Publicly accessible
URL: http://www.nzetc.org/collections.html
copyright 2008, by Victoria University of Wellington
All unambiguous end-of-line hyphens have been removed, and the trailing part of a word has been joined to the preceding line.
Some keywords in the header are a local Electronic Text Centre scheme to aid in establishing analytical groupings.
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.
Cover Design by Stanley Davis (Railway Studios) “The Spiral, North Island Main Trunk.”
As a result of the figures for ordinary passenger tickets issued during a series of years being published recently, some rather erroneous deductions have been made regarding the trend of passenger traffic on the railways of the Dominion.
In order to obtain a true perspective of the passenger traffic position, many factors have to be taken into consideration besides the ordinary ticket index, and when this is done the position in relation to train passengers is seen in a much more reassuring light.
True comparisons could be made with a figure showing in consecutive years the number of passenger miles travelled and the revenue derived therefrom. It is only recently, however, that passenger-mile statistics have been possible on our system.
The figure which is used for comparison between New Zealand and the Australian State Railways is that for “passenger journeys.” This is a truer index of the patronage afforded the Railways than the “ordinary ticket” figure. As an illustration of this fact, it may be pointed out that while in 1917 the number of ordinary tickets issued was 14 million and 25 million passenger journeys were made, in 1927, with only 10 million ordinary tickets issued there were 26 million passenger journeys made, and the passenger revenue had increased from £1,873,048 to £2,304,180. In round figures it may be said that whereas between 1917 and 1927 the ordinary tickets declined by 4 millions, the total of all passenger journeys increased by 2 millions, and the passenger revenue increased by £500,000. 1922, the centre of this decennial period, was a year of general prosperity, in which the passenger journeys exceeded 28 millions. But when the revenue is considered, 1922 returned only £100,000 more in passenger revenue than 1927. Viewing the general trend over a shorter term it is seen that 1927 is only 100,000 passenger journeys short of the total recorded in 1925, whilst its passenger revenue figure is £20,000 better than in the former year.
1926, the year of Dunedin's Exhibition, cannot be considered as a normal year.It was sure to outrun the average andeven rob the years on each immediate side of it—particularly the following year—of a proportion of normal revenue. It was, therefore, no surprise that 1926 was a better passenger year than 1925 by £250,000 in revenue and 1½ millions in passenger journeys.
Excluding abnormal years, it is satisfactory to find that the sharp decline of 2,300,000 which occurred between 1924 and 1925 has not been repeated, for the difference of 100,000 journeys between 1925 and 1927 cannot be regarded as anything more than an ordinary fluctuation between years in each of which over 26 million journeys were made.
The swing of public patronage from ordinary tickets to concession tickets of some sort is a good rather than a bad sign, for it ensures a steadier patronage, and goes to show how much has been done in recent years to create a public demand by introducing new types of concession tickets—such as the “trip—bearer” and “family” tickets. The very fact that these have taken so well with the public is in itself a most potent explanation of the inroads made on “ordinary” ticket sales. When, for instance, a 50-trip “bearer ticket” is purchased, it prevents the sale of 50 ordinary tickets, whilst a yearly season ticket (the sales of which are increasing) represents as much travelling as could be secured by the purchase of about 600 ordinary tickets. Facts such as these were overlooked when the statement appeared in the press that railway passenger traffic had “declined by 50 per cent. in the last six years.”
In 1917 the number of train miles run in the Dominion was 9,000,000. A similar mileage was recorded for 1922, but in 1927 the number of train miles was over 11,000,000. This 25 per cent. increase in train mileage indicates to how great an extent the Department has expanded its train services for the benefit of rail users.
The action recently taken in the direction of providing modern travel facilities and improving service and equipment, has already definitely checked the ebb of passenger traffic, and holds out fair promise that the men of the railways, accepting the challenge and unitedly bent on turning the tide, will live up to the pious aspiration of the immortal Burns in his “Address to the De'il,” and come out with the courageous reply:—
“But, faith! We'll turn a corner jinkin, An' cheat you yet.”
This year, for the first time in New Zealand railway history, a member of the Department has been included in the list of Honours bestowed in connection with the King's Birthday.
The Board Chairman, Mr. F. J. Jones, M. V. O., was so honoured in being made a Member of the Imperial Service Order.
Under the Chairmanship of Mr. Jones the far-reaching reorganisation of the Railways, initiated by the present Minister of Railways (the Rt. Hon. J. G. Coates), is in course of being carried out. Further heavy responsibility fell to the lot of Mr. Jones in connection with the recent Royal Visit of Their Royal Highnesses, the Duke and Duchess of York—a visit which, from the transportation angle, as well as in every other respect, was universally recognised as a pronounced success.
All ranks of the service will appreciate the distinction which has been conferred upon the Department by the inclusion of their leading member in His Majesty's Honours list.
The operations of the above system last year showed an operating profit of nearly £10 millions. The improvement in its financial position since 1920 has been remarkable, for in that year its total earnings were about £7 millions less than its operating expenses. Great credit is due to Sir Henry Thornton, to whose progressive management much of this improvement must be attributed. It should be remembered however, that the Canadian Government's investment, amounting to something like £240 millions (made up of loans and various forms of advances) has not been provided for in the above figures. If the operating profit of about £10 millions is reduced by the amounts required to pay all fixed charges on securities held by the public, a credit balance of about £1½ millions is left. The total mileage operated by the Canadian National lines is 22,681, making it the greatest of any railway company in the world.
The “Boston Evening Transcript” describes the system as a great national asset. “If its position continues to improve at the same rate, it will shortly be, instead of a millstone, a bonanza, which will be paying a large portion of the country's running expenses. Industrial history will be searched deeply to find a more dramatic example of salvaging a huge bankrupt organisation.”
The following letter just to hand from “Manmathanath Chandhin, B. A., Chandhin Family Library, Andre, Andre-Mouri P. O., Haurah, Bengal, India, Asia,” provides interesting reading:—
I beg to state that I maintain a library in our village and wish to improve it in all its aspects. Hope you will be most kind enough to send each copy freely so that I will be ever grateful to you. My small library, of which I am the organiser, will remain, for generations to come, faithful to you.
A Comparison between the figures relating to accidents on our railways during the financial years ending 31st March, 1926, and 1927, respectively, whilst revealing in some aspects considerable grounds for satisfaction regarding the progress made, brings into prominence details of features showing where, and to how great an extent, improvement might be effected by the individual in reducing the frequency of accidents.
Broadly analysed, it may be said that whilst the care of the Railways for the safety of their passengers shows a very high degree of efficiency, the care of the public for themselves (particularly at level crossings) and of employees for themselves (in the performance of their work) has not reached nearly so high a standard. From this it almost appears that self-preservation—the “first law of nature”—is treated on our system as of secondary importance. Such a condition would only be reasonable if the two safeties—care of others and care of self—were in conflict. But in practically every instance of personal accident recorded, the individual accident did not in any way conduce to the general safety—it had none of the elements of altruism.
Turning to the figures, the year just finished shows a clean bill so far as fatal accidents to train passengers are concerned. With over 26 million passengers carried, this is a result of which both the staff, as operators, and the public, as owners, may well feel proud.
The total number of train accidents (both to passengers and employees) was six, a figure which compares most favourably with the 41 of the previous year. Personal accidents on the line (other than train accidents) amounted to 20 less than for the year 1925–26. There is also a good improvement in relation to shunting accidents.
In the Workshops, however, there has been hardly any improvement. Among a total staff in the vicinity of 4,000 there were 689 accidents in the former year and 660 in the latter. For the purposes of these figures only such casualties are included as result in the employee concerned being incapacitated from duty for a period of five hours in any one of the three days following the occurrence. A yearly accident to one out of every six workshops employees is a rate which every effort must be made to reduce. The Board has endeavoured to make the conditions better by supplying better lighting, improved safety machinery, and general safety propaganda, but the result has not come up to expectations. Further investigation into this aspect is intended during the present year, and the assistance of all concerned is asked in a big effort to improve the accident figure for the workshops.
Turning to level crossing accidents, during last year the number of motor vehicle collisions at level crossings increased from 87 to 116, an increase of 33 per cent. As the number of registered motor vehicles operating increased by only 22 per cent. it will be seen that the position has become worse instead of better. This is all the more regrettable when it is remembered that last year the Department ran an extensive “Safety First” campaign by means of advertisements and posters, and the press of the Dominion devoted much space to impressing on the road—using public the need for care. Yet every level crossing accident recorded has been the result of a breach of the law by the road—using motorist. In no case has there been an accident where the motorist stopped, looked, and listened before attempting the crossing. Crossing signals, bells, keepers, booms, signs, and warnings of every other description are failing everywhere to restrain crossing recklessness. Fortunately two checks have been found effective. One is the action of certain firms in requiring their employees to stop on every occasion before negotiating a crossing; the other is the formation of societies where the members pledge themselves to a like course. The honour called for in keeping a pledge of this kind is likely to do more than anything else amongst New Zealanders of all classes towards the prevention of crossing accidents, and the Board asks the public to enter into the spirit of this suggestion, the materialisation of which it will welcome and assist.
Although the position of Superintendent of Staff on the New Zealand Railways has been established for only a little over two years, there have already been three occupants of the position. The late Mr. W. O. Ennis, who was specially chosen on account of his wide experience, knowledge and tact, held the position for only 15 months when a disastrous motor accident terminated his long and honourable career. His successor, Mr. B. A. Marris, had occupied the position barely a month before it became known that he desired to retire into private business, and although, since then, he has carried on for almost a year, a settled staffing policy could hardly be looked for until a new appointment was made.
Mr. J. Brown.
Mr. J. Brown, who has now succeeded to the position, is a railway man with 33 years service, and has seen rapid promotion during the last three years. He comes to the work with many good years of service before him, and the experience he has recently gained as Chairman of the Shunting Commission and Chairman of the Regrading Committee places him in a particularly fortunate position for knowing both the men and the problems they have to face in all the varied activities upon which the Department is engaged.
Mr. Brown has many personal qualities which suit him for his new position. He has a ready capacity for sizing up either a man or a situation, and a cheery outlook on life which should help, when applied to the problems of staff management, to maintain contentment amongst the members and assist in the development of courtesy and efficiency. These are the qualities which produce satisfaction and pleasure for the trading and travelling public, and good service for the Department.
Joining the Railways as a cadet at Oamaru in 1894, he worked up through various positions, including that of Clerk at Caversham, and in the Traffic Inspector's, Traffic Superintendent's and District Manager's offices at Dunedin. Mr. Brown was for several years Stationmaster at Burke's and in 1913 became Assistant Relieving Officer at Dunedin. After experience in the District Manager's offices at Dunedin and Wellington he was appointed Assistant District Traffic Manager at Auckland in 1924 and the following year became District Traffic Manager at Wanganui. The appointment to his present position dates from 1st June, 1927.
I believe in the stuff I am handing out, in the firm I am working for, and in my ability to get results.
I believe in working—not weeping; in boosting—not knocking; and in the pleasure of my job.
I believe that a man gets what he honestly goes after; that one deed done to-day is worth two deeds to-morrow, and that no man is “down and out” until he has lost faith in himself.
I believe there is something doing, somewhere, for every man ready to do it.
I believe in to-day and the work I am doing; in to-morrow and the work I hope to do, and in the sure reward that the future holds.
On 27th May last the Hutt Valley railway deviation—a double-tracked line branching off the main route a short distance beyond Petone (Wellington district), and passing thence through the centre of the valley to Waterloo Road—was opened by the Rt. Hon.
Although only three miles in length, the bringing into operation of this piece of track is of more than local, or even of district importance, for it marks the commencement of a new principle applied to railway expansion in this country. This is the “betterment” principle, under which a portion of the enhanced value resulting from the opening up of this rich new suburban settlement area revers to the Railways, and is thus a set-off against the cost of construction.
The new line has three stations of quite modern appearance, substantially designed, with wing verandahs on each side and island platforms. The appointments are thoroughly up-to-date, and the stations and precincts are well lit with electricity.
Features of the new construction are the several fine road overbridges which have been built in order to avoid level crossings. The ramps of the bridges being well graded and turfed, their general effect, besides securing safety, is to add pleasing contours to an otherwise flat stretch of country; but the main point about this new line is that it supplies the only large outlet at present available for absorbing the growing industrial population of Wellington city.
The existing single line beyond Lower Hutt to the Wairarapa has many bad curves and grades which the new deviation—intended ultimately to link up with the Wairarapa Line near Silverstream—avoids. The travelling, therefore, along the new track will be smoother, and a higher speed will be possible than had duplication of the old line beyond Lower Hutt been resorted to. The latter course would also have been very costly without proving of any
With the new line, however, enabling present and intending residents to obtain train connection within a few minutes of their homes, there has been a big demand for sections throughout the area tapped. Private speculation in the contiguous land has been forestalled, chiefly through the foresight of Mr. W. T. Strand, Mayor of Lower Hutt, who in 1923—without explaining the object that he had in mind—obtained options for a large portion of land which the new railway, if constructed, would serve, at prices that were quite reasonable for such land as it then stood in relation to its accessibility to other parts. His foresight enabled the Government to purchase the land adjacent to the new line at a fair pre-railway cost. Thus the betterment which resulted from Government enterprise in opening up this new convenient area for industrial and settlement purposes, ensured that the difference in value which the new line created should go to the agency responsible for that betterment, namely, the New Zealand Railways.
Before the work was proceeded with, and subsequent to the purchase of the land required, an open competition was held, and a prize offered for the best proposal regarding the
The train—running on the new line is controlled under the three-position coloured light system—the latest method of train signalling, and one which enables a maximum density and speed in traffic handling. Already, as a result of the new line working, the proximity of the new stations to each of the closely settled areas in the vicinity of Petone and the Hutt, and the provision of an expanded timetable to
In speaking at the opening, the Prime Minister summed up the position, from a constructional aspect, in the following words:—
“I think I am perfectly safe in claiming at this stage that the original aim of the scheme has been fully accomplished, that is, apart from the value of such a modern residential settlement for the city of Wellington; the betterment on the purchase price of the land will be sufficient to pay the cost of constructing a single line of railway.”
As indicating the benefit from a settlement aspect which the new line confers, it may be mentioned that over 150 model houses have already been erected on the Mandel Estate adjacent to the line. These houses have an average of four rooms, and are adequately fitted up with the conveniences of modern life. Surrounded with artistically laid out gardens, paths and lawns, the homes present a pleasing picture to the eye, and furnish evidence once again how settlement and civilisation follow in the wake of railway development.
A great pianist's piano-stool is as valuable and important to him as the Golden Stool was to the King of Ashanti (says the “Lyttelton Times,” Christchurch). There was some consternation amongst Mr. Paderewski's company yesterday, when it was found that his stool had not come through from Lyttelton with the pianos, but the Railway Department's officers responded readily to the S. O. S. call and tension was relieved when the stool was delivered safely at the Theatre Royal.
The burden of this particular trouble fell on the shoulders of Mr. E. Gordon Joubert. In charge of Mr. Paderewski's pianos and of everything connected with them, he bears a responsibility of no light weight. An exacting and worrying job is his, with many vexations, and his statement last night that he wished to compliment the New Zealand Railway Department on its handling of the precious instruments may be accepted by the Department as a compliment indeed. He was surprised to find the pianos ready for him at the Theatre Royal yesterday at 10 a.m. “I say it is marvellous,” was his comment.
New Hutt Valley Railway.
1. View from White's Line Ramp, looking towards Randwick Road. 2. Cuba Street Ramp.3. White's Line Ramp under construction. 4. View from Cuba Street Ramp, looking towards river.
Paderewski, pianist, statesman, and knight, has revisited these shores after a period of twenty-three years during which his title to world supremacy in his chosen art has not been seriously challenged, whilst his intense patriotism and humanitarian activities have gained universal respect and admiration.
Paderewski.
An old man in years, he retains a wonderful vigour and vivacity, and the great reception which awaited him at the commencement of his itinerary through New Zealand shows how high he stands in the esteem and affection of the people of this Dominion.
The railways of this country are having the privilege of carrying the painist and his party between the principal centres, and for this purpose the cars which were recently used for the Royal tour will be requisitioned.
Before arriving in New Zealand, Paderewski had completed 33,000 miles of train travel by special car during a seven months tour in Canada and the United States. It is hoped that he may find the accommodation and conveniences provided on our own system to his liking. Certainly the Department will do all in its power to make the travel of our distinguished visitor as comfortable as possible.
For the highest emotional interpretation of the musical masterpieces of the ages, tempermental poise is essential. It is said of his previous visit that Paderewski declared if he had known what the long sea voyage meant he would never have undertaken it. His nerves are so highly strung that the vibration of the ship made him suffer acutely.
Paderewski has not changed much in appearance since he was here before. The same fine facial contours, the wavy hair—now streaked with grey,—the black piercing eye, the moustache, and the small imperial are still characteristic features. His manner is grave and dignified, a result, no doubt, induced by the stress of troublous times and the responsibility of state and national affairs; he speaks more deliberately than before, but he is as impressive and as magnetic in personality as ever. In manner he is charmingly polite.
Ignace Jan Paderewski was born at Kurybowka, Podolia, a village of Russian Poland, on the 6th November, 1860. When only three years old he began to play the piano; when he was seven his father placed him with a local teacher of some talent and in 1872 he was sent to the Warsaw Musical Conservatorie, where he remained continuously until his eighteenth birthday.
The artist and his works are thus described, in part, in Cassell's “Famous Lives.”
On the concert platform Paderewski has never failed to establish an “atmosphere” individual to himself. In appearance he is slightly built, graceful and neat to a degree. His hair is that of the musician of tradition, a mane of fine thick fair hair which stands
He plays consummately without any apparent effort. His eyes, so deeply set in his head that it is hard to tell their colour, are generally closed when he is at the piano, his clear-cut immobile features are pale and inexpressive as the Sphinx. In all things his performance is perfectly finished. He walks to the piano without self-consciousness, yet without assumed indifference; while his bowing is an art in itself. All these things, however, are but the niceties of a great artist. Once he touches the keys with his hands the audience forgets all things saving his music. He can thunder and storm with the most powerful of pianists; he can charm with cantabile passages of exquisite tenderness. All emotions, all moods, seem equally at his disposal, waiting to be called forth from the piano by the touch of his magic fingers. Above all, his interpretations are intelligent and poetic. One may disagree with his rendering of a particular passage, but one can never criticise a note as harsh, unmeaning, or not carefully considered.
Wherein lies the secret of this marvellous playing? In practice, more practice, and yet again practice. Liszt, himself the first virtuose of his day, used to say that the secret of piano-playing lay only in technique, and, until Paderewski made his debut, this dictum held good as final.
The more dexterous a pianist might be, the larger the number of notes he could contort his fingers into striking in the smallest number of seconds, the greater was the esteem in which he was held. Then Paderewski appeared, accepting technique as a matter of course, performing the most difficult digital gymnastics without flurry, fuss, or effort. His wrists scarcely moved as he played, fortissimo passages seemed as easy as pianissimo ones. Musicians and musical critics gasped at one who took for granted the skill after which his fellows strove throughout their lives.
Paderewski's physical development has been modified by the tremendous amount of his piano practice. His hands are so delicate that quite an ordinary hearty handshake will make him wince. Yet his forearm shows a muscular development of which an athlete might be proud. Such a specialisation, resulting from years of practice, gives him an unrivalled command over his instrument. Perfect technique being taken for granted by him, he still deems hours of daily practice essential to perfect his interpretative powers. An interviewer once asked him how long he spent each day at the piano. “Why, always,” he answered, “one must always be at it to keep the fingers right and the memory active.” For weeks before a concert he has often played during fifteen hours out of each four-and-twenty.
It is understood that our distinguished visitor still practises ten hours daily.
A Very interesting and profitable experience which it might be appropriate to relate to the readers of the New Zealand Railways Magazine, befell the writer a few weeks ago.
In the course of certain nocturnal peregrinations (not, however, in perpetration of “dark burglarious deeds!”), he was privileged to spend a night in a locomotive running shed in the company of the engine cleaners, and to observe those lads of the Railway Department at their work.
It had been a dusty day, and the huge steel steed (an Ab. locomotive) in whose reputation for speed and dependability some five hundred passengers had that day placed the care and keeping of their lives, was fairly bespattered with the dirt and oil and grime of its two hundred miles express run.
The cleaners had just been issued their supply of stores-kerosene, cotton-waste, and the other odds and ends of a cleaner's equipment; the tiny lamps affixed to their caps were already alight, and they were now on the point of making a brief inspection of the engine before settling down in earnest to the task of removing every trace of the dust and rust with which it was, in most parts, covered. The preliminary inspection completed, their work then commenced—every part of the locomotive having to receive thorough treatment in orderly sequence.
There is no definite starting point in the process of cleaning a locomotive. Cleaning procedure varies according to the fancy and preference of the particular operator. If, however, time be the essence of the contract, then the cleaner is led instinctively to give first attention to the motion work of the locomotive (including the side-rods, brasses, cross-head, slide bars, etc.) and to remove every particle of grit from those vital parts, because, if not so removed, such foreign matter has a tendeney to work into them, to interfere with their efficient lubrication and, maybe, cause the parts to “seize.” Such a mishap might occasion much damage to the engine, and its withdrawal from productive service for a greater or lesser length of time; it might mean also a serious delay, to, and dislocation of, traffic over a big area. Again, where time is the matter to be considered, the cleaner is led to give attention to the tubes—to clean them—every one—thoroughly. The tubes are approached through the smoke-box. The ashes and soot, which lodge in them are removed by the insertion, in each tube in turn, of a long rod on the end of which an appropriately sized piece of hemp, or other material, is fixed. This part of the cleaner's duty is of great importance; for the question whether the engine shall or shall not steam freely—a most vital consideration to the engine driver—depends very largely on the tubes being clean, and free from all obstruction to the passage of the flames and hot gases of the fire. So much for this digression.
The cleaner, whose work and methods it was the writer's privilege to observe, commenced his cleaning operations on the righthand side of the engine, giving attention first to the wheels, frame, springs, and other fittings. To these parts he applied (with admirable energy) cotton-waste saturated with kerosene. This had the effect of removing all but the firmly fixed grease which had accumulated
Attention was next devoted to the side-rods and brasses, the cross-head, valve-motion parts and cylinder covers, all on the same side of the engine. As with the wheels and frame, kerosene-saturated waste was applied to the steel and brass work, and the coating of oil and dust and rust with which it was covered came off with remarkable rapidity—urged by the energetic will of this embryo enginedriver.
The work was well done. The massive steel rods, the brasses and pins and bars and links, looked the very embodiment of majestic power, and stood out in relief against the dark background of the frame—as though in challenge to the critic to improve their apperance or to disprove their ability to repeat successfully their running performance of the previous day.
The cleaning of the right-hand side of the engine was now completed; and the cleaner betook himself to the opposite side, there to repeat, action by action, the rubbing and burnishing operations that had so definitely revealed the true identity of the parts which had a few moments before occupied his attention. The second instalment of the night's work having been finished, the time had arrived to give heed to the requirements of the inner man. The meal interval (while the city slept not far off) provided the writer with an opportunity to get into conversation with the lads, and to note their viewpoints on some interesting questions concerning themselves. They were ambitious to become first-class enginedrivers—to experience that sense of satisfaction in being entrusted in the not distant future with the responsibility of driving such a locomotive as this on which they were working—to be engaged on express work.
“What were they doing in order to realise such a worthy ambition?” was asked. One intelligent lad (who appeared to voice the sentiments of the rest) replied as follows:—
“There is only one way—if real success is to follow a cleaner's efforts to become a first-class enginedriver, and that is, simply, to get on with the job.” As the meaning of the phrase “get on with the job” was not, in the circumstances, as definite as it might be (at least to the layman in such matters), he was requested to give a fuller interpretation of its meaning.
“Oh, it is plain enough,” was the reply. “I mean that a chap, in order to realise his ambition to become a first class enginedriver, must apply himself diligently to the study of the profession he has chosen. He must, in the first place, make himself thoroughly acquainted with the mechanism of the engine; the purpose of its various parts, and the relation of one part to another. He must possess this knowledge, not only concerning the external features of the engine, but of the internal features as well; the structure and function of the boiler, cylinders, slidevalves—of all the internal sittings. Then he must master the question of the combustion of coal—how to get the maximum heat for steam-raising purposes out of the coal that is shovelled into the fire-box. He must know these subjects properly and have the knowledge at his finger-tips so as to be able to stand, successfully, cross-examination at any time on any question concerning the engine.
“What about the Westinghouse automatic air brake?” interposed another cleaner.
“Yes, the Westinghouse air brake has got to be studied and its structure and method of operation mastered,” continued the first speaker. “This is a pretty big study in itself,” he went on. “There is the air pump and its sittings, the driver's brake valve, the triple valve, the brake cylinders, reservoirs and couplings and all the rest-a chap's got to know the brake from one end to the other.”
The search for improvement in locomotive capacity to comply with modern conditions of transport is headed in two directions. One is to increase the power without increasing the size of existing power units; the other is to make possible speedy acceleration by steam power which may be comparable with that obtainable on electric power lines. “Railway Correspondent” comments as follows, on this subject, in a recent exchange:—
Many ingenious attempts have been made such as the “booster,” which has been tried on the London and North-Eastern, and consists in fitting a small auxiliary engine for use on gradients, or whenever additional power is required. Other inventors have aimed at a radical change in design, involving the combination of stream and electricity in the same engine. The London, Midland, and Scottish has just begun to experiment with such a machine, in which a boiler of orthodox type feeds a steam turbine which in turn operates a dynamo. A self-contained power-house on wheels, in fact.
The reason for this seeming complication is that the turbo-electric locomotive seeks to attain the advantages of electrification without the expense involved in laying overhead wires or “live” rails. Electricity, apart from being cleaner and more flexible, gives greater acceleration; that is to say, trains can work up to their maximum speed in shorter time. It is this, and not greater speed in itself, that enables the London Underground Railways to operate nearly three times as many trains an hour as would be possible with steam traction. Furthermore, electrical working increases the power available for hauling a train, since two or more locomotives can be coupled together and synchronized, or several carriages on a train can be fitted with motors, as is the rule on the world's underground railways.
At Break of Day.
Typical Sciene at a New Zealand locomotive depot.
The power-house on wheels provides electric traction without the cost of track equipment. If the L.MS. experiment should be successful, it may have the greatest influence on future locomotive practice, not only in England, but throughout the world. The turbo-electric locomotive, it should be added, is not new, but it has hitherto not been the practical success anticipated by its designers, and until now it has not been tried by any great English railway. Much, therefore, depends on the present tests, which are being made on the old Midland section of the railway.
“What about the automatic train control system?” said the first speaker. “I grant,” he continued, “that the Westinghouse air brake is a wonderful thing, but, in my opinion, power interlocking and all that it implies for the safe running of trains is absolutely the last word in the science of railways. Trains cannot be operated on a modern railway without signals, and a driver and fireman have to possess the highest powers of sight and colour perception to read any signal at any time.” Concluding his interesting observations he said, with emphasis: “It is my opinion if a cleaner wishes to become a first-class engine driver, he must 'get on with the job' in the way I have suggested-study the engineering side of the subject in the latest books and articles by the best writers, master the rules and regulations (which the Department has collated for his guidance as the result of its own fifty years' experience of operating railways reinforced by the experience of other countries extending back for a century), and in every way possible make himself familiar with the requirements of his job down to the smallest details.”
The intelligent enthusiasm with which the lads discussed this subject left no doubt in the writer's mind that here, at all events, the Department had splendid boys in its employ boys who would serve it faithfully and well in the years to come. (I might mention for the benefit of the editor of the Railways Magazine, that the journal is popular with these lads, who await each successive issue with interest and read it with avidity.)
Photo. Rly. Studios.
Coaling the Engine.
The meal interval over, the writer went over the big “Ab” locomotive, the cleaning of which he had previously been watching. As the philosopher Goethe said “energy will do anything that can be done in this world.” It was certainly true in this case. My young friend was perched upon the high boiler, briskly polishing the brass dome-which did require energy to make it shine. The polishing of the brass bands of the boiler followed, then the boiler and smoke-box and funnel had tallow applied to their surfaces which soon were restored to cleanliness and brilliancy. The cleaner now descended to the pit-a trench about three feet deep and three feet wide which extended the entire length of the locomotive shed-and proceeded to clean the important underneath parts of the engine, “When clearing the underneath,” he said, “I keep a sharp lookout for loose nuts and bolts, and for irregularities of any kind so as to inform the driver or fireman when they come on duty. In this way faults are detected which might later cause trouble and they are remedied before the engine leaves the sheds.” The writer was invited to inspect underneath the big locomotive to verify the fact that it was, in very truth “as clean as a new pin.” It was.
Dawn was now breaking, and the driver and fireman would soon be arriving on duty to prepare the big engine for another express run. There was yet the tender to clean, the tubes, and the front of the engine. However, with assistance, the cleaning of those parts was immediately put in hand, and before the morning sun had properly lit the sky the cleaning of the great engine has once more been accomplished, and the lads stood off to view their work and to pronounce it “well and truly done.”
With the arrival of the engine driver and fireman the engine was for the-th time prepared for the chief express run of the day, and was soon coupled to its twelve fine carriages at the station platform-waiting. At the “stroke of the instant fixed” the whistle sounded in acknowledgment of the “right away” signal, and the huge engine steamed out of the station in triumph, to course presently along at full speed with its precious human freight-a daily feat in the Dominion's transportation, in the consummation of which much credit is due to the efficient work of the lads who toiled all through the night-the cleaners.
For thirty years the scale of charges for the conveyance of parcels by rail has remained unaltered, except for the provision of an additional zone for distances of over 300 miles.
During the same period the costs of handling and conveyance have increased by 250 per cent. On the other hand, very great improvements have been made in the train services, so that parcels are now given more prompt despatch and speedier conveyance. Yet no additional fees have been imposed for express transit.
In spite of the ever-increasing volume of traffic, the acceptance of parcels, up to within half-an-hour of the departure time of the train by which they are to be despatched, has been continued. Urgent or perishable parcels are frequently accpted almost until the ringing of the starting bell.
The Department can claim, with confidence, that in many respects it gives better service at a lower cost than any other form of transportation. In comparison with the charges for conveyance of parcels by the railways of Australia or South Africa, the rates in New Zealand are on a much lower scale. The maintenance of express transit services at such low rates and with so narrow a margin of time between the acceptance and despatch of parcels has become a matter of increasing difficulty-more especially at main stations dealing with a large volume of traffic.
The introduction of parcels stamps, though it has reduced clerical labour, has not in itself been sufficient to effect any material reduction in the time required for handling the business.
A careful analysis of labour and costs shows that the greater part of the terminal expenses are caused by the preparation of waybills from the consignment notes furnished by consignors, and by the writing up of records at receiving stations. Full particulars of every parcel tendered for conveyance are written up, firstly by the consignor, secondly on the way-bill and finally in the receiving station delivery books.
The consignment-note in itself shows practically all the details required to record the whole transaction from the time the parcel is despatched from the sender's warehouse, until it is delivered to the consignee at its destination. The present form is prepared in duplicate, one copy to furnish a receipt to the sender, and the other to provide a record of the transaction at the fowarding station. By the use of another sheet of carbon paper, a triplicate form can be prepared (with practically no additional expense or labour) which will take the place of a waybill, and provide a record at the receiving station on which the receipt of the consignee can be obtained. Provision can readily be made on the consignment note-waybill for the insertion of charges for accounting purposes.
Another fruitful source of delay and expense to both sender and railway is the failure of many regular consignors to present parcels at the receiving counters stamped ready for despatch. A parcel which is tendered with freight stamps affixed, and with the weight declared on the consigment-note, can be dealt with in about half the time required when such preparation has not been made. The Department has printed and distributed, to all stations, posters showing the parcels scale of charges. These will be supplied gratis on application.
To enable the railways to maintain the present low rates, prompt despatch after acceptance and express transit by passenger trains, a new form of consignment-note, waybill, and receipt, prepared simultaneously by the sender by means of carbon paper, will shortly be introduced. Consignors will thus be asked to co-operate with the Department in its endeavours to meet higher costs by more efficient working rather than by increased charges.
A similar system has been in use in New South Wales for many years with highly satisfactory results, so that the proposal is by no means in the nature of an untried experiment.
* * *
What I must do is all that concerns me, not what people think.-Emerson.
Tipping, a practice which-by creating a false sense of values-tends to demoralise both those who give and those who take money in this way, has been rendered illegal in many instances during recent years. The latest advice of action in this direction comes from New South Wales, where a by-law has just been passed providing that no person shall give or offer a tip to any railway employee, under a penalty of £2.
* * *
The recent rebuilding (in the locomotive erecting shops at Fordson, U. S. A.) of one of the “Atlantic” type locomotives, calls to mind a remarkable speed performance of one of these engines-the famous “999”—which attained the record speed of 112.5 mils per hour. This speed performance was established over the Mohawk Division of the New York Central in 1900, and has never been exceeded (by engines of this type). Many of these engines are still in use and give most satisfactory service-especially on express runs where high speed is such an important factor.
The highest recorded speed attained on our own railways was established in 1892, when, during an experimental trip on the Wellington-Manawatu line, 64 miles per hour was registered. The engine used on this occasion was one of the class N. “Baldwin” types. This is said to be the highest speed ever attained on a 3ft. 6in. gauge railway anywhere in the world.
* * *
The Department has completed the installation of power interlocking at Whangarei, Paerata, Papakura, and Stillwater stations, together with the provision of three-position colour light signals at each place. The interlocking for these installations is controlled from the station office, thus avoiding the necessity for employing a special signalling staff.
Many years ago a distinguished American (John Fiske) described New Zealand as the “Land of eternal spring.” Now, if what another distinguished American says of our country is true (and he proved it statistically), New Zealand can also be described as the “Land of longevity.” Speaking at the recent convention of the American Public Health Association, Professor Irving Fisher of Yale University, said that the expectation of life in New Zealand (for women) was as high as 65 years-a figure which the speaker said may be reached in the United States in 1940. The expectation of life for men in New Zealand he said was 62¾ years. These figures give New Zealand the longest life expectation of any country in the world.
* * *
A machine which is destined to play an important part in the repair of railway track (and in the construction of new track) has recently been introduced on the Home railways. It is called a “track layer,” and in laying track consisting of 45ft. rails, a speed of from 120 to 150 yds. per hour of complete track laid has been successfully accomplished by the new machine. The track is assembled in sections at a central workshop, from which it is transported on flat cars to the required location. The sections of rail are then lifted by means of an overhead trolley (designed to travel on runners along the side of the car) and carried forward to the “track layer” by which it is lowered into place. The new machines can also be employed for pulling up track.
* * *
Among the equipment of the locomotive sheds at King's Cross, London, is a device (of British design) for weighing locomotives. The device is in the form of a hydraulic jack which is placed in turn under each wheel of the locomotive it is desired to weigh, the weights obtained then being added together.
In Previous articles, there has been comment upon the welcome growth of healthy co-operation between the Home railways and their employees. Now comes striking evidence of the goodwill existing on the British lines in the restoration by the managements of the railwayman's “guaranteed week,” whereby each employee is assured of a full week's work irrespective of traffic offering.
The guaranteed week was suspended after the general strike of last year, and large numbers of railwaymen who misguidedly laid down tools were for long either totally unemployed or only employed for a limited number of days weekly. This was due to the tremendous drop in business arising out of the coal mining dispute. Only recently has traffic again begun to flow in normal volume. At the moment, there is not, strictly speaking, justification for the full-time employment of the whole of the men who ceased work last year, but as a gesture of goodwill the railway managements have arranged for the immediate full time employment of every man on the payroll.
Passenger travel in Britain will this season receive an immense stimulus by reason of the exceptionally low fares which are being quoted by the group lines for holiday journeys. Fast, long-distance excursion bookings, giving express travel for something like one half-penny a mile, are a sure bait for the vacationist, and are reminiscent of the remarkably cheap fares operating in pre-war days.
Before the war the ordinary third-class fare in Britain was a penny a mile, while during the holiday season cheap fares were quoted at as low as one farthing a mile. Time was when one could travel from London to York and back, 377 miles, for three-and-sixpence, but this was during a keen rate war when competing routes were fighting madly for traffic, and it was not long before saner methods were introduced to avert bankruptcy.
On the continent of Europe, remarkably cheap fares were, in pre-war days, in operation, notably in Germany and Belgium. The German third-class fare worked out at three-fifths of a penny a mile; while in Belgium a five-day third-class ticket, covering 3,000 miles of travel, could be procured for ten shillings and sixpence, or a fifteen day ticket providing for unlimited travel over the Belgian State Railways for eighteen shillings and tenpence. Cheapter still was the fare of fifteen shillings quoted by the Trans-Siberian Railway, covering conveyance from
No European country occupies a more important part in trans-continental transport than Switzerland. In introducing new and powerful electric locomotives on the St. Gothard trans-Alpine route linking Switzerland with Italy, the Swiss Federal Railways have opened up a new era in European long-distance travel. These massive engines weigh 215,000lbs., and work on the single-phase alternating system, with current supplied by overhead conductor. Electrification of the St. Gothard line, which includes a nine-mile long tunnel beneath the Alps, has revolutionised operating conditions, and enabled fast through runs of five and three quarter hours to be accomplished in the international services between Lucerne and Milan (169 miles).
It has been said with truth that Napoleon's much-lauded road-building exploits in the rugged Alps were really simple achievements as compared with the efforts of the builders of the St. Gothard Railway. Commenced in 1872, the St. Gothard line includes a nine-mile-long double-track tunnel beneath the Alps, 63 smaller tunnels, and 65 bridges and viaducts. At either end of the St. Gothard tunnel, unique spirals provide means of increasing the elevation of the tracks, the line at the northern end of the tunnel rising 580 feet in the course of one-and-a-half miles. During the winter months snow and avalanches present constant danger on this unique railway. Immense rotary ploughs are utilised for clearing the track of snow. These are of steel construction, run on eight wheels, weigh sixty
Aerial View, Southampton Docks, England.
Southampton Docks are owned by the Southern Railway, and cover 200 acres. Direct rail connection is given with London, 78 miles
distant, fast limited trains operating in connection with the steamship movements.
Commencing this month, railway time-tables in Germany, Norway and Sweden are to be compiled on a twenty-four hour basis, and the old arrangement of ante-meridian and post-meridian timings discarded. Under this arrangement, the “a. m.” and “p. m.” distinction disappears, the hours running from 00.00 to 24.00. One o'clock p. m. thus becomes 13.00 hours; 7.30 p. m. becomes 19.30 hours, and so on.
European travel has always been somewhat complicated by the different timing methods followed by the various railway systems, and the several time standards favoured. In Britain, Greenwich time is everywhere standard, while Greenwich time also is applicable to the railways of France, Belgium and Luxembourg. In Holland, Amsterdam time, twenty minutes later than Greenwich is employed. Mid-European time, one hour fast of Greenwich, is used by Germany, Austria, Switzerland, Czecho-Slovakia, Denmark, Norway and Sweden. The Italian railways run to Etna time, which is also one hour ahead of Greenwich; while east-European time, two hours faster than Greenwich, is favoured by the railways of Greece, Poland, Roumania, Russia and Turkey.
New Zealand railwaymen will doubtless for long recall the wonderful scenes associated with this year's visit of the Duke and Duchess of York. Royal travellers are, of course, numerous at Home, and the railwaymen here are intensely proud to be associated with the movement of royalty. Royal travel is to-day by no means so imposing an affair as in days gone by, yet only the most trusted railway workers remain intimately concerned in this branch of activity, many of these picked men having acted as drivers, firemen or guards of royal trains on innumerable occasions.
Probably the Home railwayman best known to royalty was Mr. Tom Willie, a Great Western guard, who recently retired after half a century's service. Willie served as guard on almost every royal train run on the Great Western in the reign of three Sovereigns, his first trip being with Queen Victoria from Windsor to London forty-six years ago. King Edward, Queen Alexandra, the Duke of Clarence, the present King and Queen, the Prince of Wales, the Duke and Duchess of York, and Princess Mary are a few of the many Royal personages with whom Willie came in contact. Queen Victoria, Mr. Willie recalls, was a most exacting traveller, and hated speed. In contrast, the Prince of Wales invariably gives the instruction “Let her go!”; he hates fuss, and never forgets to give a kindly message of thanks to every railwayman engaged on the run.
Many years ago the seat registration system was introduced by the Great Western Railway on its principal express passenger trains. Owing to the increasing popularity of the arrangement among travellers, marked extensions of the system have been introduced to cover almost all the main line services. The registration of seats is based on the arrangements followed in theatres and other places of amusement, plans of the trains showing the exact position of every seat and its number, the location of smoking and non-smoking compartments, and the like, being available for inspection by the traveller prior to setting out on a journey. For the privilege of reserving any particular seat, a fee of one shilling is charged irrespective of class, and a distinctive label affixed on the head cushion of the seat ensures its reservation for the passenger concerned.
The advantages of a system such as this, not only from the point of view of the railway patron, but also from that of the railway, are considerable. By its aid overcrowding of passenger trains is avoided; trains may be strengthened or duplicated as required in busy periods; and greatly increased comfort is secured for the traveller. The Great Western, although the pioneer of the seat registration system, is not the only Home line to place such facilities at the disposal of its passengers. On the L. & N. E. Company's system similar privileges have for some time been in operation, and the system of advance bookings favoured on the L. M. & S. line follows closely the idea underlying the Great Western seat registration system.
Ambitious development proposals are now under review at many British railway-owned ports, but the premier position of Southampton as a passenger port for the world's largest ocean-going craft is still maintained. At this great ocean gateway to Britain the Southern Railway has embarked upon a vast dock extension programme, providing for the reclamation of 400 acres of land in Southampton Bay. A deep-water quay, 7,400 feet long, is being provided, along with a jetty paralleling the quay wall, thereby increasing the capacity of the port to the extent of twenty additional ocean-going vessels. The new docks will be
An active life of 44 years is a rare record in locomotive history. Such is the record of the “Gladstone” engine, of the old Brighton line (now embraced in the Southern Railway), which has recently been withdrawn from traffic. The “Gladstone” was designed by Mr. William Stroudley, and was the first of a series of express passenger engines which brought the designer world-wide fame. Through the activities of the Stephenson Locomotive Society, the “Gladstone” has been acquired as a national relic. The old engine is being restored in the Southern shops at Eastleigh to its original condition, and repainted in the distinctive yellow shade adopted by its designer. It is being housed temporarily in the L. & N. E. Railway museum at York, and will ultimately find a place of honour in the Science Museum, South Kensington, London.
The average life of British railway engines is about twenty years. Probably Engine 224, of the North British line (now L. & N. E.), set up a world's long service record. This locomotive was built in 1871, and hauled the train which in 1879 dashed over the broken Tay Bridge, in Scotland-a disaster which involved the loss of sixty lives. After being hauled out of the water, No. 224 was again put in service, and continued at work until 1919, thereby placing to its credit a working life of nearly half a century.
Much attention now is being given in Britain to the subject of the economical disposal of ashes from locomotives. The plan originally followed was that of providing in the locomotive sheds flat-bottom ashpits with vertical walls. From these the ashes were removed when cool by manual labour, being shovelled on to brick paving at rail level and later thrown into ash cars for removal and subsequent unloading by hand. This practice was uneconomic, involving three distinct hand operations, and to-day mechanical ash-handling plants are being provided at the larger depots.
The careless handling of materials is the cause of many accidents ranging from mere skin abrasions (which, however slight, must not be neglected), to more serious lacerations and fractures. Exercise logical thought and care always in the handling of materials, to the end of avoiding injury to yourself or others. The price of safety is thought and action; but with the thought first and the action afterwards.
* * *
Acting on the principle (which experience amply justifies) that the majority of accidents are preventable, the University of New York recently established a collegiate course for the training of men and women as leaders in the work of accident prevention. A schedule of studies covering every phase of industrial and public safety has been prepared by the university authorities, so that those who qualify will be thoroughly competent to deal with the accident problems which will confront them whether inside or outside the workshop. As the root cause of the vast majority of accidents is psychological, the great task of these teachers of safety will be to make a successful appeal to the reason of the individual -to impress upon him that a vigilant mind is the best defence against accident.
* * *
An interesting and useful analysis of accidents arising from the manipulation of tools in the performance of railway work has recently been made overseas. It reveals that 89 per cent. of all tool accidents can be classified as follows:—
Struck by tools in hands of self, or others (33 per cent.).
Bars slipping (25 per cent.).
Jacks slipping or falling (16 per cent.).
Wrenches slipping (15 per cent.).
Tool accidents due to other causes amount to 11 per cent.
The fact that tool accidents on the railways are almost solely confined to the employees of the Workshops, Running Sheds, and of the Maintenance Department, where the men work in more or less definite groups under the control of a leading hand or foreman, simplifies the problem of the reduction of these particular accidents-if those concerned would set about such a task with determination. These accidents occur daily and, in the majority of cases, are not unattended with pain, shock, and loss to those who are unfortunate enough to suffer injury. Leading-hands and foremen should keep a sharp look-out for unsafe practices in the use of tools and appliances of all kinds, and, when necessary, instruct the men in correct handling methods. The men themselves, moreover, should avoid every practice in the use of tools which common sense does not sanction. Given this mutual interest in safety work, and co-operation between the men and their officers, the percentage of tool accidents should drop to a negligible quantity, or they may even be entirely prevented.
* * *
See that safety appliances and attachments are in good order and securely fixed before using them.
When alighting from moving vehicles at night in any portion of a shunting yard or country siding where a clear view of the ground cannot be obtained, be sure there are no obstructions or openings into which you might fall and sustain injury. Always use a hand lamp.
When coaling engines see that the coal is so placed that fragments will not become dislodged and fall off whilst the engine is in motion.
Interest is impelled by what one reads nowadays concerning Transportation. The word implies a great wealth of past achievement, yet of more importance is the suggestion conveyed of its vast possibilities and tremendous economic power over our national future. Notwithstanding the progress already made, Transportation as a science is still in its infancy, and a realisation of this fact has led me to think of the future, when this, one of the greatest factors of our national economic welfare, has been brought nearer perfection.
Why not look to Nature for a comparison? I have thought in that direction, and find that the circulatory system of the human body is a natural example of perfect transportation. A scrutiny of a diagram of blood circulation reveals inferentially the weaknesses of our country's transportation system.
In a comparison of the two systems, the administrative offices may be likened to the brain, the operating and distributive centres to the heart and its compartments, whilst the trunk lines are as the main arteries and veins. Now, if an artery or vein is severed, the surrounding part of the body is weakened. A similar weakness is found in a country that has broken trunk lines. Where there are breaks there is no growth. The larger branches are similar to the smaller arteries and veins, and if there are not enough of these it is obvious that growth must be slow. And now to complete the simile, what have we to represent the multitude of small arteries and veins, that is, the little feeders?
Back in the rural areas of our country, we need a network of light railways and motor services to complete the work of our main lines-to feed and develop the country, North and South, East and West, as the human body is fed and developed to its utter extremities. In the cities we need our motor services to bring our passengers and goods to the railway and take them from the railway to their destination. When all this is achieved, then will Transportation as one huge organisation develop our country, feed it, and give to it the powers of endurance that the human body derives from the circulatory system.
The great development I have endeavoured to portray carries us many years into the future-to ultimate perfection; but if Transportation is to fulfil its destiny and we are to help to attain that destiny we must ever look to the final goal. I have also endeavoured to prove that the whole Transportation system of a country should belong to the country, as along its lines flows the country's life-blood.
In conclusion, may I suggest that the Railway Department adopt the name, “New Zealand National Transportation Department,” because to the average citizen “New Zealand Government Railways” suggests an ownership apart from the people?
Dunedin Staff, 1896.
Seven Guards standing at back-J. Roberts, J. Kay, J. B. Neale, T. Egley, J. Lawson, J. McGowan, G. McLeod
On car at right-Pat. Nash. J. Horne, G. Collard, -A. Beveridge.
Standing against car, beginning 2nd from left-W. Cameron, Geo. de Clifford, Harry Lee, Townsend, J. Grant,
-W. C. Allan, N. Maloney. On car-step-Mr. Geddes (Refreshments).
Front Row-Jamieson. Cookson, R. Miscall, R. M. Isaacs, W. Crombie, S. M., J. Andrews, Maurice Barclay, R. C. Morgan, A. Clarkson, -J. Carroll.
A book bearing the above title and written by T. Bernard Hare (A. M., Inst. T.) has just come to hand from the publishers, the Modern Transport Publishing Company Limited, Strand, London (March, 1927).
This publication has the supreme advantage of having been written from the standpoint of personal and current experience, being, in the words of Sir Ralph L. Wedgwood “so far as I know, the first book published in this country which comes from the hand of a practising railwayman.”
The work is of a handy size, well printed, and on good paper, but has no illustrations, as Mr. Hare desired to bring the selling price within the reach of the average student. This has been accomplished; 150 pages of letterpress and a good index, with cloth cover, costing only 3/6.
Mr. Hare has dealt in an open and thorough manner with many of the principles underlying Railway Operation. He has the judicial capacity for presenting fairly both sides of the case on points regarding which differences of opinion exist, and shows an admirable reluctance to make hard and fast decisions.
On this subject he draws attention to a curious cycle. When railways started, there being no signalling system, the driver was responsible for keeping his train under sufficient control to enable him to stop short of any obstruction he might see on the line. Now, on one of the most congested suburban lines in the United States, this method has been reverted to, the only guide the driver has being the tail lamp of the train in advance. A commission which inquired into the substitution of this by some modern system, such as automatic, reported in favour of continuing the present arrangement!
Thus, signalling, first devised to ensure safety, and then developed to enable a maximum density of trains to be dealt with, has made possible so great a reduction in the headway between trains, that, on one railway at least, the tail light of the preceding train is considered to be as satisfactory and convenient a guide as would be a stationary signal to indicate its position. Doubtless the question of expense has some bearing on this conclusion. As railways in general, however, put safety before economy, signalling is being developed to its highest point.
Mr. Hare draws attention to the need for a scientific arrangement of block sections, pointing out that with unequal sections and with trains running at differing speeds, it is “the time distance of the slowest train on the longest section that settles the capacity of the line.” (How often has this fact been brought home on our own Main Trunk?) He then points out that “if greater train density is required, our aim must be to shorten the length of the ruling section and raise the speed of the slowest trains.”
Reverting to the question of fixed signals, Mr. Hare makes the assertion that “there are hundreds of unnecessary signals in existence in various parts of the country to-day,” and draws attention to the chance of increased efficiency and economy by revision in this direction.
He considers the value of three-position and three-colour aspect signals to be definitely established.
This chapter is interesting, dealing, among other things, with the considerations which go to the lay-out and working of terminals. One suggestion is that the South American arrangement whereby a traverser is used to carry an engine from one line to another-thus limiting the waste of platform to the length of the engine-might well be adopted elsewhere.
In view of the occasional criticism of New Zealand ticket collecting methods, it is pleasing to read that “the ideal way from all points of view, except that of staff cost, is to collect on the train.” In this chapter also, such subjects as Goods stations and Goods shed designs, cranes, goods working, labour organisation,
Regarding tranships, and the general question of the treatment of less-than-wagon-load lots, some very sound principles are laid down-useful guides to whoever, from time to time, undertakes the revision of loading and transhipping arrangements in our own traffic districts. Pointed attention is also drawn to the expense of roadside work in train crew time.
Regarding wagon control, the author believes neither in permitting empty wagons to adjust themselves, nor in control applied to each individual wagon, but in an intermediate method which transfers the responsibility for individual distribution to the station, and the sharing of responsibility for general distribution between intermediate district officials and headquarters. The system recommended appears to approximate to the practice of our New Zealand districts.
The chapters on Marshalling Yards, Rolling Stock, Passenger and Freight-Services, Train and Traffic Control, Statistics of Operation, and Organisation, are all of direct practical value to those engaged in the operating side of railway affairs, and the book might well be used as a general guide to the study of modern operating methods.
Space prevents a more detailed examination at this time, but it is interesting to note that in drawing a distinction between Traffic Control and Train Control (Traffic Control covering terminal considerations such as times of departure, traffic to be conveyed, engine and guards working, etc., while Train Control deals with trains on the running lines and decisions in connection therewith usually in the hands of the signalmen) Mr. Hare makes out a much stronger case for Traffic Control than for Train Control.
Altogether the publication may be described as a most useful work, with a wealth of reliable definitions, well-reasoned conclusions, and dependable, up-to-date information.
A Fair Sample of the Fair Employed on the N. Z. R.
Standing-Misses M. E. Clifford, I. M. Clark, M. H. Smith, M. E. Smythe, E. E. Trout, L. M. Carver, J. A Daniel,
M. E. Pearce, T. Collett, F. Stott, J. Tolley, R. A. Lambie, D Nalder, L. Cload.
Sitting-Misses E. Clay, C. H. Smith, B. R. McQueen (Superintendent), J. Burbridge. A. L. Dodd, E. Upchurch.
The developmental possibilities of production engineering are being realised at Newmarket.
There, as the idea of scheduling the operations entailed in new construction progressed, it became clear that additions to the ordinary schedule could be made with advantage.
The staff in some Departments of the Shops do not always have the opportunity to become familiar with the names and description of the various details required. In order to facilitate the work, the idea of adding to the schedules sketches of the items named has been adopted. This method of graphic representation has been welcomed, as it removes the possibility of vagueness, making clear, even to the layman, what is required.
The accompanying illustration depicts the blacksmithy schedule of wrought iron details for standard 15ft. stock underframes. The same method has been applied to other schedules in use at Newmarket Workshops.
“Blacksmith” writes as follows:—
“I have noticed in the Magazine that there has been installed in the Petone blacksmith shop a bolt machine. As I have seen these worked in other places I have been employed in, I consider they are a great success.
“Now that you have got them going, and you find the great saving in labour, I would suggest that you send those bolts throughout all the maintenance branches for bridge work. They could be made in stock lengths say, from 1 ft. to 6 ft. in length, varying 6 in. or 1 ft.
Then all the blacksmiths would have to do would be to cut the required length-say 4 ft. 9 in. from a 5 ft. bolt, or 3 ft. 4 in. from a 3 ft. 6 in. or 4 ft. bolt-and then put in and have it screwed ready for the job. This would apply specially to ⅞ in. and 1 in. bolts. Of other sizes there would not be so many, but they could be ordered as requirements permitted.”
[The Department is already making use of the bolt-making machine for saving manual labour much on the lines suggested by “Blacksmith.” Ed., N. Z. R. M.]
From the Secretary, Riverton Regatta Club, to the District Traffic Manager, Invercargill:—
I cannot let this occasion pass without a word of appreciation in connection with the train service on our Regatta Day. as you are aware, we had one of the best days ever known so far as holding a regatta is concerned, and the number of passengers handled passed all previous records. It gives me much pleasure in congratulating our local staff on the system of despatching the trains to time on the homeward journey, without any accident or trouble of any kind.
* * *
From Ernest T. Jones, Greendale, Canterbury, to the District Traffic Manager, Christchurch:—
On behalf of a party of 50 who travelled by the second excursion train from Darfield to Otira on Boxing Day, I desire to express our best thanks to the Department for reserving a carriage for our use, to Mr. Nolan, Stationmaster, Darfield, for his kindness in arranging for same, and to Mr. E. Dash, Guard, for his courtesy and thoughtfulness for our comfort on the journey. The granting of our request for a reserved carriage enabled us to keep our party together thus adding much to our comfort and pleasure that day.
* * *
From the Secretary, The North Canterbury Sheepfarmers' Co-operative Freezing Export and Agency Company Ltd., Christchurch, to the Railway Board:—
As our season draws to a close, we take the opportunity of eulogising the work and officers of your local Transport Office. We have had an exceptionally busy period since our Works opened in December, and all work in connection with shipments from the Works and the arrival of stock specials has been run without a hitch.
Messrs. McKay and Simpson are obliging and courteous officers who have handled their work in a businesslike and efficient manner under what we believe have often been trying conditions.
From the Secretary, Papanui Beautifying Association, to Mr. R. E. Fisher, Stationmaster, Papanui:—
* * *
I am directed by the above Association to convey to you and the Railway staff their appreciation of your efforts in beautifying the plots surrounding the station. We trust that your activities in conjunction with the Association's work on the Railway Reserve, will be the means of making Papanui one of the most attractive stations in New Zealand.
* * *
Mrs. P. W. Boulton, New Plymouth, writes to the Rt. Hon. the Minister of Railways, as follows:—
Re the lady attendant on the ladies' car of the Auckland Express, I must write my appreciation of her kindness and attention to me and my child from Auckland to Marton. It is a pleasure to travel knowing you can receive such kindness.
* * *
From the Secretary, Whangarei Harbour Board, Whangarei, to Mr. W. W. Chitty, late Stationmaster, Onerahi:—
* * *
I must take this opportunity of thanking you on behalf of the Board for the very careful and efficient manner in which you had kept the shipping returns at Onerahi.
Messrs. Weston Bros. and Company Limited, Christchurch, held a picnic on Saturday, 5th February, at the Rakaia Domain. The Picnic Committee Secretary writes:—
The Committee wish to express their thanks for the efficient arrangements made by the Department for the train, also the courtesy of the staff. The carriages provided were appreciated and highly commented upon, and the thanks of the whole party in also conveyed to the Railway Department for this.
We will do our best to spread the news of the splendid service given us by the Railways.
The standardisation of time is, perhaps, one of the most important factors in modern civilisation. It forms the basis of all transportation services, not only in the compilation of timetables, but also in co-ordinating those timetables with the requirements of the general public. It is as unnecessary to point out the result of trying to catch a train, a bus or a car, when one's watch is ten minutes slow, as it is to draw a picture of the result of trying to operate a complicated timetable over a section of railway where every signalman, guard or driver, uses his own time standard. But the importance of time strikes even deeper than this. In navigation, it is one of the two co-ordinates which alone make it possible for the navigator to feel his way across oceans and maintain his course, clear of obstructions, straight to his port of destination. To do this he carries a clock regulated to the time of Greenwich, the meridian of which place has been accepted as zero. Every degree of longitude east or west of this meridian causes a variation of four minutes. The navigator, therefore, calculates the local time of his position at sea, compares it with his Greenwich Chronometer, and, by dividing the difference in minutes by four, arrives at his longitude east or west. This, together with a calculation for latitude, gives his position and enables his course to be maintained.
We generally associate time with watches and clocks, and these serve as our standard from day to day; but as no watch or clock will of itself keep absolutely accurate time some standard by which to check its error is required. The movement of the earth in relation to sun and stars provides this master clock, and it is to this movement, as taught by the science of astronomy, that we must turn for our standard.
The fundamental unit of time is the solar day, that is the successive return of the sun to the same point in the sky.
The earliest type of timepiece consisted of a vertical stake, the direction of the shadow of which served to indicate the amount of daylight that had elapsed since sunrise. Owing, however, to the fact that the earth's axis is inclined to the plane of its orbit, the shadow of a vertical stake does not move uniformly with time. The sundial as we know it to-day, overcame this difficulty. In this device the vertical stake was replaced by a vane inclined, according to latitude, till it lay parallel with the earth's axis, and the shadow then moved evenly throughout the hours of daylight.
As civilisation became more complex, methods of measuring time independent of the sun were developed, the principle of which being the water clock where water was allowed to enter a vessel at an even rate, the height of the liquid serving to indicate the number of time units that had elapsed since the filling process commenced. The sand glass, familiar to-day for timing the boiling of eggs, was also extensively used. Later the mechanical clock was invented and not till then was the accurate measurement of time possible.
Sun-rise and sunset are the most natural divisions of time. The earliest method of dividing the day was to separate the period of daylight into a number of equal divisions. With the advent of the mechanical clock, however, this method became unsuitable owing to the greater length of sunlight in summer than in winter, which caused the divisions to have varying values for different seasons of the year. From these early methods has gradually developed the present practice of reckoning time from midnight to midnight and dividing the period into 24 equal parts called hours.
With the advancement of scientific knowledge several truths fundamental to the accurate determination of time were revealed, the most important of which was the varying length of the solar day from noon to noon. A solar day is the interval between two successive crossings of the meridian of a place by the sun, but owing to its revolution round the sun, the earth requires to rotate slightly more than 360 degrees to again bring the sun on to the meridian of that place. The solar day is, therefore, slightly longer than one rotation of the earth on its axis. Again the orbit of the earth round the sun is not quite circular nor is the position of the latter quite central. In geometrical terms the earth's orbit is an ellipse of which the sun occupies one focus. The distance of the earth from the sun, therefore, fluctuates throughout the year. This
Still another factor disturbs the even flow of solar time. The plane of the earth's equator is inclined to the plane of its orbit and results in the solar day being slightly longer at the solstices than at the equinoxes.
In solar time, therefore, we have two sets of fluctuations, the first due to the ellipticity of the earth's orbits, with a period of one year, and the second, due to the obliquity of the earth's axis, with a period of six months. To overcome these irregularities and produce an evenly flowing time, a fictitious mean sun has been invented, and is assumed to move at a uniform rate along the earth's equator but never departs far from the position of the real never departs far from the position of the real sun. In other words, the fluctuations of solar
Equation of Time
The Curved line indicates the combined effect on time during each month of the year caused by the obliquity of the ecliptic, and the ellipticity of the earth's orbit. The equation is the correction, in minutes, to be applied to the apparent time given by a sun-dial to obtain mean solar (or clock) time.
“Mean time” is that distributed from time stations and shown by well regulated clocks. Solar time is that indicated by a sundial. Each place on earth has its own “mean” or “apparent” (or solar) time, which is the same for all places in the same longitude and which differs from points east and west by four minutes for each degree.
So far we have dealt with time in relation to the earth and sun and, by the introduction of “mean time,” have produced a uniformly flowing system, but to check the error of our clocks, a complicated equation is involved. An alternative method simplifies the process. First, let it be mentioned that the movement of the sun is so far as we are here concerned, only apparent and is due to the combined daily rotation and annual revolution of the earth. The apparent movement of the stars is due solely to the earth's rotation which proceeds with extreme regularity. If, therefore, we take the successive passages of any one star across the meridian of a place we are provided with a uniformly flowing system of time. The period between any two successive passages of a star across the meridian is termed a “sidereal” day. Reverting to the solar day, we saw that the earth had to rotate slightly more than 360 degrees between each successive passage of the meridian to compensate for the forward movement of the earth in its annual revolution. With the stars, this passage or transit takes place regularly with every neat rotation, so that a sidereal day is slightly shorter (about 4 minutes) than the solar day. Sidereal time is unsuitable for general use since the four minutes difference between it and solar time is cumulative and in the course of a year sidereal midnight moves completely round the clock. Thus the stars make 366 revolutions to the sun's 365. But since sidereal time is constant its translation to mean time becomes a simple calculation.
The computation of sidereal time involves the use of the transit or meridian circle telescope. This is a telescope mounted on horizontal bearings and swinging in the plane of the meridian. Any star when centrally placed in the field of view of this telescope is either due north or south of the point of observation. If, therefore, a suitable star is fixed to read zero, sidereal time, it is necessary to adjust the observatory clock only to read zero at the moment the transit is made, and twenty-four hours later to again observe the successive transit of the same star. The clock should again read zero, and any deviation therefrom denotes its error and enables adjustment to be made. In this way the actual times of transits of all the stars may be catalogued and sidereal time checked at any time during the night. Delicate mechanism is employed to ensure accurate comparison of transits with the clock and calculations are reduced to so fine a point that clock errors of 1–100th of a second may be detected.
It has already been stated that time varies with longitude at the rate of 4 minutes for each degree. In countries such as Australia, Asia, Europe and America, where vast distances
New Zealand “mean time” is calculated in Wellington by the Government Astronomer. From the observatory it is transmitted to the General Post Office, and at 9 o'clock each morning is flashed throughout the entire length and breadth of the country by the telephone and telegraph systems. The call “L.