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The New Zealand Railways Magazine is delivered free to all employees in the service of the Railway Department, to the principal public libraries in the Dominion, and to the leading firms, shippers and traders doing business with the New Zealand Railways.
It is the officially recognised medium for maintaining contact between the Administration, the employees, and the public, and for the dissemination of knowledge bearing on matters of mutual interest and of educative value.
Employees and others interested are invited to forward to the Editor, the New Zealand Railways Magazine, Head Office, Railways, Wellington, articles bearing on Railway affairs, news items of staff interest, suitable short stories, poetry, photographs, pen and ink sketches, etc. The aim of contributors should be to supply interesting topical material tending generally towards the betterment of the Service.
Contributed articles should be signed. If to appear over a nom-de-plume this should be stated.
In all cases where the Administration makes announcements through the medium of this journal the fact will be clearly indicated.
The Department does not identify itself with any opinions which may be expressed in other portions of the publication, whether appearing over the author's name or under a nom-de-plume.
That we New Zealanders are a united people has never been more strongly evidenced than during the wonderful tour through this country of Their Royal Highnesses, the Duke and Duchess of York. While each stopping place has had its special features—the fluttering human flag at Auckland, the hakas of Rotorua, the flowers of Timaru and the cheers of Dunedin—there has been no variation in the unanimity with which the people in every part have acclaimed the coming of the King's son and his charming lady. The cumulative impression of that unity is overwhelming.
In a world confronted with so many complex problems, it is a blessing to find some leading principle, such as this, in which there is no room for differences of opinion. In fact the reaching of unity on as many as possible of the multitude of questions which concern public welfare is necessary if progress is to be as rapid as the changing conditions of the times demand.
No more striking example of the benefit of such unity can be found than in British History. England, since the days of Alfred the Great, has made only one experiment in a form of government which excluded Royalty, and historians unite in recording how spontaneous was the outburst of joy with which, following the brief Commonwealth interregnum, the restoration of the Monarchy was greeted. The advantage of this deep-seated native conviction regarding the practical utility of our Empire's mode of government has been that whereas other less fortunately situated peoples have been distracted by dissension on this point, our unity has found us fully prepared for conquest in the arts of either peace or war with such nations as challenged competition.
A like unity is developing within the ranks of the Railway service regarding the main principles of transportation. There is a steadily increasing tendency towards agreement on essentials, a “will to win” unity which is forging the railway system of this Dominion into an increasingly efficient instrument for serving the carrying needs of the people. This is being aided by the spread of knowledge in many directions. Railwaymen are reading more, discussing more, and obtaining a more intimate knowledge not merely of their immediate jobs, but also of the principles underlying the whole science of transportation to which their individual work is, in a more or less important degree, related.
With the increase of knowledge is developing an appreciation of the need for unity in the way of thinking. The variety and capacity of human thought appears to know no limits—and that is what makes life so intensely and perennially interesting. But there is a right way of approaching any problem, and among the possibilities which the future of education amongst railwaymen holds in store, is the skilled concentration on every vital question by all concerned starting from the same certain basis of sure knowledge and accepted data.
Every forward movement now made in the direction of higher education for our members is assured of their united support. Proof of appreciation regarding what has already been done and of keenness for further knowledge is met in all parts of the country and amongst all grades of the service. Libraries are being built up and literature distributed, gatherings for discussion of railway problems are frequent, officers from overseas willingly impart their specialised knowledge, and New Zealand trained men who are given opportunity to study
The response of the public to the “travel-urge,” and their increasing recognition of the improved facilities the Railways offer for booking them speedily and safely for long distances during the all-too-brief vacation period, has been splendidly exemplified during the recent holidays. The result, although anticipated by us, has rather surprised some of the leading papers of the Dominion. These, however, make generous acknowledgment of the part played by the staff in coping with the exceptionally heavy passenger traffic. The Wanganui “Chronicle” for instance, writes:—
“Since the number of motor cars in the country is increasing every day, it is certainly surprising to learn that railway travelling has proved so popular. Moreover, there has of late been a good deal of talk of financial stringency, but it does not appear to have been sufficiently severe to prevent people enjoying the holidays. With the roads so full of motor cars and the trains so crowded with people it is surely evident that New Zealanders in general have made the most of their vacation.
“So far as the railways are concerned the rush of traffic must be regarded as a tribute to the Department's enterprise. The changes that have been made in the services during the past few years have evidently been welcomed by the public; the running of the railways in the interests of the public, as it has been somewhat cynically expressed, has produced results. The officers of the Department are entitled to credit on that account, and for the handling of the holiday crowds all the members of the staff deserve a word of praise. At a great many important stations, buildings and yards are inadequate. It is only by sheer hard work, patience and enthusiasm that the staff can cope with the heavy duties of holiday time, and during the past two or three weeks exceptionally fine work has been done throughout the service.”
Another pleasing note comes from Invercargill where the “Southland Times,” under the heading “Holiday Traffic—Records Smashed,” points out that no fewer than 46,409 tickets were issued in Southland between Boxing Day and the following Saturday, a figure which far exceeds last year's total.
It points out that “all trains ran to schedule,”. and after giving particulars of the local events patronised remarks:—“Special arrangements had been made by the Department to meet the needs of the public and it says much for the organisation that not one complaint was received throughout the holidays, during which no fewer than eleven sports gatherings were catered for.
“The Christmas and New Year holidays entail a great deal of extra work in all branches of the service and this year has proved no exception to the rule. However, thanks to the fine weather, the general feeling of good humour as a corollary and the complete arrangements made beforehand, everything went off smoothly and the lack of complaints, already referred to, should be a source of gratification to those responsible for this satisfactory state of affairs.
In this, the last issue of our Magazine prior to the close of the current financial year, the Board, taking a long view and examining the trend of traffic over a number of years together with the likelihood of transport developments, feels justified in sounding a note of confidence regarding the prospects of Railway operations within the Dominion.
Just as the wartime period of high prices and wages forced industrialists to adopt labour aiding appliances and mass production, so the stimulus of motor competition the world over has encouraged a revision of railway methods and the introduction of new ways for dealing with present railway traffic, besides justifying experiment in mechanical and managerial improvements likely to attract new kinds of business to the rail. Thus, in fact, have railways been induced by the healthy impulse of competitive pressure to comply with the economic law of substitution.
Some commentators have concluded that just as the railways displaced the stage coach for the conveyance of passengers, so the motor would eliminate the locomotive as an effective transportation agent. This view, however, mistakenly assumes that the Railway, like the horse of the stage coach days, has reached its maximum efficiency. But, whereas a horse can travel only at a certain speed and pull a certain load, while its capacity in regard to both speed and tonnage cannot—after a certain point has been reached—be increased the steam engine is constantly accomplishing more. Thus railways have found an effective reply to the recently developed competition, by introducing more powerful, speedier, and more economical locomotives, and devising better operating methods and appliances.
It is this inherent capacity for adaptation to circumstances which explains the renewed public confidence in railways recently reported from all the principal railroading countries, and the disposition now shown by investors to encourage further capital expenditure upon existing railroad systems.
To some extent any increased traffic obtained from a fuller utilisation of present facilities costs less than the average rate per unit of transport and in all projected developments the Board applies a test as to whether the proposed changes are such as promise the handling of an increased passenger traffic or goods tonnage at an equal or lower unit cost in time, fuel and material.
It must be borne in mind that many improvements, although desirable in themselves, are barely warranted by existing traffic—the cost of their adoption adding more to the interest charges to be met than the saving which lower operating costs makes immediately possible. Yet, in view of the general tendency—notably in goods traffic and in long distance passenger travelling—for business to increase, such changes are frequently warranted if conditions likely to exist some years hence are taken into consideration. A hand-to-mouth policy in regard to expenditure on developmental work, whilst decidedly tempting if the sole method of comparison is to be between the current year and the immediately preceding one, cannot achieve the best final results. Expenditure on Workshops reorganisation, grade easements, remodelling shunting yards, signalling developments, improved station accommodation and facilites, etc., cannot be immediately fully remunerative. Time is required to build up the traffic to a point where maximum use may be extracted from the modernised facilities provided.
These are points to which at the present stage the Board feels justified in drawing the attention of public and staff alike.
Pursuing the policy which appeals to the Board as most likely to assist in fostering passenger traffic to replace that lost through suburban road competition, further efforts are being made to create new traffic by the institution of excursions to suitable localities. As an example of what is being done it may be mentioned that specially low rates will be provided this winter to Mt. Cook and Franz Josef Glacier, two popular resorts which are at their best during winter. Special advertising on the subject is being arranged. The Board feels sure that if members of the Service will supplement these and other advertising efforts to broadcast the facts regarding excursions of the kind, a traffic may be built up which will greatly aid the present effort to “keep the rolling-stock moving” and assist to obtain more substantial returns during the winter months than in the past has been customary. By means such as these may our existing facilities be more fully utilised and the financial position of the Department improved.
After a lapse of nine years, a dining car has once more been seen on a New Zealand express. Not by any means an ordinary dining car, nor yet an ordinary train, but a super-car on the Royal train itself. During the past two weeks, members of the party accompanying Their Royal Highnesses on their tour through New Zealand have had the privilege of taking their meals in the largest and finest dining car ever run on the New Zealand Railways. It seats 36 persons, but even this liberal accommodation has been so fully taxed that each meal has been served in two sittings since the commencement of the tour. The car was designed by the Chief Mechanical Engineer (Mr. G. S. Lynde) on the lines of similar cars in use on the great railway systems of England and America, and it is safe to say that no dining car in use in other countries could excel that on the Royal train for comfort and convenience.
Attached to the dining car is a kitchen car, fitted with every convenience. It is also the last word in spotless cleanliness. In the old days, nine years ago, the kitchen was a tiny cubby hole partitioned off from the dining car. To work there in the atmosphere of a coastal steamer's galley passing through a heat wave, was more than mortal cook could stand, so that the Railway Department was placed in the same unenviable position as the suburban housewife whose maids refuse to hold their job for more than a fortnight at a time. Work in the Royal train kitchen is very different. The chefs have been able to work in comfort and convenience, and as a result they have turned out dishes “fit to set before a king.”
“Come and have a look at the kitchen,” invited Mr. G. S. Lynde one afternoon when there was an hour or two to spare between official welcomes, and with great pleasure I went. The impromptu visit found cooks and kitchen
The dining car arrangements are under the control of Mr. F. Lindsay (Controller of Refreshment Services), who has travelled right through the North and South Islands with the Royal party. Only one full dinner—on the night when the party entrained at National Park—has been served in the train, but through many days of train travel the entire party has assembled for lunch and for morning and afternoon tea.
With Mr. Lindsay as supervisor of the dining car arrangements, is Mr. H. A. Fanselow (Assistant Controller) and a staff of chefs, stewards and storemen numbering 24. There are two chefs and assistant cooks, a head steward in charge of the Royal dining saloon and another steward who has charge of the general dining car in which the official party take their meals. The Royal dining saloon is attached to the Royal car itself, and is reserved for the exclusive use of the Duke and Duchess, members of their staff and the ladies in waiting.
The general dining car is the last word in comfort and convenience. With blue and gold brocade curtains at the windows, silver vases of flowers running in long rows down the side of the car, the general appearance is very bright and attractive.
The chefs, whose position has been a highly important one, are from the Marton and Frankton railway dining rooms, and the menus they have presented during the Royal tour have been comparable with those of the best London hotels. Their kitchen is fitted with every kind of labour-saving contrivance and convenience. There is a huge gas stove big enough to cook fourteen ordinary dinners, special icechambers for keeping things cool, and a hot press for keeping them warm. The chef cuts up his joints on a miniature butcher's block, and rolls out his pastry on a specially fitted pastry board. There is a shelf running the entire length of the carriage for setting out the dishes, and china racks to keep the crockery safe from the jerking of the train.
A storeroom is attached to the dining car, where everyday requisites are stored, and vegetables, bread, and perishable foodstuffs are taken aboard as required.
With all these conveniences to hand, and under the smooth working of an excellent system of organisation, the chefs proved themselves fully capable of turning out dainty dishes to tempt travel-jaded appetites, and have assisted in no small measure towards the success of a truly Royal tour.
[The full extent to which the Railway Refreshment Branch has assisted in the catering arrangements throughout the tour is not generally known, although the success of this phase has been fully acknowledged.
Besides providing for an average of 100 persons on the Royal train and 80 on the Pilot and Emergency trains for eleven days of train travel, the whole of the catering for the Royal party and the special camp staff at Tokaanu was carried through by this Branch. Simultaneously a party of 400 petty officers and sailors off the “Renown” were provided with meals at Rotorua.
At Palmerston North, Napier, Nelson, Westport, Murchison, Greymouth, Christchurch, Pembroke and Queenstown, members of the staff were used to supplement the staffs at certain of the hotels at which the Royal party were accommodated.
The total Refreshment Branch staff employed for all services in connection with the tour was twenty-nine, and no less than twenty large mail hampers were needed to convey the crockery, glassware, etc.—Ed. N.Z.R.M.]
As a further means of assisting new cadets joining the Service to become trained in right habits and ways so that they may become efficient railwaymen, the Department has opened a hostel in Wellington at which all cadets entering the Service who have not their homes in the capital city will be able to live during the four months of their training at the Railway Training and Correspondence School attached to the Head Office.
The Hostel will be under the control of Mr. M. L. Bracefield, Officer-in-Charge of the Training School, Mrs. Bracefield acting as matron, The building purchased for the accommodation of the boys is a thoroughly good one in a handy locality and is being equipped in a suitable style.
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After thorough investigation by a Committee set up for the purpose the Department has decided on a course of further action with the object of stimulating interest amongst employees in the principles and practice of first aid work. This will take the form of instituting ambulance classes and divisions, the supply of material and accommodation and the payment of doctor's fees, instruction, examination charges, and other incidental expenses. Mr. E. F. S. Grant, Coaching Foreman of Thorndon has been appointed to go through New Zealand with the object of placing before members in the different centres the advantage of possessing a knowledge of this class of work. He will also make such arrangements as will facilitate the establishment of ambulance classes and divisions throughout the Service.
Mr. Grant is an enthusiast in the first aid field, and with the assistance which the Board has now offered for the provision of ambulance activities, he means to have every member in any way engaged in train operations turned, before long, into a certificated first aid man. It is surely unnecessary at this stage to stress the importance of everyone having some knowledge of what to do when an accident occurs. Despite the variety of accidents which can happen under modern conditions, they are all capable of classification into certain broad groups such as shock, haemorrhage, fractures, poison, wcunds, burns, etc., while such matters as the right method for applying artificial respiration and for lifting and carrying the injured should be known by everyone because of the frequency with which the need for such knowledge arises. Much scientific sifting of the knowledge available has reduced the essential information to a course of simple instructions and methods suited to emergencies arising from any one of a multitude of causes given in a brief series of lectures and illustrations with sufficient clearness to ensure that any intelligent student may master them. Once mastered there is no danger of being nonplussed by any of the usual class of physical mishaps. The trained man knows the right course to pursue and meets an emergency with prompt and efficient action. From the simple case of a sprained ankle to the urgent action called for to stop arterial bleeding and thereby probably save a human life, he could advise and act correctly and promptly. The St. John Ambulance movement has a glorious history of good work done in the relief of suffering. In England His Majesty the King is Sovereign Head of the Grand Priory of the Order of the Hospital of St. John of Jerusalem. The movement also has support and encouragement from the highest quarters in all other civilised countries. The medical profession welcomes the first aid exponent, for, rightly administered, first aid gives the doctor a far better chance when he arrives than he could possibly have otherwise—for the great function of first aid work is the prevention of those many ill effects that follow between the time of an accident and the arrival of the medical man.
It is well known that train travel is many times safer than any other mode of transit, but even when a year goes by without any passenger accident due to a failure in train operating, the 20 to 30 million passenger journeys yearly made on our system carry with them liability to the ordinary ills of humanity. Many suffer en route—not through any fault of the railways—from all manner of ailments from a plain headache to an epileptic fit. The first aid trained man can help in every case brought under his notice, he is equipped for any emergency. Then the actual operating of
Spiral On The Canadian Pacific Railway.
Recent files indicate that in America 600 Pullman Company employees have either received red-cross certificates for graduation in the first aid course, or are now in training. The new movement here will serve to link up sporadic efforts in first aid and ambulance training in various parts and branches of the Service into one complete unified and efficient organisation.
A trade opportunity missed is gone for ever. There is no second barrel—and there are very many shooting.
—H.R.H. The Prince of Wales.
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Do you love life, then do not squander time, for that is the stuff life is made of.
He profits most who thinks not of profit but of how much service he is giving.
The passing of Mr. A. K. Harris, late General Superintendent of Transportation on cur Railways, calls for a tribute from, and on behalf of, the members of the Service, with the personnel of which he was for so long a period, and in so intimate a manner, associated.
The late Mr. Harris was a railwayman of exceptional ability. If a list were made of the qualities which go to the make-up of a first-class transport officer—and such a list, to be complete, must needs be of considerable length and cover a wide ambit of human faculties—he could be marked up as somewhere near 100 per cent. efficient in each one of them.
Many of us owe much of our knowledge, and, in particular, a certain breadth of outlook upon train-running and allied problems, to the sound training, the backing, the encouragement, and the guidance which our late leader so willingly and steadily gave.
The habits of thoroughness which Mr. Harris both practised and inculcated, his instinct for the right course to pursue, his native capacity for dealing with all matters relating to transport, his open-minded attitude towards new ideas, and the unfailing soundness of his judgment made his guidance ideal. For it ensured the successful achievement of the chief aim in railroading— safety in operation.
Although for many years directly in control of train running operations, he never made a slip. When accidents occurred, and in the case of Mr. Harris these never arose from a failure of the human factor, he had a capacity for rapidly and correctly sizing up the position, making cool and quick decisions, and thus effectively handling not only the immediate trouble, but whatever contretemps arose from the ensuing dislocation. This capacity inspired confidence, and secured the best work from those employed under him.
It was a standard belief with our late General Superintendent that a man was all of one piece. That he was either dependable or not dependable; capable or incapable; brilliant or the reverse. He had no place for half measures or mixed judgments.
A tireless worker himself, he expected all under him to devote themselves with singleness of purpose to the prosecution of railway business. He took nothing for granted. When “A.K.” (as he was affectionately known from one end of the Dominion to the other) went out on the road to untangle some transport problem, he invariably reached the root of the matter. Reports did not satisfy—he went and saw for himself, and could be depended upon to suggest some simple, straightforward, commonsense remedy that only an expert with practical knowledge and a flair for that class of work could have evolved. In some quarters he was considered a “hard” man because of the suddenness with which he brought slackers to book, and his impatience with incompetency in whatever guise it appeared, but those with whom he was most closely associated throughout his career gratefully acknowledge the unfailing sense of justice which guided all his actions and the patience and helpful consideration with which he treated all who were honestly trying to pull their weight in the railway world.
Amongst the public he was a decided favourite. Combined with a pleasing manner and a clarity of verbal expression which enabled him to place his point of view graphically before individuals, deputations, or public gatherings, he exercised at all times a gracious courtesy which won respect from even those who could not agree with his opinions.
Our late General Superintendent was a big man, not only physically and in the position to which he attained, but in outlook, understanding and perspective. He gained the confidence, regard, and reliance of administrators and executives alike, and in his later years had an unequalled fund of experience to draw upon from which to obtain guidance in his judgment upon men and affairs.
The greatest re-organisation of timetables our Railways have known was carried out under his personal supervision, and their present success in meeting public requirements owes much to the knowledge of New Zealand conditions which he constantly brought to bear on the problems involved.
All railwaymen deeply feel the tragedy which cut short his life on the very eve of retirement after forty-two years of distinguished service in our greatest state undertaking, and during which hardly any time had been spared for recreation. It was not merely a railway, but a national loss. Certainly to no man whom the Railways have employed could the judgment of the parable be more aptly applied, “Well done thou good and faithful servant.”
Auckland Station, 7 P. M.
“Night Limited” Express Ready For The Run South To Wellington (426 Miles) In 14¼ Hours.
(W. W. Stewart, photo)
(From our own Correspondent)
With this issue we publish the first of a series of letters from our London correspondent, who is one of the best known Home writers on railway and allied topics. During the world war he served in France, Belgium and Germany, as commissioned officer with the Railway Troops of the Royal Engineers. With twenty years actual experience of railway working in Britain, covering almost every department of railway activity, his contributions on railway subjects are a valued feature of many leading Home and overseas publications. Obtained from sources of information of an especially wide and reliable nature, these contributions should assist our readers to keep abreast of the times regarding the general transport situation and the various phases of railway development in Britain and on the Continent.
When George Stephenson, more than a century ago, brought into being the now world-famous Stockton and Darlington Railway, he could never have dreamt how far-reaching was to be his invention, nor how rapid was to be the expansion of the railway throughout the five continents.
By railwaymen the world over, the name of Stephenson is one which will never be forgotten. While “Geordie,” the Tyne-side pit-boy, primarily goes down to history as the maker of the railways of England, to his father Robert Stephenson goes credit for the establishment of those far-flung lines of glistening steel which to-day knit together the land surface of the British Empire. It was to Robert Stephenson himself that the New Zealand Government turned for technical aid when sanction was secured for the pioneer line connecting Christchurch with Lyttelton, and in the succeeding sixty odd years Home railway engineers and operating officers innumerable have journeyed overseas to pursue their respective tasks associated with the development of the “Iron Way.”
To a considerable degree, the never-failing interest taken by railway workers throughout the Empire in the activities of the railways of Britain, is attributable to the peculiar position occupied by the Home lines as pioneers of the industry, and as the training ground for the vast number of skilled men who have figured in the building up of transportation systems overseas. The railways of Britain always provide a subject of profitable and attractive study for the railwayman across the water, and thus it has become usual for publications such as this to afford space month by month to a “London Letter” telling of their many and varied activities.
In this correspondence it is the aim to afford readers of the “New Zealand Railways Magazine” as accurate a pen-picture as possible of the Home railway situation month by month, and to tell briefly of the progress of these undertakings, as well as of the activities of their seven hundred thousand employees. In many ways the New Zealand railways may take pride in the knowledge that they have progressed considerably ahead of the Home lines in transportation's development. There are, however, innumerable aspects of the Home railway industry which offer immense attraction for the New Zealand railwayman.
It is hoped that the present series of articles will serve to sustain interest in the working of the railways of Britain, and enable readers to keep abreast of innovations and developments which might, perhaps, otherwise escape notice. Topics of interest, too, concerning the railways of the other leading European lands will receive due attention, and the important developments proceeding in post-war Europe thereby be brought before one and all.
A vastly different picture is presented by the Home railway world of to-day as compared with pre-war years. In place of the two hundred individual lines which previously served the country, there were set up on January 1st, 1923, four big group undertakings, known respectively as the London, Midland and Scottish; London and North Eastern; Great Western and Southern Railways. As a result of grouping, valuable economies are being made in administration and operation, and improved service rendered the public.
In reviewing British railway progress under grouping, it must not be overlooked that the Home railways were built up, little by little, on essentially individualistic lines. It was a physical impossibility for the railways to immediately transform their systems into the compact and harmoniously working transportation undertakings contemplated by the consolidation scheme. Grouping changed the
Group working not only effected vast alterations in the interior economy of the Home railways. It also resulted in a complete change in the appearance and atmosphere of familiar railway stations and trains. Until the opening of the grouping area, the stations and trains of each railway exhibited marked individuality. The smooth green-coated locomotives and dark red passenger cars of the North Eastern line; the yellow locomotives and yellow and white passenger cars of the Brighton system; the London and North Western coal-black locomotives and chocolate and white passenger stock; all have disappeared in the new standard colour schemes developed by the four group undertakings.
Gone for all time are the picturesque ultramarine locomotives of the old Great Eastern line, the dark gamboge engines on the North British and the colourful crimson and white passenger cars on the London Midland and Railway. In place of these multifarious colourings we now have crimson-lake locomotives and passenger cars on the London Midland and Scottish; light green engines and varnished teak passenger coaches on the London and North Eastern; dark green locomotives and chocolate and cream passenger stock on the Great Western; and olive green locomotives and passenger cars on the Southern line.
At the great railway termini alterations necessitated by grouping have effected marked changes at many points. In London the Victoria Stations of the Brighton and South Eastern and Chatham lines have been amalgamated into one big depô and a similar change has taken place on the London, Midland and Scottish line at Manchester, by the amalgamation of the Victoria and Exchange passenger stations, a work which has given Manchester a 2,200 feet long passenger platform, the longest of any in Britain. The
Locomotion No. 1.”
This is George Stephenson's quaint looking engine which drew the world's first passenger train over the Stockton and Darlington Railway one hundred and two years ago. It is depicted resting on the rails used on the pioneer railway.
Photograph by courtesy of the Science Museum, London.
There is one factor, which, more than any other, is to-day influencing the railway situation in Britain and Europe generally. This is the phenomenal growth of road transport for both passengers and freight.
The British road carriers up to the present have enjoyed subsidies from the government which operate very harshly against the railways, but it is anticipated that very shortly the whole business of road transport will be put on a proper footing. It is now possible to “ride on rubber,” in vehicles plying for public hire, from Land's End to John o’ Groats. There are 350,000 commercial road motors in operation in Britain, while last year public omnibuses carried 1,600,000,000 passengers within a radius of ten miles of the centre of London.
That big losses in both railway passenger and freight receipts are suffered through road competition goes without saying, but the Home railways are tackling the problem in characteristically energetic fashion. The railways are themselves operating motor vehicles where this is permissible under government regulation; electrification is being resorted to in suburban areas; and light steam and petrol-driven trains are being substituted for heavy steam services for branch line working.
Endeavour is being made to secure the co-ordination of rail and road services in Britain, on much the same line as has been accomplished in Germany. There the German Railways and the association of road carriers known as the German Automobile Services have merged to eliminate unnecessary competition and to provide improved public services. The road carriers cover short hauls and city delivery services, and the railways care primarily for fast, bulky and long-distance business.
Next to grouping and road competition, the most interesting news of the Home railways is that relating to electrification. Valuable work has been performed by an expert commission appointed by the government in the laying down of definite standards for equipment and operating methods, and a vast amount of useful data got together. As standard, the direct current system at 1,500 volts has been adopted, with rail conductor or overhead trolley transmission, and train haulage performed either by electric locomotive or motor cars worked on the familiar multiple-unit arrangement.
While main-line electrification remains for the moment in abeyance, in the London and Manchester areas good progress has been made in suburban electrification. Especially noteworthy is the effort of the Southern Railway in electrifying its South London suburban tracks. More than seven hundred and fifty miles of electric railway are now operated by this line on the former Brighton, South Eastern and Chatham, and South Western systems, and eventually there is contemplated the throughout electrification of the Southern lines from London to the South coast towns.
Generally speaking, train speeds and frequency of services on the Home railways to-day compare very favourably with pre-war records. All the old familiar daily runs, such as those of the “Flying Scotsman,” between King's Cross Station, London, and Edinburgh; and the Great Western “Cornish Riviera” service, between London and Plymouth, are with us again. Very interesting is the marked increase effected in passenger comfort by the introduction of “all Pullman” trains. Foremost in this activity is the London and North Eastern Railway. London is now linked by daily “all-Pullman” services with Leeds, Harrogate, New-castle-on-Tyne, Edinburgh, and other points, and thus the fame of the well-known “Southern Belle” train of the Southern system has been quite eclipsed.
Locomotive development has proceeded steadily in Britain in recent years. Three and four cylinder engines represent the highest type of the high-powered steam locomotive now employed, and each railway group is developing standard types of machines for passenger and freight haulage. The Southern Railway leads, with its “Lord Nelson” design of locomotive, a 4–6–0 four cylinder engine which ranks as the most powerful locomotive in the country.
On the London, Midland and Scottish—Britain's biggest railway—three-cylinder compound 4–4–0 locomotives are standard for fast passenger train haulage, and 4–6–0 four-cylinder machines in the Anglo-Scottish passenger services, For fast freight train working a new standard type of 2–6–0 superheater engine has just been introduced.
On the London and North Eastern, the “Pacific” and “Director” (4–4–0) type locomotives are favoured for passenger working, and “Mikado” (2–8–2) engines for the heavy coal business handled. The Great Western loyally adheres to its four-cylinder 4–6–0 “Castle” type locomotives for fast passenger movement. These machines have a total length
Among recent operating improvements in the Home railway world, few are more important than those associated with the expansion of the train control system of train supervision. The former Midland Company was the great pioneer of train control, and to-day the utilisation of this method of working is becoming universal. The York control of the London and North Eastern Company is the most up-to-date office of its kind. Here an electrically-operated control board enables the control staff to see at a glance the position of every train on the East Coast main-line between Doneaster and Newcastle-on-Tyne. Instead of the train indicators being moved by hand, in accordance with the telephonic and telegraphic advices from the outside reporting points, the indicators move on endless cords geared to travel at a speed corresponding to the progress of the respective trains. This form of supervision is now being extended to cover the London-Peterborough trunk route.
Britain'S Latest Locomotive Giant.
The 4–6–0 four-cylinder simple super-heater engine “Lord Nelson” built by the Southern Railway in the Eastleigh Shops, is the most powerful of British locomotives. Weighing 140 tons with tender, the “Lord Nelson” hauls 500-ton trains with case at 60 miles an hour, and is the first of a new type of engine employed in the long distance passenger services out of Waterloo Station, London.
Recent big railway developments on the mainland of Europe include the setting up of the huge German Railways Company under the Dawes plan; electrification works of immense magnitude in France and Switzerland; and the general improvement of trans-continental train services. These features will be referred to at greater length in subsequent letters.
Meanwhile, it may be said that, wherever one may journey in Europe, there is to-day abundant evidence of the alert fashion in which the railways have tackled the problem of transportation in the new era which was entered upon with the conclusion of the world war. In Britain there are now distinct signs of an all-round improvement in trade; railway workers of every grade are becoming aecustemed to the changed conditions resulting from grouping; and with one and all pulling in the common cause, the outlook is encouraging in the extreme.
There is too great a tendency towards impulsive action in relation to reports and work in different sections of the service.
Too many reports or statements which, after investigation, are found to be incorrect, are made to executive officers. Such habits as rushing to conclusions too hastily, evading responsibility or blaming the other fellow, truly spell inefficiency. We must “steady up a bit” so that such hindranees to our work are avoided—for they waste a lot of time.
The reason for a great deal of this lost time is, unquestionably, the lack of accurate information, or the absence of recorded facts, in connection with the manifold questions which daily call for decision. There is too much dependence on hearsay, and too little dependence on real facts.
That's that—and there is a whole lot in just that little bit.
Now I want to explain to you the Gnatt Chart. It has features not contained in the ordinary two dimension curve type or barometer type of chart.
The Gnatt Chart.
The Gnatt Chart gives a clear and graphic comparison of statistics without the liability to confusion that is caused by graph lines crossing on the same chart. For instance on one Gnatt Chart we can compare:—
1. This period with all or any other period of the current year.
2. This period with all or any other period of last year.
3. The same, if necessary, for previous years.
4. Cumulative totals as given to date this year with cumulative totals, if desired, of last year.
Once properly understood, it is not a complicated chart to keep up. Familiarity with it makes irregularities stand out immediately, and it is very simple indeed to show or explain to those concerned exactly any particular point in question.
The chart illustrated contains thirteen vertical columns, one for each period. Each period is divided by thin vertical lines to represent the range of the scale. In the chart shown each period width represents 100 per cent.
Horizontally the chart is divided into as many sections as the number of items it is intended to record.
The entry for each period is made by a graph line starting from the left side of the columns. It is entered of such length as will show graphically and to scale the required figure.
Last year's comparative figures, or as many other year's figures as are wanted, are shown similarly, either in different colours, or by different sectioning.
Cumulative totals are shown by the extra thick line at the bottom of each section. This line is started from the left side of the whole chart and represents the cumulative length of all the sectional entries. As each period is entered in its proper column, a piece equal in length to that put in the period column is added to the cumulative line.
A study of the chart appended will show its possibilities. By having before you a summary of what is happening, whether it be relative to costs, stocks, output or anything else, you have a better chance to make intelligent judgment of a given situation and to take, when necessary, intelligent action.
You know the story of locking the stable door after the horse has escaped. From a management viewpoint you must take the proper precautions before. The aim is to foresee possibilities of trouble and so act as to circumvent them after looking ahead with all the available facts before you.
Reorganisation Of Workshops.
Eight Kitchen and Wade Vertical Drilling Machines, supplied to the order of the New Zealand Railways—Photograph taken at the maker's works in England, after inspection.
There are no gears exposed, and as the machines are driven by independent motors, there are no belts, pulleys, or running shafts requiring attention. All control levers are in one place and easily reached by the operator. It may be said that “safety first” is built into these drillers.
Mr. George M. Cornwall, a visiting American, who is editor and publisher of “The Timberman,” in Portland, Oregon, has nothing but praise for the New Zealand Railways. “I certainly had never expected to find such fast and up-to-date trains in New Zealand,” he said to a Christchurch “Sun” reporter. “I have just returned by the express from Dunedin, and I think its speed compares more than favourably with that of our own expresses. Of course you have no such luxurious fittings as we have, but that is hardly to be expected in a young, undeveloped country. I was agreeably surprised to find my seat so comfortable.”
The “Philadelphia Inquirer” concludes that, in America, the chief end of man seems to be at a railroad crossing.
Official caps to be worn by the Railway staff who are provided with uniforms will, in future, be wired with a spring front. The new style will improve the appearance and help to keep caps in shape thus giving a much smarter appearance to the uniformed staff.
Quite an event in the change-over history of our Railways was the bringing into use of electric power interlocking and double line automatic signalling in the Westfield-Otahuhu area over a distance of 1 1/2 miles on December 6th last. These installations called for a change-over from the old mechanical signalling and interlocking to the latest system of three position colour light signalling, and the movement of all points and traps by electric points motors. This work entailed a great amount of preparation by both the Maintenance and Signal staff and, for a long period before the actual opening, a new fabric of main lines, yards, and signalling material was gradually laid down, each section dovetailing in with the others as it was put in. Throughout, the traffic was kept working with but slight delays. The Westfield yard is now equipped with a complete new power plant, including electric interlocking by the most up-to-date interlocking machines in the Dominion. Ample provision has been made for the Auckland-Westfield junction of the new deviation when that is completed. The Otahuhu yard plant is the same as for Westfield with the exception that the existing mechanical frame has been adapted for working with the new system.
With this change-over was brought about the doubling of the lines from Westfield to Otahuhu, thus providing double line working from Auckland to Otahuhu. The change proved particularly welcome and materially assisted during the Christmas rush in expediting train movements.
This work could not have been carried out so successfully had it not been for the co-operation of all concerned, including both office and outside staff.
Thus the New Zealand Herald, in reference to the Holiday train traffic:—
In view of the popular impression of a measure of financial stringency, the Railway authorities might have been pardoned had they failed to anticipate such an extraordinary demand as they have experienced in Auckland. Whether they were surprised, it is apparent that they succeeded admirably in catering for many thousands of people who passed in and out of the city by train.
The Western Electric Company had a contest recently for employees. The subject for discussion was, “Why Are People Promoted?” The winning answer, as printed in the September issue of the Open Shop Review, is here given:—
“People may be given executive positions of personal influence, or because of emergencies; but the true promotion comes to those who have earned it by their accomplishments. It comes to those who can handle the general problems of related work as well as the details of their own job; to those who can subordinate self when the interests of the organisation are furthered; to those who extend hearty co-operation to others in their work.
“Because they think straight and make clean-cut decisions; because they weigh other people's views with a sense of honest values; because by their personal endeavours, they encourage others to do better work; because their personality inspires confidence in them and their work—for these reasons they are promoted.
“Promotion comes if they are capable of still greater growth and advancement; if they are interested in the personal welfare of their co-workers; if they have a wholesome supply of healthy pep. For these broad-minded people with strong qualities of integrity, initiative, perseverance and leadership, promotion is not dependent upon a vacancy—an opening is made for them. Or rather, it was there all the time awaiting the right man.”
From the Manager of the Westport Coal Company, Ltd., to Mr. A. Steven, Stationmaster-in-Charge, Westport:—
On behalf of my company I wish to place on record the good work done by your Department in repairing the flood damage done to the railway line recently, and, further, for the great assistance given to us under difficulties by the delivery of trucks to Conns Creek for the benefit of our Denniston Mine and later to our Granity Mine. Your Department's readiness to see our point of view at such a harassing time is very much appreciated by us and we feel that we could not let the opportunity pass by without giving you that which we consider your due.
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From the Secretary of the Gisborne Chamber of Commerce to Mr. W. P. Miller, Stationmaster in Charge, Gisborne:—
I have been instructed to write conveying the Chamber's keen appreciation of your many efforts to assist the district through the medium of your Railway activities. It is pleasing indeed to find a public officer who takes such a live interest in studying the interests of the travelling public and the dealers in stock and farm products. The Chamber will always be pleased to give you any assistance in its power.
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From the General Manager of the “Muriel Starr” Theatrical Company to the Divisional Superintendent, North Island:—
I would very much like you to place on record the exceptionally fine and courteous treatment we have received from everybody, without exception, on our North Island journey from Wellington to New Plymouth and New Plymouth to Auckland. It was a real treat to be on the railways and never in my 37 years of travel in this country have I had more courteous treatment from all and sundry.
Mr. M. E. Denniston, of Wellington, in expressing appreciation of the careful manner in which Mr. G. Reid, enginedriver, handled his train (No. 740 Lambton-Woodville) on a recent Saturday, writes to the Railway Board as follows:—
I wish to thank you for your consideration regarding my wife's travelling last Saturday and in this connection desire to bring under your notice the kindly action of the driver……He happened to notice that Mrs. Denniston was in a very weak condition and on my suggesting that he should take the train in and out of stations with even more care than usual he readily agreed. The journey was thus rendered less trying because of the consideration shown by the enginedriver.
* * *
Mr. E. F. Nicoll, Ashburton, writes to Mr. C. J. McEachen, Stationmaster, Ashburton, in the following appreciative terms:—
With reference to my recent motor trip to the West Coast, I wish to thank you for your courtesy and for the efforts you used on my behalf in obtaining accommodation for my car on the railway between Springfield and Otira. Seeing the circumstances which prevailed at the time and the difficulty which the Department had to cope with in the disorganisation of the service through slips and washouts……the assistance and the attention were the more marked. At the Greymouth end……it would have been impossible to have received more advice and assistance and throughout the trip the success and comfort of which……depends so much on the Department, the friendly help given by every member of the Service with whom I came in contact materially assisted in making the journey an entirely happy one.
The Second Annual Conference of Railway Business Agents opened on 10th February, 1927. The following is a brief outline of the opening speeches.
Mr. Jones
(Board Chairman), in introducing the Hon. Minister to the Conference, remarked that, although the Commercial Branch Staff was small numerically, its operations were of great importance to the service. Referring to Railway matters generally, Mr. Jones said: “I would like to voice my personal appreciation and the appreciation of the Board at the uniformly courteous manner in which Mr. Rolleston has dealt with all matters which have been before him. Mr. Rolleston is first of all a gentleman; and I and my colleagues thoroughly appreciate his clear perspective, and the clear logical judgment he has brought to bear on railway affairs. I think we all appreciate the fact that Mr. Rolleston has interested himself in our doings, as evidenced by the fact of his coming here this morning to open this Conference.
Mr. Mouat
(Commercial Member of the Board) said: On behalf of the Commercial Branch, Mr. Rolleston, I should like to express appreciation of your action in sparing the time to attend the opening of this Conference. This is the first Conference of the Business Agents of the Commercial Branch during the time you have held the Portfolio of Railways. The Agenda Paper will indicate that the subjects we are dealing with are ones which, in a general way, are of Dominion-wide interest.
I do not think there is any good purpose in my enlarging further on the various subjects noted for discussion. I would just like in conclusion to associate myself very heartily with what the Chairman has said in regard to your treatment of the Board in the matters which have come before you during your regime as Minister of Railways, and would now ask you to say a few words and declare the Conference open.
Power House, Otira.
Hon. Mr. Rolleston: “Mr. Jones, Mr. Mouat and Gentlemen: I should like to express my pleasure at the invitation which you have given to me to be here to meet you and open your Conference. I accepted the invitation with a considerable amount of pleasure. Some of you, not all, I have had the pleasure of meeting during the last few months and I have followed the activities of your particular branch with very great interest and attention. It has been a source of great satisfaction to me, as Acting Minister, to read every month the report of your activities, and to see how the Commercial Branch is working and striving to get back, in some cases, the business, and in other cases to get new business for the Department. I realise, and I am sure you all do, that your own efforts in this direction could not achieve success were it not for the co-operation of all other Branches of the Service, from the Members of the Board down. I think without any doubt that the Commercial Branch of the Railways has achieved very considerable success. A considerable amount has been done, but I am sure you all realise that more still remains to be done and it may be that increased competition in the future will mean redoubled efforts on your part to keep the flag flying. I think I can safely say that the changed attitude of the public and the increasing popularity of the railways is in large measure due to the way in which the Commercial Branch has set about meeting the business sections of the community and entering into their difficulties and endeavouring in a whole-hearted way to solve them.
I do not think it is necessary for me to stress the value of a Conference such as this and I do not propose to touch on any particular
There is one matter which Mr. Jones touched on that I appreciate more than I am able to say, and that is the expressions of good will to myself, which were also repeated by Mr. Mouat. I say this in all sincerity, that the five months I have been Acting Minister of Railways has been a period of very great pleasure to me; I have liked the work and it has been the greatest possible pleasure to meet so many of the railway servants of this Dominion. Unfortunately, I have not been able to meet as many as I should have liked, and being in an “Acting” position I have not been able to do much more than “carry on,” but I want to say this: that when the time comes (as it comes to all) when we have played cur part and leave the stage of public life, I would like to assure you gentlemen there is no happier recollection that I shall carry away than that of my association with the members of this great Service. I wish you all success and good luck in the future, both individually and collectively, and have now much pleasure in declaring the Conference open.
Mr. Rodie (Commercial Manager): Honourable Sir, Mr. Jones, Mr. Mouat and fellow members: I wish to express the appreciation of the Commercial Branch for the expressions, of appreciation that have been made regarding our activities. We feel that it is the close touch permitted between the Commercial Branch and the Management that has spurred us on to the highest endeavour; we feel we are the eyes and ears of the Management; we are the interpreters of public opinion; we go out to every corner of the Dominion to find out the position, and are able to express to the Management what is taking place. There is one point on which, we flatter ourselves, we have had a considerable measure of success, and that is in retaining traffic. This success is due to the fact that while we get in touch with new, and keep in touch with present clients, we never let go of anyone who has deserted us. Churches have their revival meetings; so do we. We go around amongst the men who have left us and in that way we have drawn many back to the fold.
I have to thank you gentlemen for the appreciation you have expressed and I can assure you of the utmost endeavour on behalf of the Commercial Branch to forward the success of any schemes we may be entrusted with.
The advent of electric automatic signalling into New Zealand marks the beginning of alternating current as an agent in signalling work in this country. It is true that numerous electric appliances and systems connected with signalling were in use previously, such as Morse and telephone, Winter's block, the tablet system, lock and block, the electric pneumatic interlocking at Dunedin, and numerous electric devices designed to meet necessary requirements as they arose. These, however, were all actuated or controlled by direct current electricity generated by cell power, and were the latest and most efficient for New Zealand conditions as they were successively installed. The expansion of hydroelectric power, giving a comparatively cheap supply of alternating current in practically every district served by trunk lines of railway, has enabled this country to retain its place in the forefront of British enterprise in safety appliances on railways.
The British railways, hampered by the possession of more complicated signalling systems, were not in a position to experiment on a large scale with automatic signalling, which reached its successful commercialisation first in the United States. Sporadic installations of automatic signalling were, however, in use in Britain, notably on the London Underground Railway during the process of the greater expansion of these systems.
It was left to New Zealand to pioneer the way in the British Empire with the first installation of single line automatic—that from Lower to Upper Hutt, which has completely justified the enterprise shown. This section, and the double line from Lower Hutt to Lambton, were fitted with arm signals, known as three position upper quadrant, but since these sections were opened further developments have taken place and subsequent installations of automatic have been fitted with daylight colour light signals, which are rapidly becoming standard, the essential methods of controlling the operation of the system, remaining however, practically the same.
Though the capital cost of this up-to-date signalling system may seem to outsiders somewhat unwarranted by the density of traffic in New Zealand, this criticism is fully met by the fact that the enterprise actually shows a dividend in the saving of signalling staff, the extra traffic facilities gained and the increased capacity of the lines. In addition the power supply line accompanying such systems provides facilities for working such additional appliances as may be required along the route in the near future, some of which, of great potential utility, are now past the experimental stage in the United States and elsewhere. The maintenance staff will not exceed that required for earlier systems (allowing for due expansion) when this system is sufficiently advanced for economical organisation, and present general maintenance men are fully trained in the new standards. The operation current consumption is also very low for light signalling, and the efficiency is such that the percentage of signal failures per thousand movements is negligible.
For unidirectional traffic the capacity of the line is increased perhaps tenfold where long or slow sections exist between crossing stations. For two way traffic on single lines the system permits with safety of unattended crossing loops and, at comparatively small annual cost, doubles or trebles the volume of traffic previously possible.
A notable departure from previous principles of signalling is made by the three position signalling, either arm or colour light. These new signals indicate to the driver not only whether to proceed or not, but tell him the condition of the line ahead and at what speed to travel. On approaching a station the driver knows by the signals whether his route is set and clear. The signalman may make a mistake with regard to the condition of the road, but the electrified track will correct this and give the proper warning signal to the driver, should his route be occupied or fouled. On the open track the signals show the track conditions for a mile or so ahead and this certainty assists drivers in maintaining time and eases the nervous strain on the “human element.”
These consist of (1) A reliable power supply of alternating current throughout the system.
(2) A continuous series of electrified bonded tracks insulated from each other.
(3) Signals electrically operated, and controlled by those tracks and situated at appropriate intervals.
(4) The necessary instruments and devices to operate and co-relate these signals to their controlling track and to one another.
(5) Shelters to house these instruments and connections.
(6) Connecting wires to join up all the various units detailed above into a continuous system.
The power supply required for operating purposes is supplied from the most convenient hydro-electric scheme, but supplemented, if required, by a standby plant at each source of railway supply, in case of power failure of the hydro-electric mains or machines. This standby plant is actuated by power of different origin to the regular supply, so that the chances of a complete breakdown in power are negligible. The time required to switch in the alternative supply is less than two minutes. The standard New Zealand three-phase 50 cycle alternating current is used at 3,300 volt pressure, which pressure is suitable for overhead transmission without undue cost in line metal for the amount of current required for signalling work, and the distances from the source of supply. The overhead line conveying this power supply is graduated in size of metal used, from the source of supply to the furthest point (about 50 miles) so as to avoid voltage drop (lessening pressure) beyond say 5 per cent. Variations of voltage due to a supply defective in this particular are corrected at the supply end of the railway power line by an automatic device, which immediately adjusts any variation, thus maintaining a constant voltage. The need for a constant voltage or pressure is that the many instruments and devices used on this system are somewhat sensitive, and variations of voltage beyond a certain point affect their efficiency, which should be maintained at full.
Wherever power is required along the route, to operate motors, signals or instruments at stations, intermediate signals or sidings, etc., an overhead line transformer is bridged across two of the power wires and the 3,300 volts pressure between these two phase wires passes through the primary side of the transformer. The secondary side of the transformer draws off (by induction) a portion of current reduced in pressure to 110 volts and transmits this through
This consists of the permanent way bonded together at each joint and divided at suitable intervals into sections by insulated joints on each rail of the track. These sections are thus insulated from each other, and the sleepers and ballast are of sufficiently high resistance to insulate the rails from the ground; as very low voltage is used for track electrification (below 5 volts) and leakage to ground is negligible at low pressure owing to the size of metal in the rails providing the easier path for the current. The current fed into each section of track flows up one rail and down the other within its own section, and this current operates a relay or relays situated at the end or both ends of this section of track. Where a track carries a relay at each end as on single line working the current is fed to the centre of the track and flows both ways to the ends of the section returning on the other rail to the centre.
Three Position Colour Light Signals.
Method of showing Clear, Caution or Danger through insulated track and three-position relay.
Relays are electrical devices for opening or closing circuits. For track work they consist roughly of two kinds: those which operate two sets of contacts (switches)—known as two position—and those which operate three sets of contacts (switches)—known as three position. The two-position relays close one set of contacts (switches) when current is flowing through their operating mechanism and open that set and close another set when current is cut off.
The three position relays are differently operated as they open and close two sets of contacts (switches) according as the current flows through their operating mechanism from right to left or from left to right. They also open both these sets of contacts (switches) and close a third set if the current is cut off by a vehicle being on the track or other cause.
It will be seen from this that the insulated track can provide, through its relay, for three-different operations, that is, three circuits can be switched in by the relay, one to light a green light, or one to light a yellow light or another for a red light according to the position of the contacts (switches) provided in the relay.
(To be continued.)
(C. G. S.)
Two important, but seldom considered items which govern the amount that any sling will safely lift, are (a) the condition of the sling, and (b) the method of securing the sling to the hook.
The first thing to do before using any rope or rope sling, is to ascertain the condition of its various constituent strands. This can be quickly done by untwisting a few turns of the rope, when a careful examination will show any strands which have been broken by chafing. There is considerable wear on the inner strands of a rope and should any be broken, the rope should be replaced before material damage is done.
There are two methods of securing any sling to a hook, a wrong way and a safety-first way. A little consideration will show that, if a rope is secured to a hook as shown in Fig. 1, the rope is subject to a severe strain when it passes over the hook. If fastened as shown in Fig. 2, each of the parallel sides of the rope will support half the load—therefore this method is twice as safe as that shown in Fig. 1.
This is a point worth considering when not only your safety, but the safety of others is at stake.
Many ropes are damaged through being used to lift objects having sharp corners, without first padding the corners around which the rope passes. This is a most dangerous practice in that the damage done to the rope is not apparent unless a careful examination is made.
Wire ropes should never be knocked or hit in any manner with hammers or other metallic articles. If the wire rope has to be shifted, either do it by hand or with a broad piece of wood.
When lifting anything with a crane always take the first lift slowly, elevating the object just clear of its former position and allowing it to rest there for a few moments. This will give any hidden defects in the lifting gear time to develop, saving personal injury as well as needless breakages.
Improvements At Hillside
The removal of the stores building (illustrated above) to a new site, was recently successfully undertaken in connection with the new workshops scheme at Hillside. The building, which measures 90 ft. by 30 ft., was placed on skids and then jacked over to its new site. The weight of the building with the stores it contained at the time of removal was approximately 150 tons. The work was carried out without a hitch by the Department's maintenance staff under the direction of Leading Carpenter Clements.
It is only of recent years that the greatest developments have taken place in scientific railway operation, and one of the greatest drawbacks to the student who has not the opportunity of coming into personal contact with the latest developments in this direction has been the scarcity of suitable literature bearing upon the subject. The treatise on “Control on the Railways” by Philip Burtt, now published is, therefore, a timely addition to the information available to students, especially to those who have not had the opportunity of studying the system in actual practice.
Various articles of great value have appeared in the “Railway Gazette” and other magazines on this recent development in operating methods; and the work now under review, written by one who is recognised as an authority on such matters, comes at a time when such a treatise is an urgent need.
The author points out that “train control” is an expression which has, during recent years, come to have a special and quite technical meaning as the system under which, by a centralised and co-ordinated system of telephones, the whole supervision of train-working becomes centralised in, and administered from, a central office, concurrently with the actual operations and movements on the line at the time.
Special chapters deal successively with a stationmaster's control, a signalman's control, power signalling, subsidiary mechanical devices aiding control, the telephone as a means of control, the enginedriver's control, and the growth and development of the new telephone control; but it is in chapters ten to fifteen that the new methods are chiefly described. The author says that the Midland Railway Company claim to have been the pioneers in initiating the new system of train control in Great Britain when they introduced a limited system of control of mineral train working at Masborough in 1907.
The old “North Eastern Company” established a control office at Middlesbrough about the same time, but although the installation of control apparatus took place about November, 1910, it was years before the full use of it was applied or even understood.
The control board was first used as an aide-memoire rather than as it is now an operating instrument upon which the game of manipulating trains may be played as on a chess board.
Some of the principal functions assumed by the train control officer to-day are enumerated as under:—
(1) The provision of a visual indication—by means of a control board—of the train working within the area.
(2) The keeping within reasonable limits of the Trainmen's hours.
(3) The supervision of Freight Trains with a view to getting them along with less detention en route.
(4) Traffic control and regulation.
(5) As a general train controller and supervisor.
(6) As a rolling stock control officer.
(7) As controller of locomotive power.
(8) Control of passenger trains.
(9) Control of goods wagons.
In chapters 10 to 15 the methods adopted by the various Companies are described in detail with numerous photographs of the apparatus, including the control boards, the controllers desks, rolling stock cabinet and train control table.
Chapter 13 deals with the functions of the Train Controller and these are summarised as under:—
(1) Train Control.
(2) Arrangement of men's hours.
(3) Distribution of locomotive power.
(4) Control of wagon stock.
(5) Control and distribution of carriage stock.
In referring to the general effects of train control Mr. Burtt points out that the new telephonic train control is a mechanical aid on a large scale, and it may be expected to result in greatly modifying the work of individuals in various grades of the staff. The new system insures a watch being kept on the whole train movement concurrently with its actual working. It gives confidence to the staff, who know that the Controller is within call to give direction and advice. The general effect of the system is to introduce into train working the team spirit which is so desirable in the interests of the staff and the Railway.
Franz Josef Glacier, South Island.
“Sunset on Franz Josef Glacier,” says a correspondent in the Auckland “Star,” provides a panorama of surpassing wealth and beauty, unrivalled except in the regions of perpetual snow and ice cascades of the Southern Alps. Sunset comes like a cataclysm, transforming the glacier into a labyrinthine maze of colours. The great frozen field varies in colour with surprising frequency, at sunset presenting an ever-changing spectacle in which all colours of the rainbow mingle to create a scene of supreme grandeur. With the setting of the sun, the surrounding snow-clad mountains, towering like mighty sentinels above the ice-field, become tipped with gold, while the glacier itself sparkles like an opalescent sea, and gorgeous colourings defying the pen to describe or the brush to paint. Yet, as one is held spellbound in wonderment, the transformation goes slowly on; the ice pinnacles and crevasses, reflecting to the sun's declining rays, provide a kaleidoscopic spectacle in variegation which reflects the glory of the firmament and which gradually fades away in a sombre grey.
Sir Gerald Bellhouse, H.M. Chief Inspector of Factories, in a recent letter to the London “Times” on the work of the National Safety First Association, states that “the more the problem of accidents in our factories is studied the more evident does the need for a wider adoption of safety-first principles become. It is beyond all question that, if a real inroad is to be made upon the huge annual total of industrial accidents, those engaged in industry, both employers and operatives, must take a more direct part in accident prevention. It is the experience of the Factory Department that only a minority of the accidents reported to the inspectors are preventable by physical safeguards; of the rest the great majority are attributable to human failings, and can be prevented only if employers will make safety an integral part of management and workers will educate themselves to carry on their work with a proper consideration for the safety not only of themselves, but (more important perhaps) of their fellow workers.”
From the Safety Section, American Railway Association.
In the course of his speech at the luncheon of the Safety Officers’ Conference held recently in London, the Rt. Hon. J. R. Clynes, told the following story which we reproduce for the interest of our Safety First readers:–
“There were two men who had the job of installing at the top of a house a telephone, and the lady of the house wrote some days afterwards to explain she could no longer endure their horrible language. The Post Office promptly sent down an inspector, it being (of course) the habit of State Departments to act promptly in these matters. The inspector called before him the two workmen and the foreman, and the latter was questioned as to what actually happened. “Well,” he said, “you see, Sir, there was Jim going up a ladder on this high house, and he was carrying up a ladle of molten metal, and somehow some of this molten metal came down on the neek of Bill who was coming up the ladder behind him, and Bill said that Jim should be more careful.”
ashore to do some exploration work. Landing was a little difficult as one moment the swell would lift the dinghy above the rocky ledge, and the next moment the boat would be several feet below it.
That night was spent anchored in the shelter of the island, everyone making himself as comfortable as possible on the hard boards of the cabin. Sleep was intermittent and not of a very satisfying nature. About 1 a.m. the skipper started up the engine. He said it was an ideal morning for catching crayfish. After hauling in the anchor a short cruise around the rocky shore brought the launch to a suitable place (according to the skipper) where an abundance of these delicacies of the deep would be forthcoming. But the majority of the crew were too sleepy to worry about crayfish and only cursed loudly the person who had been responsible for starting up the engine and breaking in on their pleasant dreams, for the engine was of an old and heavy pattern, and the row it prcduced when in action was deafening to anyone in the cabin. The fumes of the exhaust joined with the oily smell from the bilge water only added to our discomforts and nobody was sorry when daylight came again.
The weather off the North Auckland coast is very fickle at times. At breakfast it was announced that the glass had fallen considerably over night, and a “blow” might be expected. As it was Sunday, the original plan had been to spend the day in fishing for schnapper, rock cod, hapuka and other edible fish, but the skipper ruled otherwise. He said the wisest thing we could do was to up anchor and get down to the main land before the storm commenced.
Many were the regrets at this unexpected proposal. The water was indeed like glass and one could see beneath the surface for many fathoms so transparent and clear was the water. At times small fish (at least they appeared small to us on the launch, but may have been quite large specimens for all we knew) could be seen flitting like shadows across the kelp bottom. It seemed a great pity that we were to miss the unique experience of fishing under such favourable conditions. We had one sack and two kerosene boxes of schnapper which had been caught the previous day it was true, but the present fishing ground seemed to offer far better promises for a successful day's sport.
By nine o'clock the wind had commenced to blow pretty hard and the launch once getting clear of the friendly shelter of the island felt the rough seas acutely. The boat was not what one could call a seaworthy craft. She had been made by the present owner and fitted with an engine. In shape she resembled a long box. Somebody even called it a coffin on this particular occasion—not without a certain degree of appropriateness we reflected.
If the old launch had rocked about a bit before, she certainly did now, more so. All manner of grotesque gyrations were performed by the launch. In fact almost every possible movement, barring actually standing on her beam ends, seemed to be performed in the next two hours. The dingy broke away and was promptly swamped. It was impossible to recover it. The very act of turning broadside on to the huge whitccrested waves which seemed to be hurled at us would have courted disaster. We could only keep on our course trusting to luck and the engine to bring us out of a nasty situation.
By dusk we had picked up our moorings in a snug and secluded tidal inlet of the Whangarei Harbour and the eventful, if somewhat short, cruise had come to an end.