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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
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
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.
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.
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 (
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.
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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.
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
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
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
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
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
With the love for illustration, and the power of forceful expression which somehow go with an American training,
“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.”
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 were caused by an engine trying to couple up. The ninth effort was successful.
So intense is the cold that it is necessary to always wear gloves, as the effect of touching iron or steel is the same as if it were red hot. That is why, as probably many of my readers have noticed in American films, mechanics, etc., all wear thick gloves. They get so used to them that they wear them in the summer also.
Number-taking and carding wagons in a snow storm or in a freezing night with a
The shunter's portion is even more exacting. He spends a lot of his time running about on the tops of cars: first to be able to give signals to the enginemen, as with trains of such enormous lengths signalling from the ground is impossible; secondly, as will be noticed in illustration (No. two) the brakes have to be applied from the top. In really cold weather wagons will hardly run at all, and they have to be pushed right into position by the shunting engines. Point switches, although being kept free by men appointed to do nothing else, get frozen up and are difficult to work. I have known an engine get frozen up after standing long in one place. The slippery nature and unevenness of the ground due to frozen snow is a constant source of danger, particularly at night time.
The standard hand lamp used is not so convenient as that used here. It resembles the ordinary house lamp with the long round glass. It is protected by a wire cage and gives a white light—no coloured light is used for shunting signals. It is particularly cumbersome, the glass gets smoky, and is easily broken either by being jarred or by the effect of intense cold on the glass, while, in the high wind, considerable difficulty is experienced in keeping it alight. The electric lamps now on the market are a decided improvement and give an excellent light where it is wanted, i.e., just in front of one's feet.
Every Canadian and American engine has, by law, to sound a bell when moving in yards. I am not convinced that from the yards staff point of view this is exactly a safety device. It certainly has a most unnerving effect on people who are not accustomed to it. There is a danger that with a bell clanging close to one it is possible not to hear a fast train or a string of moving wagons approaching.
Like the number taker, the shunter naturally muffles himself up as well as he can, and usually wears a cap with flaps over the ears, which naturally affects his hearing. Further, engines in cold weather always appear to ooze steam from every pore, thus obstructing the driver's view.
What with the risk of slipping, the risk of not hearing, and the risk of not seeing or being seen, of all the dangerous occupations modern progress and modern industry demand, that of a shunter in a large yard in Canada during the winter time is surely among the most hazardous.
(To be continued.)
It has been rather aptly said that the greatest pain to human nature is the pain of a new idea. The point of the observation is more or less relevant to whichever class of people it is applied, be their economic and cultural circumstances what they may. We cling to old ideas and customs in our ethical, intellectual and industrial life with a tenacity which is the puzzle of the psychologist and the despair of the reformer. We are, as Robert Burns said, “a foolish, credulous, headstrong, unthinking mob.” Yet paradoxical as it is we are receptive to new ideas and are tremendously progressive; the sciences and arts—civilisation in a word is the proof of it. As the enchanting colours revealed by the polariscope merge imperceptibly one into the other, so old ideas become obscure and lose themselves in grander conceptions. Allowing that conservatism, accepted as an attitude of caution, is a necessary virtue, it is obvious that it is the principle of innovation rather than of conservation which explains the marvellous progress of our age. This is the progressive principle, and it ever urges man to continue the reconstruction of his world.
One of our great poets,
It is a correct interpretation, for most of us are justly proud of what is distinctive and superior in our civilisation; progress, better organisation, elimination of waste, greater efficiency, and are hopeful of the future. Moreover we believe that only a negligible number of people oppose progress and innovation altogether. They are the mentally halt and blind in the Army of Progress, the slackers who deliberately do less than manhood demands of them, and are certainly despised by their fellows. These pachyderms do not concern us here. We are concerned with the great majority who recognise the social significance of work as such, from the university professor to the dustman. This kind of work is the consciousness of the organism alive. It implies, as Mr. Delisle Burns tells us in his “Philosophy of Labour” that, a railway man, an engineer, a textile worker or a dustman is bound by the honour of his calling. He cannot bring himself to do certain acts, and certain difficult tasks he feels bound to endure. There is pride in it, but that sort of pride is a virtue.
This is notoriously true of railwaymen the world over. They feel bound by the honour of their calling and are proud of the great part they play in supporting the fabric of civilisation. They realise that the cessation of their daily activities would paralyse the social organism and involve multitudes of people in privation and suffering. It was not to be expected, therefore, that the re-organisation scheme recently set in operation throughout the service would meet with any opposition from the ranks. Every railwayman was aware of the waste and inefficiency of the old order; of the lack of organisation. He did not condone these imperfections, but rather accepted them as a temporary factor in the evolution of a gigantic enterprise. The attitude of laissez-faire he knew to be seriously prejudicial alike to the healthy development of the industry in all its phases, and his own economic interests, which were inseparably bound up with its success or failure to sustain itself as a solvent organisation. He knew these things and hence welcomed the re-organisation of the service on progressive lines. It meant a greater sense of security to himself and family, and conditions of work growing daily more pleasant and interesting. His adaptation to the new order proceeds with intensified enthusiasm for he feels the value of his service and the pleasure of performing it as never before. This is the new psychology of work. Work in this sense, to quote Mr. Delisle Burns again,—
is in essence, an enterprise, an adventure, an outlet for energy, a form of vitality; it is a binding force of society, a service, a co-operation, a fellowship.
The development of this ideal of the service and social value of our work has been perhaps the greatest gain from the re-organisation. The whole service pulses with a new vitality, which reflects itself within, in eager energetic and efficient work, and without, in widespread public appreciation. This is the triumph of re-organisation.
For over a decade “Backblock” was one of the unfortunate members of the Railway staff, whose duty compelled him to be located in the Main Trunk District of the North Island. There was little in the way of regular commercialised forms of amusements, no Fullers or J.C.W. theatres, no ferry boats, no Lyall Bays or New Brightons. Whatever outdoor enjoyment the Railway employees, or other residents of these isolated parts obtained, was due to co-operation amongst themselves.
It was necessary, therefore, to combine together and form Railway Football Clubs, Railway Euchre parties, Railway dances, and Railway picnics in the summer time.
In the Main Trunk there was no harbour or rivers means of conveyance, and the country was too rough for vehicular traffic; the vehicles not numerous enough to transport the Railway men's families and friends to a suitable picnic resort. For several years both by deputation and by memorandum application was made to the successive General Managers, the late
For years the same stereotyped reply was given that it was regretted a train could not be granted on Sunday, and, that, if one section of the Railway, however isolated, were granted the privilege, other sections would expect the same. After refusal for several years in succession the project was given up in disgust; the staff nursed a grievance and later other means of conveyance were resorted to.
The point I am driving at is the debt of gratitude the members of all sections of the staff in various parts of the Dominion owe to the present Board of Control in the generous manner in which they have this year treated the staff in the matter of train facilities for Annual Picnics. The Board readily looked on both sides of the picture. They saw the staff point of view as well as the Management point. They realised the Railway runnings are differently situated to the general workers.
The Railwayman engaged in Traffic running is working when the public enjoy themselves in sport, and when the public is sleeping. Sunday is the only day of the week when practically all members of the Railway service in any one locality can meet together for sport and enjoyment. Sunday trains enable members within fifty miles to meet together.
To those in the fight for several years to get the Department to run Sunday Picnic trains, the action of the present Railway Board indicates a spirit of thoughtfulness for all members of the staff, and their intention in the future to do all in their power consistent with their duty to the public who own the Railways, to obtain the goodwill of the staff.
The greatest asset a big corporation or firm can obtain, the best workshop appliances, the best rolling stock, and the best track, cannot do as much to bring the best results as the goodwill of the staff to the management. The management that secures this has also loyalty to its interests which induces efficiency, industry and the consideration of all ways and means to improve the financial standing of the business—which, in the case referred to, is the New Zealand Railways.
The enhanced financial success of the business reacts to the benefit of the staff, and the staff under considerate management is enabled to share in the prosperity of the business.
Addressing the Members of the Society of British Gas Industries,
This new psychology would follow from a realisation of the change which was bound to come in the relationship of those engaged in industry in every capacity. Sir Alfred declared that they were still burdened with the phraseology of a definite epoch. They still read about “masters and men” and about employers and employed, whereas they all knew that they were all “employed.”
Practically all industrial concerns to-day were run by Boards of Directors who were just as much employed as the men who were shovelling coal.
The old phraseology must go—it had no longer any meaning; the true phrase to-day was “co-workers in industry.” They were co-workers in different capacities, but all dependent for their remuneration or reward upon the prosperity of the industry. They must have a new psychology and a new phraseology, Sir Alfred insisted, and then they could look forward to an era of moral and economic success in industry far greater than they had yet experienced.
The Railway Department has acquired a site of 30acres on the Paul estate at Wanganui East, adjoing the Wanganui Agricultural Association's new showground, and it has been decided t immediately erect forty houses for the benefit of employees in Wanganui.
All of the houses are factory cut at Frankton and will be railed for carting to the site and assembling. The scheme is working satisfactorily. Good materials are used, and although the cottages are all of five rooms with plain wooden exteriors the affront to town planning often offered in such ases by a monotonous sameness in rows of buildings will here be avoided. A variety in architecture will be afforded by four different types of roofs—all of iron, but with the gables facing in different directions. The porches in front of the houses also differ in type, and the settlement bids fair to assume more the character of a neat suburb than that of an industrial residential block.
Each house has three bedrooms, one 10 ft. 6 in. by 11 ft. and two 8 ft. 4 in. by 11 ft. Then there is a sitting room 12 ft. by 14 ft. 6 in. and a kitchen 13 ft. by 16 ft. The wash-house, scullery and bathroom are all under the one roof, conveniently designed, and adequate provision has been made for interior fittings such as cupboards. The rental to the railway employees will be on the usual plan—one day's pay per week, whatever a man earns. Hot and cold water services and electric light will be installed.
Arrangements have been made with the Wanganui City Council to have the property roaded, and all the city facilities will be provided. Roading will use up a considerable part of the area that has been secured, and the sections will be about a quarter of an acre each in extent.
The Departmental proposals are being viewed with great interest by local railway employees as at the present time some of them (says the “Wanganui Herald”) are paying considerably more than a day's wages for a week's rent.
Mr. George Allen, radio expert, who was killed recently, was engaged in developing radio safety systems for railways. He had devised a method whereby the high frequency current replaced the whistle as a means of signalling from the front engine to the assisting engine on the rear of long trains.
In view of the recent decision of the Department to have its own Statistician it is interesting to note that
1.—Graphs make a quick and lasting impression on the reader. To most persons figures are very uninteresting reading, and the graphic method, by an instantaneous visual impression of the salient facts and relations, relieves the tediousness of numerical discussion.
2.—Many persons are unable to remember figures sufficiently to make the necessary comparisons, and to others the comparisons do not suggest themselves. The graphic method makes comparisons almost self-evident.
3.—The graphic method furnishes means of bringing together related facts which otherwise would not be perceived. The investigator himself must often acknowledge that the graphic representation has supplied him with suggestions of magnitudes, rates of increase and relations not suggested by the figures themselves.
4.—The graphic representation of facts often suggests hypotheses which may be further investigated. Thus a similarity of two curves to a third may suggest that a causal relation exists, or the nature of a curve may indicate irregularities due to inadequate sampling.
5.—Graphs may be employed for purposes of calculation. Thus we see that the angle made by a straight line with the base line indicates the ratio of variation and that the mode and median of a distribution may be located graphically.
6.—Graphs are utilised for the purpose of saving the time of executives in analysing statistics of business. Instead of being compelled to pore over a considerable mass of figures in order to obtain the significant facts, the important parts of the information are presented to the executive in a convenient and suggestive form.
What is defeat? Nothing but education; nothing but the first step to something better.—
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No gain is so certain as that which proceeds from the economical use of what you have.—From the Latin.
During last year a great deal of re-organisation work was put into operation, and is already showing “good.” But there is a great deal more re-organising to do if we are to get into the front line of efficiently run business institutions.
In the history of the Department, there never was a greater need for men with the qualifications of leadership than there is to-day. Every change in method demands men—men to carry out the scheme; men to carry on after initial installation, and to carry it forward enthusiastically just as they would if every penny they owned was tied up in the success of its development.
Maybe you have had the wrong training, and have never been allowed to use your own initiative; the reception given your suggestions has so stifled your interest that it is dead. Are you going to let it stay dead? You will be left behind if you do.
A year ago each of our main rolling stock repair shops had an organisation consisting of six foremen, one over each of the principal trades, and a workshop manager. When an analysis was made of each of these officers’ duties, it was shown that they were attending to official correspondence a large part of their time—work that clerks could do better; supervising the men, directing the work, arranging next jobs, seeing about proper tools, seeing that men had proper instructions, looking after apprentices, what should have been their most important work, received the minimum portion of their time. I want to say they worked, in most cases, like Trojans, and often put in overtime to catch up. They did it because the men before them had to do it. Coupled with this, a foreman often had men maybe in every shop in the works. How could he supervise them? He couldn't, and when the ratio of men to supervisors was worked out, it showed that we were asking the impossible.
Now these organisations have been changed and approximately seven additional assistant foremen have been added to the staff at each workshop. Instead of the organisation being purely related to tradesmen, it was changed to relate to work and shops. In the first place the whole workshop was divided into two sections, locomotive, and car and wagon, and a General Foreman was placed in charge of each section. Under the General Foreman are the foremen of each shop; the change in this case being that the foreman of a shop is responsible for the output of that shop, and of all the men in it, whatever their classification. Where the number of men employed warranted it, assistant foremen have been appointed in charge of specific sections of the work. Leading hands have charge of individual gangs as formerly.
At each Workshop, also a Production Office has been established to schedule work through all the different departments, so that co-ordinated effort is obtained. This department follows up the work daily, and records all delays for the purpose of preventing recurrence, and it also traces material required from other departments, stores, or workshops.
The number of avenues of promotion have thus been multiplied. The chances of any man getting ahead are greater and, incidentally the problem of finding leaders is increased. Developments are also taking place in other directions. Modern shops are being provided, modern machinery is being procured to replace the old, and, to bring our shops up to date. Modern methods must follow.
The attitude of the boss of any department concerned is the first indication of his ability as a leader. Does he succeed in getting his men to “give it a good go,” or does he know beforehand that it is “no good?”
Leadership does not mean the ability to make a big noise and to call men down. Down in our hearts we all know quite well that the most fooled boss of old was the “big noise” who would “shake up” the shop. He fooled himself most of all, because he did not realise the injustice of his action and the lack of co-operation he actually brought about. We are done with driving methods.
The modern substitute for this type of leadership is a real knowledge of one's job. Build up your personality on facts and persistent effort. Remember that the changes being made are not experiments. They are the proven results of the experience of engineers
Leadership demands obedience to instructions first, then, after you have got going see how you can make improvements. But don't start in on improving before you do get going. That way you waste your boss's time as well as your own, and you can't afford to allow that to happen. Get a clear understanding of all instructions and obey them, but don't say you understand if you don't. Don't fool yourself.
I find it difficult to find words to emphasise the need for leaders; men big enough to see the future; big enough not to be petty. The Department cannot afford to test out doubtful men, any more than any business man would dream of doing so. It's up to you to prove yourself.
I would like you to read, line for line, the following extracts which I have made from an address on “Leadership,” made by Major Bach, to graduate officers during the war. Its wartime message of inspiration was of incalculable value, and its peace-time message to railwaymen is undisputable. Every word applies to us all, and applies in our own department:—
A Commander must make good with men under, not above, him, if he would truly win success.
To lead, you must know—you may bluff all your men some of the time, but you can't do it all the time. Men will not have confidence in an officer unless he knows his business, and he must know it from the ground up.
If the officer does not know, it is entirely human for the soldier to say to himself, “To Hell with him, he doesn't know as much about this as I do,” and calmly disregard instructions received.
Many instances will arise to try your temper and wreck the sweetness of your disposition. If at such times you “fly off the handle” you have no business to be in charge of men.
Be an example to your men, don't preach to them—that is worse than useless. Live the kind of life you would have them live and you will be surprised at the number that will imitate you. Your company will be a reflection on yourself. If you have a rotten company, it will be because you are a rotten captain.
Fairness is another element without which leadership can neither be built up nor maintained. First treat all men justly. You cannot treat all men alike. An officer who applies a standard punishment for a given offence is either too indolent or stupid to study the personality of his men. In this case Justice is certainly blind.
When one of your men has accomplished something creditable, see that he gets the proper reward. Turn heaven and earth upside down to get it for him.
Use judgment. Don't ask any man to go where you would not go yourself. Study men. Get under their skins and find out what is inside. Some men are quite different from what they appear on the surface.
The foregoing applies equally to all leading hands, foremen, managers, not only in our Branch, but in all Departments. It applies everywhere in offices, stores and yards. If your thought is that “it doesn't apply to me,” believe me, you are asleep and don't know it. To those in the ranks, I commend equally the study of this subject, in preparation for their future advancement, and also because a mutual understanding always makes for contentment, co-operative action, and mutual trust. This, above all things, must be attained. The leadership of the future must come from the ranks, and who can hope to be a boss if he does not study the boss's job in readiness for the day when the boss moves forward. “Push the boss ahead,” is the slogan worth while, and it is real. Back him up with a service that stamps the character of your department on him. It cannot fail to reflect on you also. Let everybody get in line.
Among the matters of interest in connection with Railway construction at the present time none is receiving more attention than that of the Lyttelton tunnel. The follogparticulars relating to the early history of the tunnel have been supplied by a gentleman whose general knowledge of Railway affairs, extending over half a century, is probably unequalled in this country.-Ed. “N.Z.R.M.’
When tho first settlers of the Canterbury Association arrived at Lyttelton they found an excellent harbour, but the steep and rugged hills surrounding it prevented easy access to their lands on the Can-terbury Plains. A bridle path over the hill? Heathcote valley had been formed, but want of funds had delayed the completion of the proposed road to Summer. The settlers could scalethe hill on foot, (or on horseback when horses were available), but there was no road for vehicular traffic. The question of intercom-munication between the port and the productive area thus early pre. sented itself, and has continued to occupy the minds of some Canterbury residents ever since. At first goods were carried from the port i u small boats round to Summer and up theavon river, and later by larger vessels Up: the Heathcote, but apart from the delay and uncertainty due to weather condition, therewas a serious obstacle to navigation, the Sumner bar. Onenterprising settler seeking to lessen the difficulties procured a small steamer, the Alma, to be used in towing thesailing craft over the bar, but the steamerwas wrecked on the first trip to Sumner. The sailing craft continued to negotiate th bar when conditios were favourable.
It was obvious that the means of access were inadequate for any considerable business. The settlers had many discussions as to the possibilities of improvement, and later, on the establishment of responsible government, the discussions were continued in the Canterbury Provincial Council. It was decided to complete the Summer Road, but there was still doubt as to whether such completion was a satisfactory solution of the difficulty.
In addressing the Provincial Council on 11th November, 1856, the, Superintendent of the Province, Mr.
The representatives of the contractors arrived in New Zealand in December, 1859, and commenced preliminary investigation, but the first Railway Bill passed by the Provincial Council was disallowed by the Governor. On the expiry of the four months in April, 1860, the Provincial Government could not give a definite answer as to when the money would be available. The work was stopped while efforts were being made to obtain the authority of the General Government, but when in November the authority was at last obtained, the contractors declined to continue. In spite of the difficulties the Canterbury people were not discouraged.
The following additional particulars in connection with the judging in the station garden's competition came to hand after we went to press with out first issue, and we have pleasure in publishing the results in our present issue for the information of the staff.
The cup donated for the competition by the Otago Women's Club was presented by Lady Ferguson, President of the Club, to Mr. Bennett, the Stationmaster of the winning station, at an interesting gathering on Tuesday, 2nd March at Burnside. In addition to this cup (which is held for one year only), the club is very generously giving a miniature cup to the most successful gardener of the winning station, and a donation for each garden which was entered in the competition. We tender our thanks to Lady Ferguson and the members of the Otago Women's Club for the splendid example they have set in this important matter, and again to members of the staff concerned for the interest and enthusiasm with which they worked to make the surroundings of their stations a delight to the travelling public and themselves.
The “Belfast News-letter” (17/2/26), refering to the fact that the Great Northern Railway, in order to pay a dividend of 3 per cent. on ordinary stock had to appropriate £80,000 from the Government compensation account, remarks that any railway in the United Kingdom which can show an actual net profit for last year, and at the same time can be proved to be providing amply for depreciation and maintenance expenditure is undoubtedly a concern of inherent trading strength.
Mount Cook, or Aorangi (Cloud-in-the-Heavens) to give it its beautiful native name, has, in the language of the poet, brought new centuries to birth—and some of the most momentous centuries that have been measured by the flight of time. Civilisations with all their long life and splendour of achievement have come and gone, and again will come and go, but still Aorangi will endure and laugh and mock at the follies of men. It is not with such musings, however, that we are concerned in this article, but rather to glimpse at the great Southern Alps and Mount Cook, towering majestically above them, and describe some of the wonder and grandeur they reveal.
Samuel Butler the famous author of “Erewhon” who had a sheep station “Mesopotamia” on the Canterbury side of the Alps more than fifty years ago was, perhaps, the first writer of distinction to direct attention to this wonderful country of glacier and eternal snow. This historic station, it is interesting to observe, is now owned by the
Alpine peaks appeared everywhere glistening with snow and ice, frowning rocky precipices furrowing their sides, and above them all, the bold majestic form of Mount Cook stood out conspicuously. This was still more striking as the glorious mountain rises abruptly in the foreground for more than 10,000 feet above the broad valley, and on its western flanks it is also separated from its southern continuation by a low snow saddle. After this low saddle the Moorhouse Range rises again to a great altitude, the sharp contours of this glistening ice-clad mountain mass, standing out boldly against the azure sky of a summer day, whilst deep below it two large glaciers, one, the Hooker Glacier, coming from the southern flanks of Mount Cook, and the other the Mueller Glacier, bringing down the ice-masses from the Moorhouse Range, filled the broad lateral valleys. Nothing I had previously seen can be compared with the sublimity of the scenery which certainly has not its equal in the European Alps.
The story of great mountain peaks, of awe-inspiring glaciation, and the magic forms of snow and ice told by Sir Julius von Haast and
A word in passing about the tariff and accommodation at the Hermitage. This varies from 17/6 to 22/6 a day, or from 12/6 to 15/- a day for the use of a camping hut. A special reduction is made in the case where visitors stay more than one month, and a similar reduction is made throughout the months of winter. The guide fees for glacier excursions vary from 7/6 to £1 a day according to the number in the party. For the ascent of Mount Cook, Tasman or Sefton the guide fee is £5 per day per guide. Less ambitious ascents, though yet providing great fascination, are available to climbers at the rate of £2/10/- per day per guide. Horses can also be obtained at the rate of 12/6 per day. All necessary equipment (boots excepted), is provided for these excursions at the Hermitage.
To reach this alpine resort,—which is not excelled by any in the world, either in its appointments or its setting,—we travel 40 miles by rail to Fairlie which is 1,000 feet above sea level and the terminus of the branch railway from Timaru. The rail journey is full of interest, for the running is through delightful agricultural country with neat farms dotting the landscape. At Fairlie, powerful motor cars are requisitioned to complete the journey to the Hermitage. A pleasurable view of the giant peaks is obtained from Burke's Pass (2,300 feet), which is soon reached by car, and the journey onwards now provides mountain and lake scenes of incomparable beauty. Lake Tekapo (2,320 feet above the sea) is a great lake fed by the glacier streams of the Godley and the Glassen Glaciers and will one day provide electrical service to turn the wheels of industry and brighten the homes and the lives of dwellers far away. One enjoys the lunch in the bracing air at Lake Tekapo and resumes the journey to the Hermitage with increasing enthusiasm. Some thirty miles from Lake Tekapo there is Lake Pukaki. This lake is also fed by the great glaciers of Mount Cook. The great snow mantled peaks which tower to 10,000 feet about Aorangi present a magnificent spectacle, and although forty miles away, they are mirrored in the pellucid waters of this beautiful lake. Every mile of the thirty six which separates us now from the Hermitage provides vistas which we are not soon likely to forget.
(To be continued.)
An old Wellington worker (once a neighbour of mine at J'ville), who some years ago took up land and blossomed out into a successful farmer, was visiting me for the week-end recently. “For Old Times’ Sake” he travelled to town with me on the Monday morning by the 7.10 Worker's train. This gave him an opportunity of renewing acquaintance with several old cronies. While travelling to town, he remarked on the slickness with which the train was now dispatched from the stations en route to Wellington, and (as the carriage gave a lurch going round a curve), also on the “speed” of the train, adding, “It was the ‘want of speed’ that used to trouble us in the old days, and insufficient accommodation both going and coming.”
“You're right, Bill,” replied one of the oldest suburban travellers. “But we were a long-suffering, good-natured crowd in those days and used to extract a lot of fun out of unfortunate delays. Were things to be run now as they were then, they'd hang the Minister of Railways, or at least turn out the Government.”
“‘S that so? Are things, then, so much better now?” queried the person we call “Didymus,” “because of his unbelief” in anything told him to the credit of New Zealand, her railways, or anything “within her gates.”
“So?” exclaimed our visitor. “I should smile!” Then he became reminiscent.
“I remember one evening the overcrowding was worse than usual and quite a number had to stand, some out on the platforms, which is not only against the regulations, but exceedingly uncomfortable passing through the tunnels. Next morning there was some growling among the crowd in our carriage. You remember, Bill?”
“I do. And didn't it nark the ‘Young Colonial’ as we called him?”
“It did. ‘You Old Country blokes,’ said the Young Colonial—he travelled in what he called ‘a filthy smoker,’ in order to avoid the annoyance of being called upon to give up his seat every other morning to a pert tailoress, or a young miss working in a printery. ‘You Old Country blokes,’ he said, ‘must have bin deuced comfortable in your carriages at Home, the way you growl about these here.’”
“‘One thing about the carriages at 'Ome,’ chipped in the man with the retrorse nose, as he shook the ashes out of you old briar of his, ‘is that you're never crowded out of your seats like you are here. The carriages are constructed crossways, and one sees at a glance if they are full, and passes on to seek another. Of course it compels the railway to put on more carriages.’
“‘Then the fellow we used to refer to as ‘the henwife’ when he wasn't present, and who invariably had a thick coating of clay on's boots, would look up and ejaculate, ‘Very good…‥’
“‘In theory,’ puts in the ‘Wee Mahn,’ ‘bit it disna aye wark oot that wey in practice. I min’ ance I wis traivellin' i' the north o' South Britain, an' I went into a carriage in whilk five leddies were sittin' on ae side, like a bevy o' beauties—on'y they werena—an' the ither sate wis emp'y. I wis jist in time, for I had har'ly sittin' doon, whan three big, burly fermer buddies cam' in an' fairly ta'en up the rest o' the sate. There wis evidently a scarcity o' carriage room, for at the next station a porter lookit in at the open windy an' countit oor heids, syne cried, “Room for one 'ere, sir,” an' immediately a tall, thin man jumpit in jist as the train gaed aff. Weel, he ettled to squeeze himsel' in atween twa o' the fermers, bit fin'in' the poseetion “maist difficult to negotiate,” as ane o' you gowfers wad “put” it, he turnt to ane o' thame an' said, “Excuse me, sir, you must sit up a bit. Each seat is constructed to accommodate five persons, and according to Act of Parliament you are entitled only to eighteen inches each.”
“Indeed, friend,” said the fermer addressed, “that's all very well for you that's built that way, but ye munna blame huz hif we haint bin constructed ‘according to Ac' o' Porlimint'.”‘
“The ‘Wee Mahn's’ story was long, but our progress cityward that morning was, if possible, more than usually slow, and just as it finished the train came to a dead stop.
“‘Wot the devil's hup nah?’ queried the perky individual, the skin of whose face seemed to have been put on over his cheek bones with a shoe-horn.
“‘Afraid it gets to town before the Guv-'mint takes the line over, I s'pose,’ replied
“We always referred to it, you mind, Bill, as the ‘scorner's seat.’
“When the laugh that had followed his sally had subsided, and the train had begun to move once more slowly onward, the ‘fat, fodgel wight’, taking an extra strong pull at his pipe, like one in the act of mentally solving or evolving a conundrum, again spoke:
“‘Say,’ said he, ‘can any of you well read individuals tell me where the Manawatu railway is referred to in Holy Writ?’
“The suction of two dozen pipe stems became intensified.
“‘Give it up,’ said ‘Wingy,’ who is ever ready to ‘give up’ anything but money or money's worth.
“‘In Genesis, first and twenty-fifth.’
“‘Garn!’ cried a dozen voices.
“‘Well,’ said the wight, ‘it refers to “everything that creepeth upon earth!” Doesn't that refer to the Manawatu?'
“‘But I say,’ queried the Young Colonial, ‘do the trains in other countries travel much faster, or, should I say, a little less slowly, than ours? Now, dinkum?’
”‘Hi shud smoile,’ replied the Cockney in the brown suit. ‘W'y, man, trav'lin' fro' Yo'k to Dawlington by train the telegraf posts appear like a stab fence. Strite!’
”‘That must be bosker,’ said the Young Colonial.
”‘That's nuthin',’ remarked the Spalpin, who always looked as if he'd been “drowning his shamrock” the night before. ‘That's nuthin'. Goin' out from Dublin if ye peep out av' the carriage window ye feel quite depressed an' sad like.’
“‘How's that?’ asked the Young Colonial.
“‘Because the milestones pop up so quick and thick ye think that yez are goin’ through a graveyard to yer mother's funeral.'
“A slight ‘nicher’ ran round the carriage, and, somehow, the Young Colonial looked hurt.
“‘Can you cap that, Scottie?’ asked ‘Yorky’ of the “Wee Mahn.”
”‘Weel, dae ye ken,’ said the ‘Wee Mahn’, taking the bait thrown out by ‘Yorky’. (Here let me say that although the ‘Wee Mahn’ always travels in a smoking carriage, he never smokes. ‘It's owre coastly hereawa',’ he says.) ‘Well, dae ye ken, I aince traivelt wi' the Glesca an' Sou'Wast to Gourock. We passed a fiel’ o' neeps, a plat o' cabbages, anither o' sybos (spring onions), anither o' persley, an' anither o' leeks, an' syne a loch, an' govydick, the train gaed at sic a rate I thought it wis a muckle pat o' kail!’
“The ‘exiles’ laughed a loud united laugh, and the Young Colonial remarked, ‘Why the dickens don't you learn to speak English?” and became absorbed in the sporting columns of the morning paper.
“You mind, Bill? That was one of our best mornings; but we had many almost as good!”
A recent press message disclosed the interesting fact that but one passenger was killed in a train accident in Great Britain last year. And even this fatality was not directly due to the train accident as subsequent evidence proved. It is a wonderful record, yet (according to the “Railway Age,” 23/1/26) the statement that it is an unparalleled record is not quite correct, for the railways of Great Britain have done even better than this in former years. In 1901, and again in 1908, they were able to report none killed; and in both cases the records were clear of fatalities under this head for a total period of 15 months. The records before the war included Ireland also. The total number of passengers carried in those years was about 1,500 millions in each twelve months. Added importance attaches to this great record of safe transportation because of the high speeds and the density of traffic which characterise railway operations in Great Britain.
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Following experiments made by the Great Western Railway Company concerning Safety First, the number of accidents in the Company's workshops at Swindon was reduced by 17.5 per cent., and among the permanent-way men over the whole system by 17.3 per cent.
Not until you have toured the United States by road do you realise how much sign-posts can do to help you and make the journey interesting. Every State has ideas of its own in the matter, but most of them are effective enough and many have a grim irony that fixes them in the memory. On one precipitous road in Colorado an arrow points straight into an abyss where rest the mangled remains of dozens of cars, so far below they look like toys. Under the arrow is a sign which says: “Step on the gas and follow these.” “Don't be a speeding fool,” pleads another type of sign-post, some of which add: “How would you like to kill your own children?”
A correspondent, enclosing the following poem, writes:—“Your fine appreciation of the work done by the bridge gangs on No. 1 Bridge, Blackball, recalls to my mind a similar incident in the winter of 1903, when a high embankment near the Upper Hutt “went west” down the gully in a long yellow stream of slurry extending for half a mile.
A great stretch of track hung in mid-air and the then important traffic to the Wairarapa and Napier was completely blocked. Gangs and material were collected from far and near for a race with time, and for twelve days and nights in incessant rain the work of building, what is now Bridge No. 26, went on. The following poem, written at the time by Will Lawson, senses the spirit, and I might say the romance of railroading, and it may be of interest to our readers.”
An exceptionally large ingot mould was recently cast by Sir W. G. Armstrong Whitworth and Company Limited, at their Openshaw Iron Factory (says “The Engineer”). The dimensions and weight of the mould are:—Internal diameter, top 72½ inches, bottom 80 inches, external diameter, top 113 inches, bottom 121 inches; length 205 inches; and weight 109 tons. One hundred and thirty tons of molten metal were used to cast this. The metal was teemed into the moulds in ten minutes, and the casting was afterwards fed for twelve hours. This is the largest mould which has been cast in the Company's foundry, and probably one of the largest produced in the country.
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Experience is by industry achieved and perfected by the swift course of time.—Shakespeare.
The “Hawke's Bay Herald,” in drawing attention to the increase of 6,482 passengers, 617 season tickets, and £12,293 in revenue at Napier station for the financial year ended 31st March last, states that, “In the handling of the increased traffic, the officials have always risen to the occasion and provided the travelling public with the best service it is in their power to give.” Well done, Napier!
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The spirit of business enterprise with which the Railway Department is conducting its operations is made evident in many reforms and innovations (says the Annual Report of the Wellington Chamber of Commerce), and among these has been the speeding up of express passenger trains, and congratulations were conveyed to the Government for these added facilities for the travelling public.
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From the General Secretary, United Commercial Travellers and Warehousemen’ Association of New Zealand: “At the Association's Conference held at Dunedin this month it was resolved that the Railway Department be congratulated on the highly efficient manner in which the business of the railways of the country is being conducted; also to thank the Department for the consideration and courtesies extended to our members during the past year.”
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Referring to the excellence of the arrangements made at the Oamaru railway refreshment rooms for “feeding the multitude,” the “Otago Daily Times” remarks:—
To feed upwards of 700 persons in less than an hour and a half is in itself no light task, but to serve them quickly and without congestion in a dining room with a total seating capacity of 250 is an achievement that calls for no little organising ability, and reflects great credit on those responsible for the task. …‥ After seeing some 600 meals served expeditiously and cleanly in a little over an hour the reporter came to the conclusion that the New Zealand Government at all events is doing its best to attend to the wants of the inner man so far as the travelling public is concerned…‥ There is an entire absence of the hurried methods usually associated with a public dining room during busy hours. On the arrival of a train, not a moment is lost, and not a movement is wasted. Could the average diner who has an appetising meal placed before him immediately he takes his seat know the careful preparation and far-seeing organisation which have gone towards the expeditious attention he receives, he would be filled with wonder at the enormous amount of work and organisation involved …‥ In the scrupulously clean kitchen the chef and his assistants attend to the carving and dishing, and as fast as plates are filled they are taken up and carried to the tables to make room for clean ones, which are being passed over in a continual stream from the dish-washers. So smoothly does everything proceed, and so well does the work of each department synchronise with that of the other, that by the time the last diner has left the room the whole system is in readiness for the next batch.
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From the Town Clerk, Waihi, regarding a trial special train from Morrinsville for excursionists to the beaches of Waihi:—
“I desire to place on record our feelings of the highest appreciation of the work of your officials here, and also those at intermediate stations. There is no doubt that the comparatively large train load was in no small measure due to the efforts of your officers, who entered into the project full of enthusiasm and lost no opportunity of inducing excursionists to travel. The help received by us from Mr. Rollo, Stationmaster, at Waihi was particularly beneficial and his advice and ready co-operation, with his excellent foresight in the matter, considerably eased our task.”
The following is a copy of a pamphlet issued by the Board of Management for the guidance of those engaged in shunting duties:—
(1) Don't take unnecessary risks, even if others do. The safe course is the best.
(2) Give signals promptly and distinctly.
(3) Keep a good look-out ahead of wagons standing foul or coming in another direction.
(4) Don't walk unnecessarily between rails, or step back on to them, without looking.
(5) Don't walk across a track through steam or smoke.
(6) When bringing wagons to a stand at the end of a road allow a length or two for bumping and put one or more brakes hard down.
(7) Use a trailing brake for preference—it is less dangerous.
(8) Look out for bad buffers. Mark “Dangerous” any wagons with damage to buffers.
(9) Beware of wagons entering sheds or narrow limits.
(10) Ride on the step of wagons for preference.
(11) Don't attempt to jump on the front of a fast-moving engine.
(12) Don't cross over the cowcatcher in front of a moving engine.
(13) Don't cross legs getting on or off moving vehicles.
(14) Don't attempt to couple or break couplings of moving wagons and don't attempt to move wagons while being coupled or uncoupled.
(15) Don't cross over between fast-moving wagons.
(16) In cutting off wagons face the way the wagons are going. Take a grip of the side of the wagon with the hand not required to lift the hook. It is not necessary to get between the rails to do this.
(17) If unable to lift the hook stop the engine.
(18) Keep your feet clear of switches and check rails.
(19) Don't slip wagons where you can conveniently run round them. It is a dangerous practice.
(20) Tail-ropes are dangerous in inexperienced hands.
(21) Don't allow an inexperienced mate to do risky jobs.
(22) Work where possible on the Driver's side of the engine. He will then get your signal direct.
(23) Keep the Driver informed of what you propose to do.
(24) Keep your mind concentrated on your job.
(25) Keep your mates informed of what you are doing.
(26) Don't wear faulty boots or loose clothing.
(27) Don't cross the rails in front of a moving vehicle to apply hand brake.
(28) When wagons are kicked steady them with hand brake to lessen bump and avoid damage to draw-gear as a broke buffer may result in a member being crushed between two wagons.
(29) When turning points press lever down and make certain points are properly set.
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The law of cause and effect takes no account of modern conditions. It was the same when Noah built the Ark as when Dunedin built the Exhibition. But whereas Ham and Shem had little to take their minds off boat building, the modern worker has a thousand outside interests to divert his mental processes from the mechanical work in hand—and with every diversion the hazards are multiplied. Hence the need for constant vigilance and observance of the laws of Safety-First.
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“Why does the manager seem so partial to young Saunders?”
“Because he's the only fellow on the staff who isn't taking correspondence lessons to become manager himself!”
A Conference of Business Agents lasting for two days commenced on the 29th April. The Business Agents present were: Messrs. Greig (Otago), Marshall (Wairarapa and Hawke's Bay), McNeil (Dunedin), Wellsted (Wanganui), Stanley (Wellington), Welsh (Auckland), Pawson (Christchurch).
The feature of the Conference was the brisk keenness displayed by all the Agents, and the thorough knowledge of business conditions in their districts which discussion on the various points brought out. Remarks were always short and to the point, and unanimity was reached in regard to every recommendation.
The Right Hon. The Prime Minister, who attended the opening session in his capacity as Minister of Railways, then addressed the Conference. (See page 6.)
In the discussion which followed all were ready to speak immediately opportunity offered and had their views well thought out.
It was felt that the operations of the High way Boards were helping the Department.
Mr. Marshall said that North of Masterton there was now practically no opposition, and revenue had been augmented between Hastings and Ahuriri. Suggestion was frequently put forward that small lots should be carried pro rata. Mr. Greig found that the change in rate on benzine was helping the Railway. On the Fairlie Branch road competition in goods had disappeared. Mr. Pawson thought that some alteration might be made in regard to Southbridge passenger traffic. Mr. Wellsted was of opinion that in Taranaki everything reasonable had been done.
There were several transportation areas where this might be carried out to advantage. Sections particularly noted were Inangahau—Westport, the Kaikouras Line, and between Wharanui and Parnassus. Some further adjustments in rates might have to be made in this connection.
Business Agents were continually having the matter of additional advertising by the Department put up to them. Attention was drawn to the standing advertisements which some of our competitors had in the newspapers. It was contended that if it had paid these people to advertise so freely it would pay the Department; fuller advertisement of fares and wider use of the screens were methods advocated.
“Red Cap” porters, said Mr. Welsh, had been a decided success at Auckland. They were much appreciated in Wellington. It was suggested that they could be employed with advantage at Christchurch, Dunedin, New Plymouth and Frankton. Mr. Mouat explained that the volume of traffic determined the possibility of providing sufficient employment.
It was suggested that the reserved-seat system be brought into full operation at Frankton for the Auckland-Wellington expresses and that Rotorua be given an allocation for the summer season. Also that the telegraphic fee be abolished altogether and a flat rate for telegraphed reservations be substituted.
A demand for a further extension of Sunday trains was reported from certain districts.
While it might in some instances be an advantage for Business Agents to attend race meetings, thereby gaining the opportunity of meeting racehorse owners and, at some of the country meetings, seeing farmers in connection with the traffic, the general opinion was that it would be advisable to leave the matter to the discretion of Business Agents as to whether they should or should not attend any particular meeting.
The opinion was expressed that a larger proportion of the space available should be made use of for Railway propaganda. This refers particularly to posters on hoardings facing public roads. It was considered that there would be fuller advantages obtained from posters if fares (including steamer fares) between principal points were included.
None of the Business Agents had found that the objections raised by the various associations and newspapers to the display by the Department of posters had interfered in any way with their efforts to obtain traffic for the Railways. No individual has ever raised the point when approached in connection with prospective business; the opinion was that the Railway had led the way in improving hoarding sings by increasing their artistic merit. In the mater of buildings it was felt that, while judgment should be exercised not to interfere with their architectural beauty, the display of advertisement-signs was not in itself objectional so long as the signs did not offend the aesthetic sense of the public, or spoil the outlook in particular localities.
The opinion was expressed that rail motors might be used with advantage on long distance journeys, for example, Greymouth-Inangahua and Wellington-Masterton. Other possible tryout runs suggested were: Blenheim-Wharanui and Nelson-Glenhope, but for these services a fast running car capable of 40 miles per hour would be essential. Objection was raised to the “Clayton” on account of no space being available for luggage and parcels. It was suggested that on the Waiuku and Pukemiro Branches a car could be run to conserve traffic, but it would not be a paying proposition, although it might serve to stave off any other competition. Generally it was felt that experiment would be necessary to decide whether the cars could be placed on the Napier-Eskdale run and also on the Parnassus, Little River and Southbridge Branches. The rail car might be tried to find out whether the number of passengers offering would warrant its running. A night running rail car between Frankton and Thames was suggested. All the Business Agents drew attention to the risk of losing goods traffic should rail motors be put on and the ordinary services be interfered with. The general opinion appeared to be that all rail motors meantime should be used as supplementary to, rather than in lieu of, existing services.
It was felt that should the Department undertake the running of road motor buses on sections where motor competition was already successfully competing with the rail, the best course to pursue would be to purchase the plants of our competitors. In one sense the competition was considered to have been a blessing in disguise as it showed us possibilities for the further increase of passenger traffic through the provision of a motor service. Places mentioned where road buses might be used were: Oamaru-Tokarahi, Napier-Hastings, Hastings-Waipukurau, Masterton-Palmerston North, Masterton-Carterton and the Kaiapoi and Southbridge Branches. In Canterbury there was a certain amount of public clamour for an extension of the rail system by means of buses to supply a pick-up and set-down, door-to-door service.
In their effort to meet public requirements all business Agents expressed their gratification with the assistance given by the staff. Both First and Second Division were alive to the advantage of securing traffic. It was felt that too much could not be done to keep the matter of service constantly before them in view of the necessity for organisation to obtain and retain business. The attitude of the public towards the Department has been vastly improved during the last year or two. It was suggested that new boys joining the service required careful training in courtesy towards the public. Business Agents in each District might with advantage take every opportunity that offered to address the staff on matters likely to contribute to the welfare of the Service. Such subjects as “Courtesy,” “Handling of goods,” etc., could be chosen as being matters in regard to which instruction would be likely to create a better feeling between the public and the Railway. The circular issued last year containing notices of appreciative reference by the public had created a better feeling amongst the staff, and had been much appreciated by them.
It was felt that the Departmental “Magazine” would provide a splendid means of communicating matters of interest to the staff. Suitable articles would help to keep the members instructed and educated in regard to the latest phases of railway working both in New Zealand and in other parts of the world. The principal branches of the Service through the medium of the unified magazine, would be drawn together in a community of interest not previously
The general opinion was expressed that service was of more moment than fares, and in cases where we had been able to obtain traffic on account of extremely low fares—as in the case of workers’ tickets—it was a moot point whether our fares were not rather below the point at which they could be considered remunerative. A Shuttle service was suggested between Suburban stations by rail motor between the hours of say 10 a.m. and 4 p.m. at reduced fares. A suggestion was also made that a reduction in return tickets might induce passengers to travel both ways by rail where at the present time they travel one way by road.
There was scope for an extension of excursion traffic by the supply of special services in particular localities. Effort should be made to induce promoters of “house” picnics to arrange travel for their annual picnic by rail. Excursions for farmers in the winter time between one farming district and another was recommended, the matter to be tried out between the Waikato and Taranaki Provinces. It was considered that this idea offered quite good possibilities. Negotiations were opened for running a farmers’ excursion from the Waikato to Hawera for the South Taranaki Winter Show about the end of June.
The question of the removal of the limitation of one excursion per annum now granted to schools was raised. It was felt that at times the restrictions prevented the Department from obtaining traffic which might otherwise have been available.
Mr. Mouat announced that the Department some time ago made arrangements for improvements in the tarpaulins and that those now being released from the workshops were of better quality in all respects than those previously in use.
On November 21st at 6.45 a.m. (says the Annual Report of the Japanese Government Railways), a passenger train, No. 621 (composed of five bogie passenger cars) was running between Fubasami and Imaichi, Nikko Line. No sooner had it reached the up grade than the engine began rolling in the air until it came to a standstill. A relief engine was sent from Imaichi station, but as the drivers on the latter failed to work the brake properly it rushed against the train in situ. The violent shake destroyed two engines, thereby injuring six passengers, three railway servants, and one railway post office servant.
A London Cabman, unable to pass a bus, was inflamed to paroxysms of unthinkable objurgation. “Oh, sir,” said the driver of the bus in tones of reverence, “that was lovely! Will yer kindly tell me where ye're preaching next Sunday? I should so like to ‘ear yer at yer best.”
The Institute of Horticulture, which held its Conference at Dunedin recently, has been taking an interest in the question of beautifying railway stations, and at the Conference it was stated that about £150 was spent in Oamaru last year on horticultural improvements to portions of the railway at the entrance to the town.
The interest displayed by the public in the appearance of railway stations is gratifying, and at those places up and down New Zealand where the railway staff have realised the opportunities which the precincts of their station offered for the effective cultivation of flowers and shrubs, and have put that realisation into practical effect, the general improvement in the appearance of the premises has been most marked.
A well laid out station garden with abundance of flowers abloom is particularly pleasing to the eyes of train travellers on some of the longer runs, but everywhere it attracts attention and elicits favourable comments.
People are influenced by their surroundings, and a place that is made pleasant and picturesque by an artistically conceived and well tended garden “with borders, beds and shrubberies, and lawns and avenues,” is more likely to attract their custom and hold their interest than one at which there is nothing to relieve the intolerable drabness of bare utility.
The effect of orderliness combined with beauty, which decorative efforts of this kind have on members of the staff, must also be taken into account when considering the matter even from a purely utilitarian standpoint.
Pride in the appearance of one's station is a reinforcement to pride in the quality of one's work. It tends towards a natural harmony, a unity of action and outlook likely to result in better regulated attention to business, a brighter view of duties to be undertaken, a greater kindliness and courtesy towards the public and fellow-members, and the rendering of more efficient all-round service.
Members are in-invited to forward photographs and notes on the progress made at or about their station (whether officered or tablet) in the direction of horticultural improvement, for publication in the Magazine.
We have heard very little about the railways lately (says the “N.Z. Observer”). At one time there was a constant outcry against the methods of the Department. To-day there is very little adverse criticism and what is said by way of complaint against the running of the services is taken note of and an attempt made to remedy matters. The New Zealand Railways were probably never in a more efficient state than they are to-day, and we doubt if, jointly, there has ever been a Minister and a staff more keen to meet the wishes of the public. The evidence of a desire on the part of the Railway Administration to anticipate needs of the users of our railways is indeed a very healthy sign.
Referring to the Easter rush to the Exhibition at Dunedin, the Otago Daily Times described the exodus of trains and passengers from Christchurch as “A Monster Cavalcade.” On April 1st, about 5,000 passengers were conveyed by the eight trains southward bound with visitors from the North Island and Canterbury. This was the largest number of through trains ever despatched to Dunedin in one day, and their combined length would extend over a mile and a quarter.
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“Is this play going to be one of those improper dramas?” inquired the discreet friend.
“I don't think so,” answered Miss Cayenne. “The audience is exceptionally small.”
T. B. Ball, Turner, Petone, £5.—Suggested method for grinding link motion.
H. Neill, Turner, Newmarket, £2.—Multi tool holder.
M. J. O'Connor, Leading Coppersmith, Petone, £5.—Suggested method for annealing copper pipes of locomotives whilst undergoing overhaul.
E. W. Smith, Leading Lifter, Petone, £20.—Sleeve on drawgear of “La” wagons.
S. A. I. Taylor.—Carpenter, Newmarket.—Suggested improvement to “P” wagons.
L. A. Sharpe, Leading Fitter, Napier.—Suggested improved nipple for water gauge columns.
A. McQueen, Casual Fitter, Dunedin.—Suggested template for boring stiffeners on girders of bridges.
Stationmasters:
I. W. Blackmore,
S. R. Stedman, Feilding, Grade 5.
C. J. Symonds, Assistant Relieving Officer, Grade 6.
Clerks:
M. L. Chappell, Pukekohe, Grade 6.
Foreman of Works:
R. A. Hopkirk, East Town, Grade 4.
Porters to Shunters:
T. Turner, R. H. Blackmore, I. G. Smeaton, R. V. Fox, T. H. Metcalf, F. G. Molesworth
Painter (Maintenance Branch):
J. P. Vincent to Leading Painter.
Ganger, Sub-class 10:
E. R. Moore to Inspector Permanent Way, Grade 6.
Surfacemen:
J. Friel, T. Woodward, J. Johnston, to Gangers Grade 2.
Fitters:
A. E. Harmans to Leading Fitter, Hillside, Grade 2.
K. J. Hollis to Fitter, Petone, Grade 1.
Blacksmiths:
D. O. Scorgie to Forgeman, Addington.
Lifters:
M. J. Earley to Train Examiner, Christchurch, Grade 1.
Labourers:
R. C. Mayne to Striker, Addington, Grade 2
Mr. F. C. Widdop, Chief Engineer, who is at present abroad, sends word from Australia regarding various matters which have come under his observation. He has secured a number of plans which may be useful as a guide in carrying out the programme of works upon which our own engineers are engaged. Commenting on the tracks of the various systems he states that generally speaking they are not so well maintained as ours. Motor competition is rife in the Australian States, and the Departments are meeting the position by putting on their own motor buses. He visited all the large workshops, finding them up-to-date, but in some instances they were cramped for room. The method of lighting with sawtooth roofs was common, but Mr. Widdop could see no advantage over the New Zealand ridge type. Other features inquired into were coaling appliances, round-houses, and gang lengths. The use of motor trollies has enabled gang lengths to be extended, and the cost of maintenance has thus been reduced. It is probable that this economy may be found practicable in parts of New Zealand. South Australia is now landing some fine engines from England weighing 200 tons, and with a tractive effort of 54,000 lbs.
* * *
An informative article on the subject of automatic and power signalling in New Zealand, with particular reference to the above section, appears in the March issue of the “Railway Engineer.” It is from the pen of
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Over quarter of a million passengers (226,576) were carried by South Island Mail and Express trains to Dunedin during the great Exhibition.
The Administration invites ideas likely to effect economies or improvements in any phase of Railway operations.
To the keen, observant employee, methods for improving the service sometimes suggest themselves in the course of the day's work.
Your suggestion or invention may be valuable both to yourself and to the Department. Do not hesitate to send it along to the Secretary. Suggestions and Inventions Committee. Head Office, Railway Department, Wellington.
Note—Although the suggestions and inventions listed have not all been adopted, the enterprise of the members concerned is greatly appreciated.
Highly commendatory references to the new sheep trucks recently put into commission, reach us from Invercargill. These deckers embody many new features of design and are superior to any previously built by the Department. Improvements in the height of the compartments, in the construction of the doors, and removable grating floors which admit of thorough ventilation under the gratings, are all new features and render these trucks ideal vehicles for their purposes. “It is difficult to find a fault with these wagons,” writes J. A. Stewart, Esq., to Mr. W. I. Hessell, District Traffic Manager at Invercargill.
The stock have now about a foot more clearance in each compartment; the doors being consequently higher, enable the sheep to come out without lowering their heads. The floor gratings are now let in in sections and can be removed and the floors cleaned out. The diagonal iron stay so long the cause of doors jamming has been done away with, and the doors (fitted with handles) now run smoothly on a round iron rod. Altogether the trucks are a credit to the Department and will greatly facilitate the discharge of stock.
The Department is about to undertake the construction of three new main line express corridor semi-steel cars. These will be of a design entirely new to New Zealand. A full description will be given in a later issue of the “Magazine.”
Addington Workshops have completely adopted electric in place of gas power for working machinery. The change-over was made last month and is proving a decided improvement. The power is supplied by the Lake Coleridge installation.
To meet the need for better sleeping accommodation on trains, and in order to provide this necessity at the earliest possible date, it has been decided to build five new sleeping cars in our own workshops. These will be similar in many respects to the sleeping car which created so much favourable comment at the Dunedin Exhibition. The cars will be built to the design of the Chief Mechanical Engineer (
Ten “A” class superheated loco boilers have recently been ordered from Messrs.
It is understood that the Early Settlers Association of Otago is interested in the old locomotive “Josephine,” and it is possible, when arrangements have been made for suitably placing it, that this ancient engine may be preserved as an interesting relic of the early days. The Josephine meantime is being housed at the Hillside Workshops.
Two new “Ab” engines have recently been built and put into traffic at Addington.
The two new Ford rail cars recently built are being sent to the South Island for use on the Switzers and Glenham Branches.
The chassis of the Edison Battery Car is being dismantled for transhipment to Christchurch. When the car body which is being built there is completed, this car will be tried out on the Christchurch-Lyttelton run.
At the present time coal tests are being carried out in connection with the use of New Zealand coal on the Railways.
The Board of seven, representing all interests, which commenced its inquiries last year into the question of the possibility of economically using New Zealand coal on Railway locomotives, has reported definitely in favour of the local over the imported article.
Wide fire boxes, the New Zealand standard for modern locomotives, make these engines suitable for New Zealand coal. The older types of narrow fire box engines are being gradually eliminated.
Take care to pursue the business in hand with vigour and application; remember you are a man and let your actions be done with all the dignity and advantage of circumstances.—
A guard recently received a letter from a friend commencing: “Dear,—I am sitting by the glorious Huka Falls drinking it all in.
* * *
The student, sitting for a general knowledge examination, came to the instruction: “Write very briefly what you know about
The man of wide information pondered awhile and then painstakingly wrote: “He wasn't the one who invented the steam engine.”
* * *
Visitor (after an inspection of an American motor factory):
“What puzzles me is the ability of the States to absorb all the ears and lorries turned out by your motor industry.”
American Work's Manager:
“Say, that's easy. Over here a man is considered a bad American if he expects a car to last more'n a year!”
* * *
Babies may be described as the mainsprings in the watches of the night.
M. Coue is now turning his attention to the curing of stammerers. Every d-d-d-day, in every w-w-w-way, his patients are getting b-b-b-better and b-b-b-better.—The Americans get the same effect by a shorter route: “Oh H-h-h-ell, I'm w-w-w-ell!”
If our foresight were as good as our hind-sight our present sight would be a dashed sight better.
* * *
They were on their honeymoon, and she regarded him as the most wonderful being in the whole world. As they strolled along by the sea shore he stopped suddenly, and in a fine poetic frenzy exclaimed: “Roll on, thou deep and mighty ocean, roll!”
“Oh, look, George,” she cried in ecstasy; “it is doing it.”
* * *
Willie had been presented with a pop-gun and was enjoying himself immensely when his mother ordered him to give the pop-gun to her.
“But why, mother? Why?” Willie protested.
“Because your father says that the sound of it makes him so thirsty,” was the reply.
* * *
A notice on the main road near a town in the United States:—
Drive slow, and see our beautiful city.
Drive fast, and see our beautiful goal!
* * *
When Booth Tarkington was visiting Naples he was present at an eruption of Vesuvius.
“You haven't anything like that in America, have you?” said an Italian friend with pride.
“No, we haven't,” replied Tarkington: “but we've got Niagara Falls that would put the d —d thing out in five minutes.”
Note.—Indicates decrease.
The above statement is compiled from the weekly traffic returns, which are found most useful when forecasting the approximate revenue for the period, and tracing the weekly fluctuations in traffic.
In surveying the above figures it must be borne in mind that Easter Monday 1926, was 5th April, and in 1925 the 13th April, so that the current year's passenger figures would be slightly affected on account of a portion of the advanced bookings being included in March period. However, the large decrease in the number of passengers carried in the North Island, viz.: 170,556 is due almost entirely to motor bus competition in the suburban areas of Auckland, Wellington and Napier, while the increase in the South Island is mainly accounted for by the Exhibition traffic.
Livestock shows a substantial increase due to the late season, and to the fact that sheep have been moved owing to shortage of feed in Wellington and Hawke's Bay districts.
Timber has dropped over 10,000 tons—almost every district showing a decrease. This is mainly attributable to heavy importations of poles for Power Boards last year and also to unfavourable weather conditions-interfering with loading operations, particularly in Ohakune district.
Under the heading “Other Goods” there is shown a decrease of 40,000 tons and the main factors bearing on this decrease are:—
The strike at Glen Afton coal mines, the shipping hold up at Lyttelton, and severe weather at Westport seriously affecting the shipping.
Turning to the revenue, the increase in passenger receipts is due to more long distance bookings this year—mainly issues to Exhibition visitors. The decrease in parcels revenue is explained by the fact that horses and motors are now booked through the goods.
The new tariff is responsible for the increase in goods revenue.