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The New Zealand Railways Magazine is delivered free to all employees in the service of the Railway Department, to the principal public libraries in the Dominion, and to the leading firms, shippers and traders doing business with the New Zealand Railways.
It is the officially recognised medium for maintaining contact between the Administration, the employees, and the public, and for the dissemination of knowledge bearing on matters of mutual interest and of educative value.
Employees and others interested are invited to forward to the Editor, the New Zealand Railways Magazine, Head Office, Railways, Wellington, articles bearing on Railway affairs, news items of staff interest, suitable short stories, poetry, photographs, pen and ink sketches, etc. The aim of contributors should be to supply interesting topical material tending generally towards the betterment of the Service.
Contributed articles should be signed. If to appear over a nom-de-plume this should be stated.
In all cases where the Administration makes announcements through the medium of this journal the fact will be clearly indicated.
The Department does not identify itself with any opinions which may be expressed in other portions of the publication, whether appearing over the author's name or under a nom-de-plume.
The question whether transport should be controlled in order that a country's resources may be economically developed is one to which all thoughtful minds must turn with increasing frequency as the complexity of the problems of transportation and its rapidly developing demands, become more pressing.
With the passing of the Railways Amendment Act of 1925, the New Zealand Railways gained authority to undertake road transport. This was a necessary extension of carrying authority if the Railways were to function in the most economical manner. Wasteful competition was prevented, in another sphere, by the Motor Omnibus Traffic Act of last session, designed to afford protection to the various municipal tramways.
Far greater than the menace to the trams, however, is the menace to the Railways which motor competition has produced, and the position cannot be considered as adequately met merely by permitting the Railways to run their own motors. There is, definitely, one way which is best suited to supply the requirements of each locality and route. To test out the relative merits of railway and motor by close investigation of all the factors that go to the making of transport conditions, is a matter deserving of close attention and impartial, scientific inquiry.
Even where railways are privately owned, State intervention to regulate the disposal of traffic by the most economic means could be justified in the interest of national well-being. But although many attempts have been made, no country has yet grappled with the problem effectively.
Of conditions in the United States, the “Railway Age” remarks: “No railway would now be allowed to build a new line directly paralleling and competitive with a line of another railway; but the favourite routes for the construction of main trunk highways all over the country have been directly parallel with the railways. Once they have been built, active competition of trucks and buses with the railways usually begins at once, and in many cases without any consideration on the part of public or public authorities of whether traffic was being diverted from the railways in circumstances that would inevitably increase the total cost of transportation to the public, without any corresponding increase or improvement in the service rendered.”
If the course pursued in the United States—where all the railways are privately owned—is recognised to be uneconomic, how much more so is the position that has arisen in New Zealand? For here, not only does the withdrawal of traffic from the Railways to the roads necessitate higher rates on the traffic left for the Railways to convey, but the State's revenue from the Railways is reduced—a condition which reacts unfavourably on the general taxpayer, who may be untouched in other respects by wasteful competition.
There would be justification for duplicating railway services by road ones if the growth of business rendered the railways inadequate to cope with the requirements of modern transport. But it is well known that our Railways are not working at a capacity anywhere nearly approaching their maximum, that they could handle traffic more economically if they had more of it, and that considerable expense has been entailed in seeking and holding traffic which, but for competition, would have come to, and remained with, the rail—unasked.
The protection afforded the trams has already proved beneficial. The effect of competition against them was, however easily discernible, and its effect on taxation (in the form of City and Borough rates) was closely brought home to the taxpayers concerned. The loss occasioned through competition with railways is no less real and, at the same time, very much greater; but, as it has only a general application through the operation of indirect taxation, the effect of it is not so easily traced nor so readily acknowledged.
The most vital point of all remains to be made. During the last financial year, a year in which there was certainly no marked expansion in the gross amount of traffic to be handled in the Dominion, there was an increase of 30% in the number of motor trucks, etc., registered. The facilities for transport in the previous year were more than adequate for the country's needs. It is therefore self-evident that this heavy increase in transport capacity was not only without warrant, but, by diverting the flow of men and money from its natural direction—that of primary production—into superfluous auxiliary transportation, has actually been a heavy drag on the country's economic recovery.
Not all things are amenable to control; but among great public utilities within our own Dominion none is more easily dealt with—once the economic facts are known—and none is more deserving of protective action than transport.
Some very interesting documents relative to the early days of rail-roading in New Zealand have been handed to the Railway Board by Mr. D. R. Menzies of Wellington. These papers were in the possession of Mr. Menzies' father from the time when the latter held positions both as Superintendent of Southland and subsequently as a member of the Otago Provincial Council. The records go back as early as 1863, and include estimates of some of the first railway construction in Southland, as well as reports which furnish valuable historical matter.
In the preparation of historical data bearing on the progressive development of the Southland and Otago railways, these records will prove of considerable value. Mr. Menzies' action in handing the papers to the Department is much appreciated, for the documents cover a period in the history of the New Zealand Railways regarding which the Departmental records are but meagre.
In this issue we publish for the first time a page entitled “Of Feminine Interest.” This is prepared on the suggestion and under the guidance of the lady members of the service, of whom there are now eighty-five. Although their number is small in relation to the total staff roll, the work upon which they are engaged—at Refreshment rooms, in the Accountancy branch, and on shorthand—writing and typing—is of considerable importance, and their initial effort in the Magazine, written and illustrated by themselves, indicates an interest and talent worthy of every encouragement. It must also be remembered that we have about twelve thousand married members, whose wives and daughters, we hope, will appreciate the regular appearance of a page devoted to feminine and household matters.
In response to numerous requests, arrangements have been made with the publishers for the binding of the first volume of this Magazine in cloth, with title in gilt lettering, at a cost of 5/6 per volume—provided a sufficient number of copies are needed. Anyone in New Zealand who regularly receives copies of our Magazine and who desires to have his set bound under the above conditions, may hand his accumulated copies from May, 1926, to March, 1927, inclusive, to the nearest Stationmaster, who will transmit them free, with the sender's name endorsed on the parcel, to the Editor, New Zealand Railways Magazine, Wellington. Upon completion, the bound volumes will be returned to the forwarding Stationmaster, who will collect the binding charge when delivering to the sender, and bank the amount to credit of public account. The bank receipt is to be forwarded to the Editor, N.Z.R. Magazine.
The opening on 26th May of the new double-tracked deviation line into the Hutt Valley is one phase of the Department's effort to recover a proportion of the suburban traffic lost in the vicinity of Wellington.
The new venture is worthy of the fullest public support, for it opens up a new area ideally situated for suburban settlement and also porvides easy railway access for those residents already living in the vicinity.
A full description of the new line will appear in our next issue.
With a programme of improvements in hand which, for its fulfilment, must extend over several years, the Railways are not yet in a position to produce the best return from the outlay already made on the incomplete portions of that programme, but the Board sees reason for considering that opportunity lies open for an improvement in the operating figures now being obtained, if public support and staff assistance be given in sufficient measure.
In the matter of staff assistance the Board desires to make public acknowledgment of its appreciation regarding the motion, passed at the recent Conference of the Amalgamated Society of Railway Servants, in which it was decided to recommend to members that they should personally support the Railways by using the trains for their own travel in preference to privately-owned buses. This decision indicates a recognition by the Society of the economic dependence of its members on the successful issue of railway operations, and an acknowledgment of their capacity to assist in increasing those resources from which alone improved conditions for themselves may be obtained.
It lies within the power of every member of the Department to make and take opportunities for improving the service they render individually, as well as to put forward proposals for improvements likely to react beneficially upon the Department's finances.
Apart from the larger experiments in methods and operations that present transport conditions require, there are many opportunities, small in themselves, which, if taken in the aggregate, can materially help the Department.
Among these, the exercise of studied economy in the use of stores and equipment, and particularly, the prevention of deterioration to plant, goods, etc., by careful storing, stowing and handling, offers considerable scope for concerted effort. Comparative figures are a great help in enabling officers responsible for the issue and allocation of stores to check up their use in relation to the actual requirements in the case of any given commodity, as between one period and another. Apart from general instructions relating to this matter, it is suggested that those responsible for the issue and allocation of stores might devise methods (to suit their particular circumstances) to reduce by good management their present costs in this direction, and by careful analysis of related figures, be in a position to check any tendency towards waste or extravagance.
There are so many points of difference between one station, depot, or workshop and another, that detailed methods of carrying out this idea are best left to the judgment of individual officers and leading hands, but the Board is sure that, entered into with the right spirit, even if only by saving “a penny a time”, a substantial reduction in stores expenses may be effected in the coming year, without any detriment to the efficiency of the services rendered.
Then there are opportunities for influencing public opinion in favour of the Railways, opportunities which come the way of every employee, and which are even worth going out of one's way to make. Much of the suburban passenger drift from the Railways to the competing motor buses is by people to whom the respective services are practically on a par. Among these a word in season by railwaymen who have the welfare of the service at heart may reclaim many to the trains. Others among the travelling public are not aware of the advantages which the various types of concession tickets confer on train passengers, and these may be won to the rail in the course of conversation by any railwayman who knows (as he has opportunity of knowing) the facts about such types of tickets as trip-bearer, family, apprentice, season, etc.
Similar opportunities occur in relation to goods traffic, instance after instance being revealed of consignors forwarding by motor truck and paying much higher for the service than would have been necessary by rail, through want of knowledge or advice regarding the railway tariff.
Along these lines much may be accomplished, by the active participation of the staff, to reduce expenses and increase traffic.
The strength of a man's virtues must not be measured by his occasional efforts, but by his ordinary life.
Pascal.
“So this is your wonderful Auckland.” How often visitors make this disparaging remark when they alight from the Limited, after their long Main Trunk journey. The old station gives a bad first impression. Every Aucklander will welcome the time when the big “change over” comes and Auckland has a Railway Station worthy of the Queen City of New Zealand.
Many changes have taken place since the first train steamed out of the big cutting through Point Britomart, on its way to Onehunga, passing over the embankment built across the western shore of old Mechanics Bay.
Auckland's first railway station was situated on the eastern side of Railway Street (now Breakwater Road) on a part of the area now to be occupied by the new outwards goods shed. The present yard site, at that time, served as an anchorage for many of the old sailing vessels, which traded to the port of Auckland in those early days.
“The old order changeth yielding place to new.” Old Auckland, with its clay roads and open hills, has gone for ever. The eastern waterfront, with its open bays and towering promontories crowned in the beautiful green of the massive Pohutukawas, has changed beyond recognition and the waters of the Waitemata now lap the drab stone walls skirting the reclamation.
Practically the whole of the area now occupied by “The Yard” has been reclaimed from the sea.
During the 'eighties the first big rearrangement took place, and the present passenger station was brought into use. It was not the station as we see it to-day. Two platforms were sufficient to handle all the traffic offering, but these extended over the site now occupied by the General Post Office building.
Old colonists tell of occasions when the vans of trains were pushed through the old iron fence right out into Queen Street. Frequent additions have been made, from time to time, to serve the needs of the fast increasing business, but it was early realised that the present station was entirely unsuited to meet the requirements of a great city.
In 1912 a definite move was made to remedy conditions. The late Mr. D. T. McIntosh, then District Engineer, went fully into the question of providing for future development. By this time the proposed Auckland-Westfield deviation and the Northern Tunnel outlet to the Kaipara line had been mooted. The provision of suitable connections to serve these various routes required careful consideration. After much scheming the problem was solved. The skeleton outline, on which our new station has been designed, was definitely developed. From the higher positions above Beach Road, a fine bird's eye view of the whole yard is obtained, and it is said that Mr. McIntosh conceived his great scheme when, one evening, he viewed the panorama from the roof promenade of Cargen Hotel. Auckland owes much to this fine engineer. Our new station will stand as a fitting tribute to his wisdom and foresight.
The Great War caused much delay in railway development throughout the country, and the proposals to commence work on the new Auckland Station in 1914 had to be abandoned. However, in 1924, the construction of the Auckland-Westfield deviation was put in hand, and the remodelling of the station commenced.
Much has already been done; the new yard is taking shape and, in the near future the old station, with its dingy verandahs, will be a thing of the past.
It is not intended in this narrative to give more than a general description of the work in progress. The accompanying illustrations will, it is hoped, convey some idea of the magnitude of the undertaking.
The works already completed have been carried out on “new ground” and, as yet, there has been little interference with the existing lines. Very shortly a goodly number of the new sidings will be brought into use and a start made on the rearrangement of the existing tracks.
The new outwards goods shed, a large reinforced concrete structure, is now being erected. This building, fitted with the most up-to-date appliances, is now well in hand, and when it is occupied the yard rearrangement will proceed apace.
“What will the new station be like?” To the man in the street, the Passenger Yard is the Railway Station. The new building will be an imposing structure. Set back some four hundred feet from Beach Road, fronted by a wide open plaza, laid out with lawns and gardens, it will have quite a pleasing effect. A wide ramped approach road, with a tramway track, will run right up to the main entrance on the first floor of the building. Bounded on either side by the massive retaining walls of this passenger roadway, a level approach will serve the ground floor, which will be given up entirely to luggage and parcel traffic. The second and third floors will accommodate the staffs of the District officers.
Passengers will pass through a large entrance hall to reach the main station concourse. Apart from the numerous ticket offices and inquiry counters, provision is made for commodious waiting rooms, refreshment and dining halls, bookstalls and even a hairdressing saloon.
From the concourse a large subway, below the tracks, will lead to the various platforms. “Mind the Barrow?” the familiar call of the porters, as they push the heavy laden luggage barrows along the platforms, will be one of the memories attached to the old station. Electric lifts will take the luggage trucks down below to subways running direct to the luggage room on the ground floor of the station building.
The general layout of the whole scheme is on generous lines. Ample provision is made for future development, and the station should serve the city for many years to come. The deviation of the Main Trunk line around the eastern waterfront is being pushed forward to be ready for operation when the new station is opened up. It is hoped that the construction of the underground route to Morningside on the Kaipara line will then be started, and with the completion of this great work, Auckland will have a railway system which her citizens can justly claim to be second to none in New Zealand.
The new bridge is the largest of its kind in New Zealand. It spans eleven sets of rails, and provides a clear roadway of 66 ft. The new 70 ft. turntable is seen in the foreground.
The accompanying photograph is an illustration prepared to advertise the new cartons which are on sale at the principal railway refreshment rooms in New Zealand. The cartons, which are sold at 1/- each, contain two sandwiches, two pieces of cake, a shortbread biscuit and an apple—in fact, what may be described as a well balanced diet—and are prepared for the convenience of those who prefer to have their refreshments on the train instead of at the refreshment counter. Each separate article placed in the carton is protected by tissue paper, and the whole effect is pleasing—and appetising. The contents are made up fresh every day.
The innovation is assured of appreciation and support, and will be particularly welcomed by those of a nervous temperament who are sometimes afraid that the train will leave while they are taking refreshments in the rooms, as well as by those who like to have plenty of time in which to take a little nourishment.
If the experiment proves a success it is quite likely that the carton system will be extended in the direction of providing a wider choice to those desirous of obtaining refreshments under cover in this way.
The rooms which at present are provided with carton refreshments are Helensville, Frankton, Marton and Palmerston North in the North Island, and Ashburton, Oamaru, Palmerston, and Clinton in the South Island.
That well produced and interesting publication “New Zealand News and Views” has, in its issue for March, the following reference to the Royal train which was recently built at Petone Workshops:
The State Railway Workshops at Petone (near Wellington City) won new laurels for Dominion industry in the designing and construction of the Royal train (a big locomotive, ten carriages and a brakevan), fairly described as “a palace on wheels,” with very comfortable provision for sleeping and dining. Admirable ornamentation was allied with usefulness, and altogether this equippage was worthy of the country's Royal guests.
The copies of the New Zealand Railways Magazine are highly appreciated by the High Commissioner and his staff. A file of them is kept in the reading-room of this office, and attracts much attention from New Zealand readers. It is also a most useful medium for keeping us up-to-date on all railway topics.
H. W. Drew,
Publicity Officer,
High Commissioner's Office, London.
* * * *
My attention was recently directed to your excellent magazine which our library has added to its list of similar periodicals. After reading the December and January numbers I felt that they were of such interest that you would be glad to know that their contents were appreciated, even though by one so far from “the scene of operations.”
You have a very fine publication, which should be heartily appreciated by its readers for the value of its material.
(Capt.) S. D. Ashford,
Senior Signal Engineer,
Interstate Commerce Commission,
Washington, D. C.
Several attempts have been made in New Zealand to provide a magazine which would grip the imagination of the public generally and which would become a permanent institution in the Dominion. Several attempts have been made, but with one or two exceptions they have been foredoomed to failure. Strangely enough it was left for the New Zealand Railway Department to provide a journal which, in a remarkably short space of time leapt into fame, and because of its high standard and interesting nature each successive issue is largely sought by those whose good fortune it is to have become acquainted with it.
Stratford “Evening Post.”
I have read with great pleasure the New Zealand Railways Magazine. I know no magazine dealing with a phase of our industrial life, its superior. The paper, printing, illustrations and general “get up”—as it is called—are all excellent, and the literary work is also first class. I hope it may long continue and be read by our railway workers.
The Rt. Hon. Sir Robert Stout,
K. C. M. G., LL. D., M. L. C.
I cannot refrain from sending you a word of congratulation on the February issue of your Magazine in honour of the Royal visit. It is a production that anyone might be proud of, but considering the narrow limits within which you must work, I consider you are entitled to the very highest praise.
The Magazine is not only interesting, but educative, and I have had much pleasure in reading it from cover to cover. The illustrations too, are very good.
J. Sclater, Traffic Manager for New Zealand and Australia, Canadian Pacific Railway Co., Sydney.
The Magazine from cover to cover is full of good matter. When one has run through it, picking here and there at the good things therein, one can only express appreciation in the word—splendid. But, above all, what I like about the Magazine is its open heartedness, its brotherhood of purpose, what our Gallic neighbours would call its esprit de corps. It makes me feel that here we see a glimpse of that grander brotherhood of man which shall yet “progress in beauty over all the earth.”
The late Mr. J. T. Ward, Wanganui Observatory.
From H. E. Auckland, Onehunga, Auckland:—
Being an employee of the New Zealand Railways I receive the New Zealand Railways Magazine every month, but I had the misfortune to lose them when I was shifting into a new house. I want to know if you could send me a copy of every one published, and I will be only too glad to pay for them. I thought so much of them.
[Mr. Auckland is an apprentice in the Newmarket Workshops. Needless to say, we had pleasure in supplying him with complimentary copies of the magazines lost.—Ed. “N. Z. R. M.”]
From Mr. W. S. Dale, Normal School, Auckland:—
I beg to acknowledge the arrival of your excellent magazine, and desire to offer you my sincere congratulations upon the splendid synopsis of British History which is, I think, a summary worthy of greater publicity.
Fine souvenir number.
Franklin “Times.”
Mr. Chairman and Gentlemen,—
I wish to thank your President for his very kindly reference to me, and also to express my appreciation of your kind invitation to be present, as well as my pleasure at being, for the first time, a guest of the Karangahape Road Business Men's Association.
It appears to me that, notwithstanding the stress of keen retail business competition which I know exists among you, it is a splendid thing to thus recognise the broad spirit of business enterprise which enables trade competitors to come together to promote the business and social welfare of the retail merchants in this locality. Speaking as one engaged in the transportation business, I cannot say how such an institution would succeed in our particular line; or whether we may look forward, in the near future, to fortnightly luncheons presided over by my friend, His Worship the Mayor, and attended by the prominent Tramway officials, Traffic inspectors and owners and directors of private motor bus Companies. There is no doubt, however, that the spirit of getting together must have the effect of promoting friendly relationships and mutual goodwill, and it is in this spirit that I come before you to-day as a representative of the Railway Department, to put before you a few facts regarding the Department in general, and more especially with reference to the effect of future Railway developments on the business area in Karangahape Road and its vicinity.
I feel in speaking to you that I am practically addressing a meeting of shareholders and as, in fact, each of you is deeply and vitally interested in the well-being and prosperity of the New Zealand Railways, it might be advisable for me to draw your attention to a few figures which will remind us of the magnitude of our national system of transportation. The cost of opened and unopened railway lines at 31st March, 1926, was nearly £54 million.
The gross earnings for last year were about £8½ million, and the working expenses amounted to about £6½ million. The nett earnings were £2 million, and the percentage of interest on capital 4.35 per cent. The total number of staff employed was about 18,000. When you consider these figures it will help you to realise what a tremendously large concern you possess in the New Zealand Railways.
Before proceeding further I would like to point out that the Railway Department was originally not a commercial, but a developmental, concern. It was found necessary in order to develop the country that efficient internal means of transport should be provided, and in addition to the main lines, a large number of branch lines were constructed in order to enable the producers in various parts of the country to get their commodities to the market. The Railway received no large endowments of land in order that it might participate in the enhanced values which the construction of these lines brought about, and I think you will agree with me that the increase in land values, the increase in the general wealth of the community, and the additional taxation derived by the Government as a result of the increase in values, constitute a credit which—while not shown on the balance sheet of the Railway Department—would far more than equal the total capital cost of our Railway System.
With the growth of the Railway System, the gross revenue from which has increased five fold in 25 years, it was found necessary to alter the organisation in order to permit of a measure of decentralisation in administration, and in 1924 a Railway Board was appointed. Following this, in February, 1925, a system of Divisional control was inaugurated, involving the appointment of a Divisional Superintendent in each Island to take full control of all operating and transport work and, in fact, to act as the deputy of the Railway Board in all matters coming within the scope of ordinary Railway working.
Under the system of Departmental control there was a tendency to flood the Head Office with a mass of detail, which precluded the management from giving that attention to matters of policy and general research which is—in this age of keen competition—so essential to efficient progress. Under the Departmental system there was also a tendency for members to consider, not so much the welfare of the Railway Department as a whole, but rather the prestige of some particular branch thereof. Under Divisional control there is, I
Having given you an outline of the magnitude and the organisation of the Railway Department, I suppose that, bearing in mind the fact that the title of my address was a double header—Railway and Karangahape Road—you are commencing to wonder where the Railway ends and Karangahape Road begins. Well gentlemen, your Secretary, in inviting me to give this brief address, asked if I could include some particulars of the new Northern Outlet, which is included in the Minister's programme of works as published in 1924. This new route, as you are no doubt aware, will bring Morningside within 2¼ miles of—say a 6 minutes journey by rail to—the Town Hall. As you are also aware, this line will cross Beach Road by an overbridge, thence through a tunnel to a station near the Town Hall, and then by tunnel again under Queen Street and Karangahape Road until it emerges into the open in the Arch Hill gully just beyond Newton Road. Now gentlemen, this line will have to be electrified, and it occurs to me that, for an electrified section of suburban railway, a distance of 2¼ miles between stations is somewhat long. I can foresee the time when there will be a demand for an intermediate stopping place between the Town Hall and Morningside, a stop which will be somewhere in the vicinity of Newton Road and which will put Karangahape Road “on the map” so far as visitors to Auckland and suburban travellers in particular, are concerned.
A Happy Team
Messrs. E. Casey (facing camera), G. S. Lynde (C. M. E.) on right, J. F. Mackley (L. E. left, W. I. Hessell (D. T. M.), inside-left.
Eventually it is intended to extend the deviation from Morningside to Kumeu, and thus eliminate the heavy grades and difficult country between Auckland and Helensville.
In concluding my remarks, I wish to assure you of the desire of all grades of the Service to do our utmost to render satisfactory service to the general public, and to the business community in particular. We are proud of our service—proud of the great work it has achieved in promoting the prosperity of the country in the past. By instituting and maintaining such improved services and facilities as are consistent with sound and economic administration, we hope to secure a much greater measure of public good feeling—and what is most important—public support in the future.
London, it was once remarked by W. M. Thackeray, of “Vanity Fair” fame, was a most delightful spot in which to live if only for the pleasure to be derived from getting out of the city. Since Thackeray's day the lure of London Town has proved an irresistible bait for millions of folk drawn from all corners of the globe. To-day the enormous daily movement of passengers between city and suburbs gives evidence alike of the lure of the great modern Babylon, and the contrasting appeal of the surrounding countryside.
Recent official statistics show that since the war the volume of passenger traffic handled by the railways, omnibuses and electric tramways in the area known as “Greater London” has increased by sixty-three per cent. By the railways there were carried in 1913 some 725 million passengers, while last year the corresponding figure was 1,049 millions, an increase of forty-five per cent. To deal with this enormous business, there are upwards of 600 passenger stations, of which about 140 are underground depots. In Greater London the length of passenger lines is 700 miles, or a little more than the distance from London to Land's End, in Cornwall, and back again.
At London's main line termini special preparations are proceeding to meet the season's passenger rush. Most of the city stations of the trunk lines are situated in a ring some distance out of the city proper. To the north lie the King's Cross and Marylebone depots of the London and North Eastern Company, with the London, Midland and Scottish Company's St. Pancras and Euston stations sandwiched in between. It is to and from these points that the through trains connecting London with the north are operated, and competition between the various routes is especially keen.
The Paddington station of the Great Western line is situated in the heart of the aristocratic West End; while at the extreme opposite end of the city is the Liverpool Street terminal of the London and North Eastern, handling the densest suburban business of any London station. In the heart of the metropolis is the Charing Cross terminal of the Southern, and a little further removed are the Waterloo, Victoria, and London Bridge stations of the same line.
Underground stations are scattered everywhere throughout the city and suburbs, with the “Inner Circle” route of the Metropolitan and Metropolitan District Railways enclosing the busiest portion of the metropolis. Many noteworthy passenger travel amenities have been developed by these speedy underground electric lines, and recently a feature has been made of the installation of roomy garages at the outer termini of the underground routes, which enable the suburban resident to drive to the station in his own car, park his vehicle in the garage, and proceed speedily by railway to the city. At Morden, the terminus of the newly-opened extension of the City and South London line from Clapham Common, there has been provided for the convenience of passengers a garage accommodating no fewer than 200 motor cars and cycles, with lock-up cubicles, petrol pumps and a fully equipped motor repair shop. A more striking example of co-ordination between rail and road transport could scarcely be imagined.
While London railwaymen, in common with the workers at other points on the Home railways, are busily engaged in preparing for the summer rush of passenger traffic, they are also not unmindful that compensation for this extra effort lies in the fact that May marks the commencement of the railwayman's annual vacation, as well as that of the general public.
In arranging the Home railwaymen's holidays, the system employed is to spread the leave out evenly from May to September. The majority of uniform workers enjoy one week's holiday each year, and the clerical and supervisory forces two or three weeks' vacation without loss of pay. The dates of individual holidays are arranged by ballot as a rule, and relief men are employed to take the place of signalmen, shunters and other traffic employees.
Free and reduced travel is enjoyed by almost every grade of Home railway worker. Officials
While limited use has at various times been made in Britain of oil fuel for locomotives, generally speaking the high cost of oil as compared with coal has rendered its employment prohibitive. Having regard to this fact, there has been received with much surprise the recent announcement that our biggest railway—the London, Midland and Scottish—is seriously considering converting the whole of its 10,000 coal-burning locomotives to oil fuel. With oil costing from three to four times as much as coal, this move would seem to threaten to add enormously to the already high fuel bill, and no explanation of the L. M. & S. Company's proposal is as yet forthcoming.
It is suggested that the idea underlying the proposal may be the freeing of the Company's tracks from the very large numbers of locomotive coal wagons which are at present in service between mine and running shed. In any event, it is significant that the L. M. & S. is the only Home railway to be at all attracted by the possibilities of oil-firing.
Track standardisation, for which provision was included in the grouping bill of 1921, is now making considerable progress at Home. To-day the new standard permanent way is rapidly replacing the thirty-odd types of track favoured by the individual railway systems embraced within the four big groups.
Standard track in Britain consists of bull-headed rails of either 95 or 85lb. a yard. The standard rail lengths are 45 feet and 60 feet, and two patterns of chairs are available, one for the 95lb. and the other for the 85lb. rail.
On the majority of main lines the 95lb. steel is favoured, with 85lb. rails on the secondary routes. In certain tunnel sections—as for example on the Mersey Railway—rails of 100 lb. per yard are employed. On busy city and suburban routes, rails of maganese steel are found of immense value in resisting wear. At the eastern approach junction to the Central Station at Newcastle-upon-Tyne, on the London and North Eastern trunk route to Scotland, there are employed 92 manganese steel crossings and rails, covering 77 intersections. The total length of the junction is 141 feet, width over all 58 feet 6 inches, and total weight 70 tons.
Across the Channel, equal importance is attached to sound railway track, and on the Northern Railway of France there has recently been completed the re-laying with specially strong track of the trunk routes radiating from Paris to Calais, via Amiens and Abbeville; to Lille, via Longeau and Arras; and to Erquellines, via Tergnier—routes which will doubtless be familiar to many New Zealand railway folk whom military duty brought to Europe during the world war.
In its strengthening plan the Northern Railway of France has employed 59 ft. flat bottomed steel rails weighing 92½lb., with 110½lb. steel on tunnel sections. Each rail rests upon thirty oak sleepers, and is secured by steel screws. Fishplates are 25 inches long, while steel bars about 10 feet long are secured to the top of the middle sleepers of each rail to prevent creeping. Slag ballast is 12 inches thick under sleepers, and the top of the sleepers is sunk to ballast surface. The new tracks, which carry a heavier passenger traffic than any other northern French line, are safe for travel at 75 miles per hour.
Over the Paris-Calais route there is now operated one of Europe's most luxurious passenger services. This is the new “Golden Arrow” service between Paris and Calais, in connection with the boat service of the Southern Railway of England from Victoria station, London. Limited Pullman trains in this service cover the 185½ miles between the French capital and Calais in 190 minutes, providing the quickest link between Paris and London.
In connection with the working of the Northern Railway's permanent way department, especial interest is attached to the elaborate track reclamation plant established by the line at Moulin-le-Neuf. This depot employs 800 men, and includes saw mills and creosoting plant for timber preparation and treatment, and special equipment for the preparing of recovered main-line rails for use on secondary routes. Second-hand rails are cut off at the ends, re-drilled for fishbolts, straightened, planed, and re-issued to the track maintenance gangs. This re-use of discarded main-line rails on secondary routes is to-day a feature of permanent way practice throughout Europe, and in this way vast economy has been found possible.
With the approach of summer the Home railways have again inaugurated the competitions run every season for the best-kept wayside stations on their systems. There is much healthy competition among country station staffs in the endeavour to secure the cash prizes allotted to the cleanest and tidiest stations, and it is remarkable how beautiful many of the smaller stations become under the skilled attentions of the station masters and their staffs. Although in awarding the prizes marks are given for gardening and floral effects generally, much attention is paid to cleanliness and orderliness of platform and booking office equipment. It is significant, as illustrating the influence of the Home railways upon overseas railway practice, that this year one of the big Indian lines, impressed by the results achieved at Home, has introduced on its own system a similar contest for the best kept stations.
Apart from the effort of the Home railwayman in connection with the annual competition for the best kept depots, immense pride is taken by all in keeping stations, signal boxes and mess-rooms spick and span. Spotlessly clean mess-rooms, with glistening window-panes, well scrubbed floors and whitened hearthstones, are everywhere much in evidence. The Home railwayman's love of cleanliness, it may be recalled, was strikingly demonstrated to the Prince of Wales when travelling in Scotland a short time ago.
Waiting on the platform at Dunblane for his train to Perth, on a raw wet morning, the Prince was accosted by Jamie, the station porter, with the remark: “Say, mister, are you the Prince of Wales!” An answer smilingly being given in the affirmative, Namie pondered a moment, scratched his head and continued: “Weel, it's cauld standin' here. Gang awa' into the porters' room yonder. There's a guid fire burnin, and ye maun tak' a chair, but dinna put yer wet buits on the
The handling of merchandise in small lots has always been a difficult problem for the Home railways. Now that road transport is developing so rapidly, much consideration is being given to measures calculated to assist in the safe and speedy movement of traffic in small lots. Among means to this end there may be noted the introduction of bonus schemes in the bigger warehouses, providing for the payment of a special cash bonus, in addition to ordinary wages, to men engaged in handling miscellaneous traffic. The bonus payments are calculated upon tonnage handled, and all tonnage dealt with over and above an agreed minimum is credited to the workers concerned in its handling.
The main feature of “smalls” traffic movement at Home is the operation throughout the group railways of special tranship sheds for the handling of consignments in small lots. In London and at strategic points throughout the country, freight depots are located and equipped for dealing with this class of traffic. The main principle involved is the direct loading of “smalls” traffic to a point as near destination as possible. Daily wagons are made up in each shed to the other important tranship depots, and traffic is thus staged from point to point in accordance with elaborate loading instructions issued for the guidance of the staff, roadside stations being linked up with one or more of the adjoining tranship sheds by road wagon service operated in pick-up goods trains.
A great deal has been heard of late of affairs in China, but little seems to have been published concerning the part played by British engineers in the founding of China's railway system. It was to England that China owed her first railway. This was the Shanghai-Woosung line, a 2ft. 6in. railway, with a total length of ten miles. The first locomotive ever seen in China was “The Pioneer” (constructed by Richard Rapier, of Ipswich, England) which made its trial trip over the Shanghai-Woosung railway on February 14th, 1876.
Immense excitement was aroused at the sight of China's first “Iron Horse,” and the destruction of the Shanghai-Woosung line, and of another railway serving the Kaiping mines, was shortly afterwards foolishly ordered by the government. A resourceful British engineer surreptitiously buried one of the Kaiping railway engines beneath the ballast. Years afterwards, the “Rocket of China,” as this locomotive was named, was dug up again and once more put to work. The latest bulletin concerning this historic engine was to the effect that it was still going strong in shunting service near Shanghai.
From time immemorial, man has made use of tools, and to them he owes his dominating position in the world to-day. Tools are one of the foundation stones upon which our complex civilisation has been built up.
Before the dawn of history, the problem of suitable tools occupied the attention of primitive man, and our museums speak eloquently of the steady progress from wood to flint, from flint to bronze, and onward to the steel tools of the present time.
The most progressive nations in the world owe their success to tools.
A nation can be the centre of distributive wealth and the seat of the world's finance and yet crumble up almost without a struggle unless it has behind it the productive energy and capacity to take full advantage of tools.
What is the lesson we may derive from Venice, from Holland, from the Hanseatic States! They in their time were the centres of distributive wealth, and the centres of finance. Their greatness has passed away. They had no productive and creative energy behind them to back them up, and when competition came they went to the wall. They saw not the distant dawn of the steel age, and the necessity of tools.
The history of the world discloses a strange justice to the thoughtful student. The visionary may lament the fact, but the serious thinker will ultimately recognise it to have been necessary that the cultivated Athenians should succumb to the Spartans, the Hellenes to the Romans, the Florentines to the Venetians. It is as clear as noon-day that the State is no Academy of Arts, and if it neglects its manufacturing and production in favour of solely ideal strivings, it goes to ruin.
The mere talker no more solves problems than the angry woman succeeds in straightening out the tangled skein. It is the man of action that ultimately gets there, and his never failing servants are tools. How often do we hear that economic dictum “Labour applied to natural objects is the source of all wealth.” How strangely out of proportion is it to that oft repeated dictum—“Primitive man applied his very natural labour to the most natural objects, but he scarcely covered his nakedness”—he was the early victim of poor tools, or perhaps had no tools at all. The present age is beyond all doubt the Steel Age, although the Chinese are reputed to have made crucible steel before the Christian Era. The Crusaders under King Richard the First boasted of weapons forged from the famous Damascus steel produced nearly 800 years ago. Be this as it may, the dawn of the steel age does not require us to search the pages of ancient history. A little over a century ago Nelson swept the seas with his wooden walls. Easily within our own recollection sons of the same school kept the seven seas with their walls of steel.
Interesting Relic of the Whaling Days.
It is a regrettable defect of the Departmental organisation favoured in some Railway systems that the functions of the civil and mechanical engineering and of the traffic departments are so strictly differentiated, that their community of interest in the important questions of economic train loads and train speeds is apt sometimes to be lost sight of, while real efficiency may be sacrificed on the altar of departmental statistics. Thus a traffic officer's want of appreciation of the influence of speed on locomotive efficiency on the one hand, or a locomotive engineer's neglect of the effects of slow, though heavy freight trains on wagon efficiency on the other, may lead to unreasonable demands in the effort to secure some fancied advantage in favour of one or other of the two departments.
From the sole point of view of locomotive results, slow freight speeds and full loads stand generally for a high freight ton mileage per engine and low fuel consumption per ton mile; but heavy loads mean also slow train movements all round, not only between, but at, stations, and perhaps also a certain amount of obstruction to other and more important traffic. This all tells against wagon efficiency, and upon the latter factor the profitable operation of a railway very largely depends. Thus, considering the matter purely from the point of view of locomotive economies, the best speed for freight trains on level sections is probably about 20 to 25 miles per hour. Thereafter the possible freight ton mileage per engine per annum diminishes with every increment of speed, as the loads hauled have to be correspondingly reduced, other conditions remaining constant. Speaking generally, however, experience indicates that in the case of long loads and level sections the maximum return is obtained from the locomotives and rolling stock—taken together as representing so much capital invested—when freight trains are timed for a mean speed of about 20 miles per hour, between stations, which implies an actual running speed of 22 to 25 miles per hour, or more on short runs.
A point to be borne in mind by the locomotive engineer is that although the fuel bill is usually the heaviest single item of locomotive working expenditure, it is not the only or the ultimate criterion of railway efficiency. The fuel question is one of the greatest importance; departmentally it is perhaps the most important question of all, because it is the most difficult to handle. But in the broader fields of railway policy and efficiency, the wagon question is not less important than fuel consumption, nor is it less difficult. For while, down to a certain point (which is determined mainly by the ruling grade), reduced speeds mean heavier engine loads, lower fuel consumption per unit hauled, and a greater vehicle and ton mileage per annum, they result directly in lowering the amount of freight that can be handled in the same period by a given number of wagons. For, whatever the train speed may be, the rated capacity of the wagon remains constant, so that the total amount of freight that a given number of wagons can deal with in a given period of time depends on the speed with which they can be passed over the section.
The very fact that traffic and loco. departmental interests are apparently conflicting in this connection renders the matter of wagon efficiency one in which there should be the closest co-operation and interchange of views and established data. Amongst the many factors by which the earning capacity of the stock is influenced, the following should be no less the concern of the locomotive than of the traffic officer: firstly, the maintenance of a high daily mileage per wagon; secondly, accurate engine loading; and thirdly, the securing of full engine loads all along the line.
After making all necessary allowance for these matters, wagon efficiency still depends on the use that is made of the available carrying capacity of the rolling stock by the staff entrusted with its loading. Experience does not provide any grounds for assuming that the employees whose business it is to deal with the loading of wagons can be left to carry out the work without an effective check on their actual performances. But without prompt and accurate returns to show the actual freight handled and the wagons dealt with, it was impossible in the past to gauge properly or control effectually the extent to which advantage was being taken of the carrying capacity of wagons. Statistics showing wagon ton miles will shortly be available, and much interesting light will then be thrown on this very important phase of railway operation.
When railway construction is to be undertaken in new zealand, the public works department acquires all the land considered necessary for the convenient working of the railway. in general, it has been the practice to acquire a strip of land, half a chain in width, on either side of the line of railway. of course, for station yards, and in other cases (as explained in this article), a much greater area than the chain wide strip is acquired. once the lines are constructed, the land is handed over to the Working Railways Department.
In the year 1880 transactions appertaining to Railway lands became so many and varied that it was considered advisable to establish an office to deal solely with such matters. The Railway Land Office—a sub-branch of the Maintenance Branch under the control of the Chief Engineer—was accordingly established, and since that time it has steadily increased in its usefulness, until to-day it is “a very important cog in the wheel of service.” The Land Officer and his staff could well be termed the “watch dogs” of Railway land.
With 3,148 miles of track open for use, a large area of land is necessarily required, and the aim of this article is to indicate the many and varied transactions that are carried out in the Railway Land Office in securing the land required for extensions and alterations, and also what actions are taken to make its lands productive.
As can well be imagined, the area of land originally acquired sometimes becomes quite inadequate for present day needs, and additional land must be obtained. This land is acquired by the Working Railways Department.
There are various methods by which land required for Railway purposes may be obtained. The method generally adopted by the Department is per medium of a proclamation in the New Zealand Gazette. The Department's title to the land so acquired dates from the time of the publication of the proclamation. Once the proclamation is published, the various owners of the land must be compensated for loss sustained, and this is sometimes quite a lengthy business. It has been said that it is the difference in opinion which keeps the world going. In no way can this be better illustrated than by the opinions of owners as expressed in their claims as to what their land is worth when the Department has taken a portion. In
It has been found necessary at times to acquire land (as illustrated) which is adorned with beautiful homes and gardens—sometimes the work of a lifetime of the owner. Great sentimental value is naturally attached to these properties, and this fact has to be recognised when assessing compensation.
During the last fifteen years the amount of money spent yearly in purchasing land has varied considerably. The average has been approximately £35,000 per annum. Owing to the large areas of land acquired during the last three years the money paid as compensation has greatly exceeded that of previous years.
There are areas of land owned, but not at present used, by the Railway Department. The question naturally arises, “Why is more land acquired than is actually required for immediate use?” There are several answers to this.
When forming railways the area to be taken is determined by a consideration of what is required to meet the existing demand, and an estimate of what will be required for future extensions. As the traffic increases, so will there be a demand for increased accommodation, and to provide for this extra accommodation additional land has to be taken.
Then when a line is being laid through the country, sometimes an owner will find that his land is cut in half, or perhaps a small portion is severed. The Department is then faced with a claim for compensation on account of the severance. Sometimes also the severed portion is acquired to avoid claims for damages.
Again there is the man with great foresight who knows of a piece of land which will supply the Department with ballast for many years to come. If it is generally considered that the proposition is sound the land will be purchased. There is also the case of river beds and valleys across which railway bridges are constructed. Greater areas of land are acquired than what are used for the actual bridges, and—as an explanation of what might appear to be excessive buying of land—it is only necessary to mention the importance of owning large areas on the upstream side of bridges. Owing to the ever changing courses of rivers and streams due to periodical floods endangering the safety of its bridges and embankments, the Department, by its ownership of such land, has power to divert water to safe channels and so combat this ever recurring menace. During most of the year these lands are available for grazing.
In hilly railed country the Department owns considerable portions of the hillsides; this is necessary to enable works to be undertaken on the land which will protect the railway tracks in the event of land slides.
A branch of work occupying attention is the purchasing of land for the erection of houses for railway employees. Areas sufficient to provide houses for a number of years have been purchased in some of the towns throughout the North Island, but only portions of these lands have as yet been built upon, the balance being leased for grazing and farming purposes until such time as it will be actually required.
Portions of land that will not be required in the future are sometimes sold, but the bulk of the Department's spare land is leased. In connection with the leasing of these lands it may be news to many that the Railways own free-hold land in the main streets of several towns in the Dominion. These towns have grown round railway stations. Where it was considered that the spare land originally acquired for station purposes was not likely to be required, it has been sub-divided into sites for business purposes and leased for long terms. In other cases lands are let on short term leases, readily terminable should the land be required for railway purposes.
When any person desires to lease a portion of Railway land and it is convenient and profitable to do so, a lease is arranged. Negotiations for the lease are generally carried out locally by the Department's officers and the matter is then submitted to the Land Office for approval and for the preparation,
It has always been the policy of the Department to make its spare lands revenue producing, and the annexed figures indicate the success of this policy. As the amount collected has shown a steady increase from year to year periodical figures only have been shown in order to give an idea of the earning from lands.
Leases, and rentals of same, as at 31st March each year:—
The use to which spare portions of railway land are put by the Lessees are many and varied. The land is used as sites for stacking material, for agricultural purposes, in rare cases for residential purposes, as sites for business purposes, for the purposes of rights of way to adjoining land, etc.
Applications for easements on railway properties are also dealt with in the Land Office and deeds are prepared granting rights of laying all manner of pipes, subways, level crossings, tramways (both on railway land and across and under the track), drawing water from Railway supplies, and practically every kind of easement.
Transactions in which the Department is involved are the subject matter of many special agreements. These documents are also prepared in the Railway Land Office. The nature of such documents vary from an agreement respecting the control of a wharf, to one bearing on the combined use of a road and railway bridge.
Another item which engages attention is that of the transferring, sub-leasing and mortgaging of leased land and easements.
Fees (varying in regard to the nature of the document) are charged for the preparation of each deed of lease and easement and a fee is also charged whenever the Minister's consent is given to a transaction affecting the lease. On an average of the last few years the Department has received by way of revenue approximately £800 per annum per medium of these fees.
Diagram A gives some idea of the comprehensiveness of the plans known as the “Lease Plans” which are kept in the Railway Land Office. It is only necessary to study these plans to see what land has been leased (and in many cases for what purpose it has been leased) and also what different easements have been granted on any part of the Railway property in the Dominion.
New Plymouth Park.
You look very happy,” i said to mellerby as he took a chair next to mine. “have you made a lot of money to day?”
“I don't know,” he replied. “I haven't been to the office, but I hope they've not been idle. No I've merely had a delightful experience. It began with a motor accident.”
Now this was an extraordinary opening for Mellerby to employ, because to him a motor accident has always been an unforgivable offence. A car owner almost from the beginning, in those far off days when you wondered why the runaway horse in the non-existent shafts had suddenly become invisible, he has been true to petrol ever since. No one has had more cars or better, and no one knows so much about them. In fact, he would be a bore, but for a capacity to mix human nature with his gears, sweetness and light with his four wheel brakes, jokes with his worm-driven axles and all the rest of it. Strange phrases which leave me gasping are household words with him: governed timing, single sleeves, stream-lined bodies. Sometimes driving himself, sometimes driven, he might be described almost as half car, half man, a six cylinder centaur. But he is no road-hog, and to hear him talking lightly of a motor accident was a shock.
“It happened this afternoon,” he said. “A few miles from Bath. No one was hurt, but both cars damaged. The other fellow's fault beyond any question.”
Perhaps I may have smiled at this. There are certain of a motorist's utterances with which, however ignorant I may be of their esoteric terminology, I am familiar; and this one about the other fellow comes perhaps first.
“No,” he repeated, “no doubt about it at all; the other fellow was to blame. Anyway, we were just able to get the car to a garage in Bath; and it was then that a new and strange bliss was unfolded to me. When I say new, I am not strictly truthful; not so much new as forgotten.”
“What was it?” I asked.
“Well,” he said, “I'll tell you the whole story. After I had fixed things up with the garage and left all particulars as to the other fellow's name, the insurance company and so forth, I moved my belongings into a cab and was driven to a great building with a clock on it, where a kind man in uniform welcomed me most warmly. Although a total stranger, directly he saw me coming he opened the door and took out my things and asked me most considerately where I wanted to go.”
“I said to London, and he said if I waited for a few minutes it could be managed.
“After paying the cabman I was led to a little hole in the wall, where another man, also a charming creature, asked me the same question. Again I said to London, and he gave me a little piece of card in exchange for a trifling sum of money.
“This card was nearly taken away from me at the door by a man with a pair of nippers, but I managed to get most of it back.
“By this time certain vague memories were beginning to flit hazily through my mind. You know that odd feeling when on a sudden you are mistily conscious that you have been there before? Well, I had this very strongly.
“Those strange long lines of shining metal, parallel with each other, in a kind of gully, on the edge of which people with bags were standing—either I had seen those before, or it belonged to a previous existence.
“Suddenly a huge and terrifying monster rushed in and gradually stopped, dragging behind him a long line of little houses on wheels. Rather like the motor caravans that you now have such difficulty in passing because they hold the middle of the road and don't have mirrors; and each little house—there was a lengthy terrace of them—had windows, from which people were peering, and doors, through which other people were getting in or out.
“In a curious hypnotic trance, still thinking I had at some very distant time been through just such manoeuvres before, I allowed the kind stranger with my bag to conduct me to one of these abodes, with only two other residents in it, and to deposit me in extreme comfort in a safe corner seat.
‘“You said ‘Smoker’ and ‘Back to the engine,’” he reminded me as I sank back.
“When had I said it? I had no recollection whatever; but as he repeated the words, and even more as I looked at the scowling faces of the two other inhabitants of the place, I suddenly realised what had happened; I was once again in a train; after years of moving about exclusively in a car, I was again a railway passenger.
“And do you know,” he went on, “I loved it. I revelled in it. I liked it all; I liked sitting the wrong way and seeing only the country that we had done with. I liked having no responsibility for the driver. I liked the fury of the man opposite me when I suggested that a little air might be an advantage. I liked the rattle and the jumping about. I liked the notice about pulling the cord. I liked the photographs of the Wye and Brixham, and decided that cars ought to have photographs too. But what do you think I liked most?”
“Getting out at Paddington,” I said.
“No,” he replied, “I didn't like that at all. I wasn't ready to leave such luxury. No, what I liked best was reading all the weekly papers once more. I used to do all my reading of periodicals in trains, but since I've been a complete motorist I never see them except in clubs. You can't read in a car, and so I've missed all except those we take at home. But this afternoon I've read them again; I've read The Sphere and The Graphic and the Feild and The Sketch and The Illustrated and The Tattler and Punch and lots of others. In fact, I've had a most astonishing and glorious afternoon. I hope my car won't be mended for weeks.”
Waikato River at Atiamuri, North Island, N. Z.
The Railway broadcasting system of the Canadian National Railways celebrated its fourth anniversary on 29th December, 1926. In the course of an anniversary broadcast message, Sir Henry Thornton, K. B. E., Chairman and President of the Canadian National Railways, said that from every point of view the establishment of their broadcasting system had been amply justified. “We hear,” said he, “much about our natural resources, the undeveloped wealth of our country, and of the opportunities which it offers, but within the past four years there has developed an asset which I regard as almost of greater value to our nation. It is the development of a sane, steady optimism; a confidence in the future of the Dominion and courage and determination to overcome all obstacles. The psychological conditions of a nation is just as important as its economic conditions. A downhearted people never attained success. A scared army never won victories. Therefore, we all may rejoice in that fine feeling which permeates our country from the Atlantic to the Pacific.”
The message was spoken through the microphone from Montreal, picked up by land wires, and carried to Ottawa and Toronto and thus sent out by simultaneous broadcast from these three stations of the Radio Department of the Canadian National Railways.
Nodoubt the majority of the Transportation Staff—at least those engaged upon the compilation of statistics—have many times wondered just what “all these figures mean.” The first thought may be, “What a waste of time! Who ever looks at them?”
From my own personal experience when in a junior capacity I know that the average railwayman not actually in touch with the Administration views with disfavour the compilation of a host of operating figures. The responsibility for the correctness of statistics rests, in most cases, with comparatively junior members of the staff. Unless they have an interest in their jobs and realise what measure of responsibility is theirs it is quite easy for mistakes to be made which, as I shall point out later, might cause considerable losses to the Department.
I hope, therefore, that the following articles will assist in lightening the burden of those who, day after day, jot down, tot up, and summarise vast quantities of figures of the value of which they are possibly ignorant. Further, as the means of measuring the efficiency of the whole of the Transportation service rests on the correct diagnosis of statistics, I trust the Executive officers who are now being supplied with many new forms of statistics relating to the various spheres of operation under their control will benefit by the remarks I propose to make on the use of the figures placed before them.
The two main freight operations of a railway are:—
Fig. 1
Summary of Daily Wagon Report.
(1) The movement of empty wagons to the required loading point;
(2) The movement of the loaded wagons to the required destination.
At this juncture we are not concerned with the methods of carrying out these functions, but rather with an analysis of the system by which the operating officers can be in a position to see that the empty wagons are moved, and whether the alleged shortages are caused by insufficient wagon stock or by inability to move existing stock.
A strange feature of transportation is the tendency to allow empty wagons to work themselves so long as there is no difficulty, and then as soon as trouble occurs everyone gets excited as to the means to be adopted to overcome it.
There are no more thankless tasks than those which come when the Railways are required to explain why they are unable to transport traffic as offered, and no sin is regarded as being so heinous as the omission to perform the primary duties of a common carrier.
In all countries wagon shortages have long occurred and recurred, and the remedy, in so far as one can be applied, really lies in better organisation and improved transportation facilities generally, rather than in multiplying the number of wagons.
At the present moment entirely new methods of indicating the true position as regards the supply and demand, the mobility of the available wagon stock, and the turn-over at each station, are being adopted by the Department.
It is essential that the figures submitted be correct. The sooner the Administrative officers can be assured they are correct the sooner can an exact survey of the wagon stock position be made, which will indicate whether the utmost use is being made of the available wagon stock, and if not, in what directions improvements can be effected.
Further, the rendering of incomplete returns considerably handicaps the officers concerned when making comparisons with previous years working.
It appears obvious, therefore, that any observations which will interest the staff and assist the correct compiling of these returns should have priority of consideration.
The introduction of these new statistics does not interfere with the existing methods of distribution, as it is recognised that although good telephonic communication is essential for economical and efficient wagon distribution, it is inadvisable at the present time to incur large expenditure solely for the purpose of improving wagon mobility.
The installation of Train Control which is now proceeding, will be of material assistance in that stations in the “controlled” areas will be in a position instantly to advise the controllers of the wagon position.
This “sectionalised” control, however, is only a step towards a “central” control which must eventually come. At the present time, therefore, the main object of introducing comprehensive wagon stock returns is to enable the administrative officers to keep “au fait” with the situation and effect supervisory control. The result obtained by more intensive supervision will place the Department in a position to decide whether the cost of setting up an entirely new method of wagon distribution is warranted.
In considering, therefore, the administrative supervision as distinct from that of the local operating officers the two chief returns are:
1. T. 13. Divisional Superintendents' periodical summary to the Superintendent of Transportation.
2. T. 14. Wagon user return.
T. 13 gives the Divisional Superintendents each period the exact position as regards supply and demand of all classes of wagons under their direction.
The basis of this return is found on the back of the present G. 57 (daily wagon report) which is rendered by all stations to their respective District Traffic Managers.
The G. 57 particulars are summarised to show the daily position in each district and enable the District Traffic Manager to review the position. These summaries are condensed and again summarised on to the periodical return T. 13, a portion of which is shown in illustration No. 1.
The information contained in the daily summaries is not at the present time compiled sufficiently early to enable the return to be of any particular value to the District Traffic Managers, and until adequate telephonic facilities are installed, it must be regarded merely as a stepping stone to the general periodical summary.
The information contained on the T. 13 return, as can readily be imagined when one considers the numerous types of wagons in use, constitutes considerable clerical effort, and is expensive to produce.
The making up, therefore, of G. 57 by station staffs is a highly important function; mistakes can have the most far reaching effect, and unless the returns are correct the time and expsense involved in submitting them will be wasted.
In order that there can be no misinterpretation of the instructions in connection with the compilation of the return on the back of G. 57, the following is an illustration of what is required.
Fig II L Wagons on Hand
The diagram (Fig. 2) shows 11 L wagons on hand at a station when the G. 57 is compiled on Tuesday.
(A) 3 empty, available for immediate distribution, for use on Wednesday.
(B) 2 under inward load which will be released Wednesday morning.
(C) 3 under inward load, but not expected to be available for distribution or for use on Wednesday.
(D) 3 either loaded, or under process of loading, with outward traffic.
If the requirements (column 3) for Wednesday are four L wagons, the figures in the G. 57 compiled at this station should be as follows:—
The five wagons standing under inward load (B. and C.) are shown in column “1.”
The four wagons shown in the column 3 are the requirements for Wednesday, and should fairly represent what will actually be loaded on that day.
The five wagons shown in column 4 are the three empty wagons standing (A) and the two wagons under inward load (B) expected to be released Wednesday morning.
The outbound loaded wagons, or wagons in process of loading (D) are not included, as they are not available for use on Wednesday.
Among the functions performed by the Government Stores Control Board is that of carrying out tests of new brands of cleaning material and similar stores. Should any Government Department desire to have a new line of stores tested, particulars are furnished to the Stores Control Board office, where arrangements for the necessary action are put in train. This centralised system secures the benefit of standardised and comprehensively thorough testing methods such as could not be undertaken were each Department to act for itself in these matters.
From the Superintendent of Police, Auckland, to District Traffic Manager, Auckland:—
Now that the visit of Their Royal Highnesses The Duke and Duchess of York to Auckland has passed, I desire to express on behalf of my Department, appreciation of the cordial co-operation and assistance of yourself and your officers, which helped us materially in dealing with the large concourse or people assembled to see the Royal guests.
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From Mr. E. C. Purdie, Secretary, Education Board, Auckland, to District Traffic Manager, Auckland:—
I am directed to express to you the thanks of the Board for the arrangements made by your Department in connection with the conveyance of pupils from outdistricts to Auckland, Hamilton and Rotorua, to take part in the recent Demonstration of the school children in honour of and in welcome to Their Royal Highnesses the Duke and Duchess of York.
The Board much appreciated the promptness with which your Department arranged the necessary timetable, and the care exercised in adhering to it. That your Department should have conveyed so large a number of young people without mishap reflects the highest credit to all concerned.
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From Dr. F. W. Helgendorf, Canterbury Agricultural College, to Mr. H. Chapman, District Traffic Manager, Christchurch:—
I expected to be writing to you as I have done before merely thanking you for the efficient arrangements you had made for the comfortable transport of my large class of students to Otira on December 4th and back on December 6th; but on the 5th I met with an accident on Mt. Rolleston and the trouble that your officers at Arthur's Pass went to, to secure my transport to hospital, deserves my warmest gratitude. Everything possible was done to secure my comfort although I was a perfect stranger to your Department, and I beg that you will accept my thanks for the self-sacrificing services your people rendered.
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From the Secretary, North New Zealand Conference of Seventh-Day Adventists:—
Acting under the direction of the delegates assembled at our Annual Conference held at Lower Hutt, I write to express to you our hearty appreciation of the very efficient and kindly help rendered to us by your staff stationed at Lower Hutt. The good spirit in which our members—upward of 500—arrived, we attribute largely to the kindly treatment which was afforded them on their alighting at the station. We cannot speak too highly of the kindness shown by Mr. Carnie, stationmaster, and his staff of workers, as it appeared to us that they laid themselves out to do all they possibly could to assist, both on our arrival and departure, in making our visit to Lower Hutt the very pleasant one which it was.
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The Secretary of the Southland A. and P. Show writes to the District Traffic Manager, Invercargill, as follows:—
I am instructed by the Directors to convey to you and your staff their appreciation for the manner in which attention was given our Summer Show traffic. The stock was delivered on to the Show Grounds without loss of time and the despatch on the afternoon of People's Day was all that could be desired. In view of the fact that there was a record entry, and that both inward and outward traffic was conducted without complaint of any kind, great credit is due to your staff. The innovation of placing an officer of the Department at the service of exhibitors at the office on the Show Grounds was much appreciated.
Indiscussing this question we must first consider what kind of transport service Hawke's Bay requires for its development, and which of the two alone, railway or motor, will best supply that service, so as to develop the resources of the province to the fullest possible extent.
Hawke's Bay is chiefly a pastoral and fruit growing province, if we except its trawling industry, some dairying and some timber milling.
On the development of these depends the development of the province. The transport service must be regular, rapid and economical, suitable both for passenger and goods or stock transport, available for short or long journeys, and for large or small numbers of people and quantities of stock or produce as may be required. It must be a portion of a large chain of service, as the railways are, or must link up with other similar services; for stock and produce must be transported in the quickest and most economical way to wherever the market may be.
In my opinion, the railway best performs all these necessary services. It is regular, rapid, and economical. Moreover, being composed of a number of vehicular links with one source of haulage power, and one staff, it can, at short notice, be contracted or expanded, by taking away or adding carriages or trucks, as the case may be. In this way busy and slack times may be equally well catered for without any change in staff. In addition, the railway by its clasticity, also assists development step by step, at comparatively small cost.
Motor transport is by single vehicular units, each under separate haulage power, and each requiring separate man power to control it. Each vehicle is limited in capacity and provides a service which is only capable of expansion by increasing both haulage and man power. This makes the service uneconomical in every way, for provision must be made for special occasions by providing more vehicles and more men, than are normally required, and also extra accommodation for these vehicles, which are subject to much greater depreciation than railway carriages and trucks are. This would make a motor service much more cumbrous and costly than a railway to perform the same service. With the railway much expansion could take place before additional vehicles or any extra staff would be required.
It is questionable indeed if dependence on motor traffic alone would not retard instead of assist development. If it is uneconomical, as I believe it to be, it would retard development in two ways.
(1) By absorbing capital which might otherwise be used in development; for the savings of one period finance the development of the next, and if we do not save we cannot progress.
(2) By absorbing labour which might otherwise be used in productive employment.
We may try to realise what the difference would be if we take 10 per cent. or 15 per cent. of our labour from productive employment and add this to the distributive or non-productive portion of the community. Development proceeds by the extent to which production can be increased. If we decrease our productive power and increase the cost of distribution it will retard development.
If we can imagine the enormous increase in motor transport which would be required to perform the service now being performed by the railways, quite apart from further development, we shall get some idea of the much larger staffs required. Depots and garages would require to be established at every small town just as railway stations are now, and these would need similar staffs for loading and unloading, unless time was to be lost. Our highways, too, would have to be made wider and better to cope with the great increase in traffic. I do not know, but I do not suppose the cost per mile of laying down such roads as would be needed for this vast extra traffic would be any less than for laying down railway lines. Note. -The average cost per mile of railway in New Zealand is about £15,000. This amount includes the cost of all buildings and equipment. The cost of road construction with modern surface and for medium traffic, is about £3,000 per mile. The annual maintenance cost of Railways is, however, substantially less than that of roads. —Ed. N. Z. R. M.
Except for greater speed, motor transport is very similar to horse transport, which the railways have already superseded. Like horse transport it has greater mobility because it can go where the railways cannot, but its drawbacks are much greater. Besides, nearly all producers already have either horse or motor transport for their individual needs, but it is when individual needs are combined that something more than motor transport is required.
Lastly, I do not know of any country in which motor trannsport has superseded the railway for general community purposes.
In conclusion, I would point to the development in the Dominion which the Railways have so largely contributed to. For a new country New Zealand leads the world in railway mileage, and it leads the world in the rapidity of the country's development, and in the individual wealth of the people.
A Unique Exhibit
These facts may have no relation to each other, but on the other hand I am inclined to think they have.
The above exhibit (Locomotive No. 1) created considerable interest in the State School Jubilee Procession held in Greymouth recently. The exhibit was constructed by the staff at the Greymouth Workhsops, who are to be congratulated on their ingenuity in giving such creditable shape to the old materials out of which the exhibit was constructed. The following are particulars of the material used in its construction:—
An electric wire cable reel (for the wheels); a wooden case (for the coal bunker); a wooden roller from a roll of linoleum (for the smokestack); old oil drums (for the cylinders); whilst the dome was from a discarded “D” boiler. Cardboard was the material used for the mountings, hoop iron was used for the lagging bands, and the serviceable looking tools on the tender were made from wood—altogether a most creditable job.