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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.
The Railway Department in its capacity as guardian of a substantial portion of the public revenues, is called upon to exercise some of the highest qualities of technical skill, of business acumen, and of state-craft. Faced with the challenging competition of motor vehicles on the roads, it might have chosen one of three definite policies. It could have stood pat, and calmly seen its business drift away, sure in the knowledge that what the Railway lost in revenue would be made good out of taxation. It could have cut rates to any extent necessary to defeat competition, thus saving its traffic but sacrificing its revenue. It could have abandoned the rail in the districts threatened and prosecuted a policy of cut-throat road competition. These were clearcut issues, but none of them exactly fitted the situation; for the economic factor varied so greatly between one place and another, that what might be right in the suburbs of Auckland would be wrong on the Canterbury Plains; what would suit for benzine might be of no use for potatoes.
The course followed, therefore, has rather been tentative; a compromise of policies to suit exigencies, pending the time when the relative suitability of rail and road for the different classes of transport work could be worked out on an economic basis.
By close commercial investigation the Railway has stood pat when circumstances appeared to warrant this course, and time after time has been justified by seeing first one competitor and then another wilt away. Again, after full study of the question, rates between special points and for particular commodities have been cut to a point sufficiently low to eliminate competition, but sufficiently high to be self supporting. The third alternative, that of meeting competitors on the roads, although a fullgrown railway policy in other countries, has hardly been touched in New Zealand. Yet, as the business of the Railways is the supply of suitable transport for the people and commodities of this country, and as the motor bus and the motor truck are natural modern extensions of the essential rail service, their functions should be definitely recognised by making them available to supply through services under one control. The fact must be faced that for small consignments over short distances the motor truck is in its proper economic field, and that the conveyance of passengers and luggage to and from the rail comes within the ultimate scope of railway activities.
Bearing in mind the venerable truth that where the treasure is there will the heart be also, and applying this to the fact that 25% of New Zealand's National debt, and over 50% of that portion of it which is directly remunerative, is represented by investments in the Railways, it is not surprising that public interest in the administration of this important Department of State seldom flags. The reorganisation which every branch of the service is now undergoing has therefore been closely followed, and it is seen that under the hammer blows of competition on the one hand, and progressive administration on the other, the Railway is being forged into an economically efficient transportation agency capable ultimately of handling the carrying business of the whole country.
The achievement of this end involves the free use of road motors for purposes
Most of the criticism of railway advertising hoardings is quite unwarranted, for the Department has done much to improve the artistic standard of these productions in New Zealand.
In view of occasional adverse comments it is refreshing to come across a report of the proceedings of the Dunedin City Council. In discussing the question of hoardings Councillor C. R. Hayward remarked that they might as well take a broom to sweep back the ocean as pass a motion condemning hoardings. “Methods of modern business,” he said, “have come to stay.” Mr. Tapley (the Mayor) said he hoped Dunedin would not be the first city in New Zealand to turn down the Government in such a request. “We have a good name for enterprise,” he remarked, “and it would be unwise to turn the Government down. All this prejudice against advertising is out of date. If you are going to object to advertisements on decent hoardings, you should be consistent and do away with all advertising. Where would British enterprise be to-day if it were not for advertising?”
We note with pleasure that the Editor of the New Zealand Railway Review has asked for the opinions of his readers regarding our “Magazine.” This indication of friendly interest and desire to co-operate is particularly pleasing, and, as suggestions of a constructive nature have been asked for, the result of the request will be awaited with interest. It is, as indicated by the Editor of the Review, the desire of this “Magazine” to be of the greatest assistance possible to the staff with a view to developing team work through all sections of the Service.
The centenary of the death of Matthew Murray who was the first to give the world a commercially successful locomotive, was honoured on Sunday, 21st February, at Leeds, by the placing of a wreath on his memorial. Matthew Murray was born in 1765, of humble parentage, at Newcastle-on-Tyne or Stockton-on-Tees, and served his time as a blacksmith. His inventive genius was pronounced, and he was awarded a number of patents, the subject matter of which varied considerably, all, however, applying in one form or another to the science of engineering. In 1810, Murray was approached by John Blenkinsop of Middleton Colliery, and asked to build a locomotive to run on the wagon-way to Hunslet. The line was laid with Blenkinsop patent rack rails, in 1811, and the locomotive was built in 1811–12. It embodied an important improvement which has persisted throughout the intervening period of approximately 115 years, namely, the use of two cylinders with cranks at right angles. There are, of course, numerous three and four-cylinder engines with other crank settings in use at the present time, but the bulk of locomotives still have the two-cylinder 90-degree crank arrangement. It would be impossible to measure the world's indebtedness to such men, and it is a sign of greatness in a nation that it remembers their contribution to progress and keeps their memories green.
“If a railroad is efficiently to serve a country,” said President Crowley in closing an address at the recent Centenary celebrations of the New York Central Railroad, “it must not only keep young, but grow stronger year after year. A railroad that is not growing is dying. Obsolescence will strangle it. To carry the great traffic of to-day with the equipment and facilities of only ten years ago would be impossible. And it would be just as impossible to carry the greater traffic of ten years hence with the present facilities and equipment. The greatest factor to-day in the success of a railroad and its hope for the future, lies in co-operation—co-operation between the Management and the employees and co-operation between the railroad and the public it serves.”
Be inspired with the belief that life is a great and noble calling, not a mean and grovelling thing that we are to shuffle through as we can, but an elevated and lofty destiny.
By the time this issue of our Magazine reaches most members of the Department, the Rt. Hon. J. G. Coates, Prime Minister and Minister of Railways, will be on the high seas en route to the Imperial Conference. The following “Message to the Staff” was kindly given on the eve of his departure in response to a request made by the Editor of this Magazine.
Mr. Coates said that during his absence he would take very opportunity to examine the railway problems overseas in order to enlarge his knowledge of the business to which so much of his time and thought had been devoted during the last three years.
“I feel sure” continued Mr. Coates, “that the loyalty and progressive spirit exhibited by all ranks during the time that I have been associated with you will be continued under my temporary successor, and that on my return home a record of progress will have been achieved that will redound to your credit and to that of the whole Dominion.
“As a self-governing Dominion of the British Empire we have a part to play in Imperial affairs which precedes in importance all domestic matters; but as your representative in the councils of Empire, nothing will give me greater confidence than the knowledge that all is well with the Department with which I have been so closely identified during recent years, and in which your constant endeavours in the direction of teamwork and business enterprise have achieved so marked a success.”
[The following are brief particulars of Mr. Coates' career. When thirty-three years of age he was elected to Parliament; five years later he was fighting in France, where he rose to the rank of major, and gained the Military Cross and Bar. At forty-one he became a Cabinet Minister; at forty-five, Minister of Railways; and at forty-seven, Prime Minister of New Zealand. There is ample evidence that, after three years of successful Railway administration, Mr. Coates carries with him, on his present momentous Imperial mission, the good wishes of the whole Railway staff.—Ed. “N.Z.R.”]
A subject which the Board feels to be one of pressing import to the whole of the staff is that of “Safety”. An examination of accidents amongst employees during the last financial year indicates that there is an opening for intensive efforts in the direction of reducing the percentage of accidents in the service.
“Self preservation is the first law of nature!” Why then do men at times risk their lives and imperil the lives of others through lack of ordinary care? For the safe conduct of certain branches of railway work it is highly essential that all concerned should exercise sound judgment and thoughtfulness, and take all possible care. Sensible men endeavour to avoid unnecessary risks. Others deliberately take risks merely to save time or trouble, whilst some men take them for no apparent reason whatever. Every experienced railway-man knows full well that men do take undue risks, quite regardless of the possible consequences to themselves and others. If a man chooses to be reckless in regard to himself, he certainly has no right to jeopardise the safety of his mate or anyone else.
The man who yields to the temptation to take risks may be fortunate enough to escape serious consequences on one or even a number of occasions, but, emboldened by previous immunity from accident, he is apt to become more venturesome, in which case it is only a matter of time until he reaps the harvest for which he has sown. The case is, of course, bad enough if he alone pays the penalty of his foolhardiness, but, if he is a married man with a family, and he meets with an injury which leaves him partially or wholly incapacitated, or if he be fatally injured, it is a very serious matter for them.
The Board earnestly enjoins members always to have due regard for safety and to cultivate the habit of adopting only sound methods of working in all cases where lives are at stake.
Thoughtlessness and rashness are liable at all times to lead to serious accidents.
If any member sees another taking undue risks he should sound a note of warning—it might avert a calamity.
Indifference to risk is a dangerous habit and, if exhibited by experienced men, is a particularly bad example to juniors and inexperienced hands.
Why take risks when life and limb are at stake? Make it your invariable practice to pursue only safe methods in working. Develop the habit of thinking “Is it safe?”, and do your best to inculcate such thoughts in the minds of your work mates.
Familiarity with any class of work is apt to lead to a more or less mechanical performance of that work. Therein lies a potent source of danger in any class of work where mental alertness is necessary. Eternal vigilance is the price of safety.
If you have been in the habit of taking risks be wise and break the habit without delay.
With a view to concentrating the thoughts of members on the question of “Safety”, the Board has decided to offer prizes, which may be competed for by all members of the staff, for essays on “Safety.”
The prize essays will be published in the Magazine.
Those essays will be adjudged best which are most fruitful in “Safety” suggestions.
Employ your time in improving yourself by other men's writings.—Socrates.
Members of the staff are invited to enter for the above competition.
Entries close 15th October. 1926.
Not more than 1,000 words.
Manuscript to be enclosed in envelope endorsed “Safety Essay” and addressed to Editor, “N.Z. Railways Magazine.”
[E. P. Moir, Photo]
Mr. B. A. Marris upon whom congratulations on his appointment to the important position of Staff Superintendent, have hardly ceased to shower, has now decided to retire on superannuation with 37 years service to his credit, and join his son in a local carrying business. Mr. Marris has always been recognised as a good organiser, and being very tactful, his term of staff work has been quite successful. Joining the service at Westport as a Traffic Cadet in 1888, Mr. Marris later had experience of passenger and goods work at Christchurch and Lyttelton. In 1897 he was appointed clerk in the District Engineer's Office at Westport, later going over to the Locomotive Department and being located successively at Petone, New-market and Auckland. In 1905 he was attached to the Chief Mechanical Engineer's office at Wellington, a position he continued to occupy until 1915 when he was loaned to the Defence Department as Chief Clerk of the Base Records Branch. He remained with the Defence Department until 1919, the Minister of Defence, the Officer Commanding the N.Z. Military Forces, and the Director of Base Records all placing on record the meritorious service rendered by Mr. Marris in that Department. He was later awarded the M.B.E. decoration. In 1924 Mr. Marris was appointed Chief Clerk to the Chief Mechanical Engineer, in 1925 Assistant Staff Superintendent, and in February of this year was promoted to his present position. Mr. Marris is a keen follower of Rugby, having represented Buller for a number of years and later holding a seat on the New Zealand Rugby Union, of which he was at one time Chairman. He is at present a member of the Council of the New Zealand Rowing Association, and formerly took an active part in this sport as a member of the Kawatiri and Canterbury Rowing Clubs. A keen bowler, Mr. Marris has twice reached the semi-finals in the New Zealand Tournament. He carries the good wishes of the whole staff in his retirement.
W. Vinsen, photo
* * *
Mr. A. K. Harris, General Superintendent of Transportation, has reached his high position in the Service along the hard work route. Combined with unfailing courtesy, which has made his method of dealing with the public at all times a valuable asset to the Department, he has a capacity for thoroughness in everything he takes in hand and a habit of reaching finality with the most intricate problems that never fail to inspire both admiration and emulation in those who have been associated with him at the various stages of his career. He is fonder of work than of play. His wide range of experience in executive positions at various railway centres in New Zealand has well qualified him for his present duties. Mr. Harris joined the Railway as a cadet at Auckland in 1884, reaching the position of Stationmaster at Papakura nine years later. After a short period as relieving officer in the Auckland district he was successively clerk in the Traffic Manager's office at Wanganui and in the Traffic Superintendent's office at Wellington. In 1908 he was appointed Traffic Clerk at Auckland, and in 1912 was transferred to the same position at Dunedin. He was subsequently Assistant District Traffic Manager at Dunedin and Christchurch, and District Traffic Manager at Wanganui and Auckland. In February 1924 he was appointed to his present position.
About five miles west of Putaruru the Waikato River flows through the Arapuni Gorge. This is the site which has been chosen for the power station which is to serve the Auckland province with electric power. The contractors for the whole scheme are Sir W. G. Armstrong, Whitworth and Company Ltd., who now have the work well in hand.
There is in the Power house about 750 tons of very heavy and bulky machinery. Some of it weights as much as 24 tons. The maximum sizes are:—Rotor rings 12 ft. 5 in. diameter by 10 in., quarter stators 15 ft. 10 in. by 10 ft. 7 in. by 6 ft. 6 in.
It will be seen that the contractors were faced with a difficult problem in getting the machinery transported from Auckland to the power house site. Three routes offered themselves. The first was to load the machinery direct on to railway wagons at Auckland and rail it to Putaruru transferring it there to a trailer on which it was to be taken to the power station by a traction engine. The second was to load the machinery from the steamers on to scows at Auckland, tow it to Thames, transfer it to railway wagons, rail it to Putaruru and take it to the power house as in the first proposal. The third was to take it direct from the ship at Auckland to the power station site by road. On going into the question of rail transport from Auckland to Putaruru it was found that it was just possible to get the rotor rings (which gave the most trouble) through, by loading them so as to make an angle of about 60° to the vertical. On finding this out the contractors decided to forward the machinery by rail.
After this decision had been arrived at, preparations were made for the alterations to wagons necessary to transport the machinery. Two Ub wagons were fitted with special frames to take the rotor rings, and bodies of four “U” wagons were fitted with special frames to take the quarter stators. The first shipment of the machinery arrived a short time ago and was unloaded by the Auckland
It was necessary to make sure that the loads did not foul any of the structures on the route before arrangements were made for forwarding them to Putaruru. An accurate template of the Parnell bridge was made and it was ascertained that no fouling would take place there. It was found that the rings fouled the Mercer tunnel by about one inch, on the low side. This could not be avoided as, if the rings were raised, the top portion of them would foul the portal strut of the Parnell bridge. It was therefore decided to run the loads through as they were loaded and take the necessary material for shifting the track in the Mercer Tunnel.
Owing to the danger to passengers of trains being passed by the wide loads and to the necessity for making a daylight trip, arrangements were made to transport the material with a special train on a Sunday. The speed
The train left at 7 a.m. soon after daylight, and went through the Parnell bridge with a minimum clearance of half an inch at the top and bottom of the rings. No further trouble was met with until the Mercer tunnel was reached. It was found here that the rings fouled the tunnel lining by one inch just inside the northern portal. There were jacks on board the train so two of these were requisitioned to shift the track over. When this was done the train was run through at about two miles per hour and no further fouling occurred in the tunnel.
The only other point where the loads came near fouling was at the Ngaruawahia bridge where a minimum clearance of 5 inches was obtained.
It was necessary to run the train through the loop at Morrinsville as the quarter stators fouled the station verandah which is very low.
The train arrived at Putaruru shortly after dark, ahead of schedule time and without any further trouble.
The photographs show the train at various places “en route” and indicate how bulky some of the packages really were.
Although the transportation of this machinery would be a small matter for broader gauge railways where the loading gauge has considerably larger dimensions it is quite a feat for a narrow gauge line.
The representative of Sir. W. G. Armstrong, Whitworth & Co., expressed his thanks for the expeditious and careful way in which the material was handled by the Department. The last of the material was unloaded on Saturday and arrived at its destination on Sunday about 24 hours later.
In a recent issue of the “Railway Gazette” mention is made of a very interesting paper entitled “Signalling from a Driver's Point of View,” presented at a meeting of the Institution of Locomotive Engineers by Mr. W. J. Thorrowgood, Signal and Telegraph Superintendent of the Southern Railway. The figures given by Mr. Thorrowgood are eloquent of a degree of reliability on the part of locomotive enginemen deserving of the highest commendation. Mr. Thorrowgood, stated that the number of collisions during 1924—the latest year for which returns are available—due to drivers passing signals in the “on” position was three. There are 38,180 engine drivers in Great Britain, so that the ratio is one failure for every 12,727 men. There were three collisions due to enginemen failing to give effect to regulations or to misjudgments, and five due to divided responsibility, and if the whole eleven accidents are taken as applicable to drivers, then there was one collision to every 3,289 men per annum. A driver, it may be taken, travels 130 miles per day for 326 days in the year, thus the figures prove that one collision takes place for every 138,960,000 train miles run. This small number of collisions shows the high degree of efficiency of locomotive drivers and the care they take.
What is claimed to be the largest railway store-house in the Southern Hemisphere has just been put into service at Spotswood, Melbourne, for the Victorian State Railways. The building is a solid concrete structure and stands on twelve acres of ground near the railway station. An area of ground adjoining has been secured for possible extensions. In this huge store-house, stock of an estimated value of £5,000,000 will be handled during the year.
Two recent retirements on superannuation at Hillside Workshops are those of Mr. A. J. A. Smith and Mr. J. Robertson.
Mr. Smith has completed 40 years' service which, with the exception of 18 months as Foreman Boilermaker at Newmarket, was spent at Hillside Workshops where he served his apprenticeship, and retired as Senior Foreman Boilermaker.
Mr. J. Robertson has completed 30 years service, all of which he served at Hillside. At the time of his retirement he was Leading Machinist in charge of the machines at Hillside.
The main changeover at Petone Workshops to the Public Works Supply at 11,000 volts from the Khandallah Sub-station, was carried out during last Easter, and the installation of motors to dispense with the old suction gas plant having been practically completed, some description of this installation, which was designed and carried out by the Signal and Electrical Branch, may be of interest.
Before dealing with Petone Shops themselves it is interesting to go back to the source of the power supplied, and trace it step by step until it reaches the various machines in the Shops and does useful work in the form of locomotive, car and wagon building and repairs.
Energy is never lost, but merely transformed from one state to another. Interesting, however, as is the early history of Petone's electrical energy, in the forms of sunheat, rain, brook and river, it must be passed over and taken up at the stage when it is in the form of water flowing apparently idly, though in reality stored with energy, along the bed of the Mangahao River. On reaching the Mangahao Dam this water is diverted from its natural course through approximately a mile of tunnel into the Arapete Dam. From this Dam it again flows through approximately a mile of tunnel into the surge chamber 900 feet above the power house at Mangaore. After its fall of 900 feet and entry into the various Pelton wheels of the power house the water is of no further interest.
Some of its energy is given up to the revolving Pelton wheels, which in turn transmit it to their respective alternators, thus transforming water energy into electrical energy. This electrical energy is developed at a pressure of 11,000 volts, and by means of step-up transformers the pressure is raised to 110,000 volts, at which it is transmitted over the wooden pole and steel tower transmission lines to Khandallah substation, a distance of 61½ miles. At Khandallah the pressure is again reduced to the original value of 11,000 volts and transmitted by a transmission line along the Hutt Road to the Petone Railway Shops sub-station. The sub-stations measures 43 ft. by 17 ft. and is situated practically at the electrical centre of gravity of the works. It is divided into two, the smaller part being a workshop and store for materials, and the larger section accommodating the transformers and switchgear. The whole of the electrical gear is ironclad and totally enclosed, and the connections between the switchgear and transformers, by means of lead-covered cable, are laid in concrete ducts in the floor. The switchgear is of the most modern type, and this, in conjunction with the design of the sub-station, gives complete protection to the operator against fire, explosions, etc.
The apparatus of the sub-station consists of the High Tension 11,000 volt switch, controlling the supply to the transformers, and the 400 volt switchgear, controlling the supply of power to the various shops. The switchgear is arranged along one side and the transformers
Machine Shop panel—800 amps per phase. Car and wagon shop panel, 600 amps per phase.
One spare panel.
Boiler and Blacksmith's shop panel—200 amps per phase.
One panel for the lighting.
From these shop switches, or panels, armoured cables go underground to a series of switches in each shop controlling the various supply circuits to the machines. These switches are again completely ironclad and totally enclosed and arranged so as to switch power on to any sub-circuit as required.
They also confine any shut down to a faulty circuit and the faulty circuit only, as they are provided with the necessary trip gear to operate in event of
Of the machines driven by the A.C. 400 volt supply direct, probably the most interesting are the air compressors, for supplying air for pneumatic tool and many other purposes. There are two of these machines, each driven by a 125 b.h.p. auto-synchronous motor.
The operation of the compressors is automatic so that, after pumping air in the reservoir up to a pressure of 100 lb. per square inch, they automatically cut out, and, although the motor continues running, no more pumping takes place until the pressure drops to about 80 lbs. per square inch. The cranes, and some of the older machinery at Petone, operate on 550 volt D.C. power. Previous to the changeover they were supplied by a 550 volt dynamo driven by the gas engines. During the changeover the dynamo drive was disconnected, the machine swung round and coupled to an auto-synchronous motor.
The next machine of interest is the rotary converter set. This consists of a three-phase transformer, rotary converter, and starting and control switchgear. The power supplied to the transformer is three-phase at 400 volts. The transformer reduces this to about 140 volts which is supplied to the rotary, emerging as direct current at 220 volts. The direct current power is used for driving the D.C. variable speed motors in the works. For electric welding there are two small motor generator sets—one portable and one fixed. These transform the alternating current at 400 volts to direct current at a sufficiently low pressure for welding operations to be carried out. One extreme advantage of the electric drive over the former gas engine drive, from the production point of view, is the complete check that can be kept on the daily power consumption in each individual shop, thus the allocation of the annual power bill to the various shops ceases to be a matter of conjecture and becomes a matter of absolute certainty. In addition to the installation of electric power in the shops, an extensive scheme of artificial lighting has been carried out and is now nearing completion.
The lighting has been arranged to give just the correct luminous intensity required for the particular work which is carried out under it and, in every case, attention has been paid to the question of glare, the light being directed on to the work and away from the workers' eyes. All the reflectors used are so fitted that, while performing his normal duties, the workman's eyes never come into direct vision of the electric globes.
The whole undertaking is of interest both on account of its size and the fact that the most modern appliances, in the way of ironclad apparatus, have been used throughout.
The time of high wages and mass production has definitely come to stay.—Dr. Herbert Schofield, Principal of Loughborough College.
In a recent message to the staff of the London and North Eastern Railway, Sir Ralph Wedgwood, Chief General Manager, commented as follows on the important question of punctuality in train services:—
“The secret of punctuality is team work and attention to detail. Everyone can help by giving thought, and everyone can hinder by taking things for granted. The Station-master can help by seeing that his staff are on the spot before the arrival of the train, and after its arrival, by counting the seconds until it departs. The station staff can help by getting milk cans, luggage and parcels into position before the train draws up, and when the train is in, by attending first to the unloading and loading of vans. The driver can help by making up lost time whenever possible between stations. The supervisory and time-table staff can help by maintaining a practical and workable schedule of trains. Every detail counts and unless they are looked after time will inevitably be lost… . . I believe every member of the staff feels with me that the reproach of unpunctuality brings more discredit to a railway company than any other which can be levelled against it.”
Unpunctuality is undoubtedly a very serious blemish whether it concerns individuals or train services. In the latter case, of course, due allowance must be made for the vagaries of the elements and other factors incidental to railway operations which cannot be anticipated or controlled. In every other respect, however, the observations of Sir Ralph Wedgwood are in the interests of good service.
Statistics of level crossing accidents in America, covering the months of January and February of the present year, have just been published by the Interstate Commerce Commission. They show that the number of persons killed at level crossings increased from 258 to 344, or 33 per cent., as compared with the corresponding months of last year, whilst the number of employees killed at places other than level crossings during the same period, declined from 314 to 261. About 85 per cent, of all the fatal accidents at level crossings in America occur to motorists. In commenting on these facts the “Railway Age” says that what is needed to bring about a diminution of these accidents is “better education of motorists regarding the dangers at highway crossings, and the passage and enforcement of laws compelling them to act with more regard for their own safety and that of others.” As far as New Zealand is concerned such laws have long been in existence, and the education of the road using public in the exercise of caution at level crossings is a conspicuous feature of Railway publicity activities at the present time.
The New York “Times” states that several railroads in Nebraska have refused to experiment with trucks as feeders to their main lines or as a means of meeting the competition of motor transportation companies taking a greater part of less-than-carload freight. One reason they give is that in many cases it would mean a duplication of facilities and would result in the carriers competing with themselves. Another reason is that though trucks are now operated without regard to hours and without any license or payment for use of state-provided highways, railroad operation would be the signal for restrictive regulation, highway license tax, and the organisation of employees, who would demand an eight-hour day and penalty for overtime and an increase in wages. “We are not worrying,” said an official of the Burlington recently, “but are trying to adjust an old machine to new ways. We are closing stations where the agents have little to do since small shipments are no longer handled, and operating branch line territory under a zoning arrangement, with long mileage under a central agent, who handles business over long distance telephones.”
The steam locomotive is a wonderful piece of mechanism and upon it has been built up our great railway system, but, in these days of high operating costs and keen rivalry from road transport, we cannot remain satisfied with a motive power which returns only £5 to £7 worth of train propulsion for every £100 worth of fuel consumed.
One of the most efficient prime movers to-day is the internal combustion engine, the engine which has made possible nearly all the Railway's rival forms of transport. It is, then, little wonder that so many railway engineers should strive to introduce the internal combustion engine into the field of rail transport.
The type of engine most favoured for this class of work is the Diesel or Crude Oil Engine which has a money return of £35 for every £100 of fuel expenditure.
The Diesel engine differs very considerably from the familiar petrol engine. It is simpler, stronger, slower running and cheaper in operation than the petrol engine. It uses as fuel, crude or semi-refined petroleum oil, which can be had for quarter the cost of motor spirit. No carburettors, spark plugs, magnetos, or battery ignition devices are required; fuel is simply sprayed into the cylinders and ignited by the heat of compression.
Unlike the petrol engine which draws its fuel into the cylinder ready mixed with air, the Diesel keeps the fuel and air separate until the commencement of the impulse stroke. In the case of the petrol engine the petrol and air mixture is slightly compressed in the cylinder, and at the critical moment in the cycle, is violently exploded by an electric spark admitted to the cylinder. The Diesel compresses the supporting air for combustion to a high pressure, and to a temperature sufficiently high to produce spontaneous combustion when the fuel is sprayed neat into the cylinder.
Fuel injection in the Diesel continues for some considerable portion of the stroke, with the result that the initial pressure of combustion is sustained during the whole period of fuel injection. This produces a piston impulse very similar to that of the steam engine, and enables it to work against a load at slower speeds than the petrol engine.
One characteristic of all internal combustion engines is that they require to be set in motion by some outside force before the cycle of operations can be established. In this respect, and in very slow running, the internal combustion engine is at a disadvantage compared with the steam engine which has its power at all times supplied to the cylinders from an outside source. These two principal obstacles have to be overcome in adapting the internal combustion engine to rail traction, but where necessity arises, resourcefulness generally finds a way.
The starting of the Diesel engine is now effected by any of the following means:—
(a) Compressed air,
(b) Auxiliary petrol engine
(c) Storage battery electric starter.
The difficulty experienced in starting loads and running at slow speeds has been overcome by the introduction of flexible transmissions, which now place the internal combustion engine in a position superior to the steam engine. The transmission most used at present is the electric, although the hydraulic and straight mechanical are likely to command attention in the near future.
With the electric transmission, the Diesel engine applied for heavy rail traction, appears as an electric locomotive independent of a central power station and transmission system. It is directly coupled to an electric generator of somewhat unusual character.
The output from the generator is delivered direct to traction motors geared to the locomotive.
The speed of the locomotive, and power at starting or climbing grades is governed entirely by the speed at which the Diesel engine is run. Unlike the steam locomotive, the engine runs fastest at slow speeds of the locomotive, and slowest at high speeds of the locomotive. The driver controls the power and speed of the locomotive by merely opening or closing the engine throttle.
Successful Diesel electric locomotives have been running on the Continent of Europe since 1924, and are now becoming familiar sights at the New York terminals of all the main trunk railways entering that city. Experience with a dozen or more of these machines has clearly proved that the Diesel locomotive is a motive power to be reckoned with in the future of railways. Already it is having the effect of delaying action where main line electrification or extensions were contemplated. One railway, the New Jersey Central, has for the present shelved its electrification policy in favour of the Diesel electric locomotive, which they can introduce gradually and at little expense compared with straight-out electrification, which must be established with one big initial outlay.
The Diesel electric locomotive, with few exceptions, will fulfil all the functions of the straight electric locomotive, and in addition has qualities which make it superior to the straight electric. A few of the more important advantages of the Diesel electric locomotive over the straight electric locomotive are as follows:—
Elimination of central power stations and sub-stations and overhead or third rail transmission systems.
Freedom from interruption to train services through failure of power supply.
No stray electric currents from ground rails, and no interference with water mains, gas mains, electric power and telephone cables in the neighbourhood of large towns.
Thin train services and occasional specials at awkward hours can be run profitably, and without the need to keep central power stations and transmission systems in operation.
The Diesel electric locomotive is not confined to any particular area for its operation, as is the straight electric locomotive. It can operate wherever there is standard steam track.
Quite apart from the heavy cost of standard electrification, the Diesel electric locomotive returns £21 to £27
Compared with the steam locomotive the Diesel electric locomotive has the following advantages:—
High factors of adhesion and continuous torque (turning effort).
The full horse power of the Diesel motor is always available irrespective of speed of locomotive and can be brought to bear when starting trains or climbing steep grades.
For similar axle loads and horsepower the Diesel electric locomotive can exert, at starting, a tractive effort three times greater than the steam locomotive.
It is smokeless, and operates without noise.
It eliminates the fire hazard in dry weather.
It has no unbalanced revolving parts, and is easier on the permanent way than the steam locomotive.
Two or more locomotives can be coupled together, and operated by one locomotive crew as one locomotive when multiple heading is necessary.
It eliminates coal stations, water stations and turntables.
It can carry fuel for several days continuous working.
It furnishes more hours of service per annum than the steam locomotive.
It costs only half as much for repairs as the steam locomotive, and operates for one-third to one-sixth the cost of the steam locomotive.
In view of the many transport projects at present facing the Railway Administration of this country, the foregoing facts deserve careful consideration.
Bb. 120/120 O. 4 H.M., 84 O.G. Oil Electric Locomotive
In view of the criticism that has been levelled at the Railway advertising hoardings by a chorus of newspapers, the following complimentary references should prove interesting:
Dear Sir,—
You will doubtless remember that some little time ago we had a visit from one of the head men in the Advertising Department of our Head Office in London.
Together we visited your Studio, and he was impressed with the excellent quality of the work you are turning out. After a general survey later, he remarked to the writer that there was no comparison between the work turned out by you and that of outside concerns. You will be interested to learn that in the report which he later forwarded to London, he stated that the only good signwriting and pictorial designs procurable in New Zealand came from your staff. As you know, we have now turned over practically all of our Outdoor Advertising to your Department, and would like to say that we are more than satisfied with the treatment we have received at your hands, both in the way of service, of design, and of execution.—Yours faithfully,
Lever Bros. (New Zealand) Ltd.,
(sgd.) J. H. Simpson,
Advertising Manager.
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The members of my Executive are very pleased with the hoardings you have erected for the Association and desire me to congratulate your Department on the fine workmanship displayed in connection therewith.
Mr. T. M. Edwards,
Secretary.
A convenience which the Railway Department has to offer, and one which is not generally thought of, is the payment at a station of fares on behalf of passengers travelling from or between any other railway stations.
Supposing an employer at Auckland, having interests in the southern centres, desired to send an employee from Dunedin to Christchurch. The fare could be paid at Auckland station and the Booking Clerk would then issue a receipt giving particulars. On presentation of this at Dunedin station the employee could obtain the necessary ticket from Dunedin to Christchurch. The need for transmitting money for the purpose is thus obviated.
This system can be availed of at Christmas time for family gatherings, making the railway ticket a kind of Christmas present. Anyone desirous of paying the fare of anyone else between any two railway stations may do so, simply by depositing with the Stationmaster in his own town a sum sufficient to cover the required fare.
A Wellington resident who wanted his friend to come say from Invercargill to Trentham for the Easter meeting, could send a railway receipt (or coupon) for the ticket with his letter of invitation. That coupon would buy the ticket,—and, probably, ensure the visit.
It is difficult to realise to how great an extent these conveniences may help traffic if properly understood by the public and carefully pushed by the staff.
According to a writer in “Machinery,” it has been found that leaving a pair of wheels standing on sand in tropical parts for a few weeks causes the portion in contact with the earth quickly to corrode, and this portion has caused flats on the tires within as little as a month of service. Removing the flats, by turning, means a loss of wearing surface, and, after turning, it has been found that the metal at the flat portion is spongy, and flats will again occur. It has also been found that tires stored in a damp or dusty shed do not give the same service as tires of the same make fitted direct on the wheel centres by the makers. Tires should not be left in the open or exposed to the salinity and inclement weather found at most shipping ports, and if not directly put into use on arrival should be stored on rails in a dry place.
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Applications for enrolment in the Correspondence and Training School at Wellington are arriving at the rate of a hundred a day. The whole scheme promises to be an unqualified success. Although examination will not be necessary for officers above grade seven, members who are in the higher grade may, if they so desire, brush up their knowledge by taking the courses.
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On the Fort Wayne division of the Pennsylvania Railways during the month of January of this year there were 44 cases of level crossing gates being run into by motorists. The figures for the whole of 1925 reveal 224 such accidents, and for 1924 the figures stand at 249 accidents directly due to this cause.
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The section of our line between Rolleston Junction and Stillwater Junction—a distance of 122 miles—comprises the largest installation of single line automatic signalling equipped with light signals in the British Empire.
The following letter bearing on the “Farmers' Excursion” was received by Mr. H. Welsh, Business Agent for the Auckland district:—
Having taken advantage of the cheap fare afforded by the Farmers' Excursion to Taranaki, I thought I would let you know that I for one appreciated it and consider it a great innovation, deserving much better patronage than it received this year. Should you decide to run another next season, I shall do my best to persuade others to travel by it.—I am, yours faithfully,
An Appreciative Farmer.
The Farmers' Excursion, organised by the Department for the purpose of taking South Auckland and Waikato farmers on an educational trip to Taranaki at the end of last month, was in every respect successful. The Minister of Agriculture (Hon. O. J. Hawken) himself took a personal interest in the project by arranging to put two lecturers on the train, to supply information to the farmers who made the journey and to give them lectures en route on the subjects of stock-raising and cropping.
The Publicity Department took the opportunity, which this unique type of excursion afforded, of filming various phases of the run and the scenic portions of the journey.
The Business Agent for the Auckland District (Mr. H. Welsh) spent a considerable amount of time prior to the running of the excursion travelling round amongst the farming community pointing out the advantages which such a trip would be likely to render, and the Department arranged, in conjunction with the Empire Week Committee of Hawera, for the distribution of a quantity of literature bearing on the subject. Every arrangement was made for the comfort and entertainment of the farmers on the way. On the previous day and early on the morning of the excursion, special trains were run to Frankton as feeder services to the special farmers' excursion train, which left that station at 9.40 a.m. on the 30th June carrying a large body of those interested in land development. Amongst the passengers on the train were five newspaper representatives and the heads of large dairying, freezing and manure companies.
The Department had prepared beforehand a carefully compiled illustrated souvenir booklet, copies of which were distributed to those making the trip. This gave particulars of land values, and methods of cultivation and development adopted in the districts traversed. The Department also provided each car with photostated train diagrams showing the running of all train services between Frankton and Marton and also (in red) the farmers' excursion train, with all the services which it would cross en route, and the stations at which it would cross them. The journey was made still more interesting by competitions in regard to matters that came within the special range of farming activities, while very complete arrangements were made in regard to the supply of meals on the journey, a trip which occupied practically fourteen hours.
The farmers were unanimous in their expression of satisfaction with the splendid treatment they received on the journey and the very full arrangements that were made for their reception at Hawera. Mr. A. W. Wellsted, Business Agent for the Taranaki District, met them on the way and allocated their accommodation. The farmers of the South Taranaki District had thrown open their homes for the entertainment of the visiting farmers, and many close friendships were formed as the result of the visit.
While in Taranaki the Waikato farmers were shown around the district and had all the chief points of interest in regard to dairying, for which the district is noted and in which its methods are very progressive, fully explained to them. After seeing through the Government Experimental Farm, some miles out from Hawera, one farmer remarked that what he had seen there alone made the visit worth while; and Mr. Simson (Manager of the Auckland Freezing Company), after stating that he had been rather dubious about making the trip, remarked that he would make those farmers who had refrained from joining the train, sick with envy when he returned.
The success of the initial event should ensure for future farmers' trains a very substantial patronage. The Department has instituted a very low rate—single fares plus one third—for farmers' excursions, and it is anticipated that the reciprocal feature which has been introduced into the inter-provincial visits scheme, will make the excursions not only very popular, but also extremely useful to the producers in assisting them to gain the fullest knowledge of what is being done in their own particular line in other parts of New Zealand.
Is it not knowledge that doth alone clear the mind of all perturbations?—Bacon.
Mr. F. Lye (Director, Cambridge Dairy e Co.); Mr. Patterson (Field's Division, Agricultural Dept.); Mr. Collins (Veterinary Instructor, Agricultural Dept.); Mr. D. Fulton, (Chairman of Directors, N.Z. Co-op. Dairy Co.); Mr. T. Simson; (General Mngr., Farmers' Freezing Co., Auckland); Mr. R. McKenzie (Director, N.Z. Dairy Co.); Representative of Rotorua Central Dairy Co.
In building railway carriages, it is necessary, on account of the great expenditure and the large number required, that the greatest economy be observed. Economy, indeed, should be the first consideration of all the departments connected with car building, right from the designers to the painters and trimmers. But if our desire for economy be carried to the extent of adversely affecting the soundness of construction and good-workmanship it ceases to be economy and becomes merely cheapness.
Let us traverse some of the different branches through which a car passes and find out, if possible, where a saving could be effected. These comprise designing, timber drying, milling, finishing, assembling and painting. If only a small saving can be accomplished in each of these departments, the total will amount to something worth while in the cost of the completed car.
It is neither necessary nor advisable to construct the whole of the car of one class of timber, such as kauri for instance. This timber is becoming very costly on account of its growing scarcity. Douglas fir could be used for floor bearers, top and bottom rails and intermediate rails and studs, and besides being cheaper, should be more serviceable than kauri on account of its strength and elasticity. If it is desirable to avoid using imported timber, red pine would be quite suitable for studs, floor, counterfloor, ceiling and roof, and would prove a considerable saving.
Standardisation of parts would be a further aid to economy. Windows and doors might be kept to a standard size and so cheapen construction. A further saving would accrue by keeping spares in stock for repairs.
Doors fitted with loose pin hinges look much superior to, and are more convenient than, those fitted with ordinary steel or brass hinges. The extra cost would be saved many times over by the easy removal of the doors when necessary for painting. The flooring, and, more especially, the side sheathing, if standardised, would save much in time when repairs were necessary.
Facilities for the easy removal of windows, doors, swingover chairs and other inside fittings should be thoroughly studied. As a car is renovated many times, any improvement effected in this direction would mean a considerable amount saved during the life of a car.
Most important of all, perhaps, is the state and quality of the timber used. It is essential that, after being selected for suitability, it should be thoroughly dry. This is of first importance, for without dry timber no wood-constructed vehicle can be built that will stand the strain to which a railway carriage is subjected when in use.
In all modern shops of any size, a drying kiln is installed. The ultimate cost of kiln-dried timber is less than that involved in carrying the large stocks necessary if one is to depend on air-dried material. Opinions may differ as to the merits or demerits of kiln-dried timber compared with air dried, but I do not think it can be shown that timber properly dried in a kiln is in any way inferior, while it is much cheaper and more convenient than that dried in the ordinary way by stick stacking. However, no matter which way we dry our timber it is essential that the timber be dried down to, but not below, the average humility of the atmosphere in the district in which the car is built.
Having assured ourselves that the timber is in a suitable condition to be worked, it is passed into the sawmill. There the real work begins. A competent supervisor should be in charge of the mill, as the opportunities for waste, both of timber and time, are very great indeed. The mill foreman should be an expert car builder and well acquainted with the capabilities of the machinery. His duty would be to see that the requirements of the finishers and builders were fully and promptly met, and accuracy in size and finish of parts strictly adhered to, thus saving a great deal of time when the various parts came to be assembled. A filer, or leading mill hand, has quite enough to do in keeping his saws in proper order and his machines tuned up to run smoothly, without having to pay attention to all the details that would be required of him if he had to look after the milling of all the various parts of a car.
Time should not be skimped in the mill. Pillars, styles, rails, etc., should be finished as nearly complete as possible, for time judiciously spent at a machine is saved many times over both at the benches and when
In regard to accuracy the steel gauge should be used in preference to the rule when running T & G (tongued and grooved) lining, floors, checks in pillars, etc. This is the surest way of getting each successive running exactly like its predecessor.
The utilisation of small pieces, especially of the more expensive timbers should be studied. This can be done satisfactorily only when the draftsman has allowed for it in his plans, and also when the mill has suitable machinery, for unless the small pieces are put through the machines rapidly and little or no hand work is required upon them, the extra cost of handling becomes too expensive and costs more than the price of the timber saved.
Where doors, windows, and partitions are assembled, every facility should be given for handling and glueing the various parts. As much work as possible should be done at the finishing benches, where it is made easier on account of having every convenience, thus saving time and building.
It is self-evident that when we come to the actual building of a car the work should be the very best that we can put into it. All tenons should be of such a tightness that the framing hammer, or cramp, would have to be used to put them in position. No tenon should be allowed to be put in hand slack, for it is in the framing that we want strength and rigidity. These two features are essential to a railway car on account of the many movements and shocks it has to withstand. It is here that one sees the necessity of dry timber. A frame built with half dry timber, be it ever so well fitted and braced, soon becomes loose through shrinkage, a fault which cannot be rectified afterwards.
While assembling the car it is necessary to keep a strict watch on the cost. But, as already said, cheapness should not be sought at the expense of good work. If soundness of construction is sacrificed, our cheapness, in the last analysis, will not be in the interests of economy.
When side sheathing, it is a good practice to glue the joints. This process is certainly more expensive, but given dry timber, with good fitting T & G, the outside sheathing becomes as one board, acting as a brace to the car. It adds lasting qualities and gives a better foundation for the painter to work upon.
The same argument used in regard to labour may be applied to material. When covering the roof with canvas, white lead putty should be used, and the canvas stretched just enough to take out the creases. Too much stretching weakens the canvas. No substitute, such as whiting and oil, can take the place of white lead. If this is done you will find that as soon as the oil has perished the whiting will powder between the fingers. The consequences are a rotting canvas and a leaky roof, and more repairs that would have been avoided by the use of the better material.
When we come to the interior finish of the car, our motto should be “Rich, not gaudy.” A neat, plain finish, such as a thumb moulding with a high polish, which can be readily kept clean, is preferable to a more elaborate finish with many quirks and corners that are always more or less dirty. The plain finish is the more desirable from both a sanitary and an economic point of view.
The salient points in our search for economy in car construction are:—
Dry timber. As much machine work as we can possibly put upon our wood work. Facilities for glueing and finishing. Good work in construction, always with an idea of building to last. Interior fittings, designed for easy fitting up and removal.
If these points are borne in mind from the start until the finish, we will then have a car that will be economical right throughout its life, and even although it has cost a few more pounds to construct, its cost card will show that it is both cheaper and more economic in the end.
The big express locomotive A600 which was involved in the Opapa accident was returned to service on 23th June—79 days after being shopped at Napier for extensive repairs. This reflects great credit on the staff at the railway workshops. A600 has an interesting and honoured history. Built in 1914 by Price Bros. at their Thames works, she had, up to the time of the Opapa accident, run 363,855 miles in the Wellington and Napier districts. She was the engine selected to draw the Royal train during the visit of the Prince of Wales, and it will be remembered that, on the occasion referred to, the Prince (under the supervision of the enginedriver, the late Mr. R. A. Telfer, with whom was associated Spare Enginedriver P. D. Clasby and Fireman J. C. Muir) himself drove this particular locomotive for portion of the journey.
The above branch which has been about nine years in the building, and has cost approximately £400,000, was taken over by the Railway Department on 12th July. The line branches off from the main Wellington-New Plymouth track at Te Roti (about halfway between Hawera and Stratford). It runs almost due west to the coast at Opunake, which lies south-west of Mt. Egmont and is near the westmost point of the Peninsula.
The country traversed is well developed dairying land, and there is every prospect that the railways will come in for quite a quantity of the produce and supplies now carried by road. Ten stations have been provided, their names and distances from Te Roti being, Matapu (3 miles 3 chains), Duthie Road (4 miles 37 chains), Palmer Road (5 miles 47 chains), Kapuni (7 miles 23 chains), Mangawhero Road (10 miles 47 chains), Auroa Road (12 miles 33 chains), Pihama (16 miles 76 chains), Punehu (18 miles 38 chains), Waiteika (20 miles 42 chains), Opunake (22 miles 50 chains).
As there is a fine beach at Opunake it is quite likely that there will be a demand for excursion train facilities during the summer months to take trippers from various parts of the province down to the sea at this point.
Writing of the commencement of services by the Railway Department on the new line the Hawera “Star” has the following:—
Drawn by an engine of the “Ww” type, the train which left Hawera at 9.3 a.m. yesterday comprised one carriage, accommodating a modest total of three passengers, six trucks (loaded with 70 tons of manure and general goods) and a guard's van. Guard F. G. Bicknell had charge of the train, and the engine was driven by Driver L. Toy.
At the Te Roti junction, where, approximately eight miles from Hawera, the Opunake line branches from the main system, connection was made with the 6.50 a.m. train from New Plymouth. The guard was informed that 310 tons of material were awaiting transport, this amount having collected in the three days since the last Public Works train went through. Twenty-seven trucks were attached with the maximum load of 300 tons of manures, farm material and general goods, the “goods and passenger” swung west and climbed the gradient to Matapu. Here two trucks were dropped and the passenger list was supplemented by two partial journey travellers. Further portions of the train's burden were left at the Duthie Road and Palmer Road stations and the journey was continued to Kapuni, the largest depot between the terminals, where an interested gathering of spectators were awaiting the advent of the first train of the service. Leaving Kapuni with the goods load reduced to 19 trucks, but with the passenger list augmented by one, the train halted at the Mangawhero Road, Auroa Road and Pihama stations to deposit supplies and, continuing without stopping through Punehu and Waiteki, finally thundered across the Waiana viaduct into Opunake, where a group of towns-people scanned the remaining ten trucks and greeted the three remaining passengers, who stepped from the carriage.
Under normal conditions it is anticipated that the timetable will be adhered to, and the outward and the return journeys will be easily accomplished in the two hours allowed respectively, and that the thrice weekly service will afford greatly appreciated benefits to the district.”
The unification of the railway gauge from Port Augusta to Adelaide, South Australia, will cost £1,200,000 for 190 miles. When completed it will reduce the journey from Adelaide to Perth by nine hours, reduce the length of rail between Port Augusta and Adelaide by seventy miles, and ensure the through loading of freight from Adelaide to Kalgoorlie, 1,240 miles. The trans-Continental line will be extended from Port Augusta to Redhill, 83 miles. A third line of rail will be laid from Redhill to Adelaide, 107 miles.
Do not make yourself anxious about money. Few can expect to make large fortunes, and we often hear of riches not honestly come by. The fact is that poverty is seldom honestly come by either. Often it is our dishonesty—that is our dishonest or inefficient use of our own opportunities, or the other fellow's dishonest use of his opportunities.
Too much importance cannot be attached to the provision of facilities for the handling of wagons on docks. Continual attention is being paid to the installation of the most up-to-date mechanical devices for handling cargoes, and much has been written on the subject but very little is heard of the efforts directed towards economy and efficiency in shunting to and from docks and on the quay side. Where direct handling, as between wagon and ship, takes place, full use of the most expeditious methods of loading and unloading cannot be made unless the facilities for moving wagons are such that the demands of the ships can be met with regularity, with the minimum of delay, and with the minimum of inconvenience to the dock operations in general.
Docks, unlike stations and marshalling yards, cannot be shifted and remodelled on more convenient sites when the traffic outgrows the facilities. Hence it behoves those responsible for shunting operations to study with particular care and forethought any proposals regarding the construction of additional wharves and necessary railway connections. Railways all over the world, more especially in the older countries, are spending enormous sums in carrying out shunting operations which they know are uneconomical solely because, when the docks were constructed, little or no thought was given to the railway facilities and the need for making allowance for future requirements. Consequently we see wharves in the most inaccessible places, with curves and draw bridges limiting the size of the engines; with crossovers most inconveniently situated; with lines running along busy streets and over congested level crossings; with leads from one wharf fouling those to another, etc. The overall cost of running a shunting engine varies from 15/- to 20/- per hour. It can be seen, therefore, that there is a real need for ensuring the minimum number of engines and the maximum amount of work per engine hour. Any of the disabilities just mentioned reduce the efficiency and increase the operating costs.
Delay in shunting operations, and consequent disorganisation, results in higher cost not only to the Railway Department but to the innumerable companies, agencies, private individuals, etc., that are intricately bound up with the activities of present day port operations. In this country the Railway Department makes no charge for shunting services on wharves owned by Harbour Boards, consequently any additional costs brought about by inadequate facilities or bad regulations are borne by the Department. The use of two engines instead of one does not concern the trader; in other countries, where a charge is made, it concerns him very closely. As the burden here falls on the Railway Department, it can be understood there is more than ever a real necessity for the study and adoption of the most up-to-date methods known.
Electric Capstans and Horses are extensively used for moving wagons on the wharves but engines have to be used to haul wagons to and from the Railway depot. In considering facilities, therefore, the first point is the provision of easy ingress and egress in the station yard. This is best provided by laying down exchange sidings. Secondly, storage sites at convenient points inside the dock area—more especially where the exchange sidings are some distance from certain wharves—are
On the wharves themselves crossovers should be so placed that they do not come opposite holds of ships. This is a difficult matter to arrange, as ships vary in length. It is better therefore, to have too many crossovers than too few. The ideal lay-out on the wharf is three tracks, the outside one for loading from wagon to ship, the inside one for discharging from ship to wagon, and the centre one for circulating purposes. With this arrangement, wagons can be circulated freely and engines can work on one ship without interfering with an other.
The gravity System of Shunting as Applied to Wharves. An excellent example of how the most up-to-date railway facilities can be incorporated with the most mechanical dock handling appliances is furnished at Immingham Dock on the Humber. This Dock was built principally for the export of coal, and very particular attention was given to shunting facilities. At an enormous capital outlay, gravity shunting was introduced for running wagons to and from the wharves. The experiment has been amply justified for, with the docks working at full pressure, at least 16 additional engines and numerous capstans would have been required to work the traffic.
The coal is shipped by eight coal hoists similar to that shown in illustration (No. 1) seven are situated on one wharf, and one on a jetty in the river. Each of the hoists can handle seventy tons per hour. In a day of only ten hours, therefore, 5,600 tons of coal can be shipped. However fast the ships work there is no possibility of delay in getting the wagons down to the hoists, for the accommodation provided is enormous. Each separate hoist is furnished with a group of eight sidings, and each of these sidings can take forty, ten or fifteen ton wagons, or a total of 320 wagons for each hoist and 2,560 for the entire group. This, however, represents but a small fraction of the whole of the accommodation, for in the storage and reception sidings close at hand, no fewer than 9,120 wagons can be stored. The full capacity is thus sufficient for over 11,600 wagons, accommodating in all 110,000 to 175,000 tons of coal. Illustration No. 2 shews a “sea of coal” waiting shipment. The total length of siding accommodation and running lines is 170 miles.
The method of feeding the hoists is as follows:—Illustration No. 1 shews one of the eight hoists and a ferro-concrete overbridge. The loaded wagon arrives at the bottom of the hoist, travelling from the storage sidings, by gravity, down an inclined road terminating at the base of the hoist. After being raised to the necessary height it is discharged by being tipped, and then lowered and run off on the overbridge down an inclined road to the emptied wagon siding.
The whole system is such that the operation of feeding the wharves can be conducted with mechanical rapidity and precision, an arrangement of no slight importance in view of the magnitude of the undertaking and the speed with which wagons can be unloaded after arrival at the wharves.
The German State Railways (says the “Railway Gazette”), are at the present time experimenting with a 4-6-0 type express engine having a special boiler built for two working pressures, namely, 853 lb. per square inch in the rear or ultra-high pressure boiler, and 199 lb. per square inch in the boiler barrel proper. The inner firebox is formed by water tubes, the bottom ends of which reach into the water chambers of a hollow foundation ring, while their upper ends discharge into steam collectors. The system is filled with chemically pure water up to the tube ends in the steam collectors, and from the latter steam rises through vertical tubes to heating coils the firebox. The heat from the coils is absorbed by the water in the special boiler, and the condensate falls back to the foundation ring chambers through another set of tubes and thence starts the circulation over again. The working pressure in the firebox and heating coils is from 1,100 to 1,300 lb. per square inch.
The test of efficiency in any business is capacity to deal with emergencies. In this respect those employed on railway work in New Zealand's “Winterless North” have recently been afforded ample opportunity to show their mettle, for although cold cannot settle on the Northern Peninsula, the elements take revenge in another direction.
Such an occasion occurred in May last when the Whangarei-Auckland express was hemmed in between two washouts near Pukanui (a few miles north of Helensville). About half of the seventy passengers (including nine women and five children) elected to remain in the carriages overnight, and they were supplied with refreshments by the local residents. The remainder were conveyed through the flood water to a point opposite the Kaukapakapa hotel in a railway wagon pushed by the line maintenance gang, the roads at the time being impassable. All passengers were conveyed by motor to Helensville next morning, and thence either to Waimauku or Wharepapa, there making connection to Auckland by means of specially extended suburban services.
On 10th July the rain again descended and kept on doing so for three days. The result was that the passengers who left Whangarei on 12th July were forced to remain at Maungaturoto overnight owing to the southbound Whangarei-Auckland express being unable to proceed over the flooded area which extended for several miles between Wayby and Kaipara Flats; nor could they travel by road. Neither the passengers nor the Railway staff were, however, disconcerted by this interruption to traffic. The women passengers were billeted at settlers' homes in the vicinity, and the majority of the men spent the night in the railway carriages. The Stationmaster at Maungaturoto (Mr. F. G. J. Temm) kept the station open all night and the refreshment room staff stayed on so that refreshments could be obtained whenever required. Large fires were provided and reports indicate that all spent a comfortable night. Although about a hundred passengers were thus prevented from reaching Auckland that day, only three of them elected to return to Whangarei. The others had their confidence in the temporary nature of the obstruction fully justified the following morning, when a special train was provided to enable them to continue their journey to Auckland which was reached without mishap early that afternoon.
“It.”
—From the London “Star.”
Mr. B. Davidson, who has been employed in the Auckland Goods Shed for the past two years, has been selected to tour England with the “All Black” New Zealand League footballers. His exploits will be followed with interest.
In concluding this series of articles I feel that I am expressing the opinion of every Railway mechanic in the Dominion, when I say that we all fully recognise the importance of the Department's scheme of education, and are fully aware that no effort should be lacking on our part to make it a success.
Apprentices have now an obligation to fulfil. This can best be done by taking full advantage of the opportunity afforded them; by paying strict attention to their studies, and by willing obedience to their instructors. They should not think that because they are being trained and schooled by the Department they can give up their night studies and Technical School training. This extra training should spur them on to study harder in order to become efficient railwaymen. The average apprentice figures that there is no use in studying, as he will be a mechanic in five years. This is a wrong impression to take, as something more is needed to fit them for the higher positions in the service which will surely be theirs provided they are efficient and qualified to fill them.
Their ambition should be to reach the top, and not sit idle and let the last boy beat them. They should make up their minds to succeed. For, if they don't, they will be hopelessly left. From now on, and more especially in the initial stages of the apprentice instruction, all our tradesmen will be required to materially assist us by instructing the boys to the best of their ability. Tradesmen should not hesitate to answer the boys' questions, show and tell them the names of all tools, say what they are for, and explain how to use them; encourage them to work, but avoid harassing them. Be firm but kind. If they do this the boys will respect them, do honour to their trade, and become a credit to the shop in which they were trained.
The trade should not be looked upon as a sort of secret society. I can well remember, as a boy, when an engine was ready for setting slide valves,—which was then considered a trick of the trade,—we were always sent to do some work a considerable distance away. This I could never understand, for we were there to learn our trade, not to scratch for it like a fowl does for her chickens. However, it is pleasing to know that for some years past this practice has gradually died away, and rightly so. I have read numerous articles on apprentice training as carried out on American, Canadian and English Railways, and I am more than ever convinced that the need of this training was never more felt on our Railways than it is to-day. Every effort should be made to see that each apprentice is given a full opportunity and variety of experience in all the work of his trade, both practically and educationally, so that upon completion of his apprenticeship he will be a skilled all round mechanic. In conclusion I must congratulate those who are directly and indirectly responsible for having brought to a successful issue the training of our apprentices. I feel sure that the result of their labours will repay them handsomely in a very few years.
To the apprentices I would quote the words of Nixon Waterman:
The world will buy largely of anyone who Can deliver the goods;
It is ready and eager to barter if you Can deliver the goods.
But don't take its order and make out the bill
Unless you are sure you'll be able to fill
Your contract, because it won't pay you until
You deliver the goods.
Mr. G. B. Beere, who occupied the position of Yard-Foreman at Auckland for the past fifteen years, was met by a gathering of the staff at the Auckland Goods office recently, and presented with a case of pipes, a tobacco pouch (and a marble clock for Mrs Beere), to mark the occasion of his retirement from the Service on Superannuation. Mr. T. Robinson, who made the presentation, spoke of his many years association with Mr. Beere, who was a much respected and popular officer. Mr. V. McGaffan spoke on behalf of the Shunting Staff and paid a tribute to the sterling qualities which characterised Mr. Beere in all their dealings with him. Mr. Beere feelingly thanked the donors for the gifts, and for the spirit which prompted them. He assured all present that he would always retain the happiest memories of his association with the Auckland Railway staff.
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We are so inclined to fall in with what is thoroughly commonplace, and our heart and mind become so readily callous to the beautiful and perfect, that we should do all we possibly can to preserve our susceptibility to higher influences.—Goethe.
Before Railway Hoardings erected.
After Railway Advertising Hoardings erected. This is a very busy corner. Note the improved visibility through setting back the hoarding at an angle, and the open space provided for beautifying purposes.
It is now over eleven and a half years since the Railway Department assumed direct control of the advertising on its property. The North Island and South Island Main Lines and Branches were taken over on the 1st January, 1915, and the smaller detached sections of railway three years later. Previously the advertising rights were let to private contractors who paid the Railway Department a fixed sum per annum during the currency of their agreement, and the contractors, of course, handled the selling and display of the advertisements. Owing chiefly to conditions arising out of the World War, the first six years of existence of the Railway Advertising Branch were not very encouraging, and but for the optimistic outlook of those in authority at that time, the venture might have been abandoned as a failure. At this stage the department let only the advertising space, and the advertiser had to provide the advertisements; which, however, the department placed in position. As had been the case with the private contractors, the advertising was then confined chiefly to advertisements on station buildings and adjacent fences.
As time went on without any appreciable increase in business, it became apparent that something had to be done to educate the business people to the value of railway advertising. At first this was no easy task. The great majority had not previously tried out this medium, and it is surprising how difficult it was to prove to them that that was no reason why they should not do so in the future.
The whole organisation of the advertising branch was considered very carefully with the obvious idea of increasing the volume of business. It was recognised that the Sales organisation was not strong, but this did not appear to be the only weak point. Having to provide his own advertisements was too much bother to the advertiser, and a good deal of the failure appear to be attributable to our lack of service in this respect. It was then reasoned that if we were in a position to submit attractive designs that would appeal to the buying public, the business must surely go ahead, and as a result the Advertising Branch inaugurated what is now well known throughout the Dominion as the Railway Advertising Studios. The Sales staff was strengthened, and our activities were extended to include the display of advertisements in railway carriages and on large hoardings in prominent positions. Since then we have never looked back, and the business has gone ahead by leaps and bounds.
The Studios, which are located in Wellington, occupy nearly an acre of land; the buildings themselves cover roughly 15,000 square feet of floor space. Here the advertisement is produced in its entirety. The client is relieved of all bother, it being necessary for him merely to name his product. Our ideas-men and artists then get busy and work up a design embodying the important points of the article to be advertised. When the advertisement has been planned, the next procedure is to select the persons and material most suitable to pose as subjects for the pictorial portion of the advertisement, and when these have been arranged to the satisfaction of the Supervising Artist and sketches made, the services of the Studio's photography division are called in to obtain a photograph of the setting in order to reduce the time models would otherwise require to pose. In this way there is no limit to variety and originality in design, and with the high standard of artists employed we are able to put on canvas, paper, or metal any conceivable composition.
When the Studios were opened in July, 1920, the total staff of the Advertising Branch was ten. To-day it totals seventy-four. The total full term value of the business written up during the financial year ended 31st March last amounted to nearly £90,000.
Although one occasionally hears remarks to the effect that outdoor advertising should be restricted, it would be difficult to find a private business concer