The New Zealand
Railways
Magazine
Railways
Magazine
Registered for transmission by Post as a Newspaper
Published by the
New Zealand Government Railways Department
“”
For Better Service.Vol. 1. No. 6.
Wellington,
New Zealand
October24, 1926
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 idenjpgy 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.
Contents
Editorial
At no time in the history of the Railways has the public attitude towards the Department been more friendly than during the financial year just past. Instead of captious fault-finding, any criticism put forward on behalf of the public has been constructive, while much more space has been occupied by business men in letting executive officers know how satisfactory the service rendered has been than in the elaboration of complaints.
It is therefore right that the public should be given to understand how greatly this attitude towards railway affairs is appreciated by the staff working the system. In railway life perhaps more than in any other, the saying of the wise Hippocrates—given more than two thousand years before the first train ran—is fully borne out: “Opportunity is fleeting, experiment slippery, judgment difficult.” Whatever will help to make that life happier—and nothing helps more in this respect than appreciation—is worthy of the fullest commendation and encouragement.
The staff have been at special pains to meet the requirements of the Department's clients in every possible way, with the aim in view of making travelling and trading with the Railway a pleasure rather than a nuisance, and the result of this effectual co-operation as recorded on the practical index of the year's work should give pleasure to all parties. For this year the Railways of New Zealand are in the fortunate position of being the only railways in Australasia to show a credit balance on the year's working. So much for the benefit resulting from the people of this country standing solidly behind their own system of transportation.
While our goods traffic is making good progress there is opportunity for a considerable expansion of passenger traffic, and in securing this everyone can help.
Used as railwaymen are to the routine of train work, there is always a chance that members may overlook the romance of travel in this, the most alluring of all countries in the world. If they keep it in mind it will help them to enter into the spirit of the passengers for whose enjoyment it is their privilege to cater.
A kind of mild intoxication overtakes all but the most seasoned travellers as soon as they enter on a crowded railway platform for the purpose of making a train journey. As their worries fall away they become a little excited, develop a holiday care-free feeling and gratefully expand under the social spirit that always pervades a passenger station when an express is about to depart. Whether it is the bells, the lights, the whistles, the hiss of escaping steam, the come and go and general bustle of the place that produces this feeling, or whether it is the mere anticipation of “going out on the long trail… the trail that is always new” would be difficult to decide; but there it is—a factor that must be taken into account. It is something that we, the guardians of the train travelling public, must allow for, and encourage. These travellers are our guests. How can we help them? Most of our station staffs, guards and porters have just the right way with them to please passengers. They welcome questions about routes, times, refreshment places, points of interest, and railway practices and facilities. They are friendly without being forward, helpful without being tiresome. They succeed in making passengers feel at home, care-free, relaxed, and happy. The train itself, its strength, reliability, equipment and punctuality, all help to add to this feeling, a feeling pleasurably accentuated by the gregariousness and holiday sense surrounding railway dining and refreshment rooms and bookstalls.
Then the travel itself gives ample opportunity for variety of entertainment. Loaded up with an ample supply of magazines, cigars, cigarettes, cards and chocolates, the passenger is ready to sit in at a game of poker, carry on animated conversation with chance-met acquaintances, dream awhile in the luxurious haze of the smokers’ paradise, loll idly over the latest fiction, or hand sweetmeats to an appreciative lady, while the good train steadily coils the miles behind it.
Our own people are learning more and more the benefits of train travel, the meeting with new people, viewing new scenes, catching glimpses of the country's progress, seeing throughout the land evidences of industrial progress, and gaining ideas for improvements at home. We have the facilities. By good service we can fill the trains.
Since its inception in June of last year, the Suggestions and Inventions Committee of the Railway Department has dealt with fifteen hundred proposals, each one of which has aimed at producing improvements in railway operations. These have come freely both from the public and the staff, and indicate the great interest taken throughout the country in current railway transport problems.
The vast range of subjects chosen by those with improvements to propose is such that it would tax the imagination of a Wells to think of a single practical particular in regard to which no suggestion has yet been put forward or invention submitted. Track, signals, and rolling-stock; locomotives and rail-cars; timetables; the equipment of yards, stations, cabins, workshops and sheds; devices for safety, comfort, and convenience in travel; the handling of goods; carding methods; ways to increase business; advertising and publicity schemes; these constitute the principal headings under which the various matters submitted to the Committee may be classified.
The importance of the work and its diversity require the attention of a committee possessing an aggregate knowledge and experience sufficiently diversified to enable the members to deal effectually at their meetings with most of the problems presented. This is secured under the committee as at present constituted, for amongst its members are officers directly acquainted with railway conditions in Great Britain, India, Canada and Australia, as well as those having an intimate knowledge of our own system, its needs and possibilities. They are authoritative representatives of the Transportation, Locomotive, Maintenance, Commercial, and Signals Branches of the service and, meeting weekly to examine the budget received since their last gathering, they have reached, through practice and experience, the point where they can quickly appraise the value of most of the notions put forward. Some proposals are old or impracticable; others have already been weighed in the balance and found wanting; but many are obviously useful, others are intricate and require close study, while others again clearly show the rare working of genius.
When the information possessed by the committee is not sufficient to enable them to judge the value of a suggestion, they do not hesitate to call in specialists in the subject under review, or to refer the matter for trial to the head of the branch concerned. Every suggester may, therefore, rest assured that his idea will obtain full consideration on its merits. The arrangement by which members of the committee are kept in the dark as to the identity of every suggester lends an additional assurance that the suggestion shall receive the unbiased consideration of the Committee.
Already the effect of providing this outlet for suggestions and inventions has been to place at the disposal of the Department many devices which have facilitated operations. It has set members thinking how to produce improvements in their work. It has scotched many foolish notions, and made operative a scale of awards sufficiently attractive to induce enterprise along right lines in all grades of the service.
Railways In East Africa.
At a dinner given recently by the Manchester Cotton Association, the Right Hon. Mr. Amery, Secretary of State for the Dominions, replying to the toast of “Empire Development” observed that the Cabinet had authorised him to introduce a measure asking for a guarantee to British credit for the raising of loans to the extent of £10,000,000 for a progressive railway policy in East Africa. He did not for a moment suggest that that sum would be sufficient, for he believed much more would be required in the future. He had also secured the sanction of the Treasury to devote an appreciable portion of that fund to research. The whole problem of Africa was largely one of research into diseases.
Sick Benefit Funds
Sickness is one of the most common misfortunes of life, producing enforced idleness and consequent loss of pay To combat the hardships caused by the loss of earning power in such circumstances, co-operative action by small sections of the Service has led to the setting up of a number of sick benefit societies whose aim has been to ameliorate the conditions of those members unfortunate enough to be visited by sickness.
All of these societies have, within their own limited scope, done good work in reducing the strain on the financial resources of those contributors needing assistance in this way, and by their operations have helped also to reduce the mental stress which the fact—or even the possibility—of inability to earn their usual wages produces, particularly on those carrying family responsibilities.
The general plan upon which most of the Railway sick and accident societies work is one under which a regular contribution is made by members, and from the funds so accumulated fixed sums are paid to those belonging to the society who may be the victims of sickness. In some of these societies there is an annual distribution amongst contributors of any surplus accumulated.
The chief variant from the above general method of providing relief is found in the Brotherhood Societies which have no regular subscription but make a levy monthly for the benefit of any member on the sick list.
The Board fully recognises the benefits which have been derived from the operations of these societies, in fostering the spirit of fellowship, and commends the societies on the effectiveness of their effort in reducing the weight which pure misfortune sometimes throws on deserving employees. The Board feels, however, that a great step forward might now be taken by the formation of one comprehensive society to include and provide for the whole of the members of Division 2. With such an arrangement—which would to an extent do for members in cases of sickness what the superannuation fund does for retiring members—administration would be simplified, overlapping would be avoided and benefits improved.
The Board therefore suggests for the consideration of members the formation of one inclusive Fund, and, providing the proposal meets with general approval, the Department is prepared to assist and subsidise it.
In putting forward the proposal the Board is impressed with the desirability of helping members to relieve such ills as are unavoidable and has no object but to help members through such trying periods by supporting and encouraging the creation of a Fund which would give greater security and larger benefits than is possible under existing arrangements.
The Fund would be administered by elected members of the staff.
If members are prepared to endorse the principle, details as to rates of contribution by employees and the amount of assistance to be rendered by the Department respectively, together with regulations for administration, can be considered in conference and in accordance with actuarial advice.
A Fine Tribute from Mr. J. E. Purchase, Principal of the Teachers’ Training College, Christchurch
I wish to express my appreciation of the kindness shown by the Little River railway officials to a party of students who were tramping the Peninsula during the holidays just passed. We reached Little River after a wet tramp from Wainui about two-and-a-half hours before the train was due to leave for Christchurch. As we were all more or less wet the prospect of a cold wait in wet clothes was most uninviting. The Stationmaster came to our aid and by putting on good fires enabled both men and women to change and dry, thus helping to prevent any serious consequences from sitting about in wet things. This is probably a trivial matter to write about, but it made a considerable difference to us, and I think kindness and courtesy should be acknowledged at least as quickly as complaints are made. I would not on the other hand like it to be inferred that kindness and courtesy from Railway officials are such rare phenomena that they warrant special notice. Such treatment is invariably associated with my experience with your branch of the Public Service.
—
Stephenson's “Rocket”
The above lines are from the pen of
Speaking in the House of Representatives on 17th August the Prime Minister made some observations in regard to reductions both in the cost of arjpgicial manures and in the rate for their carriage by rail—observations of very great interest and importance to the farming community at the present time. Following reductions recently made in the price of super-phosphate, a further reduction of ⅙ per ton has been made by the manufacturers. The reduction now made in railage rates amounts to 40 per cent. per truck load, and 25 per cent. for lesser quantities over one ton.
“The Government,” said Mr. Coates, “is convinced of the great possibilities existing for increased production of primary products in the Dominion by further development of our farming methods. One most important factor in bringing about increased production lies in a great extension of the general use of phosphatic fertilisers, particularly in the form of top-dressing of pastures. The instructional services given by departmental officers afford farmers a means of obtaining advice and information on all phases of farm practice, and much of the time of these officers is already occupied in the giving of advice in connection with the use of fertilisers, thus assisting towards obtaining the best results from the expenditure involved in their purchase.
Low Rates
The new railage rates for arjpgicial manures conveyed by train are so low that distance by rail from the point of manufacture will make little difference to the landed cost at the farm.
Some typical rates for manure in six ton lots are:
“The price which the farmer has to pay for his fertilisers naturally has a decided bearing upon the extent to which he will make use of them, and a good deal of unrest has existed regarding this question of selling prices, farmers having considered that, as regards fertilisers-, particularly those derived from Nauru and Ocean Islands, the prices charged to them were too high.
“With a view to doing its share towards reducing the cost to farmers, the question of existing railway rates for the carriage of fertilisers has been examined, and a decision arrived at that these rates shall be materially reduced. Before bringing about this reduction, however, it was deemed desirable to confer with the various interests concerned in the manufacture, handling, and sale of fertilisers with a view to obtaining a practical form of co-operation by further reductions on their part also. Two conferences have, therefore, been held, at which representatives of manufacturers, distributors, freezing companies, and harbour boards were present, together with Ministers and Departmental officers. At these conferences the matter was discussed in its various aspects, and following them there has been considerable correspondence with the interests concerned, including shipping companies engaged in coastal trade.
“Some result has been attained and each section of the trade has been able to express its views, hence the position is clearer now than heretofore, and it is hoped that in due course further improvements which will be of benefit to producers will come about.
“As regards the railway concession, it is anticipated that the cheaper rate at which the farmer will be able to secure fertilisers will result in a much increased use of them, and a markedly greater output of primary produce for carriage on the railways, thus going a long way towards offsetting the reduced rates.
“The manufacture and sale of superphosphate is now one of the most important factors in the fertiliser trade, and the manufacturers have agreed to supplement their reductions in prices made just recently by a further reduction of ⅙ per ton.
“This present reduction of ⅙ per ton would no doubt have been greater but for the fact that the price of raw materials for superphosphate manufacture was recently increased by 4/- per ton. This increase in price of raw
“The freezing companies have agreed to reduce their prices pro rata to those of the manufacturers. The Wellington Harbour Board has made a reduction of 1/- per ton in its wharfage rates for material landed direct into railway trucks, and the Auckland Harbour Board has made a small reduction in its wharfage rates on sulphur, which is an essential in the manufacture of superphosphate. The Dunedin Harbour Board, it may be mentioned, made a considerable reduction last year.
“As regards the coastal shipping companies, they already have a reduced rate for fertilisers, and intimate they are unable to do more.
“The distributors and manufacturers of mixed manures definitely expressed the opinion that they could make no reductions as regards their share of the intermediate costs, but as regards any material for incorporation into mixed manures obtained at the reduced price from the manufacturers, the reduction will be passed on to the consumers, together with any saving effected by the reduced railway rates upon it.
“In considering this aspect of the general question, it must be borne in mind that the distributors’ margins throughout the Dominion have recently been reduced, the reduction varying, on a pro rata basis, according to the arrangement previously existing. As the distributor, whether handling mixed manures, superphosphates, or other fertilisers, has to carry the risk of bad debts, he needs a margin to cover this risk, and it is proposed later to have further discussions with those concerned. The whole question of fertiliser prices to farmers and its bearing upon the necessity for an increased output of primary products is one of national importance which can well be discussed in a good spirit from that standpoint.
“The reduction in railway rates, which will apply to all fertilisers, will be one of 40 per cent. for truck loads, and 25 per cent. for lesser quantities over one ton, and it will come into force as from 30th August. The cost of this reduction will be borne in the proportions of one-third by the Railway Department and two-thirds by the Department of Agriculture.
“It may be added that the manufacturers and other interests concerned have given an assurance that all monetary benefits accruing from this reduction in railway rates will be passed on to the producers.
“In conclusion, I desire to express my thanks to those representatives of the various interests concerned who visited Wellington for the purpose of these discussions, and my appreciation of their frankness in furnishing information, and their desire to co-operate with the Government in this very important matter.”
Montague
L. H. Campbell (Newmarket.)
A Track in the Mountain Bush, Olakune
To most railway men the words “on transfer” are a familiar term and express a feature of railway life in which some of us have all too wide an experience. It is a case of wondering “where next?” Of all the possible destinations, one of those regarded almost as a bogey by railway folk is Ohakune Junction; that little railway settlement that nestles at the foot of Mt. Ruapehu in the ceutre of the North Island. It is the home of those hardy men to whom are entrusted the watch and ward of our Main Trunk traffic through perhaps the most difficult section of our railway system. To the railway world this little town spells exile, feelingly expressed by the facetious corruption of its name into “Oh-Agony.” To the night traveller who peeps through the frosted window of the railway carriage, it gives a sense of dreariness and desolation. To me it stands for two of the happiest years of my life.
Kindly consideration on the part of the Railway Department has done much to ameliorate the life of its members stationed at Ohakune. Amongst the amenities provided is a fine dancing hall, where in the long winter evenings the community spirit finds free scope in happy gatherings. Here all branches and grades of the Service can meet and mingle with a mutual understanding that cannot be engendered amongst the distractions of the city. Those gatherings always reminded one of Kipling's lines:—
The Railway tennis court was also a common meeting ground where sportsmanship was the only basis whereon a man or woman was judged. But, to the individual so minded, Ohakune can offer many charms. There is, above all, health and an abounding appetite for 2,000 feet of altitude. Leagues of forest and proximity of icy peaks, give a tang to the air and a zip to the blood. Winter may be severe but bitter nights give way to amethyst days. To the lover of beauty in Nature there are endless delights. One has to take but a few steps beyond that rather gloomy row of cottages that flanks the station yard and he is in a paradise of fern and shrub and forest tree. Over his head tower giant trees like pillars in a temple making wonderful vistas of light and shade and about his feet are ferns and mosses that defy description. On every hand the pungas droop their fronds in cascades of green. I know of one botanist who stayed off for a day at Ohakune and has been there four years.
To the lover of adventure Ohakune can also offer attractions for in a sense, she is the guardian of Mt. Ruapehu. She stands at the doorway to a vast region of virgin forest, of deep ravines, of rocky buttresses and dismal swamps which are flung about the base of the mountain and serve as a setting for its gleaming peaks. But it is those gleamy peaks that overtop all scenery and all other interests in Ohakune and are a constant lure to the adventurous. When in an amiable mood they afford an exhilarating climb to the summit from the mountain hut in a few hours followed by a giddy, gay snow slide of thousands of feet on the return journey.
Whipped by the elements they may at any time assume a hard and treacherous mood. This I once experienced almost to my undoing. The tale may be worth the telling.
We were a small railway party and had completed the tramp of nine miles through the bush to the mountain hut. The sun was setting in a flood of glory over Mt. Egmont, while Ruapehu was mantled in a gorgeous pink. As the twilight deepened the whole sky became a rainbow arch, passing from deep red on the western fringe to ultra violet behind Ruapehu. Later, the moon rose tipping the snow peaks with silver. The air was crystal clear. Truly, it was a glorious night.
Next morning we were early astir and started on our climb just as dawn was coming in. Looking back in the cold light, it seemed as if the ocean had swept right to the foot of the mountains in great foaming billows, in which the ranges of hills formed bays and promontories, while Egmont, in the distance, towered aloft as a solitary island.
It was only the mists of the morning and these soon flushed to pink and gold as the sun topped the horizon. We wondered why Egmont remained dull and grey in the flood of light until we discovered that it was in the shadow of Ruapehu though eighty miles away. This shadow gradually
We pushed on up the tussock slopes and rough scoria ridges but, alas, as we approached the snow line and the sun's rays began to strike on our side of the mountain we detected a steely gleam on the white slopes. It was not long before our worst fears were realised. The top of the mountain was encased in solid ice without a vestige of loose snow that could give us a foothold. The wind-blown icicles sheathing the great boulders gave an impression of flocks of grotesque sheep. It was sufficient to give us pause for we were not shod for ice and had only one ice axe and no rope amongst the four of us.
We looked at the clear summit and thought of the view awaiting us. We looked back at the long fourteen miles we had come from home, and we decided to “give it a go,” though it meant cutting ice-steps from snow line to summit.
Instead of following the usual route up the main ridge we struck right up the immense smooth ice-slope that stretches to the summit, a slope that, when snow covered, has provided climbers with many a gay glissade, but which now had death written on its glassy surface. Up step by step we went, taking turns with the axe and fearful that it might slip from our numbed fingers. The keen wind cut us to the bone and our fingers froze to the ice as we gripped it in spite of our woollen gloves.
Mt. Ruapehu from Main Trunk Railway, North Island
As we saw more and more of the slope below us and thought of the slim toe grip between us and a ghastly slide to death on the rocks-thousands of feet below, it became too much for our nerves and we decided to try the main ridge. Here was our worst trail for we had to mount an almost perpendicular face of polished ice about twelve feet high. Our only hold was on icicles that threatened to break in our grasp. But for a timely grip from a staunch companion I would have gone, for my frozen fingers failed to hold.
After four hours of continuous step cutting, we gained the topmost peak. It was as if we were perched on a gigantic iceberg so heavy and so hard was the coating of ice and the wind cut like a knife. But to stand on such a supremely dominating peak as Ruapehu on such a clear day and to see the land spread out in every direction was a memorable sensation.
We could see clear away to Napier and the Mahia Peninsula beyond. The Kaimanawa Mountains seemed a mere ridge in the intervening country. To the north gleamed Lake Taupo
From our vantage point we gazed down a sheer face of several hundred feet into the crater of Ruapehu. The crater is one stupendous icefield surrounding a warm lake whose waters lie darkling in a wonderful setting of ice cliffs probably fifty feet high. These cliffs break away at times with a thunderous sound. Neither time nor conditions permitted of our climbing down to the lake and having the bathe we had promised ourselves.
We dared not follow our upward route on the return journey. We could not trust the nails in our boots so we “lumbered” our way downwards cutting ledge after ledge and only in the better places trusting to foothold alone. It was another weary, freezing four hours before we reached the snow line, a descent which under favourable conditions is made in a glorious glissade of a minute or so.
The sun was setting in a riot of colour behind Egmont and the intervening stratum of fleecy clouds became a sea of crimson and gold. But four miles still lay between us and the hut and woe betide the traveller benighted on those scoria slopes. We set out to race the darkness and a kindly Providence must have guided us along the ill-defined track over scoria ridges and rocky gullies down through the tussock in the starlight until the path suddenly died out in utter darkness.
Mt. Ruapehu from Makaranui, Main Trunk Railway, North Island
Away in the distance gleamed the lights of Ohakune and beyond them again the lights of Raetihi, while the headlight of an engine could be seen on the Karioi Plains. From these we could get the general direction of the hut and after much searching and match striking for an hour amongst deep ravines, dew ponds and other pit falls we struck the trail once more and at 8:30 p.m. the hut loomed before us. We had done fifteen hours of solid going and that night the hardest bunk might have been a couch of down.
Such are the joys that Ruapehu affords, such is the foolishness of humans, but such are the things that are good to look back on as age puts its restraining hand upon us, and even “the desire faileth.”
In recognition of his material contributions to social welfare and his constructive imagination in the field of industry, Mr. Henry Ford has been granted the degree of doctor of engineering by the University of Michigan.
(ByW. Schierning , Traffic Office, Wellington)
The transportation of passengers, goods and livestock is the chief concern of the Railways. It is from this source that the main portion of the Railway revenue is derived. It is essential therefore, that the matter of transportation in all its phases be closely watched to ensure that the best results be obtained. The following figures are interesting as showing the large increase in the traffic handled now by the New Zealand Government Railways compared with twenty years ago:—
The total train mileage in 1906 was 6,413,573 as against 10,319,407 in 1926, an increase of 3,905,834 miles.
In the matter of transportation the economic aspect requires to be kept in view. In this connection the maxim “Keep the wheels moving” is a good one to bear in mind; but care must be taken to avoid all unnecessary haulage of vehicles.
In order to ascertain the demands of the passenger traffic, a record of the number of persons travelling by the different services should be kept, and, with this as a guide, only sufficient carriages should be provided on trains to meet normal requirements. In cases where the traffic is “one way” a certain amount of empty running of cars cannot, of course, be avoided. It may be possible in some instances to effect an economy in the direction indicated by the substitution of composite for cars of one class. In supplying empty wagons to fulfil orders, care should be taken to see that they are obtained from the nearest point.
On the New Zealand Railways the lines are divided into Districts and each District is apportioned a certain number of wagons of the different classes to meet the needs of the Districts concerned. At normal times the wagon stock is ample to meet the requirements of traffic, but the position is different when heavy shipping traffic has to be handled, also during the peak months of seasonal loadings, such as wool, chaff, livestock, etc. Should one district have a big demand for any one particular class of wagon, the other districts are called upon to advance what wagons they can spare to the district requiring them. At times help in this direction cannot be obtained owing to a similar demand in excess of supply for the same class of wagon coming from several districts. When this position arises the best possible use must be made of the wagons on hand. Full loading of trucks should be insisted upon. Outward loads should be forwarded to their destination station by the quickest means and wagons discharged promptly on arrival.
A vexed question with consignees here—and in almost every other country—is the demurrage charge enforced on wagons not discharged within a specified time (eight hours in New Zealand) after arrival at destination station. This charge is not remunerative to the Railway. It is imposed solely to prevent undue detention to wagons. It would not be practicable to dispense with the demurrage charge, nor would it be in the best interests of the users themselves to do so.
Very heavy sheep and cattle traffic is handled in New Zealand during certain months of the year. It is sometimes found impossible to meet the demands of the loaders for particular days. The unfulfilled orders are in such cases carried forward to the following day in time and date order of receipt without differentiation.
The Transport Clerk is kept posted as to what livestock is being loaded to the different stations in the district he controls, and orders for outward loadings are approved on the information so obtained. In some instances, however, the senders change the destination station at short notice, thus upsetting the arrangements made.
To avoid disappointment and inconvenience to the consignors concerned, every effort is made to fulfil the orders as originally approved but, in doing this, empty wagons may require to be hauled long distances at heavy cost. Experience has shown that in order to keep the practice of diverting wagons from one station to another down to a minimum, a nominal fee is necessary. This charge does not, of course, recompense the Department for the extra expense it is put to in hauling empty wagons, perhaps for long distances, to keep faith with its clients, but it has the effect of discouraging the practice of diverting wagons and, to that extent, facilitates the work of supply.
An important factor in transportation is the punctual running of trains. Each Goods and Mixed train is allotted a certain amount of shunting work and these instructions should be adhered to. It may be necessary at times to
Ice pinnacles, Tasman Glacier, South Island, New Zealand
Care must be taken in altering crossings so that preference be given to the more important train. Due regard should be given to those having connections with other trains. In order to obtain the best results, all stations should provide themselves with a train diagram of their respective districts. By this means the immediate and later effect of any contemplated altered crossing is seen at once.
It is not always recognised what the loss of even one minute may mean to the ultimate running of a train. For instance, a decision may be given that provided a train is running not more than five minutes late it may be sent on from “A” to the next crossing station, “B,” in advance. A detention of a further minute may result in the train being held at “A,” thus considerably increasing the delay. The later running may also seriously affect the train in making altered crossings over the remaining portion of its journey and the one minute might easily be responsible for an hour or more additional delay to the train.
In order to obtain satisfactory results in transportation working, an up-to-date telephone system is absolutely essential. Given this facility the transport officers are able to keep themselves posted as to the running of trains and are in a position to promptly issue such instructions as are found necessary for the more efficient working of the traffic.
The secret of success of “train control,” which has been adopted by some lines in Britain, United States, and other countries, depends entirely on the provision of a proper and easy means of communication by the control officer with stations along the line.
The development of transportation has now reached the stage when it requires to be dealt with scienjpgically as well as methodically. It is a branch of railway working that cannot be too closely studied if the best results are to be achieved.
Prompt Action And Courtesy Appeeciated.
In reference to an accident to the Main Trunk train on 10th August through an axle breaking, appreciation of the prompt action taken by the driver and fireman to bring the express to a standstill when the accident occurred is expressed in a testimonial signed by about 60 passengers on the derailed train. A tribute is also paid to the kindness and consideration of the guard who made it his first duty to see to the safety of the passengers. The members of the train crew were Driver G. B. Munro, Fireman J. G. Heavey, and Guard A. Johnston.
The competition for the Board's essay prizes on the subject of safety created great interest throughout the service, entries being received from all branches and grades. The general standard was high and made the task of selection a difficult one.
The following are the prize-winners:—
1st prize (£3)
2nd prize (£2),
3rd prize (£1),
[Note.—The winning essays will appear in our next issue (Ed. N.Z.R.M.]
Securing Traffic
“Advertising, backed by service and by the efforts of those salesmen employed by the Railroads, has made a race of travellers on this continent,” said
“In the railway world the agate line, which you of the advertising fraternity employ as a unit of measurement, plays a large and useful part, more particularly in the development of passenger business and with respect to those railways which are greatly interested in presenting the allurements of transportation to tourists. Advertising to tourists has kept abreast of general improvement in advertising, as a whole, and as an outgrowth of the old time-table advertisements of ten or fifteen years ago, we have to-day the highest type of sales copy, prepared and presented by experts—advertising which excites the reader to travel and which is inducing countless thousands to turn their faces towards the beauty spots of America and Canada.
Sir Henry W. Thornton, whose work as head of the Canadian National Railways has done so much to build up one of the world's most efficient Railway organisations, acknowledges the great advertising value of good service. He also believes that every employee can help to attract some business to his employer.
“The advertising of the Canadian railways is spread all over the globe—from the Orient and Australia to Scandinavia, and from the Mexican border to the Arctic Circle, in this continent. My company—the Canadian National Railways system—which is the largest system in point of mileage on the North American continent, did a business last year close to quarter of a billion dollars, and has found advertising particularly necessary, for reasons that I will explain.
“The Canadian National Railways system, although great in mileage, is a newcomer in the railway industry and an infant in years, since it has been functioning as a united railway system only since 1922. It found itself confronted by a long-established competitor—the Canadian Pacific, which, because of its long-established relations with the public, was well-known not only on this continent but throughout the world. Hence the Canadian National Railways system, in addition to facing strong competition, was confronted by the even more difficult problem of making itself known to the travelling and shipping public. In short, we are introducing at new commodity; and everyone knows the introduction of a new product requires more intensive advertising than is necessary in the case of a long-established product. Therefore, the railway system, over which I have the honour to preside, has adopted all of the well-known forms of advertising and one at least—which I shall refer to later—has become a potent influence. Newspapers, magazines, periodicals of all sorts, pamphlets and so forth, are well-known weapons of attack. I need not dwell upon them because you are all familiar with their uses; but with your indulgence I want to refer to certain indirect methods of advertising which I have found to be highly effective. First, to give continually improved ‘service.’
“Service is to transportation what excellence is to manufactured product. The patronage of the railway depends largely upon the character of its service. To the passenger, service consists of punctuality of trains, clean and comfortable cars, courteous and obliging employees, and excellence of dining facilities. If these are provided, every passenger becomes a potential advertiser. He speaks with satisfaction and sometimes with pleasure of his journey, advises his friends to travel by the route which has given him satisfaction, and they in turn tell others.
“Next to service I put the mobilisation of every employee into an army of passenger and freight solicitors, and this can be applied to every enterprise producing articles and commodities which are purchased by the public. This is the essence of salesmanship and the line between advertising and salesmanship is not to
“With modesty, but with accuracy, I may say that the Canadian National Railways system has met with a marked response from its ninety thousand employees to an appeal for that service which will satisfy the public and for individual effort in the attraction of business, both freight and passenger, to the Company's lines. Whatever measure of success we may have achieved has been due largely to the fine spirit of service and salesmanship which has been developed amongst our employees from the highest to the humblest, plus a large measure of publicity.
“There is one other angle of railway advertising to which I must allude; I refer to the educational feature. If one had kept a scrap-book of the advertising done by railroads in the United States and Canada during the past decade he would find written therein much of the history of these two countries. Railroad builders were always pioneers and men of vision and you advertising men have capitalised this to a large extent in your copy. And while you have been attempting to sell the services of the railroads you have also written an epic and have produced literature which has been educational as well as productive of business. In this you have accomplished much through the use of the agate line.”
The famous Franz Josef Glacier, Southern Alps, South Island
Courtesy lives by a multitude of little sacrifices, not by sacrifices of sufficient importance to impose any burdensome sense of obligation. These little sacrifices may be both of time and money, but more of time, and the money sacrifice should be just perceptible, never ostentatious.
Railway Accidents
New Zealand Safety Precautions
In reference to some recent comments made by the press regarding the condition of the Railway Department's passenger rolling stock, the following particulars should prove reassuring. It has, for instance, been suggested that expert advice might be obtained concerning the safety of passenger car axles.
During the whole period of operation of the New Zealand Government Railways only three axle fractures have occurred under passenger vehicles. The following statement shows the average passenger train miles per axle fracture for nine years ending 31st March, 1926:— Total passenger train miles….……24,823,210 Axle fractures under passenger vehicles…….2 Passenger train miles per axle fracture 12,411,605 To ensure that reliable axles are used under rolling stock the Department observes stringent rules. When placing orders, an approved list of manufacturers consisting only of British firms who have a world-wide reputation for producing a reliable article, is worked on. That axles be manufactured in accordance with British standard specifications is always enforced, and usually inspection is made by the Department's inspecting engineer in Britain.
Safety First Campaign Amongst: Railway Employees
Photographs of coloured posters in Educational Series being exhibited in workshops, running-sheds, etc., throughout N.Z.
In the case of passenger vehicles, other special precautions are taken.
(1) The standard axle used under Main Line cars and vans has 7 in. × 3¾in. journal and provides an ample margin of safety for vehicles of their weight.
(2) No axle over 15 years of age is placed under Main Line passenger rolling stock.
(3) No axles, the journals of which have been scored and require re-turning as the result of hot-boxes, are placed in service on express or mail trains.
A limit of wear for journals is set, and no axle, the wear on which has reached this limit, is allowed to continue in service on any vehicle. It is very seldom necessary to remove axles on this account, however, because they are withdrawn through age long before the journals are worn down to the limit.
The Department fully realises its responsibilities in providing safe transit for its customers and all that is humanly possible is done to ensure that rolling stock is in satisfactory running condition to carry the valuable freight with which it is entrusted.
Toll Of The Motor.
A world survey shows that 30,400 persons were killed and 868,000 injured in automobile accidents last year. Eighty per cent of the deaths occurred in the United States.
High Speed Locomotives.
In order to speed up communication between the important industrial centres in the Ruhr, a new type of locomotive is being introduced on the German Railways. The average speed aimed at between stations is said to be sixty miles per hour. Stops will be scheduled at a maximum of one minute.
Possibilities Of Diesel-Electric Rail Cars.
In a discussion on motor bus competition before the special House Committee at Ottawa on National Railways and Shipping, Sir Henry Thornton (President of the Canadian National Railways) stated that probably Diesel-electric rail cars would meet, to some degree, motor bus competition with the Railways.
Indian Railway Workshops.
The report of Sir Vincent Raven's committee which investigated the working of the Indian railway workshops and their present capacity to deal economically and efficiently with repairs was issued on 22nd May. It emphasises the lack of skilled supervision of the workshops, the inadequacy of their equipment and the defects in lay-out. The necessity is stressed for improved organisation and for systematic working on the lines of modern shops in Britain and other parts of the world. Co-ordination of work between the various workshops is suggested with a view to increased output.
Advertising New Zealand.
Few visitors to our shores have written or spoken more eulogistically about New Zealand's great attractions to the tourist and sportsmen than has
The Day Of The Heavy Rail.
The history of the rail is an interesting theme for it reveals the tendency of railway development. Statisties showing the extent to which light rails are giving place to rails of heavier weight in the United States have just been published. They show that 1,636,631 tons of rails of 100 lb. and over were turned out by the rail manufacturers in 1925, as compared with 1,465,850 tons in 1923—before which year the output was less than 100,000 tons. The introduction of increasingly large and mere powerful locomotives explains the necessity for the use of these heavy rails during recent years. The weight of rails per yard has been increasing steadily since 1830. In that year rails of 33 lb. and 35 lb. were used. These were replaced by 50 lb. and afterwards by 65 lb. rails. In 1914 rails of 85–90 lb. were being used for general traffic purposes, with, however, a considerable mileage of main and heavy traffic lines using rails weighing 100 lb. and even 125 lb. At the present time weights of 130 lb. and 136 lb. are coming into use. In 1925 the tonnage of less than 50 lb. rails which was rolled was a bare 164,000 tons, the tonnage between 50 lb. and 85 lb. was 220,000 tons, 85–100 lb. rails totalled nearly 800,000 tons, while 100 lb. and heavier rails accounted for 1,637,000 tons out of a gross total for the year of nearly 2,800,000 tons.
(ByE. J. Barrett )
The establishment of committees of employees in the workshops for the discussion, at stated intervals, of shops problems with the management, is a development of the welfare activities of the Department the importance of which cannot be exaggerated. The obvious mutual advantages of such committees suggests the question why they had not been introduced years ago. But Leagues of Employers and Employed, like Leagues of Nations, are (to use the language of the horticulturist) plants of slow growth, and require years of assiduous cultivation before they become things of vigour and definitely fixed in the soil of reality. It is enough for our purpose that they have become so fixed. If there is one thing more than any other which disgraces modern industry it is surely its disputes—bitter, destructive, and very largely preventable. In, our study of the origin of the disputes of industry we not infrequently discover that they arise from grievances which a little frank discussion between the parties concerned would have removed. Such a state of affairs is bad business and is creditable neither to one side nor the other. Now the work in which we are engaged as railwaymen is of the most vital importance to the life of the community. It is essential, if we would efficiently perform that work, that we be not hampered by the retarded or sluggish working of the machine due to faulty operation or to grievances between ourselves and the Department which such faulty operation might engender.
In a business which has assumed such proportions as ours, no controlling officer, however penetrating be his vision, can have a knowledge of all the matters which influence for good or ill the smooth and efficient working of his department. This is particularly true of the workshops. The men themselves, however, in virtue of their more intimate and continuous contact with the operations of the various jobs have a knowledge of details, of methods and procedure, of matters irritating and distracting to themselves as well as to the Department which could be represented to the manager and remedied to the advantage of all concerned. In the aggregate these problems constitute a serious source of waste, of inefficiency, and dissatisfaction. Up to the present time, because of the limitation of the manager's and foreman's information and authority and the non-existence of a recognised appointed committee in the shops for the representation of the men's problems and difficulties very little was or could be done in the direction of discussing and remedying them as they arose. All this will be changed when the Workshops Committees commence to function. As the jurisdiction of the committees will cover the consideration, and, if necessary, the representation, of every question affecting the men individually and collectively in the pursuit of their work in each shop, it will surely be the men's own fault if they have any legitimate grievance that remains unremedied. A determined effort should be made to put the axe to the root of every practice detrimental to the efficiency of the workshops and the common interests of the men. It remains for the men to make themselves articulate through their committees to the end of removing existing disabilities—and disabilities in prospect—so that our workshops will become models of what workshops should be. It is a splendid opportunity and provides, at last, definite machinery for improving existing conditions.
In the large shops in Britain and America Shop Committees have achieved remarkable success and enjoy a prestige with all parties that is not likely to be shaken. No less an authority than Sir Henry Thornton, President of the Canadian National Railways, is, at the present time, assisting the introduction of an organisation (analogous to our Shop Committees) throughout the great railway system he controls. He has joined with the President of the Baltimore and Ohio Railroad in supporting a plan whereby in the workshops of their respective systems the men and the management co-operate to increase production, decrease waste, promote safety, sanitation, and welfare work generally. So successful have such committees been on the Baltimore and Ohio Railroad that since 1923 there have been no fewer than 2,180 joint meetings of management and men. What is perhaps more interesting is the fact that over 14,000 specific proposals were brought up at these meetings, of which 11,300 have been adopted in the shops.
It is to the innumerable questions associated with methods of procedure in carrying out the various jobs, with the tools required for the purpose, their quality, variety, and speedy replacement—a considerable item in time and displeasure costs—with the elimination of waste (which should include study of the waste of time and materials occasioned through avoidable machining—a significant item—waste of
The purpose of shop committees is to facilitate such discussions and to remove every obstacle which operates against the comfort and safety of the employees concerned. The ideal of these committees should be extended to every branch of the Railways—“For Better Service.”
Social life is, and must be, a system of compromises; and whoever does not, consciously or unconsciously, act on this truth finds perpetual difficulties in his way through the world.
—
Newmarket Workshops Rugby Football Team, which defeated Petone Workshops by 13 points to nil, thus winning the Myers Cup for 1926
Back Row:— Calcanai (Referee), R. McDonald, J. Elliot, H. Tate, G. Sherlock, M. Judd, H. Hunt, J. Davidson, L. Jouning, W. Bee, J. Carnahan (Manager)
Front Row:— B. Lawrence, T. Townsend, G. Bevin, D. Lockie (Captain), R. Steer, J. Clarke, R. Cameron, N. Lipscombe (Vice-Captain)
Newmarket the Victors.
Annually since 1921, in which year the late
(Newmarket mentioned first in each case).— 1921, 21—3; 1922, 9—5; 1923, 6—3; 1924, 5—8; 1925, 3—3; 1926, 13—0.
Each team travels in alternate years. Keen rivalry exists between the two shops and the contest is a popular event. In addition to the benefit derived from the game itself these inter-shop visits give the men opportunities for meeting other employees, examining their methods, and exchanging ideas. Such competitions are obviously beneficial to all concerned and should be encouraged. Newmarket and Petone are awaiting challenges from other shops for the Myers Cup. They think there are others who possess rugby players competent to make a bold bid for the trophy.
The Old Way and the New
By comparing transport services and facilities which existed in New Zealand in the fifties with those of the present day we gain a good idea of the progress which this country has recorded during seventy years. For a comparison let us consider the overland journey from Auckland to Wellington then and now. It must be remembered that the North Island, which is mountainous in its central portions, was for the most part covered with forests intersected by swamps and rivers. Inland communication was impracticable except by difficult and tortuous paths, or, where waterways suited, in Maori canoes. Any stout-hearted pioneer wishing to make the journey between Auckland and Wellington usually followed a route along the West Coast, which was the easiest at that time. As may be gathered from the following brief description of the route, the journey was a gigantic undertaking.
From Auckland a cart-road had been formed over open and comparatively level country to Onehunga on the shores of the Manukau. Canoes crossed the harbour to Orua, ten miles from Onehunga and for thirty miles a hard sandy beach formed the road to the mouth of the Waikato River, which was crossed by boat. Southward, the tract hugged the coast through open hilly country to the Whangaroa River, from which the Maoris had cut a track over the wooded crest of the hills to the Aotea Harbour. Here the Wesleyan Missionaries had established a mission station. The Aotea Harbour having been crossed by boat, the traveller continued along the beach to Kawhia Harbour. From Kawhia to Mokau the coast was generally precipitous, with undulating and broken lands on top of the cliffs. The beaches here and there at the base of the cliffs were used where possible, but travelling along this portion of the coast was an arduous task, on account of the steep ascents which were necessary in order to get off the beach, where the water reached the cliffs. The forest-clad ranges and steep ravines between Mokau and Pukeruhe effectually barred all passage other than that by the narrow beach, but at high tide the beach was also impassable. Even at low water a promontory called by the
At Pukeruhe, however, the undulating country, which extends along the coast as far as Paekakariki, commences. The track continued along the coast to Waitara, advantage being taken of almost every piece of beach which existed. The Waitara River was crossed by boat and an open cart-road led on to New Plymouth. No direct route to Patea over the densely wooded slopes of Egmont was sufficiently well defined to offer any short cut to the traveller, therefore he required to continue along the coast.
Mokotuna, twenty miles from New Plymouth, was approximately the half way point. There are few beaches between New Plymouth and Patea, but these were followed where possible. Where the beach was unsuitable the low, rocky land adjoining, required to be traversed. After crossing the Patea, however, there is a fine, hard sandy beach—extending almost unbroken to Porirua—which formed the ancient highway. The Patea, Wanganui and Wangaehu Rivers were crossed by boat; the Turakina, Rangitikei and Manawatu Rivers were forded. The final stage of the journey to Wellington was overland from Porirua along a Maori path through the dense forest which covered the hills.
The time taken on the journey averaged about six weeks, but this varied a great deal, because progress depended on circumstances. Stormy weather and flooded rivers presented serious obstacles to the traveller, and often caused considerable delay.
How different it all is now-a-days! The old route has long been abandoned. The new one surmounts all the difficulties which baffled the pioneers. Over mountains, through tunnels, over gorges, rivers and swamps the train passes from Auckland to Wellington. The arduous and hazardous journey of over four hundred miles, a journey which occupied so many weary weeks in former times, may now be accomplished in safety and comfort by the Main Trunk Limited Express in 14 ½ hours.
Eternal vigilance is insurance that costs nothing, but which pays big dividends in happiness.
(From theN.Z. Church Almanac of 1852.)
(By
, Assistant Signal and Electrical Engineer)G. W. Wyles , A.M.I.E.E.The problem of lighting a railway yard or similar area would appear at first glance to be a comparatively simple one, the solution being to erect a number of lamps, provide cables, and connect to the power supply. In reality the problem is not simple and is one which has been the subject of investigation and experiment for many years.
As a result of this research work there has been a great advance in the design of lighting appliances during recent years and this, combined with the growth of electrical power distribution, has made it possible to effect enormous improvements in yard lighting.
In designing a lighting installation there are a number of important points which must be considered, such as intensity and contrast. The human eye, although capable of adjusting its focus and being provided with an aperture which enlarges or diminishes so as to control the amount of light entering the lens, has certain limitations, and it is only by taking these into account that a satisfactory result can be obtained.
Effect with number of individual lights
Fig. 1.
Effect with Flood Lighting
Fig. 2.
The object in arjpgicial lighting is to obtain an effect corresponding to day-light, and, although it is obviously impossible to reproduce daylight illumination, something can be done by careful design and the use of modern lighting equipment towards this end.
In regard to intensity of light, it has been found by careful experiment that certain intensities are the most suitable for certain classes of work, and this effect can be comparatively easily achieved by the provision of lamps of sufficient candle power. The eye being capable of letting in more light by increasing its aperture can, within certain limits, make up for a loss of light.
The next point is contrast. Any form of yard illumination by means of a series of lamp units must result in alternate bright and dark areas, unless there were large numbers of lamps placed very close together, which would not be practicable. The result of these dark and light areas on the eye is that a continual effort is necessary in endeavouring to accommodate the eye to the different intensities. The same effect is noticed
In practice the contrast is reduced as much as possible by suitably locating the lamps and keeping the candle power down to the lowest point to give the intensity necessary, and in the avoidance of shadows as far as possible.
A new form of lighting has been developed recently, which is known as “flood lighting.” Generally the idea is to provide only one or two points of illumination in a yard and from these points to flood the whole yard with beams of light. The lights are placed on high towers, 80 feet to 90 feet high, well above the ordinary line of vision, and the lights themselves consist of high power lamps and reflectors behind specially designed lenses. The beams of light from the towers at each end of the yard flood the whole yard from each end, with the result that there is little or no contrast, and a desired intensity can be arranged for by using the required number of lamps. (See fig. 2.)
Shadows cannot be altogether avoided, but owing to the general diffusion of light the resulting contrasts are not so great as with a number of isolated lights. The photograph (fig. 3.) shows the general flood lighting effect in a railway yard.
Fig. 3.—Illustration of Flood Lighting of a Railway Yard
Should it be necessary to have a greater intensity of light in any particular part of the yard a special lamp can be provided on the tower and focussed to the point required.
Flood lighting generally mitigates to a very large extent the inherent disadvantages which exist with the present form of lighting, but flood lighting is, of course, suitable only for the larger yards.
A few installations have been completed in Australia, where results have proved satisfactory, and some installations are shortly to be put in hand on the New Zealand Railways.
The Hon.
“I desire to say that the arrangements made for the transportation to Rotorua of the Empire Parliamentary Association Delegates and members of the New Zealand Legislature were carried out in a most efficient manner, and I shall be glad if you will please convey to the officers concerned my appreciation therein, with special reference to the personal services rendered by Mr. Welsh.”
(By
S. E. Fay
In considering the dimensions of a marshalling yard it is important to observe that not only must normal traffic be dealt with expeditiously, but an adequate margin should be provided to enable sufficient elasticity of movement to overcome and recjpgy any dislocation and delay caused by unexpected rushes of traffic.
Unfortunately it appears to be the exception rather than the rule for yards to be too large for normal traffic. A yard that is above requirements can be worked economically and is a wonderful safety valve in times of congestion, but a yard that is too small is always costly and can never be economical. Shortage of accommodation necessitates a large number of unnecessary movements both of engines and wagons. Further, a yard working at full pressure cannot immediately overcome any delays which may arise. Hence these are extended over a considerable period and react adversely upon the general organisation of train operation. Any disturbances in this connection have far reaching effects and immediately increase the operating expenditure.
The matter, therefore, resolves itself into a question of efficiency and economy in operation versus considerations of finance. An efficiently operated yard is an economical one, for efficiency depends on reducing conflicting movements to a minimum. The officers responsible for the lay-out have to decide whether it is advisable to be committed to a large capital cutlay and consequent heavy interest charges and a low operating cost over a number of years—not only in the yard itself, but in the indefinitely large area that is advantageously affected by a well regulated and rapidly operated yard—or whether to follow the more conservative plan of providing a less ambitious scheme, trusting that the operating expenses will, in actual practice, be less than estimated, and that all the difficulties that might arise in the future could be overcome by a small expenditure for increased facilities from time to time.
Coming to the technical side of accommodation and general arrangements, it is plain that whatever the method of shunting employed the component parts of a shunting yard are the same, viz:—
1. Reception roads.
2. Departure roads.
3. Marshalling and sorting.
4. Storage roads.
The provision of subsidiary requirements, such as:—
Exchange sidings.
Loco, Depot and run round roads.
Wagon repair Depot.
Weighbridge roads.
Brakevan roads.
Refrigerator car service.
Transhipment sidings.
Wagon cleaning sidings, etc.
These vary according to location, general purpose of the yard, the nature of traffic dealt with, the extent to which facilities are provided adjacent to the yard, etc.
With regard to reception roads, the number of roads vary according to the traffic density. One of the main factors is the length of tablet sections and, in the case of signalling, the headway permitted between trains. It too often happens that the sidings are not sufficient to take the trains as they arrive. That is to say, the shunters, through lack of facilities or lack of time, cannot take a train from the reception roads and break it up before another arrives. There is, therefore, a very close relationship between the main line operation and yard facilities. It is true where the density, is not particularly high, the timetable can be arranged to suit the yard work, but this, is invariably an unsatisfactory means of overcoming difficulties, in that other yards must suffer and possibly, in these days of competition, the rigidity of a timetable influenced by yard operation might adversely affect the revenue. It is essential, then, that the reception sidings be designed to so cope with the traffic offering that main line operation is not in any way interfered with or handicapped by the capacity of the yards.
The length of the roads should be such that the longest trains can be accommodated.
In the case of one group of reception sidings common to both up and down traffic, it is desirable to so arrange that entry from both ends is done with the least possible interference with legitimate yard work. The running roads should not be confused with shunting roads. This is in the interests of smooth working and,
It is not always a simple matter to decide where the siding shall be when traffic from both directions has to be considered. In addition to easy access from the main line the question of reducing unnecessary movement of wagons from these sidings to the marshalling yard has to be taken into account. The desideratum is to reduce the amount of return movement wagons have to make in the yard. For this reason, therefore, the sidings are usually placed at the head of the marshalling yard so that only wagons arriving from one direction have a return movement. Reception sidings can of course be incorporated in the main body of the yard, but it is found a much better practice to keep them separate. This reduces the interference with yard working and enables shunters, wagon examiners, number takers, etc., to move about more easily, and is generally more satisfactory.
Departure Roads,—These roads are set aside for trains made up in marshalled order awaiting departure. They should be long enough to take the longest trains leaving the yard. The number of roads depends upon the accommodation of the yard; the speed at which trains can be received, marshalled, and made up in train order; and the capacity of the main line for receiving the trains at the-periods when the marshalling yard is working at its maximum. As in the case of reception sidings, the departure sidings should be detached from the marshalling, so that the yard staff connected with the despatch of trains can work undisturbed.
Hump Yard Working.—Car passing over Electric Car Retarder
Direct departure without interference with ordinary yard work and (in the case of double main lines) direct connection to the main line without fouling the opposing line is very necessary in busy yards. As previously explained the location of the yard in relation to the main line has a bearing on this matter. Burrowing or fly-over junctions are resorted to when traffic warrants them.
Easy access for the train engines from the Loco. Depot or from arrival roads (if necessary) is essential. The departure roads should be so placed in relation to the sorting roads as to enable trains to pass from one to the other with the least amount of shunting movement.
Marshalling and Sorting Sidings.—Separate groups of these are advisable for each direction when the traffic in each direction is more or less independent of the other, otherwise a single group is preferable.
Marshalling.—As regards the number and capacity, the most important question is to decide in what form the first marshalling is to take place, for this decides the number of roads. That is to say, how is the separation of wagons to be made? By destination? By direction? By group
The accommodation to be provided can only be decided through the officers responsible being conversant with the density of traffic, the number of destinations, local conditions, make up of trains and the peculiarities of goods train loading, etc. It is, therefore, quite impossible to lay down any hard and fast rule capable of general application.
Electric Travelling Crane. Capacity 40 tons
If a yard is serving a large centre, roads will be allocated to private sidings, goods sheds and yards, wharves, etc; if located to concentrate and marshall traffic for numerous directions, the directional method will apply; if there are other yards in the vicinity necessitating further shunting, the regional system suggests itself; if fast through trains conveying special traffic long distances, i.e., coal, grain, etc., the classification by train would be advantageous. As just stated, the matter is too complicated to express in general terms and any suggestion as to the method to be employed would be valueless. In New Zealand such complication will not arise for some time, and the method of classification is comparatively simple, there being three general classifications (1) destination, (2) points at destination, (3) points beyond the sub-terminals at which trains leaving the yard are re-sorted.
It is advisable to plan the lay-out of the marshalling sidings so that trains can depart from them if necessary. This allows a certain flexibility in working which is advantageous at rush periods.
To be continued.
(ByWilliam Seddon , Turner, Petone)
Screw-threads are those of bolts and serews used in bolting up steam engines, and other machinery. The variety of threads adopted by different manufacturers, causes not only great inconvenience, but adds to the cost of repairs in the railway workshops.
The difficulty of ascertaining the exact pitch of a particular thread occasions much embarrassment, especially when it is not a sub-multiple of the common inch measure. This difficulty would be completely obviated by uniformity, the thread becoming constant for a given diameter. The adoption of uniform screw threads in our workshops would enable us to dispense with the costly screwing apparatus now in use, and, further, it would remove beyond doubt the confusion and delays occasioned thereby. It would also prevent the waste of bolts and nuts which is now unavoidable.
The impulse given to the manufacture of locomotives and general mechanical apparatus during recent years, has tended to increase this waste. The adoption of a uniform system in the railway workshops would mean a considerable saving. Take for example the fitting shops of the railways. Here the variety of apparatus rendered necessary by the want of uniformity will correspond with the number of distinct manufacturers by whom the engines are supplied, whereas if the same system of screw threads were common to the different engines and other mechanical rolling stock a single set of screwing tackle would suffice. Were a uniform system adopted for locomotives there is no doubt that it would be extended to other mechanincal appliances and machinery. Particular threads will be required of course for particular purposes, but uniformity should be the paramount factor in serews for general use in fitting up machinery.
Petrol Rail Tank Car (5,000 gals. capacity). Built at Petone Railway Workshops
The use of the screw bolt is to unite certain parts of machinery together in firm contact. It is adapted for this purpose by the compact form in which it possesses the necessary strength. The ease and firmness with which distinct parts of machinery can be united and held together, and the facility with which they may be separated, are conditions of the utmost importance. No other known contrivance fulfils these conditions so well as the serew bolt. There are three essential characters belonging to the screw thread. These are pitch, depth, and form. Each of these may be indefinitely modified and any change will affect more or less the several conditions of power, strength, and durability.
The mechanical power of the screw depends upon the pitch, which, for a given diameter determines the angle of the inclined plane, and on the form of thread which regulates the direction in which the force applied will act. The strength of the screw in the thread varies with each of the three characters.
In the selection of the thread considerable latitude of choice will be found to prevail in reference to all the characters. No definite rule for determining any one of them can be given. It may be manifest that particular threads are too coarse or too fine, too deep or too shallow, but there are intermediate degrees within which the choice of thread, like that of diameter, is arbitrary, and must be guided rather by diseretion than by calculation.
(By
E. T. Spidy
There is no phase in the management of an industry like ours that is of more importance or requires more consideration than the Human Factor—that is the adaptation of the people actually in the service to produce a given result.
Maybe we have a hundred different jobs—the number doesn't matter—it is because we have so many jobs to do that we need to know where we are and have control of them. So we list them up on the left hand side of the chart. They are definite jobs and we know what they are.
Time is the next point for consideration. There must be some time, some date when each job is required to be finished. Maybe a job requires to go to several different departments or be handled by different Branches of the Railway. Supposing the Locomotive Department orders a machine. The Stores receive it and send it to the shop. Millwrights install it. Electricians connect power with motor. Loco get it into production. Time is a definite item and part of the plan. So we have to place time on the chart.
Progress Chart
Just as the old clock keeps ticking away the minutes, so we tick off a number of regularly spaced dots along the top of our chart and make columns representing days, weeks, months, etc.
That makes two definite factors. We have defined our job and along that line, in the column representing the date the job should be done, we make a “completion mark.’
The next factor is the uncertain one. The human factor! Does the job get done? And when? Can we define the human side at all?
No. We can only define the job; instruct as to requirements and time, result desired, and leave it to the humans to attain that result.
Do they do it?
Here is where we can come in again with something we can record, and since this is a record of the result, it interests us more than anything else.
Do they do it? On time? Yes—then we chart under the date a black line which means—Done or On Schedule.
Next item—is it done? No! What's the reason?
Every production checker will ask the reason. It is an essential part of his marking to know the reason and to indicate it on his chart or else enter “Reason not clear,” which indicates that more than he do not know why the job is not done.
What's the reason? It may be any one of the following:—Waiting for material from Stores. Waiting for electricians to connect. Waiting for Head Office instructions or drawings. Waiting for another Department in own Workshop.
By a system of coloured lines the Department concerned in the delay is marked up, so that it does not become a difficult matter to really know where delays most consistently occur. That is what we want to know, because these weak points demand the attention of the management in order to make a better organisation for better service.
This method of charting progress and results is a very excellent one even if one only wants to know what did happen. Too often it occurs, that the man who has the job at the time it is wanted, or when it is checked up, comes in for all the criticism due to someone else.
The progress chart tells the truth, for this reason. We have the man who makes no fuss, perhaps effaces himself too much and, by his very quietness, makes the officer in charge not sure of him. What does the chart record of his work? On time! On time! On time!
We have the man who reminds us of a fire engine. Hustle. Speed. Noise. Promises galore, all personally made, so that the officer in charge is very impressed. Does he do it? What does the chart show? Delay! Delay! Delay! Reasons, always reasons, but delays!
”
Clayton” Steam Rail Car On The Kurow Branch This photograph was taken on the first trip by which passengers travelled. The car, which seats 56 passengers, is proving very popular with the travelling public
We have the solid steady man whose results are consistent; the student type who gets the results another way; the disgruntled man who may also be getting results; the talker, the intelligent, the dependable, the silent—in fact one cannot enumerate the number of combinations that enter into each of cur problems. Among all types some get there, some don't; very few there are who don't try; so that if the result only enables us to spot delays before they affect the final completion date, we are accepting a lot. The method is constructive and designed to enable us to improve things, and is not for purposes of personal criticism.
By explaining these methods frankly and openly I am indicating plainly that there are no secret or stunt ideas or motives in our minds, and that must appeal to all in the service who are sincere to co-operate with us.
The Empty Seat
The Empty Seat is eloquent in its silence, eloquent to the fact that passenger department representatives, and all cmployees, have still much more business to get. The Empty Seat is a dead loss to the Railways and a dead loss to the employee. To some it might be a sign of inefficiency; certainly it is an indication that untiring effort must be continued until the Empty Seat is a rarity on all standard trains. How many Empty Seats are you filling?
* * *
The coloured porter of the Pullman car company of America has been described as “the genius of the gentle art of travellers’ comfort.”
The growth and development of any commercial undertaking is inevitably reflected in the expansion of its capital resources and there is no more striking index to the growth of our own undertaking than the large and ever growing increase in its locomotive power. From the comparative giants of the present day—the term comparative being used in deference to the truly giant locomotives of larger countries—to the pigmies of early days is a far cry, and, while the latter have been called upon to do great service in their day and generation, signs of their gradual disappearance are not wanting. Of the small engines the F. Class has been a most tenacious survivor, the number in service being very little below that of 26 years ago. These sturdy and serviceable little engines have played a very conspicuous part in the locomotive history of New Zealand and, until quite recent times, were easily the most numerous class. Modern shunting requirements in the large yards are, however, an unreasonable call on their capacity and a contemporary British engine in the J. class has assisted in replacing them as shunting engines in the larger yards.
F Class Locomotive
H (Fell) Class Locomotive, used on Rimutaka Incline
The first impression to be gained from a study of our locomotives is the multiplicity of classes. These comprise no fewer than 48, and while two or three are essential for special work as, for example, the H, (Fell) class, and other light types are necessary for branches and lines where modern heavy types cannot be permitted, the fact remains that there is an undue number of classes in service. It should, however, be noted that the twenty engines taken over, from the late Wellington-Manawatu Railway Company added no less than nine classes, and the Midland Railway Company one, so that the New Zealand Railway engineers can decline responsibility for ten classes. These comprise the Bc, Na, Nc, Oa, Ob, Oc, Ud, Wh and Wj (W. & M. Rly.) and La (Midland Rly.). Of the remaining classes, some are merely a development of design from other classes, and certain engines do not differ materially in design from others. Instances are the B, Ba and Bb, a successive development, and the Wf, Wg and Ww. The Ab and WAB, though materially differing in appearance from the fact that the first is a tender and the second a tank engine, are very similar in design, the WAB obtaining greater power from its heavier axle loading on the driving wheels. The WAB and Ws are very nearly identical. The U, Ua, Ub and Us classes, which were built or imported round about 25 years ago, varied to a certain extent in weight, design and tractive force, but there is a considerable similarity in these types when American and British constructional differences are allowed for.
The Wd can be regarded only as an improvement on the Wb. The N. and T (American) are not materially different from the V and P (British) respectively.
Of engines at present in service the earliest built are F-11 and F-241, both constructed in 1872. The balance are widely distributed over the intervening years up to the present time. It is interesting to note that one of the earliest and smallest classes, viz., “Small tank” 196 is still in possession of the Department, and it is not long since it ended a long and varied career in bush service for the State sawmills. This engine was the last of the old “A” class, weighing only 11 tons in working order, and lost its identity when the new “A's” came into existence.
The eurlier classes were necessarily imported, and the “cracks” of those days were the K, N and V (passenger) and O (now disappeared), P and T (goods). It may surprise some to find that the earliest engine in present service which was built in New Zealand, W-192, dates back to 1889. A second one of this class was built in 1891. Following this came the Wa, U, B, WF, A, Wg, Ba, Ww, Ab, WAB and Bb, somewhat in the order given. Most of them were built in our own workshops. Some Ab engines were imported, and a number of A, Ab, Bb and Wf were built by Messrs A. & G. Price, the well known Thames firm. Other classes such as the Fa, L. M and We were rebuilt or evolved from other types in our own shops. Of the classes enumerated the X, which is an exclusive Addington production, was built in 1908 for North Island Main Trunk service and still holds pride of place for weight and power.
A marked step forward in locomotive power took place between the years 1898 and 1901, when the B, U, Ua, Ub, Ue, Wb and Wd classes appeared. They were, with the exception of some of the B's and the whole of the U's imported from Great Britain and America. The Q particularly was looked upon as a great engine on its inception and, in the eyes of at least the younger members of the staff appeared a veritable monster. The next radical introduction was the A (compound) which gradually superseded the Q and Ub for express work, just as the Q and Ub had superseded the N in former days. Then followed the × for Main Trunk work, and the present climax was practically reached by the appearance of the Ab for express and general work. Numerically this class easily holds pride of place, and they undoubtedly give very fine service.
X Class Locomotive. Weight in working trim, 94 tons. Tractive force, 26,620 lbs.
As previously stated, the WAB and Ws, both large and powerful engines, are really a variation of the Ab class. The Aa, a large and powerful class, were imported in 1915. Classes which have disappeared by means of sale or scrap-heap are the former B, double Fairlie; C, small saddle tank; E, double Fairlie; a later E, built for Rimutaka Incline; G, small saddle tank; former L, small tank; former Q, light semi-tender; and O, tender. Others, such as the old A and D, K and other classes, are on the verge of extinction.
It is not so many years since the best of the Locomotive stock was in the South Island, and the writer often remembers the jibe of a well known locomotive foreman to the effect that the North Island had only the South Island rejects. This had particular reference to the K, N, O and T classes, which were transferred from the South to meet the growing demands of the North, such transfers being made possible by the influx of larger classes in the South. How completely the situation has changed since the opening of the North Island Main Trunk Line, as well as other developments, is obvious to all.
(By
E. T. Spidy
I have asked that all concerned should not be hasty in their judgment of the premium system. I did this purposely, just the same as I am explaining the system in its details, piece by piece, so that it will be discussed and understood. If not understood, I hope every question is being written down so that when the time for discussion comes, not one question will be overlooked.
This opportunity for discussion will come, and it might be mentioned that Workshop Committee business includes this subject.
Progress and modern methods have developed systems of wage payments, just the same as modern machinery has evolved from its ancient counterpart. This is to be seen in every phase of our existence unless we refuse to see.
Therefore, to be fair, you can't say the “Premium System” is “no good” because the Piecework system of 10 or 20 years ago was “no good.” I say myself that that was “no good” and I worked under it myself, in England. So let's carry on.
The “Allowed Time” for a job is made up of four factors. First the “actual time” required to do the job (calculated or studied). Secondly the addition to machine running time of 10 per cent. for machine slip. Thirdly the addition of 20 per cent. to all handling operations for the human factor; and Fourthly 40 per cent. is added to the sum of the first three items as bonus allowance.
I want you to notice particularly the last item, and remember that under Premium the “time saved” is divided “fifty-fifty” between the operator and the railway. I want to point out particularly that under Premium double the bonus allowance is added to the time required to do the job, as compared with that added under modern Piecework systems; so that
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The earnings of the operator jusjpgy his effort.
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There is an added incentive to try and make a bonus.
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The railways benefit progressively with the operator.
Explaining these items further:—
Under Piecework the actual “time required”—that is, the neat time of a good average man—is found, and 20 per cent. is then added for bonus—which under the Piecework system the operator always gets, irrespective of quantity. He gets it all. If the rate is set wrong, by bad judgment, poor guess or otherwise, the earnings of the operators go up at such a quick rate that “rate cutting” develops, and there is the trouble.
Under Premium the time required is found as outlined and 40 per cent. is added, which, when divided fifty-fifty, means that the operator actually gets 20 per cent. as a bonus in money.
This is, therefore, the same as Piecework, it being conceded that a man working on any output system at a proper rate is entitled to earn at least 20 per cent. over his wages. Get this right—Double the percentage, compared with Piecework, is added and the final bonus is halved. There is a sound reason for this, although it does “bust” the idea of many who think the Railway is taking half the profits, which it does not.
The incentive to try is the next reason. All men are not gifted alike, and many men take 50 per cent. longer than other men to do the same job. We must base “allowances” on the “average good man”; that is only commonsense. The higher percentage added makes a time that a “slow” man will feel he can reach, and endeavouring invariably means a bonus.
The railway benefits directly under the Premium system by reason of the fifty-fifty division of time saved. The cost of each operation decreases as greater proficiency is developed by the operator, and the bonus money earnings of the operator do not go up at such a rapid rate as under Piecework. This permits of more liberal rate setting and it provides for a greater margin of error in rates (for rate-setters too are human).
An example will make the position more clear. Suppose the job is turning tires, the actual working time to turn one pair being 60 minutes.
The “Time allowed” under Premium would be 60 minutes plus 40 per cent. equals 84 minutes.
The “Time allowed” under Piecework (that is, modern Piecework systems where guessing is not done) would be 60 plus 20 per cent. equals 72 minutes.
Consider an eight hour day's production.
The operator would receive as a bonus the following number of minutes pay at his own rate, in addition to his day rate wages.
The advantages of Premium are seen in the above. The operator earns more bonus for less output than under piecework. This gives more incentive and makes it possible for a greater range of operators to gain a bonus. Since eight per day represents the basic rate of an average good man, it is seen that at that point the actual bonus under either system is the same, the Railway does not take any half of it as is usually misconstrued. Lastly the earnings of the super speed operator are not so excessive as to necessitate rate cuttings at the expense of the average man.
Note:—Work out for yourself the above example, just to make sure you understand it. I will send copies of the calculation to any that would like them.
A party from the Railway Students’ Association of the London School of Economics which recently visited Germany to inspect the railway systems at Berlin, Dresden and Leipzig, had extended to it a very cordial and hospitable welcome by the Chiefs of the various administrations. Facilities were given for a thorough inspection of the railways mentioned, which proved of great interest to the visitors (says the “Railway Gazette”). At the Brandenburg locomotives works—the most modern in Germany—the visitors were shown a very useful and novel device in the form of a washing machine in which the whole under-carriage frame of a locamotive could be placed and washed in boiling soda water in one operation. This machine is said to be the only one of its kind in existence. At Dresden the party listened to a lecture given in English by Dr. Gläsel, at the Psychotechnical Institute, on the methods by which candidates for railway posts are tested, and also were afforded an opportunity of seeing the cars and apparatus used for the tests and examinations. These proved very interesting. The tests are designed under the latest discoveries of the science of psychology to ascertain speed, accuracy, method, memory, will-power, nervousness, etc., of each candidate. They consist mainly of simple actions, e.g., sorting various shaped dises, carrying out written instructions, placing indicators of trains at stations on blank diagrams after seeing position of filled-in diagram previously for a few minutes. The candidates are observed while performing the tests, and although no special knowledge or skill is required in this section the results vary very considerably. In the case of drivers and firemen, a model cab is available from the windows of which the driver sees the signals he is liable to meet with, and electrical apparatus records the promptness with which he uses the control levers, etc. It is claimed that in eighty to ninety per cent. of the results obtained reports of the men's superior officers confirm the accuracy of the results secured by the tests.
Workshops.
Otahuhu.—Awaiting the acceptance of tenders, the levelling of the site is being pushed ahead.
Hutt Valley.—The preparation of the site for the shops is being proceeded with in readiness for the contractors. The tender of Messrs. Sir William Arrol and Company, London and Glasgow, through Messrs. Cory-Wright and Salmon, Ltd., Wellington, has been accepted for the structural portions of the buildings.
Addington.—The demolition of the welding shop and clearance of sites is well under way. About one half of the timber rack foundations have been laid.
Hillside.—Tenders for building do not close until 1st November, but in the meantime the site is being prepared.
Workshops Electrification.—Tenders for Hillside motors are being considered and tenders for the power house equipment for same shop are now being called.
Workshop Machinery.—Specifications for the second year's allotment of machinery under the workshops improvement scheme, including travelling cranes, traversers, etc., are in the hands of the printer.
Rolling Stock.—One class “Ab” locomotive, one class “Wab” locomotive, two bogie wagons and six four-wheel wagons have been turned out of the shops.
Rail Cars.—The “Sentinel” steam car has been sent to Frankton Junction for service between that station and Thames.
It has been decided to fit up one of the sleeping cars under construction at Petone for the use of His Royal Highness the Duke of York for the North Island Tour. This car will be altered to a sleeping car after the Royal visit. A new Ministerial car is in hand for the South Island. This car will be available for the use of His Royal Highness on the South Island tour.
(By
W. A. Wellings
In all large organisations, such as railway systems, it is obvious that there must be some form of discipline which will, in the case of delinquencies of staff, permit of punishment being inflicted. If it were not so, the standard of efficiency would very quickly suffer, with the consequent result that the safety of the public and also of employees would be seriously jeopardised. In any form of discipline the aim should be to evolve a system which, while not pressing with undue harshness upon the staff, will yet be sufficient to ensure that they will use their best efforts to carry out their duties in a satisfactory manner, and not relax their vigilance in working. The application of a system which will satisfactorily meet these demands has given employing authorities a considerable amount of thought, and it has come to be recognised by a large number of railway organisations that the Brown system of discipline, or a modification thereof, best meets requirements. This system, already in operation on many important railways, has now been put into operation on the New Zealand Railways.
Prior to the adoption of the Brown system the majority of the railway companies in the United States—and, to some extent, in Great Britain—had a system whereby men were laid off duty by way of punishment. This system was known as discipline by suspension, and was much more drastic than that in operation in this country; for, whereas employees were reprimanded or fined for minor offences, the punishment of suspension was seldom exercised unless the misdemeanour was likely to result in the employee's reduction or dismissal.
“K” Class Locomotive (1878)
The basic principle governing the Brown system of discipline is that punishment by means of suspension or fines is abolished and discipline is maintained by means of merit and demerit marks. Demerit marks are inflicted in cases of minor breaches of discipline which do not warrant reduction or dismissal, and merit marks are awarded for clear records covering stated periods and also for special acts of merit. In so far as discipline by means of fining is concerned, it has the disadvantage that it not only directly affects the employee, but also indirectly affects his family inasmuch as his earnings are reduced. Thus, in effect, the fine constitutes a double punishment. Another disadvantage of discipline by fining is that although it may be warranted it tends to engender resentment on the part of the employee who is so disciplined. Any system, therefore, that will ensure efficiency without monetary punishment is a distinct step in advance both on the part of the employee and incidentally of the management. Without the loyal and wholehearted co-operation of its employees, no railway system can be said to be thoroughly efficient.
The Board of Management of the New Zealand Railway Service has for some time past been considering the question of discipline of staff, and after a thorough investigation of the various systems in operation elsewhere has decided that the Brown system of discipline, with modifications to suit New Zealand conditions, is the one most likely to give general satisfaction.
The system as approved by the Board was brought into operation on 1st October, 1926, and particulars have been embodied in a circular which has been issued to all employees. As this circular gives full details of the proposals little need be said by way of elaboration except in regard to one or two points. It will be observed that traffic and locomotive running employees, who may be classed as operating staff, are awarded two merit marks for each six months’ clear record, as against two merit marks for each twelve months’ clear record for all other employees. This differentiation is made by reason of the fact that the duties of the operating staff are such that they are far more liable to commit breaches of the rules and regulations or acts of carelessness which may result in punishment, than other members of the staff and there is therefore more merit in their clear records than in the case of employees who are not connected with the operating side of railway working.
A point in the new system which should appeal to the staff is that the employee with a good record is given full value for such record in assessing any punishment to be inflicted.
In many of the railway concerns which have adopted the Brown system where an employee has accumulated a number of demerit marks ranging from 70 to 100 he is dismissed. There is, however, no such provision under the New Zealand scheme, the penalty for an accumulation of demerit marks being confined to reduction in pay or status.
It is recognised that the success or otherwise of any scheme of discipline depends to a great extent upon its administration. Care should be exercised, therefore, in the direction of bringing uniform methods to bear and also to see that the scheme is administered in a sympathetic manner.
At the outset it is quite possible that anomalies may arise and that it may take some little time to place matters on a thoroughly satisfactory basis, but with the hearty co-operation of the staff there is no reason why the scheme, which is a distinct step forward, should not be a success.
Trucking Cars.
A great improvement in the arrangements for the trucking of motor cars for the West Coast has recently been provided at Springfield by the construction of an end-on loading bank. The construction of this bank (and of a similar bank at Otira) will be welcomed by the many motorists who make the trip to the West Coast during the summer months. With these new arrangements the number of trucks required for the transport of cars either at Springfield or Otira will be backed up at one end of the bank enabling the motorist (after the ends and fronts of the trucks have been lowered) to drive his car from the loading bank to the farthest truck. Succeeding cars will fill up the trucks in that order. As a result of the provision of these loading banks, Mr. Hawkes (Secretary-Organiser of the Canterbury Automobile Association) anticipates that many motorists who have been deterred in the past owing to the inconvenience of trucking ears, will make the journey to the West Coast.
Railway Improvements At Dunedin.
New Overbridge.
The problem of dealing with the huge volume of traffice to and from the harbour side at Dunedin, at present restricted to two routes, one of which (Rattray Street) is becoming increasingly congested, is being dealt with by the construction of a new overbridge. The overbridge will be approached on the town side from Frederick and Hanover Streets by ramps with a grade of 1 in 20, and will be a handsome and substantial structure. Concrete abutments, a reinforced concrete deck and superstructure, a roadway 44 feet wide and footpaths eight feet wide, will be features of the new overbridge under which will pass two main lines of railway, two sidings and four back-shunts. The completion of the new overbridge, moreover, will mean the elimination of the level crossings at the foot of Hanover and Frederick Streets.
The rapidly increasing number of oil-electric locomotives placed in service is turning the attention of locomotive engineers and railroad maintenance men to the study of the subject so that they may become qualified to manipulate and maintain these new units. Quick recognition of the opportunities in this field of service has led the Polytechnic Institute of Brooklyn, New York, to organise a course of study in oil-electric engineering.
* * *
All severity that does not tend to increase good, or prevent evil, is idle.
(By
A. P. Godber
Dunedin has the finest railway station in New Zealand. All who have travelled the length and breadth of this Dominion, recognise this claim. The citizens of Dunedin can indeed feel proud of their railway station. Many ungrudging encomiums were passed upon its architectural beauties by visitors to the recent Exhibition. Sir Joseph Ward's name will always be linked with this fine building. It was chiefly through his efforts that it was erected. In his capacity as Minister of Railways, he laid the foundation stone on June 3rd, 1904. The designer was
The style of architecture is that known as Flemish Renaissance. The materials used in its construction are pressed brick, with Mount Somers, and Oamaru stone facings. Polished granite pillars support the arched colonnade in the front of the building. The base is of stone from Port Chalmers, and Marseilles tiles cover the roof. The building is of two stories, with a width of about 55 feet, and a length of 340 feet. The attention of the visitors who survey the edifice from Anzac Square is attracted by the tall tower at the southern end. Rising foursquare to a height of well over 120 feet, and housing a clock, set some 60 feet above the pavement, the tower gives dignity to the whole building. The advantage of a clock to quicken the laggard energies of the late arrival needs no argument. A projecting balcony just under the clock, enhances the beauty of the tower. Stone carvings of the royal coat of arms are placed between each of the four corner pediments. The whole is surmounted by a green tinged circular dome, topped by the usual flagstaff. The arched colonnade running along the front of the building is broken at the main entrance by a covered carriage entrance; a boon in inclement weather. This carriage entrance has a massive appearance, topped as it is by a beaujpgully carved circular shaped window with Oamaru stone forms and ledges.
Front View of Dunedin Railway Station
A smaller tower 80 feet in height, finishes off the northern end of the building. The top of the colonnade, like the main entrance, has a parapet of stone; the window pediments of the upper storey preventing any suggestion of monotony.
Neatness and cleanliness are the characteristics of the interior of the main entrance hall. The booking office ticket windows, three in number,
Ticket Windows, Entrance Hall, Dunedin Station
Dunedin Station Building and Passenger Yard (South End)
Colonnade Leading to Main Entrance
The floor tiles are set out in patterns to show a locomotive, and the letters N.Z.R. Leading from this entrance, or main hall, is a handsome stone stairway, with tiled steps, connecting an encircling gallery, from which run spacious corridors, north and south, communicating with the various rooms and offices of the Traffic Manager, District Engineer, other officials, and their respective staffs. Two handsome leadlight windows, one facing east, and the other west, are deserving of special mention. The design is in the form of the front of a locomotive. When the sunlight streams through that portion representing the headlight, the effect is most realistic.
A commodious waiting room for ladies is entered from the booking hall. The stationmaster's quarters are also situated here.
Dunedin Railway Station Building
Coming back to earth the visitor is impressed by the width of the platform. Plenty of room is here provided for hurrying travellers, and luggage laden porters. The luggage room with its storage space of 3,600 feet, ensures ample accommodation for passengers’ effects. A general waiting room measuring 27 feet × 25 feet, adjoins the luggage room. In addition there is accommodation for bicycles, and other conveniences looked upon as necessary to the railway traveller.
Passengers in need of help for the inner man, can obtain such, daintily served at the refreshment counter situated at the south end of the station. Adequate attention has been paid to eliminating the fire menace. In fact, the station is practically fire-proof. The building is efficiently heated by a hot water system.
The verandah over the wide platform is built so as to give an unimpeded view of the full length of the main line. The use of several electric trucks expedites the handling of luggage from and to the van and the parcels office.
Docks at either end of the station building, of two roads each, facilitate the prompt dispatch of traffic, either north or south. Truly Dunedin has reason to be proud of its railway station.
Joke Wit And Humour
“They tell me you have a model husband Mrs. Hicks.”
“Yes, sir, but ‘e ain't a working’ model.”
* * *
This is the way to write a thoroughly angry business letter:—
“Sir,—My typist, being a lady, cannot take down what I think of you. I, being a gentleman, cannot write it. You, being neither, can guess it all.”
”
Show Me The Way To Go Home” Voice from Under: “Get me a spanner, mate.” The Business Agent: “You don't need no spanner. It's a railway time-table what you want.“
—Adapted from “The Bulletin.”
The superintendent of a railroad had issued strict orders instructing stationmasters along the line to report all accidents or near-accidents immediately. The next day he received the following telegram:—
“Man fell off platform in front of engine. Will wire details later.”
Five minutes later the details came over the wire.
“Everything O.K. Nobody hurt. Engine was going backward.”
* * *
“Describe water, Johnny,” said the teacher.
“Water,” explained Johnny, after a lengthy pause, “is a white fluid that turns black when you put your hands in it.”
* * *
Sweet Young Thing: “Why are you running that steam-roller over that field?”
Farmer: “I'm going to raise mashed potatoes this year.”
* * *
“Look here,” said the old lady, “do you want a meal badly enough to work for it?”
“To tell the truth, mum, I'm just hungry,” he answered, “not desperate.”
Could any one be meaner than the man who, hearing last Monday that his baby boy had swallowed a halfpenny, said, “Let him have it. Next Thursday is his birthday, anyhow.”
* * *
Effie: “Why hasn't Daddie much hair?”
Mother: “Because he thinks a lot, darling.”
Effie (pause): “But why have you got such a lot Mummie?”
Mother: “Get on with your breakfast!”
* * *
“Will you please drive off the track?” asked the engine driver. The truck driver promptly moved over.
“Thank you ever so much,” said the engineman, with a smile.
“You're very welcome,” responded the truck driver, “but you must pardon my seeming carelessness. I had no idea you were so near.”
* * *
Electrician (from top of building from which four wires dangled):
“Bill, catch hold of two of them wires.”
Bill: “Right!”
Electrician: “Feel anything?”
Bill: “No.”
Electrician: “Well, don't touch the other two —there's 2,000 volts in them.”
* * *
“Would you mind, sir, lending me your spectacles?” asked a railway traveller of the affable old gentleman in the corner seat. The request was politely granted. “And now, sir,” said the borrowing one, pocketing the glasses, “since you can no longer see to read, would you mind lending me your ‘Railway Magazine?’”
(By
J. Worthington
Perhaps the greatest innovation introduced with the new system of Railway Workshops Production was the Schedule System which has been in operation in the New Zealand Railway workshops since 1925.
The magnitude of the undertaking may be better understood when it is explained that not one shop in the Dominion was, at the outset, or is, even yet, adequately equipped, or so arranged as to facilitate the progress of the work. Much headway is being made in this direction, and shortly these shops will be the cynosure of all eyes.
Some of the outstanding points which strike one regarding the actual working of the system are:—(1) The interest taken in the operations as planned, and the willing attempts made to accomplish the desired results. (2) The studying of the operations, so that preparations may be commenced in advance to avoid delays. (3) The attitude adopted when the work is coming in, and the determination displayed in order to recover lost time when a reverse is encountered. (4) The ready and willing service rendered by the men to their leading hand, indicating the spirit of co-operation and good feeling existing between the men and the officer in charge. (5) The appreciation shown by the men of the fact that their services, under the system, can be readily and fairly assessed through their detailed performances being shown on their daily time cards. This stimulates towards a higher state of efficiency, resulting in improved quality and quantity of output.
These facts must convince the greatest pessimist that, with the will and the determination manifest at this early stage, the results will be most satisfactory when the many handicaps, which still exist, have been removed and the system becomes finally established. The systematic moving of the various parts of the engine, to the departments concerned, and the prompt return of the completed work to the erecting gangs, has reduced the number of days that engines are in the shops by over 30 per cent.
The system has not reached perfection, but considering the out-of-date machinery and appliances and other disabilities, such as cramped accommodation, the progress already made is highly satisfactory. All concerned are doing well, working cheerfully, and anxious to see the scheme go ahead. They are the typ of men who believe that the principle of condemnation before trial is the attitude of the ignorant. Even after so short a space of time they realise that the introduction of the system was jusjpgied. Assiduity, and resolve to accomplish the work as arranged and to surmount all obstacles, are outstanding characteristics of each and every one of them. When this system is put into full working operation, or, in other words “When fast the waves of progress roll, free'd from error's long control,” the only wonder will be that something of the kind had not been adopted earlier.
Though pilfering, damage to consignments and losses in transit are matters which fortunately give cur management less and less concern, they constitute very real and most difficult problems for the goods operating and commercial officers of the big railway systems of other countries. In the United States particularly, these problems are the subject of constant study, and much has been done in recent years to effect a diminution in claims due to these causes. Compared with 1920 for instance (we take the figures from “Railroad Data,” which is issued periodically on behalf of the United States railways), claims in 1925 had been reduced by 88 per cent., while theft losses show a reduction of 34.5 per cent., against 1924. After reference to the fact that in 1925 thirteen million less-than-car-load cars were handled, each containing an average of 180 packages of freights, “Railway Data” observes: “The question may well be asked whether goods are not safer from thieving while in the custody of the railroad than anywhere else in the world outside a bank vault.” This improved safety in the transport of goods is attributed to various causes among which are the activities of the Protection Section of the United States Railway Association; elimination of delays; increased police efficiency; better packing; flood lighting of yards; thorough analysis of reports of cases of pilfering; greater co-operation between the claim prevention and police departments; and propaganda to induce co-operation on the part of the railway staff and of firms consigning goods.
At New Plymouth on 6th September the salient points of the working of the New Zealand Railways last year, popular fallacies regarding railway rates, the factors determining what the railway freight rates should be, and the nature and effect of road competition were subjects touched on by
Mr. Wellsted emphasised to Rotarians the fact that the railways belong to the public of New Zealand, each member of the community being a shareholder in the huge co-operative concern. As such, the public should assist the railways to pay by giving their business to the railways. Instead of that, many people were at present mistakenly saving money in rail freights in order to pay out more in road rates and taxation.
In explaining the results of last year's working of the railways, Mr. Wellsted mentioned that the net earnings were equal to 4.35 per cent, of the capital invested in lines open for traffic. It was interesting to note that last year every first-class seat earned £45, and every second-class seat earned £33/6/-. He said this provided an answer to the argument sometimes heard that the difference in fares between the two classes should be abolished; if that were done the fare would have to be higher than the present second-class fare to bring the revenue up to the same level.
Apart from interest on the capital invested in providing and forming the railway line, it costs the Department an average of £369 a year to maintain each mile of line, as compared with the relatively small annual license fee paid by road vehicles. Interest charges represented a deduction of 4/6;.27d. from every 20 shillings earned.
“It is sometimes assumed that competition jusjpgies reduced rates, but this assumption is frequently incorrect. Competition is often extremely extravagant in its operation and unjust in its effects. The time is fast approaching when competition between road and rail, where such is wasteful, must be eliminated. When it is remembered that wherever road transport is used where rail would do as well the total transport bill of the Dominion is being increased, it is evident that a combination and co-ordination of the two is in the interests of this country. In a young country such as this, still in its developmental stage, all thinking people must admit that the duplication of transport is a distinct loss to the community as a whole.”
“Here in New Plymouth,” said Mr. Wellsted in conclusion, “in the seaport and principal town of Taranaki, the province that by the excellence of its roads tempts a man to put down a deposit and buy a motor lorry, and where road competition is rife, I put it to you that it is your duty, not only from a railway point of view but on broad economic grounds, to use your own national transport system for the carriage of your goods, and so enable us to keep our rates down. Decreased traffic means increased rates on what is left.”
Floods At Mercer.
Along the lower reaches of the Waikato River the immediate banks are too low to keep high flood waters within them, with the result that on occasions large areas of the surrounding country become inundated. Mercer often suffers in this respect and sometimes for considerable periods.
On the 6th August last the Waikato River began to swell and on that day at Mercer the water rose 8 inches, on the 7th another 11 inches, on the 8th a further 9 inches and the rising continued until the 13th, on which day the highest point of the flood was reached. At the height five sets of rails in the Mercer shunting yard were under water, and the Auckland-Hamilton road was submerged for three-quarters of a mile to the extent of 23 inches at the deepest part. The river then subsided gradually. It was not until the 20th August that the road and shunting yard became entirely free from the flood waters.
During the period of the submersion of the road, horses were used to assist motor traffic over the affected portions. Through traffic by rail was not interrupted.
The only slave left on earth is man minus his machine…… The function of the machine is to liberate man from brute burdens and release his energies to the building of his intellectual and spiritual powers for conquests in the fields of thought and higher action. The machine is the symbol of man's mastery of his environment.—Henry Ford.
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Transportation is Civilisation.—Kipling.
By Those Who Like Us
Mr. A. C. Mitchell (Superintendent Engineer, Messrs.
I wish to express to you, Sir, as Minister of Railways, my great appreciation of the assistance, courtesy and consideration extended by the Railway officials at Shannon, Palmerston North and Woodville, who did everything possible to expedite the conveyance of my car over those sections not negotiable by road, and in the loading, shunting, and unloading of the wagon.
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A letter signed by Messrs. J. W. Christie and James Wood, President and Secretary respectively of the Clutha Branch of the New Zealand Farmers’ Union was sent recently to the Stationmaster at Balclutha. They write:—
At a meeting of the Clutha Branch of the New Zealand Farmers’ Union it was resolved to forward to you a letter heartily thanking your staff and yourself for the many splendid efforts put forward in order to oblige farmers by having stock and merchandise forwarded as expeditiously as possible. We appreciate the heartiness with which the Balclutha railwaymen carry out their duties and trust it will be recognised in the right quarters and lead to the advancement of each one of you in your profession.
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In a letter to the Divisional Superintendent (South Island) Mr. Chas. C. Cook, Oamaru, expresses appreciation of the services rendered by the staff at Timaru and St. Andrews through whose co-operation his luggage (from which he became separated at Timaru), was recovered from the Christchurch-Dunedin express. He writes:—
I wish to thank the Timaru office, the Stationmaster at St. Andrews and the guard of the express for the promptness with which they recovered my luggage. Being, as it was, in different parts of the carriage their action was the more commendable. I am very grateful for their kindness.
From Messrs. Booth, Macdonald & Co., Ltd., Palmerston North, to the General Superintendent of Transportation, Wellington:—
May we take this opportunity of expressing our appreciation of the service we are now receiving from your Department? It is most helpful to receive such prompt deliveries as are now usual.
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The manager of Market Gardeners Ltd., Wellington, in a recent letter to the Railway Lands officer writes as follows:—
I am asked to express to your Board our thanks for the very businesslike and genercus treatment your Board has extended to us in the past, and to state also that it has always been a pleasure to meet and negotiate with your officers for whom we have the greatest admiration.
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From Messrs. Gibbs & Trevor Ltd., Sawmillers, Murimotu, Taihape, to the Traffic Manager, Ohakune, regarding the expeditious dispatch of a consignment of logging rope forwarded from Auckland:—”We wish to express to you our thanks for the trouble you went to and the expeditious way in which our logging rope was delivered to us…… This rope was railed from Auckland on Friday ex s.s. “Norfolk,” arrived at our siding on Saturday evening and was on our logging winch on Monday. The prompt way in which this rope came forward saved many men from having to stand off and wait, as no work could be done until it arrived.”
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From the Local Manager of the Farmers’ Co-operative Auctioneering Company,
I would wish to place on record our appreciation of the service rendered to the Company in supplying the truck for the horse ……and permitting us to unload same at Mangapeehi……. Your assistance in this matter enabled us to secure 58 head of cattle for which you will note we have ordered six trucks.
”
Dawn.“—Photograph by H. H. Gardiner, Railways, Dunedin. Obtained maximum marks at [N.Z. Inter-Club Exhibition, 1926.
Traffic And Stores Branches.
Miscellaneous:
Hamilton, W., to Timber Checker, Grade 6, Invercargill.
Clerks:
Bishop, W., to Supervising Accountant, Grade 2, Wellington.
Wright, S., to Divisional Clerk, Grade 3, Wellington.
Gillies, R. P., to Assistant Audit Inspector, Grade 5, Wellington.
Millow, A. E., to Assistant Audit Inspector, Grade 5, Headquarters, Dunedin.
Sawers, J., to Rates Officer, Grade 4, Wellington.
Hardie, R. K. G., to Grade 5, Sawmill Office, Frankton Junction.
Lancaster, C. E. to Grade 5, Palmerston North.
Gallagher, C. A., to Grade 5, Wellington Goods.
Simmonds, H., to Grade 5, Wellington Goods.
Division two members to Clerks:
Dash, S. H., to Grade 7, Taihape.
McAlinder, C. R. M., to Grade 7, Palmerston North.
Simpson, F. W., to Grade 7, Invercargill Goods
Vernal, S. V., to Grade 7, Ravensbourne.
Rogers, J. L., to Grade 7, Wellington Goods.
Foreman:
Shaab, A. M., to Coaching Foreman, Grade 5, Thorndon.
Guards:
Herbert, F., to Outdoor Transportation Asst., Grade 6, Headquarters, Wellington.
Wyatt, J. F., to Outdoor Transportation Asst., Grade 6, Headquarters, Christchurch.
Burns, H., to Goods Foreman, Grade 6, Christchurch.
Webber, J., to Goods Foreman, Grade 6, Frankton Junction.
Haughey, T. E., to Coaching Foreman, Grade 6, Taumarunui.
Storeman:
Taylor, G. E. J., to Goods Foreman, Grade 6, Westport.
Shunters to Guards:
Hyndman, A., to Grade 2, Greymouth.
Jacobs, R., to Grade 2, Whangamomona.
Trevella, A. J., to Grade 2, Greymouth.
Porters to Shunters:
McKenzie, D. Ede, A. J.
Purvies, W. Mann, A. E.
Kleine, F. D. L. Leighton, C. M.
Lee, H. F. Gribben, R. S.
Locomotive Branch.
Foreman Boilermaker:
Griffiths, A. H., to Grade 4, Addington.
Leading Boilermakers:
Moore, J. D., to Acting Asst. Workshop Foreman, Grade 6, Addington.
Miller, G. S. (Greymouth), to Acting Workshop Foreman, Grade 6, Petone.
McGee, T. A. C. (Addington), to Acting Asst.
Workshop Foreman, Grade 6, Hillside.
Fitters:
Hore, R. J., to Draftsman, Grade 7, Addington.
Barltrop, S. B., to Draftsman, Grade 7, Hillside.
Evans, J. V., to Leading Fitter, Hillside. Turners:
Wright, A. H. B., to Clerk, Grade 7, Invercargill.
Boilermakers:
Stephens, W. R., to Leading Boilermaker, Addington.
Hislop, W. J., to Leading Boilermaker, Addington.
Labourers:
McCaw, T. G., to Storeman, Grade 2, Christchurch.
Casual Blue Printer:
Brown, A. S., to Clerk, Grade 7, Chief Mechanical Engineer's Office.
Fireman to Clerk:
Middlemass, V. C., to Grade 7, Dunedin.
Firemen to Enginedrivers:
Kissell, E. N., to Westport.
Russek, J. V., to Auckland.
Russell, R. M. L., to Wellington.
Allen, W. S., to Ohakune.
Waterhouse, H. J. H., to Taumarunui.
Neeson, P. J., to Fairlie.
McSwiggan, C. F., to Methven.
White, J. L., to Oamaru.
Bush, M. E., to Paekakariki.
Theakstone, J. E., to Frankton Junction.
Robertson, F. N., to Maungaturoto.
Gillick, J., to Dunedin.
McLennan, T. F., to Dunedin.
Keen, H. P., to Dunedin.
Bilson, I. S. D., to Dunedin.
Cleaners to Firemen:
Nicol, T. F. Pascoe, J. E. S.
Donaldson, P. A. Wood, H. R.
McFadyen, H. A. Mills, F. T.
Johnson, J. R. Nicholls, S. H.
Sherriffs, J. P. Young, R. M. S.
Walshe, J. R. Clarke, J.
Brown, G. G. Smith, F. R.
Everest, G. N. Mackay, N. W. J.
Laidlaw, J. Brown, R. B.
Stanley, S. J. Laming, G. E.
Baker, L. A. W. McKee, A.
Sheedy, T. J. Newman, J. J. R.
Ward, A. Shepherd, W. D.
Butler, T. M. Baines, J. R.
Walker, D. M. Kane, W. E.
Cox, A. Exelby, E.
Murray, H. D. Sutcliffe, H.
Morrison, W. Lynch, R. T.
Murrell, I. R. Halliman, H. J.
Maintenance Branch.
Bridge Inspectors:
Mahoney, J., to Foreman of Works, Grade 4, Greymouth.
Stead, A. C., to Foreman of Works, Grade 4, New Works, Auckland.
Building Inspector:
Martin, H. A. S., to Inspector of Building Construction, Grade 4, Frankton Junction.
Gangers to Inspectors, Permanent Way, Grade 6.
Stringer, C. H., to Middlemarch.
McMath, H. S., to Whangarei.
Gangers:
Murray, M., Grade 1, to sub-class 10, Dunedin.
Leading Carpenters to Bridge Inspectors, Grade 6:
Lower, L. N., to East Town.
Williams, E. R., to Kaiwarra.
Carpenters to Leading Carpenters:
McKinnon, J. K., to Taumarunui.
Peterson, H. F., to East Town.
Leslie, G. F. E., to Whangarei.
Skilled Labourers:
Grimwood, J. A., to Bridgeman, Addington. Labourers:
Callaghan, J., to Striker, Kaiwarra.
Wright, A. J., to Skilled Labourer, Kaiwarra.
Milne, P. B. S., to Bridgeman, Kaiwarra.
Davey, W. R. J., to Labour Ganger, Kaiwarra.
Jakeman, W. F., to Bridgeman, Kaiwarra.
Surfacemen to Gangers, Grade 2.
Edwards, W., to Granity.
Osmond, W. H., to Tirau.
Lunn, O. J., to Westport.
Luscombe, C. E., to Upper Port Chalmers.
Timmins, M., to
Rawlings, W. W., to
Monetary Awards Granted.
Craw, W., Stationmaster, Hokitika.—Awarded £2 for suggesting an improved correspondence envelope for use by officers in regular communication.
Davis, F. F., acting leading boilermaker, Petone.—Awarded £2 for a suggestion for gusset stays for steps of “La” wagons.
Murdie, T. R., porter, Rangataua.—Awarded £2 for suggestion in connection with the numbering of tarpaulins.
Kennedy, J., term casual fitter, Hillside.—Awarded £1 for work entailed in putting forward suggestion re cutter for refacing drivers’ brake valve seats.
Commendations.
Abrahams, H. L., enginedriver, Otira.—Suggested improvements to pantographs on electric locomotives, Otira.
Bancroft, H. A., casual fitter, East Town.—Suggested system of paying Workshop employees.
Cassidy, J. P., clerk, Christchurch Pass.—Suggested method of dealing with parcels freight stamps.
Clarke, E., Stationmaster, Lyttelton.—Suggestion re improved system of accounting for grain and potato traffic received at Lyttelton.
Dorrington, F. J., boilermaker, East Town.—Suggested means of lengthening the life of boiler tubes.
A Ganger.—Suggestion in connection with the use of old shovels.
Graham, J. G., casual fitter, Addington.—Suggested press for blocking Westinghouse piston leathers.
Goodsir, H. V., cadet, Owaka.—Suggested alteration to milk and cream waybill and PL–9 Delivery Note.
Gaw, E. V., clerk, Auckland.—Suggested method of recording the quantity of luggage checked for tourists and season ticket holders.
Hudson, C. E., tinsmith, Addington.—Suggested method of attaching bevel-edged glass to hand signal lamps.
Land, H. W., term casual blacksmith, East Town.—Suggested system of paying Workshop employees.
Munro, D. R. S., clerk, Palmerston North.—Suggestion in connection with railway freight stamps.
Murdie, T. R., porter, Rangataua.—Suggestion that sheet strings be creosoted.
O'Sullivan, L. M., clerk, Central Booking Office, Christchurch.—Suggestion in connection with accounting for commission charged on P43 refunds.
Paton, G., clerk, Helensville.—Suggestion in connection with the denomination of freight stamps.
Peebles, H. A., relief porter, Thorndon.—Suggested method of handling prepaid parcels.
Sarney, H. E., app. fitter, Newmarket.—Suggested strainer for Westinghouse brake pumps.
Slowley, J. M., assistant workshop foreman, Hillside.—Suggested improved superheater elements for New Zealand superheaters.
Trowland, R., clerk, Huntly.—Suggestion in connection with exchange on cheques.
(ByG. H. England , Messenger, Head Office.)
It is nearly two years since “Old Bill,” as he was familiarly called, having finished a good day's work, took up his pipe and went to his favourite seat on the verandah at the front of his house—one of those old-fashioned farm houses which looked out on a beaujpgul garden kept clean and tidy and full of sweet scented flowers. “Old Bill's” wife, Mrs. Claris, was passionately fond of flowers and devoted nearly all her spare time to tending the garden.
“Old Bill” (and his father before him) was born in this house; but how he came to be known as “Old Bill” is a mystery. No one appeared to know, not even Bill himself. His father was known as Mr. William Claris, but Bill was always referred to as “Old Bill” even when he used to ride on horseback to the school in the township some seven miles away from his home. On the cricket and football fields also he was known as “Old Bill.” The school children, too, called him “Old Bill.” “Bill” is over thirty-five years of age now, so probably the name will always stick to him.
The name “Bill” is generally bestowed on any person named William. “Old Bill's” name in full is Mr. Billcombe Claris, and very few people know how he came to get his name. However, this is how it happened. At the time “Bill” was born his grandmother was residing in this house with her son, Mr. William Claris, Bill's father. The old lady had a slight impediment in her speech, being unable to say more than a couple of words of a sentence.
One morning, grandma was busy getting breakfast ready, Mr. and Mrs. Claris being in an adjacent room trying to find a suitable name for their son. Mr. Claris was just asking Bill's mother if she had found a name for him, when, as if in answer to his question, came a little shrill voice:
“Bill, come—and—have—your break—fast.” The first two words gave “Bill's” father an idea for a name. “Granny has found a name for him” he said, “we will call him Billcome.” “Bill's” mother agreed to this name, but I have never been able to find out why the letter “B” was added.
Old Bill was, in a small way, a successful sheep-farmer, his father, and grandfather, having been sheep-farmers before him. As Bill sat on the verandah smoking his pipe he lapsed into serious thought.
The season's output of wool promised to be exceptionally good and high prices were ruling. The shearers would be finished in another couple of days and the wool baled all ready for the market sales. But Bill was uneasy as trouble appeared to be brewing with the shearers throughout the district—the eternal strife between capital and labour—so he was anxious to get the clip finished and hand over the cheques to the shearers in his employ.
His thoughts also dwelt on the ill-luck Abe Jones had had the previous season. Abe had suffered a heavy loss through a number of his lambs dying, and also by accident in getting his wool to the market. He arranged to send his wool by motor to Wellington. After the motor had been loaded up and dispatched, it had gone only a few miles, when, owing to heavy rains which caused a subsidence of the road, the motor with its heavy load got into a hole in the road and was fairly stuck. The driver was unable to extricate the motor single-handed and, being in a very sparsely populated district, was obliged to walk back for assistance. After some difficulty he obtained this, the motor was extricated, and the journey continued. A further delay, caused by engine trouble, occurred soon after the journey had been resumed, with the result that by the time the motor reached its destination, the price of wool had considerably decreased. The delay thus caused proved very expensive to Mr. Jones, who afterwards regretted that he did not send by rail.
While Bill sat smoking and thinking of Abe's misfortune, an old friend of his named Nat Jeffs (a sheep-farmer, who lived about four miles from Old Bill), was trying to persuade his wife to have a ride in his new car as far as Old Bill's residence and take Bill and Mrs. Claris for a short ride. Mrs. Jeffs was too busy with her household duties at the moment and so had to refuse, but urged Nat to go himself and take a message to Mrs. Claris asking the latter to go for a ride with them the following Sunday.
Nat got in the motor, touched the self-starter, and in a short time arrived at Bill's residence. So deeply engrossed in thought was Old Bill that he did not hear the motor arrive, nor did he awake from his reverie until “Nat,” in his usual cheery manner, called out “Good evening Bill.”
Nat noticed that Bill did not appear as jovial as usual, so, after a little while said,
“No!” said Bill, “I'm all right from a health point of view, but I am afraid of trouble in the shearing shed. I am thinking too, of the best way to get the wool to market, as I shall be ready in another couple of days.”
“Don't you worry about that Bill,” said Nat. “I shall finish about the same time,— that is, if the shearers will work without any trouble. As regards getting the wool to market, it will get there all right.”
“Yes, I know that, Nat,” said Bill, “but we want to get it there with as little delay as possible. I think I shall send mine by the railway this year, as I don't want the same thing to happen to me as happened to Abe Jones, and I don't suppose you do either Nat.”
“No more sending by motor for Abe”
“No,” said ‘Nat,’ “I don't. You know Bill, I felt sorry for Abe as he had a very bad season; ill-luck seemed to dog his steps and then, to get his wool to market just as the price came down with a big drop, was hard lines for him. No more sending by motor for Abe, he will send by rail in future. Somebody was joking with Abe the other day— they asked him if he would like to borrow a wheelbarrow to take his wool to Wellington— that he would find it cheaper transit than by motor, and Abe got his temper ruffled. He was very much annoyed at this remark. After all Bill, we always used to send our wool, etc., by rail, before the motors came on the road. I think we have been very foolish in not sticking to the railway, as it belongs to us. You know what I mean, Bill, it is the property of the public.”
“You are quite right, Nat, and I certainly agree with you on that point. I think there has been some alteration in the rail charges since I last sent anything by rail. I know there has been some considerable concessions in passenger fares. What about a run as far as the station to see if the Stationmaster can give some information on this matter.”
“Right O, Bill, just the thing!” said Nat, “I wonder how Harry Simes’ boy ‘Jock’ is getting on in the railway?”
Harry Simes worked on the farm for Old Bill, having worked for Old Bill's father before Bill was born. Young “Jock” Simes had also worked for Old Bill, but had left him a few months before to join the railway service.
“Young Jock is going on all right,” said Bill, “so his father informed me a week ago. We might see him at the station.”
“I don't think we shall see him here, Bill,” said Nat, “as I think he is still at Frankton. I saw him there only a few weeks ago, but I don't think he saw me, as he was too busy at the time assisting a passenger, a poor delicate looking woman with three small children and some luggage. Young Jock was carrying one of the kiddies, also a portmanteau, and got them aboard comfortably just as the guard gave the driver the signal to start. I can tell you, Bill, I did appreciate Jock's action, and I overheard others pass remarks about the young porter's kindness.”
“Yes, Nat,” said Bill, “that is just the thing Jock would do, kind and civil. I was sorry when he left me to join the railway. He always said he should do so, as he did not care for farm work. When he lost his mother he became a little unsettled and seemed anxious to get away from here for a while. He was a really good, conscientious toiler, and I should not wonder if he does not eventually hold a good position. However, Nat, he is not at Frankton now. His father told me Jock was transferred here some two or three weeks ago, so we might possibly see him.”
By this time they had arrived at the station and on reaching the platform, the first man they saw was young Jock, who was busily engaged sweeping the platform.
(To be continued.)
Variations In Traffic And Revenue
as compared with last year—1st April to 18th September, 1926
Revenue
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 decease in the number of passengers carried viz.: 746,938 is due almost entirely to motor bus competition in the suburban areas, and additional traffic last year through the visit of the American fleet.
Livestock shows a substantial increase due to forced sales of cattle on account of shortage of feed, and the movement of store sheep.
Timber has dropped 52,602 tons—almost every district showing a decease. This is mainly attributable to heavy importations of poles for Power Boards last year and also to a general decline in the output from local mills.
Under the heading “Other Goods” there is shown an increase of 78,000 tons mainly in grain, fruit, dairy produce, wool, coal, benzine, and arjpgicial manures.
Turning to the revenue, the decrease in passenger receipts is due to a general falling off in short distance bookings this year. The decrease in parcels revenue is explained by the fact that horses and motors are now booked through the goods.
The new tariff has assisted in producing the increase in goods revenue.
Published by the New Zealand Government Railways Department, and Printed by Whitcombe & Tombs Ltd., Lambton Quay, Wellington, October 24th, 1926.