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. 7.
Wellington,
New Zealand
December15, 1926
Cable from Prime Minister to the Railway Staff
New Zealand Post Office Telegraphs.
Hon Rolleston Wellington
I wish to extend to the whole staff my best wishes for the festive season, 1926–27. It marks the passing of another historical year in the working of the New Zealand Railways, and records further proof of the splendid response and co-operation of the staff in accomplishing the reconstruction of the Dominion's largest industry. Much remains to be done to complete the task, and I earnestly seek a continuation of the whole-hearted loyalty and sympathy displayed by you all in achieving the results already obtained.
To secure efficiency in management, organisation and service is the aim and duty of us all. Without it, progress, from every point of view, is impossible. We must march with the times if the railways are going to maintain their position as the Dominion's leading transport system. Whilst the past year's operations can be taken as exceedingly gratifying, difficulties have yet to be overcome. Many improvements are indispensable to enable the system to deal efficiently with the service now demanded.
I desire to express my appreciation of the splendid services rendered, and to say that I have entire faith in the unswerving loyalty of the staff to ably complete the task that has been so well begun.
(Signed) J. G. Coates,
Prime Minister.
Christmas
Greetings! And a Merry Christmas to all! How the dear words knock at the portals of memory till the doors swing back exposing to view the kindly ghosts of many a Christmas past.
Not for us the old fashioned Christmas of the Homeland with its “holly, mistletoe, red berries, ivy, turkeys, geese, game, poultry, brawn, meat, pigs, sausages, oysters, pies, puddings, fruit and punch,” but the New Zealand Christmas. For our summer season restrains such concentration on the decorative and dietary sides of life. It leaves, however, to the average New Zealander, a period of feverish shopping, elbowing amongst crowds; a glut of entertainments; a rushing hither and thither for family and company reunions; gastronomic tests ranging from the lightest of delicacies to the heaviest of dough products—all deemed to be meet for hot weather nourishment. Then there is bathing, camping, fishing, hiking, sports of all sorts, and holiday junketing generally. The season is rich with the spirit of release; it is freedom triumphant, and means, to most, a superlatively good time.
To the railwayman, the word “Christmas” conjures up a deluge. It stands for an orgy of tidying up, cleaning, and polishing—that's the preparation. Then comes the performance. A rush of work, extra services, long hours, piles of luggage, heavy trains, anxiety, sheaves of instructions, and a sustained alertness to meet emergencies—all this in the course of a constant race against the flying enemy, Time.
The urge which ordinarily actuates the staff to give the best possible service develops out of a natural desire to experience the satisfaction which springs from all good workmanship. This is now reinforced by an underlying feeling of good fellowship induced through efficiently contributing, under exacting circumstances, to the happiness of others during the season of “peace on earth” and “goodwill toward men.”
In this work they look for reciprocity—and obtain it from a multitude.
The forward-looking and precise among the public see to it that their tickets are purchased well ahead, and that seats and sleeping berths are reserved in good time. They order the goose and forward their presents in ample time for safe delivery on due date. They legibly address and label everything, strong in the belief, which experience justifies, that a well labelled package seldom goes astray; and they realise the value of checking their
It is the last-minute travellers who supply the unknown factor, the variable quantity, the perplexing complex in the traffic anticipation problem that brings about overcrowding of trains, taxes the capacity of luggage vans, strains the larder of refreshment rooms and the good humour of staffs, and helps to create those innumerable fragmentary causes of delay which no preparation can fully anticipate, and which find their ultimate expression in a result, distasteful to railway and public alike,—late running.
But who is to blame these procrastinators? They may have decided to stay at home and have a quiet Christmas. Others have done it, why not they? That at least is their cool November attitude. But as the time approaches, the spirit of the season gets into their blood. Life is short—why miss the best that it can give? Away with sedentary melancholy! Pawn the family jewels, if need be; sell the pet lamb; but the trains are calling, the crowds are gathering, there's a world of enjoyment at journey's end: Puff,—puff, —we're off! This is the genesis and exodus of Christmas crowds. It is thus that the decorous monotony of every dull annum is broken.
The experienced railwayman knows his Christmas season and welcomes its advent as a test of his capacity and that of the whole system to deal with a maximum of business in a minimum of time. And, as he pulls the lever, waves the flag, opens the throttle, or loads the van, he puts an extra measure of goodwill into his work with a view to making as far as he can “A Merry Christmas for all.”
Where there is much desire to learn, there of necessity will be much arguing, much writing, many opinions; for opinion in good men is but knowledge in the making.—Milton.
Index
Half-Yearly Review
With half the current financial year already past, figures bearing on the results of operations up to this stage furnish material for a general review, on broad lines, of the present position in regard to traffic, revenue, and expenditure. They also supply a measure whereby the approximate final results of the year's working may be gauged.
Up to 16th October, 1926, the number of passengers carried was considerably less than for the corresponding period last year. This decrease (occurring as it does in suburban traffic, where motor buses, on account of their greater mobility, are well placed for competing) may be regarded as part of the definite loss which all railway systems have suffered since the development of an alternative method of transit. Whilst recognising the convenience to the public which such services afford, the change increases the problem of making the railways pay, for it must not be forgotten that much of the capital expenditure upon railways is sunk in permanent-way, rolling stock and equipment specially designed for suburban traffic.
The diversion of a considerable portion of this traffic to the roads therefore makes some of our capital unproductive; whilst such a course as cutting the losses and discontinuing the services cannot be resorted to, for faith must be kept with the workers who have been induced to settle in suburban areas because of the low railway charges for conveying them to and from their work in the cities. On traffic of this kind, profit can only be made on a big turnover. When, therefore, the dependents of these workers—dependents whose occasional trips to town helped to balance the suburban traffic account—decided to desert the railway for a service more convenient to their purposes, the loss became definitely pronounced. The decrease of £41,000 in passenger revenue may be attributed to this cause.
The course which might have been pursued—and which is now being experimented with—of putting our own buses on the road, was not one which economic considerations would, in ordinary circumstances dictate, for, obviously, even if we collected all the passengers offering, seeing that we already have a service capable of dealing with the traffic of the suburbs, the net return after meeting the cost entailed in buying and working bus services could not make the double service equivalently remunerative.
One point worthy of note is that during the last two months the rate of decrease in passengers carried has slackened somewhat. This is a hopeful sign. Season tickets, which fell back early in the year have since held their position. Trip bearer tickets have maintained their popularity. In livestock a gratifying increase on a steadily ascending scale has been recorded each period this year. Good service and keenness on the part of the staff have contributed to this result. Timber has dropped, but the tonnage of other goods shows a healthy tendency to grow, being already over one hundred thousand tons greater than last year's total for a similar period.
With all revenue accounted for, the first half of this year shows a net operating gain of £50,000 compared with the similar term last year. This is, however, more than counterbalanced by the increase in interest charges, an increase which amounts to a sum greater by one hundred and nine thousand pounds than for the corresponding period last year, leaving the accounts “down” £59,000 in the present comparison.
The heavy increase in interest is chiefly due to the capital account being increased by the taking over of newly constructed lines from the Public Works Department—lines which cannot yet pay an operating return at all equivalent to the interest charges involved.
Recent interruptions to traffic through heavy floods in various parts of both Islands, while tending to reduce traffic, will still further add to the expenses of this year's work, whilst we have no Exhibition this year to add to the prosperity of our summer season.
In view of this position a policy of economy must be followed in administration, whilst every effort will require to be made to stimulate traffic during the remainder of the year. The Board would once more remind members that their individual interests are bound up in the financial results of the year's working, and that their united efforts are necessary to ensure that every opportunity for gaining additional passengers, parcels or goods traffic will be availed of. At the same time the Board feels that it must, in the course of management, follow those directions along which the best promise is given for improving the financial position of the service.
Experimenting with rail cars, feeder services, combined rail and motor bookings, motor services, etc., is being carried out as necessary in an endeavour to protect the business we now possess and build up new traffic. The outlook, however, is obscure and demands the closest attention by all concerned to make the best of the position.
By the time this message is circulated Christmas will be upon us, and the Board feels that it is appropriate to close with an expression of its gratitude for the fine sense of loyalty existing throughout the Service. It extends, with the season's greeting, its best wishes for the well-being and prosperity of all members, as well as of the people of New Zealand upon whose support and goodwill the success of the whole undertaking depends.
Happiness is a perfume you cannot pour on others without getting a few drops on yourself.
Trout At Play
Fairy Spring. Rotorua (North Island)
The Safety Of The London Underground.
According to figures recently issued by the Ministry of Transport, the chance of a passenger being injured through a mishap to trains, rolling stock, or permanent way on the railways of Great Britain in 1925 was 1 in 4,500,000, whilst for fatal accidents it was 1 in over 1,700,000. During 1925 not a single accident to passengers was entailed through the working of the London Underground trains. In all, 319,000,000 passengers were carried, and the trains ran an aggregate of 14,182,000 train miles. This result may be largely attributed to the efficacy of the electro-pneumatic system of signalling in use, which permits of intensive train operation (certain sections of the Underground have the highest frequency of service of any railway in the world) with an infinitesimal chance of mishap.
Do we recognise the great changes that have taken place in our social life in New Zealand during sixty years? Even if we cast our eyes or memories no further back than fifty years, what a revolution we must record in our surroundings! We are now a wealthy people. Then, we were comparatively poor. The deposits in our Savings Banks is one test of our well being. In 1925–26 there were about 48 millions of pounds to the credit of depositors in the Government Postal Savings Banks. In private Savings Banks depositors had £6,264,383. Then our mortgages of land transactions are numerous and large. For the twelve months ending September, 1926, mortgages securing £31,613,913 were discharged and new mortgages securing £43,269,759 were registered. Most of the mortgages were for monies lent by resident New Zealanders—either persons or companies.
Then there were in the same period £50,010,386 deposited in our Banks of Issue and £6,485,630 was the value of our Note issue. These figures are surely a big record of wealth for a community that numbers only 1,409,854 people! That money was not plentiful in olden days may be learned from the rate of interest paid for loans on mortgage. The rate in the early ‘sixties was as high as seventeen and a half per cent. It fell to fifteen per cent, about 1865 and 12 1/2 per cent, was a common rate in 1868; but not till the ‘seventies did it reach ten per cent, and now 6 1/2 and 7 per cent, are common.
If we consider the life our people now lead, their food, clothing, housing and amusements and how the residents of the ‘fifties and ‘sixties lived we will see a great change. In a statement made in 1865 our Colonial Treasurer said silk dresses were rare amongst our women folk. One for a life-time had, up to then, been deemed sufficient, but fashions were changing, and silk dresses were coming into vegue. Even since 1914, notwithstanding our great war with its consequent waste, and our restricted finance, the money spent in clothing and boots has increased from an index number of 687 to one of 1117. And amusements have not decreased. The cost of living is higher, housing is better, living in tents is almost unknown, and our accommodation for the lieges excels the dreams of the early settlers.
In our locomotion the change is perhaps greatest of all. Walking in the early days was the main means used in getting from place to place. Horses were few and “traps,” as horse conveyances were called, were rare. There were few metalled roads and no bridges of importance till the middle of the ‘sixties and even then the number could be counted on the fingers of one hand. When the Otago members of Parliament left their homes to attend the first session in 1854, they went first to Sydney in a small sailing vessel and from there by the same means reached Auckland! Now we have steamers every-where—from Europe, America, Australia, and Asia. The crossing of our rivers was so dangerous that drownings of travellers were common, one eminent politician saying in the ‘sixties that the most prevalent “disease”—he called it was that of drowning. But now we have “sealed” roads, even concrete roads, and bridges everywhere.
Can our youths of to-day realise what their fathers and grandfathers had to endure in moving about our country? May one or two instances of travel in the early ‘seventies be recalled?
I had to attend a Warden's Court at Marewhenua—a river that runs into the Waitaki. Marewhenua was a small mining township. You took a coach from Dunedin to Oamaru and from that “white city” you travelled on horseback or in a “buggy” to the mining township. I went
After breakfast the Court met and the Mining Dispute was heard by Warden Robinson, but the case was not concluded till about 9 p.m. After getting some refreshment I left alone for Oamaru. The rain had continued and progress was slow. The lights on the buggy went out after I had travelled a few miles and by taking a new-made road the buggy nearly came to grief. In places the water on the road was nearly up to the axle, and it was certainly the most uncomfortable drive I have ever experienced. I did not reach Oamaru till four a.m. I had not stopped at any place on the way as I was anxious to catch the coach leaving Oamaru at 6 a.m. At Oamaru the Star and Garter's front door was locked and I did not know of the back entrance. I ran the buggy up into a right-of-way and with a tarpaulin covered the horses and went in search of someone who could inform me where Patterson's stables were. I met a wayfarer and found the stables and after rousing the person in charge, I went back to the hotel got admission and breakfast and then proceeded to the coach which left at 6 a.m. The coach proceeded and followed a different road from that by which we entered and crossed the river by a bridge near the Boiling Down Works. We proceeded to the next crossing which was near where the “Skew” bridge now is. We found several “traps” waiting to cross, but not caring to risk doing so as the Otepopo River was high. We crossed, but nearly missed doing so as one of the leaders stumbled. We reached Dunedin about half past six in the evening. After tea I went to the Provincial Council that was then sitting and my fellow members asked how I had got there as they had been informed I was at Marewhenua Court.
I made in the early ‘seventies many journeys to Mining Courts at Naseby and elsewhere in Central Otago. In one journey two buggies left Dunedin with four travellers each, besides the driver. The first buggy stuck in crossing the Upper Taieri and it was with difficulty those on board the buggy were saved. Such journeys were often long and uncomfortable. One day I had been in the district Court at Naseby all day, the presiding judge being His Honour District Judge Wilson Gray. The Court finished about 11 p.m. and I left at midnight, one of the witnesses accompanying me. We had two changes of horses, one at Pigroot, and another at Palmerston. My fellow traveller left me at the junction opposite Mt. Cargill for Port Chalmers and I reached Dunedin at midnight.
Travelling in the North Island was more on horseback than in Otago. In 1885 I travelled on foot and horse from the northern end of Lake Taupo to Taumarunui, mainly through the bush. It took us six days. From Wellington to Wanganui was a common and an interesting journey. The drive on the sand from Paekaka-riki to Foxton was, when the tide was out, very delightful. One trip I had as companions amongst others
The first part of the journey was, however, very pleasant, for the Maori chief and
Regarding them, Renata had an explanation for most of these names. About some, however, all he could say was “Our fathers called it so.” There was in all this travelling in the old days little grumbling about roads and delays. To have thought that the time would soon come when we could go from Invercargill to Auckland in about two days would not have been believed. Now we can leave Invercargill at 6 a.m. on Monday and have breakfast at 8 a.m. on Wednesday in Auckland.
Preparations Well in Hand
In connection with, the drainage of the new workshops area in the Hutt Valley it was necessary to dig a trench through gravel and clay in boggy country for a distance of 1,800 feet. Mr. Pirie, the Foreman of Works, to whom the job was allocated, considered this would be a good opportunity for the use of a mechanical excavator, and under an arrangement with the Wellington City Council, their ditcher
Steam Excavator At Work
Ready to Bite
Digging up the Spoil
A Good Mouthful
The Discharge
The social question requires to-day, more than ever, to be examined on the side of human dignity.—
Plate-laying Gang on Main Trunk Line, North Island. Mt. Ngauruhoe, 7,515 feet (active volcano), in background
(ByH. , District Traffic Manager, Christchurch)
Chapman
It is a strange fact that there has always existed on the part of the general public an attitude of antagonism towards railways which appears to have commenced with the first advent of the steam horse. Before the wonderful benefits of the railways were understood the people did not like them, and some of this dislike appears to have attached to railways wherever they have gone.
The town in which I was born in the West of England, an important stopping place for the stage coaches, strongly resisted the building of a railway through the town with the result that the main line was run about seven miles distant. The feeling was that the railway would kill the coach business. It did kill the coach business. This town ultimately had to connect with the railway system and is now on an insignificant branch line.
We are told that in the year 1818 the School Board of Lancaster, Ohio, being asked for the use of the schoolhouse in which to debate railroads and telegraphs, replied as follows: “You are welcome to the use of the schoolhouse to debate all proper questions in, but such things as railroads and telegraphs are impossible and rank infidelity. There is nothing in the Word of God about them. If God had designed that His intelligent creatures should travel at the frightful speed of fifteen miles an hour by steam, He would have clearly foretold it through His holy prophets. It is a device of Satan to lead immortal souls down to hell.”
Whether through fear of the railway ruining business or ruining souls, the fact remains that the general public did not love the railways, and counted it no sin to beat them either in the law courts or otherwise. But in spite of such lack of sympathy the railways developed rapidly, ultimately proving a necessity, and it is possible that, holding a monopoly, and reacting to the public feeling, railway officers involuntarily acquired an autocratic attitude.
Railway operating demands the utmost exactitude and rigid adherence to regulations, and a similar rigidity could scareely fail to creep into the officers' dealings with the public. Whether such was the case or not the public everywhere have attributed to railway officials a want of consideration and “come and go” in their business dealings. While the railways held a monopoly they could afford to ignore the attitude of the public, but with the coming of motor transport the position changed and the railways throughout the world have awakened to the necessity for obtaining the goodwill of the public. This is as it should be. Every business concern really exists for service to the community and such service can never be of the best unless goodwill exists between the parties concerned. In most railways special departments now exist solely for the purpose of securing this attitude of goodwill, and our railway department, led by an enthusiastie Minister, has followed suit in the inauguration of the Commercial Branch which, already, has done much to bring together the railways and the general public of this Dominion.
The Commercial Branch, however, cannot, and does not, do all the work in this direction. Every member of the service is a possible business agent and it is most gratifying to observe how the members have realised this and risen to the occasion so successfully. The “Personal Touch” is immeasurably the most effective means of securing the goodwill of our customers and combating the opposition that faces us.
A gentleman who had a grievance against the Department was telephoned by me with a view to making an appointment to discuss the complaint. He replied, “I do not wish to see you; you have my letter; the Government is fond of red tape and letters; I demand a letter in reply.” This was certainly an unusual attitude, and at an interview which was subsequently secured, the gentleman also was found to be unusual, one in ten thousand. He was the exception that makes the rule—everybody else prefers a personal talk to a cold official document.
Instances are repeatedly coming under notice of business obtained and the sense of grievance removed as a result of personal interviews. Business men have on several occasions made a point of expressing appreciation of the changed attitude of the staff generally towards the public. The words of one business man were, “A few years ago one did business with the railways only because it was necessary, now it is a distinct pleasure to do business with the railway staff.” Similar incidents to this are occurring frequently and it cannot be stressed too strongly that a courteous interview will do more to allay complaints and grievances than dozens of letters.
A farmers' union made certain requests and was waited on by the Traffic Manager. A couple of hours chat, agreeing to such requests as could be granted and explaining why others could not be agreed to, created a feeling of
‘Railway heads’ would take the trouble to see us and talk things over.” Not a complaint has since been made by this body.
There is no sphere where this personal touch cannot be resorted to with advantage. In the case of accidents or delays to trains the pessengers become prey to anxiety which could be relieved by a courteous explanation by the guard. To quote from a recent issue of the “Railway Age:”
The trainman ambitious to perfect himself must practise the art of pleasing persons; not that vague entity “the public,” but the individual passenger. Pick out one man (or woman) and tell him (or her) all about the delay to your train. Having clearly satisfied one passenger, then shout it out for the benefit of the rest! A public speaker is not a success unless he gets his words well into the ears of that part of the audience that sits in the back seats. The announcer in a passenger car is a public speaker. He should satisfy the timid woman or the inexperienced foreigner.
Twenty-Five Years Ago: The Chief Engineer And Staff, Wellington.
Front Row: E. G. H. Mainwaring (Railway Land Officer),
Second Row: A. Alabaster, G. G. Wilson, C. T. Jeffreys, T. H. Wilson, E. Casey, W. B. O'Brien.
Third Row: J. A. F. Cundy, F. T. A. Williams, W. Wright Fry, E. S. Kelly, J. T. Ford, A. Howitt, E. D. Richards,
Fourth Row: E. Meek, A. S. Henderson, J. M. Robb, W. R. B. Bagge.
Fifth Row: H. W. Rowden, W. A. Mirams, F. W. Rowden, H. Jessup, W. R. Davidson,
In all our dealings with the public it is the human personal touch that will bring the desired result of better relations and more business.
I cannot close with a better illustration of the enthusiasm that is permeating all ranks than that of an enginedriver who threatened to remove his custom from the local groeer if the latter did not transfer his transport business from the motor lorry to the railway. He, evidently, believes with the Scots that “giff-gaff mak's guid friens!”
This would be a most unhappy world if it were not a working world.—Lord Balfour.
(ByP. J. Raleigh , Guard, Greymouth.)
After a century of railway working all over the world, and despite the fact that we have almost said the last word in safety, both in protecting the millions who travel by train and the employees who work them, accidents still happen and sometimes with disastrous results. It is with a view to minimising them, so far as our own railways are concerned, that I would give a little sound advice to the younger members of the service, and I include all Departments, viz., Locomotive, Traffic and Maintenance.
From experience gained in the course of nearly twenty-five years in the Traffic Branch, I have come to the conclusion that it is the younger men of the service who really need advice on the question of safety.
There is an old saying “Fools rush in where angels fear to tread.” Take the locomotive Department first. If a knoek develops on an engine, the good old saying, “take no risk,” is at once apparent—you may come in contact with a bridge or other obstacle. Play safe, stop, and then look round for anything loose about the engine. The same remarks apply to the fireman. If he has to trim coal there is always the danger of striking an overhead bridge or telegraph wires crossing the line. Keep well down towards the front of the tender when engaged in this work. When an engine is slipping badly, and the sand pipes are blocked, great care requires to be exercised; if tapping pipes with hammer or other tools you are dangerously close to the motion, and a shattered arm is the result if you come into contact with same. Again I say, play safe, stop and adjust matters.
To my mind one of the most dangerous undertakings on our railways is performed by an employee who is called upon to run over any portion of the track with a velocipede or trolley. Here it is a question of being absolutely sure of your whereabouts and the time the train is due to pass, to say nothing of special trains. No chance must be taken here—it is all too perilous. Be certain your watch is correct time and that you have advice of specials running. Don't foolishly go ahead although you may be a little late, especially where curves or tunnels intervene. It is usually at curves where the long list of fatalities is added to. Again I say, “Don't risk it for the sake of a few minutes. It's not safe. Your life is worth more than a few minutes.”
A train speeding into the station at a fairly high rate of speed seems to have a fascination, and sometimes a fatal one, for the young and more athletic members of the staff, who, to save a walk of a few hundred yards, will deliberately risk their life by attempting to jump on the engine, wagons, or footboards of cars. They sometimes miss and—you know the result. This dangerous practice has unfortunately taken a heavy toll of members in the past. Think twice when you see a train running into the station and don't endanger your life in this way.
Sometimes work about the yard, such as cleaning points, etc., entails a member being engaged in close proximity to the rails. Always make it a practice to work at the side of the rails. You can do this work equally as well as by taking up a position in the centre of the track, and don't forget to keep a good lookout both in front and rear. Always keep in mind a rake of trucks or engine may come along.
When working in their repair siding or when circumstances arise where it is necessary to go under a car or wagon for any purpose, train examiners would be well advised to place (in addition to the discs put up to block the road) one or two detonators on the track a little distance from where their work is. Always remember, no shunter has an infallible memory. Protect yourself; it makes you doubly safe.
To all members I say never get into the bad habit of walking between buffers of wagons or cars at short distances apart. I think it is the worst fault any employee can have levelled against him. Far better to climb through wagons, if stationary, or walk around. You take a grave risk otherwise.
Never leave anything lying about between the paths where shunters have to run. There is a grave risk of serious accident to some member if you do. Gather up all tarpaulins and stanchions and put them clear.
To the younger members, providing they have had a little training and experience of shunting —and it is the practice now to bring them along gradually in the work—all I say is: keep cool and collected at all times. An excitable man in a shunting yard, be he stationmaster, foreman or shunter, is a menace to everyone working in conjunction with him. There is an old saying, “Shunters are born, not made.” This is true to a degree, but there is nothing to prevent the
Both by day and night give all your signals clearly and distinctly. Keep the driver well in view.
Take a good hold when riding on wagons and always be prepared for a sudden stop. The reason for this is obvious in a shunting yard.
If a hook jams against a buffer, watch your hands and on no account attempt to meddle with it or a shattered hand may result. Play safe, stop and right matters.
Always be careful when cutting off loaded “Ub” wagons, as there is a lot of play between buffers on this class of wagon and a crushed thigh might result if rounding a curve at the time of kicking off.
No doubt a lot more could be written about working on railways, but 1,000 words is the limit. The whole position summed up is: Keep cool and don't attempt anything rash whilst moving vehicles. Always be sure to pin brakes down on wagons left in a siding. Watch the older hands going about among vehicles, coupling up and cutting off. They take no risks, why should you?
Again to the younger members I would say, “Read the little book, ‘Shunting Risks,’ and heed them, together with the few remarks I have added about safety generally, and I feel sure you will go through your railway career safely.”
(ByJ. C. Batt , Engine Driver, Wanganui.)
“Accidents will happen,” is an old adage that applies to the outside staff engaged in railway work perhaps more than to any other occupation. There is little doubt but that a large number of accidents occur when the victim is endeavouring to go a little faster than usual. The railway service contains as near the 100 per cent, of triers as any other service, and members will speed up when the work gets behind. Each driver will run to time if it is reasonably possible to do so. The same applies to the guard and every member connected with train running. But the member who is nearest the danger zone at all times is the one engaged in shunting. When orders come thick and fast, and trains are getting away late, the work worries him and risks are inevitable. Why should a man worry about his work when he knows in his own mind that he is doing his best? The old system of punishment is partly to blame. It has created a feeling of fear. Many men have been punished when it would have been better for the service and the men concerned, if they had been given encouragement to do better. Members of the service have taken risks in an endeavour to avoid delays with the resultant correspondence and perhaps punishment. The new merit system will go a long way to remedy this. The member who has a run of bad luck—and most men have a bad run at times—will have a chance to make good and wipe off his demerit marks.
To reduce accidents to a minimum it is necessary that all members should have a thorough knowledge of the rule book. Knowledge gives confidence, and the rules and regulations have been drafted by practical railwaymen after many years of experience. Many members hold the opinion that the regulations exist solely to victimise the staff, but on closer acquaintance it will be found that they have been drawn up for the protection and safety of the staff as well as in the interest of the Department.
Officers placed in charge of men engaged in dangerous work should be efficient, firm and humane. Discipline is necessary, but that does not mean that complaints and grievances should be treated with indifference or contempt. Many will be found to be frivolous or impracticable. Some are genuine. A member of the service had occasion some years ago to complain about the long hours of duty. In the course of the interview he told his superior officer that if some alterations were not made the men would drop. The officer, one of the old school, dismissed the subject by saying, “Well, drop!” Later on the officer retired and the conditions were soon improved and made safer for the men.
Concentration on the job in hand is necessary if it is to be accomplished smartly and without risk. A member engaged in shunting should be sure that the men on the engine understand what he intends to do before slipping or tail-roping wagons. Just calling out is not sufficient, because, if the injector or pump is working it is difficult for them to hear.
To lay down a hard and fast rule for the prevention of accidents is a difficult matter, owing to the fact that the circumstances leading up to accidents vary according to the nature of the
A shunter will lose his hold on a wagon or his foot will slip when in the act of lifting a hook. He will, no doubt, be an efficient shunter in every way, but owing to rush of work his mind is crowded and he fails to concentrate on the job in hand. Accidents of this nature are not due to carelessness or indifference.
On the other hand there is the surfaceman, who, without carefully reading the train advices for the day and consulting his watch, hauls his velocipede on to the line and sets off along the length. He carries his life in his hand. The writer has on more than one occasion noticed a surfaceman, with his back to an approaching train, pulling along the line oblivious of the fact that he was in danger.
On one occasion by slowly reducing speed a train got within fifty yards of a velocipede before the surfaceman heard the whistle which had been blowing for about three hundred yards. There was a touch of humour in the way he scrambled off the velocipede, pale and speechless, and tumbled it off the line, because—having been seen in time—he was never in danger of being run down. Members of the service using velocipedes should know the instructions laid down for their safety and, when riding alone, should look behind frequently. Time is valuable in railway work, but not more so than human life and limb. The necessity of trains making time is uppermost in the minds of all members. What is required is that time and safety shall be so closely associated that in thinking of one the other will always be present. Perhaps it would be a good idea to alter the wording of Rule 5 Rule 5 reads:— The First And Most Important Duty Of Every Member Is To Provide For The Safety Of The Public. This is also printed at the head of every page in the Rule Book.
—(Ed. “N.Z.R.M.”)
(ByA. P. Godber , Assistant Workshops Foreman, Hillside.)
The better title for this subject would be “Safety First, Last, and all the Time.” Considerations of safety have results affecting more than the member concerned. Lack of proper precautions may result not only in temporary or total incapacitation to the person concerned, but following in its train are: possible injury to fellow employees, loss of working values to the Department, and financial loss and anxiety to the relatives of the delinquent.
How necessary it is for care to be exercised in seeing that all is clear before moving wagons, the long list of employees crushed between vehicles bears ample testimony. Especially is this so at night. The clearness with which signals are given contributes, in no small degree, to the safety of shunters, and their assistants. Handhold before foothold should be the maxim of all whose duties need them to board moving vehicles.
After an engine has been standing for some time, or is in running shed under repair, before moving the reverse lever, make a point of seeing that no one is likely to get caught in the motion. Missing fingers point (?) to the wisdom of this.
When shunting about goods sheds and restricted situations, don't put your head out at the side unless certain you are clear of all obstructions.
Failure to place danger signals when working under vehicles is a frequent cause of accident. In the case of locomotives, give the “Don't Move” board a prominent place.
Walking in the centre of the track courts disaster. “Keep off the grass” is not applicable to the well kept roadbeds of the New Zealand Railways, but “Keep to the side” is good safe advice. On the velocipede take nothing for granted. Never let up on eternal vigilance. Make it a habit. Shovels left with the blade edge uppermost will trap the unwary. If unable to stand them upright, lay them down with blade or points (in case of forks) facing downwards.
Wheelbarrows and other impedimenta should never be left in passageways. If you have barked your shins against the handles at any time, you will understand why. In carrying a bar of material, elevate the front end as high
Waiho River and Gallery Valley (showing hotel), Southern Alps, South Island
How usual to see an employee go to an emery wheel, and jerk the belt on to the tight pulley with one movement! Perhaps the belt breaks, perhaps it does not. The risk is there all the same, and the need for “safety first.” It is a bad example to younger men. Because emery wheels are better made than formerly, is no reason to neglect a safety first habit, and grind on the side. Too large a gap between wheel and rest has often meant another kind of rest to the careless workman. Never clear the cuttings away from a moving tool, or job, with the finger. It is often painful. The homely grindstone has potentialities for harm if the tool to be ground is incorrectly used. There is a safe side for grinding. Do not poke the chisel at an upward angle, with the stone revolving towards the point; grinding from the back is safer.
When turning, machining, or chipping, guard against flying particles. Someone's eye or ear will run less risk of injury. Handhold before foothold is equally applicable when moving amongst belting or shafting. If both hands are needed to manipulate a belt, first secure your balance. Loose, or ragged clothing is a menace to “safety,” when amongst machinery. A stitch in time will save months in the hospital; perhaps a coffin. Using a file without a handle to smooth a revolving piece of work, may skewer the hand with the sharp unprotected fang. Always use a handle. “Stand from under” when a lift is in progress, tends to safety. A falling weight moves fast, and slings are uncertain contrivances. If you wish to know whether two holes are in line, use a podger, not your finger. The former is the more easily replaced. Avoid setscrews which stand out from
Locomotive Development In New Zealand
Fifty Years Of Progress
Modern “A” Class Locomotive. Old “A” Class Locomotive (1873)
Stop for a moment and think what you would do if your mate met with certain injuries, a broken leg, or a severed artery. First aid promptly rendered may be the difference between the doctor and the undertaker. First aid is first cousin to safety first.
Should you be working with molten lead, be sure there is no moisture in the cavity to be filled.
Goggles may not look pretty, but they save pretty eyes; whether from grit, or when working contiguous to a brilliant light, as at a moulder's cupola, or when performing acetone and electric welding. Remember, there are rays of light invisible to ordinary vision, but which are dangerous to eyesight. Suitable goggles protect against injury from this source.
A serious accident caused by neglect of “safety first” principles, reacts on the nerves of one's fellow workmates, and may contribute to further mishaps.
Let this thought be latent in your mind: “Are my actions, or operations, safe, either for myself, or others?”
Finally, exercise all care at all times, in all operations you may be engaged in. Let up for not one single moment. Enlarge the slogan of “Safety First” to “Safety First, Last, and all the Time.”
Health, strength, skill, “quick to act,” good eyesight and good hearing are the principal elements of the physical man on his positive side, while disease, weakness, clumsiness, awkwardness, laziness and poor eyesight constitute his major negative characteristics.
Dorothy Creek, Lake Kanieri, Westland, South Island
New Plan to Make Co-operation between Public and Railways Effective
A circular letter sent out by the Right Hon. the Minister of Railways to public bodies, business houses, traders and others interested in transportation, suggesting the establishment of District Advisory Boards, has met with an excellent reception. Already public bodies are moving in the matter of setting up committees to study and report on the question, and there is a general feeling that much good can be accomplished for the whole community by the interchange of information and advice which the establishment of such boards will make possible.
The following is the text of the letter, which is accompanied by an outline of the proposed constitution and rules:—
Dear Sir,—
As outlined in the Annual Railway Statement, the Government has decided to encourage the establishment of District Advisory Boards on Railway matters, in order to form a common meeting-ground between the users of the Railway and the Railway Department for the better understanding of Railway problems, and to engender a spirit of co-operation and mutual assistance.
The undermentioned are suggested as some of the conditions of establishment:—
The Advisory Boards to deal with transportation problems, and all matters of mutual concern to the user and to the Railway Department.
Business Agents and other selected Railway officers to be in attendance at meetings to impart information or collect material for reports to management, the conclusions reached by the Boards to be placed before the Department through the Divisional Superintendent and Commercial Manager of Railways.
The associations to be voluntary. The organisation to be dependent upon public opinion supporting its activities.
Complaints and suggestions to receive immediate attention, and to be adjusted to the satisfaction of the public, or substantial reasons given as to why such course is not possible.
The Department to give freely information of public interest on Railway matters, to acknowledge frankly any disabilities, and to advise what is being done to adjust them.
It is suggested that two District Advisory Boards be established in each Island, to embrace the territories indicated:—
Auckland: All territory from Ohakune northwards, including Gisborne.
Wellington: All territory from Ohakune southwards, and including Nelson and Picton districts.
Christchurch: All territory from Glenavy and north thereof, including West Coast.
Dunedin: All territory from south of Glenavy.
The Boards should consist of representatives of the various interests and public bodies, and representatives from Committees set up at other towns within the jurisdiction of the Board.
Probably a satisfactory arrangement would be for the secretarial duties of the Advisory Board to be in the hands of the Secretary of the Chamber of Commerce at Auckland, Wellington, Christchurch and Dunedin respectively.
It was also suggested that Committees be appointed at other important centres to work in conjunction with the District Advisory Boards on matters of common interest. On questions of purely local interest these Committees should function in a similar manner to the Boards. They should be set up in a similar manner to the District Advisory Boards, and appoint representatives thereto. The Boards would decide as to the localities where such Committees are to be established.
Advice of the date and place of all Board and Committee meetings, with a copy of the agenda paper, should be sent to the Divisional Superintendent of Railways, Auckland or Christchurch, and the Commercial Manager, Railways, Wellington, in order that arrangements may be made for the Department to be represented. The Railway Department's representative would, whenever possible, deal finally with matters introduced at the meetings; but if this cannot be done he would arrange for the representations to be conveyed to the proper quarter.
It is expected that Boards will communicate with each other upon matters of common interest.
It is suggested that a meeting of interested persons be called in each locality by the Chamber of Commerce or like body, with a view to the establishment of the scheme. I
It is considered that more detailed matters such as mentioned below might be brought before the Boards when the latter have commenced to function:—
Estimating and forecasting the probable demand for wagons for seasonal or fluctuating traffic.
Regulating despatch of consignments to stores and ships in order to avoid congestion and the holding up of wagons that should be available for traders.
Speeding up loading and unloading and obtaining maximum loading of wagons.
Clearance of inward goods from Railway sheds.
Arranging preference to specially urgent traffic.
Despatch of goods to Railway sheds during the day to avoid congestion at close of day.
Organising and regulating despatch of live-stock, farm-produce, and farmers' requisites.
A glimpse of Lake Wanaka, near Pembroke
Co-ordinating the Department's efforts with the requirements of the user, and so eliminating misunderstandings.
Generally, to assist transportation by cooperative organisation tending towards the general welfare of both the Department and its clients.
Let me emphasise, in conclusion, that we aim at not only a passive acquiescence on the part of the public in our doings, but their active co-operation and assistance to make our services better and better; and I am satisfied that it is only by taking our customers fully into our confidence and placing all the cards upon the table that we can hope to arouse in them the fullest measure of active co-operation. It cannot be gainsaid that the Railways are the greatest economic factor in the welfare of the Dominion, and that the prosperity of the Railways and of the community is interdependent. I am hopeful that the scheme set out herein will be taken up with enthusiasm, and that the organisation will produce a spirit of toleration and confidence tending towards harmonious working and the common welfare.
Yours faithfully,
Coates
Minister of Railways.
(By “Idris ”)
I have always had a deeply rooted affection for railway trains, dating from the days when, as a very small child in the south of England, I used to watch the gaily painted carriages—the red, green and yellow, indicating the different classes—flash past glinting in the sunlight. And the engines refulgent in their brass bands and burnished steel were in my eyes things of beauty as completely beggaring description as the water snakes seen by the Ancient Mariner. When, still as a child, I came to this country I really believe that what I most missed was the trains, for much as I loved horses, the coach and five we used to journey to town in seemed a poor substitute for the glorious string of Aladdin's Palaces that had carried us in the Old Land.
So it was not so greatly to be wondered at when the first railway was opened in the north, I, a child of eight or nine, walked in company with sundry other children eight miles each way to see a train again—with the others it was to see their first. But I shall never forget the disillusion of the memories of my youth when a sober looking row of carriages drew into the station. Where was all their glory gone? To be sure the engine made up for it a little. She was dark green, with a big brass dome and her name was painted in large white letters “Lady of the Lake.” I never forgot that name, for when I told my father in the evening he got down a book I soon learned to know and love, and read me the stirring description of the combat between James Fitz James and Rhoderic Dhu.
But to get on with my story. What I wish to tell about is the winning of the first railway sleepers in New Zealand—or perhaps I had better say the first puriri sleepers, for I am not quite sure which year of the sixties saw the Christchurch-Lyttelton line constructed. But this I do know that the Waikato War had scarcely come to a close in 1864 than the authorities began to busy themselves with a project to connect the Waitemata and the Manukau by a railway line from Auckland to Onehunga. It came to pass that puriri sleepers, for which Franklin was soon to become famous, and to the sale of which many of the early pioneers owed their first real start in life, were for the first time hewn.
Behind our land there stretched for miles a solid mass of bush in which puriri was the principal timber. Just outside our boundary fence on the north lay a large block of brown land and through this in a half circle ran a narrow cart road leading to one of the long southern arms of the Manukau Harbour. My father and I explored this track at an early stage of our residence, and often visited it afterwards, for it made a beautiful walk, the scars of the timber-getting of ten years before having been healed over by the gracious after-growth. For two or three chains on either side of the track were the stumps and heads of great puriri trees, and here and there a few sleepers, probably rejects, were lying. They were 9 feet long—the railway was to have had a 5 ft. 6 in. gauge—about ten inches wide and five thick, dressed roughly on the two flat sides, but untouched on the edges. Only the finest and straightest of the trees had been used, and so clear in the grain were they that the sleepers had in many cases split out as true almost as if they had been sawn. So durable are they that I know where two of them are still, after seventy-one years, doing duty as straining posts.
Logging Scene, Manunui (Main Trunk Line)
Bit by bit, as I grew older, I heard the story. A contract for the supply of many thousands of sleepers had been let to a well known settler in the district, one who became a friend of my own in his later years. This man had calmly gone on to brown land and annexed what timber he wanted—bush-robbing was a very venial piccadillo in those days. He had a gang of men splitting the sleepers and carted them himself with a long string of bullocks to the salt water, where they were loaded on dumpy little cutters that used to ply upon the Manukau in those days, and taken to Onehunga. This was in 1865 and 1866.
About 1888 the land was sold, and shortly after, walking along the road now grown almost indiscernable from the way the forest growth had invaded it, I came across a whare built of nikau fronds, the home of three or four men engaged in turning the rest of the timber into sleepers—the orthodox modern size this time seven feet long and eight inches by five. It came on to rain at the time and I was invited in to wait till it was over. They made me some very good tea in a billy and some toast which was slightly flavoured by the smoke of the green tawa wood over which it was browned. One of them, an elderly man, had been one of the original sleeper-splitters twenty-four years before. The Maoris in the Waikato had never settled down, and the settlers at any time expected an attack, consequently each man carried a loaded rifle to his work, and at night four dogs were tied up at the four cardinal points of the compass a hundred yards from the camp to give notice of any one's approach. Twice during the progress of the job they had been called to arms—they were all members of the local volunteer corps—but each time it was a false alarm. And, what gave them more concern than living enemies, they imagined the bush to be haunted by the spirit of a young man who had been shot nearby by the natives two years before, for they heard his blood-curdling cries high up above their heads at night. I have heard this eerie and mysterious sound from the upper regions of the air myself now and then, and though I may be wrong, have always set it down to some sea bird tempted inland in the hours of darkness. It always has a most uncanny sound, and I am not surprised that it caused alarm to these lonely dwellers in the forest.
P. Cleary, Photo
View of Otira (South Island, New Zealand) under snow
Except for a few ragged clumps the forest is now gone and well tilled dairy farms have taken its place. Here and there one may still see the stumps of the original puriri trees, too big and solid to make the labour of their removal worth while, and showing wonderfully little decay from the wear and tear of seventy years.
(ByE. T. , Superintendent of Workshops)
Spidy
Planning ahead is an essential function of management. It will be interesting, therefore, to explain the plan of production of the new Otahuhu car and wagon shops. These are specially designed to expedite repairs of carriages and wagons, and the building of all new carriages and wagons required for the North Island.
A glance at the plan reveals the workshops grouped on each side of what is called the “midway.” This midway is the central avenue of distribution of materials received either by wagons or lorries. An electric overhead gantry crane traverses the entire length of the midway thus facilitating loading and unloading operations. One end of each building abuts on the midway, and the other end of each building may be extended in length as required without cramping or disturbing the system of doing the work.
The buildings comprise three groups. The car shops, the wagon shops, and the supply group, constituting the stores, machine shop, blacksmith shop, mill and structural steel shop. These shops manufacture parts for the car shops and the wagon shops, and are located on the midway, as close as possible to the point of the greatest material requirements.
The car shops are in what is known as a transverse building. The two main departments are placed one on each side of a power traverser and pit and only one car goes on each pit or track in these shops. By this arrangement any one car can be put in, or taken out, without disturbing any other car. The plan of operation is as follows:—
A car due for repairs arrives at Otahuhu; after inspection to determine what repairs are necessary the car is placed on the classified track. When space is available for it in the shop, the car is shunted between the lifting jacks adjacent to transfer, table, and raised off its bogies. The bogies are run out and across traverser directly into bogie repair shop. When repairs are finished they are placed on the short tracks between the pits outside the shop until required.
The car on the jacks is lowered on to shop bogie trucks, pulled on to the traverser, and carried to the pit or track to be repaired and painted. If the car requires washing down it will be put into the “wash section” first and afterwards placed on shop pit. Once on the pit or track inside the shop, the car is jacked up, and then lowered on to four special trestles, the temporary bogies having been removed.
When the car is stripped all parts are distributed by electric trucks to the different departmental shops for individual attention.
The carpenters first do their work on the body of the car, then the painters, as under the present schedule plans. Painting completed, the process of assembling is started and the bogies are again placed in position. Final trimming and cleaning is done on the track inside the shop.
All subsidiary departments are housed separately from the main car shops, so that dirt, dust, etc., are kept away from the cars under painting operations.
A certain number of tracks in one shop are definitely assigned to new work, so that materials for erecting passenger cars can be conveniently stored. Steel structural work will be fabricated in the structural shop and underframes will be brought into position in the shop on their own bogies via tracks and traverser.
Wagons are not handled individually like cars but in rakes the complete length of the shop.
Wagons in the yard are sorted into “lights,” “mediums,” and “heavies,” making up a track length string of each class, on the basis that the whole track is to be cleared and reloaded with repairs that will all take the same number of days. One track for three day's job, one for four, and so on. On completion of repairs the whole track is cleared and a new string pushed in, leaving the string of wagons “just out” in the paint shed, for the final coat of paint and stencilling. After this they go to the “pass out” road. It will be noted that the shop is fed by pushing wagons in at one end and emptied by taking them out at the other.
On each side of the wagon shop are material storage facilities, as any method of expediting wagon repairs is bound up with having a proper supply of spare parts always at hand.
Electric capstans are provided so that, in the absence of the shunter, shops may draw tracks should occasion require it.
New wagon frames and all structural steel, will be delivered out of the midway end of the structural shop and lifted by midway crane and placed on track ready to enter construction shop, as they are delivered complete out at the other end. This method allows bogies and frames to be fabricated and stored ahead of erection.
Layout of New Car and Wagon Workshops, Otahuhu
Inventions Committee Has Something to Think About
The suggestions listed below are those which were dealt with by the Suggestions and Inventions Committee during October. The suggestions cover almost all phases of railway operations, and it is specially interesting to note the number dealing with the same subject—in one case as many as 40—which were submitted by members of the Staff and public.
(Note.—The figures in brackets indicate the number of suggestions dealing with the same subject which were submitted to the Committee.)
Suggestions in connection with:—The Department manufacturing its own ink. The use of a long iron or hardwood arm to facilitate handling of sheep and timber wagons. Electrical equipment at Otira power house. Spaces on back of L6, L14 and L14a tickets being used for advertising purposes (2). The Department advertising the railways on the back of passenger tickets (2). Curtailment of number of copies taken of outward correspondence. Display of a diagram of the “Spiral” in Main Trunk cars. Economising by using roller blinds on record cabinets instead of roller shutters. Drawbar roller bearer. Alteration to Accounts Instruction 101a, Clause 7. Lengthening the life of railway sleepers (4). Methods of increasing goods traffic. Alteration to train service between Green Island and Dunedin to combat motor competition by City Corporation. Collecting newspapers from carriages and using them for wrapping nails, bolts, etc., when forwarded from Stores. Self-adjusting folding table in passenger cars (2). Alteration in construction of side and tail lamps (9). The Coburn type of crane being used in fitting shops and foundries. Advertising on railway tarpaulins (2). Circuitous route to level crossings by means of a “duck-egg” shaped obstruction in road approach (11). “Q” wagons being fitted with Westinghouse brake and used for coal traffic. Lamp for crossing-keepers (2). Alteration to timber consignment notes. Spring clip being substituted for the present strap and buckle on tablet exchanger slings (3). Unentered Goods and Parcels traffic (2). G39 undercharges on Goods. Improved air vent pipe casting for “Wg” and “Ww” class locomotives. Method of lining up small end cotters. Number indications on Frankton Junction platform, and notices exhibited showing section of platform from which each train leaves. Method of bending blower pipes for locomotives. Expansion brackets for “Wf,” “Wg” and “Ww” engines. Alteration to workshops machinery. Cleaning of railway carriages (2). Use of dual purpose road-rail vehicles for combating motor competition. Device for holding up hand brake levers on wagons (10). Support for hoses of water tanks when engine taking in water (2). Departmental motor lorry being used for the purpose of removing furniture of members on transfer. Level crossing warning devices—automatic bells, lights and danger signs (40). Use of condemned rails in place of angle iron on ends of wagons. Turn tables being made from discarded tyres of rolling stock. Provisions of Regulation 140 being carried out in their entirety. Method of cleaning locomotives. Ambulance being provided for emergency use. Special type of headlight (2). Automatic gates, booms and barriers for level crossings (22). Alterations to bearing spring lines and carrying roller bar. Standardising supply of stores to stations (2). Oil groove for little end brasses of locomotives. Uncleaned runners being packed in suitable air-tight containers when forwarded by rail. Plate glass square in dog boxes of guard's vans (2). Station number being shown opposite station name in future issue of Distance Tables (2). Small circular speaking hole in glass of ticket windows. Summer coats being issued every two years instead of annually as at present. Coal lifting tackle. Old rails being laid at level crossings to eliminate excessive bumping to road vehicles when passing over such crossings (2). The Railways Magazine. Mandrel and double tool holder for turning locomotive axle-box crown brasses. Economising in sand at the locomotive depots in the North Island. Stations that are equipped with Woods patent lock being supplied with one key only to fit north and south main line points and semaphores. Re-arrangement of machine workshop. Method of strengthening buffers. Alteration to standard bridle. Correspondence boxes at flag stations being made round with a glass pane in front. Improved friction plate for “La” wagons. Warning device for slips and landslides (14). Method of cancelling freight stamps (8). Official credit note. Transfer forms. Combined Attendance and W.G.S.-1 special books for Division 2, Traffic Branch. Improvement to brake blocks. Guard's van equipment (4). The number of instruction books
At Ladle Bend, Otago Central Line
During the winter months Christchurch members took advantage of the facilities provided by the Worker's Educational Association for our intellectual development.
Mr. A. H. Tocker, M.A., of Canterbury College, acted as tutor and leader of the class. Through his wide range of knowledge and ready wit, the lecturer held our attention as he led up step by step through the various stages of social and industrial development; each lecture being profusely illustrated from historical and contemporary facts. Of the series of twenty-four lectures the first fourteen were devoted to the “Economic Development of New Zealand,” and the remaining ten to “The Economics of Transportation.”
The last ten lectures were of vital interest to railwaymen, e.g., (a) four lectures were devoted to the “Fay-Raven” Commission's Report, under the heading “Management,” “Shops Organisation,” “Bate fixing,” “Statistics”; (b) The 1926 D-2 “Railway Statement” was analysed during four lectures (1) the Reports of the Minister and Railway Board; (2) the Railway Accounts, (3) Road Competition, (4) Policy.
The final lecture, Wednesday, September 29th, was devoted to a resume of the session's work, and those present will long remember the masterly summing up of the History of Transportation and of its effect on social welfare to which we were treated.
When the discussion concluded several members expressed their appreciation of the benefits received through attending the class. Mr. T. Lawless (District Engineer's Office) voiced the wishes of all the members when he said that “Mr. Tocker must consider himself detailed for the next year's session.” On behalf of the class Mr. Lawless presented the lecturer with a fountain pen as a token of their appreciation. When returning thanks Mr. Tocker explained the history and functions of the W.E.A., making an eloquent appeal to members to use their influence in any organisation of which they are members on behalf of the organisation which made the class possible.
We have to thank (1) the W.E.A. for the loan of a fine selection of books; (2) the Department for providing us with a meeting room and book cupboard; (3) the Railway Board for supplying copies of the Fay-Raven report; (4) those administrative officers who, by attending and taking part in the discussions, assisted us to appreciate some aspects of problems which might otherwise have been overlooked.
Arrangements have been made for Administrative officers to take the lead in a series of discussions, of which more anon.
Railways and Shipping
At the annual general meeting of the New Zealand Society of Accountants held in Christ-church recently,
The momentous economic questions of to-day call for expert knowledge. Take as an example the Shipping question. Does it not seem economically unsound, that produce ships, should travel round our coasts picking up cargoes and wasting time and money, when in most instances the produce could be railed to one of the four centres for shipment, and dispatched in quick time. This fact would put our Railways on a better footing and get so many more trips in per annum by the steamers, to use an expression that we are all so familiar with, “Reduce Overhead Expenses.” It is merely a question of costing in the interest of those concerned and the saving of wastage. We of course are not a political body, but as individuals and citizens of this Dominion should we not get into these arguments. We are doing it every day for our clients, why not for the nation. Representing a country district and being in close touch with many primary producers, country practitioners find these questions, in consultations with their clients, come before them continuously.
It is the man who can stick to the disagreeable job, do it with energy and strength, the man who can force himself to do good work when he does not feel like doing it—in other words, the man who is master of himself, who has a great purpose, and who holds himself to his aim, whether it is agreeable or disagreeable, whether he feels like it or does not feel like it—that wins.
Hapuawhenuat Viaduct, Main Trunk Line, North Island. Curve 10 chains. Height 180 feet.
The Dominion's classic livestock Show, the Royal Show of 1926, is now a thing of the past. For three days, 16th to 18th November inclusive, there was gathered at Auckland such a collection of the Dominion's stock as had never been assembled before. In honour of the occasion, the week ending 20th November was declared in Auckland to be “Carnival Week” and a special feature was made in the shops of New Zealand made goods. Owing to the geographical situation of Auckland, some apprehension had existed as to the advisability of holding the Royal Show in Auckland, but distance proved no deterrent to the farmer who could exhibit an animal of Royal championship class, and exhibitors from the South Island successfully competed with Northern breeders. It was authoritatively stated by Mr. Perry, President of the Royal Agricultural Society of New Zealand, that the dairy cattle exhibit was the finest yet seen in New Zealand and probably the finest ever seen in the Southern Hemisphere.
With regard to dairy stock, the total number of entries was 476, comprising 166 Jerseys, 157 Freisians, 81 Shorthorns, and 72 Ayrshires. The animals were judged on type and the butterfat record of any particular animal was not taken into account, thus a Jersey cow, which holds the Dominion record of 1,056 1/2 lbs. of butter-fat for 365 days, was not placed.
Heavy Special Train near Auckland
Waikato breeders are to be congratulated on their success in dairy stock.
The sheep section caused the judges a strenuous time, some of the classes being exceptionally fine. The name of the Canterbury Agricultural College figures very prominently in the list of prize winners.
The winners in the “pig” section were mostly far ahead of others in their class.
A feature of the Show was the section devoted to dogs; the exhibit proved a tremendous attraction, notably the Alsatian Wolfhounds.
The judging of the “penned” animals was practically completed on Tuesday, but ring events and competitions were reserved as attractions. People's Day, Wednesday, was declared a half holiday and the attendance at the Show was over 30,000, the gate receipts being £1,989 14s. This demonstrated that at least one advantage obtains in holding a classic event in the greatest centre of population. Vast crowds from the city were catered for by the Tramways, whilst trains conveying rural visitors were packed. Shortly after lunch, His Excellency the Governor-General decorated with Royal championship ribbons the stock which had received the judge's approval, after which the grand parade was held. This was truly a magnificent spectacle.
Then followed the jumping events, physical drill, and games by girls from the Auckland Inter-house Girls' Sports Association, an exhibition by Cadets from
The special features of the third day's show were the finish of the Hamilton-Auckland cycle road race and the sales of cattle and sheep.
For some days prior to the Show Remuera station was the scene of unusual animation. Practically all the exhibits were handled there. The reception of the exhibits, however, was nothing compared with the dispatch of the returned exhibits. This presented a difficult task largely owing to the fact that the destination of a great number of animals was unknown till after the sale at the Show Grounds. Thus preliminary arrangements were of little avail. The trucking of the animals started about 2 p.m. on Thursday, and at 4.30 p.m. the first special train with returned exhibits was despatched, taking stock as far north as Kaukapakapa.
A special train with stock for the Waiuku Branch left at 6.20, and a third with stock for intermediate stations to Papakura left at 7 p.m.
The Waikato stock was returned by a special train leaving Remuera at 9.30 p.m., 59 truck loads being forwarded, whilst, at 5 a.m. on Friday, a special train conveying 53 wagons of stock for Wanganui, Wairarapa, and Wellington was despatched.
The whole of the train arrangements worked smoothly and elicited the encomiums of the Press, Show authorities, and the Exhibitors.
Three position colour Light signal at 71 miles, Midland Line (South Island)
Purple Patches from the “Carol”
Meanwhile the fog and darkness thickened so, that people ran about with flaring links, proffering their services to go before horses in carriages and conduct them on their way. The ancient tower of a church, whose gruff old bell was always peeping slyly down at Scrooge out of a Gothic window in the wall, became invisible, and struck the hours and quarters in the clouds, with tremulous vibrations afterwards, as if its teeth were chattering in its frozen head up there. The cold became intense. In the main street, at the corner of the court, some labourers were repairing the gas-pipes, and had lighted a great fire in a brazier, round which a party of ragged men and boys were gathered, warming their hands, and winking their eyes before the blaze in rapture. The water-plug being left in solitude, its overflowings sullenly congealed, and turned to misanthropic ice. The brightness of the shops where holly sprigs and berries crackled in the lamp-heat of the windows, made pale faces ruddy as they passed. Poulterers' and grocers' trades became a splendid joke—a glorious pageant, with which it was next to impossible to believe that such dull principles as bargain and sale has anything to do. The Lord Mayor, in the stronghold of the mighty Mansion House, gave orders to his fifty cooks and butlers to keep Christmas as a Lord Mayor's household should; and even the little-tailor, whom he had fined five shillings on the previous Monday for being drunk and blood-thirsty in the streets, stirred up to-morrow's pudding in his garret, while his lean wife and baby sallied out to buy the beef.
Clear away! There was nothing they wouldn't have cleared away, or couldn't have cleared away, with old Fezziwig looking on. It was done in a minute. Every moveable was packed off, as if it were dismissed from public life for evermore; the floor was swept and watered, the lamps were trimmed, fuel was heaped upon the fire, and the warehouse was as snug, and warm, and dry, and bright a ball-room as you would desire to see upon a winter's night.
In came a fiddler with a music-book, and went up to the lofty desk and made an orchestra of it, and tuned like fifty stomach-aches. In came Mrs. Fezziwig, one vast substantial smile. In came the three Miss Fezziwigs, beaming and lovable. In came the six young followers whose hearts they broke. In came all the young men and women employed in the business. In came the housemaid with her cousin, the baker. In came the cook, with her brother's particular friend, the milkman. In came the boy from over the way, who was suspected of not having board enough from his master; trying to hide himself behind the girl from next door but one, who was proved to have had her ears pulled by her mistress. In they all came, one after another; some shyly, some boldly, some gracefully some awkwardly, some pushing, some pulling; in they all came, anyhow and everyhow. Away they all went, twenty couple at once, hands half round, and back again the other way; down the middle, and up again; round and round in various stages of affectionate grouping; old top couple always turning up in the wrong place; new top couple starting off again, as soon as they got there; all top couples at last, and not a bottom one to help them. When this result was brought about, old Fezziwig, clapping his hands to stop the dance, cried out, “Well done!” and the fiddler plunged his hot face into a pot of porter, especially provided for that purpose. But scorning rest upon his reappearance, he instantly began again, though there were no dancers yet, as if the other fiddler had been carried home, exhausted, on a shutter, and he was a bran-new man resolved to beat him out of sight, or perish.
There were more dances, and there were forfeits, and more dances; and there was cake, and there was negus, and there was a great piece of cold roast, and there was a great piece of cold boiled, and there were mince pies, and plenty of beer.
The father came home attended by a man laden with Christmas toys and presents. Then the shouting and the struggling and the onslaught that was made on the defenceless porter. Then scaling him, with chairs for ladders, to dive into his pockets, despoil him of brown-paper parcels, hold on tight by his cravat, hug him round the neck, pommel his back, and kick his legs in irrespressible affection! The shouts of wonder and delight with which the development of every package was received! The terrible announcement that the baby had been taken in the act of putting a doll's frying-pan into his mouth, and was more than suspected of having swallowed a fictitious turkey glued on a wooden platter! The immense relief of finding this a false alarm! The joy, and gratitude, and ecstasy! They are all indescribably alike. It is enough that by degrees the children and their
The poulterers' shops were still half open, and the fruiterers' were radiant in their glory. There were great, round, pot-bellied baskets of chestnuts, shaped like the waistcoats of jolly old gentlemen, lolling at the doors, and tumbling out into the street in their apoplectic opulence. There were ruddy, brown-faced, broad-girthed Spanish onions, shining in the fatness of their growth like Spanish Friars, and winking from their shelves in wanton slyness at the girls as they went by, and glanced demurely at the hung-up mistletoe. There were pears and apples, clustered high in blooming pyramids; there were bunches of grapes, made, in the shop keepers' benevolence, to dangle from conspicuous hooks, that people's mouths might water gratis as they passed; there were piles of filberts, mossy and brown, recalling, in their fragrance, ancient walks among the woods, and pleasant shufflings ankle deep through withered leaves; there were Norfolk Biffins, squab and swarthy, setting off the yellow of the oranges and lemons, and, in the great compactness of their juicy persons, urgently entreating and beseeching to be carried home in paper bags and eaten after dinner. The very gold and silver fish, set forth among these choice fruits in a bowl, though members of a dull and stagnant-blooded race appeared to know that there was something going on; and, to a fish, went gasping round and round their little world in slow and passionless excitement.
Tongariro National Park
The grocers'; oh, the grocers'! nearly closed, with perhaps two shutters down, or one; but through those gaps such glimpses! It was not alone that the scales descending on the counter made a merry sound, or that the twine and roller parted company so briskly, or that the canisters were rattled up and down like juggling tricks, or even that the blended scents of tea and coffee were so grateful to the nose, or even that the raisins were so plentiful and rare, the almonds so extremely white, the sticks of cinnamon so long and straight, the other spices so delicious, the candied fruits so caked and spotted with molten sugar as to make the coldest lookers-on feel faint and subsequently bilious. Nor was it that the figs were moist and pulpy, or that the French plums blushed in modest tartness from their highly-decorated boxes, or that everything was good to eat and in its Christmas dress. But the customers were all so hurried and so eager in the hopeful promise of the day, that they tumbled up against each other at the door, crashing their wicker baskets wildly, and left their purchases upon the counter, and came running back to fetch them, and committed hundreds of the like mistakes in the best humour possible; while the grocer and his people were so frank and fresh that the polished hearts with which they fastened their aprons behind might have been their own, worn outside for general inspection, and for Christmas daws to peck at if they chose.
Mrs. Cratchit left the room alone—too nervous to bear witness—to take the pudding up, and bring it in.
Suppose it should not be done enough! Suppose it should break in turning out! Suppose somebody should have got over the wall of the backyard, and stolen it, while they were merry with the goose—a supposition at which the two young Cratchits became livid! All sorts of horrors were supposed.
Hallo! A great deal of steam! The pudding was out of the copper. A smell like a washingday! That was the cloth. A smell like an eating house and a pastry-cook's next door to each other, with a laundress's next door to that! That was the pudding. In half a minute Mrs. Cratchit entered—flushed, but smiling proudly—with the pudding, like a speckled cannon-ball, so hard and
Oh, a wonderful pudding! Bob Cratchit said, and calmly too, that he regarded it as the greatest success achieved by Mrs. Cratchit since their marriage. Mrs. Cratchit said that, now the weight was off her mind, she would confess she had had her doubts about the quantity of flour. Everybody had something to say about it, but nobody said or thought it was at all a small pudding for a large family. It would have been flat heresy to do so. Any Cratchit would have blushed to hint at such a thing.
It was a game called Yes and No, where Scrooge's nephew had to think of something, and the rest must find out what, he only answering to their questions yes or no as the case was. The brisk fire of questioning to which he was exposed elicited from him that he was thinking of an animal, a live animal, rather a disagreeable animal, a savage animal, an animal that growled and grunted sometimes, and talked sometimes, and lived in London, and walked about the streets, and wasn't made a show of, and wasn't led by anybody, and didn't live in a menagerie, and was never killed in a market, and was not a horse, or an ass, or a cow, or a bull, or a tiger, or a dog, or a pig, or a cat, or a bear. At every fresh question that was put to him, this nephew burst into a fresh roar of laughter, and was so inexpressibly tickled that he was obliged to get up off the sofa and stamp. At last the plump sister, falling into a similar state, cried out,—
“I have found it out! I know what it is, Fred! I know what it is!”
“What is it?” cried Fred.
“It's your Uncle Scro-o-o-oge!”
Scrooge became as good a friend, as good a master, and as good a man, as the good old city knew, or any other good old city, town, or borough, in the good old world. Some people laughed to see the alteration in him. But he let them laugh, and little heeded them; for he was wise enough to know that nothing ever happened on this globe, for good, at which some people did not have their fill of laughter in the outset; and knowing that such as these would be blind anyway, he thought it quite as well that they should wrinkle up their eyes in grins, as have the malady in less attractive forms. His own heart laughed, and that was quite enough, for him.
He had no further intercourse with Spirits, but lived upon the Total Abstinence Principle ever afterwards; and it was always said of him that he knew how to keep Christmas well, if any man alive possessed the knowledge. May that be truly said of us, and all of us! And so, as Tiny Tim observed, God Bless Us, Every One!
Wellington Memorial To Fallen Soldiers.
It is pleasing to record that in their contributions towards the cost of the bell to be provided by Government Departments for the War Memorial Carillon in Wellington, the Railway section has been oversubscribed. The sum aimed at was £78, while £79 2s. has been contributed by members. The amounts (in round figures) collected from the various branches were as follows:—Head Office £15, Chief Accountant's Office £6, Maintenance Branch £16, Locomotive £15, Traffic £18, Stores £4, Advertising £3, Refreshment £2.
Friendship.
Sincerity.
There is nothing which will add so much to one's power as the consciousness of being sincerely genuine. If your life is a perpetual lie, if you are conscious that you are not what you pretend to be—that you are really a very different person from what the world regards you—you are not strong. There is a restraint, a perpetual fighting against the truth going on within you, a struggle which saps your energy and warps your conduct. If there is mud at the bottom of your eye, you cannot look the world squarely in the face. Your vision is not clear. Everybody sees that you are not transparent. There is a cloudiness, a haze about your character which raises the interrogation point wherever you go. Character alone is strength; deceit is weakness; sham and shoddy are powerless; only the genuine and the true are worth while.
Christmas Contrasts in New Zealand
On the Tasman Glacier, South Island
A Typical River Scene
Record Excursion to Otira
The Railway Department recently inaugurated special excursions to Otira to meet the strong desire of the public for opportunity to make one day visits to the great portal of the Southern Alps.
The following vivid description of one of these trips appeared in the Christchurch “Sun.”
The tops of its serrated crests caught in a fairy cobweb of snow-cloud, and the allurement of its wonderful bush enhanced by a lacework and embroidery spun by frozen crystals, Arthur's Pass over the Alps was a place of entrancing delights yesterday, to the eye. And to complete the charm for the hundreds of excursionists who trudged in a storm over the bush road was the music made by tingling streams and rushing torrents, the pass being a “realm of falling water.”
Never has a railway excursion to Otira proved more popular than yesterday's. Two packed trains, with the record load of 1,144 excursionists, left Christchurch, it being impossible to obtain accommodation an hour before the trains were timed to leave.
Departing in bright sunshine, they encountered a snow storm at Arthur's Pass and met heavy rain at Otira. And yet it was a memorable visit, for if nature was in wintry mood, it was lavish in its picturesque display. For those who braved its rigours and tramped through the heavy snow over its ranges, the experience was exhilarating and invested with a touch of romance.
Setting out for Arthur's Pass
Four hundred took the bush road, and most of the rest stayed in their carriages at Otira. For the last, any disappointment over Otira's inhospitality must have been tempered by the pictorial delights of the journey. From the time Springfield was passed, and the train entered the mountain district, exclamations of delight were heard in the carriages.
There was the wild grandeur of the Waima-kariri gorges, and the sense of power and destruction conveyed by the swift-flowing river as it swirled from bank to bank and tossed its spray over jagged blocks of stone. Vista after vista was opened up as the train pursued its serpentine course. Soon the aspect of the sunny mountains changed, for most were snow encrusted. Here the shadows of the crests were green tinted; there they were of delicate mauve.
But now clouds appeared—sombre clouds that told of approaching storms. As they hovered over the snow peaks, occasional glimpses only were permitted through the rifts.
And then, before Arthur's Pass was reached, the train ran through a driving storm of snow and sleet.
Hopes fell, but at Arthur's Pass station, they lifted again, for there the snow fell softly, the flakes drifted down until the scene was like that on an old fashioned Christmas card.
“The snow is soft over the Pass,” warned the stationmaster, but to the enthusiasts, the warning contained no note of dismay.
From the two trains, a full 400 set off. And what a crowd it was. There were young men, and girls, too, with legs bound tight in putties. And there were dainty girls in dainty high heel shoes and with slender, silk-sheathed legs. All manner of attire was represented. Some were muffled in heavy great coats, and some wore no coats at all. There were school children and people of middle age.
When, full of hope and enthusiasm, the band of walkers left the trains and began to pick their way over snow more than ankle-deep, there were people who shook their heads sadly, “Some
It is true that few did. But, glowing within, there were embers of excitement, engendered by the novelty of the undertaking that kept the flames of resolution burning. There was the crisp and exhilarating mountain air to fill lungs and impart energy, though limbs ached from unaccustomed conditions over 11 long miles.
They wended their way through the bush and amid the whirring flakes, climbing briskly. It was a long-drawn line, and there was the stimulus of pride in endeavour and competition. Few lagged or fell from their place. The snow fell heavily, and in the distance ghost trees loomed through the white.
At first the snow varied from 4 in. to 6 in. in depth; later it was quite a foot. Every few hundred yards a stream rippled across the track.
The climbers jumped them if they could, or balanced perilously on stepping-stones. Where the width was too great, they splashed straight through. What mattered it if icy cold water ran round the ankles. The feet of the shoe-shod were already wet, anyway.
An offshoot of the Southern Alps, South Island, New Zealand
Several turbulent torrents were crossed on planks. Gingerly the walkers, with soles of their footwear snow-packed, crossed these. Against the storm the climbers walked with bowed heads.
Few stopped to eat the provisions they carried. They puffed and gulped, and orange peel, gleaming brilliantly against the white of the snow, littered the trail. Cameras clicked. Nearly everyone carried a camera, and the containers of spools mingled with the orange peel.
Up in the heights the bush thinned. Now the scene was like some Alaskan waste. The storm drove furiously, whipping against reddened faces.
Mush! mush! went the lifted feet. If one floundered from the path, there were drifts. Sticks, raided from trees, were a wonderful help.
And now rain mingled with the snow. Underfoot, mud oozed up, and white snow turned to slush.
The snow thinned, and rain pelted down. The walkers were in bush again. The trees dripped moisture, and torrents swirled across the path.
It was a scene of majestic grandeur. As the road sharply descended, mighty mountains seemed to rise and loom overpoweringly. The faces of some seemed perpendicular, and from them, tons of water fell in wide ribbons to a canyon below. The river in the canyon was churned into furious flood, jamming its walls, and flinging great volumes of water against the greyish rocks. The waters below were of jade, except where they were churned to white. Great masses of green, streaked with white, that were flung over the rocks, looked like marble.
Oft-times a waterfall, from many hundreds of feet above, would bound and rebound against the rock wall before with a mighty crash, and, amid a mass of spray, it hit the river. One big waterfall fell against the side of the road, and its spray was shot with arrows of light.
The character of the bush had changed. It was more luxuriant, and from the fronds of ferns water dripped unceasingly. The green of the foliage was broken by reds and purples. Broken rock littered the track. It was hard walking, but no longer was there the laborious tax on the muscles of tramping through the snow.
Scene on “the finest walk in the world,” (Milford Track, between Lake Te Anaul and Milford Sound)
And so to Otira, many laden with the red foliage of the pepper tree. Few escaped wet feet and soaked outer garments. But what of that? The experience was memorable.
There were new delights on the journey home as the train wound through the snow-capped hills, and the dying sun turned crests to burnished gold and the shadows merged in mauve hues against bush-clad lower slopes that changed from green to a wondrous blue.
But for those who had felt stinging snow on their cheeks, and had experienced the thrill of tramping alpine heights, there was a recollection that refused to be effaced.
The only cure for timidity is to plunge into some dreaded duty before the chill comes on.
South Australian Railways Mountain Type Locomotive On Adelaide-Melbourne Express
Gauge 5ft. 3in; weight of engine and tender in working order, 219 tons; tractive power, 51,000lbs; coupled wheels, 5ft. 3in. diameter, length over buffers, 84ft.
Modern Signalling Developments
Extension of automatic signals and train control devices now being made on the Pennsylvania Railroad involve expenditures totalling £8,000,000. The expenditures being made at this time represent the greatest investment and most extensive installation in signal proteetion ever undertaken on the Pennyslvania Railroad or any other railroad at one time.
Important new principles to guard against failures in the observance of signals are being worked out by the company in connection with this programme. A new device has been designed which consists of electrically operated meehanism by which the indication given by the “wayside” signals—that is the signals displayed on masts at the side of the track or on overhead signal bridges—is duplicated in miniature within the engine cab, keeping the indications continuously before the engineman and fireman.
In addition to the engineman and fireman having continuously before them signals in the cab, each “less favourable” indication by these signals is immediately called to their attention by an audible warning—a whistle which is conneeted with the signals. There are two sets of signals in the cabs, one on the engineer's side and the other on the fireman's side. Thus, each will receive an identical separate warning.
A train control system involving these cab signals, and what is known as a “stop and forestaller” device, has just been completed on the Pennsylvania Railroad's main line tracks between Harrisburg and Baltimore. This involved the equipping of approximately 150 locomotives with the necessary electrical and mechanical apparatus for the operation of this system, which is actuated by electrical circuits in the track itself.
The present programme of the Pennsylvania Railroad for the extension of cab signals and train control covers the main line from Harrisburg to Altoona, the main line from Camden to Atlantic City, the main line of the Panhandle Division from Pittsburg to Columbus, Ohio, and the main line of the Columbus Division from Columbus to Indianapolis.
When the current programme is completed approximately 1,150 engines will be equipped with the cab signals and other control devices, while the necessary electrical apparatus will be applied to 1,530 miles of track.
The “stop and forestaller” is a device so arranged that as a train passes a signal showing any indication except “clear,” the air brakes will be automatically applied unless the engineer “acknowledges” the signal as repeated in the cab by working the “forestaller” controlled by a small lever in the cab. This action “forestalls” the automatic operation of the air brakes, but of course will not be taken unless the engineer has observed the signal and is therefore informed as to the track conditions ahead, permitting him to bring his train under control.
The electrical system adopted in the installation between Harrisburg and Baltimore is limited to three signal indications in the cab. These are “clear,” “approach” and “slow.” The new plan which has been worked out, and which is known teehnically as the “coder system,” permits four indications, namely, “clear,” “approach,” “approach-restricting” and “stop.” The “approach-restricting” signal is used to show conditions three blocks ahead for which way-side signals are provided on various portions of the railroad. Four signals permit a more complete and satisfactory repetition in the cab of the “way-side” signals than is possible with only three indications.
Engineering and transportation authorities credit the Pennsylvania Railroad with having been a leader in the perfeeting and adoption of devices for increasing safety in train operation for more than half a century.
A trial installation of an automatic train stop was made on The Pennsylvania Railroad as early as 1880. The Pennsylvania was the first to give Westinghouse a hearing and try out his air brake, which made quick stops possible, and thereby rendered high speed safe. Since then, inventive genius has been incessantly at work perfecting the signal system.
The Pennsylvania was the first railroad in America to install an inter-locking plant for the safe handling of switches and their co-ordination with signals from a central point. It was also the first to use the manual block system of signals. This was in 1863. Nine years later the Pennsylvania was the first to use the closed track circuit, by an installation at Irvineton, Pa.
In 1906, at West Philadelphia, the company employed the first upper quadrant three position signals of the electro-pneumatic type. A year later, between Huntly and Cameron, it was the pioneer in operating the control manual block signal system with continuous track circuit. In 1911 it developed the first three-block signals in the vicinity of Jersey City. A three-block indication
The Pennsylvania Railroad was the first to develop the “position light” signals, in which fixed rows of powerful electric lights took the place of moveable semaphores giving daylight indications, and coloured lights giving night indications. The “position light signals” are now used in all new installations and are gradually supplanting the old system.
All of these engineering developments and many others have been completed and successfully developed to make possible the train control device now being installed.
N.Z. Railway Commissioners Office Staff, 1891
Back Row: J. E. Widdop, A. G. Millward, J. G. Pepper, F. S. Pope. Front Row: J. F. Bell,
At the present time the Pennsylvania Railroad has 14,355 miles of main track, and all its passenger train service is operated under and protected by the block signal system, much of which is of the automatic type. Automatic block signals cost more per mile of line protected than any other, and the Pennsylvania Railroad's investment in them is many millions of dollars.
(ByP. R. , Assistant Chief Mechanical Engineer, N.Z.R.)
Angus
In an up to date railway overseas, the feature which is brought most prominently under the notice of the onlooker is the degree to which the railway gives service to its users.
Probably the United States railways outshine all others in this respect, partly due to the thorough training the members receive in the carrying out of the details of their slogan of service, but mainly owing to the conditions under which rival railways in that country operate. Speaking generally freight rates, etc., are fixed and no competition can therefore be brought into being by the varying of a rate to combat the flow of business to a rival company. This leaves as the only way of advancement offering, the promotion of business by methods whereby the user of a particular railway obtains better service than that given by any of its competitors. It can be readily understood, therefore, that the United States railways' slogan of service has reached such a stage that “service,” not “transportation,” is sold to the community.
It may be pointed out that the public recognise the efficiency of an organisation, mainly by the efficiency of the members of the organisation with whom it comes in contact. If these members in each and every case know their jobs to that extent that there is no doubt in the public's mind as to their capability in handling the work under their charge, execute promptly the demands made upon them by the public, and never fail in that courtesy necessary to maintain harmonious working, the customers of the organisation will invariably be satisfied that the degree of efficiency is high. This, though important, is, however, insufficient as far as the complete group is coneerned.
It devolves upon every member to know his job thoroughly; to work in harmony with his fellow employees and, also, to show his efficiency by his activity in doing his job individually and as a unit of the team in which he is placed.
Above all, every member should be proud of his job; proud of the organisation to which he belongs, and lose no opportunity in letting all know that his particular department is the one which is above all others.
Such a spirit as this, with the ideal of complete “service” as the motive for all work done, greatly assists any business and would further to a marked degree that of the New Zealand Railways.
Apart from railway operation, “service” plays a big part in all phases of business life in the United States. That which would impress the casual traveller is the operation of this feature in the working of their hotels. Every employee of an hotel is trained to an extremely high degree of efficiency. All show to the guest that the hotel is operated primarily for his benefit and convenience and that every courtesy and consideration will be given him. It is realised that the guest actually pays the wages of the employees and irrespective of whether he is an old customer or new one, he should be treated with the maximum of service, so that not only will he return, but he will broadcast the service rendered. The management of an hotel in U.S.A. allows no employee the privilege of arguing the point with a guest. Irrespective of whether the guest is right or wrong, the employee must adjust the matter to the guest's satisfaction or call his superior to adjust it.
In some of the large hotel groups the employees are instructed by the Directors more or less as follows:—
An hotel has just one thing to sell, “service.” Service is not a thing supplied by any single individual, it is not special attention to any one customer, but it means the limit of courteous efficient attention from each particular employee to each particular customer. This is what the customer pays for when he pays his bill, whether it is for one shilling or one thousand shillings. It rests with every employee, porter, clerk, waiter, maid and manager whether the customer goes away disappointed or pleased. It is therefore necessary to remember that in all minor discussions between employees and customers, the employee is dead wrong from the customer's standpoint and also from ours.
The point worth noting in connection with the information given above is that a customer does not really pay for work done but for “service” rendered. He will not growl and wrangle over the amount to be paid, if he is obtaining, and knows he is obtaining, the maximum of “service” possible.
As mentioned before, the New Zealand Railway man must be efficient in his job, be proud of it and lose no opportunity of letting all see his efficiency and pride. This will markedly help our progress, but above all, efficiency must actually be there.
He holds no parley with unmanly fears; Where duty bids he confidently steers, Faces a thousand dangers at her call, And, trusting in the Right surmounts them all.
By Those Who Lkeus
The President of the Taranaki Chamber of Commerce writes:—
We wish to take this opportunity of expressing our appreciation of the work of
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From Messrs. McGowan and Magee Ltd., Wellington, to Mr. E. J. Lezard, Goods Agent:
We desire to place on record our appreciation of the manner in which your staff and yourself handled the last two consignments of benzine, comprising nearly 6,000 cases ……We recognise how necessary proper cooperation is between your Department and the carriers, and it is always our endeavour to keep you advised as to the quantity and nature of the goods we are railing.
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Mr. K. W. Deighton, Marton (Buyer for the Gear Company), expresses appreciation of the attention given to meeting his wagon requirements during the 1925–26 stock season. He writes:—
I should like to express my appreciation of the unfailing attention and courtesy received from the officers of your Department during the year. Owing to adverse weather conditions which prevailed early in the season….larger numbers of stock were required to be handled in a shorter space of time……and on no occasion was any of my stock held up overnight through failure to obtain trucks…….. This is a matter of the utmost importance in dealing with such perishable commodities as live stock. I consider it a matter for congratulation that such excellent results as regards railage have been obtained. Of the transport officers at Wanganui and at Ohakune, I cannot speak too highly, while the stationmasters at the various loading stations have all been most attentive.
From Messrs. Levin and Company Ltd., Feilding, to the Stationmaster at Marton:—
We wish to express to you our sincere appreciation of the very capable manner with which facilities were provided for the despatch of the 171 bullocks consigned to Auckland last week. In our extended experience in handling this class of stock we have not had better treatment…….. We recognise that a spirit of goodwill between the staffs of your Department and the public using your facilities is growing up very fast.
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The services rendered by the railway staff in connection with the transportation of materials for the construction of the Kawarau Dam have elicited the following letter from Mr. S. C. W. Davis, engineer in charge:—
Upon the completion of the Kawarau Dam at the outlet of Lake Wakatipu, I would like to take this opportunity of expressing, on behalf of the Kawarau Goldmining Co., Ltd., and myself, our appreciation of the excellent service rendered by your Department and especially by
1,500 tons of cement.
220 tons of steel girders, 40ft. long.
200 tons of structural steelwork for sluice gates.
over 20,000 super ft. of New Zealand timber.
over 20,000 super ft. of hardwood bridge timber.
over 250 tons of coal.
I am pleased to state that all this material was handled promptly, without mishap, and that during the whole period of construction we have received every courtesy from your officers and staff at Queenstown, Kingston and Frankton.
(ByS. E. , M.Inst. T., Operating and Equipment Assistant, N.Z.R.)
Fay
Sorting Sidings.—These sidings have to be arranged so that wagons can be conveniently taken from any of the marshalling roads, sorted into train order and placed in the departure sidings. In some yards certain marshalling roads are set aside for this purpose, so that they can be utilised for both marshalling and sorting, as occasion demands. Another plan is to have a special “grid” of short sidings, or a number of short dead-end sidings. Here again, however, the nature of the traffic, and the purpose for which the yard is constructed, decide the method to be employed. There are some yards which require no sorting roads whatever; the first marshalling movement splits up the trains in such a way that each marshalling road holds a train ready to depart.
Storage Roads.—Nearly all yards require accommodation for wagons standing over—loaded wagons awaiting removal instructions, empties not required, and empties being concentrated for storing purposes.
In this country storage usually applies to stock trucks or frozen meat wagons put aside during the slack season. If the yard is adjacent to a port town, facilities for shipping requirements are necessary, in order that the ordinary work of the yard shall not be interfered with by congesting the “working” sidings.
If possible, it is a good plan to arrange the storage roads in such a way that they can be used as arrival, departure, and marshalling roads, as required. This increases the utility of the yard in general, particularly when derailments, or other disturbing factors, render normal working impossible. Dead-end roads for storage should be avoided if possible, particularly when various types of wagons are stored together, for, more often than not, the particular wagons required are nearest the stop blocks, thus necessitating undue shunting movements.
Exchange Sidings.—These are provided at yards where trains are required to enter to pick up and set down wagons with the least possible delay. For really rapid operation three roads are required for these purposes.
1. For the train itself.
2. For concentrating the wagons to be picked up.
3. For shunting the wagons that are taken from the train.
With these facilities an exchange can be made in five minutes. Such sidings have not yet become necessary here, as the long-distance trains are not frequent enough to permit of the holding over of sufficient “long distance” traffic to make good train loading for these trains, therefore, the present through trains are continually changing their loads, an action which necessitates remarshalling at numerous points. As the traffic grows, however, the need for exchange sidings will undoubtedly arise, as they effect a considerable economy in goods train operation generally. Exchange sidings are also used for changing over engines and crews at the end of a division, and—in the case of through trains between two separate railway companies—for the changing of engines, crews, and brake vans, examining trains, checking wagons, etc.
Loco Depots and “run-round” Roads.—Most marshalling yards are situated at the end of a locomotive division. It is therefore necessary to provide a locomotive depot at a convenient point in the yard. Its position is most important in view of the present day costs per engine hour. Every possible facility should be given to permit of the immediate release of engines arriving with trains so that they can proceed to the depot, or to the departure roads, without delay. The latter applies especially to engines working short trips, or transferring wagons from one yard to another. Furthermore, ready access to departure roads from the locomotive depot or arrival roads is essential in order to prevent delays to engines after being turned over to the Traffic Branch, or when moving from the reception sidings to the departure sidings. To facilitate movements “run-round” roads are provided where possible, these roads being kept for engine purposes only.
The recognition of the necessity for getting the utmost out of the locomotive has led many railways to go to the expense of providing “fly over” or “burrowing” junctions solely for the purpose of preventing delays. It can be readily understood that, if there is some doubt as to the possibility of an engine getting to the depot to turn and return within a certain time to take up the running of another train, either the timetable has to be altered or another engine used.
Any alterations to the timetable have such farreaching effects that it is usually preferable to obtain another engine. Result—increased operating costs!
No better example could be given of the necessity for close co-operation between the yard designing engineer and the operating officer than this case of providing unimpeded movement for train engines in the yard. The greatest wastage in locomotive working takes place at terminal yards, and any reasonable expenditure to reduce this wastage is justified.
Wagon Repair Depots.—The most suitable position for a wagon repair depot is obviously where all concentration of wagons takes place. It is not necessary to have this depot in the yard itself, but it should be adjacent. In any case it is advisable to place it well away from running roads or sidings where wagons are liable to be moving. One or two roads in the marshalling yards are assigned to crippled wagons and they are taken from there to the repair depot as required.
Type of exchange yard constructed by the British Army in France during the war to facilitate exchange of traffic between the British and French railway authorities. (Note the triangle to enable engines to turn as they pass from one train to another)
Weighbridge Road.—This is usually a road set apart from the siding groups in order that the weighbridge and necessary buildings are not too near running roads or sidings. Sometimes capstans are used so that weighing can take place at any time without interfering with the work of the yard engines. In some gravity yards there is no weighbridge siding, the wagons being weighed as they pass over the main shunting lead to the marshalling yard. With a modern weighbridge it is quite a simple matter to weigh the wagons on the move.
Brake Van Road.—Brake vans are collected on this road from the arriving trains. Here they are inspected, have lamps trimmed, etc., and are otherwise made ready for placing on outgoing trains. One of the outside marshalling roads can be conveniently used for this purpose. A deadend road is not recommended.
Refrigerator Car Service.—The necessity for special roads for this work arises only in countries where extensive icing of freight cars takes place. These sidings are necessarily alongside the apparatus for icing or inspecting refrigerator cars or wagons. With the use of the latest motor lorries with self-raising platforms, icing can be done alongside in the ordinary way—a much more convenient arrangement than having to push wagons past the icing stage or platform. The sidings do not usually form part of the main yard but are placed in the most convenient position as circumstances warrant.
Transhipping Sidings.—The large yards, where concentration of wagons from various directions takes place, are usually taken advantage of for
Wagons for transhipment are collected on certain roads in the marshalling yard and taken to separate sidings adjacent to the transhipping sheds. The sheds and the sidings should be placed in such a position as to ensure easy access by the yard shunting engine. Wagons should be pushed direct into the siding, that is to say, running-round or slip shunting should be eliminated.
Wagon Cleaning Sidings.—These sidings usually apply to stock wagons, and in countries where the government takes stringent methods to prevent cattle disease, a most elaborate system for cleaning wagons is essential. These sidings, by reason of their nature, are set well away from the main body of the yard.
Main Line Alteration
Smart Work at Frankton Junction
In connection with the improvements and enlargement of the Frankton Junction railway station it was recently necessary to put in a new “scissors” crossing 180 feet in length, and weighing 50 tons, on the main line at the north end of the station.
In order to expedite the work, the “scissors” crossing was built alongside the main line where it was to be put in. Skids were placed under it and the ballast pulled out between the sleepers where the line was to be broken and everything prepared so that the job could be rushed directly the 2.30 p.m. Frankton-Auckland train cleared tablet at 2.40 p.m. A seven-ton steam crane was used to pull the crossing over from the middle, and double purchase blocks were used at each end of the crossing. Directly the track had been broken and cleared for the reception of the crossing it was pulled into position, the actual time taken to join up at each end being 20 minutes. Then the skids and packing had to be removed. This took longer on account of the lifting and awkwardness of the work, nevertheless, it was done within 30 minutes, making 50 minutes in getting the crossing into position so that it could be used. Packing of the sleepers had to be done afterwards, but there was no occasion to hold up the passage of trains and for all practical purposes the job was put through in 50 minutes.
There were 2 gangs engaged consisting of 30 men in charge of Ganger C. Chapman. Mr George Rayson, Inspector of Permanent Way supervised the work.
To be capable of steady friendship or lasting love, are the two greatest proofs, not only of goodness of heart, but of strength of mind.
(ByA. , Apprentice Instructor, Newmarket)
Thomson
One of the troublesome problems which confront the management of present-day metal working plants is how to obtain the necessary number of capable all-round mechanics. Frequent reference is made to the demand for such thoroughly trained men, and one hears the subject discussed in most gatherings of manufacturers of metal products. Years ago this question was of little importance, because in order to earn an adequate wage in the machine shop a boy had to serve a term of apprenticeship, during the course of which he received a thorough grounding in the basic principles of mechanics. But the departmental method now in vogue has changed this situation. A boy is able to enter the employ of the railway and receive sufficient training in about two weeks to enable him to operate a given type of machine engaged on a single operation; and in the performance of this repetitive task he could soon acquire sufficient dexterity to earn a fair wage, without serving five years' apprenticeship.
This tendency for boys to avoid apprenticeship has been found unsatisfactory for two reasons. From the employee's view point it is undesirable because while he is able to reach a point quickly where he can earn a fairly good wage as a machine operator, there is little possibility of making much further progress, owing to a lack of training in the fundamental principles of mechanics. And from the employer's point of view the result is equally unsatisfactory because it fails to develop men possessing sufficient mechanical knowledge to be able to enter upon more responsible work. Men trained as machine operators can never be expected to take the same interest in their work as those having a knowledge of the reasons why certain standards of workmanship must be maintained. A further disadvantage of the ordinary machine operator is that he has not the same opportunity for promotion as a trained mechanic.
A successful system of labour training with a view to overcoming these undesirable characteristics of employees who are merely trained for the performance of repetitive work, and also to provide a source of semi-skilled labour has been evolved. The Railway Department has recently established apprentice schools at the chief workshop centres in which to further advance the working and technical knowledge of their future mechanics. Schedules are provided in these schools on which are written the number of months that an apprentice will be required to serve on a particular machine or class of work.
The practice followed under this system keeps the “improvers,” as the apprentices taking a course of training are called, engaged upon regular lines of production work. This not only gives them a knowledge of the exact class of machine on which they will be employed upon entering the regular manufacturing department of the plant, but it also avoids the wasting of material on exercise work, and enables the training section to be self-supporting through the value of the product which it turns out.
In this connection it is important to note that the average amount of work spoiled in this training represents a very low percentage, which includes all pieces that failed to pass the usual process of inspection. This is substantially lower than the average rate of spoilage in regular manufacturing departments.
The training section is equipped with all standard types of machines and tools which are used in the building and repairing of locomotives, cars and wagons. The “improvers” or apprentices are able to obtain instruction in operating any of the machines in which they are interested.
The recently published British railway returns for 1925 disclose how great is the volume of railway transport business transacted there. It is shown, for instance, that out of nearly 75 million parcels carried by rail the London, Midland and Scottish carried over 31 millions, the London and North-Eastern 20 millions, the Great Western 12 millions, and the Southern 8 1/2 millions. The receipts from newspapers were £1,693,055, of which the London, Midland and Scottish had £677,896 and the London and North-Eastern £427,332. Milk is listed in number of gallons and number of cans. There were nearly 278 million gallons, of which the London, Midland and Scottish carried 94 1/2 million gallons, the Great Western nearly 85 millions. The cans numbered 21 millions of which the London, Midland and Scottish had 7 1/2 millions and the Great Western six million cans. Of the meat handled the Southern carried 53,153 tons out of the total of 83,843 tons. The London and North-Eastern carried 274,000 out of 473,738 tons of the cheapest rated fish conveyed by rail during the year.
(ByG. H. , Messenger, Head Office)—Concluded
England
“Good evening,” said Bill. Jock turned on hearing the voice, and was agreeably surprised to see Old Bill and Nat standing there together.
“Good evening to you both,” said Jock.
“What brings you here at this time of night?”
“Well,” said Nat, “it was a motor that brought us here, a new one which I received to-day, and Old Bill and I have just been having a little spin in it; but we really came to see the Stationmaster on a little business. Is he about, Jock?”
“No,” replied Joek,” “not at present. I am afraid you have made your journey for nothing, as Mr. Summit, the Stationmaster, is off duty for a little time. He will be back though to meet the 9.30 p.m. up train, nearly two hours from now. Could I do anything for you?” said Jock, “or would you care to leave a message for him.”
“Well,” said Bill, “I don't suppose you can tell us much, Jock, but we came to get a little information about getting our wool away by rail.”
“I don't see much difficulty about that,” said Jock, “but I will mention the matter to Mr. Summit on his return. There will be other farmers in the district besides yourselves sending their wool to the Wellington sales, and I think the best way would be to ask the Stationmaster to drop a line to the Commercial Manager asking him to send one of his Business Agents up here to have a little ehat with all the farmers round about. You would probably be surprised at the amount of information you could get from him.”
“Commercial Manager! Business Agent!” said Nat. “I have never heard of this before; is it something new?”
“No, not altogether new,” said Jock, “but the Railway Department has a few men scattered over the North and South Islands, who are known as Business Agents. The head of this branch is known as the Commercial Manager, and they are endeavouring to get back some, if not all, of the traffic which has been diverted by degrees to the roads. So far they have been very successful and you would be surprised at the amount of traffic that has come back to the railway since the inception of this branch of the Department.
“I should say its a good idea, too,” said Bill, “and we are pleased to hear about it. You have not been long on the railway Jock, but you appear to be pretty conversant with the work. I am getting interested. What do you say ‘Nat’?”
“Yes, I am interested, Bill. Is there anything else new Jock—that is, new ideas I mean?”
“Yes, new to you, I suppose. There is a Suggestions and Inventions Committee which, was started for the purpose of inviting any member of the service to send along any suggestion or invention which might prove useful to the Department. I have already sent in one or two suggestions, but although not adopted I have received letters of thanks from the Board. If any of these suggestions or inventions are adopted, however, those concerned are often granted a cash bonus.”
“That is a capital idea, too, Jock,” said Nat, Just at this moment a lady came along and, seeing Jock in porter's uniform, stopped to ask him a question, and the conversation of the trio ceased temporarily.
“Thank you,” said the lady to Jock. “But would you mind writing me the address on this paper?”—tearing a leaf from a small note book she took from her bag for the purpose.
“With pleasure, madam,” said Jock. After again thanking him, the lady took her departure and the conversation of Old Bill, Nat, and Jock, was resumed.
“My word, Jock,” said Nat, “you handled that pencil well when writing for the lady. You must have had some practice—making use of your spare time, eh?”
“Yes,” said Jock, “I do get a bit of practice since I joined the Training School; that is how I make good use of my spare time.”
“Did you hear that, Bill?” said Nat; “young Jock going to school again and doing lessons! What school do you go to, Jock? Are you joking?”
“Certainly not, Mr. Jeffs,” said Jock. “It is a fact, and if you will give me a chance I will explain to you both how I get my lessons. There is a Training School at Wellington.” But before Jock could proceed further, Nat interrupted him.
“Look here Jock,” said Nat, “I think you are beginning to romance a bit when you start telling us about your going to school at Wellington.”
“Look here Nat,” said Old Bill, “give Jock a chance to tell us about this school. He has not said he went to the school at all.”
“No, perhaps not,” said Nat, “but when he talks about lessons and school at Wellington, what do you reckon he does mean Bill?”
“Just listen to Jock, Nat,” said Bill. “Go on with this school subject, Jock, I am getting interested.”
“All right,” said Jock, “but I am sorry Mr. Jeffs did not wait until I had finished telling you both how I got my lessons. It is not necessary for me to attend the school. This was started for the education of any member of the service—young or old, of either the first division or the second—who cares to enrol. I think only cadets attend the school in person, and they are there daily for perhaps three months or so, when they are sent out to different stations, and another batch of cadets takes their place. But for such men as myself there is a system of correspondence whereby we are able to get our lessons sent to us. We do our lessons, send them on to the school, and there they are checked, corrected if necessary, and returned to us with another batch of lessons on different subjects applicable to railway work. These lessons are sent by post and are addressed direct to the member at the station where he is employed.”
“We are getting back the traffic.
“Ah! I see now,” said Nat. “I am sorry I interrupted you; are you going in for being a Stationmaster, Jock?”
“I don't know about that, Mr. Jeffs,” said Jock, “but I am going to try to get beyond that position, if possible, and if work will do it, I think I shall succeed all right. As you know, I am only twenty-one years of age and have youth, health, and ambition, on my side.”
“I am glad we came now, Jock, you are getting quite broad-minded. But I am afraid we have wasted a lot of your time,”
“I don't think the time has been wasted altogether,” said Jock. “Time is not wasted when getting business for the Department. We are out for all the business we can get, and we have the rolling-stock to cope with all the traffic we can secure. You notice some of the wagons of that goods train?” (pointing to a goods train passing through the station).
“Well, some of those wagons are not full; the engine of that train could have taken those wagons full, and probably a few more full wagons on that train, at very little or no more expense to the Department. The cost of running that locomotive a certain number of miles or a certain number of hours is practically constant, so that if the cost could possibly be distributed over a larger amount of traffic than we are getting, then this traffic would bear a smaller proportion to what is termed the ‘over-head’ charges. The cost of transit, would therefore be made cheaper, and the railways would be in greater demand by the public. This will eventually be the case, because as I have already told you, we are getting back the traffic; our trains run night and day when motors are in the garages or repair-shops.”
“You have enlightened me at any rate,” said Old Bill. “You seem to have learned a great deal of railway work in such a short time.”
“He has given me a surprise too, Bill, with his knowledge of the work.”
“I notice you could do with a new brush, Jock,” Said Nat, referring to the sweeping brush Jock held.
“Yes,” said Jock, “but I think I can make it last for another week.”
“Are you studying economy, Jock?” asked Bill.
“Well, perhaps I may be, a little,” replied Jock, “but I can tell you this, that a little economy would be a good thing to practise on the railway. I can see a lot of things which might appear to be trivial to some of the staff. With such a large number of employees, a fair sum could be saved the Department annually, especially at large stations, etc. I mean little things such as leaving water running to waste; gas burning on ring when not wanted; coal half burnt and dumped into rubbish bin; going off and leaving electric light burning, and other things which cost the Department some hundreds of pounds annually. My contention is that a good deal of this could be saved if the men took a little more care, and it is no trouble to do so.”
“I think we had better be going, Bill, or I shall be wanting to stay all night to listen to young Jock. My wife will be getting uneasy at my absence and Jock can go on with his work.”
“Yes,” said Bill, “it is time we were going home. I have thoroughly enjoyed listening to you, Jock, but don't forget to get that business chap up here.”
Old Bill and Nat were very much impressed by young Jock, both being very enthusiastic at the amount of information they had received from him.
“I wonder what the business chap can tell us after all we have heard to-night, Bill,” said Nat. “I am sorry I was a little too hasty when he was telling us about the Training School.”
“I don't know, Nat,” said Bill, “but young Jock is getting trained all right.”
“I say Bill, old man, I consider you lost a gold mine when young Jock left your employ.”
“P'r'aps,” said Bill, “but I certainly think the Railway Department found a gold mine when young Jock joined them. In my opinion he will do well in the service and rise to a prominent position some day.”
When Mr. Summit arrived for duty at the station, Jock told him of his visitors, what they wanted, and asked him if he would write to Head Office as soon as possible. Mr. Summit said he would write immediately after the departure of the 9.30 train that night. This he did, and in a couple of days came a reply to the letter informing the Stationmaster that a Business Agent would be in the district that day.
First appearance of “Clayton” Steam Car at Kurow.
Mr. Summit told Jock, and the latter soon got to work on the phone, ringing up Old Bill as he had promised to do, with the result that the Business Agent met all the farmers in the district. After hearing him they all agreed to give as much traffic as possible to the Railway. Old Bill and Nat had a quiet little chat to the Business Agent after the latter had done speaking, and young Jock's name was mentioned two or three times.
However, Old Bill and the rest of the farmers got their wool to the market with dispatch and received a good price for same. The expected trouble with the shearers did not come off, and everybody in the district seemed contented and happy. Young Jock got the credit which was wholly unexpected, but said he only “played the game.”
Courtesy.
* * *
With everything coming your way, it is easy to think yourself a good fighter; but what really tests your mettle is the way you act when misfortunes befall you.
A Measure of Performance
Speaking recently at the annual convention held in Chicago of the Travelling Engineer's Association Mr. S. O. Dunn, editor of the “Railway Age,” said:—
“The principal function of locomotives on our railways is to haul freight. Probably the best measure of their performance is the number of gross tons hauled one mile per train hour. This formula takes account of the weight of the cars and of the freight that is hauled, and also of the speed at which they are hauled.
“It would appear that gross tons per train in 1906 averaged 881 tons and in 1916 about 1,249 tons. This was a period during which the railways put forth great efforts to effect economies by increasing the average load of freight trains, but did little to increase their average speed. It seems reasonable, therefore, to assume that in both 1906 and 1916 the average speed of freight trains was 10 miles. On that assumption the increase in average gross ton miles per train hour between these years was about 42 per cent. The increase in the gross train load between 1916 and 1925 was from about 1,249 tons to 1,670 tons, or 34 per cent. The increase during this period in the efficiency with which locomotives were utilised in road service cannot, however, be measured merely by the increase in the average train load. Since the passage of the Adamson Act, and especially since the application of punitive overtime in train service, the railways have made great efforts to increase the average speed of trains, and it was increased from about 10 miles an hour in 1916 to 11.8 miles an hour in 1925. The resultant of the increases in the average train load and in average speed was an increase in gross ton miles per train hour from about 12,490 in 1916 to 19,679 in 1925, or 57 per cent.
“These estimated increases of 42 per cent. between 1906 and 1916, and of 57 per cent, between 1916 and 1925 in gross ton miles per train hour are, of course, attributable, first, to improvements in locomotives and increases in their tractive power, and, secondly, to improvements in other railway physical facilities and in operating methods resulting in better locomotive utilisation.
“Gross ton miles per train hour have continued to increase this year, having in the first six months of 1926 averaged 20,196, or 5 per cent. more than in the first half of 1925, and 62 per cent. more than ten years ago.
“It is an interesting fact that while the average tractive power of all locomotives increased less in proportion during the last decade than during the preceding decade, the amount of transportation produced hourly by the average freight locomotive increased more in proportion in the last decade than in the preceding one. The explanation undoubtedly is that the locomotives placed in service within recent years have shown more improvement than those installed in the preceding decade, and also that much more attention has been given within recent years to means of increasing locomotive utilisation, the result being that the improved locomotive has been given a better chance to show what it can do……
“Only one-third of the locomotives now in service have been installed during the last ten years and only about 18 per cent. of them have been installed since 1920. Nevertheless, the increase in average gross ton miles per train hour since 1920 has been 36 per cent. while the reduction in the amount of coal consumed per 1,000 gross ton miles meantime has been about 16 per cent. There can be no doubt that the great improvement in operating results within recent years has been made possible largely by improved locomotives that have been installed within the last decade, and especially since 1920.
“We who follow progress in the fields of locomotive development and railway operation without participating in them have been witnesses of a general rivalry between those on the one hand, who develop specialities for locomotives and design and build them and those, on the other hand, who operate them on the railways. We have seen the former achieve rapid progress in improving locomotives. We have seen railway operating officers initiate new methods of getting more and better work out of locomotives. Both have been contributing to the marked increases that have occurred in the efficiency of railway operation and service. It seems not visionary to express the belief, in view of past experience, and especially that of recent years, that old locomotives may in future be more rapidly replaced with ‘the locomotive of to-day’ and that methods of locomotive utilisation may be still further improved, with the result of effecting in future much greater proportionate increases in efficiency of operation and improvements of service than even those that have been accomplished during the last five years.”
(ByE. J. Barrett .)
Since the reorganisation of our railways was started, some two years ago, we have frequently been confronted with the phrase “The Morale of the Service.” The phrase, and what it signifies, is of very great importance. It will be interesting therefore to attempt an interpretation of the word morale and to ascertain what rôle it plays in our railway service. What precisely is morale? Morale, like the words “electricity,” “matter,” “life,” “energy” and words of that order is exceedingly difficult, if not altogether impossible, to define. All that can be said is that it is a symbol for a virtue in man, singly, and in the group which renders both invulnerable against defeat. It is the crystallisation of the healthiest attributes of the body and mind of the individual—of the group —the faith which makes us “strong in will, to strive, to seek, to find, and not to yield.” Its presence or absence, alike in the individual and the group, is the difference between order and chaos, success or failure. In the fine words of a very eminent psychologist, Professor Stanley Hall, morale is the “cult of condition.”
“When we awake after a sound and refreshing sleep with every organ in tune and at concert pitch, and rejoice that we are alive, well, young, strong, bueyant and exuberant, with animal spirits at the top-notch; when we are full of joy that the world is so beautiful, that we can love our dear ones, and can throw ourselves into our work with zest and abandon because we like it; when our problems seem not insuperable……..when we feel that we live for something that we would die for if need be —this is morale.”
The Great War provided us with perhaps the most striking examples in recorded history of the meaning and value of morale. Britain and her allies triumphed in the war because the morale of the armies and the nations behind them was superior to the morale which was manifested by the armies and nations of Central Europe. What happened in Russia in 1917—a calamity from which the world still suffers— was caused first by a weakening, then by a total breakdown of the morale of the whole gigantic organisation military and civil. The “Steam Roller” was no more.
Morale, therefore, is the virtue of virtues in any organisation. It grows more important with the growing complexity of life. As far as we are concerned as railwaymen morale must be conceived as the very soul of our railways. We cannot hope to succeed in the difficult task of adjusting the big railway machine to meet the changed conditions which confront us in our work to-day, without the fullest manifestation of that inward urge—morale. To lose sight of the fact that the order of things has changed for us permanently; that this Dominion, along with the rest of the world, has entered upon a new era; that the business by which we live as railwaymen is not the impregnable thing it was in pre-war days; to lose sight of these facts—to be indifferent to them—is to be deficient in morale. We have all heard of the great law of survival—“The survival of the fittest.” In terms of this law, organisms, plant or animal, which through some inherent defect cannot adapt themselves to the conditions of their environment, perish from the earth. The same law operates in human society, and the same fate —obliteration—awaits a business enterprise, whether large or small, which lacks the adaptive capacity. Consciousness of this great truth is a permanent stimulus to morale. Morale is not alone for the employees of our railways. The responsibility which rests upon the management in every branch of the service is significant in this respect. Man by nature is a worker—a striver. When his enthusiasm is aroused, his loyalty enlisted, his genuine efforts rewarded— if only by appreciation—he rarely fails to measure up to the best conceptions of manliness. He is not by nature a loiterer. He is made so by mostly preventable conditions. Moreover, he is a very sensitive animal. He resents being treated by superiors as an inferior. He is a proud and honourable being. Assumptions of superiority, expressions of tactlessness on the part of any official in the service who is privileged to occupy a managerial or similar office, destroy morale. Conversely, disdain on the part of any employee for the authority which is necessarily vested in the head of his department likewise destroys morale. Morale demands that the passions be always under control. With mutual understanding of mutual responsibilities and expression of the amenities between man and man in these instances morale is not only maintained, but increased, for the benefit of the service. Morale demands the fullest unity of purpose—the concentration of each, man on the work he is doing and its influence for the general good. We have to make our railways pay, and the task requires our united effort and fullest concentration. A glance at the financial barometer in any recent issue of our Magazine shows definitely where lies our weakness. We must exert our maximum strength in an endeavour to make our position secure. Morale will help us in our great task for it means “throwing everything we have, are, and can do, into the game up to the last moment.” To do this with. determination is not to fail.
The Plunket Shield“
New Zealand Wins World Contest in Child Life Saving
The design reproduced above (with centrepiece adapted from a famous statuary group) is the work of
(1) To uphold the sacredness of the body and the duty of health.
(2) To acquire accurate information and knowledge on matters affecting the health of women and children, and to disseminate such knowledge.
(3) To train specially and to employ qualified nurses (to be called Plunket Nurses) whose duty it is to give sound, reliable instruction, advice, and assistance, gratis, to any member of the community desiring such service……..with a view to conserving the health and strength of the rising generation and rendering both mother and offspring hardy, healthy, and resistive of disease.
Palmerston North Show
2nd to 4th November
Railway Enterprise and Publicity
The big slip in the Manawatu Gorge looked, at one time, as if it would effectively spoil the Spring Show of the Manawatu and West Coast A. and P. Association at Palmerston North, for it is well known that much of the best stock usually exhibited at the Show comes from the runs of the principal breeders in Hawke's Bay and Wairarapa and it was through the Gorge that this stock would have to be railed under normal circumstances. Fortunately for the Show and those exhibitors in the districts named who had made all preparations for attending the Show the Department decided that it would convey all the Show exhibits offering through the Hawke's Bay and Wairarapa areas to Palmerston North, via Wellington instead of via the Gorge, and would do this without imposing any extra charge for the additional service. Even then, some trepidation was felt by breeders regarding the advisability of trusting their animals to the railway for the unusually long and arduous journey which conveyance over the Rimutaka incline, round through Wellington, and thence by the Manawatu Line to Palmerston North would entail. The bulk of them, however, undertook the risk, and were well satisfied with the excellence of the service given. This fact has been emphasised to the Department both verbally and by letter. So pleased were some of the principal exhibitors that, although they had the chance of making a much shorter journey home by driving their stock a few miles along the road route through the Gorge, they preferred to again trust the railway for the full round journey via Wellington and the Rimutaka.
A feature of the Show was the fine display which the Railway and Publicity Departments, working in combination, were able to make in the Industrial Hall. This was done as part of the policy intended to induce additional traffic by extended publicity. The exhibit was a most striking one. Along a 90 ft. stretch of wall on a cream coloured background were arranged series of photographs illustrating the beauty and magnificence of New Zealand scenery.
Each one of these pictures was a tempting invitation to those who might be undecided as to how to dispose of their summer holidays, whilst the aggregate effect was to create in the beholder an irresistible desire to board a train and be off to one or other of these charming spots where nature in her gladdest of guises beckons most alluringly. Daintily coloured placards, interspersed amongst the pictures, bore sporting slogans to interest the traveller, with information as to localities and costs. In order that no one should be deterred by any haziness of geographical knowledge or uncertainty regarding routes, the centre of the exhibit—and the feature which drew the attention of all—was an S ft. blood-red circle, across the face of which a map of New Zealand stood out in white, while round the circle ran the most realistic of nonstop expresses. The map was specially prepared to feature tourist resorts in New Zealand which are served by train. At each side appeared pictures of the principal centres of attraction with cords leading in from each picture to the locality indicated on the map. A further aid to the attractiveness of the display was lent by a fine series of framed photographs illustrating features of railway working in New Zealand. The whole design and layout gave an impression of spaciousness and artistie unity very pleasing to the visitor, and ranks as an achievement fully worthy of the important Departments whose work and capabilities it was intended to illustrate.
Opportunity was taken of the chance which the Show afforded for circulating literature bearing on the principal points of interest in the Dominion; for instance, several thousand copies of the Department's latest booklet “Tours of the Southern Lakes” were distributed in this way. Commenting on the display the Wellington “Evening Post” has the following:—
“In recent years there has been a tendency on the part of the Government Departments, particularly the Railway Department, to enter the advertising field, for in an age of competition it is essential to keep in close touch with the public. In combining with the Publicity Department, the Railway Department has been able to present a most attractive display, one which should result in a strong appeal to the imagination. Fine photographs of the scenic resorts of the Dominion are displayed, the whole making a very fine showing and offering a strong inducement to tourists.”
The Advertising Branch had a separate stall on which some of the latest ideas in artistic poster work were featured. Besides being held by the general attractiveness and originality of the designs, much interest was taken by the public in pictorial representations of the improvements effected by the Advertising Branch in the appearance of certain localities.
At Palmerston North Show
Exhibit by Railway and Publicity Departments
General View
Railway Tourist Guide: The Non-stop Express
Railway Tourist Guide: The Non-stop Express
(ByDriver J. E. in L.M. and S. Magazine)
Hardaker
No man can aspire to be a first-class engine driver unless he has high intelligence, and a strong devotion to his work, although for his guidance unlimited numbers of text-books have been written, and many teachers provided.
He must be an expert in the knowledge of the various roads, and able to adapt himself to any class of engine, particularly in regard to the varying loads and the keeping of booked times connected therewith.
With the exception of a strict observation of all signals, which, of course, has first claim on a driver's attention, the greatest essential is the intelligent working of the engine itself.
There can be nothing more interesting for the novice than to study the method adopted by an experienced driver to get the best out of his engine, and the manner of his application of the brake.
In the first place, careful attention must be given to the preparation of the engine. Good and well-fitting regulation trimmings, the engine well oiled, even to the most minute part; the set screws tried; sand boxes in running order; brake in good condition; tube plate scraped down, smoke plate in good condition, and a host of other details must be attended to. It is not only half the battle, as it were, but gives one a feeling of confidence and conscious ability which otherwise is absent.
In every case a good driver will, at the start, let the engine get well into its stride before notching up; after which it can be gradually screwed up until it is placed in the best position for working the load attached.
If the engine is complete master of its load it should be worked with a fairly early cut-off, although notching up too far should be avoided as this may cause the engine to run roughly and lead to trouble in the big ends and driving axle-boxes, but no hard-and-fast rule can be laid down as the best position varies for different classes of engines.
The finest results with a fairly heavy train are nearly always obtained by notching well up, even when working on the second regulator. An efficient driver knows exactly how to adjust the position of reversing screw or lever to a nicety while judicious adjustment of his regulator will still further ensure economical working without jeopardising his timekeeping.
One often hears it said that no two engines are alike, although both may be of the same class and build.
While this may not be literally true, yet there certainly are instances where there is a divergence between two in both running and steaming.
Some engines require to be humoured, just as some human beings do, and very often the fine manipulation and good judgment of the driver and his mate may make a doubtful steamer work a successful trip. Circumstances permitting, provided another engine cannot be obtained, a great advantage is always gained by keeping such an engine on the move; but if it will not steam with a good blast on the fire, the only course is to work it as light as possible with the loss of a little time, as it is folly to thrash the engine until one comes to an ignominious standstill.
In every case, a perfect combination and understanding between driver and fireman is indispensable; the one working the regulator and lever to the very best advantage while the other is skillfully maintaining the required pressure of steam.
From a long and varied experience, I may venture to say there are no more anxious moments for a driver than when running short of steam or when an axle-box shows signs of running hot.
Upon every occasion it is advisable to pour a few drops of oil, before starting, down the oil tubes, and to keep the auxiliary boxes well filled up when facing a long and heavy gradient.
It should be noted that the capillary attraction of the trimming is as slow again when there is only the bottom half of oil in the auxiliary box as when it is full.
Following careful observations on the different classes of engines, it appears that each auxiliary box has its different degree of heat, owing to its better or worse protection from the influence of the weather, while careful attention must be given to the vagaries of the weather, especially under very cold or wet atmospheric conditions, when the trimmings are slower in working.
A great improvement, undoubtedly, is the introduction of the mechanical lubricator, and while this meets with a little criticism from a few on account of its rate of working varying with the speed, still there is an ample supply to meet the requirements of a good fitting axle-box even when going at the slower speed.
Business Methods Applied To State Railways.
The Indian Government recently decided to separate the Railway finance from the General Government finance as has been done in New Zealand. In congratulating the Assembly on the wisdom of the decision arrived at His Excellency the Viceroy said:—
“The railway administration will possess a real incentive to economy in working on commercial lines. Proper arrangements can now be made for depreciation, and for building up railway reserves. Continuity and regular growth in railway policy has become possible; and it is hoped that in due course the public will pay less for the existing service of the railways, while railway facilities will be largely increased without addition to the burden of general taxation.”
Similar remarks to those of His Excellency have already been made in regard to the New Zealand Railways by the Rt. Hon.
Connecting Northern Italy With Central Europe.
The question of transport between Northern Italy and Central Europe occupied the attention of a meeting held recently in Milan over which Signor Mussolini presided. The following resolution was passed:—
The parliamentary, political, provincial, commercial and economic representatives of Upper Italy, called together by His Excellency the head of the Government to discuss the general problem of traffic between Central Europe and the gates of Northern Italy, affirm the utility of a great railway line through the Stelvio Pass and the district of Resia to connect in the shortest and quickest manner the port of Genoa with the capitals of East Central Europe, also the port of Venice through the Resia Pass with the capitals of East Central Europe, and respectfully request the Government to institute the study of the ways and means of executing this great work.
It is anticipated that the projected lines would draw to Italian ports all the “rapid” traffic of Central Europe.
The Toll Of The Motor.
According to a report which has been made public by the National Bureau of Casualty and Surety Underwriters, based on statistics from prominent cities, with estimates for the rest of the country, there were killed in automobile accidents in the United States, in 1925, no less than 22,500 persons, which number is about 10 per cent, above the total recorded in 1924. The present total includes 1,784 fatalities at grade crossings of railroads. It is estimated that of the victims reported in 1925, over 6,000 were children under fifteen years of age. A representative of the American Road Builders' Association supplements the foregoing with an estimate that in the whole world the total number of persons killed in automobile accidents in 1923, was 30,400; and 868,000 were injured.
Honours For Railway Presidents.
Recent honorary degrees conferred by Syracuse University included one of a Doctorship of Laws on
It is reported that a balloonist has been able to hear a man's shout at an elevation of 1,600 feet; the croaking of frogs in a marsh at 3,000 feet; the roll of drums at 4,500 feet; the pealing of church bells at 5,000 feet; the rumble of a train at 8,200 feet; and the shriek of a locomotive at an altitude of 10,000 feet.
(ByW. J. , Clerk, S.M's. Office, Palmerston North)
Fergie
As we travel in the early morning towards the local station, the movement of pedestrians betokens the arrival of an important train, namely the Night Limited, from Auckland, which dashes in prompt to time—6.42 a.m.
The next few minutes present a busy and animated scene with passengers hurrying for welcome refreshments, prior to joining waiting trains for North, South, Hawke's Bay, and Wairarapa districts. Piles of luggage and large consignments of newspapers keep the staff moving at top pressure, in order that all may be transhipped, and the trains despatched promptly. The passengers receive every assistance from the staff, and also engage the services of the red cap porters when so desired.
The heavy goods traffic next claims our attention and we find a night staff has been busily engaged with the hundreds of wagons arriving from all directions for local delivery and transhipment. Clients of the Department can obtain immediate delivery of their goods and we note the railway motor lorry moving from sidings to sheds, thus expediting urgent consignments and avoiding unnecessary shunting. The clerical staff have all in readiness for the early delivery, and the system of organisation in the sheds ensures the speedy locating of the goods. We note with satisfaction the guard informing the train engineer that live-stock is attached to his train (a “goods”) about to depart, in order that every attention may be paid to smooth running.
Throughout the day expresses arrive and depart and, ever and anon, the station presents an animated appearance. The shunting and marshalling of trains goes on all day, and towards evening we find the traffic surging to its heaviest load.
The inauguration of an “Express Goods” has proved a great boon, and heavy tonnage is being dealt with, and when floods blocked the main highways, recently, the N.Z.R. kept the transport going, and several appreciative letters were received from clients of the Department.
The Transport Branch, which is fast becoming one of the scientific Branches of the service, is kept tuned up to concert pitch, in order that traffic from all directions may maintain prompt connections, and the successful efforts on the part of these officers is reflected in appreciations received.
The controlling officer at a large station holds an exacting position. As the executive head of a large transport concern, he is engaged, a great portion of the day, in discussing from many angles with our clients, business that presents itself, and in this direction he is ably assisted by the Chief Clerk and heads of Departments.
The Commercial Agents are always welcome visitors in any centre, and these officers, from their wide experience, tact, and courtesy, have brought the clients of the Department into that commercial touch that has been a large factor in bringing about improved relations and general working.
The inquiry office of a large station is always a busy quarter. Clients will be booking through to the Southern Lakes, and taking full advantage of the through booking system whereby rail, steamer, and lake tickets can be secured at the starting point, and arrangements made to check luggage, or book parcels or bulky goods through the special systems provided. Other clients will be inquiring about special trains, season tickets, etc. The inauguration of the through booking systems is much appreciated, particularly at inland towns.
One sees a motor car going along the road without external control as to its movements, and the daily toll of life is a regrettable feature of modern road transport. On the rail everything is guided by the unseen hand, situated in a box, where, well above all the traffic, commanding an extensive view of the yard, stands the signalman, cool, calm, and alert, his one job, and one thought, being Safety First. At his hand stand all the interlocking levers combining within a small space the world's most up-to-date and scientific equipment. In connection with train signalling a slight turn and a lever is pulled over, diverting the train from the running line, to the loop, or vice versa. On the one hand an express dashes up to its allotted place at the platform, and running on a parallel line a heavy “goods” makes its way slowly into the goods siding or yard, to be broken up and re-marshalled.
The safety devices make train travelling safer than crossing a busy street, and the New Zealand Railways has the lowest death rate, from accidents, in the world. The £500 accident bonus issued to train travellers is obtainable, owing to the confidence the Directors of Insurance Companies
The Boy Scouts' motto is also the motto of every railway official, and hundreds of women travelling with small children testify daily to the assistance and little kindly actions that are performed by all members of the railway staff, from the highest to the lowest, in order to lighten the worry and trouble of their journey, and at the same time make railway travelling a pleasure.
Visited by Acting Minister of Railways
The Hon.
Mr. Bracefield, Officer in Charge, explained to the Minister the method of training and indicated the class of work performed by the lads.
Mr. Rolleston, who showed keen interest in the work, paid a tribute to Mr. Bracefield and his staff for the manner in which the lads were being trained.
South Island Main Line Express—20 Coaches
Before leaving the School Mr. Rolleston addressed the Cadets and pointed out to them the necessity of applying themselves thoroughly to the training which was being offered, and counselled them to take heed of the advice and instructions given. By so doing they would become valuable officers in an important service in this country.
A Wonderful Record.
What is probably a world's record for railway travel is that established by Mr. William Paris, who travelled five million miles during his 28 years of service as a sleeping car attendant on the London. Midland and Scottish Railway. Expressed in terms of distance, the mileage covered is equal to 200 circuits of the earth, or 10 return trips to the moon—with about two hundred thousand miles to spare. Mr. Paris worked on the Euston-Aberdeen and Euston-Inverness lines on an average of 51 weeks a year, and missed only two journeys throughout the years of his service.
Forty-two thousand homing pigeons, occupying seven railway trucks, were recently despatched from London by the London and North Eastern Railway. The birds were consigned to bird fanciers for liberation at distant points.
(ByG. T. , Commercial Branch N.Z.R.)
Wilson
Up till comparatively recent years the Railway had practically a monopoly of the land transport business of New Zealand, but the position has been changed by the advent of road motor vehicles together with the improvement of the roads.
Road motors are now able to compete, with more or less success, for the conveyance of commodities that are chargeable by rail at the higher rates. These competitors skim the traffic, catering for the lines that suit them; they fix rates to suit themselves and, generally, impinge on the business of the Railway. The latter meanwhile is required to fix rates applicable to all; to run regular timetables; and to conform to numerous restrictions and regulations not, as yet, applicable to its competitors. In addition, the Railway is compelled to convey many classes of goods at exceedingly low rates for developmental purposes in the interests of the community as a whole. If the same obligations were imposed on our competitors and they had to convey classes of traffic such as coal, firewood, road metal, etc., and pay their share towards the upkeep of the road bed which they destroy, it would be impossible for them to undercut as they are now doing. It is worthy of note that the cost of Railway track maintenance averages £369 per mile per annum.
However, we have to face the problem as it exists. These competitors are seeking a share of the Railway's revenue, a portion of which goes towards the payment of our wages. If the revenue falls some of us may lose our jobs. On the other hand, if the business increases the staff must benefit. We have already made things very interesting for our competitors, but we must not relax our efforts. It is incumbent upon all of us to do everything possible to increase the business of the huge concern of which each one of us forms a part.
We are a team of 18,000 and, whatever our particular tasks are, the ultimate object is to do something to assist in conveying goods or passengers from one point to another. We profit from the satisfaction of doing a good job in a manner which reflects credit on the whole organisation and which enables us to hold our heads up in the community. Each one of us must see to it that he is not the weak member who causes the team to fail.
The art of selling transport is now one of the most important phases of the activities of any Railway system which is in competition with other means of transport. One of the most essential features of the transport selling business is Service and this is undoubtedly being realised more and more by the staff. The public, realising we are out to give the best service possible, are appreciating the fact and responding in a marked and gratifying manner. We must continue to make our customers and prospective customers realise we are out to “deliver the goods” and make the Railways such a convenience that they will not look elsewhere for their transportation. An improvement in service is more effective than a striking advertisement. Let us hold our business by courtesy and helpfulness and efficient performance of our duties. We must know our customers and treat them with understanding. We should know all the details of our organisation and be in a position to discuss these intelligently. The transportation problem is one of the most interesting problems of the present day.
We will shortly be co-operating with Railway Advisory Boards, comprising representatives of the public working in co-ordination with the Railway Department to the mutual interests of both. These Boards will require a deal of detailed information, and we must be ready with it. We must be prepared to put our side when seeking co-operation in such matters as truck circulation, full loading of wagons, and working seasonal traffic to best advantage, but we will require to be well up in all phases of the business in order to interest those who wish to co-operate.
To make the Department efficient it is essential that it should function easily and with elasticity. We should take unimportant regulations as a guide only and interpret them with discretion. We cannot afford to be slaves to rules; a liberal interpretation of a rule may change an unfriendly customer into a friendly one. Remember, a pleased customer means a regular customer and a regular customer means regular revenue. If we are unable to meet a request, let us fully explain the reasons for refusal. Our customers generally are reasonable and appreciate a reasonable explanation.
The humble parcel pays over £409,000 a year in freight. Let us treat parcels gently as if they were our own; weigh, charge and account accurately. Freight on goods brings in £4,500,000 a year. Let us study our price list—the
Do not be tied up with precedent. We are now on a business basis. Many members must have ideas for securing additional business. Let them produce them. Every avenue for new business is worth exploring, as is every avenue for economy. If a member has not the necessary data for the purpose of going into the details of a scheme, he may readily obtain it from headquarters. In a country such as ours, efficient transport is the life-blood of industry and it ranks second only to production.
Sutherland Falls, Milford Track (1904 feet)
The Railways are the only transport organisation able to handle the business on a large scale and the more business they get the less the overhead costs are per unit. Our enormous interest charges and standing costs are going on all the time, no matter how small the traffic may be. The more business we have, the more these costs are distributed. This may better be exemplified by the following figures. Of the total annual operating expenses of over £6,000,000, £1,144,385 or 18.56 per cent, is for Maintenance of Way and Works; £105,064 or 1.71 per cent, is for the Maintenance of Signals; 21.27 per cent, is for maintenance of rolling stock. Interest charges, which are rapidly increasing, totalled last year to the huge sum of £1,913,310. None of these charges increase to any great extent with increased traffic.
Now dealing more in detail with the matter of adjusting rates to secure new business or retain business that is attacked, the most important point to be considered is the conservation of our present revenue. We could without a doubt, secure practically all the transport business by embarking on a rate war, but would it pay?
In connection with passenger traffic, we could at once, by lowering charges, greatly increase our volume of business. But the first consideration must be, what proportion of the present passenger revenue—exceeding two and a half million pounds—would be lost, and would this loss be likely to be recouped by the extra traffic, taking into account the additional operating costs? There is, however, need for careful estimating in considering fare reductions.
There is need for the same care in considering seasonal or sectional cuts in fares. The probability is that many intending passengers would wait for the excursion fares to the detriment of the Railway revenue. Then again it is frequently advocated that there should be cheap rates between certain points on one or two days a week. The chief consideration in such a case would be whether the effect would not be merely the diversion of a considerable portion of the traffic to the particular days on which the cheap fares were operative.
There are a great many considerations in connection with the fixation of local or special rates for goods traffic, these rates being generally fixed to meet competition, but in some instances to meet certain circumstances of the business or for developmental purposes. Here, again, the most important consideration is the conservation of existing revenue. Those who have not studied the question ask frequently why the rates are not cut lower than those of our competitors. They forget that there is already a considerable traffic by rail, and that, in most cases, although a cut in rates
In fixing local rates we have to consider the important effect of rate reflection. We might by a local rate catch all the traffic and thus eliminate competition to a particular locality, but the charges to other stations, by a combination of the local rate and ordinary rate onwards, would be so far reduced as to more than counteract the gain aimed at. Sometimes, however, a rate may be prevented from reflecting by providing for collection and delivery and including the cost thereof in the rate.
On the road to Paradise
(Southern Lakes District. New Zealand)
I have frequently been asked why the Department does not fix a rate that would be applicable only to a particular station and that its use be not permitted in conjunction with another rate. Such, however, would be almost impracticable. Consider the following instances:—
Christchurch-St. Andrews (110 miles) 1 ton at class “A” = 72/7d.
But the charges are computed as under:—
Christchurch-Timaru (100 miles) 1 ton at special rate = 37/1d.
Timaru-St. Andrews (10 miles 28 chains) at class “A” = 11/2d.
Total 48/3d.
The saving, by applying the combined rates, is therefore 24/4d. per ton. To secure such an advantage it would pay a consignee to arrange for an agent in Timaru to receive the goods there and reconsign them to St. Andrews. Then again the special rate was fixed to combat sea competition and the object would be lost if the rate applied to Timaru traffic only, as it would be more profitable to ship to Timaru and then rail or cart to St. Andrews.
The margin of profit to competitive services should be carefully estimated. From information obtained it has, in a number of instances, been ascertained that competitors would find it impossible to continue. Such being the case the Department has waited until the competitive service went out of business through force of circumstances, whereas, if special rates had been fixed, such action might certainly have hastened the end of the competition, but the lower railway rates would have been perpetuated. It may be thought that these statements are made with a view to discouraging suggestions in regard to special rating. Such, however, is not my intention; but the points mentioned are so often overlooked that it is well to draw special attention to them.
Reverting again to the question of local rating to combat competition or foster traffic, it is essential to ascertain whether a contemplated rate is likely to prove profitable. In most cases this will be readily known to the staff, but, should there be a doubt, the Department is, with its accounting and statistical methods, able to say to within a few pence per ton to what extent a proposed rate will prove profitable or otherwise. Important considerations in this connection are:—
Trend of empty wagon haulage, not overlooking the wagons required for returned empties conveyed at very low rates.
Possibility of return traffic in manufactured goods from conveyance of raw materials.
Any business that can be obtained during the quiet season should be eagerly sought after. The Department has to maintain an enormous plant, much of it to meet the business at peak loading periods.
An essential point often overlooked by even keen business concerns is the basis for charging freight. Practically all railway goods traffic is charged on actual dead weight, while by other means of transport the basis is frequently on measurement, generally 40 feet per ton, or sometimes a ton of something less than 2,240 lbs. The following is given as an instance:—1 package, weight 10 cwt. rate 50/- per ton. The charges by rail would be 25/-; the same package might measure 80 feet, i.e., 2 tons and the charge at 20/- per ton would be £2 0.s. 0d. Very often an intending consignor considers only the rate per ton, and does not go into the question as to whether the basis for charging will be at weight or at measurement. Another matter for consideration is the freight charges on returned empties. In some cases our very low charges for returned empties would more than counteract higher charges for the original packages.
In an article of this kind I do not think our friends, the feeder carriers, should be overlooked. Their interests are identical with our own and we are working in close co-operation with them. They are doing useful work and rendering us valuable assistance. Generally speaking they have recognised the necessity for keeping their charges to and from rail as low as possible, and, so far, there is only one instance where it has been found necessary for the Government to provide its own feeder service. I learn in conversation with motor salesmen that they prefer to sell to feeder carriers, as their instalments are usually more regularly paid than those of carriers competing with the railway. Traders too, are realising the value of the feeder carriers. Their incomes are circulated in the towns in which they reside, while the same benefit is not derived from competitors residing in other towns. While on this subject it is interesting to note that, in at least one New Zealand town, feeder carriers and the Railwaymen will not deal with traders who patronise competitors of the Railway. This attitude might well be extended.
Ljungstrom Turbane Locomotive—Argentine State Railways
The alertness and keenness of the staff in the matter of business getting is very much in evidence to one who, like myself, is constantly travelling in connection with Commercial Branch matters. The remark applies not only to the traffic branch staff but to all grades. The staff are in close touch with local affairs and the benefit of their local knowledge is extremely valuable. The Business Agents are only too pleased to exchange ideas. Merely chance remarks have led to sources of considerable revenue, therefore do not hesitate to bring your ideas under notice.
As a representative of the Commercial Branch, I would like to say in conclusion that the members of the Commercial Branch, although they come very much into the limelight, do not take more than their fair share of the credit for what is being done to foster business and to improve relations with the public. We acknowledge we are only part of a big team comprising the manufacturers and sellers of transportation. We, the salesmen, could not succeed without the whole hearted co-operation we are experiencing. We are all working together in the interests of the community as a whole per medium of that great national utility—The New Zealand Railways.
(ByW. H. H. , Automatic Signalling Inspector, N.Z.R.)
Grapes
Leaving Rotorua at 9.15 a.m. in a 75 h.p. 6-cyl. Studebaker, on a beautifully clear morning, we soon left the township behind. After passing the steaming district of Whakarewarewa we ran into the low-lying hills along a rather indifferent road which, for a great part of the 53-mile journey, put a severe test on the springs of our car. Our chaffeur, a half-caste Maori, being an excellent driver, minimised the bad effects of the road, much to our comfort. He had considerable local knowledge and explained the different points of interest as we wended our way through the fern-clad hills.
About two miles out we passed the Government Afforestation district where, with prison labour, 45,000 acres have been planted with 180,000,000 trees consisting of oregon, corsican, macrocarpa, pinus insignus, larch, and several other of the pine species. These trees have made wonderful growth and make a very pleasing sight against the somewhat barrenness of the country. There are fire lanes left between the areas so as to check fires in case of an outbreak, and look-out huts are provided on high prominences where men are stationed for seven months in the year. One of these look-out stations is placed on the top of Rainbow mountain, a high hill which comes into view suddenly and looks very pretty with the different colours of clay and sand, which are visible from quite a distance. This mountain has a number of steaming patches on its sides, so that I think the look-out men on top are hardly to be envied in their positions. After passing this mountain a short halt was made in order to get a few snapshots. We secured a number having a small steaming lake, called the Blue Lake, in the foreground.
Once again on the road and we passed the turn-off to Waimanga, now extinct, but, when active, it was the finest geyser in the world, playing to a height of 900 feet. We next passed the turn-off to the Waiotapu Geyser Hotel (this part of the journey is described later) and then out on to a kind of undulating plain. To me, this part of the country resembled an immense crater, the edge being plainly seen for miles and miles. As we bowled along quite a number of steaming patches were observed on either side. It is on these plains that the Soldiers' Settlement is located and, judging by appearances, some of the farms must be making head-way.
After about 25 miles of these plains, we again started to climb some small foot-hills and soon came upon the famous Waikato River. Here we turned off to visit the pretty Aratiatia rapids. These are a sight worth seeing, and some good “snaps” were secured. A half-an-hour's further running and we pulled up at the Wairakei Geyser Hotel. This hotel is situated right in the middle of the North Island of New Zealand. It is a wild and barren land. Indeed, the whole landscape impels the thought that the country travelled through was part of the crater of a huge volcano that once held in its maw the whole centre of the North Island. One was much surprised to come on such an up-to-date hostelry after travelling through such wild country. Every convenience was provided, including a naturally heated swimming pool, fairy pool, post office (where pine cones could be obtained), and last, but by no means least, a bar for the supply of tobacco, cigarettes, matches, etc.
After an excellent lunch, we were taken by our driver to the narrow track that led to the wonders of the Wairakei Valley. We were told to go along the track until we met the Maori guide, who was repairing the track. After five minutes walking we came upon him. “Tena koutou!” (“good-day, all!”) was his welcome, and one of our party replied “Tena koe.” (“Good-day to you”), “Kei te pewhia koe?” (“how are you?”), and he answered “Kei te pai.” (“I am well.”) Then he added, “you have come to see the wonders of my garden.”
This old fellow's name was “Jack.” He was a full-blooded Maori with grey hair, which is not a usual sight amongst the natives. He spoke fairly good English, and I will try and write down the exact words he used when explaining to us the different sights.
“Come along, gents.”
We followed on for a few yards, when Jack turned round and said, “Don't go off the track, gents.”
We had been warned previously about this, so we obeyed like good boys. After going a short distance further, Jack pointed with his little walking stick to the “Twin Pools,” one narrow and the other rather wide. Both are pools of boiling water.
“Now, Gents, these, the two pools, one called the Hineroa (Tall Maiden) and the other the Hinenui (Fat Maiden). Long years ago the
Rotorua and the Wairakei Valley
Steaming Pools, Sanatorium Grounds, RotoruaSuspension Bridge over Huka Falls, Waikato River
Unfortunately we could not go round to get a close up view of the “Champagne Pool,” as a slip had come down and blocked the track. We crossed the creek of hot water which runs down the valley and climbed up the other side where we were able to see the “Dragon's Mouth,” which is a spurting hot spring coming out of an opening resembling a dragon's mouth, while alongside is another called the “Bull-dog.” It is very like a bull-dog sitting on his haunches. From this position we could also see the “Ink Pot,” or “Devil's Hole,” so called because of the dark boiling fluid that rises and falls every few seconds. This “Ink Pot” is referred to as the Maori Cooking Hole. Old Jack supplied the story as follows:—
“Well, Gents, the old Maori say that in the olden times the Maori he used to bring the food from long distance and cook here. Before they come down the hill they ask the Food God and worship him, then they knew they could leave their baskets of food in the pot to cook.”
We moved on to the “Tangi wai” (crying water”) pool and Jack told the legend about this. His story was to the effect that the pool got its name from some Maori woman weeping over the loss of her husband.
In the Wairakei Valley. Maori Guide in the background.
We next saw three boiling pools which are separated, one from the other, by only twelve inches. One contained salt, one soda and the other was a mineral water. Our guide proved this by throwing a handful of silica into each, the salt and mineral ones responding but not the soda. He then showed us his monkeys, which were formations of silica very much resembling monkeys sitting up, having been so formed by the action of the boiling springs.
Jack informed us that this was the first half of the valley and that it was very ordinary compared with the second half. The next pool he called his tide gauge, because, he claimed that, although we were in the middle of the North Island, 150 miles from the sea and about 2,000 feet above it, the rise and fall of the tide affected this pool. To show to what precision of time these pools played, he worked off quite a bit of magic. When we arrived opposite this pool, Jack said, “Now, come on and let the gents hear what you have to say.” The pool immediately started to play, and whilst it was playing, Jack told his story keeping an eye on his watch. “Now, Gents, this what I call my tide water gauge. When it low water on the coast this pool low, and when it high water this pool high. This pool in direct line with White Island (a boiling sulphur island off the coast) right in line with volcano chain.” Then, addressing the pool, he said: “Now I finished my talk,
We crossed a small bridge in the centre of which there is a spasmodic spouting from a small geyser. Jack told us when to run past. It was appropriately named “Hell's Gate.”
We passed on to where there are some small pink terraces formed. On top of these (about twenty feet up) a small pool boils over every twenty-five minutes and gives a very pretty effect with the boiling water trickling down the steps.
We were next shown where the Prince of Wales' Feathers are produced. This is a small geyser so arranged that if the cold water running into it is cut off, it boils up in twenty minutes and throws cut three jets of boiling water and steam which resemble the feathers.
The “Dancing Rock Pool” was next visited. This is a pool of boiling water, about six feet across set in the rocky side of the creek. Just underneath the surface of this pool is a rock which is just visible and when it lifts three times —“Go for your life!”—the boiling water is thrown right around the edges. This was another instance of clockwork regularity.
“Well, Gents, this is the Dancing Rock Pool,” said Jack. “When the White Man come to New Zealand he bring the sheep, the dog and the elephant. He also bring his wife and child and a chair to sit down on.” This explanation referred to the formations of silica which resembled these figures. “Here you see the back of a woolly lamb [This is very distinct, resembling the hindquarters and tail of a woolly lamb]. Here you see the head and trunk of the elephant [The resemblance also good]. Here you see the dog, and over there the chair with the woman and child on her breast” [This last very life-like].
Dancing Rock Pool, Wairakei Valley
There was still one more place to visit, where one could sit on a rock and feel it lifting, but unfortunately, or shall we say fortunately, owing to the recent heavy rains something had “gone wrong with the works.” We were, however, able to hear a low crackling noise which denoted the lifting of this stone. We were now able to get a view of the “Champagne Pool” which was sparkling and bubbling all over like a glass of champagne.
This concluded our valley trip, and after improving the financial position of Jack, we retraced our steps to the Geyser Hotel where “the cup that cheers but not inebriates” awaited us; after which, one of our party having spied a gramophone, we endeavoured to reduce the pile of the sitting room carpet by some weird movements thought to be dancing.
It was then decided to have a swim in the hot swimming pool and three of the party indulged whilst the others took snaps of the bathers. The prints are not for public view.
(To be continued.)
Stephen Leacock
[Reprinted by permission from the “Lyttelton Times”].
Last week it was mother's birthday. There has been so much talk in the papers lately about Mothers' Days, and people doing things to show how much they appreciate their mother, that in a big family like ours the idea takes hold. So we decided to have a special celebration of mother's birthday. We thought it a fine idea. It made us all realise how much mother had done for us for years, and all the efforts and sacrifice that she had made for our sake.
So we decided that we'd make it a great day, a holiday for all the family, and do everything we could to make mother happy. Father decided to take a holiday from his office so as to help in celebrating the day, and my sister Anna and I stayed home from college classes, and Mary and my brother Will stayed home from High School.
It was our plan to make it a day just like Christmas or any big holiday, and so we decided to decorate the house with flowers and with mottoes over the mantlepieces, and all that kind of thing. We got mother to make mottoes and arrange the decorations, because she always does it at Christmas.
The two girls thought it would be a nice thing to dress in our very best for such a big occasion, and so they both got new hats. Mother trimmed both the hats, and they looked fine, and father had bought four-in-hand silk ties for himself and us boys as a souvenir of the day to remember mother by. We were going to get mother a new hat too, but it turned out that she seemed to really like her old grey bonnet better than a new one, and both the girls said that it was awfully becoming to her.
Well, after breakfast we had it arranged as a surprise for mother that we would hire a motor car and take her for a beautiful drive away in the country. Mother is hardly ever able to have a treat like that, because we can only afford to keep one maid, and so mother is busy in the house nearly all the time. And of course, the country is so lovely that it would be just grand for her to have a lovely morning driving for miles and miles.
But on the very morning of the day we changed the plan a little bit, because it occurred to father that a thing it would be better to do even than to take mother for a motor drive would be to take her fishing. Father said that as the car was hired and paid for, we might just as well use it for a drive up into hills where the streams are. As father said, if you just go out driving without any object, you have a sense of aimlessness, but if you are going to fish, there is definite purpose in front of you to heighten the enjoyment.
So we all felt that it would be nicer for mother to have a definite purpose; and anyway it turned out that father had just got a new rod the day before, which made the idea of fishing all the more appropriate, and he said that mother could use it if she wanted to, in fact, he said it was practically for her. Only mother said she would much rather watch him fish and not try to fish herself.
So we got everything arranged for the trip, and we got mother to cut up some sandwiches, and make up a sort of lunch in case we got hungry, though, of course, we were to come back home to a big dinner in the middle of the day, just like Christmas or New Year's Day. Mother packed it all up in a basket for us ready to go in the motor.
Well, when the car came to the door, it turned out that there hardly seemed as much room in it as we had supposed, because we hadn't reckoned on father's fishing basket and the rods and the lunch, and it was plain enough that we couldn't all get in.
Father said not to mind him; he said that he could just as well stay home, and that he was sure that he could put in the time spading in the garden; he said that there was a lot of rough dirty work that he could do, like digging a trench for the garbage, that would save hiring a man, and so he said that he'd stay home; he said that we were not to let the fact of his not having had a real holiday for three years stand in our way; he wanted us to go right ahead and be happy, and have a big day, and not to mind him. He said that he could plug away all day, and, in fact, he said he'd been a fool to think there'd be any holiday for him.
But, of course, we all felt that it would never do to let father stay home, especially as we
So in the end it was decided that mother would stay home and just have a lovely restful day round the house, and get the dinner. It turned out anyway that mother doesn't care for fishing, and also it was just a little bit cold and fresh out of doors, though it was sunny, and father was rather afraid that mother might take cold if she came.
He said he would never forgive himself if he dragged mother round the country and let her take a severe cold at a time when she might be having a beautiful rest. He said it was our duty to try and let mother get all the rest and quiet that she could after all that she had done for all of us, and he said that that was principally why he had fallen in with the idea of a fishing trip, so as to give mother a little quiet. He said that young people seldom realise how much quiet means to people who are getting old. As to himself, he could still stand the racket, but he was glad to shelter mother from it.
So we all drove away with three cheers for mother, and mother stood and watched us from the verandah for as long as she could see us, and father waved his hand back to her every few minutes till he hit his hand on the back edge of the car, and then said that he didn't think that mother could see us any longer.
Well—we had the loveliest day up among the hills that you could possibly imagine, and father caught such big specimens that he felt sure that mother couldn't have landed them anyway, if she had been fishing for them, and Will and I fished too, though we didn't get so many as father, and the two girls met quite a lot of people that they knew as we drove along, and there were some young men friends of theirs that they met along the stream and talked to, and so we all had a splendid time.
It was quite late when we got back, nearly seven o'clock in the evening, but mother had guessed that we would be late, so she had kept back dinner so as to have it just nicely ready and hot for us. Only first she had to get towels and soap for father and clean the things for him to put on, because he always gets so messed up with fishing, and that kept mother busy for a little while, that and helping the girls get ready.
But at last everything was ready, and we sat down to the grandest kind of dinner—roast turkey and all sorts of things like on Christmas Day. Mother had to get up and down a good bit during the meal fetching things back and forward, but at the end father noticed it and he said she simply musn't do it, that he wanted her to spare herself, and he got up and fetched the walnuts from the sideboard for himself.
The dinner lasted a long while, and was great fun, and when it was over all of us wanted to help clear the things up and wash the dishes, only mother said that she would really much rather do it, and so we let her, because we wanted just for once to humour her.
It was quite late when it was all over, and when we all kissed mother before going up to bed, she said it had been the most wonderful day in her life and I think there were tears in her eyes. So we all felt awfully repaid for all that we had done.
A Dog Story
In the early days the Railway Department had many hard cases on its pay roll, and many good yarns are told of one Sam Cameron, a guard in the Southland district. Sam was a quick thinker as the following incident proves. When Sam started on his run one morning a lady brought a small poodle to the van and the poodle was duly placed in the dog-box. Somewhere along the road a bull-dog was placed in the dog-box, but when it was being placed therein the poodle escaped. At the next station there was sheep killing works and Sam slipped across and got hold of a sheep's pluck which he threw into the dog-box. When the train arrived at its destination the owner of the bull-dog duly took delivery of his dog, and the lady came along for her poodle. Sam whistled to bring the poodle out, but as it did not appear, he made a close inspection of the box. Pulling out the windpipe, which was all that was left of the pluck, Sam held it up and said, in a horrified voice, “My God! lady, that's all that's left of your dog.”
(ByR. E. R .)
After the steam locomotive, the Westinghouse Air Brake may be ranked as the next most important invention associated with railways. Its services in the protection of life and property are unique. By its adoption trains were enabled to run faster, more safely, and to be stopped in a much shorter distance.
In ordinary service it requires several minutes for a train starting from a standstill to be accelerated to a speed of about 30 miles an hour. But should the automatic brake be applied when the train is moving at its highest speed, it can be brought to a stop in a few seconds of time and in a few feet of distance. Consider one of the Westinghouse brake tests carried out in New Zealand some years ago. A train weighing 212 tons and running at a speed of 33 miles per hour was stopped in 16 seconds and in a distance of 330 feet. The amount of power required to keep this train moving at a speed of 33 miles an hour would be about 17,000,000 lbs., and it would take about the same amount of power to bring the train to a standstill.
In actual service the Westinghouse Air Brake on a train is much more powerful than the engine that is hauling the train. Thus, though the engine may be in full steam and be exerting its maximum power, the train will immediately stop if the air brakes on the train are fully applied.
Although the working and manipulation of the air brake is very simple and the brake is always ready for action, it is advisable in train service, when trains are running between important stations, to make as few stops as possible. Each train stop adds to the cost of running the train, and by cutting out unnecessary stops, and also by shortening station and other train stops, a considerable saving of expense as well as of time, can be effected.
In the old days when only hand brakes were in use, both the engines and the trains were fitted with wooden brake blocks. Later, cast iron brake blocks came into service (one on each wagon). This was before the Westinghouse brake was invented or brought into general use. It was then often necessary for the engine-driver to make preparations for stopping the train a considerable distance away from the station or stopping place. When running down grades all hand brakes were generally pinned down and the enginedriver was never sure where the train would eventually stop. Even in those early railway days, the enginedriver did some really fine work. At that period the extra time required to stop the trains meant a larger consumption of coal and water, besides making the whole journey longer.
After the Westinghouse brake came into service the trains were speeded up and the distance of the train stop was very considerably shortened thus lessening the time for the train journey. The stopping cost of trains involves such questions as the amount of coal and water consumed; the wear and tear of the brake blocks, brake gear, etc.; the length of time the train is standing at the station; and the amount of power required to re-start the train.
Train stop costs were carefully calculated in the United States some years ago and the following is an endeavour to bring these costs up to date. The figures (approximate) are for passenger trains of seven and eight cars, of a total weight including engine and tender, of 530 tons and running at 50 miles per hour:
With any trains, it is an economical factor and good railway practice to run a journey with as few stops as possible, through trains if fully loaded being the most payable. The continual stopping and starting of trains has a considerable bearing on the life of the rolling stock. This can be readily understood when we take into consideration the strains and stresses that take place in the draw gear when a train is being started. These strains and stresses are not lessened until the train has been working for some time and the velocity of the vehicles has become uniform—factors which apply also to trains that are being stopped.
When trains are equipped with automatic power brakes, it is possible to keep them moving at a fairly high speed when entering railway stations and to make a good train stop in a very short distance, thereby saving time. A quick brake release can also be made, enabling the train to start promptly. When travelling down grades the speed can be kept safe and
Some years ago a train weighing about 1,000 tons was safely controlled down one of the steepest railway grades in New Zealand, and a small part only of the air brake force was utilised during the whole operation.
In the United States—the country of long and heavy trains—trains of 17,000 tons are being safely handled. (The United States ton is 2,000 lbs.)
In nearly every country of importance the railway authorities are endeavouring to increase the tonnage, speed, and length of trains. In every case the safety appliances are progressing and keeping pace with general railway advancement. Without the use of the automatic air brake and other safety appliances, this progressive policy could not be carried out. Generally these improvements are costly, and the upkeep considerable, but it is a paying policy as it enables the railways to handle heavier and longer trains and to give quicker service and delivery.
Trout fishing in the Waiau River, South Island, New Zealand
Moreover the provision of safety appliances is an insurance against accident. One serious railway accident may be a calamity, involving the loss of human life and destruction of rolling stock. The Westinghouse Air Brake, properly installed, well cared for, and efficiently handled, as it is in New Zealand, is a tremendously important factor in the safe operation of trains.
I was travelling on an express train a short time ago, when the enginedriver of the train remarked to me: “Well, the Westinghouse brake saved me two accidents this morning. There were two slips on the line and I was able to stop in time.” While the travelling public may grumble at little inconveniences or delays that will at times occur, they should remember that the New Zealand Railway Department (and this includes the whole railway staff), are doing all they possibly can to make railway travelling safe and comfortable. Our slogan is “The safety of the public” and the safety record of travel by rail in New Zealand proves how effectually this slogan functions.
(ByW. H. H. , Grad. I.E.E., Automatic Signalling Inspector, N.Z. Railways)
Grapes
I do not think it would be out of place at the present juncture to broadcast a little of what the Signalling Branch of the New Zealand Railways is doing. Now one of the most important factors in a railway system is the signalling, as without efficient signalling trains cannot move with any semblance of order, or regularity. The importance of other factors is fully recognised, but without the signal to guide and protect the movements of trains their efforts would be useless.
Whilst confining this article to automatic and power signalling, I would like in passing to refer to an old and staunch friend, “mechanical interlocking and signalling.” This system has stood the test of time and proved true right down through the periods of the railway world and, but for it, Great Britain could not, to-day, effectively control the immense traffic carried upon her bewildering network of railways. In quoting from a recent press announcement I think it is valuable testimony that during last year 1,700,000,000 passengers were carried without the loss of a single life through any cause due to the signalling and interlocking arrangements. Great Britain has always been the home of mechanical interlocking and signalling, and to-day stands paramount in that respect.
Automatic signalling has never been an experiment, as from the very first introduction the system was a success. It has progressed by leaps and bounds. This modern era dates back to 1903 and since that date the mechanical has steadily been giving way to the electrically worked systems. During the early stages of electric signalling, direct current was used, both by generation and battery power, and this to a certain extent retarded the progress and limited the scope of the systems as to distance of supply. At the same time the safety factor was reduced by the possible influences of foreign currents. This was soon changed by the application of alternating current which removed all these handicaps, and has been a success since its adoption, it being possible to design all appliances to operate on this form of supply, and not only to equip large yards and stations, but also to transmit energy to long distances enabling signal engineers to extend the protection and increased capacity which electric signalling provides. Upon the introduction of the three position automatic signalling it was soon found that the capacity of running lines was considerably increased and the “safety factor” was raised, thus satisfying the paramount requirement of any signalling scheme that “the signal indications must be reliable.”
The system which is in use on the New Zealand Railways is based on the A.P.B. or Absolute Permissive Block, meaning the absolute spacing of trains from crossing loop to crossing loop and permissive spacing for following movements, but with a number of modifications introduced by the signal and electrical branch of the New Zealand Railways which makes it an ideal system and, for a given expenditure, provides greater safety and more capacity than any other form of signalling.
The main basis of this system is the “Track Circuit.” By its means every part of the railway track between signals or in yards where electric power signalling is installed is electrically alive. Power is fed at one end to the rails, flows thereon to the next signal and is then taken to a relay, the end portions of track between signals being insulated by wooden fishplates and the rails from end to end being bonded together. This relay is called a “track relay,” and is really the heart of the system. Without its aid the continuity of the system fails as its functions are to denote when a train is occupying its track, cut off all feed, and place signals at “Danger.”
The main purpose of automatic block signals is the spacing of trains and the supplying of information to the enginedriver as to the presence of other trains which are about to interfere with his movements or speed, this information only being possible when the position of all switches, etc., is correct and the track clear.
The spacing of signals is a matter to be decided upon so as to obtain the utmost running value from the traffic offering, and for double line working it is quite possible to arrange one to three minute intervals between trains according to speed.
It is the moving trains that earn the revenue, therefore, the quicker a train completes its journey due to increased signalling facilities the quicker the rolling stock may be again utilised for revenue earning purposes.
Faster running, increased services, and safety factor 100 per cent. can easily be claimed for three position automatic signalling. Other advantages are, the saving of staff, which means
The first installation on the New Zealand Railways was the double line between Lambton Station (Wellington) and Lower Hutt, which has proved an unqualified success. This was the means of saving the services of eight signalmen as all the existing signal boxes were converted into switch-out boxes, (it being possible to switch in at a few moments notice and this operation being carried out by any member of the station or train staff) and giving a spacing movement of trains to 3/4-mile. This installation was immediately followed by equipping the single line from Lower Hutt to Upper Hutt, superseding the electric tablet system and releasing the services of another eight men.
Arrival and Departure Signals, Haywards (North Island)
The signals used for both these installations were the three position upper quadrant semaphore arm signals giving a “danger” indication in the horizontal position, caution indication in the 45° position, and clear indication in the 90° position. This system provides for complete head
Colour Light Signals, Otira (Greymouth Line)
The Race traffic working under this system between Trentham and Lambton has proved to be ideal, it being possible to despatch trains, if necessary, at intervals of one minute 25 seconds. The writer noticed on a recent date the flexibility which this system provides. This was as follows:—Owing to slips in the Manawatu Gorge it was necessary to run the Napier expresses via the Wairarapa instead of the Manawatu line, and a race train had just cleared the signal in advance of Trentham when the “down” Napier whistled; the racecourse loop points were placed normal, the main down departure signal cleared, and the Napier express ran through at slightly reduced speed, clearing the signal in advance in plenty of time to permit the next following race train to leave on time. Similar uninterrupted sequence of traffic would have been impossible under the Tablet system.
This system also gives an indication to an engineman of an opposing train to cross, as when two trains are approaching a crossing loop, from opposite directions, caution signals are displayed on the last automatic signals nearest the loop. These signals being for the time distant signals, enable the arrival signals to be approached with trains under complete control and thus safeguard the possibility of over-running signals.
Not only does this system apply to working between stations, but it also extends to those stations and goods yards which are termed electric power interlockings, giving the fullest elasticity and protection of movements into, out of, or within the yard; the whole operation being controlled from a small lever frame situated in the Stationmaster's or other convenient office, it not being necessary to build any special signal to house the frame.
Another advantage of the system is that all members of the staff who have to use velocipedes on portions of the line where there are tunnels and heavy cuttings, after becoming acquainted with the working, can, at a glance, find out whether there is a train opposing or following them.
For those readers who are not yet acquainted with this advantage I will detail a few points to be observed. If you are going along and both “up” and “down” signals are at clear (green) the section is clear of all traffic—except velocipedes or material trolleys which do not affect the signal indications and which, in the writer's opinion and backed up by one or two practical instances, call for constant vigilance. If the signals you are facing change to red a train is in the same section and opposing you. If on passing a signal location you look back and find a red indication on the signal you have just passed, a train is following you and in the same section. (To be continued.)
Arrival and Departure Colour Light Signals, Moana
An Experimental Trip
The question, raised on more than one occasion, as to whether or not the maximum allowed speed of express trains in New Zealand, viz., 50 miles per hour, is excessive for a 3 ft. 6 in. gauge, recalls an experimental trip made on 20th July, 1892,—34 years ago—to test the speed capabilities of the Wellington-Manawatu line. The results of the test are sufficiently interesting to put before the readers of our magazine, and should provide the travelling public with ample proof that the New Zealand express trains to-day are run at a speed well within the margin of safety.
The engine used for the test was one of the then recently imported Baldwin engines (Class N), having 15 in. cylinders, 20 in. stroke and 4 ft. driving wheels —six coupled. The load consisted of one double-bogie carriage and one van; total weight including engine and tender, 70 tons. On the engine (which was driven by Driver Fryer, efficiently supported by Fireman Taylor) were
Spans of new overhead bridge at Whangarei being placed in position by 7-ton crane
At a similar rate of travelling, Palmerston could easily have been reached in another five minutes.
“The return journey was made at a much slower rate of speed. Even so, however, the speed was very good, being generally from 35 to 45 miles an hour. From Paekakariki to town some faster work was done, 50 miles an hour being run between Porirua and Tawa Flat, and the steep incline of 4 1/2 miles from the latter station to Johnsonville being ascended in the unprecedented time of 7 minutes. The trip was altogether a very remarkable one, illustrating in a very striking manner the potentialities of our narrow gauge.”
[We are indebted to Mr. J. Taylor, Locomotive Inspector at Dunedin, for the “Post” extract, quote above. This clipping was found amongst the effects of the late Mr. J. Foster (an engine-driver well known to railwaymen in and around Wellington), and handed by a member of his family to Mr. Taylor.—Ed. “N.Z.R.M.”]
Systematic Methods Appeal to Shops Foremen and Leading Hands
A Striking feature of the new methods introduced as part of the Railway Workshops reorganisation is the enthusiasm with which those responsible for carrying through the system have hailed the improvements already adopted. An instance of this is afforded at Petone Workshops, where the Workshops Manager has started monthly evening meetings of all Foremen and Leading Hands. At these gatherings a lecture is given and discussion follows. They have been described as “real live meetings.” The following is the text of an address delivered thereat by
Gentlemen, my object in calling you together this evening is for the purpose of having a little “talk” on scheduling and planning. As most of you are aware it is some 18 months since scheduling was introduced at Petone and the time seems opportune to me for those concerned to get together and discuss the system in the light of actual practice. Sufficient practical experience has now been obtained to enable us to intelligently consider the merits of the system and the benefits resulting from its introduction. Certainly, several serious disadvantages under which we laboured in the past and of which we were vaguely aware, such as out-of-date appliances, insufficient shop room, unbalanced staff, etc., have been definitely revealed, but to my mind the most important lesson taught us, is that, through the co-ordination and co-operation which the system induces, we have been able, without the least additional physical exertion, to appreciably reduce the number of days vehicles are under repair. Excellent as this result is, gentlemen, there is not the slightest doubt it can be made better still, providing we all give the system the study and consideration it deserves. The success of any system, no matter how good that system may be, is, in a large measure, dependent on the co-operation of, and enthusiasm shown by, those directly concerned with its actual working.
Now, in order that we may judge the system fairly, let us, for the moment, call to our minds the conditions existing prior to its inauguration. On the locomotive side an engine would be brought in for repairs, stripped, and from then on the Leading Hand would be at his wits' end to keep track of his material and gear. And frequently, when the repairs were nearing completion it would be discovered that some part was missing or had been overlooked, with the result that the various departments would be thrown into confusion through having to rush the job through, very probably, when other urgent work was in hand. Such occurrences were a source of irritation to the Departmental Foreman and Leading Hands, who rightly resented being pushed in such circumstances. On the car and wagon side similar conditions existed. Under the schedule system such trouble is completely eliminated, every department being supplied with schedules showing the dates material will come to hand and the dates it must be repaired by and returned to the Leading Hand concerned. So that, in addition to avoiding departmental delays we find under the schedule system that:—
1. The Leading Fitter in charge of an engine or other work is relieved of the constant worry formerly entailed in chasing his material.
2. The work of the several departments is facilitated through the schedule enabling each job to be carried out in its correct sequence
3. Weaknesses in staffing, plant, lay-out, etc., are clearly indicated and remedial measures are thus made possible.
4. The system does not necessitate any man working harder than he did under the old conditions.
Clearly, in these results alone, something worth while has been achieved.
Now, let us see how we can still further improve the system. As a start I should like to see our Foremen and Leading Hands endeavour to make up schedules, in detail, themselves. There is nothing in the work to be afraid of; it is interesting; and it is surprising when once a start is made, how anxious one becomes to continue and improve on past efforts. It is pleasing to note that some Officers and Leading Hands have already interested themselves in this direction and I will tell you of an example which was of real assistance to the Schedule Officers and myself. When the 56 ft. car schedule was in the making we found that the General Car Foreman had already prepared a schedule for the departments under his control. Using this schedule as a basis, the Schedule Clerk, with the various foremen, was able, without difficulty, to build the schedules of the other departments round it and so save a vast amount of time. This simply shows what can be done by anyone sufficiently interested to make an effort.
Now, I suggested, a moment ago, that schedules be made up in detail, and I would like to stress the importance of this being done. In practice it is found that if sufficient details or items are not shown on the schedule, its practical value is very much reduced. This will, I think, be obvious to you, because, clearly, it is little use making a timetable for some items, if, at the same time, many items on the same job are omitted and left to chance. The main thing, however, gentlemen, is to make a start, and I suggest that you each take your pencil and paper and see what you can do.
Another matter the importance of which I desire to impress upon you, is the reporting of delays. To my mind this is one of the most important phases of schedule working, because, if delays are not reported, it is quite impossible to investigate the cause and take such action as will obviate similar trouble in the future. To assist in this direction we have now developed graphs which, by a system of coloured lines, show, in picture form as it were, the position of any particular job. The one I am now exhibiting is for the 5 special Sleeping Cars in course of construction, the meaning of the various colours being as follows:—
The Buller Road, West Coast, South Island
Yellow—Waiting Blue Prints.
Red—Waiting Material.
Green—Operation Delays.
By thus recording the progress of work it is possible for the management to see at a glance how the job stands, but more important still, any weaknesses are clearly shown, enabling intelligent action being taken to remedy matters.
Considerable attention is also being given to the question of job costs and overhead charges. In the past our methods for keeping an efficient check on these, have been of rather a crude nature, yet the necessity for such action cannot be too strongly stressed. Economy consistent with efficiency must be our slogan if we are to successfully play our part, and undoubtedly Foremen and Leading Hands have a wide scope for activity in this direction.
What's In A Name?
Some Thoughts on Optical Impressions
Mr. W. T. Penny, veteran secretary of the Palmerston North A. & P. Show Association, is also a railway fan. He writes thus of trains and names, engines and colours:—
Will you kindly allow me as an outsider to tender you very sincere congratulations on the very excellent journal now being regularly issued by the Department. I have had each of the five publications and have read them practically through with the greatest interest. This evening I have perused No. 5 and am impelled to address you with a twofold object, the first being to place on record my appreciation and secondly to offer what may perhaps appear to be a somewhat trivial suggestion.
Let me explain that from my boyhood which was spent in the old Homeland, I have always been attracted by railways, in fact I just failed to obtain a cadetship on one of the larger Railway Companies not long after I left school—that was forty years ago. The “London and North Western” and “Midland” Companies both had lines in my native town, and one of our boyish amusements was to collect the names of the L. & N.W.R. engines. No doubt there are many of your readers who remember that famous engine the “Charles Dickens” that hauled the Manchester-London Express so many years. I think it made its last trip as a fast express engine the last time I was in England in 1901 or 1902. They had good stuff and excellent workmen at Crewe. The “Cornwall,” an engine with an exceptionally big driving wheel was another one that I well remember.
But I am drifting away from the second part of my object in writing you which was prompted by Mr. Munro's article on “Development of Locomotive Power in California” in which he states, inter alia, that “The railway Companies of U.S.A. have a happy plan of giving romance to railway working by naming not only their trains (e.g., the Sunset Limited), but also their locomotives and railway carriages.” He also states that “an extension of the principle to all express trains and locomotives would meet with general approval from the public, who, in this country, actually have a proprietary interest in them.” Mr. Munro's sentiments have my cordial support and approbation. But I wish to go a step farther, and I am prompted herein by “Paint Brush's” interesting article in which he states that only two or three colours are used in the New Zealand Railways Workshops. This is amazing and let me here say that the very drab appearance of both locomotives and carriages was one of the first things that forcibly struck me when first I landed in New Zealand in the year 1888. It effectually killed any interest that I might have still retained for railways and which revived as keenly as ever when visiting Great Britain again in 1897. Can one ever forget the Royal train drawn by the “Royal Sovereign”—a mass of scarlet and polished brass, with crossed flags and Royal Arms in front—when Queen Victoria visited the North of England? The sight of that brilliant turn-out remains well fixed in my mind and I contend, perhaps wrongly, that expenditure to this end is well worth while.
If there is glamour to attract the young much of that glamour will remain with them in after life. Let us by all means have polished brass name plates on our passenger engines at any rate—native names if you like,—also some brighter colours and more of the New Zealand coat-of-arms on the passenger trains. Visitors to our country note these little details, and I am entirely with Mr. Munro that it would meet with the general approval of the public. I thank you in anticipation for a little space to promulgate these views and wish both the Department and the journal every success
British Railway's Effort To Regain Traffic.
“Modern Transport” states that the directors of the London Midland and Scottish Railway Company at a recent meeting, agreed to purchase from the Sentinel Waggon Works (Ltd.), of Shrewsbury and London, thirteen Sentinel-Cammell steam rail passenger coaches, to be put into service on selected sections of main lines and also on their railways in various parts of England and Wales serving sparsely populated areas, in order to provide economically-operated passenger services, and simultaneously regain an adequate proportion of the traffic which has already been secured by omnibuses and other road vehicles.
Kindness.
Monetary Awards and Commendations (October)
Burton, W. D., Assistant Workshops Foreman, Petone.—Awarded a preliminary bonus of £15 for suggested improved ratchet for pulling in cylinder bushes.
Christie, N. C., Fitter, Frankton Junction.—Awarded £25 in recognition of his part in the development of the present standard bridle.
Davis, T. F., Boilermaker, Petone.—Awarded £2 for suggested gusset stay for steps of “La” wagons.
Espersen, M. T., Leading Fitter, Petone.—Awarded a preliminary bonus of £6 for suggested method of fixing moulding boxes to table of moulding machine.
Godber, A. P., Assistant Workshops Foreman.—Commended for interest and initiative displayed in connection with suggested mandrel and double tool holder for turning locomotive axle box crown brasses.
Hanna, W. T., Clerk, Christchurch.—Awarded £5 and commended for suggestion in connection with the renewal of ledger accounts.
Hodge, J., Boilermaker, Hillside.—Awarded £1 for suggested slotted bolt for holding spark arresters.
Henry, W. T., Boilermaker, Petone.—Awarded a preliminary bonus of £10 for ingenuity displayed in designing a tool for making spacing block and binding hoop out of one piece of steel in two operations.
Jenkins, C. A., Workshops Foreman, Invercargill. —Awarded £2 and commended for time and thought expended in formulating a proposal dealing with the matter of advertising the Railway Department on the back of passenger tickets.
Kidman, H. V., Porter, Otorohanga.—Awarded £2 for suggestion that a long iron or hardwood “arm” be used to facilitate the handling of sheep and timber wagons.
Smith, E. W., Leading Fitter, Petone.—Awarded £2 for suggestion for the prevention of cracked freight car bogie channels.
Seaton, W., Leading Lifter, Wellington.— Awarded £2 and commended for interest displayed in suggesting alteration to freight bogies to facilitate the replacing of broken springs.
Abraham, H. L., Enginedriver, Otira.—Suggestion in connection with a hinged bow for pantograph collectors on electric locomotives at Otira.
Buick, W. B., Fitter, Petone.—For time and thought expended in formulating various proposals.
Hudson, C. E., Tinsmith, Addington.—Suggested method of attaching bevel-edged glasses to hand signal lamps.
King, W. H., Shift Engineer, Otira.—Interest displayed in submitting suggestions in connection with the electrical arrangements at Otira Power House.
Lister, D. C., Shift Engineer, Otira.—Suggested method of handling oil for cleansing purposes at Otira.
McDonagh, H. E., Lifter, Westport.—Suggested improved capstan hook.
O'Malley, W., Clerk, Port Chalmers.—Suggested method of calculating the overhang of timber.
Seaton, W., Leading Lifter, Wellington.—Suggested alteration in the method of suspending springs in car bogies.
Talbot, W., Cranedriver, Addington.—Suggested method of strengthening buffers.
The Administration invites ideas likely to effect economics or improvements in any phase of Railway operations.
To the keen, observant employee, methods for improving the service sometimes suggest themselves in the course of the day's work.
Your suggestion or invention may be valuable both to yourself and to the Department. Do not hesitate to send it along to the Secretary, Suggestions and Inventions Committee, Head Office, Railway Department, Wellington.
Note—Although the suggestions and inventions listed have not all been adopted, the enterprise of the members concerned is greatly appreciated.
Remember.
You come not, as aforetime, to the headstone every day,
And I, who died, I do not chide because, my friend, you play;
Only, in playing, think of him who once was kind and dear,
And, if you see a beauteous thing, just say, he is not here.—From “Ionica.”
Clerk:
Pringle, J., to Business Agent, Grade 4, Wanganui.
Guard:
Highet, W., to Goods Foreman, Grade 6, Picton.
Shunters to Guards:
Johnston, T. C., to Frankton Junction.
Scott, A. N., to Frankton Junction.
Fraser, J. P. H., to Ohakune Junction.
Locomotive Engineer:
Robertson, L. W., to Special Grade 1, Christchurch.
Foreman:
Freeborn, W. G., to Workshop Foreman Boilermaker, Grade 5, Petone.
Leading Boilermaker:
Stewart, D., to Assistant Workshop Foreman, Newmarket.
Turners:
Lawrie, E. H. R., to Leading Turner, Newmarket.
Boilermaker:
Williams, A. J., to Leading Boilermaker, Greymouth.
Machinists:
Taylor, W. A., to Woodworking Machinist, Special Grade, Petone.
Barrett, E. J., to Literary Assistant, Grade 6, Head Office.
Fyfe, A. C., to Leading Iron Machinist, Addington.
Newman, W. G., to Special Grade, Iron Machinist, Hillside.
Skilled Labourers:
MacDonald, E. G., to Fireman (Shunting Engine), Hillside.
McArthur, G. L., to Storeman, Grade 1, Wellington.
Labourers:
Cox, W. E., to Skilled Labourer, Whangarei.
Lifters, to Train Examiners:
Whiten, S. F.
McNamara, M. J.
Firemen:
Kirker, C. G., to Shed Enginedriver, Ohakune Junction.
McConnachie, D. C., to Enginedriver, Dunedin.
Gangers:
Pedlow, H., Grade 1 to Sub-class 10, Dunedin.
Carpenters to Leading Carpenters:
Hart, G. W., to Gisborne.
Macer, J. O., to Dunedin.
Bridgeman to Labour Ganger:
Kchoe, G., to Whangarei.
Surfaceman to Bridgeman:
Lomax, H., to Whangarei.
Surfacemen to Gangers Grade 2:
Belesky, A., to Matawai.
Leineweber, F., to Hunterville.
Collins, T. F., to Putaruru.
From The Bowels Of The Earth.
After spending more than 4,000,000 dollars in exploratory work, the Imperial Oil Company, Ltd., according to its president, Mr. C. O. Stillman, “has at last obtained a supply of crude oil in Canada.” One well in the province of Alberta is now yielding more than 500 barrels daily, and is showing no signs of diminution. This is the famous Royalite No. 4 well, which was “brought in” in October of 1924. In addition to the oil, the well produces daily about 18,000,000 cubic feet of natural gas, 14,000,000 cubic feet of which is distributed for domestic use through the mains of the Calgary Gas Company.
A Toast To Laughter.
Here's to laughter! The sunshine of the soul, the happiness of the heart, the leaven of youth, the privilege of purity, the echo of innocence, the treasure of the humble, the cup of pleasure; it dispels dejection, banishes blues, and mangles melancholy. It is the foe to woe, the destroyer of depression, the enemy of grief. It is what kings envy the peasants, plutocrats envy the poor, the guilty envy the innocent. For laughter is the sheen on the silver of smiles, the ripple on the water of delight, the glint of the gold of gladness; without it humour would be dumb, wit would wither, dimples disappear, and smiles shrivel. It is the glow of a clean conscience, the voice of a pure soul, the birth cry of mirth, the swan song of sadness.—The Log.
The sovereignty of man licth hid in knowledge; wherein many things are reserved that kings with their treasure cannot buy nor with their force command.—Bacon.
Taranaki's Snow-clad Sentinel, Mt. Egmont (8,260 feet)
Address byMr. P. R. , Assistant Chief Mechanical Engineer
Angus
On October 20th
In Britain, U.S., and South Africa, it would appear that the divisional controlling officers, have very much more power than is the case in New Zealand. In the United States, where the railways are owned by private companies, the first job of the chief controlling officer (who is called the President) is to make the business pay, and, within the law, they do as they like. No man's tenure of his job is very secure. It is a case of “deliver the goods or get out.” With the exception of the Presidents, Financial Vice-Presidents and Commercial Vice-Presidents, practically all the controlling officers are young men. The officers in charge of transportation are, generally, civil or mechanical engineers who have also had a thorough training in transportation working.
The South African railways are the most interesting from a New Zealand point of view, because conditions are, in many ways, comparable with our own. There the departmental spirit is almost entirely absent; members all think in terms of “our Division.” One difficulty in South Africa is the problem of co-ordination of divisions. Regional control has grown up naturally on the basis of the old estate systems which were in vogue before the union. Happily, we in New Zealand are not faced with many of the problems such as, race, colour and language diversities, which are the fruitful causes of friction in South Africa. Mr. Angus gave us many illustrations of these. The fact that all the instructions and regulations must be printed in both English and “Afrikans,” and that all employees must be proficient in the use of the latter (very difficult to learn because of its hybrid composition) gives some idea of one aspect of these problems.
The savings effected by keeping engines running practically all day and night were illustrated by examples from the United States and South Africa. For instance:—
(1) Johannesburg to Cape Town—956 miles in 30 hours. One engine, four gangs.
(2) Peitermaritzburg-Komatipoort and back 680 miles run with one engine, caboose and relief gang.
(3) Mafeking-Buluwayo and back—980 miles run with one engine, caboose and relief gang.
On services two and three, the caboose system is in vogue. The gangs work eight hours on and off in turn, sleeping and eating in the caboose. A negro cook attends to the needs of the train crews. This system is responsible for a reduction of almost 50 per cent, in loco, costs.
Almost all the locomotives and rolling stock have been imported as that has been found most economical. There were at one time many classes of locomotives, but these are being reduced to approximately 14. There are about 200 standard goods train engines, each of approximately 41,000 lbs. tractive power (twice that of our “Ab”): Ninety-five Garratt engines up to 54,000 lbs. tractive power, and some engines of 58,000 lbs. tractive power. Main Line passenger coaches are each of approximately 35 tons tare, coupled with M.C.B. automatic couplings. It is not uncommon for 25,000 tons of coal to pass through Ladysmith in 24 hours in addition to passenger and mixed trains and this on a 3 ft. 6 in. gauge with frequent 1 in 30 grades through country similar to the King Country.
Alongside each Loco. Depot a repair shop has grown up. In these shops almost every class of repair is undertaken and this tends to uneconomical practices. Our new system of specialised shops is much preferable, and it must be seen that repairs of a heavy type are not permitted to be done in Running Depot shops.
This is a system of dividing up the jobs in groups according to the class of work. Men are placed according to seniority and ability. It is the best system for the men because—(1) they know what their job will be for a period ahead and therefore can arrange their social and other engagements accordingly; (2) every man gets a “fair deal” because he takes his turn at all the jobs to which his seniority and ability entitle him.
In the United States seniority is not considered to the same extent as in New Zealand; ability is the principal test. Managements do not worry about rotation of day and night shifts, and length of the working day is not restricted by regulation to the same extent as it is in New Zealand.
In the United States, enginemen are paid on engine power and mileage basis—passenger trains 100 miles or five hours equals one day. Goods trains 100 miles or eight hours equals one day. Actually the men made good money, but it is difficult to make a comparison with the similar state of affairs in New Zealand as the cost of living is generally so much higher. However, the conditions under which the men work in New Zealand appear more than to balance any appreciable benefit that may be given the United States' enginemen by the payment of higher scale wages.
Owing to seasonal fluctuations in the amount of traffic offering, men are engaged or their services dispensed with according to the demand. This must be taken into consideration when comparing with the rate of pay ruling in New Zealand where the men are engaged permanently.
Enginemen do not receive the thorough training considered necessary in New Zealand. If firemen are required, the loco, foreman engages the men as they come along. Such men receive a few days training from the firemen instructors (road foremen) and have practically only one examination to pass—that of enginedriver, and this an oral examination. Mechanical coaling appliances and oil fuel locomotives reduce to a certain extent the need for experienced men.
P. Cleary, Photo
Snow Trail over Otira
Conditions in the United States and South African shops were explained.
Mr. Angus made a strong plea for the introduction of some similar system whereby men are rewarded according to their output, though guaranteed their daily wage as well. He appreciated the fact and regretted that men who have experienced such systems in Britain, had cause to look with suspicion on such schemes. A man who had been brought up under the United States methods would, however, not have the same outlook. Modern business men recognised that rates or times once set must never be altered unless an alteration occurred in the design of the article being manufactured, or in the method of manufacture, and if this rule was maintained piecework or the bonus system gave harmonious and satisfactory results.
The method in South Africa where shops committees confer with the management and arrange basis for piece-work or bonus rates was explained.
In the United States safety devices in the operation of trains are not up to modern high standards except in thickly populated districts in the Eastern States. Train control officers regulate the movements of trains, arrange crossings, etc. When the train stops on a main line for any purpose the guard's assistant runs back a few hundred yards and plants a “Flare” on the track. When the train is again ready to proceed he lights the “flare” and then rejoins the train. Engine-drivers of following trains estimate the clearance of the train ahead knowing that the flare takes a certain time to burn out.
Mr. Angus gave numerous illustrations of the methods adopted by the United States railways to obtain business and meet the intense motor competition. Everywhere one is treated with the utmost courtesy. Everything possible is done for the comfort and convenience of clients, not only on railways, but in every class of business.
For instance, you do not obtain your ticket from an official who is hidden behind a poky window; a commodious concourse is provided and you obtain your ticket over a well appointed counter. The idea is that clients become irritated and impatient when kept waiting in a long queue outside a booking window, but, when they can see that the man selling tickets is doing his best they will exercise more patience. The methods of controlling road traffic in the United States were explained. The hotel accommodation and services were commended, and amusing illustrations of their business methods proved that the lecturer is no tyro at the game. Members were so interested that the two hours passed far too quickly. Mr. Angus was accorded a hearty vote of thanks, in appreciation of, perhaps the most interesting lecture of the session.
Wit And Humour
Unsocialised Weather.
Lambert Caspers, a Chieago attorney, told this story at a recent Y.M.C.A. banquet:—
A Kansas farmer, a Dane, applied for naturalisation papers. The judge asked him:
“Are you satisfied with the general conditions of the country?”
“Yas,” drawled the Dane.
“Does the government suit you?” queried the judge.
“Yas, yas; only I would like to see more rain,” replied the farmer.
* * *
A woman and her daughter were at sea during rough weather. After a silence of some time the mother asked, “Are you seasick, dear?”
“No, I think not,” replied the daughter; “but I'd hate to yawn.”
* * *
First Motorist: “I thought you said if I were sociable with the judge I should get off?”
Second Motorist: “Were you?”
First Motorist: “Yes; I said, “Good morning; how are you to-day?' and he replied: ‘Fine-£5.’”
* * *
The Christmas RushBy H. M. Bateman
How the half-back got left
The Greatest Curse.
The Duke de Stacpole, head of a distinguished Irish family, writes in his “Irish and Other Memories”—“An old story is told in connection with the national failing. ‘Drink!’ said the preacher, ‘is the greatest curse to our country. It makes ye quarrel with yer family. It makes ye hate yer neighbours. It makes ye shoot at yer landlord. And it makes ye miss him.’”
* * *
Blood Thicker Than Water.
A London taxi-driver, putting on a spurt to reach a railway at a certain time ran down a eart, upsetting the contents. A police constable, confronting the taxi-driver, demanded his name.
“Michael O'Brien,” eame the reply.
P.C.: “Indeed. That's my name, too. Where do y' come from?”
T.D.: “Cork.”
P.C.: “And so do I. Now just stand there a moment while I go over and charge this man with backing into ye.”
* * *
An old lady, leaving church after a service which had been attended by a crowded congregation, was heard to say: “If everybody else would only do as I do, and stay quietly in their seats till everyone else has gone out, there would not be such a crush at the doors.”
* * *
Algy's Mother:” I suppose yer getting' a good fee, sir, fer attendin' to the rich Smith boy?”
Doctor: “Well, yes. I get a pretty good fee; but why do you ask?”
Algy's Mother: “Well I ‘ope you won't forget that my little Algy threw the brick what ‘it ‘im.”
* * *
A man quite tipsy sagged down on the lobby lounge beside a dignified clergyman.
“Thishs fine hotel,” he began.
“Yes, I find it very comfortable.”
“Whatja say to having a drink?” asked the boozy one genially.
The clergyman's face set severely. “No thank you, I never touch the vile stuff.”
“Shay!” exclaimed the other, “whatja givin' me? You gotcha collar on backwards now!”
Three Wee Maidens
The most efficient social servant is the man who, in mine, mill, railway, factory, office, or bureau, cheerfully works his hardest and best.
—S. Swinburne.
* * *
All who have meditated on the art of governing mankind have been convinced that the fate of empires depends on the education of youth.
—Aristotle.
A Creditable Job
App. Boiler-makers L. Hennessy and B. Leeming did practically all the technical work and also a good portion of the practical work in the making of the new “D” Class boiler illustrated above.
Viz.: Marking off:—
Fire-box plates for cutting and flanging.
Face-plate, front tube plate and throat plate for cutting and flanging.
Barrel and wrapper for cutting planing and rolling.
Copper tube plate for drilling.
Other Work:—
Roll barrel and wrapper plates. Build boiler. Disconnect boiler.
Reassemble boiler after shell was received from hydraulic rivetor.
Fit all braces, stays, dome and tubes.
Rivet foundation ring with hydraulic.
All marking off was examined by special grade boilermaker or leading hand as opportunity offered before drilling or cutting of plates. Plates were chiefly cut with gas, flanging and all furnace work was done by special grade boilermakers.
Assistance was given to Apprentices Hennessy and Leeming to knock down stay, fit dome, line off boiler and fit expansion brackets.
(ByOne of Them .)
It may not strike one when strolling through a railway smith shop, that the oddments of iron, old and new, could be put to more useful purposes than that of being deposited in the scrap heap. For instance, a four inch bar of iron, also bars 3 3/4 × 5/8 are required for making pile shoes and freight has to be paid by the shop that receives the metal. Why not use some of the disused iron fish plates that abound by the hundred in every depot of the New Zealand Railways? Thus: Take two sets of seven fishplates and two rivets through each let; take welding heat on ends of each lot, also a porter bar and attach all three together. Then take final welding heat and produce a piece of iron 4 in. square that would do for three or four shoes. The same method can be applied to switch rods, etc., and, although rather trying on one's apparel, it has been shown that a considerable saving in time, expense and fire can be effected. When it is remembered that all scrap in a shipyard is forged and transformed into stems and keels for ocean liners, and also that the small country smith, by taking two worn horse shoes and heating them can beat them into one new shoe, it appears that something of the same kind could be done in all New Zealand Railway blacksmiths shops with their scrap metal.
The melting points of the following metals are:—
Masterton's Response.
In thanking the farmers of the Masterton district for the manner in which they had supported the Railways last season, Mr. W. A. Marshall, Commercial Agent for the Department, stated at a public meeting recently, that as the result of the Department's appeal last season the bales of wool forwarded through, the Masterton station were 3,800 in excess of those forwarded the previous season.
Things Thoughtful.
Do not look on your work as a dull duty. If you choose you can make it interesting. Throw your heart into it, master its meaning, trace out the causes and previous history, consider it in all its bearings, think how many even the humblest labour may benefit and there is scarcely one of our duties which we may not look to with enthusiasm. You will get to love your work, and if you do it with delight you will do it with ease. Even if at first you find this impossible, if for a time it seems mere drudgery, this may be just what you require; it may be good like mountain air to brace up your character.
Otago Letter
Our Dunedin Representative Opens the Ball
There have been many factors which have contributed to the undoubted success of “Our” Magazine, not the least important being the many instructive articles which have appeared relative to the theory of business in its relation to the railway and its practical application thereto. These articles fulfil a necessary function in connection with the publication; nevertheless they alone cannot be expected to maintain the general interest of its readers and without the support of personal matter affecting the staff the Magazine might develop into a more or less prosaic text book. There is little more exhilarating reading than an account of events which have taken place in our immediate neighbourhood and in which we or our fellows, have played a part. It appeals to a kind of inherent frailty from which none of us is immune, and when it appears as a component part of a paper of wide circulation, we derive satisfaction from the thought that our personal insignificance is less pronounced; that, in fact, we are the cynosure for the eyes of a distinguished company. This is not mere egoism, but rather a creditable elation created by that self-respect which is the foundation of all character. With the object of fostering that personal interest which makes our publication the ready medium for the expression of our business and social life, we are informed space will be found from time to time for news items from the various districts. Otago district with its fair reputation will not be behindhand in producing its quota. The district is large, its members many, and there is a wealth of material awaiting development. Each member is heartily invited to contribute, and his contribution, if suitable, will be accepted with thanks.
Dunedin Reserves
The recent Exhibition was a triumph for the province and a manifestation of the potential wealth and steady industry of the whole of the Dominion. It attracted visitors from far and near. Much has been heard of the teeming thousands who came by rail in comfort. Little was heard in complaint of the accommodation provided—for small was the cause. Here are two who assisted toward the success which attended the splendid effort of the staff as a whole.
(Contributed)
The traffic has been quieter of late, but fairly brisk for this time of the year and it seems the Department is in the way of successfully disposing of the decreases which obtruded themselves all too often in our traffic return of recent years. The success has not been the result of any particular stroke of management, but is due to the general awakening of our service. The service has been on the verge of stagnation, and, not only the public, whom it is designed to serve, but the Department's officials, were beginning to despair of it avoiding the fate of so many State enterprises which have drifted to decay. The change came. The bonds of cold officialdom gave place to sparkling business methods. The talent of the staff which had long been stifled was invited to give itself full vent. The result has been most gratifying and now a railwayman is proud of being a railway employee. The former popular criticism which stultified the railways in the public view is not now apparent, and some of those who once ridiculed what was stigmatised as the somnolent methods of the Department, now have reason to complain of its activity. We have increased our business capacity and are heading towards full efficiency. It cannot be achieved at once, but the new spirit which animates the service will surely attain that goal.
With the general awakening of our huge concern and the success which is attending our united efforts, it seems we can confidently look forward to a period of prosperity.
“Kawarau” has been a by-word in the southern provinces during the past few months and its purport has become known throughout New Zealand. The gigantic scheme by which its originators hoped to reclaim the hidden riches of the river bed, excited people from far and near. Its romantic plan resuscitated the lagging interest in gold mining which had long since faded. The rushes” of the ‘sixties became the daily topics. The possibility of a re-staging of that romantic period when men are reputed to have lit their pipes with bank notes, and when a nugget of gold was of less importance than a plug of tobacco in the miner's pocket, set the place agog. Old and grizzled miners knocked the rust from their dishes which had long lain dusty on the whare shelves, and there arose once again before these worthy veterans a vision of that pile of “dust” which goaded them in their labours in the days gone by. Old and young of more intrepid spirit readily sought shares in the venture which was calculated to lay hold of at least a portion of the golden store, vast enough to redeem the national debt. It seems that the initial closing of the gates has not revealed the anticipated treasure, but those immediately interested display a commendable optimism and are sanguine of the ultimate result.
All this enterprise has not occurred without advantage to the railways which transported large quantities of cement and other material for the Kawaran dam. The latest success has been the completion of a contract to convey a dismantled dredge from Alexandra to Garston a distance of 299 miles. The Nevis Gold Dredging Company has acquired a dredge which has been lying on the banks of the Molyneaux River for a number of years, and intends to assemble it in the Nevis River. The material will be carted to Alexandra, railed to Garston, whence the heavy fittings and material will be packed overland for a distance of 24 miles. The transportation of this material will test the resources of the Department, but the work will be carried out with confidence, and it will serve as a further proof of the efficiency of our service. The traffic which represents four hundred and fifty tons was secured as the result of the zealous and persistent efforts of our local business agent, Mr. Greig, who induced the company to use the rail in preference to the road transport which was contemplated.
The merchants and shopkeepers in our northern centre, Timaru, have lately been feeling the pinch of a lean business period and hit upon the idea of appealing to their clientele by the inauguration of a “shopping week,” No small amount of effort was required to complete the organisation of the innovation, and although perhaps the immediate results were not as gratifying to the organisers as anticipated, the enterprise was far from being a failure. It brought the country people into town and the townspeople were out in force to view the many fine window displays which were produced. The effort did not fill the coffers of the shops, but its indirect effect will be beneficial to business. It shows the tradesmen are keeping up with the times, the vast range of commodities displayed proving to the purchaser that he need not go outside his centre for any article whether it be an exquisite and expensive luxury, or any article of utility at a low price. It gives the purchaser faith in the local article and stimulates trade. The Department
New Zealand Railways 4–6–4 Wab. type locomotive. Weight in working order 71 tons 10 cwt. Tractive force 22,250lbs.
The “Wab” engine is now familiar along the road from Dune-din to Palmerston and the several journeys it has run, which have been of an experimental nature, stamp it as a factor in solving the transport problems over the sharp curves and heavy gradients to be encountered between Dunedin and Oamaru. The irritating delays incidental to “double banking” must be avoided if our express passenger services are to retain their popularity. It is a most dispiriting prospect for the passenger by the late express south to Dunedin to find that on reaching the Puketeraki “bank” the speed suddenly diminishes, and that after a few convulsive puffs the engine comes to a stand. Should it be a wet winter's night the first thoughts of inquiry into the cause of the delay being satisfied they give way to gloomy meditation of a service which inflicts such inconveniences on humanity. The cause is not considered; the topography of the country which has called forth the best talent of our engineers in the laying of the track is forgotten, and quiet reason gives place to testy indifference to the Department's difficulties. The result is not flattering to our railway system. An engine which is designed to minimise these delays is as welcome as a harbinger of spring.
Train Running Problems
As Seen by An Outsider
The Dunedin “Star” recently had something to say about the train running diagrams used in railway transport offices. To trained railway-men the outsiders' viewpoint regarding the intricacies of graph plotting is very refreshing. The report runs as follows:—
“On a series of boards or sliding panels, on the walls of the room are the graphs, which at first sight look like the charts drawn up to show the daily rainfall, or the weekly exports of gold, or some such statistics beloved of Government departments, and at second sight appeared to be a hopeless muddle of crooked lines.
But on examination it is seen that the lines Which ran obliquely from the top or bottom of each graph meant something; there was method—much method—in all this apparent mad riot. Each line represented a train which was to enter, start from, or finish in the district controlled from Dunedin; a district reaching from Ashburton in the north to Milton in the south. The time of departure is noted against it, and its course is followed through small spaces, each representing five minutes of time, until its destination is reached. So that at any time of its journey the men controlling the road know where it is, or should be.
Specials—and some of these have to be provided at very short notice—are shown in red lines, with brackets to indicate any hold-up, that should be necessary to allow the ordinaries to pass. It is in the arranging of the times of departure of all these trains that the skill and experience of the train-running staff comes in. Just imagine having 160 strings in your hands, as ‘twere, with a train at the end of each, and being obliged to keep the strings from tangling, and the long, heavy trains with their human freight from coming together. The up-trains dodging the down-trains, and the expresses winding up to and around the slows!
It is a puzzle all right to the layman; but these officers in the little room in Anzac Square coolly move the pieces into their right places, and at the end of the day the whole thing turns out just like the picture on the box, so to speak.
One would think that the strain and anxiety of the work would tell on these railwaymen; but no calmer or more courteous officers could be found in the service.”
Sunday Excursion—Otira.
The inauguration of Sunday Excursions from Christchurch to Otira is proving a great success. The excursions are being well patronised by the public of Christchurch and suburbs. Those who have done this favourite trip speak in glowing terms of the magnificent scenery seen en route. On Sunday, 10th October, two special trains left Christchurch for Otira conveying over 800 passengers. On the same date an excursion was run from Greymouth to Arthur's Pass carrying 600 passengers accompanied by the Greymouth Municipal Band. This gave the public of Christchurch and Greymouth an opportunity to meet their friends. Over 600 passengers journeyed by road from Arthur's Pass to Otira to view the magnificent scenery through the Gorge. The residents of Christchurch are very fortunate in being able to spend an enjoyable day's outing within easy reach of the city. The popularity of these excursions is evidenced by the fact that this is the fourth run to Otira since July, and on each occasion two trains were requisitioned to cope with the demands.
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A Pleasant Gathering.
A visitor to the Workshop Manager's office, Addington, one day recently would no doubt have been puzzled by reason of the drifting in of representative officers in ones and twos shortly before the hour of three in the afternoon. The visitor, had he been observant, may have noticed a certain individual officer among those present in a state of suppressed nervous excitement. What was it all about? Well, nothing very terrible, really. Mr. Norman Wildermoth was about to commence his leave. This leave was different from other leaves. On this occasion he was to be married. The drifting in of officers was due to the fact that a presentation was pending, and the suppressed nervous excitement on the part of one officer was due to the said officer's contemplation of the event and his speech in reply. However, it was soon over and everybody smiled again. Messrs Stringleman and Cooper said some appropriate things and Mr. Wildermoth replied creditably. The latter departed armed with a handsome dinner set and the good wishes of his fellows.
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Loco Notes.
At a meeting held on Sunday, September 12th, it was decided to form a Cricket Club for members of the Linwood Loco Depot to be called the Linwood Loco Cricket Club. The following officers were appointed:—President, Mr. J. R. Johnston; vice-President, Mr. R. Inglis; Hon. Secretary, Mr. G. J. Joyce; Hon. Treasurer, Mr. J. A. Patterson; Hon. Custodian, Mr. R. J. Peattie; Club Captain, Mr. J. D. McLachlan; vice-Captain, Mr. R. Inglis; Auditor, Mr. E. R. Minifie; Selection Committee, Messrs. J. D. W. McLachlan, R. Inglis, G. D. Maindonald, W. Stokes, R. Higman, A. R. Tregurtha. With an energetic membership the Club very soon became financial and were able to get material, also the securing of a ground on the Waltham Opawa Park. To date the Club has had a couple of practices, and the opening day will be held on Saturday, October 16th. All the members have got the “big idea” and when the selectors pick the team to tour England, quite a few from the club expect to be there.
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Mr. W.J. Elliott Retires.
Some Opinions On The “N.Z.R. Magazine.”
The Magazine is well printed and quite impressive in regard to its letterpress. If it attains its ideals it will have rendered the Dominion a signal service.—Otago Daily Times.
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I would compliment you upon the get-up of the Magazine, and wish it every success.—F. H. Gaveson, London and North Eastern Rly.
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I have read the May issue of the New Zealand Railways Magazine with interest and much appreciation. I trust you will permit me to compliment you and through you, your organisation on the initiative displayed throughout its pages.—C. H. Mitchell, Freight Traffic Manager, Chicago, Milwaukee and St. Paul Rly.
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“This very bright and interesting publication.”—D. E. Lamb, Editor Modern Transport.
Truth is but Justice in our knowledge; and Justice is but Truth in our practice.—Milton.
(ByW. J. Elliott , Ganger.)
I joined the Railway service in 1891 at Napier and was transferred to Invercargill district in 1899, on promotion. I have been stationed at Dunedin, Ashburton, Lyttelton and Christchurch. The most trying experience I have had in connection with my railway career was on the Napier section in 1897. I was then stationed three miles from Napier. Easter of that year was ushered in by the biggest flood in the history of the Hawke's Bay Province. Three rivers, the
Unfortunately a sad fatality occurred in connection with the first boat lowered. A sergeant of police, a constable, and eight Napier citizens, men well known and highly respected, manned this boat and pushed off. They had hardly got fairly started when the force of the water burst a shingle bank on which the railway was built, and the boat was taken out to sea with all hands. All were drowned. To the best of my recollection only two bodies were recovered. It was nearly dark at the time, and nothing was seen of their sad fate.
The flood water commenced to recede at 8 on Friday evening. I left for my home, some three miles away, on Saturday morning at 6 o'clock, and we rowed the three miles over the tops of fences. I was landed near my home which, although a very small house, accommodated 28 of the neighbours who had been flooded out of their own homes situated on lower lying land than mine. The houses were silted up to a depth of over 3 feet. The railway was washed away for miles, and, in some instances, was washed to a distance of 100 yards.
The problem was where to start to effect repairs, and where to get the material—all sleepers, etc., having gone to sea. However, large gangs of men were soon on the scene, and a temporary track was laid for 1 1/2 miles through a swamp. This temporary line took six weeks to complete. It was packed in the first place with bundles of scrub, of course it was subsequently ballasted. During the time repairs were going on, I had to leave my home shortly after 5 a.m. and did not arrive back till about 7 p.m., completely done after a long and strenuous day's work in mud and slush. It was over two years before the line was reconstructed in its old position, two bridges having to be built.
Not only were the Railway Department heavy losers through this flood, but some hundreds of settlers had a severe set back. Not only had they lost their stock, but their land was silted up to a depth of from 3 to 4 feet. Over £30,000 was collected to assist the sufferers, but this did not go very far in relieving their distress.
If the world owes every man a living, every man owes the world a service.
(Contributed)
Mr. John Clark, Officer in Charge of the Thorndon Goods Department, retired on superannuation on the 8th October, after the completion of 38 years service with the Department. Joining the service as a lad porter at Takapau in 1888, Mr. Clark was stationed at different stations in the North Island. He was transferred to Napier in 1891. During his stay in the latter town, Mr. Clark was unfortunate enough to meet with a serious shunting accident whereby he lost both of his feet. Although severely handicapped, he was not daunted in spirit, and was promoted to the first division on resuming duty. Mr. Clark was later stationed at Kaikora (now Otane), Featherston, Eketahuna, Dannevirke, and Hastings, transferring to Wellington in 1909, where he remained until the date of his retirement. Before finishing duty on the 8th October, Mr. Clark was met by a large number of members of the Goods Department's staff, and presented with a handsome clock, suitably inscribed. In making the presentation Mr. Lezard, Goods Agent, spoke in glowing terms of the loyal and efficient service rendered to the Department by Mr. Clark. Several other members also spoke in a similar strain. Mr. Clark in a neat speech thanked the staff for its gift which would always bring back to him recollections of the many happy days he had spent in the Railway service.
The cricket season opened in the Empire City on Saturday, 17th October. The Railway team took its usual place in the field in the Junior grade, meeting Marists at Wakefield Park. Marists batting first compiled 99 runs, while J. Nash captured 7 wickets and finished with a very good average. The Railway team batted throughout the remainder of the afternoon, putting on the respectable total of 263 runs for the loss of 9 wickets. The chief scorers were, W. F. Gill, 110 (not out);
It is with regret that on the first appearance of Branch Notes, I have to chronicle the death of Mr. J. Walker, Assistant Locomotive Foreman, Palmerston North, who passed away on the 4th September last after a painful illness. The late Mr. Walker will be greatly missed, as he had a large knowledge of the local conditions affecting the Locomotive branch. He was a man of strong character, in whom the Department and staff alike had every confidence. Our deepest sympathy is extended to his relatives.
Mr. Fraser, of the Locomotive clerical staff, was on the occasion of his marriage, the recipient of a set of stainless cutlery from his fellow officers. In making the presentation, Mr. McKee, Locomotive Foreman, extended every good wish to Mr. and Mrs. Fraser. Mr. Fraser suitably replied.
The annual leave of members of the Locomotive branch is now well up to date, and members are in readiness to take up the running of the new working timetable, which should shortly make its appearance.
Work on the Railway settlement is now almost completed, and the majority of the houses occupied.
Three new sidings have been constructed in the Palmerston North yard, and are proving of great benefit to the shunting staff. They should also considerably relieve the congestion that consistently occurs during the busy season. The new sidings also provide better facilities for the handling of traffic, both outward and inward, and in this connection it is satisfactory to note that the commercial houses have very favourably commented on the improvements made.
The Rugby season in Palmerston North was not closed until a team selected from members of the Railway Traffic and Locomotive staffs had tried conclusions with a team from the Post and Telegraph Department. After a very willing game the Railway team snatched a close victory by six points to five. Tries for the winners, neither of which was converted, were scored by McKay and Dobson, while Findlay scored for the Post Office team. The referee, Mr. J. Ryan, who had a very difficult task, ably controlled the game.
Stationmasters throughout the district have been busily engaged during the past few months in conducting a personal canvass of the woolgrowers in their respective localities. The results achieved are regarded as very satisfactory, and the wool traffic this season promises to be again very heavy. It behoves every member of the staff to do his utmost to ensure that the traffic receives every attention, and prompt transit, so that stationmasters will be able to approach the growers next season with the fullest confidence.
An official notice entitled “Dangerous practices of motorists, drivers of other vehicles and of pedestrians, at railway crossings,” has been issued by the Railway Commission of Canada, giving to the public a mass of data gathered from the records of the railroad companies, showing the circumstances of several hundred cases of carelessness at highway crossings, during the last 12 months, including not only those which resulted in death or injury, but evidently all which were of such a character as to be useful in conveying a lesson. This information is in the shape of tables, filling 15 pages, giving date, location and brief description, in each case of the dangerous practice; with a column added to show, in the case of automobiles, the license number by which the car or its owner was, or could be, identified. The only comment is a brief introduction to the effect that motor accidents are increasing in frequency, and expressing the hope that the newspapers will join the Board in educating motor drivers and others. “If accidents are to be lessened, the sane motorists must educate the culpably negligent motorists.” From the records of the Canadian National, 124 cases are given. A table of equal or greater length is given from the Canadian Pacific. Most of the cases are those of drivers who persisted in driving upon a crossing in spite of warnings, and often breaking through gates. Tables are given also showing the numbers of pedestrians and bicycles passing over crossings while the gates were closed.
It is interesting to note that in the report of the Superintending Engineer (Constructed Railway) to the Engineer in Chief, Public Works Department, dated 11th July, 1876,—just over fifty years ago—reference is made to the satisfactory nature of the trials of Westinghouse continuous air brake gear, two sets of which were specially imported for trial. The trials took place between Silverstream and Upper Hutt on the 25th March, 1876, and between Auckland and Mercer on the 12th and 15th May, 1876.
The train upon which the first mentioned trials were made consisted of a tank engine (4 wheels coupled), a guard's van and three passenger cars (6 wheels). Estimated weight 37 1/2 tons. The engine and guard's van had the air brake mechanism connected to the ordinary hand brake fitted with wooden chocks. The cars had cast iron chocks, and the brakes on the engine and van were so arranged that they could be worked by hand in the usual way, independently of the air brake. The compressed air for the application of the brake power by the guard was stored in a reservoir under the van.
Similar arrangements obtained in the Auckland tests, except that the train weighed slightly over 59 tons. It was claimed that the trials at Auckland were the most severe to which, up to that time, the air brakes had been subjected in any country.
The engineer concludes this aspect of his report by stating that the advantages of a brake that gave such entire control of the train to the driver and guard on railways with such heavy grades as were common in this country, could not be overestimated.
From the “Auckland Star” of 4th Sept., 1926.
“An announcement was made to-day that the passenger steamer service between Onerahi and Auckland by the Northern Steamship Company will be discontinued after September 23rd, owing to the falling off in patronage due to railway competition. The steamer Ngapuhi makes her last trip from Auckland to Onerahi on the evening of Wednesday, September 22nd.”
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Speaking at a meeting of Motor Transport officers in Atlantic City on the Relationship of Highway Rolling Stock to the Road Bed, Mr. A. B. Moore expressed the opinion that heavy vehicular operation over highways would ultimately be abolished by legislative action because of the damaging effect to the highway surface.
(By “Fishplate ”)
When Jock MacKechnie and the New Zealanders, with the help of the Australians, Canadians and the British army, had defeated the Central Powers, he returned to God's Own and to Jeanie, the Dunedin lassie who had been faithful to him in his absence and had kept his allotment intact in the P.O. bank—in her own name, of course. Being a true Scot, the latter fact helped Jock considerably to make up his mind to settle down, as marrying Jeanie seemed the easiest way of getting her to settle up. So the knot was duly tied in the good old Scots-byterian fashion. Well, as sometimes happens, MacKechnie had been scarcely a year married when a big bouncing boy came home, “both doing well,” as the advertisement said. Jock somewhat bashfully entered the bed-room to make the acquaintance of his newest and nearest relation, and when the nurse placed the baby in his arms, he keekit shyly, but fondly at the wee thing's chuffy face, and stood holding it gingerly and looking as though he was afraid it would break in two and fall with a bang on the floor. Nathless, when the “howdie” (Scots for midwife) left the room for a moment, Jock unco cautiously laid the bonniest bairn in all the world in its mother's arms, and, after a hurried glance round, kissed his wife (a concession from a Scotsman), but his he'rt was lippin' fu' and his tongue owre blate to articulate the thoughts that welled-up within him. The return of the nurse brought Jock back to earth and turning to his wife he said:—
“Jeanie, lass, I'll gang but the hoose an' write oor folk gi'ein' them the news.”
“Naw, Jock,” said Jeanie, quietly, “a letter'll tak' owre lang an' ye ken oor mithers are baith unco anxious aboot us, sae ye had better sen' them baith a telegram.”
“But, Jeanie,” said Jock, “telegrams, like a' thin' else sin' the war, except my wages, ha'e gane up considerable. Twa telegrams 'll cost a bittock. Micht we no gar ane dae, lass?”
“Never mind what it'll cost, my man. Ye'll surely no' grudge to splash an extra shillin' or twa,……on him,” she added after a pause, looking fondly down at the little one.
“Govie Dick, no' Jeanie! I dinnae an' winnae grudge it, but still an'on, I think ae telegram micht suffice. Flee laich an' flee lang, ye ken. We're no' that rich.”
“An' we wad ha'e still less gin you had had aye the warin' o't,” said Jeanie, wi' a significant pause that lent force to her words. Then laying her hand caressingly on her “man's” arm, she added: “As for makin' ae telegram dae, wha are we to sen't to—your mither or mine?”
Thus Jock, not for the first time, and certainly not for the last, saw the wisdom of letting a wilful wife have her way. Then he had an inspiration, so he wrote out the message and counting the words told his wife that to send it to both mothers would cost five shillings.
Jeanie, who, unlike Jock, was a prohibitionist, had insisted on being chancellor of the household exchequer, also counted the words, took her purse from below her pillow and, opening it took out two half crowns which she handed to her man. Jock, turning the siller over in his hand, said, “Ye're unco near the bane, Jean. Ye micht ha'e sprung an extra ‘bob’ considerin' the occasion.”
“G'way,” said his wife, “ye'll get naethin' for whusky frae me. Gang an' get the telegrams aff as fast as ye can.”
Jock went off meekly, but, much to his wife's concern several hours passed without him putting in an appearance. Then, when the last caller had departed, and the nurse was preparing to make mother and baby comfortable for the night, a well-known, but somewhat hiccuppy, voice was heard singing, and as the singer drew nearer the house, Jeanie was able to make out the words. This is what she heard:
When Jock came in he was a perfect impersonation of “Fu' the Noo.” Jeanie looked at him, and Jock read in her eyes the wireless message they flashed at him, and fuddled though he was, understood its import. Making a stammering apology, he went out of the room saying “It's time (hie) a' dacent folk were (hie) in their beds.”
When he had gone, Jeanie said to the nurse, “I wonner whaur he got the siller for the dram?” But that lady, being colonial born, and a Sassenach to boot, was unlearned in the subtle ingenuity of the Scot when the desired object is a quantity, less or more, generally more, of his native “Mountain Dew.”
Next day the two mothers-in-law, now grandmothers, arrived, each prouder than the other of the first grandson in the family. While they were having a cup of tea, Jock's mother said to Jeanie's mother, “Whit did ye think whan ye got the telegram, Mrs. Broon?”
“Lorie me, I was fair bambaized, Mrs. MacKechnie. I thocht it was my brither Jake, wha's in the Salvation Airmy, ha'ein' a baur wi' me.”
“Ay,” said Jock's mother, with motherly pride, “Oor Jock was aye a brainy callant!”
The young mother was an interested, if a little perplexed, listener to this somewhat cryptic conversation. She had read Jock's telegram before it was sent, and, while she remembered it was a bit long-winded, she failed to recall anything in its phraseology that specially denoted its composer as “brainy by-ordinar',” as the Scots say. Curious to know upon what ground her “guidmither” based her claim that this son of hers was “giftit abune the lave,” she asked, “Ha'e ye the telegram wi' ye?”
“Ay, mine's in my haunbag,” replied her mother.
“See's ‘t,” said Jeanie, laconically, bent on tracking the mystery to its lair, for a grave suspicion of her husband's honesty was shaping itself in her mind.
Her mother drew a crumpled piece of paper from her handbag and, with the monosyllable, “Ha'e!” handed it to her daughter.
Jeanie smoothed the crumpled missive out on the counterpane and read its message. But it wasn't the same long-winded screed that Jock had written and she had read and paid for the previous day. The message she held in her hand read:—
A Lesson From Boyhood Joys.
When but a lad I lived on yonder plain, I loved sweet flowers, and whene'er I'd see A rose bush fair, what joy it was to me Its blooms to seize, though thorns gave bitter pain.
And oft I followed in the schoolboy train That romped in summertime across the lea, And chased for hours the honey-laden bee, And dared its sting its burden to obtain.
Thus, aye when I look back to those glad hours, A pleasing picture to my mind they bring Which bids me strive even though failure lowers, Would Do must Dare. Cease thy vain murmuring.
Man must risk life's thorns to obtain its flowers. To taste its honey, he must dare its sting.
—H.
“Brown, Princess Street, Dunedin. Isaiah, IX. 6. Jock.”
Jeanie asked for her Bible, and turning the passage cited read:
“For unto us a child is born, unto us a son is given.”
The suspicion of a smile flitted over Jeanie's face and the corners of her mouth twitched nervously, while a look that spoke of pride in her husband for a moment glinted from her eye. Then, repressing herself, and shaking a long white finger at her “man,” who, meanwhile, with a guilty flush on his face, was standing sheepishly behind his mother's chair, she said: “Och, ay, nae doot Jock's a lad o' pairts mair weys than ane; but wi' a' his ‘brains’ he's no' gaun to come the auld sodjer owre me.” Then to Jock: “I ken noo hoo ye got that whusky yestreen, an' ance I'm on my feet an' gaun aboot again I'll learn ye!”
Variations In Traffic And Revenue
as compared with last year—1st April to 16th October, 1926
doing well,” as the
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 these 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.: 855,636 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.
Revenue
In all other cases the figures indicate the quantity or amount.
Timber has dropped 55,348 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 116,738 tons mainly in grain, fruit, dairy produce, wool, coal, benzine, and artificial 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.