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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 interst 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-deplume.
Cover Design by Stanley Davis (Railway Studios) “The Spiral, North Island Main Trunk.”
Recent information to hand indicates that in 1926 for all the railways in Great Britain the average rate of interest earned and dividend paid upon the capital issued was 3.6 per cent. This rate is somewhat lower than the usual average in Great Britain, but in view of the recent amalgamation of the principal lines into four main groups, the result is interesting as an indication of the present day earning capacity of railways in a country where they have been developed to their highest point of efficiency.
Bearing the above figure in mind, it is worth recording that the earnings of the New Zealand Railways, during the last twenty years, have given an average net return of 3.8 per cent. on capital invested. During the first five years of this period it was contrary to Government policy to earn more than 3 per cent., the practice then being to keep down earnings by making concessions to the users, particularly the primary producers.
Another point that must not be over-looked, is that it is only in the last two years that our Railways have set aside reserves against wasting assets and for betterment purposes, and have provided Superannuation subsidy out of earnings. Had the earnings of the good years in the earlier period been used, in part, for these purposes, our capital account would have been probably £10 million less than at present, and the task of earning interest to meet the cost of capital invested would have been correspondingly lighter.
However, the earnings of the last two years-that is, for the period under Board management-show an average return on capital invested of 4.17 per cent., a result which (except for the war period, when staff and expenses were ruthlessly clipped) is better than that achieved in any two previous years.
If exception be taken to the sum paid out of the Consolidated Fund, amounting to £804,768, on account of losses on non-paying branch lines, many of which are worked purely “for the country's good” and cannot be regarded as business propositions, it must be remembered that this sum is more than offset through the relief afforded the Consolidated Fund by a sum amounting to £320,000 provided out of Railway earnings for Superannuation subsidy (but which would, under the old system, have come from the Consolidated Fund), and the improved position of the Railway balance sheet by an unexpended balance set aside for replacements, betterments, etc., amounting to £671,984.
In view of these balancing factors, the variation in the percentage figure may be taken as a reliable index, and so considered, it will be seen that the railways of New Zealand hold their own with those of Great Britain, and are responding to the impetus of progressive administration.
Some criticism-doubtless by those not in possession of the full information-having lately been made regarding State railways in general, the above should help to make clear the position so far as New Zealand is concerned.
In Canada the principal lines that now constitute the “Canadian National Railways” were bankrupt concerns under private management, and were taken over by the Government because there seemed nothing else that could be done with them. Under Government ownership they have shewn steady improvement, until last year their net earnings were three million dollars greater than those of the Canadian Pacific Railway, the latter being recognised as one of the most successful among private railway companies.
Of railways in the United States it is authoritatively declared that all, excepting about half a dozen, have at some time or other been in the hands of receivers. The Pennsylvania may be quoted as a typical instance of a successful private railway there. In its prosperous years, instead of throwing profits to the users in the way of concessions, as was the State railway practice in New Zealand, it built up therefrom a billion dollars of assets not represented by stock securities. It is thus now able to pay a 7 per cent. dividend. Were all its assets made up from borrowed capital, this dividend would be reduced to 4.2 per cent., or approximately the same rate as has been earned by the New Zealand Railways during the last two years. The policy, therefore, adopted with the financial reorganisation of our system, under which proper provision is now made, by the creation of reserves, for the replacement of wasting assets, etc., and for the introduction of betterments, should have the united support of all who approve of the application of business methods to railway management.
“New Zealand News and Views,” the Government Publicity Department's monthly magazine, in a series of charming scenic illustrations and effective news items regarding New Zealand conditions and prospects, continues, in its latest issue, the valuable work of making the Dominion's tourist and productive assets more widely known overseas.
A particularly pleasing feature, is that beneath some of the scenic gems, attention is drawn to the fact that the New Zealand Railways give access to them. Thus, accompanying a unique picture of H. R. H. the Duchess of York as she appeared after landing a 7 lb. rainbow trout from the Tongariro River, the following paragraph appears:-
The State Railways, traversing the wonderful Tongariro National Park, give thrilling views of the North Island's highest peak, Ruapehu (9,175 feet), the fuming Ngauruhoe (7,515 feet), and other impressive scenery.
Again, where the Duke is seen hauling in a ground-shark which he had hooked and reeled near Russell, prominence is given to the fact that “the Main Trunk Railway connecting Wellington and Auckland goes on to the Bay of Islands.”
Our contemporary is thus supplying, besides news and views, helpful suggestions as to ways and means; the “ways” being the ways to go, and the “means” being the railway method of getting there.
The annual reunion of members of the N. Z. E. F. who took part in the occupation of German Samoa in August, 1914, will be held in the rooms of the R. S. A., Featherston Street, Wellington, on Saturday evening the 27th of this month.
It will be remembered that this force contained a full company of the Railway Engineers, consisting of six officers and two hundred and fifty-five other ranks, drawn from all services of the Railway Department from Auckland to the Bluff, most of whom proceeded to Egypt or France when the Samoan garrison was relieved.
A cordial invitation is extended to all members of that force living in or near Wellington or who may be visiting Wellington on this date. The Railway Engineers are represented on the Committee by Mr. W. H. Simmons of the Chief Accountant's office.
As anticipated in the Board's message relating to the financial year 1925–26, the results for the year which ended on 31st March, 1927, showed less buoyancy in traffic than the preceding one.
The Exhibition at Dunedin, falling almost entirely within the earlier year, supplied us with a welcome flood of passenger and subsidiary traffic to compare with which the year just ended had nothing to offer.
It is therefore necessary to look back to 1925 to find a measure for useful comparison in normal progress recorded.
Taking these three successive years, it is seen that the passenger journeys, which (largely under the influence of Exhibition business) increased by 1 1/2 millions for 1926, have dropped back to slightly below the 1925 level, the former year (1925) showing 26,106,859 and the latter (1927) 26,002,137 passenger journeys. An increase in passenger traffic over the average of recent years might have been expected in 1927 had not the low prices for exported products and the adverse balance of trade seriously interfered with the amount available for pleasure travelling. The actual increase recorded in goods tonnage indirectly bears this out.
The traffic in goods, which showed the substantial increase of 206,000 tons between 1925 and 1926, has shown a further increase of 25,000 tons for 1927, the gross total for 1927, viz., 6,833,436 tons, being the highest ever recorded. Livestock tonnage also indicates a steady increase, the figures being:-1925, 430,852 tons; 1926, 447,539 tons; and 1927, 475,013 tons.
Between 1926 and 1927 the train mileage increased by 400,000 and the engine mileage by over 500,000 miles. The significance of these figures, in relation to the actual traffic handled, is that increased mileage has been incurred in providing better and more convenient train services-in some instances in excess of bare present requirements-with a view to making the services more attractive and thereby encouraging new traffic. The latter, of course, takes time to develop, whilst the increased cost of expanded services is immediate, a result which partly explains the decrease of 4 3/4 d. in the net operating earnings per train mile. Better results from the policy adopted in this regard are hoped for in the year upon which we have now entered.
The net earnings for the year are £1,943,774, a decrease of £48,560 compared with 1926, but £376,665 more than the 1925 total, and £169,540 better than was anticipated in the year's forecast.
The annual interest charges, however, now amount to over £2,000,000, an increase of £130,122 since last year, chiefly accounted for by the taking over of a further 54 miles of unremunerative branch lines. Thus, the final result of the year's work shows a deficit of £99,659.
The expenditure included an increase in the amount contributed to the Superannuation Fund, the subsidy to which, for the year, totalled £175,000.
The trade depression period has had a detrimental effect on our operating figure in two directions. The unemployment arising therefrom has adversely affected our revenue, and, in order to avoid adding to the unemployment problem, the Department has kept on numbers of workshops employees whose services, otherwise, could have been dispensed with, thus making our expenses higher than strictly business management warranted.
One bright feature in the year's review was the excellent spirit displayed by all ranks in carrying out the transport work in connection with the visit of their Royal Highnesses, the Duke and Duchess of York.
Road competition is still severe, both in passenger and goods traffic, but the Board has received indications from many quarters that the Railways are regaining lost ground, particularly where uneconomic competition was most marked, and its own experiments with road services are supplying valuable data which will enable the competitive phase to be handled with more assurance in future.
In conclusion the Board desires to express satisfaction with the manner in which the staff in general have handled their work throughout the year, and the good progress that has been made in supplying still better service to those who use the rail. The public have shown generous appreciation of the efforts made in their behalf, and by their friendly attitude towards, and full support of, the Railways, have given the Department every encouragement to continue confidently along its present lines in administering to the transport needs of the community.
The Administration of the State Railways have treated me very generously indeed. The splendid ministerial cars so kindly offered for my journey on both Islands not only gave my little party the greatest possible comfort but also enabled us to fully enjoy the remarkable beauty of your country.
I was just going to express my most grateful thanks when your gracious letter and the interesting N. Z. Railways Magazine were brought to me. They greatly add to my indebtedness and enhance my gratitude towards you. While thanking you most warmly for so much courtesy and kindness I can assure you that my visit to the country, the destinies of which have been entrusted to you, will always be counted as one of the most pleasant experiences of my life.
Though going homeward I shall leave your hospitable shores with keen regret and shall never cease to cherish the memory of my stay among your noble and highly cultured people.
Sir Ignace Paderewski's personal representative, Mr. Sharp, together with the great pianist's business agent, Mr. Gordon Joubert, took the opportunity at the conclusion of their South Island tour to call at Railway headquarters and convey the compliments of our distinguished visitors on the excellence of the arrangements made and the high quality of the service rendered by the Railways during the tour of the party.
Mr. Joubert said that in the course of their American tour of 40,000 miles he had travelled in most of their private cars, such as the “Pilgrim,” the “Los Angeles,” “Chicago,” “Ideal,” etc., but these could not beat the private car allotted to them in the South Island. “That car,” said Mr. Joubert, “just could not be any better. As a day car it is the limit of excellence.”
He went on to say that they missed the dining car, which was a regular feature of all long distance travelling in the other countries visited. “Taking your meals as you go helps to kill an hour or two of the journey,” he continued, and went on to describe the great commissariat furnished by some roads.
“Did you not find your way to our dining rooms?” he was asked. “Oh, yes!” was the reply, “and they couldn'st be beaten. There was always good quick service, and an excellent menu. And I suppose it is a good change to get out and have a walk about. But we always felt hurried-afraid of missing the train, I suppose.”
Didn'st you have enough time for your meals, then? was the next question.
“Well,” said Mr. Joubert, “I must confess the time always did turn out to be sufficient. In fact we usually had a few minutes to spare. But then the service was so prompt that the whole room was able to be quickly attended to.” “I suppose,” he added, as an afterthought, “when you get used to it, you would always feel you had plenty of time, as well as actually having it.”
The pianos taken about on the tour to be used by the Master are instruments that must be cherished; the party regard them as almost human. It was a further source of pleasure to find that our men handled them perfectly, and that their stowing and transport gave the utmost satisfaction.
Asked regarding the general service rendered by the Department and staff, Mr. Joubert's comment was, “remarkable! Your service here is equal to anything seen anywhere. Then the handling was perfect, no jolting anywhere, smooth starting and stopping, and easy motion on curves and grades.” He went on to say that in the United States, owing to the great weight of trains a terrible jerk was sometimes experienced in starting. This rough handling, he explained, was probably due to the equipment there having been allowed to run down during the war, and the leeway not yet having been fully made up.
What surprised the party more than anything was that such good service was rendered by the New Zealand Railways although there was no competition for the patronage of such parties as theirs. “Why,” he said, “In the States there would sometimes be as many as fifteen “street men” down to meet us on arrival at a terminus.” Asked what he meant by “street men” Mr. Joubert explained that these were agents of the different Railway Companies whose duty it was to be round about the streets visiting commercial houses, hotels, etc., looking for business. “A fine lot of men they are, too,” continued Mr. Joubert. “They will do anything for you to get your patronage. They just telephone the ‘passenger agent’ and he does all the arranging. The latter must have great power and be in touch with every department, for he arranges your
Mr. Joubert thinks the “street men” the “solicitors,” the “passenger agents” and the “freight-men”-all types of business-getters employed on the United States railways-perform a great service. And they fight for business on “service” only, for the Interstate Commerce Commission keeps a watchful eye on things to prevent rate-cutting between one line and another.
Immediately a convention of any kind is mooted the agents of the railways are on the spot endeavouring to secure the business, and whenever a party travels, one of these men will “ride the train” all the way, keeping in touch with the requirements of the traveller.
Mr. Joubert appreciated the advantage of one management controlling all the railway lines in this country, and mentioned that when their car was in New York it had to be shunted to another part only about half a mile away “as the crow flies,” yet it had to be handled by the crews of four distinct companies, the “Pennsylvania,” the “Lehigh,” the “New York Central,” and the “Eric.” With waits at various points on the way for the engines of the different companies, it took four hours to get across that half mile.
Living on the train and travelling by express services, M. Paderewski was at times able to give four recitals per week.
The sundry cost for travel on the American Continent amounted to a considerable sum.
Mr. Joubert mentioned that on one occasion when owing to the cold weather, the car they were occupying had to be specially heated, a “Mogul” engine was attached, and the charge for the heating service amounted to £48. The bill showed charges for cost of coal, including its transit from the mine, cost of water, wages of crew, wear and tear, and then a percentage for “extra expense.” On another occasion £53 had to be paid for one switching movement from one company's line to another.
Our visitors are tremendously impressed with the magnificence of New Zealand scenery. Their word for it is “unsurpassed.” They feld sure that nowhere in the world was its like to be found. “You should make a living out of it, like San Francisco does,” was one expression. “The Southern Alps have all the grandeur of Switzerland,” said Mr. Joubert. “Sydney is no more beautiful in its seascapes than Wellington, whilst the view from the Cashmere Hills at Christchurch looking down towards Lyttelton is unique in its wonderful charms.”
“You have not a place that is not beautiful,” was the final pronouncement on the appearance of the Dominion.
World's Greatest Pianist.:-
Sir Ignace Paderewski, his wife and personal representative (Mr. Sharp), about to board the “Night Limited” at Wellington for Auckland, on Monday, 27th June, 1927.
The train snorts and puffs its heavy way up the Spiral. The lights of Raurimu make little golden splashes in the ocean of darkness, showing first on one side of the line, then on the other, as we swing round the tortuous curves of the Spiral, and pass into and out of its two tunnels. Then at last the rhythmic clack-clack of the wheels as the train reaches the top, and swings into a swift, steady gait once more.
Nearly four o'sclock of a freezing winter morning; a carriage full of shrouded figures waking reluctantly to life.
Snow And Steam.
Mt. Ngaruahoe from the Tama trail.
A truly frightful hour to be setting forth on a trip to the mountains! Someone sneezes heavily, someone else groans… The click of a switch, a sudden flood of light, and glances of hatred from rudely-awakened sleepers, who are not setting forth on a joy-trip to the mountain!
The train is pulling into National Park station now, and we are all busy reaching down from the racks the shapeless rucksacs, holdalls and other bundles that accompany every tripper to National Park. A few moments later we are crowding into a waiting motor car, and with our breath floating out in white clouds, we set forth on the first stage of our journey.
A few hours at the boarding-house, and in bright morning sunlight, we once more take the road to the mountains, gloriously white under the first thick coating of winter snow.
We are on the “roof of the North Island.” Around us, stretching far away to the horizon, lies a vast tract of land, over 150,000 acres in extent, containing some of the most wonderful scenery in all New Zealand. Here is Ruapehu, snow-crowned, laced with shining glaciers, towering in majesty over the golden leagues of the Waimarino Plains; Tongariro, brooding, quiescent, with its scarred, copper-red sides and burned-out fires. Right ahead is Ngaruahoe, sinister, awe-inspiring, nursing within its snow-bound heart a flaming inferno. Here are scenes that belong to a world in the making, ice and fire and water, working in the timeless
The pioneering days of Tongariro National Park are swiftly passing. The first time we made our way to Whakapapa Huts we trudged four miles across the bog of the plains, through the awful morass of the birch forest. Then we crossed the Whakapapa River by a tree-trunk, and followed a snow-crusted track to the Huts. This time we ride all the way by motor, along the level miles of Bruce Road, past the Haunted Whare, over the traffic bridge, and so arrive in state, dry of foot and unwearied, at the very door of our hut.
Then a hasty unpacking. Off with our townclothes, and into jerseys, riding-pants and puttees as quickly as possible. There has been a wonderful fall of snow, and every inch of ground, every shrub and tree is thickly mantled. Out on the flat tongue of ground that runs up into the dark forest, the snow is over a foot deep, and the toboggan ground on the other side of the bush is white and shining.
In the shortest possible space of time, Whakapapa is invaded by an eager, booted, trousered crowd of boys and girls. Every snow stick, every pair of skis, is brought into the service of the holiday-makers, most of whom are novices. The flat stretch of snow looks very inviting; you take your first faltering steps on the skis… You do very nicely indeed for six steps. Then in some inexplicable way your feet fly skyward and you are flat on your back in a deep snow-drift with your feet waving in the air, and a seven-foot strip of timber tightly strapped to each foot… Somebody pulls you out—when everyone else has done laughing-and you try again.
And oh! the delight of it when you learn at last the knack of balance, the swift, easy glide down the snowy slope, the delicious sensation of flying! Here indeed is winter joy in full, a thrill that sends the blood coursing through the veins in quick, pulsating rush!
All day long the fun continues. Soon a vast, stout snow-man, with a hat perked over one ear and a pipe in his mouth, is grinning cheerily out over the frozen world. There are snow-fights, when the fun waxes fast and furious, and your fingers throb and become as fiery icicles within your snow-wet gloves, when you feel the crash of a well-aimed ball on the back of your neck and a shower of snow goes cascading down your spine.
Then, when the day is done, huge log-fires, a dance in the social hall, singing and laughter, strong tea brewed in blackened billies and drunk from stout enamel cups. And last of all, a snug cave of blankets, and the glimmer of fire-light in the quiet darkness, as Jack Frost comes striding down from the mountains to hang fresh icicles on the trees and etch his wonderful pictures on the window panes…
Mr. T. G. Glasgow, Sight-testing Officer of the N. Z. R., has kindly supplied the following article. He has had years of experience, as shunter, signalman and guard, in direct personal contact with the work of train-handling in shunting yards and along the road. Mr. Glasgow's contribution is sure to receive the approval of all practical railwaymen.
The following article does not purport to set out definite rules for shunting, but to make suggestions which are applicable and may be helpful under the conditions obtaining in the New Zealand Railway Service. Our Service is only in its infancy, and conditions peculiar to densely populated countries do not altogether apply to our work.
It is essential in the Traffic Department that members should possess all round qualifications. Even clerical workers, at times, require a certain amount of shunting knowledge. The average youth joining the Service has a very vague idea of the inner working of the occupation which he is about to engage in, and does not realise the amount of work required to make up the various trains which he is accustomed to see pass along the line.
The popular idea of railway work is that you either sell tickets from an office, or wear a uniform and ride in the trains. Disillusionment is swift and sure, but it would not be fair to detail the way to wisdom, for it might deter some potential general manager from setting out on the journey.
To the Second Division railway recruit I would say that his first important lesson should be to become familiar with moving trains and vehicles. He must use his eyes and ears, observe that trains and vehicles generally follow the rails, and educate himself to observe how the different lines are set and the method by which pathways are changed. The recruit will thus gradually acquire a passing knowledge of the first portion of the work which will later become his existence. He should watch the men engaged in their various duties and note how they set about their work and the precautions they are taking for their own safety as well as that of recruits and other people.
He will probably very soon essay, a ride on a moving train, and should be careful to master the art of getting on and off moving vehicles successfully. Quite a slow pace is good enough to practise on, and experience with fast traffic must not be rushed. The results of precipitation are often painful and sometimes dangerous. This part of his schooling does not require much explanation, but it can be said here that safety lies in getting a firm grip with the hands, and finding a safe foothold. Eyes, hands and feet should be trained to work simultaneously. First a look at the vehicle to be boarded, then a quick glance along the track on which it is running. (This should take in any objects within range or likely to approach closely to the vehicle on which it is proposed to ride). The next precaution is to look carefully to see that there is ample clearance from vehicles or projections on the adjacent lines. This rule is probably the most essential of all that can be given, and failure to observe it has cost many splendid lives.
It would be quite impossible to detail all the dangers that exist, even for experienced workers, in a busy shunting yard, but there
Do not cross through small gaps between buffers-vehicles may be shifting at any moment. Climb over; it is slower but safer.
Do not walk in the tracks; trains are constantly moving, and the staff working cannot watch out for others. Therefore, always walk in the pathways between the different tracks.
Look each way before crossing rails; vehicles may come from any direction.
The Correct Way.
Note: The shunter is standing clear of the rails, has a firm hand and foothold, and has his attention fixed on the operation.
Do not stand between roads in which vehicles are moving in opposite directions; a slight over-balancing may cause an accident.
Do not board vehicles or engines from the front end; it looks easy when done by experienced men, but involves unnecessary risk to even these.
Watch the movements of others who may be working with you; do not get in the way of a member running to turn points or pin down brakes.
Listen carefully to any instructions which may be given; if not clearly understood, do not hesitate to say so; it takes less time to repeat an order than to undo a wrong movement.
Pay particular attention to any movement made in places where staff are engaged in such occupations as unloading trucks, repair work or cleaning work.
Reduce conversation on general subjects to a minimum; there will be plenty of time during “spell-oh” for general conversation.
Alertness and vigilance are valuable aids to your own safety as well as that of others.
The foregoing outlines of “do's and “don'sts” is meant for a member who is just entering into the railway service, but of course all of it may not be applicable at once. The average recruit to the service gains his experience either as a beginner at a country station, or attached to a platform staff at the larger centres.
The worker at a country station will probably gain his first experience by having to detach or attach vehicles to trains passing through his station. His first lesson should be with regard to the manipulation of the different points and safety appliances, stop blocks, catch points, or shunting legs. He should have all these details pointed out and explained to him, and should be taught to know by observation whether the lines are set as required. He should be given practical demonstration of the method of working, and then be allowed to carry out a prescribed operation with the lines available.
His next lesson should be with regard to locking up, and satisfying himself that all lines are safe for traffic. The instruction in this subject can be made quite thorough, and it should not be scamped in any way; confidence in this respect leaves the mind free to deal with other problems which will come later.
The essential principles of signalling for protection of the station should also be given, but of course the more complicated systems take considerable time to be fully explained and understood.
Hand signalling instructions are necessary, and, again, practical demonstration and performance should be used; a member should not be allowed to give hand signals for shunting which are unintelligible or which could be interpreted wrongly. Untrained men frequently give signals which, if obeyed, would lead to disaster. A little time for observation and definite instruction would obviate this.
Instruction as to the correct method of coupling and uncoupling vehicles should also be given, and the learner should be made to perform these operations with stationary vehicles.
When a recruit has mastered these details, he may then be allowed, under supervision, to carry out a simple shunting movement and -so long as he is not in danger-permitted to perform the whole operation by himself.
Ignoring Clearances And Courting Danger.
A striking illustration of a very dangerous practice in shunting.
Any mistakes could be pointed out, and helpful suggestions given afterwards. The saying that “an ounce of experience is worth a pound of theory” applies very aptly here.
Some men are more adapted than others for shunting work, but a man of average intelligence and physical development can be readily made into a reliable railway man. Occasionally a person is met with who, by reason of temperament or physical disability, is quite unfitted for general railway work. It is mistaken kindness to retain anyone of this type in positions where they may possibly be a danger to themselves or others. Senior members of the Service can do much in the way of educating the new members. Experience will teach that such effort brings its own reward and is well worth while. Especially should attention be given where a new member shows an inclination to take unnecessary risks or to fail in recognising danger.
There are many other suggestions which could be made here, but the general principles are that clear and definite instruction in essential points should be imparted to a recruit before allowing him to perform actual shunting duties.
Getting On Step Of Cowcatcher.
The right way.
Getting On Step Of Cowcatcher.
The wrong way.
When a beginner has demonstrated that he can be trusted with simple shunting operations, he can be given further instruction with regard to marshalling vehicles on trains and in yards. He should be taught to first ascertain the composition of the train which is about to shunt, and then arrive at an understanding with the guard or brakesman as to how the wagons from his station are to be marshalled into the train. It is essential that trains should keep to schedule time and it is necessary for shunting operations at wayside stations to be carried out with promptitude. This does not mean reckless shunting, and it can be safely laid down that prompt and efficient shunting is never reckless shunting.
Where it is advantageous to perform fly shunting, suitable arrangements should be made as to the responsibility for setting roads and braking wagons. Nothing is gained by fly shunting if the shunter has to follow wagons into different roads in order to pin down brakes; in fact time is lost by reason of the fact that the shunter has to walk back to the engine and wagons, whereas, if the engine came in with him, he could ride back. Where possible the hauling round of heavy rakes of wagons should be avoided in shunting. It is quite impossible for quick handling to be performed by the engineman if he has to haul a heavy rake, and it is also quite impossible to correctly gauge speed and ability to stop at short notice. It pays at times to hold a few “through” loads in the front of a train, rather than to pull out the whole train in order to marshal in the proper position. This work should, when necessary, be carried out at sub-terminal or marshalling depots when yard facilities and staff are available.
The layout of stations varies, and systems which are suitable in one yard may not be so in others. When possible, shunting should be carried out clear of the main line, and the
In shunting at country stations attention should be given to the best method of placing wagons for loading and unloading; space should be left for hand-shunting vehicles after unloading. In cattle yards, rakes should be placed so that each vehicle can be brought opposite the loading race. At times rakes of wagons are left with loaded wagons midway, and consequently the whole rake has to be hand-shunted twice to allow of unloading. The same remarks can be applied to goods-sheds and loading-banks.
Station staffs should be instructed to give attention to the removal of tarpaulins and lashings, stanchions, bond chains, etc.; accidents are caused at times by such articles being allowed to foul the lines or points. The greatest care should be exercised in shunting through sheds or past loading stages. There is only clearance for vehicles alongside loading banks, cattleyards, and shed doors, and many serious and some fatal accidents have occurred through railwaymen being caught in such positions.
In The Heart Of The Mountains.
Steam and electric locomotives in the yard at Arthur's Pass (2,420 ft. above sea level), Midland line, South Island.
In braking wagons into a road the brakesman should first make sure that he has sufficient brakes on the opposite side to the bank or stage, otherwise it is dangerous to perform such a shunt. Always remember that it is necessary to give signals in such a way that the engine crew will be able to see clearly what is required. Often a shunter walks out of sight of the enginemen and loses patience over the neglect of his signals-which have not been seen! Enginemen for their part should be careful with regard to blowing off steam; it is most dangerous for shunters, working amongst moving vehicles, when they are temporarily blinded by escaping steam.
Great care should be taken when going between vehicles for the purpose of cutting off, especially when the vehicles are moving. This should never be attempted where there are rods or check-rails which may trip the shunter.
Inexperienced shunters should not attempt slip-shunting. When such shunting is necessary two men should be employed, one to uncouple, and the other to turn the points. The member riding on the vehicle where the cut is to be made should be careful to ride where he will have a safe foothold and will be clear in case the wagons should foul one another. He must take a tight grip with the hands and be prepared for a fairly violent recoil when the engine slows down.
The great coal shortage in Britain last year made it necessary for many of the railway companies to convert a portion of their locomotives to burn oil fuel. On the London, Midland, and Scottish, some of the famous express engines of the Prince of Wales class were so converted. The locomotives required but slight structural alterations to carry and to burn the oil, for which each engine had a storage capacity of from 800 to 1,500 gallons. The average consumption of oil worked out at 3 1/2 to 4 gallons per mile according to the type of engine and conditions of service.
One of the most interesting designs of ash-handling plant now utilised is found on the Northern Railway of France. Here, ashes from locomotives are dropped into sloping ash-pits, down which they slide into water tanks between each pair of tracks. Grabs worked by over-head gantry cranes lift the cleansed ashes from the tanks and transfer them into dump-cars, from whence they pass, as a general rule, to adjacent concrete-making works. Concrete is being utilised to an ever-increasing extent on the Franch railways, the most striking development being the new Nord passenger station at Lens, in the heart of the old war zone, which is being built entirely of ferro-concrete.
Although synchronised clocks are in use in several big businesses in the Dominion, including, amongst others, the principal railway offices at Auckland, it will probably be news to many people that time may be laid on for ordinary purposes in the same manner as electric light. Nearly all the electric power stations in this country are now equipped with a master clock or regulator, and anyone connected with the supply from such stations may have a modern time-piece called a “Telechron” connected to their lighting wires. This will indicate correct time silently day after day, without winding, regulating, cleaning or oiling. “Telechrons” may be obtained with any type of dial from the tiny mantel clock to the large outdoor clock with a dial many feet in diameter. To overcome stoppages due to the power failing, many of the “Telechrons” are fitted with auxiliary devices to keep the hands in motion until power is restored; or they may be fitted with hand or automatic resetting devices, the latter quickly bringing the hands back to correct time on the restoration of the power supply.
The “Telechron” is driven by a small motor which requires no oiling and which runs at an exact speed, taking a very minute amount of power. It therefore requires no batteries, as was the case with older types of electric clocks. As the “Telechron” becomes better known it is likely to prove a most popular form of timepiece.
Where introduced into homes already provided with telephones, the new type of clock will certainly save a lot of time now occupied in ringing up “central” to check the truth of the discrepant declarations made by the present spring-regulated home timepieces.
There was recently placed in position on the roof of the Wanamaker store in Philadelphia, U. S. A., the largest bell ever seen in the Western Hemisphere. The bell was made in Britain, and is the heaviest that has so far been cast by British founders. It is nine feet six inches in diameter, seven feet six inches high, and weighs 17 1/4 tons. Under favourable conditions the tolling of the great bell can be heard at a distance of thirty miles. The bell was placed in a specially built tower on the roof of the store in commemoration of John Wanamaker who died in 1922. It is to be known as the “Founder's Bell,” and will strike hourly and be tolled on anniversaries and special occasions.
The bell is tuned to low D bass cleff, a half tone lower than the great bell in St. Paul's Cathedral, London. It is said to be one of the few bells in the world tuned on the five tone harmonic principle, and sounds the deepest tone ever produced under this tuning system. It is the eighth largest bell in the world.
One hundred years ago-two years after George Stephenson's great triumph on the Stockton and Darlington line-there was opened for traffic the first railway in France. This was a single-track line, twelve miles in length, connecting Saint Etienne with Andrezieux, in the Department of the Loire.
During the present summer elaborate contenary celebrations are to be conducted by the French Railways, headed by the Paris, Lyons and Mediterranean system, of which undertaking the Saint Etienne-Andrezieux line to-day forms a part. Built to what is now the standard French railway gauge of 1.45 metres, the Saint Etienne-Andrezieux Railway was originally intended for use exclusively as a mineral line, with horse haulage throughout. In 1832, however, the conveyance of passengers commenced to be undertaken, and twelve years later steam locomotives replaced horses as haulage agents. By French railwaymen the Saint Etienne-Andrezieux line is looked upon with equal reverence as is the Stockton and Darlington undertaking by Home railway workers, and the Christchurch-Lyttelton line by transportation folk throughout New Zealand.
While the numerous serious train accidents which have been recorded of late on the French railways undoubtedly give cause for some concern, as to the efficiency of the operating methods there followed, there has recently been witnessed marked progress in almost every branch of railway activity across the Channel. Almost all of war's ravages have now been made good; tens of thousands of well-planned homes have been built for the railway workers, in place of the battered shacks left after the Armistice; elaborate schemes of electrification have been put in hand; and train services everywhere augmented to meet the needs of growing passenger and freight business.
Following the lead set by Britain six years ago, an ambitious scheme for the grouping of the French lines, in the interests of economy and efficiency, is now being considered. Under this scheme, there is planned the taking over by the Eastern Railway of the railway system of Alsace-Lorraine, which is at present administered by the French government from head-quarters at Strasbourg. The fusion of the Orleans and the State Railways is also proposed as well as intimate working arrangements between the Orleans and Midi (Southern) undertakings in train working in south-western France. Under conditions such as exist across the Channel, there would appear considerable scope for judicious grouping, and the Superior Railways Council in Paris is to be congratulated on the determined fashion in which the problem of consolidation is being tackled.
There is, no doubt, a good deal of difference between selling, say a bar of soap, and selling railway travel. In their essentials, however, both tasks have much in common. In almost every business transaction salesmanship holds an all-important place, and in the railway world there is certainly tremendous scope for the development of improved salesmanship.
In Britain, the railways are this year devoting vast attention to this vital problem. In the campaign for improved salesmanship a big part is being played by the interesting of the staff generally in the employment of courtesy and pleasing manners; by improved canvassing machinery and a reorganisation of the working in the publicity offices scattered throughout the country; and by more scientific advertising of every kind. Railway workers of all grades now appreciate how closely interlinked are their own personal interests and those of the railway management. Individual employees are to-day, entirely on their own initiative and without thought of additional pay, doing much in their leisure hours to gain the goodwill of the public, thereby bringing valuable business to rail and consolidating their own positions. This is an especially happy state of affairs. It augurs well for the future of the Home lines, for with every employee acting as a keen canvasser for rail transport within his own immediate circle of friends and acquaintances, success becomes certain.
With road competition conducted on such keen lines, the need for personal interest on the part of every individual employee in the securing of traffic to rail has become very real. Phenomenal indeed is the progress of road transport in Britain. Many single road transport undertakings to-day thoroughly cover
As I dictate this letter, there lies before me a copy of the current issue of the public time-book published by one typical road transport undertaking specialising in passenger movement. This particular concern operates 120 distinct services, covering 1,250 route miles, and tapping towns and villages with a population of four million people. There are 224 pages in the book, which is sold at twopence per copy. Five pages are devoted to a list of services, and there then follow 22 pages giving a very complete alphabetical index of places served. The detailed time-tables occupy 121 pages, while the closing portion of the book embraces fares lists, rules and regulations, a handy calendar, information as to markets and early closing days, and a free insurance coupon against accidents when travelling. Perusing a publication such as this, one readily realises the remarkable ramifications of the presentday road carrying organisation. Small wonder that the three big railway unions-the National Union of Railwaymen, the Railway Clerks' Association and the Amalgamated Society of Locomotive Engineers and Firemen-have at last joined forces with the railway managements in their efforts to put the business of road transport upon a fair competitive basis.
Road transport is not necessarily always an obstacle to railway development. Properly co-ordinated, there are many ways in which road transport may prove of positive benefit to the rail carrier. On the Underground Railways of London, for instance, an especially happy idea has been conceived in this connection. At the outer suburbann termini of the Underground lines, special garages are being erected for the convenience of patrons, and in order to attract business to rail.
At the Morden terminus of the City and South London Railway a garage has been provided covering an area of 7,600 square feet, and affording accommodation for more than 200 motor cars, with private lock-ups. Ordinary passengers are charged 1s. 6d. for the service, while season ticket holders are charged one shilling a day or five shillings a week for the use of the garage. Repair and cleaning facilities are available, and the arrangement is resulting in large numbers of suburban residents driving to the railway terminal and there garaging their cars and continuing the journey into the city by train, in preference to making the throughout run by road with all the delays this course involves in passing through the congested thoroughfares.
Quai D'sOrsay Terminal, Orleans Railway, Paris.
The beautiful water-front of this magnificent Seine-side terminal is unique, even in a cosmopolitan capital possessing so many noble railway stations as Paris.
Railway signalling has made tremendous progress since the day when a lighted candle placed in the window of a stationmaster's house served as primitive warning to the drivers of approaching trains on the Stockton and Darlington lines. To-day automatic colour light signalling represents the high-water mark of signalling practice, and in a recent installation on its York and Darlington tracks, the London & North Eastern Railway has advanced even further than usual, by combining with the automatic equipment a novel form of approach lighting of signals.
No suitable power supply being available for this installation, operation by primary batteries is provided for, with approach lighting as a means of reducing current consumption. Normally the signals are not illuminated. When a train approaches to within 1,200 or 1,800 yards, the colour light signal is illuminated through track circuit control, and the red, yellow or green light is displayed, according to the length of clear headway in advance of the signal. On passing a signal, the train causes a red light to be exhibited in the rear, until it has proceeded a distance of from 1,600 to 2,000 yards. Although largely experimental in character, the York-Darlington installation promises to pave the way for the general utilisation of approach lighting on suitable sections of track.
Suburband and short-distance movement is being increasingly accomplished on the European railways by means of electrical haulage and light rail motor cars. In long-distance work, however, the steam locomotive will for long remain the prime mover favoured. Recognition of this fact is encouraging the mechanical experts to devote study to means calculated to increase haulage capacity and general efficiency of the steam engine.
Modern improvements in the British Locomotive follow on the lines of larger and improved boilers, feed-water heating, super-heating, compounding, better valve design and the introduction of the booster. Proposals are now under review for the employment of a type of “flash” boiler working at high pressure, or water tube boilers in combination with some of the new fuels. The latest locomotives put into service have boilers of increased capacity, the coned boiler barrel and wide firebox being a feature. Attention is being directed to the possibilities of an arrangement for preheating the feed-water prior to reaching the pump, and by smoke-box gases while being forced from the pump to the boiler, the pump being actuated from the driving mechanism. Superheating is being very fully employed, and the use of compounding in conjunction with superheating is being extended.
Does double-heading pay? This is a question which many Home locomotive and operating officers are at present asking. The desirability or otherwise of employing a couple of engines for hauling a heavily-laden passenger train, rather than running the train in two portions, or introducing a more powerful type of locomotive, is a question of much controversy.
Publicity has now been recognised in New Zealand as essential to railway prosperity. Here at Home the railway advertising departments display much enterprise and initiative. This year's summer publicity campaigns have produced a vast collection of attractive advertising matter, among which tastefully illustrated and appealingly worded booklets are much in evidence.
The general practice in holiday advertising is to issue one large volume, dealing in general fashion with the whole of the resorts served by the railway, supplemented by less bulky publications each covering some particular district or resort in detail. Among the principal all-line guides published in England, the “Holiday Haunts” volume of the Great Western is especially interesting. This book runs to some 1,000 pages, and has been issued annually since 1906. Scores of artistic illustrations from photographs are included: and the preparation of the current issue called for the circulation among Great Western station masters of no fewer than 91,000 printed forms, upon which to summarise the attractions of the various resorts and the accommodation for visitors there available. The issue runs to 175,000 copies, and 215 tons of paper were employed in its production.
More than two thousand years ago, Egypt gave us the first automatic machine. This was a primitive slot machine which, in return for a five-drachma piece, delivered a cup of wine. To-day, a host of wonderful automatic machines have been pressed into mankind's service, and, in the railway world, devices of this kind are everywhere in daily employment.
Of all British lines, greatest use of automatic machines is made by the London Underground Railways. Something like two hundred automatic ticket-issuing machines are in service on this system, supplying about 50,000,000 passenger tickets annually. Other ingenious devices installed on the Underground include machines for the sale of sweets, cigarettes and matches, and automatic time-table, picture post-card and postage stamp distributors.
When, say, 50 or 100 miles of track has to be laid in America, a track-laying machine is frequently used. Such a machine has been found very useful where horses or mules cannot conveniently be used for distributing the sleepers, and others materials; and the machine has proved its usefulness even when a considerable part of the haulage has been done by horses in addition to the machine. The use of such a machine also saves the cutting-up of the formation surface by the horse-wagons.
The track laying machine does not actually lay the track, but it runs out the sleepers in front of the train on rollers or sliding paths, and delivers them, by means of a frame, right at the place where the track-laying gang is working. The frame projects in front of the first car. Some machines deliver the rails by means of overhead trollies on a frame extending as a cantilever in front of the first car, the rails being lowered right on to the sleepers at rail-head. The machine dispenses with the large gang of men otherwise required to handle and bring up the heavy rails.
Supplies of materials for half or full day are carried on the train, and the machine is moved forward one rail length at a time, or as may be required.
Holman Track Laying Machine.
Sometimes only half the full numbers of sleepers are laid down at first, leaving the remainder to be put in by a following gang, an arrangement that cases the work of the first gang; but it is better practice to lay down the whole number of sleepers at once, and thus reduce the liability of damage to the rails and joints. The speed of the work done when the track-laying machine is used depends upon whether the supply of materials to the track-laying machine can be adequately maintained.
One type of machine is run with a train made up of flat topped ears, which are fitted on each side with conveyors or runways, generally using the left side for rails and the right side for sleepers. The conveyors are in sections suited for the length of the car, and are made flexible at each joint to suit any curvature of the track. They have also a slight inclination to the rail-head. They are not driven by power, but are used as rollers only.
The sleepers and rails are placed upon the conveyors at the sides of the trucks, and are rolled along them to the front of the train by hand, and on arrival at the rail-head the material is handled by the relaying gang and placed in the track. Both sleepers and rails of course, come down the conveyors endwise, and the sleeper conveyor delivers some 30ft. in advance of the rail conveyor, so that the sleepers can be readily laid one rail's length in advance of the rails.
The sleeper conveyor is suspended as a cantilever in front of the first truck, and is adjustable laterally, so that it can be slewed round to suit the curves. When so required-as for instance, on bridges-the sleepers can be delivered in the centre of the track.
The reason for the delivery of the rails on the left side is that the left rail is usually laid first, and correct to line. The right-hand rail is then laid by gauge from the left rail. Some machines have a cantilever frame by which the rails are run out on trollies. The pushing up of the train is signalled with flags from the top of the cantilever frame, and the train is marshalled either at the depot, or at the place where the material is stored.
The train is usually made up with the cantilver-frame car in front, then three cars of rails, followed by six cars of sleepers, and then by the locomotive, the bolts and spikes being placed in tubs, bags or baskets on the pioneer car. As fast as one rail length is laid the train is pushed up the same distance. It is always necessary to have a set of three rail and six sleeper cars ready loaded, somewhere at the rear, so that they can be brought up when the first lot of cars have been emptied. A length of 11,200 feet of track has been laid with this type of machine, by 63 men, in ten hours; and 10,000 feet have been laid complete, with a gang of 110 men.
“There are many ways of seeing landscapes, but none more vivid than from a railway train.”-Stevenson.
“Travel is good for everyone… every day sees some advance in the means of communication.” -Duke of York.
Fifty-One Years Ago.
Opening of the Walmate section of the South Island main line in 1876.
As shown in my last article it can be seen that the information contained in the daily wagon report is very comprehensive. It gives the Divisional Superintendents a bird's-eyes view of the supply and demand of every class of wagon under their control. With the aid of graphs, as illustrated (Fig. 1), showing the position as regards the more important types of wagons (for example “L,” “La” and stock wagons) he is able to see each month how his various districts have fared; whether any one district has been short or over-supplied with a particular class of wagon, and whether the general supply in all districts indicates an over-all shortage or surplus. Possibly the shortage in one district corresponds to the surplus in another, and adjustments are made accordingly. If a close analysis of the wagon position in any one district is required, the daily summary from which the periodical return is compiled, will show the position at each station daily. Should it be necessary to keep a closer supervision on any one station a separate summary can immediately be compiled.
It is apparent, therefore, that the Divisional Superintendent and his District Officers can, by scrutinising these statistics, satisfy themselves as to the true position of wagon distribution. Apart from the necessity of accurate figures for regulating the supply and demand, these statistics have a much more important functior. They enable operating officers to know whether, during a period of wagon shortage, the shortage is occasioned by insufficient rolling stock or inability to move existing stock. If the total column of the T-13 return shows that all districts are wanting wagons, or that the wagons shown as spare are obviously inadequate-when lengthy hauls over single line, etc., are considered, the only conclusion to arrive at is that the number of wagons is insufficient to meet demands. On the other hand, however, if there is a marked shortage in one district after appeals have been sent to forward all available empties to that district, and any other district shows an unusual surplus of the particular class of wagon required, it is obvious the shortage is occasioned by failure on the part of the staff concerned to move available wagons, or inability to do so by reason of lack of facilities. An analysis of the daily returns will show which stations are at fault.
Experience will indicate the normal wagon distribution and when the staff have mastered the statistics and allocated the distribution of wagons accordingly the officers reponsible for scrutinising the returns at the end of the period will know at a glance whether any unnecessary hold-up of wagons has arisen. Disturbances, such as wash-outs, derailments, etc., will naturally affect the figures, but with
It is the continual endeavour of operating officers to obtain the maximum use of the available wagon stock and to this end a study of the station summaries is essential. For instance, supposing a sub-terminal station, taking its wagon report after the last train, shows day after day a large number of surplus empties on hand, the operating officer concerned knows that perhaps five hours elapse before the next train is due to leave; he realises at once that these empties should be 100 miles nearer the point where they are daily required; he therefore considers the necessity for running an additional train, or altering his existing service to prevent what is nothing less than a serious wastage of available rolling stock. Assume, for instance, that it is a daily occurrence for 60 “L” and “La” wagons to be standing stationary when they should be running, while there is a corresponding shortage of 60 such wagons elsewhere. If there were no means whereby this position could be indicated clearly, it might happen that at the end of the year the Divisional Superintendent in making his report on the rolling stock programme would ask for 60 more “L” wagons. This would represent a capital expenditure of say, £15,000. Assume five or six more stations working under the same conditions, and it can soon be seen a very large unnecessary expenditure might be involved. It should be noted, however, that with the introduction of the new returns there is a check on the District Traffic Manager through the Divisional Superintendent's periodical summary (T-13). For, if certain districts show a continual shortage and others a continual surplus of “L” and “La” wagons, this return will demonstrate that the distribution is defective.
Unless some new comprehensive check is made on the demands of the various district officers when considering the building programme for new wagon stock, it is apparent a very heavy capital outlay can be involved, possibly with the result that the presence of a large number of additional wagons may tend to congest the existing facilities and diminish the utility of the rolling stock as a whole. This demand for more wagons than is really necessary may be no reflection on the District Officers who consider themselves short of so many wagons, but through lack of proper distributing methods. Each District Officer consults his Transport Officer, Stationmaster and Inspectors and studies his own daily records, but human nature being what it is there is a tendency for each member to protect himself by being on the safe side. This happens particularly when there is a general shortage, the supply is not equal to the demand and more wagons than are actually required are asked for.
Picture then the result of say 150 stations asking for only two wagons more than requirements. A fictitious shortage of 300 wagons results which represents a capital outlay of about £90,000, or a recurring expenditure including interest and repairs of approximately £9,000 per annum. In addition, as previously mentioned, there would be the cost of haulage, and, possibly, a need for increased yard accommodation.
I think this is a convincing example of the use of statistics. Many railway officers consider the cost of preparing statistics too high, but if these new wagon statistics save half the expenditure mentioned (and, judging by the effect they are already having in enlightening officers as to the possibility of making more use of available rolling stock, it is quite possible they will), it can safely be said the cost of compiling them will be amply justified.
Travelling De Luxe On The New Zealand Railways.
Special parlour car in service in North Island. Length 56 ft., width 8 ft. 9 in. The car is luxuriously fitted up and provides the acme of convenience and comfort for the traveller. Built at Petone Workshops, 1927.
In the course of the discussion in the British House of Commons on 3rd March, on the order for the second reading of the Bradford Corporations Bill (the main object of which was to obtain, for the Bradford Corporation, authority to run buses on routes outside the municipal boundary and to carry on the private hiring of buses), a powerful speech in defence of the railways position, as affected by the Bill, was delivered by the Rt. Hon. J. H. Thomas. “The capital expenditure of the railways,” he said, “was roughly £1,200,000,000. To maintain the permanent way involved an expenditure of £13,000,000 per annum. Could any private omnibus owner or private carrier suggest that he paid a solitary copper? Not one. Then, for maintenance of the signalling department and for signalmen's wages £8,000,000 per annum was required. Did the roads provide a solitary copper? The road traffic people got away without any contribution whatever. Then there were the local rates. The railway companies contributions to local rates amounted to £8,000,000 per annum; and there were 400 parishes where 50 per cent. of the rates were paid by the railway companies.” This position, Mr. Thomas believed to be “one of the greatest injustices suffered by any corporate body in this country.”
Then there was the question of the hours worked by the railwaymen and motor drivers respectively. In view of the tremendous responsibilities of railway work, no one, he said, would challenge the statement that eight hours a day was enough for a railwayman. Yet there were corporations working their motor drivers 12, 13 and 14 hours a day. “What was teh good of pretending that this was fair competition,” said Mr. Thomas.
It is interesting to observe that the Bill was rejected by 203 votes against 128.
It would be a mistake to conclude that the railway has reached its maximum of development and that it cannot be adapted to meet the needs of the new day. The successful experiment on the Little River line is a case in point. There the application of electricity as the motive power has been so satisfactory that extra batteries have been ordered for the rail car to increase the sphere of its operations; and the comfort in travelling has so appealed to many of the residents of Banks Peninsula that they have made full use of the facilities provided by the Department. Here is a striking illustration of the recovery of lost passenger traffic.-“Lyttelton Times,” 24th June, 1927.
Mr. “Kid” Atkins, cranedriver at the Locomotive Wheel Depot Works, Stratford, contributes the following sound advice on health to the L. & N. E. Railway Magazine.
Mr. Atkins is a retired Eastern Counties and British Railway Boxing champion and is at present boxing instructor at Liverpool Street Station:-
Keep regular hours and ensure sufficient sleep.
Take exercise every day in the open-air and avoid over-exertion.
Learn to love work and hate indolence. The lazy man never becomes a centenarian. Do not live to eat. Select those aliments most suitable for nourishing the body and not those likely to impair it. Have a hobby. A man with a hobby will never die of senile decay; he has always something to keep either mind or body active, therefore they remain fresh and vigorous. Worry not, nor grieve. This advice may seem cold philosophy and be easier to give than to follow, nevertheless persons of a worrying disposition have often been known almost entirely to break themselves of it by a simple effort of the will. Worry kills. Look upon fresh air as your best friend. Inhale its life-giving oxygen as much as possible during the day; while at night sleep with bedroom window open. Follow this out even in winter. It is one of the great secrets of long life.
Walking: Always do plenty of brisk walking; this is nature's exercise for health. It strengthens every muscle in the body, trains the eye, mind, and chest, and is mentally and physically bracing.
Before retiring to rest always sip a cup of hot water.
Water cleanses the body inside and out, purifies the blood, acts on the bowels, etc. In conclusion, always eat plenty of fruit and watercress. Avoid shop-made pastries like poison.
Live on plain nourishing food. With moderation in all things, you will need no more Doctor's medicine.
In The Sunny Waikato.
Railway Station and Yards, Hamilton, North Island, New Zealand.
The following information may be welcome not only to those interested in hydro-electric schemes, but also to railwaymen as revealing what such an undertaking means in the way of extra haulage and freights.
Six years ago, Arapuni was known to the residents of Putaruru as a pleasant picnic spot 8 1/2 miles distant on the Waikato River, the flowing of which through the Arapuni Gorge situated amidst beautiful native bush, afforded a sight of great grandeur.
The road from Putaruru, although fair in summer, was quickly affected by any serious rainfall.
To-day, Arapuniis approached by a splendid metalled road. It is a township of over 500 people, and has one school and hospital, two churches, an amusement hall, tennis courts and an athletic field, whilst modern bungalows house the respective staffs of the contractors (Sir W. G. Armstrong Whitworth Co.), and the Public Works Department (which in addition has cottages for the married workers, and barracks for the single men). All the buildings mentioned are fitted with electric light.
On the acceptance of the tender of the Sir W. G. Armstrong Whitworth Co., very careful consideration had to be given not only to the laying out of the big scheme, but also to the method of getting the large quantities of cement, stores, plant and machinery to the scene of operations.
It was estimated that the following quantities of material would be required for the job:-
26,000 tons of cement.
4,000 tons machinery.
500 tons plant.
5,000 tons of other stores
and timber.
Total, 35,000.
To date, over 24,000 tons of the above materials have been delivered.
The cement is loaded on to railway trucks at Wilson's Cement Works Siding, Portland, and railed to Putaruru to the consignees' private siding, where also the other materials are railed. The freight charges on the 26,000 tons of cement traffic alone will amount to over £40,000. The machinery is loaded on to trucks at Auckland wharf, the large overgauge cases of generator parts (each weighing over 22 tons), the over-gauge loads of castings
The readiness with which the conversion of rolling stock was carried out says much for the capacity of the Railway Department to provide special facilities for special classes of traffic offering.
The smaller cases and castings are unloaded from the railway wagons by a 10-ton steam crane, and the larger cases under a set of sheer legs of a 30-ton capacity, being then conveyed to Arapuni by a road specially metalled for heavy transport.
The 22-ton cases are placed on a 30-ton trailer and drawn by traction engine, or, as in recent instances, by three motor lorries coupled.
The consignments of heavy and valuable machinery require the most careful handling during the time they are on rail, and it is gratifying to observe that appreciation has been expressed that all packages have been delivered expeditiously and without damage by the Railway Department.
A glance at the illustrations will convey to the reader's mind a good idea of the dimensions of the scheme, viz., dam, lake, Waikato River, headrace, spillway weir, overflow channel tailrace, penstock tunnels, diversion tunnel, ropeway, quarry, suspension bridge, power house building, turbines, generators, and transformers.
The visitor will find permission given readily by the Company to see over the works.
Of outstanding interest is the main dam, rising 155 feet above the present river level, with a depth of foundation 30 feet below the river bed, and having a maximum thickness at the base of the dam of 171.5 ft., and strengthened by an eastern cut off wall 110 feet in length by 5 ft. in thickness, and a western cut off wall 50 feet in length by 5 ft. in thickness. The dam and the cut off wall combined contain 95,000 cubic yards of concrete and have a total weight of 155,000 tons.
The diversion tunnel which is now completed and carrying the flow of the Waikato River during the construction of the dam is 720 feet long, with a diameter of 24 feet.
This tunnel, on completion of the dam, will be partially closed to regulate the flow of the river to maintain the Hora Hora Hydro Electric Works (5 miles lower down stream) in operation, whilst the lake is filling, after which the tunnel will be completely closed by two sluice valves.
It is estimated that on completion of the dam, and with the diversion tunnel partially closed, seventeen days will be required for the Waikato River to form a lake 18 miles long, with an area of 5 1/3 square miles and an average width of one-third of a mile.
A few words on the metal supply for concrete work might be of interest by way of conclusion.
The metal is obtained from Muku, nine miles up river from Arapuni, and is conveyed to the dam on a ropeway of 3 1/4 inch circumference, fitted with 375 buckets, each with a capacity of 8 cwt., and travelling at the rate of 4 3/4 miles per hour. The ropeway delivers 40 tons of crushed stone per hour. The weight of the rope is 75 tons, and the driving power is provided by two 60 h. p. motors.
Chance will not do the work; chance sends the breeze;
But if the pilot slumber at the helm,
The very wind that wafts us towards the port
May dash us on the shelves:
The steersman's part is vigilance, blow it rough or smooth.”
Walter Scott.
The following extracts from a paper read by Lieut.-Col. E. Kitson Clark, T. D., M. A., before the Institute of Mechanical Engineers in April last, describe an interesting experiment in the adoption of the internal-combustion principle to locomotive development. The subject is of particular moment in view of the revolutionary advances which may occur in locomotive and train operating practice, should the experiment prove successful.
Annihilation of time and space and efficient production of power have been accepted as symptoms and reputed as advantages of Western Civilisation. For the last hundred years the steam-locomotive has been a prime minister in these services. Its day is not yet over. Where reliability, versatility, and flexibility are required, where loyalty in lonely places is looked for, there will still be the steam-locomotive; but verstality and flexibility are not necessarily partners with rigid economy. A more complete use of nature's heat units is now called for, together with less human exertion in their application. Under certain circumstances, electricity presents the ideal. An electrical machine demands no physical effort from the operator. Its controls are simple, its power supply is not exhausted at speed, but it requires a land over-flowing with water and crowded with traffic, and postulates for the region thus richly endowed a clientele as abundant in capital.
Where any member of this trinity is absent, designers in all parts of the world who look beyond the steam-engine are turning to the internal-combustion engine for the next step in locomotive development. Oil atomised and expanded by combustion is a more economical vehicle of energy than evaporated water; its machinery-power for power-is less bulky. Its manipulation is a matter of mind rather than muscle and its effort can be maintained at high speeds without exhaustion. So far internal-combustion has merit, but in its usual form it is devoid of flexibility and presents great difficulty in starting against a load.
Therefore, when the Still system came before the author, he was impressed by its unique combination of internal-combustion and steam-power; internal combustion for continuous work, steam for starting, for overload and for auxiliaries, such as brakes, train heating, etc. The problem has been to obtain a machine of moderate cost with all these qualities and at the same time capable of facing the rough usage of a life on the open road.
In a few words the Still system is as follows:-The engine is double acting with internal-combustion at one end of the cylinder and steam at the other end through which the piston rod works. The water in the jacket is in connection with the boiler, and the excess heat from products of combustion assists in the production of steam in the boiler. The boiler is primarily heated by oil burners, and the steam generated is used for starting the engine. The two-stroke experimental engine which has been installed for ten years at the Chiswick Laboratory of the Still Engine Company develops 400 indicated horse-power with the expenditure of 0.345lb. of oil per b. h. p. hour. To obtain such a result on a locomotive would be to save 60 per cent. of the fuel bill, and towards such a result the designs which follow are aimed, but until the final tests with the locomotive are carried out, it is not proposed to make any higher claim than a saving of 10 per cent. on the fuel bill alone.
The locomotive to be described has three coupled axles, is designed to undertake the most ordinary regular work on main line service, and its axle load is 17 tons. The outside dimensions of the locomotive conform to the requirements of the great railways of the country. It is calculated to exert a tractive effort of 24,500lb. from starting to a speed of 6 miles per hour, dropping to 7,000lb. at 45 miles per hour. Its cylinders are disposed horizontally.
The transmission of force is in the first instance via a crank-shaft, mounted in rigid bearings to rotating gearing protected by a
The gearing consists of two pinions incorporated in an engine crank-shaft.
For the fuel supply to the cylinders airless injection has been adopted.
In the course of experiment heavy Diesel oil of 0.95 specific gravity was used, but a lighter oil of 0.86 specific gravity was substituted; an improvement of 5 lb. per sq. in. mean indicated pressure resulted.
Internal Combustion Engine, 8-cyls., 4-stroke Cycle.
Cyls: 13 1/2 in. dia. × 15 1/2 in. stroke.
Gear Ratio: 1.878 to 1.
Designed Engine Speed: 450 r. p. m.
Loco Speed at 450 r. p. m.: 45 m. p. h.
Max. i. h. p. on Combustion only: 1,000.
Max. i. p. h. available, 1,200.
Starting Tractive Force: 25,450 lb.
T. F. at 45 m. p. h.: 7,000 lb. (assuming 80 per cent. overall Mech. Efficy.).
Boiler and Tanks.
Heating Surfaces:-
119 Tubes 1 3/4 in. dia. outside × 9 ft. long; 490.6 sq. ft.
Firebox: 72.0 sq. ft.
Total Evaporating Surface: 562.6 sq. ft.
Regenerating Surface:-
36 Tubes 2 3/4 in. dia. outside × 17 ft. 4 in.: 448.7 sq. ft.
2 Tubes 6 1/2 in. dia. outside × 17 ft. 4 in.: 59.0 sq. ft.
Total Regenerative Surface: 507.7 sq. ft.
Firebox Volume: 39 cu. ft.
Water Capacity: 1,000 gallons.
Fuel Oil: 400 gallons.
Lubricating Oil: 85 gallons.
The boiler which supplies the steam is a simple structure. Its functions are to provide steam by oil firing for starting, to act as partner with the combustion-cylinder jacket in the regeneration of steam, by absorbing the heat of the exhaust gases, and at the same time to act as a silencer.
Full advantage has been taken of the loading gauge width for the cab and footplate, seats are provided for the operator and his assistant: the controls are so placed that the driver need not leave his seat to perform any of the manipulations required, and the fireman, having no arduous task in maintaining steam, can assist in any duties demanded by routine. Due to the absence of coal dust and firing tools, a neat, clean, well-lighted compartment for the crew is provided.
The small diameter of the boiler enables large windows to be provided in the cab front, whilst the disposition of the tanks permits a generous look-out for running in reverse.
Under normal conditions of load and grade the process of starting the engine is as follows:-Having put the steam gear over to full gear position (which ensures the combustion gear being set correctly) and having opened the oil regulator to “start” position, the steam regulator is opened and the engine moves away. Within a few revolutions of the driving wheels the oil side fires at a low power, the first combustions being also imperceptible because in the “start” position the spill valve returns most of the oil to the tank. As the speed increases, the steam gear is notched up, and the oil regulator is advanced to running position. At any speed above about 6 miles per hour the steam regulator may be closed entirely and the oil engine relied upon.
To stop, the oil regulator is moved round to the “off” position, and if steam is being used its regulator is closed and the brakes applied in the usual way. In case of emergency stops, the steam gear could be reversed and the steam regulator opened. In the case of special need for acceleration, steam will be used to judgment according to the circumstances.
For starting, brakes and train heating, steam is the source of energy. By its essential flexibility it replaces for starting and low-speed work a clutch and gear box, electric or fluid transmission, and enables a unit complete in itself to accomplish the extraordinary requirements demanded by rail traction. It enables also a staff trained for the maintenance of any ordinary reciprocating engines to adjust or repair or inspect the entire mechanism of the locomotive with very little special training. The controls and operations will be familiar to the driver of steam-locomotives and the general appearance reminiscent of his usual charge.
Shunting, backing on to a train, or moving about the yard and sheds, can be done on steam alone by the controls familiar to all.
It is safe to assume that an overall figure including oil burnt whilst firing the boiler for starts, will not exceed 0.4 lb. per i. h. p.-hr.
The Kitson-Still locomotive, burning fuel at 80s. per ton, would cost roughly £500 per annum. For a comparative steam-locomotive, using coal at 21s. 6d. per ton the fuel bill would be approximately £1,000 per annum.
In a review of the various points in the design of this engine probably the most important is the symmetrical disposition of details about the central shaft and gears. By this means, accessibility is made very real, the main driving gears operate under the best conditions, a simple and stiff crank-shaft is possible, latitude for wheel position is obtained, and cam-shaft and pump operations are effectively synchronised.
Such is the engine which in a few months will be submitted to the chances and changes of the open road.
One of the most notable attractions to tourists to Egypt is the enterprise of the Egyptian Government, who have changed the old narrowgauge railway between Luxor and Assuan into a standard one, allowing, therefore, of a continuous run from Cairo to the wharf at Shellal for those who are either staying at the Great Dam or proceeding by Soudan Government steamer farther south. In the past passengers have caught the night mail at Cairo so as to arrive at Luxor next morning, when they had to change into another coach for a day's journey through the grit and glare for Assuan. Now they will be saved all that discomfort, and be readier for that night-long experience of the desert between Wadi Halfa and Abu Hammed, where the river makes a 400-mile bend, and the stations have no names, but only numbers, on their way to Atbara, Khartoum, and beyond.
From the secretary, New Zealand Society of Civil Engineers, Wellington, to the Divisional Superintendent, North Island:-
By direction of the Council, and on behalf of the Society I have great pleasure in conveying to you and to the officers of your Department, the most sincere thanks of both Council and Society for the great assistance given by you and by them, assistance which went far towards making the annual conference held in your city last month such a marked success. I am quite sure that all members present fully appreciated the efforts made on their behalf and also the privileges accorded them.
From E. M. Herriott, Canterbury University College, Christchurch, to Mr. H. D. Lowry, Stationmaster, Christchurch:
I wish to thank you sincerely for the trouble you have taken in tracing my suitcase, and to thank you for your letter of recent date stating that it had been found in Nelson. I did not think of inquiring at Newman's Garage, but made inquiries at Pope's through which I had expected it to arrive. I am glad indeed to have it back with its contents just as I had packed them some three months previously.
My confidence in the Railway Department is justified.
From Mr. Erle Rose, Schoolhouse, Wimbledon, Hawke's Bay, to Mr. R. H. Morgan, Stationmaster, Thorndon:-
I have to thank you for your courteous response to my recent inquiry concerning an attache case left on the Napier-Thorndon Express on the 5th March last. The case, which contained books of considerable value to me, has reached me again and I am indeed grateful to the Service which is so careful of its patrons' effects.
From the General Secretary, United Commercial Travellers' and Warehousemen's Association of New Zealand:-
I have much pleasure in stating that a resolution was carried at the conference of the United Commercial Travellers' and Warehousemen's Association of New Zealand held at Auckland on April 4th, thanking your Department and its officers for the courtesy and consideration extended to the members of our organisation during the past year, and expressing the hope that the cordial relations existing will continue.
From the Dredgemaster, Tokomaru, to the Railway Board:-
As Dredgemaster, I wish to thank the Porter-in-Charge of Tokomaru, through your office, for the interest and care taken with goods received for the Makerua Drainage Board.
D. H. Brown and Son Limited, Brookfield Roller Mills, Christchurch, write to the Railway Board of the courtesy and efficiency of the Addington station staff, in the following appreciative terms:-
We feel that we cannot allow this wheat season to pass without placing on record our appreciation of the excellent manner in which this traffic has been handled by your officials at Addington station, and also by the local transport authorities, whose arrangements with our clients, were admirable.
The Stationmaster has, by his courtesy and consideration, made it possible for us to take in record consignments without a hitch of any kind, and without his valuable co-operation the loading at our private siding might have presented insurmountable difficulties.
There is a constantly expanding body of opinion amongst industrialists that a closer study of working conditions in all their aspects is one sure way by which production may be improved. The following article deals concisely with one phase, “Fatigue,” and shows how, under certain circumstances, work may be made easier and at the same time more effective by the scientific application of motion and the interposition of rest periods.
Two centuries ago, a famous poet told us that “The proper study of mankind is Man.” The wisdom of those words is continually being borne in upon us.
If Pope, the author of the epigram quoted, could revisit the haunts of modern men-especially of modern scientific men-he assuredly would not be disappointed with the vast accumulation of knowledge concerning man-his origin, nature, and potentialities-which the united researches of sages since the dark days of the eighteenth century have gathered.
The increasing extent to which the application of new knowledge is serving to enrich the life of man, is a matter of the utmost interest to us all; it strengthens alike the belief that science is the greatest instrument of material progress in the world to-day, and the expectation that through its beneficent dispensations the life of every man woman and child a hundred years hence, will be as far in advance of ours, as ours is in advance of the dismal life of Pope's day-a life without railways, steamships, wireless, and the other marvels of electricity.
It is for the purpose of drawing attention to what we owe to science, especially to the splendid achievements of our psychologists and physiologists in determining the nature and cause of fatigue (and of pointing out the road of escape from its serious industrial consequences), that this article is written.
The influence of the fatigue factor on the problem of production has occupied, in our Dominion, but a small place in the discussions and plans of which so much has been heard during the past year or two-for the better productivity of the country. Yet, actually, the country is losing thousands of units of possible production, and, likewise, thousands of pounds in actual cash, every day, in its primary and secondary industries, because we have not organised them in a thoroughly scientific manner. Sufficient wealth to pay our National Debt is lying in our own primary and industrial production back gardens, so to speak, if the fullest use of the scientific method of extracting that wealth were but made!
How few employers, alas, study, in a scientific way, the human problem of their organisation; yet, without the human equation, there can be no industry and no profits for them! How many ask themselves the questions: “Am I overworking my men?”. “Do long hours fatigue them and lessen their efficiency and production?”. “Would it increase production and the success of the business, improve the men's health and peace of mind, if I worked them shorter hours and abolished all overtime?”. “What number of hours constitutes the ideal working day?”, and similar questions. I venture to feel that very few employers ask themselves any such questions.
The significance of this subject in Britain was first made strikingly manifest in the early days of the Great War. It will be remembered that when the German armies were “hacking their way through moral and international law to the realisation of their aim,” a grave position was created for Britain because the supply of shells was insufficient to meet the urgent demands of Britain's armies on the Western Front. In order to increase the supply of shells, and thus assist our soldiers to repel the invading hosts, the traditional methods were at first employed; speeding up the old machines (and those who worked them), and the working of long hours of overtime. With the thought of saving their brothers in France upmost in their minds, the munition-workers toiled heroically day and night. Nobody shirked, but the supply of shells did not increase; it fell! Here was a problem of major importance for the nation. To its enduring credit the Government of the day rose to the great occasion with a drastic decision in regard to the munition-workers-a decision which had an almost instantaneous effect on the supply of shells-and, incidentally, on the ultimate triumph of the allied armies in the war. What did the Government do? It simply abolished all overtime in the munition works!
What, therefore, is this fatigue which acts as ash in the vital fires of the human machine, rendering it so seriously inefficient, however