is probable that many members of the staff who have not been in touch with such offices are not acquainted with these graphs a reproduction of a train diagram for the Frankton-Ohakune Section is printed in this number.
The diagram is divided by vertical lines into 24 equal spaces representing the 24 hours of the day. Each of these 24 spaces may be sub-divided into spaces representing 30, 15, 5, or less minutes as found desirable.
The names of all stations where crossing loops are provided are shown at the sides of the train diagram in station order and at a distance from each other in proportion to the actual mileage between the stations. A horizontal line is drawn across opposite each station name.
The forms being ruled as shown, the next procedure is to insert lines to represent the trains. The timetable is taken and the trains are plotted on the diagram in timetable order.
Suppose that No. 115 Down Daylight Limited Auckland to Wellington is being dealt with. This train leaves Frankton at 10.22 a.m., Ohakune arrive 3.55 p.m. The line representing No. 115 commences at the horizontal line opposite Frankton and at the vertical line representing 10.22 a.m. It runs to Rukuhia 10.31 a.m. Te Kawa 11.5 Otorohanga 11.17 and so on to Ohakune, finishing at the intersection of the horizontal line opposite Ohakune and the vertical line at 3.55 p.m.
Similarly in the case of an up train, say No. 684 Up Daylight Limited Wellington to Auckland, the line for this train starts from the intersection of the Ohakune horizontal line and the vertical line at 3.22 p.m. Horopito 3.39 Kakahi 4.49 and so on to Frankton where it finishes at the intersection of the Frankton horizontal line and a vertical line representing 8.26 p.m. It will be observed that the line representing the down trains (odd numbers) run downwards while those representing the up trains (even numbers) run upwards, but both slope towards the right (the close of the day).
The lines denoting the trains must cross at one of the horizontal lines because these indicate the crossing sidings. In the few cases where the lines cross away from the horizontal lines the trains represented run on different days of the week and so do not cross. An example of this will be seen in the top left hand corner. No. 430 runs on Sunday only, and, as No. 243 does not run on Sunday, these trains do not cross.
The following are some of the points clearly shown by the train diagram:—
Whether trains are timed uniformly.
Where trains cross and where they pass. (No. 684 Up Daylight catches up and passes No. 244 at Te Kuiti at 7.15 p.m.).
Whether timed to follow each other too closely.
Whether times fit at crossing stations.
The density of the traffic on the section and at particular stations.
The hours staff are required to be on duty.
Where intermediate crossing places would be an advantage. (Note the long section between Poro-otarao and Puketutu.)
Where the work of a goods or mixed train requires regulation to avoid delay to a following fast train.
Connecting trains.
Where pick up or set down trains are provided. (No. 244 Taumarunui depart 4.15 p.m. is a pick up train for No. 684 Up Daylight as far as Te Kuiti. No. 413 Frankton depart 6.50 a.m. is a pick up train for No. 115 Down Daylight.)
It will be noticed that the section illustrated by this graph is occupied almost continuously during the whole 24 hours. The diagram gives a birds-eye view of the whole service on that particular portion of the line. It is very useful in arranging the runs of engines and trainmen. If a special train is required a glance at the diagram gives an indication as to where a clear track can be obtained. Any variation from the straight of a line denoting a train immediately catches the eye and indicates whether the train is travelling faster or slower than normal speed. Note the slowing up of the Down Daylight on the steep grade from Te Kuiti to Porootarao.
This class of work is a specialised one and considerable practice and experience is necessary to attain full efficiency. It is hoped that the diagram printed in this issue will stimulate interest in this branch of the work.
The future welfare of our railway engineering organisation depends in a great measure upon the engineering capabilities and education of the apprentices of to-day, for we have to look to these lads to fill the executive positions in the Service in the future. The three avenues of instruction to apprentices that have to be considered are (1) Personal, (2) Practical, (3) Educational.
The majority of the boys who commence their career in the Railway Service as apprentices have had no experience of the particular trade to which they are indentured, and in such instances it behoves the foremen and leading hands individually concerned carefully to view the efforts made by each boy to master the daily problems he is confronted with. If, in the opinion of the officers concerned, a boy is doing his utmost, it should be the province of his superior officer to acknowledge the effort and take a personal interest in the progress of such apprentice by tendering sound advice as to behaviour, workmanship and education.
Generally speaking, the practical training afforded the apprentice in our workshops may be considered good. An all round knowledge of machine tool work is incorporated in conjunction with the practical training, and it should therefore be the aim of our foremen and leading hands to place the apprentice who has evinced a definite desire to master his trade, with the most competent tradesman who is temperamentally suited to act as instructor.
During the past five years the Department has granted monetary remuneration to those apprentices who have attended technical colleges in their own time and secured the requisite diplomas. This, however, has failed to stimulate apprentices to attain the necessary educational qualifications. It is also a moot point as to whether the instruction offered in such colleges has been of very material benefit to such apprentices.
The Department has decided to give all apprentices at least three hours instruction per week in departmental time. This is a move in the right direction, and I would appeal to all tradesmen to foster the movement to the utmost of their ability. The apprentices should avail themselves also of this avenue of knowledge afforded them by strict application to their work and studies. The aim of the management is to assist in maintaining the present high standard of workmanship set by our leading tradesmen.
It is a well known adage that “Competition makes for progressiveness” and the educational programme in view will probably lead to competitive examinations at six monthly or twelve monthly intervals. The ideal would be to afford those apprentices who attained the highest marks an opportunity of acquiring further knowledge at an Engineering College, or in the alternative, experience abroad.
The Department has the interests of the apprentices at heart, and every railwayman should assist the educational proposals to the utmost of his ability. Apprentices should embrace every opportunity of improving their knowledge mental and manual.
In the course of a lecture recently delivered by Mr. James T. Hodgson at a meeting of the Railway Locomotive Men's Craft Guild at the College of Technology, Manchester (says the Railway Gazette, 12/2/26), reference was made to the automatic manner in which the locomotive draught is varied according to the load on the engine. The author further stated that the fuel on the fire-bed could also be regarded as a draught regulator, in that the rate at which the air passes from the ash-pan through the bed of fuel can be determined to a certain extent by the size of the coal and the thickness of fire-bed carried. In other words, the thin portion of the fire-bed offers less resistance than the thicker portion; hence, if the fire be carried too thin against the fire-box plates, this portion of the fuel provides the path of least resistance, and an excess of air passes through these portions of the fire grates. The best methods of firing were accordingly said to be those which prevent recurring damping effects, as when coal is fired in too large quantities, or chilling effects, as when air is allowed to pass in excessive quantities through the thinner portions of the fire-bed. The endeavours of the firemen, should, therefore, be concentrated in an effort to maintain a uniform depth of fire-bed, which should be slightly thicker against the fire-box plate and to maintain the highest fire-box temperature obtainable irrespective of the demands for steam. Considerable skill is required in firing a locomotive, especially when working under difficult conditions, the object aimed at being to obtain the maximum number of heat units as the demand for steam increases, and to maintain a high fire-box temperature without blowing off at the safety valves.
The very first day I entered our workshops I was shown the lathe my father worked over thirty years ago “still going strong.” I was instantly reminded of an expression used by Ralph Parlette to illustrate a story he was telling, “I took off my hat in the presence of the dead.” The lecture was entitled “It's up to you.” I treasure my copy of that lecture very much and I just wish I could distribute a thousand copies of it all over our railroad. It's a live one.
With the love for illustration, and the power of forceful expression which somehow go with an American training, Mr. E. T. Spidy, Production Engineer for the N.Z.R., who commenced with us as something of a “mystery man” a year or so back, recounted the above, in the course of a recent interview. Mr. Spidy's speciality is the scientific management of industrial works. He is now engaged in giving the benefit of his unique experience in this kind of employment to the re-organisation of Railway Workshops methods in New Zealand.
“It was the biggest kind of wrench to throw up a good job and come to New Zealand, purely in the interests of health,” said Mr. Spidy. Judging, however, by the improvements in workshops methods already introduced and the thoroughness of the plans made for efficiency in the new and remodelled Railway Workshops at the principal centres, it was fortunate that the healthiness of this country led him here, instead of to some other land less favoured by nature.
Mr. Spidy went through the pioneer stages of production work on railways in Canada. “When it was started,” he said, “it was something experimental and was regarded with suspicion by the employees. There was plenty of fight then over it, and the engineers were themselves not too sure of their ground. That was 1909. Long since, however, things have been established and the whole business has become clearly defined. There is now positively no experiment about it; the methods have reached the definite stage of an applied science. Where formerly, those engaged in production engineering were feeling their ground and were meeting powerful opposition, everything and everyone now work in complete unison.”
Mr. E. T. Spidy.
One of the broad viewpoints taken by the Canadian Pacific Railway Management, with which Mr. Spidy was last associated, was that it recognised the advantage of having its men go round the country to see what the other fellow was doing. This had a tremendous educative value. There were no secrets about the business. When any Shop discovered a better practice or improved method, visitors from other Shops were told about it, so that they also could benefit by it. It was mutual reciprocity and no point was considered too fine to take up if improvement was likely to result.
“It's the most interesting job in the world!” said Mr. Spidy with earnest enthusiasm. “There isn't anything to beat it. Of course there are difficult problems cropping up all the time; but a job without a scrap isn't worth a scrap. The beauty of it is that there's no end to the job. There are always finer points to improve. To keep up with the world-wide progress in the science of engineering is quite enough to keep you on your toes all the time. And then your mind must be open to catch new ideas.”
The new system is being gradually introduced in our Workshops, but the changes call for diplomatic handling, and Mr. Spidy has just that kind of temperament which suits him eminently for work of the kind. He is looking for the best. “I don't care whose idea it is, so long as it is worth while and can be put through.”
Mr. Spidy made his first venture in competitive writing in 1910 when he won the prize in Canada for a paper on the “Care and Selection of Machine Tools.” In 1914 he gained first prize in the United States for the best design of a Steel Freight-car Repair Shop. He has also written and read much material before different Engineering Societies in the United States and Canada, including the American Society of Mechanical Engineers, the Engineering Institute of Canada, and the Canadian, Central, and Western Railway Clubs of Canada.
Mr. Spidy is an Associate Member of the American Society of Mechanical Engineers, and an Associate Member of the Engineering Institute of Canada.
Shunting wagons safely, efficiently, and economically has probably engaged more thought and attention than any other Railway operating problem. No two railways have the same problems. No two yards present the same difficulties. Types of couplings, types of brakes, size of wagons, point operating mechanism, track facilities, national characteristics of personnel, climatic conditions—all have an important bearing on performance and costs. Comparisons, therefore, between the different railways and different countries are of limited value. Nevertheless my experience has been that, however divergent they may be, there is always something new to learn by studying the other fellow's methods.
Here, in New Zealand the need for urgent economy in operating, the necessity for speeding up transport and the keeping pace with modern requirements call for the introduction of the safest and most economical means of shunting.
Before dealing with the main theme in these articles perhaps my readers would be interested in a few observations, in a somewhat lighter vein, on shunters and their work in other countries.
The wagons used in Britain are coupled as illustration No. one shows, by means of three links and a hook. Coupling is done by hand or by means of a coupling stick as shown. A coupling stick might appear to the practical man here somewhat of a hindrance and a burden to the shunter. In reality it is a very useful instrument and is essentially a safety device. No air brakes are fitted to the majority of wagons and the labels are on the sides, hence by using the stick the shunter need never go between wagons. It is used also as a lever for pinning down brakes.
Tail rope shunting is not allowed, neither is slip shunting. Wherever possible yards are designed to avoid either of these methods; but where facilities cannot be provided, wagons must be pushed past the engine, or else capstans are installed.
Hand lamps are similar in design to those used here, but smaller and lighter. Electric lamps have been tried but, owing to the weight of the accumulator, they were not popular.
Shunters start their railway careers as number takers, passing to points holder, shunter, yard foreman and finally to yard inspectors. It is more the rule than the exception for a man to commence in a yard and stay there all his life. In yards of intense movement and complicated working this specialisation is the back-bone of efficient yard operation.
Every care is taken to make shunting safe for shunters, and their lot is being constantly improved. The old complicated yards are being replaced by modern gravity yards with mechanical point operation. Further, the introduction of “train control” has considerably reduced yard congestion which, as every shunter knows, is the worst enemy. His work is movement, his danger, blockade.
On some of the French railways wagons are fitted with—from the shunter's point of view—a particularly objectionable type of coupling known as the screw coupling and similar to that fitted on British passenger stock. Two heavy side chains are fitted so that uncoupling is a particularly laborious process, especially in frosty weather. No air brakes are provided, nevertheless by reason of the type of coupling, shunters have to pass under the side buffers and get in between wagons to uncouple. This passing under buffers is very exhausting and always dangerous, especially when wagons are moving. The greatest trial to a French shunter is the brake power system on goods
Two of these wagons must be placed together in various parts of the train according to the brake power schedule. One set, of course, must be at the rear. These “Jeminées” or “Twins” as they are called, cause enormous amount of unnecessary shunting, in that it is often impossible to get two wagons with the boxes together both for the same destination. It is an annoying job, during a particularly busy night to run all round a yard trying to find a wagon with a brake box at the right end. I have known cases where, to save time the first wagon found has been put on, irrespective of destination. It is quite a common occurrence to have wagons completely out of marshal order. The reason for putting these boxes together is that one guard or brakesman can operate two brakes—that is if he is awake!
Shunting signals are given by means of a horn, which the shunter carries slung round his neck. Each signal is repeated by the driver on the whistle. The local inhabitants as well as railway men have to suffer in silence.
French railways, and indeed most of those on the Continent, have a partiality for three-throws. The particularly heavily balanced points lever used in France makes them more awkward than ever. The balance weight has to be slung round the point lever to hold it in position, so that with two levers close together one's hand could very easily be crushed against the other balance weight. Some of my R.O.D. readers no doubt have too intimate a knowledge of this.
The type of hand lamp used all over the Continent is not so efficient as the British lamp. The lamp is square, with three aspects, red, white and green—all showing at once. This is very confusing to a driver when two or three shunters are about.
During bad weather a shunter's lot is not a particularly pleasant one in any country, but I have yet to find anywhere where the conditions are so dangerous and so fatiguing as those in large yards in Canada and parts of U.S.A.
One of the few things in the Canadian shunters favour is the automatic coupling on all rolling stock. Illustration (No. two) shows the type used. Even these sometimes refuse to work. I remember once whilst in a sleeping car being awakened in the middle of the night by a series of sharp bumps. They