The New Zealand
Railways
Magazine
Railways
Magazine
Registered for transmission by Post as a Newspaper
Published by the
New Zealand Government Railways Department
“”
For Better Service.Circulation Over20,000
Vol. 2. No. 7.
Wellington,
New Zealand
November1, 1927
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 tend|ing 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.
Contents
Editorial
Better Service.
Better Service.
In this issue we have pleasure in publishing tributes by members of Parliament to the work of the Railway staff, who, since reorganisation took place, have developed a keenness for business and a “better service” spirit which has surprised their competitors and given satisfaction to their supporters.
The effect of separating the Railway accounts from the Consolidated Fund and treating the Railways as one self-contained unit, with modern accounting methods applied to balance-sheet preparation, has been to make members realise more clearly than would otherwise be possible, the extent to which the security of their present occupation and their future chances of progress depended upon the way in which the individual performance and management of each job was carried out, and the efficiency of their co-operative effort in producing increased transport at reduced unit cost.
The whole fabric of the complex organisation which goes to the make-up of our system has been changed in recent years. But in nothing has the change been more marked than in the business sense which members have developed in dealing with the public. The letters of appreciation we publish monthly indicate how general and widespread is the effect of this attitude and furnish some index of the extent to which it serves to sway public favour towards rail methods of transport. The confirmation now given by members of Parliament as a result both of their own experience in travelling and also of conclusions formed from the reports of their constituents, puts the hall-mark of success on the service efforts of the Railway staff.
Along with this development is found an increasing confidence on the part of the public in the capacity of the Railways to carry them with a maximum of safety and comfort, matters which are becoming of greater moment as the dangers attendant on highway travel and the inconvenience of the necessarily more or less cramped quarters provided on road vehicles are increasingly realised.
The foregoing does not mean, of course, that the service has reached a point of perfection where members may lie back on their oars with the idea that the race is over. It is only a clear indication that in the opinion of the watchers on the bank the Railways are shaping well and look like winners.
In transportation, as in other lines of business, it is only by being constantly on the alert to adopt the best methods and carry through the work in the best style that survival is possible. It is therefore decidedly cheering to find that, up to the present stage in reorganisation, the work performed by the service holds so high a place in the esteem of the people's representatives.
Traffic Control.
The work of installing selective telephones and other necessary mechanical aids on the sections between Wellington and Marton (116 miles) and between Christchurch and Oamaru (152 miles) is well advanced, and it is hoped to be able to institute the latest Traffic Control System on these sections of our lines before this year is out.
In view of the adoption of the principle of Traffic Control on our lines, it is interesting to have particulars of how the traffic control system is succeeding in South Australia. Mr. W. A. Webb, Chief Commissioner of the South Australian Railways has supplied figures to the “Railway Gazette” showing that an increase of one mile or more per hour in speed, equal to a saving of one hour per trip, has been obtained on the Cockburn line of their Peterborough division. Approximately, 3,600 trains are run on this section per annum, roughly 300 per month, which makes a saving of 3,600 hours-the equal of, approximately, £4,170 -while the saving in train crews represents, approximately, £1,456 per annum; a total of £5,626 per annum.
The additional cost of the introduction of traffic control, in salaries and interest on capital cost of traffic control circuits, amounts to £3,126 per annum, so that the net saving per annum is equivalent to 17.5 per cent. on the capital investment, quite apart, of course, from the incalculable advantage to the travelling public and traders in time saved. These are big figures, but they are proved by similar examples of economies effected on other railways, and should suffice to show that the development of traffic control schemes in suitable localities can abundantly be justified by the results achieved. Apart, also, from the question of savings, the real knowledge as to the position at various points on the line is of inestimable advantage to the railway operating officers responsible.
Progress of Ambulance.
The organisation of ambulance classes throughout the New Zealand Railways was put in hand only a few short months ago. The response has been truly wonderful. Already over 2,200 students are enrolled, and now comes word that up to the present over 600 have passed their First Aid examination.
The lectures given are of the highest order, the best available medical practitioners lending their assistance, whilst Red Cross Societies and the St. John Ambulance centres have joined enthusiastically in helping along the work. Practical benefits have already been reported from many places.
New Zealand Preferred.
Speaking at the Accountants' Reunion Mr. A. W. Hutchings, Otaki, expressed keen appreciation of New Zealand life and conditions.
“He would” he said, “tell New Zealanders that theirs was the best country in the world and he had visited Australia, Tasmania, South Africa, England, Wales, Scotland, France, Italy, Sicily, Switzerland and Belgium. Accompanied by his wife they had made no mere ru
Referring to the Continental ambition “to winter in the South of France,” he said that here in New Zealand we had “an equally good climate; our sea was just as blue, our sun was just as warm as theirs; and our people were nicer, cleaner, more wholesome and happy than those found in other lands.” (Applause.)
Railway Enterprise Appreciated.
The Rotorua Excursion.
The following letter has been received from Mr. W. A. S. McLean, Town Clerk, Rotorua:—
My Committee were very pleased with the arrangements which were made for the week-end excursion and have asked me to express their appreciation of the action of your Department in running this excursion, and their hopes that it may be possible to repeat them at regular intervals.
I am advised by a member of our Committee that the description of the excursion over the radio was very fine.
Tawa Flat Deviation.
The Way Through.
The Way Through.
When roads were laid according to the wandering fancy of the cows that the Brown family owned, no strain was placed upon human intelligence in the choice of ways, for the cattle ruled the routes.
But when the traffic question became pressing and such considerations as time and grades grew to have economic importance the Civil Engineer came into the picture and has stayed there ever since.
The choice of routes early gave rise to two schools of engineering thought. One believed in taking the shortest possible distance between any two points, contending that the extra capital cost would be more than recouped by the reduction of operating expenses. The other contended that the route should follow more nearly that of the contours of the country, the cheapness of construction compensating for the higher operating costs. This war is still going on, although the concessions made on each side have blurred the issue somewhat, resulting in contentions being confined to cases rather than to principles. Add to this the non-professional attitude-the natural human weakness which prompts people to take a keener interest in other folks' business than in their own, and it can easily be seen that the choice of route must give rise to much diversity of opinion. Kipling, in one of his earlier poems, pictured primitive man fighting with primitive weapons to prove that his was the “one best way” for doing things. Following this up with lines intended to indicate the present-day proneness to the vice, he says-
It is, therefore, not at all surprising that the new railway route out of Wellington should have awakened the keenest interest amongst all classes, and that a wonderful variety of opinion has been found to exist regarding the correct solution of this problem.
Tunnels, in particular, have a fascination of their own and this, in the case of Tawa Flat-where some sort of tunnel somewhere seems unavoidable-has added fuel to the ordinary routing discussion. In this connection it is worth recalling the situation which arose, over a hundred years ago, in England, and which gave rise to what is commonly known as “The Tunnel Legend of Tyler Hill.”
In 1824 a company was formed to build a railway from Canterbury to the coast at Whitstable. George Stephenson proposed to take the line through Blear village, a route giving easy gradients and light earth works. This survey, states, Mr. H. A. Vallance in “The Edgar Allen News,” was duly submitted to the Company and all seemed favourable when a most amazing trouble suddenly cropped up.
Dixon (Stephenson's assistant) had just drawn their attention to the lightness of the earth works when one of the wise-acres of the Committee blandly asked “And is there then no tunnel?” “No,” replied Dixon, “I am glad to say no tunnelling is necessary.” “Oh,” cried several others, “No tunnel? We must have a tunnell” Incredible as it may seem, Dixon's original survey was rejected and he was told to select a route containing a tunnel. This was not difficult to find. By shifting the whole location somewhat to the east, a tunnel was found at Tyler Hill about one mile to the north of the city.
“Thus” concludes Vallance, “the Canterbury people obtained their desired tunnel; but concomitant evils in the shape of steep gradients came with it.”
Railways Statement, 1927.
Discussion in House occasion for fine tributes to work of N. Z. Railwaymen.
Mr. Deputy Speaker, I want to thank honourable members for the very heartening remarks they have given utterance to this afternoon and this evening. I can assure them that the effect of those remarks will be that the officers of the Railway service, from top to bottom, will continue and do their very best to improve upon the very excellent work they have done during the past year. We are all human, and it must be encouraging to the Railway officers to find that Parliament, almost unanimously, has expressed appreciation of their efforts. As Minister of Railways, I want to say that I appreciate it very much indeed; and if the press is unable to convey it to them, then I will be very glad to see to it that through their own journals the very general expressions of appreciation and congratulation are conveyed to all the officers of the staff, from the Head of the Department to the junior cadet.
In the above words did the Rt. Hon. J. G. Coates, Prime Minister, speaking in his capacity as Minister of Railways, sum up his impression of the debate on the Railway Statement for 1927, at the conclusion of the discussion on 30th September last.
That impression, we are sure, was fully shared by the many railwaymen-and wives of railwaymen-who attended the House to hear the debate upon and gauge the reception of, this year's Annual Statement.
The following quotations from speeches made by Members of Parliament in relation to the way in which the work of the Department is carried on, are here recorded for the general information of railway employees throughout the Dominion.
Mr. Kyle (Riccarton): I think the Railway Department can be congratulated on the success of the Farmers' Excursion trains which have been inaugurated during the last year or so. The trains have been very beneficial to the farmers, and, I believe, have also been remunerative to the Department. I would also like to take this opportunity of congratulating those Commercial agents who so successfully undertook the transport of the farmers in the South Island.
Mr. H. Holland (Christchurch North): In the first place, I desire to offer my sincere congratulations to the Minister of Railways and his staff as a whole on the very great improvements that have been made in the Service recently, particularly in the matters of courtesy, consideration, and disposition on the part of all concerned. Members of the Service, from the highest to the lowest, appear to be always willing to consider any reasonable suggestion for the improvement of the running of the railways.
Mr. Forbes(Hurunui): I would like to say that the stationmasters who are running our Railway service in the country districts are endeavouring to the best of their ability to get whatever business is available for the railways. In this connection they are keenness itself, and every assistance is given to the public and those using the railways. It has been said that we would not be able to get the men to enter into the matter in a business spirit; but that has undoubtedly been disproved, for they are now endeavouring to place every facility at the disposal of farmers and others in order to gain business for the Railway service.
Mr. Bell(Bay of Islands): But what I want to do, in conclusion, is to most heartily compliment and congratulate the Railway staff on the splendid work they are doing now in the carrying-out of fine work under very difficult conditions. They are faced with conditions we have never had in New Zealand before-the marvellous development of the motor car; and where that is going to end I do not know. I can see that there are even more difficult times ahead of them than they have to-day. Every mile of good road that we build where that road is running close to a railway line is going to make the task more difficult. But what I want to say again is that we appreciate very much the splendid efforts the staff are making not only in the almost impossible task of making our railways payable, but to make them attractive to the public. Every one of us know and
At Fairy Springs, Rotorua.
Mr. Glenn (Rangitikei): I wish to say that we in this country are most fortunate in the loyal service given by the employees of the Department; and the Minister of Railways can well be proud to be the head of a great State Department which, to my mind, has tackled the various problems with business-like, progressive efforts to meet the demands of the public of the Dominion. I have always had a great admiration for the employees of the Department, and I know that the services rendered by them are appreciated generally. The way in which they have met the extraordinary circumstances of the changes in the transport system is entirely to their credit. For instance, we hear of stationmasters who go out in their own time to look for business. That is the right spirit, and the only spirit which can give the Railways an opportunity of coping with the altered times. The efforts of the Minister to house the employees of the Department have been much appreciated by those interested. In most cases we have the satisfaction of feeling that the staff of the Department are at least decently and comfortably housed. I am just a little nervous as to where we are getting to, and whether it would be wise to finish the job on which we have started out. If we take the report of Mr. Hiley, and also that of the Fay-Raven Commission, it is gratifying to read their remarks upon the state of the permanent-way. There are no employees of the Department who do better work than the surfacemen, some of whom are personal friends of mine. Experts who have come from outside this country tell us that the permanent-way of the Dominion is something to be proud of. In carrying twenty-six million passengers the Department has had no fatal accidents, and that is a record to be proud of. The return of 3.39 per cent. of net earnings on the capital invested shows the benefit of the methods employed.
Mr. Dickie (Patea): Sir, I cordially agree with the remarks of previous speakers who have expressed appreciation of the railway policy generally. I want particularly to refer to our commercial agents. Every one knows that these officers have done very valuable work in connection with the Railways in recovering business from the motor services. The public and the local business men of my district have been canvassed by the commercial agents and the station-masters, and, as a consequence, 90 per cent. of the wool is passing over the railway again. In that connection a considerable number of our farmers have made small sacrifices, but they realised that even if they have to pay 1d. or 2d. a bale more in freight they are patronising their own concern. I want to say also that as far as my district is concerned the permanent-way
Mr. Hockley (Rotorua): Sir, I just want to occupy a few minutes in connection with the discussion on this important statement. I think every member has read it with pleasure and with very great interest. It is on a par with the improvement generally so far as the working of the Railways Department is concerned in recent years. Everybody to-day recognises the improvement in the Service, the way the convenience of the public is studied, and the manner in which the staff carry out their work. I want to associate myself with the remarks of the honourable member for Rengitikei in expressing appreciation of the efficient manner in which the Railway staff carry out their duties and the marked courtesy which to-day is shown everywhere throughout the Service. The successful operations of this great Department are of far-reaching importance to the Dominion.
New Locomotive Depot (under construction)Westland.
Sir John Luke (Wellington North): I desire to associate myself, Mr. Speaker, with the remarks of other honourable members in congratulating the Railways Board, the staff, and all employees on the very fine position which has been achieved in connection with the running of that great institution. When we take into consideration the competition from motor-buses and motor-wagons, I think we can say that so far as our railways system is concerned this country has at the head competent men determined to do their best notwithstanding the many difficulties they have had to face. Now, I want to say a word or two in relation to the workshops. I had the honour of being one of the first engineers who worked in the Petone workshops, and as a result I have taken a great interest in the development of the workshops. At that time we had to accommodate ourselves to whatever work was required to be done by the Department, and I believe the same spirit has been manifested by the members of the Railway service right from its inception.
Mr. J. R. Hamilton (Awarua): I am very pleased to note the considerable alteration that has taken place in the relationship between the users of the railways and the staff generally. There has in the last few years been a noticeable change in the methods adopted by the Department in trying to meet the requirements of the country people in particular.
Mr. Bellringer (Taranaki): I desire to express my appreciation of the very fine work that is being done by the railway servants throughout the Dominion. There is certainly a changed spirit throughout the Service. Undoubtedly the competition brought about by the motor services has created a very difficult proposition for those who have to carry on the railway service. At the same time, there has been an earnest endeavour made to meet the new conditions, and I am quite satisfied that success will be achieved. All along the line the Department seems to be endeavouring to meet the public need and to combat the competition that has to be encountered.
Mr. Armstrong (Christchurch East): Sir, in respect of the management of our Railways, I wish to say that, taking everything into consideration-the population of New Zealand as compared with that of other countries, and the various phases of motor competition-there can be no doubt that our Railways are very efficiently managed.
Mr. Harris (Waitemata): Again I desire to congratulate the Railways Department on the marked improvement in administration. I believe that, generally speaking, the people of New Zealand recognise that they are indebted to the officers of the Department for the very great improvement in railway administration in recent years. The Department is out to cater for its customers-the public-to an extent that was not the case in past years, when the people were almost under an obligation when using their own railways. To-day the situation is changed, and the Railway officers now go out of their way to cater for the convenience of passengers and shippers of goods and produce, and it is only right that public recognition should be given to that fact.
Captains of Commerce and Industry.
The Railway Department does not own the railways; they belong to New Zealand's people. When the owners have a proper sense of ownership of this enterprise in which £49,000,000 is already invested, they will do their best to help their own managers (the Department) to “make the railways pay.”
New Zealand's people have a tendency to regard the problems of their own railways as things which concern only the Department entrusted with the management; but that is obviously not the wisest attitude for the general taxpayers, who are really the shareholders. The further the railways go back on the road of revenue, the deeper will be the dip into the Consolidated Fund.
This year's Railway Statement has shown that not all the ways and means of gaining and maintaining an adequate revenue for the railways are within the control of the managers unless they have the right measure of co-operation from the owner-users. The owners must banish any notion of “loose-hold” of the railways; it must be “use-hold.”
Whatever may have been the old-time Mahomet-like attitude of the railways to the mountains of business when the Department had practically a transport monopoly, the new order of to-day is very different. Mahomet has rather become Mercury, speeding among the mountains.
In those old days, when regulations rose in ramparts about the railways, it was said that the authorities were prone to forget that the people were the real owners of the railways, but that pose has passed away. To-day the Department is alert and eager to give the people the best possible use of their own railways, at the least possible cost.
The other day a leading article in one of the newspapers held that if the State Railways were a private enterprise they would pay handsomely, but the writer did not set out the lines on which private ownership would make its handsome profit out of the public. A general statement of that kind is not helpful either to the present owners of the railways or their managers. It is like vaguely telling a traveller to go north, south, east or west, without indicating any of the roads.
However, among the many users of the railways, there are some who can offer adoptable or adaptable advice on matters of which they have acquired sound knowledge, here or elsewhere. To such constructive well-wishers the Department does not present a wooden ear. It will be always pleased to receive helpful suggestions.
During recent years Chambers of Commerce, Manufacturers' Associations and other organisations must have observed a ready willingness of the Railway Department to make the service meet New Zealand's needs. Those organisations are heartily invited to act as candid friends in regard to possibilities of improvements.
The railways are here to stay. Changes may come for certain sections of lines, but the system as a whole must continue for the national welfare. Whether the continuance is to be at a profit or a loss-in accordance with the customary business view of profit and loss-is a question which the owners must help to answer.
Various aspects of this subject of co-operation between the owners of the railways and their managers will be discussed in a special series of articles in the “Railways Magazine” beginning with the next issue.
E. S. Dollimore
New Zealand has been aptly described as a “Vest Pocket Edition” of the world's scenic wonders, and nowhere in the wide world have Nature's gifts been so lavishly bestowed as on this, the “Playground of the Pacific.”
A land of wondrous beauty-of endless variety and charm; a land of stately forest and lofty mountain range, mighty glaciers and ice-carved flords; a land of amazing contrasts-where spouting geysers play beside cool streams; where hot springs bubble 'mid ice and snow. Surely, nowhere else in the world can be found so many attractions-and on such a grand scale -assembled within an area not much greater than that of the British Isles!
The West Coast of the South Island is a region that is incomparably grand in point of scenery, and is famous the world over for its great natural beauty and charm. Its verdant valleys and magnificent forests are overshadowed by the majestic snow-capped ranges of the Southern Alps, whose glaciated buttresses culminate in the flordland of the south.
The main “gateways” to the historic and wonderful West provide the visitor with a foretaste of the varied attractions which annually draw thousands of tourists to this beautiful district.
Thus, the route from the north via the famed Buller Gorge, compels the interest of the traveller. Every mile-every turn in the road opens up some new and everchanging vista of loveliness. From the time that the Gorge is entered near Murchison, until it ends in the vicinity of Westport, the journey engages the admiration. The visitor who travels by the alternative route is likewise assured of outstanding scenery. Not a few there are who make the journey across Arthur's Pass and the Otira Gorge -a journey, every mile of which is packed with interest; a journey by “forest and ice,” unequalled in its rugged grandeur, and a fitting introduction to the natural glories of the “Golden Coast.”
Greymouth, the largest town and the commercial and geographical centre of the West Coast, constitutes the ideal base or “jumping-off place” for those who would acquaint themselves with the famous resorts and the many other wonderful attractions which the district has to offer.
Pre-eminent among the resorts of Westland is the Franz Josef Glacier-the Mecca of all tourists who visit the Coast.
The motor drive from Greymouth is one of absorbing interest both in scenery and in historic association. Between Greymouth and Hokitika, one passes through the once famous Kumara Goldfield and the Six-Mile Diggings. From Kumara to Hokitika, the road traverses miles of “tailings”-mute evidence of the “roaring days of gold.” Were they endowed with human speech, what exciting tales these silent witnesses could relate of the stirring 'seventies!
Leaving Hokitika, the provincial capital, the road passes through Kanieri and Ross, the present railway terminus. Ross township is rich in the lore of the old goldmining days, and is assured of a future as the centre and outlet for a vast dairying district. The Waitaha is crossed some ten miles below Ross, and presently, the beautiful forest-bordered Lake Ianthe comes
Next, the Big Wanganui River is reached, and the road lies across the Inter-Wanganui Flat-a prosperous dairying district of which Hari Hari is the chief settlement. Leaving Hari Hari and its fertile plain, one presses further south until the Little Wanganui (Poerua) is crossed, thence to Wataroa, where the route climbs the bush-clothed flanks of Mt. Hercules.
The following six miles or so of road follows the convolutions of the hill, and presents one of the finest stretches of native bush in South Westland. The course is tortuous and full of bends, and may well be termed “the road of a hundred turns.” Fernclad banks and forest aisles lend to this mountain road a charm that is all its own.
Descending, the prospect recalls the oftquoted words of Reeves: “…silver fern fronds.. In cool, green tunnels, though fierce noontide glowed And glittered on the tree tops far below.
A bush scene. Waiho, West Coast, South Island.
There, 'mid the stillness of the mountain-road, We just could hear the valley river flow.”
The Waitangi River is passed, and some miles further on the route skirts the eastern shores of lovely and mysterious Lake Wahapo, on whose broad bosom nestle scores of native game.
Through superb bush avenues, by ferucurtained cliffs and tangled, mossy woods one comes to Okarito Forks. Here the road divides T-wise. To the westward lies Okarito-a name to conjure with-ripe in history and reminiscence.
Once a roaring camp, but now given over to the more prosaic pursuits of timber-milling and cattle-raising.
Turning eastward at Okarito Forks, beautiful Lake Mapourika presently comes into view, and suddenly-
“…through the trees….a snowy gleam Of lonely peak and spectral mountain head, And gulfs that nurse the glacier and the stream.”
If the day be calm, as it usually is in these forest solitudes, one may see the Great Franz Josef Glacier and its sentinel peaks most perfectly reproduced-as in some giant mirror-in the placid water of Mapourika.
It is now but a few short miles to Waiho and the alpine wonders of South Westland.
At Waiho Gorge, the visitor has the choice of a great variety of excursions. The chief attraction is the wonderful Franz Josef Glacier, which, as it descends to well within 700 feet of sealevel, is easily the most accessible of all glaciers in New Zealand or elsewhere, and in its extraordinary setting-it is far below the limit of bush-is a picture of singular beauty. The greenish-blue tinge of the ice, the mysterious depths of the crevasses, the sparkling cascades which bespangle the enclosing mountain-sides, and the snowy heights surrounding, combine to make the spectacle as sublime as it is magnificent.
Waiho Gorge with its first class hosterly forms the base for a score of alpine excursions. Here at hand is a mountaineer's paradise-lordly snow-peaks, extensive ice-fields and rocky crags. High alpine passes connect with the Hermitage and its environs, and provide the finest and most rugged mountain scenery in the Dominion. Experienced guides are available and comfortable huts on the various routes enable the tourist to see this admirable playground to the best advantage.
Distant some twenty miles below the Waiho is the Fox Glacier, which is also readily accessible by road and track. The seventeen miles or so of mountain road between Waiho and the Cook River Flat (whence the track to the glacier commences) is through splendid scenery-none better
The Fox Glacier is approached by track from the Main South Road (a road that will eventually link Westland with Otago) which takes the visitor right to the terminal face of this “river of ice.”
On the road to Mitchell's, West Coast, South Island.
Recapitulating, the Waiho district offers the tourist and visitor scenery which in variety and form is unexcelled anywhere in the world, while a sojourn in this favoured locality provides one of the finest holidays of a lifetime.
“…On the verge
Of the tall cliff, rugged and grey,
At whose granite base the breakers surge,
And shiver their frothy spray.”
Gordon.
The Coast road, Greymouth to Westport, which is now nearing completion, presents the most superb seascape scenery in the world. An iron-bound coast with a road traversing it hundreds of feet above the surging sea, through magnificent natural beauty-beauty of virgin forest, foaming cascade, and wild, rocky promontory jutting out into the thundering surf. Such is the scenery of the Coastal Road, which runs up hill and down dale, and occasionally inland, but mainly within sight and sound of the sea.
Punakaiki, some twenty-seven miles north of Greymouth, and approximately mid-way between Greymouth and Westport, is an ideal scenic resort, and the drive from Greymouth is becoming increasingly popular from year to year.
Leaving Greymouth, the visitor proceeds through the coalmining districts of Runanga and Rapahoe, and at a distance of about seven miles the sea coast is reached near Point Elizabeth. From this point the road follows the base of the Paparoa Range and skirts the coast-line, and at times rises sheer for hundreds of feet above the surf.
The typical glorious bush and fern predominate, but this is relieved from time to time by groves of stately nikau palms, which lend an almost sub-tropical aspect to the general landscape. The nikaus are an especial attribute of this Coastal Road, and are a feature that is entirely lacking on other forest routes on the West Coast.
Within about ten miles of Greymouth, the road turns abruptly up and across the picturesque gorge of the Ten-Mile stream, and seven miles further on descends sharply to the Barry-town Flat. Within a short time the old settlement of Barrytown is reached. Barrytown was once a veritable hive of industry, and is reputed to have boasted a population of about 10,000 during the days of gold.
Leaving Barrytown, the road eventually plunges into the forest again, through leafy woodland avenues until Punakaiki (“The Bay of Good Eating”) is reached.
Arrived at Punakaiki, the visitor may spend many interesting hours amid novel and picturesque surroundings. The outstanding feature, and one that usually claims the premier attention of the tourist, is the fantastic dolomite formation (“Pancake Rocks”) in the immediate vicinity. This curious freak of nature is situated but a short distance off the main road and less than a quarter of a mile from the Punakaiki (Deadman's) River, and is reached by a formed track through the bush.
This rock formation is in itself a most wonderful sight and alone well worth the visit. It is situated on a jagged promontory (Care Point), a short distance north of Punakaiki River and consists of stratified rocks which have the appearance of piles upon piles of pancakes grouped together in the most extraordinary manner.
T. G. Glasgow
Aprevious article dealt with the preliminary training of a recruit porter engaged in shunting work. It is now proposed to deal with more advanced phases of the subject.
Busy country stations, which are not provided with a regular shunting service, have to depend on goods train engines for shunting requirements.
Owing to the limited time allowed and the necessity for keeping time-table schedules, there are many problems for the member in charge of the shunting work. He should, when possible, make an accurate forecast of the tonnage which is going forward and find out what wagons he is likely to receive. He should inspect his yard before the arrival of the trains, ascertain the position of all wagons which are to be lifted, couple up when possible, see to correct carding and sheeting, etc., and also have a look at the loading of vehicles which will have to be shunted back to finish unloading. Much valuable time is lost by not carrying out these preliminary duties. Due regard must be paid to the daily requirements of yard work, wagons left in position for later loading and unloading, and (at times) certain movements made which will make the work of following trains much lighter.
photo by H.R Reid
New Elmer Lane Engine Depot, Greymouth.
Different stations deal with different classes of traffic, but most busy country stations have a regular general goods, dairy, produce and stock traffic. These particular lines demand efficient handling. It reflects discredit on the service if our customers are inconvenienced by faulty handling of their goods. There should be continual co-operation between the office and outside staff with regard to the working of stations, and members answering queries from the public should be able to give accurate information as to space and facilities for loading. These points do not come altogether within the scope of shunting duties, but experience proves that possession of full information as to general requirements of traffic, help a good deal in laying out work. The bugbear of train delays and “please explains” cannot be overlooked here, but members can rest assured that necessary work carried out to facilitate the Department's business will always receive recognition.
Attention should be paid to the engine tonnage schedule, and members should be fully conversant with the capability of engines working their stations and section.
The system of providing shunting engines for busy stations is being extended and, with this extension, there comes the call for greater efficiency in shunting work. Old time methods where memory played the most important part in the shunter's qualification, have been discarded, and in place thereof has been built up a system which depends on carefully prepared written schedules for the control and guidance of shunting work. It would be quite impossible to detail any system which would fit the varying conditions in different centres. The general practice is to perform routine work under a scheduled system and to make the best arrangements for dealing with emergency and seasonal traffic. It is in these latter cases that, very often, our service works at a disadvantage. The work offering at many of our yards and junctions has outgrown the railway facilities available at the moment, and the very best human effort often fails to fully meet the situation. We can, however, keep on doing our best with present facilities until such time as they are modernised generally, when the railway service will be in a better position to deal with the traffic offering. The shunting staff can do much to assist under conditions such as the above, and careful observation and anticipation will help to overcome difficulties.
It must be remembered that delay in loading operations becomes very expensive when labour is standing idle waiting for trucks. This is especially so at shipping ports, and it is under such circumstances that motor transport gets its opportunity. To-day there are very few railwaymen who do not realise the menace of this competition, and if each member will determine that as far as he is able there will be no cause for complaint, then we may hope for a yet
In summing up, it can be said that we should aim at method and system in laying out shunting work so that all cases which may arise will be provided for. This can be done by each member becoming thoroughly familiar with his own part of the duty schedule and planning out the quickest and most efficient way of carrying out his part. It helps also to have a knowledge of the working of the dovetailing parts of other duties: for instance, the shunter can, with advantage, know something of the system by which lists for train loading are compiled. The passenger shunter will gain by learning the itinerary of car services after they leave the station. Under emergency conditions he is then in a better position to judge as to the next best thing to do. In fact what should be aimed at is training which will enable the shunting staff to deal with such situations as are just off the regular routine. The main objectives are for each one to do his best with his own job; to try and help the other fellow; and always to remember that the interests of the public and the Department are also the interests of the railway staff.
Engines That Have Run Their Race.
Having outlived their utility as efficient transport agents the locomotives illustrated above (giants of a former day) were recently deposited in the bed of the Oreti River, Southland, to serve as a protection to the railway embankment which is liable to erosion by flood waters. The passing of these locomotives from the active list closes one chapter in the Dominion's railway history.
E. T. Spidy
Perhaps the most vital question that confronts the management of any industry to-day is the selection of officers for the positions of responsibility.
Those of you who have studied modern management cannot fail to have been impressed with the importance of this phase of the subject-the scrupulous care that is taken to ascertain the qualifications of such officers, and to see to it that only the very best men obtainable occupy the controlling positions in each particular organisation.
Do you appreciate what it would mean to a progressive industry to have any position filled with an individual lacking in the requisite qualifications?
I ask you in all seriousness to think for a moment as to how you would select your officers, if you owned the whole business.
By merit? By qualification? What test would you apply?
Not length of service, surely! Length of service coupled with the necessary qualifications -yes, but not of itself. Length of service may merit reward, but not necessarily by promotion to the more responsible positions.
Every member has two viewpoints to consider -his own, and the Management's. Don't make the mistake of considering that your view is necessarily right, and neglect the other.
You may think you are quite capable of filling a certain position; in fact you may consider that plenty of men around you could fill it. Are you basing that conclusion on the fact that “Bill” “so and so” held it down for so many years, or the fact that you have never had a “blister” at any time? Do you consider these to be qualifications?
From my viewpoint, almost always there is a scarcity of men qualified to fill executive positions. Mind you, I did not say there is a scarcity of men to “hold down” the job. I mean qualified by reason of ability and merit.
A question sometimes asked is, “What are the qualifications required of men for filling executive positions in the service?” Among the qualifications looked for are the following:—
Leadership, Energy, Thoroughness, Observation, Concentration, Judgment, Tact, Control, Fairness, Loyalty, Personality, Commonsense, and Technical Training.
It is sometimes asked “How can a man show these qualifications if he has never had the job?” The answer is that, since it is impractical to try men out, these qualifications must be demonstrated, and they can be demonstrated-in no uncertain manner-by a man who possessess them. Officers know this, and it is their guide when making recommendations at the staff reviews.
The following are some points of personal advice:—
Don't expect to get a bigger job before you are qualified for it.
Don't wait until you are passed over before thinking about qualifying.
No outside employer would think of promoting unqualified men. The Department is entitled to reason exactly the same way.
Myers Cup Competitors.
Newmarket Team (Cup-holders)., Petone Team.
The above teams competed in Auckland recently for the Myers Cup (presented by the late Sir Arthur Myers). The match, which was a strenuous, though good spirited one, resulted in a draw.
1927.
(Decoration by Frederick Walter Perry)
The World's Railway Mileage.
Some interesting statistics concerning the railway mileage of the various countries of the world are given in a recent Bulletin of the International Railway Congress Association. The figures are for the year 1924. At the end of that year the total railway mileage of the world is set down at 758,319 miles—an increase of about 7,000 miles over 1923. America (North and South) heads the list with 372,913 miles of track, whilst Europe comes second with 237,669 miles. Europe, however, has the highest ratio of railway per 100 square miles of area—6.9 miles. Asia, Africa, Australia and New Zealand combined, have 147,737 miles of track. Australia has the highest ratio per thousand inhabitants—22.4' miles. The British Empire possesses slightly less than a quarter of the world's total railway mileage, its quota being 165,401 miles, while the United States possesses almost one third of the total in its 250,971 miles. New Zealand's 3,164 miles of track open for traffic looks small in comparison.
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Woman And Railway Work.
The expanding sphere of woman's activities is one of the most interesting features of contemporary life. Gone forever is the Victorian conception of the limitation of womanly vocation to the arts of domesticity. In science, medicine, law and the industrial arts, she is to-day taking her place in the work of adding to the happiness and advancement of the race.
Apropos of this subject an interesting investigation was recently carried out at the suggestion of the Woman's Bureau of the Department of Labour of the United States, of the number of women employed in railway service in that country. In 1926, on the Class 1 steam railways, there were 61,302 women employed as compared with 40,052 in 1920. Clerical and semi-clerical positions naturally absorbed the largest number of women workers, no less than 51,127 being engaged in such occupations last year. In addition to these there were two engaged in train operation, 290 in shop work, 3,332 in cleaning work, whilst those engaged as waitresses, laundresses, etc., and as telegraph and telephone operators, number 1,814 and 1,427 respectively. Of the total staff of some 1,800,000 employed on the railways of the United States approximately one-thirtieth are woman workers. In Great Britain the proportion of woman workers to the total railway staff is somewhat similar—23,334 women being employed out of a total staff of 690,000. Of the women employed on British railways 9,350 fill positions on the clerical and technical staffs, 4,000 are engaged in cleaning work of various kinds, 6,540 in hotels, refreshment rooms, dining rooms, waiting rooms, etc., 1,531 as crossing-keepers and 1,320 as shop and artisan employees. The women workers on the New Zealand Railways number (approximately) 300—employed mostly as shorthand typists, waitresses, etc.,—out of a total staff of over 18,000.
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Suggestions and Inventions in Britain.
In a recent interesting reference (in the Great Western Railway Magazine) to the activities of the Suggestions and Inventions Committee of the Great Western Railway, Sir Felix Pole, General Manager, mentioned that for the year ended 31st March last 3,525 suggestions were received by the Committee (which number included some brought forward from the previous year) and that 15.17 per cent. of these were adopted by the Company. The general standard of the suggestions were, he said, higher than usual and there was an increased sum of money distributed in monetary awards to employees.
The suggestions covered almost all phases of railway operations-traffic arrangements, mechanical and engineering appliances, signalling, signalling appliances and miscellaneous items.
The Committee was established in 1913 since which year no less than 29,698 suggestions have been submitted.
Goods Train On The Main Trunk Line.
From a painting by H. Berry-a 16-year old apprentice employed at Petone Workshops.
London Letter.
(From our own Correspondent.)
Locomotive Progress.
Locomotive records are among the most changeable of railway data. Only a few months ago there was announced in these letters the introduction of the “Lord Nelson” type of express passenger engine on the Southern Railway of England, ranking as the most powerful locomotive in Britain. Now comes a new type of fast passenger engine (the creation of the Great Western shops at Swindon), known as the “King” class, to oust the “Lord Nelson” from its place of honour at the head of the Home locomotive list.
“King George V.” is the apt title given to the first locomotive of the new series. There are many outstanding features in the machine, but the most noteworthy fact is that its tractive effort is no less than 40,300lbs., a figure greatly in excess of any other British express locomotive. The “King George V.” is a four cylinder 4–6–0 type engine. Distribution of the adhesion weight is effected by an equalising arrangement on the six coupled wheels, the aggregate being 67 tons 10 cwt., while the weight at the bogie is 21½ tons. The total weight of the engine in working order (without tender) is 89 tons. The tender is of standard six-wheeled pattern. It weighs, when full, 46½ tons, has a coal capacity of 6 tons, and water capacity of 4,000 gallons. The combined weight of engine and tender in working order is therefore 135½ tons.
Interesting features are presented by the bogie, which is spring controlled and of unique design. Outside bearings are provided on the leading axle, and inside bearings on the trailing axle, this arrangement being necessary in order to secure clearance between the bogie and the cylinders. The four cylinders are not placed in line across the engine, but the inside pair are set well forward in the frames, and drive on to the leading coupled axle, and the outside pair drive on to the middle coupled wheels.
Steam is supplied to the inside cylinders of the “King” class engine by piston valves operated direct from Walschaert valve gear placed between the frames, the valves for the outside cylinders being operated by rocking levers from the inside gear. The high-pressure superheater boiler has a pressure of 250lbs. per square inch, and is built with a conical barrel and Belpaire firebox, without a dome. The principal dimensions are as follows: Cylinders, 16¼ inches diameter by 28 inch stroke; bogie wheels, 3 feet diameter; coupled wheels, 6 feet 6 inches diameter; total heating surface, 2,514 square feet; grate area, 34.3 sq. ft. The finished locomotive presents a remarkably spick and span appearance, and it is of especial interest to learn that this latest giant of the Home railway workshops is, this autumn, to feature at Baltimore, U. S. A., in the centenary celebrations of the Baltimore and Ohio Railway. Of the British locomotive builder's art no more striking example than this could have been selected for so signal an honour.
In giving to each of the new class of express passenger locomotives distinctive names, the Great Western Railway is following a custom for long favoured on this system. As a general rule, Home railway engines carry distinctive numbers instead of names, but the Great Western adheres to the happy practice of naming each of its main-line passenger locomotives, and recently several of the bigger engines utilised by the London, Midland and Scottish, London and North Eastern, and Southern lines, have been given appropriate names of their own. In connection with the christening of locomotives, it is worthy of note that on the Great Western system, several engines until recently bore the names of certain towns on the line. On numerous occasions passengers have assumed that a train was going to the station indicated by the engine name plate, and it has now been decided to remove many of these names in cases where they have proved misleading.
Following the lead set by the London and North Eastern Railway, the London, Midland and Scottish Company has this year embarked upon an ambitious plan of train-naming. In the summer passenger time-tables, all the leading expresses carry distinctive names, among which are the “Royal Scot,” “The Welshman,” “The Ulster Express,” “The Lakes Express” and the “Manxman.” Train-naming had its origin many years ago in the United States, and to-day all the Home railways make use of this valuable aid to passenger publicity. The Southern Company (or rather its predecesor
The consideration given by the Home railways to the operation of new non-stop runs between London and Scotland has previously been recorded in these pages. Speeding up on the Anglo-Scottish main-lines has since resulted in the setting up of new records for non-stop working. The world's longest non-stop run -the 226½ miles non-stop journey of the “Cornish Riviera” daily express from Paddington Station, London, to Plymouth-has now been eclipsed by a new non-stop train introduced by the London and North Eastern Railway between King's Cross Station, London, and Newcastle-upon-Tyne. This latest record breaking flier gives a non-stop run of 5½ hours for 268 miles journey, and the train forms a relief to the well-known “Flying Scotsman.” On the London, Midland and Scottish Company's route to the north, a non-stop run of 236½ miles has been introduced. The 10. a.m. Scotch Express out of Euston Station, London, now ceases to pick up passengers at any point en route, and makes only one stop, exclusively for locomotive changing, at Carnforth, 236½ miles from London.
It is by the use of track water-troughs that these non-stop runs have become possible. These troughs were the invention of Mr. John Ramsbottom, one-time locomotive superintendent of the old London and North Western Line. To-day these appliances are employed on all the British main-lines. The troughs are usually 18 inches wide and 6 inches deep, and the larger troughs run as long as 1,800 feet. They are made of galvanised steel plate, and the top edges of the troughs are turned inwards to form a lip, thereby preventing waste of water. At each end of the troughs the rails are laid for a short distance on a down gradient towards trough centre. This permits the scoop on the locomotive to be lowered just before reaching the trough, until it is about two inches below water level.
As the end of the trough is reached, the gradient lifts the scoop clear. The troughs usually are arranged on the main lines about fifty miles apart. Between London and Plymouth, the non-stop trains pick up water at four points of the journey, while running at speed. High speed is essential in passing over the troughs, for practically no water can be picked up when the speed falls below twenty miles an hour.
Railways are not usually regarded as manufacturing undertakings. The modern railway, however, engages in a hundred-and-one manufacturing activities, and appreciation of the activities of the Home lines in this direction is afforded by the recently published fourteenth preliminary report of the Census of Production. During 1924, permanent way
Britain's Most Powerful Passenger Locomotive.
The “King George V.” 4–6–0 four-cylinder locomotive is the first of twenty new “King” class machines recently turned out of the Great Western Shops at Swindon.
How numerous are the side lines engaged in by the modern railway undertaking is rarely realised, even by the railway employee himself. The manufacture and sale of transportation calls for the conduct of many activities which at first sight appear far removed from railway working, but it is only by steadily building up these ancillary services that efficient rail transportation can be given the public.
Typical of the outside activities which bring grist to the railway mill are the hotels and refreshment rooms, dock systems and steamship services, road-carrying fleets, and similar subsidiary services of the Home lines. Taking a leaf out of Britain's book, there is now proceeding in Germany a marked move towards the development of a nation-wide railway hotels business, as part of the extensive improvement plan of the vast railway undertaking, conducted on commercial lines, which has been evolved out of the State Railways of Germany.
The first hotel to be constructed and operated by the German Railways Company is located alongside the newly-built passenger terminal in Stuttgart. This hotel possesses 125 bedrooms, equipped with luxurious bathrooms, telephones, and all the amenities beloved by the Marco Polo of to-day. A special feature is made of an exhibition room for the display of commercial travellers' samples, while an added convenience is the provision of direct covered access between the platforms of the terminal and the hotel reception room.
Vast progress has been made on the German lines in every field of activity. In the fifth annual report of the Commissioner for the German Railways, covering the financial year ended December 31st, 1926, this progress is everywhere reflected. During the year the railways paid out some 575 million gold marks for the service of reparation bonds, and in the current year the liabilities of the system under this head should also be fully met. Owing to the serious economic situation at the beginning of the year 1926, the total receipts showed a reduction of three per cent. as compared with 1925, but business has now reached higher levels, and the receipts for the first four months of the present year were 18 per cent. higher than those for the corresponding period of 1926. The German railway system covers 53,000 route kilometres, and in the year 1926 the trains of the German Railway Company ran some 570,000,000 kilometres, or 1,600,000 kilometres per day. This makes the daily activities of the system equivalent to the running of a train forty times round the Equator, a truly remarkable performance unequalled by any single railway system the world over.
The Great Western Railway has always played a prominent part among Home lines in the furtherance of the Safety Movement. This year the Great Western is embarking upon a “Freedom from Accident” competition, in which every employee is invited to participate, in the effort to wipe out preventable personal injuries. After the present year the competition will be an annual one between the several divisions of the line, and a challenge shield will be awarded to the division making the best record.
Any Great Western employee who desires to take a leading part in the safety competition is being invited to enlist a number of other employees, and thus form a “team,” of which he should be the “captain,” and in his name the “team” will be registered. It will be the duty of the captain to do all he can, with the co-operation of the members of his team, to encourage every means of avoiding and preventing personal injuries, and the records of the best teams in each division will be compared, to decide the winning division. A team may consist of any number of members from three to twenty. Every team will be given its own “risk value” according to the number and occupation of the men who compose it, for it is recognised that in some grades the liability to accidents is greater than in others. The “risk values” are based upon past records of the frequency of accidents among the several grades in all departments of the service. In addition to the challenge shield awarded to the winning division, a gold watch will be presented to the captain, and gold medals to the members of the team having the best all-line record. This safety contest is quite an innovation, and its conduct will be watched with much interest by all.
Compartment cars are by degrees completely taking the place of the saloon coach in suburban passenger service. This reversion to the compartment design is very noticeable at Home. Not long ago the London, Midland and Scottish Company decided to adopt the compartment design as standard for suburban working, and now a similar decision has been arrived at by the Metropolitan Railway.
The new standard trains on the Metropolitan line accommodate 482 passengers, as compared with 372 passengers in the existing open type of carriage. The trains are formed of two motor and five trailer cars, having a total length of 382 feet and a total weight of 225 tons. The motor equipment is of 2,500 horse power, exerting a tractive effort on starting of 30,600lbs., and having a rate of acceleration of 1.2 miles per hour per second. The open type of passenger carriage is still employed on the London Underground lines, and on many suburban routes of the mainline systems in London and the provinces, but the gradual replacement of this class of vehicle by compartment stock is likely in the future.
Homing pigeons sent by rail from Invercargill to Mosgiel for release there, were detrained in wet foggy weather, and the Mosgiel stationmaster held them till the weather cleared. The birds were fed, watered, and liberated for exercise in a spare shed for three days. As a result of this thoughtful action, he received the following letter from Mr. S. Robson, Secretary of the Invercargill Homing Society:—
I wish to thank you very much for your kindness in looking after the birds as you did. The club members were surprised at the way the birds came home, especially after the time they had been away. One bird actually flew the distance in eightyfive minutes and it was unfortunate for the owner that it was no race as he would have held the record.
King Edward Bridge, Newcastle-Upon-Tyne.
This bridge carries the four-track Anglo-Scottish main line of the London and North Eastern Railway over the River Tyne. The bridge is a masterpiece of engineering science and accommodates a heavier traffic than any other British railway bridge outside London. It was opened in 1906 by King Edward. From the car windows of the “Flying Scotsman” and other trains using the bridge a wonderful panoramic view is obtained of the stately Tyne and the enormous industrial plants that line its banks.
(ByL. M. O 's.)
Tourists travel the world in search of that kind of fascinating scenery to be found associated with lofty snow capped peaks, glaciers, and rugged mountain valleys. Here, within 87 miles of Christchurch, is Arthur's Pass, in the heart of the Southern Alps, offering all of the above attractions, and other joys besides, for we have a wealth of bush scenery in direct contrast to the above attractions. Waterfalls abound on all sides, and in the beautiful Otira Gorge the majestic tree ferns stand high above the underscrub and spread their gorgeous fronds in a manner most enticing. Add to these scenic wonders the flowering ribbonwood, and one has a veritable fairyland.
“Red Cap.” porter assisting passengers.
Having in imagination viewed the scene in panorama, let me now escort the reader to a point of special interest -the “Punch Bowl” waterfall. Here we observe the perennial rainbow, and here we quench our thirst by drinking of the clear sparkling waters of the noted fall. Proceeding through the Gorge we pass en route the waters of McGraths' Creek, at the head of which are to be found ice caves of exceptional beauty; at the roadman's hut, we turn off to the left, and take the track in the direction of the mighty “Rolleston.” Our path thence runs through picturesque virgin bush, but though the track may not be of the best, be assured our journey will be well worth while. We pause in our stride to secure a footing on the ladder which serves as a bridge across the Bealey River, and then on again through the bush until we reach the “Tarn.” Here we pause to enjoy the wondrous beauty of the scene which reveals itself for many miles around; on one hand the beautiful Bealey River, and on the other the “Blimit,” one of the many lofty peaks in a long mountain range disappearing in passing clouds. Our goal, the Bealey Glacier, lies ahead, and we must move on. Through another short stretch of bush and once again we meet the waters of the Bealey on the bank of which kindly hands have placed a camp billy. There being an abundance of dry kindling wood, we are soon able to partake of an excellent cup of billy tea. Having thus refreshed ourselves, we proceed up the valley. Large blocks of ice severed from the main glacier soon hold our attention; on ahead is the main glacier, under which for a considerable distance runs a cave. Stepping on to the ice we make our way carefully, skirting deep crevasses which reveal a depth, varying up to sixty feet underfoot. The atmosphere has now become much warmer: in place of the cool breeze we feel a wind that reminds us of a Christchurch Nor' Wester. Further ahead we spy the toboggan and, allowing our curiosity to overcome other feelings, we find ourselves sliding through space over the ice until we come to rest in the soft snow below. This exhilarating pastime has set us aglow and we revel in the mountain murmurings, beholding on all sides the various waterfalls dashing to streams below, and flowing on to form the source of the swiftly rushing Bealey River. On all sides enormous ice and snow fields hold our attention; with the setting sun, they turn from white to a pale blue, eventually changing before our eyes to a pale crimson. Having explored the magnificent ice caves we retrace our steps, arriving back in Arthur's Pass after a brief absence of six hours.
The above are but a few of the many attractions that are to be found around what will some day be known as “The Playground of Canterbury.”
Value of Sport.
In a recent speech to railwaymen, Mr. A. W. Hutchings (formerly Chief Assistant Accountant) spoke strongly in favour of sport.
“In New Zealand,” he said, “and particularly in the Railways, the social side was too much neglected. People were not friendly enough with one another. They were too cold and kept their natural feelings down, ignoring the reality of their human brotherhood. There was usually not much difference in the mental calibre of the men with whom they associated. He thought more attention should be paid to play. So long as they played hard while they played and worked hard while they worked they were qualifying themselves for the higher positions. Conditions had greatly improved. Some of the younger men already had Mr. Simmons ‘£5 a week’ and more, and chances for further progress were open until they could arrive at a point where they could hold the Chief Accountant's position. He greatly appreciated superannuation. Not many of those present would realise how much work had to be done to get it. He remembered when a feeling of depression was upon every railway officer-they had little to look forward to and the chances of ease and comfort in their old age seemed remote. They should thank God for the men who had worked so hard and spent so many hours to bring about the Superannuation Fund.
While abroad he had opportunity to talk to railway executives, and was astonished at the attitude they adopted towards sport. They arranged for their men to go in for it-to throw off the trammels of work. “A day off at the races” he said, amidst laughter, “is the best thing in the world.”
Good Service Recognised.
Railway Business Agent Honoured.
In recognition of his services to the farmers of Mid-Canterbury, a presentation was made last month to Mr. F. Pawson (Railway Business Agent) by members of the Mid-Canterbury Provincial Executive of the Farmers' Union. The President (Mr. H. C. B. Withell) referred to the wonderful sucess that had attended the recent farmers' Excursion to the West Coast, which was organised and personally conducted by Mr. Pawson. The recipient, states the “Ashburton Guardian,” was greeted with applause, and said it was difficult to express his feelings, but he would like to voice his appreciation of the gift. It was really a compliment to the Railway Department. There was no doubt that the advent of the Commercial Branch had had a wonderful effect upon the relations between the Department and the public, whom it was established to assist. He was there to do all he could for the farming community. Since the scheme of farmers' excursions had commenced, just under 2,000 farmers had been taken to Otago, Canterbury and the West Coast, and to places of interest in these centres. All who had made the trips had spoken very highly of them. In future they would have to get over the difficulty of taking a large party to a small district, and expense to the people visited would be considerably reduced.
The Wilson Station, Prague, Czecho-Slovakia.
The Railway Service.
Qualifications And Opportunities.
Making The Choice.
Qualifications And Opportunities.
Making The Choice.
The following article, written by a Railway officer for the Dunedin “Star,” should prove interesting to readers of the “N. Z. R. Magazine”:—
One of the outstanding incidents in a man's life and one requiring serious contemplation is the choice of his calling. The present large scale of unemployment and trade depression emphasies the value of continuous occupation to those less favourably situated in respect of wealth, and those following professional callings seem Fortune's favourites.
Apart from the material aspect, the choice of the calling is pre-eminently important from the fact that it determines environment, and therefore influences the intellectual side of life. There are many professions from which to choose; many are old-established, and generally looked upon as providing substance and respectability, others are new and steadily establishing their prestige. Before the prestige of a profession is established it is necessary that it should reach a state of usefulness to society from which it derives popularity, the generally accepted hall-mark being the recognition of the ability and service of its members by State benefits and honours. Of the professions newly established is the railway profession, the opportunities and possibilities of which it is the purpose of this article to discuss. The transport revolution brought it into being, and its great sphere of usefulness has established it in the public favour.
It is but a few years since transport by rail was little superior to that provided by an elementary carrying concern, and its administration did not call for specialised talent, those engaged in its business being principally unskilled labourers. The swift development of the railway system and the consequent development of the various classes of traffic brought many problems to the owners and-as competition grew-it became increasingly necessary that the railway servant should be specially trained. The general employment of casual labour thus became impracticable.
The present stage of railway transportation finds highly developed systems vieing with each other in open competition for the carriage of goods and passengers, and yet collectively co-operating in the common cause of arresting and defeating the road motor competition which is menacing the very existence of the rail.
This complex situation must needs produce a levelling of the rates and charges. The inevitable curtailment of revenue necessitates a strict analysis of the cost of production, which is a prime factor in the rate fixing. To deal effectively with such conditions the railway administrator requires a deep technical knowledge based upon long experience and his previously simple calling has emerged into an interesting and engrossing profession.
In many respects the railway system of New Zealand is not comparable with the systems of Europe and America. For many years it enjoyed a freedom from competition which was conducive to monopoly conditions, but for its interests being vested in the people whom it was primarily designed to serve; but the advent of the petrol-propelled vehicle and the improvement of road services had a very appreciable effect upon its conduct and organisation. With its fifty millions of capital, it was in danger of becoming a sterile liability upon the State; but, recovering from the first shock of competition, it threw off its yoke of conversatism, adopted up-to-date business methods, and energised its resources until it can now be regarded as a prime factor in the business organisations of the country. It is certainly a progressive element in New Zealand commerce, and has attained enviable prestige by virtue of its general efficiency.
The administrative branch of the service is attracting a good type of youth with a secondary education; the favourable conditions of service and the interesting nature of the railway calling appeal to the imaginative youngster desiring scope for the expression of his ability, and not impervious to the romance of the railroad life. Applicants for the administrative branch require to be between the ages of fifteen and eighteen years, and the exclusion of older lads ensures that the special training is commenced at an early age, and that when
When a lad is accepted he serves a probationary period of three years, during which he must pass certain prescribed examinations and show himself well fitted generally for the profession; he then receives his cadetship, and from this rank graduates-according to his merits-to the various positions in his particular department. A cadet in the traffic branch graduates to clerk, station master, and to the higher administrative positions in district offices, those more fortunate and able rising to district manager, superintendent, and the higher controlling authoritative positions immediately subordinate to the central authority, the Railway Board.
Clerical cadets in the other branches have similar opportunities, whilst cadets joining the technical branches, engineering, etc., quickly rise to the position of draughtsmen, and, provided they possess the necessary qualifications, graduate as engineers. The essential entrance qualification to the technical branches is the matriculation examination.
The railway profession is now held to possess many advantages which are not enjoyed by the other professions open to those who do not hold the higher educational qualifications; the salaries are substantial and likely to improve as the service develops; the work is varied and instructive; the conditions of employment afford generous concessions, and ultimately the retiring allowances and privileges leave little to be desired.
While private employment may offer greater rewards for individual brilliancy and merit, its paths of advancement are frequently tedious and unsound; the railway service provides a steady progress, and the average man is assured of a competent income supplemented by useful privileges.
Not the least important feature of the service is its pleasant associations; there is a band of genuine friendship among its members which outlasts the term of service; the lure of the open road gets into the blood and imbues its associates with a desire to answer its insistent call.
The Lure of the Railway.
Another Transport Problem.
L. C. E. Hamann
We left Niagara on Monday, 13th July, 1925, and arrived at Toronto the same afternoon.
Toronto is a fine city with a population of 500,000 people. The University is one of the largest in the British Empire, having a student enrolment of over 5,000. The buildings are very imposing and impressive.
Our stay at Toronto was rather a short one and we left on our journey to Vancouver at 9 p.m. on Tuesday night. We travelled on the Canadian Pacific Railway Company's train. The train had a total load of 12 vehicles—900 tons. The Pullman sleeping cars are very comfortable and run smoothly. We were in the train from 9 p.m. on Tuesday night until our arrival at Banff at 8.35 p.m. on the Friday night, during which time we had travelled 2,145 miles. A dining car is run on all through trians and the meals supplied are particularly good and the service is excellent. The C. P. R. hotel at Banff (which has since been partly burnt down) was a magnificent building and up to date in every respect. As it was the height of the summer season the hotel was packed with people from all parts of the world. The view obtained from the hotel is really wonderful. In the distance are seen the high mountains, covered in places with snow, and near at hand the beautiful falls of the Bow River.
We had arranged to stay only one night at Banff. We were sorry our plans did not enable us to stay longer. The hotel was so comfortable and the place itself so wonderful that we could easily have spent some days there.
We left Banff at 12.20 p.m. and arrived at Lake Louise (distance 36 miles) at 1,27 p.m. The mountains on either side of the railway line are very high. Owing to bush fires, however, the mountains were more or less enveloped in smoke and it was not possible to get a good clear view.
Lake Louise is 5,670 feet above sea level and the air is very keen. The Chateau, Lake Louise, which is owned by the Pacific Railway Company, is beautifully situated on the border of the Lake.
We left Lake Louise at 10 a.m. the next morning and arrived at Glacier (105 miles) at 2.25 p.m. Shortly after leaving Lake Louise we came to “The Great Divide.” This is the highest elevation on the Canadian Pacific Railway and is marked by a rustic bridge spanning a stream under which the water divides. The waters that flow to the east eventually reach the Atlantic Ocean whilst the rivulet that flows to the west adds its mite to the volume of the Pacific. On the left is the monument to Sir James Hector who discovered the “Kicking Horse” pass which permits the Canadian Pacific Railway to cross the Rockies.
Formerly the section between the “Great Divide” and Field was a difficult one, the gradient being 1 in 22. By means of spiral tunnels, however, the grade has been reduced to 1 in 46. In each of the two spiral tunnels the train turns a complete circle, passes under itself and emerges 50 feet lower down the mountain.
On this journey the train also passes through the Connaught Tunnel-so named in honour of the Duke of Connaught who was Governor-General of Canada at the time of its construction. This tunnel is the longest in America measuring slightly over 5 miles from portal to portal. Prior to the construction of the tunnel in 1916 the railway crossed (through Rogers Pass), the “Selkirks” range of mountains. The tunnel
We left Glacier at 2.30 p.m. and arrived at Sicamous at 6.40 p.m. Sicamous is a favourite halting point for travellers who wish to see by daylight the wonderful canyon scenery between Sicamous and Vancouver.
On Tuesday, 21st July, at 7 a.m., we left Sicamous on the last stage of our journey to Vancouver. This portion of the journey was most interesting, the train running alongside the Lake for a distance of over 40 miles; thence almost continuously alongside the Thompson river to Vancouver. About 120 miles from Vancouver we arrived at “Hell's Gate,” a famous cataract created by the sudden compression of the river between two jutting promontories whence it escapes as through a bottle-necked outlet.
We arrived at Vancouver at 8 p.m. and stayed at the Hotel Vancouver owned by the Canadian Pacific Railway Company. It is a magnificent hotel of 15 stories and is the largest building in Vancouver. Observation cars of the open top type are attached to all Canadian Pacific passenger trains running through the mountains during the summer season, thus enabling passengers to obtain splendid views of the beautiful scenery.
Vancouver has a population of 230,000 and is the terminal of the Canadian Pacific Continental rail lines, and its trans-Pacific Steamship routes. It is the largest commercial centre in British Columbia, having an excellent (almost land-locked and fully sheltered) harbour.
After a few days stay at Vancouver we left on the Canadian National Railway Company's train for Quebec. Our first break of journey was at Jasper (3,470 feet above sea level). Jasper Park Lodge is situated about three miles from Jasper Station and is a miniature village of rustic bungalows grouped round a main lodge.
At Mt. Robson (480 miles from Vancouver), the train stops five minutes to enable passengers to view Mt. Robson, the highest pass in the Canadian Rockies. Mount Robson is 13,068 feet above sea level. It was covered with snow and was an awe-inspiring sight.
We stayed for two days at Jasper Park, our stay being a very enjoyable one.
En route from Jasper Park to Quebec, we broke the journey at Edmonton and Winnipeg. These are both important towns and are the centre of the grain district of Canada. The buildings in Winnipeg are very fine, as also are the parks and boulevards.
The journey from Winnipeg to Quebec took about 49 hours.
The Canadian National Railways have an Observation Car on passenger trains travelling through the Rockies. This car had the wireless installed thereon and it was very pleasant to sit in this car at night and listen to concerts, etc., over the wireless.
Quebec is an absorbingly interesting city. It really consists of two parts. One, the old French city, and the other the modern Quebec, the provincial capital of to-day. The Chateau Frontenac Hotel owned by the Canadian Pacific Railway Company is a splendid building and the accommodation provided is of a luxurious character. Quebec is situated on the side of the majestic St. Lawrence River. About eight miles from the city are to be seen the Montmorency Falls. These falls are 274 feet high (about 100 feet higher than Niagara). Near Montmorency Falls is “Kent House.” This hotel was built in 1778. Some years afterwards-during the time he was stationed at Quebec in command of the British Army-it was the residence of the Duke of Kent, father of Queen Victoria.
From Quebec we returned to Montreal and stayed there for a few days. Montreal, about which there is an historical atmosphere, is a very fine city and has a population of 900,000 people. It is one of the busiest cities in Canada. Montreal was established as a trading post some 250 years ago, and was, for a number of years, the chief point in the struggle between the French and the Indians and later between the French and the British. It was the last place yielded by the French in 1760. The broad St. Lawrence River forms a highway upon which large ocean steamers can safely trade to Montreal, which although nearly a thousand miles inland, is an ocean port.
We left Montreal on the Canadian Pacific steamer, “Montrose” at 11 a.m. on Friday, 7th August. The steamer went slowly down the river from Montreal to Quebec and arrived at the latter place about 8 p.m. The journey down the river was very interesting. The s.s. Montrose, a 14,000 ton steamer, passed under the famous Quebec bridge and had ample clearance. This bridge is 310 feet in height above the pillars and the total length and width are 3,239 feet and 88 feet respectively.
70,000 tons of steel were used in the construction of Quebec Bridge.
On arrival at Quebec a tug came out with passengers and mails and we finally left there at about 9.40 p.m. Shortly after midnight there was a dull thud which awakened most of the passengers. The steamer (which had run into a dense fog) struck a submerged object tearing off the rudder and damaging the oil tanks. The vessel was turned back to Quebec and arrangements made to transfer the passengers to other steamers. We waited until the following Friday for the s.s. “Montroyal,” a most comfortable boat. During the interim the company maintained the passengers on the s.s. “Montrose” and did everything they could to make the stay pleasant and enjoyable.
We left Quebec on the s.s. “Montroyal” on Friday, 14th August. When in the gulf of St. Lawrence we passed quite a number of icebergs and the air in their vicinity was decidedly nippy and cold. The passage, however, was a most enjoyable one the Atlantic Ocean being very calm, and we arrived at Liverpool on Friday, 21st August.
Banff Springs Hotel and the Bow Valley
By Those Who Like Us
From the Secretary, Marton Jockey Club, Marton, to Mr. H. W. Beasley, District Engineer, Wanganui:—
On behalf of the Marton Jockey Club, I have been requested to convey their thanks and appreciation to the Department for the great assistance rendered to the Marton Jockey Club by the erection of the loading bank at the Marton Station and also to thank the staff for the expeditions manner in which they handled the transport of the racehorses and traffic on race days. Their assistance was very much appreciated by the owners and the Club.
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From the hon. secretary Courtenay-Paparua Ploughing Match Association, Halkett, to Mr. L. A. Lee, Stationmaster, Kirwee:—
On behalf of our Association I wish to express to you and your staff our grateful thanks for the excellent manner in which you handled our ploughs, etc., at Aylesbury station, during our recent match.
I also wish to express my personal thanks for your valuable assistance both before and after the match.
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From the Hon. Secretary, Lincoln Ploughing Match Association, Springston, to the District Traffic Manager, Christchurch:—
At a recent meeting of the Lincoln Ploughing Match Association a resolution was passed placing on record the promptness and courtesy of the Railway officials in connection with carriage of ploughs to and from our recent match. Special reference was made to the services of Mr. Dallard, Stationmaster at Springston, who was untiring in his energy to help the Committee in every way. On behalf of the Committee, I thank you, Sir, for your kindly consideration and thought for our Ploughing Match needs.
From Franks & Smith Ltd., Motor Haulage Contractors, Hunterville, to Mr. H. A. Penn, District Traffic Manager, Ohakune:—
I wish to convey an expression of thanks and appreciation to your Department, especially to Mr. Coleman, Stationmaster, and his staff at Hunterville for the manner in which we were treated in connection with the contract just completed of 3,500 cubic yards of metal railed to Hunterville for us, on behalf of the Rangitikei County Council. It is a pleasure to do business with such obliging and painstaking officers.
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From Crust & Crust (N. Z. Carrying Company), Dunedin, to the Railway Board:—
We are writing to express our appreciation for the courtesy and attention extended to us when we consigned a line of furniture from Palmerston to Queenstown, and a return line from Queenstown to Dunedin.
We pointed out to your Department that we would be sending our packers, and would require the furniture to arrive at the same time as they would, and from the attention that we received at Dunedin, Gore, Lumsden, Kingston and Queenstown, we feel that we would like to express our appreciation on the way the Department helped us by giving quick despatch at the various points. Particularly we would like to mention the services of the captain and crew of the s.s. “Mountaineer” for their very careful handling of the furniture on Lake Wakatipu.
In the past, we have always been a little uncertain as to what amount of protection, by way of packing, was required for the steamer journey between Kingston and Queenstown, and now we know that lines such as these get the very best of consideration in the handling.
The up and down journeys of both lines of furniture were received at their various destinations, without a scratch or mark, which speaks well for the handling on the railway and on the steamer.
A. S. Henderson
The Locking Plate.
The designing of the locking plate is one of the few relaxations permitted to the signal expert.
The correctly designed locking plate provides that the signal and points levers have their movements so controlled and their grouping so selected that no signal lever can be pulled to “clear” unless the correct route is set, no shunt can be signalled unless provided for, no two conflicting movements can be signalled together, no facing point can be left unlocked on the ground for a train route, and no trap point left open on the road signalled.
Electric Tablet Machines
Some half dozen different types of locking are in use in New Zealand, but the form known as “Tappet locking” has gradually ousted other competitiors, both for mechanical and electric machines, having proved in practice to possess those qualities of flexibility, strength, durability, and simplicity, that are necessary for a first grade safety appliance in railway working.
A Tappet locking plate appears on a mechanical machine as a wide shelf supported by brackets bolted to the frame of the machine and extending the whole length. The shelf consists of parallel troughs like a series of channel irons with their open sides upwards. In these troughs steel bars called “bridles” lie side by side. Rivetted to the bridles are triangular pieces of steel called “dogs,” the dogs on one bridle forming a combination which, when that bridle is moved along the trough, locks up a series of levers. The levers are brought into relation with the bridles by flat lengths of iron (“Sword irons”) pivoted on each lever, and as the lever is pulled, these slide at right angles across the bridles through grooves cut in the sides of all the troughs. These sword irons, therefore, lie across the path of the dogs rivetted to the bridles and have triangular notches cut in their sides into which the dogs fit when a bridle is moved (and the sword irons are in the correct position).
Each bridle is operated by one of the sword irons. In the normal position of the lever (and its attached sword iron), the driving dog stands in its notch. Upon the sword iron being moved, that dog is forced from its notch and so its bridle (armed with a series of dogs) engages the sword irons of conflicting levers and locks them until the operating lever is restored to normal.
Signals.
The principal considerations are location and visibility.
Location means correct interval to allow of accommodation and train control; a situation where the best view is obtainable both by driver and signalman; a correct placing behind fouling points of conflicting routes; and protection for watering engines, etc.
Visibility means correct aspect in the case of bracket or gantry signals in relation to both height and spacing, to indicate divergent routes. The height of signals and the placing of shunting signals on posts where advisable also comes under this heading.
Facing Point Locks.
On all train running routes, at interlocked stations facing points are provided with a lock consisting of a plunger which locks the switches in either position as required before the signal governing that route can be set to clear.
A bar lying parallel to and alongside the rail is part of this lock, and this bar is required to rise above rail level in the act of locking or unlocking the points. It is long enough to cover any vehicle wheel base and so the points cannot be unlocked while any vehicle is passing.
Trap Points.
Generally a single rail trap point is used to protect running roads from vehicles left standing in sidings being blown or wrongly pushed from the sidings. As the normal position of such traps is open for the derail, such vehicles become derailed at the trap.
Shunting Signals.
A shunting signal consists of a round target either on the ground or elevated on a post. One shunting signal may indicate several routes, and appropriate locking is provided for each route. The intricacy of the locking plate is mainly due to the necessity for providing the maximum freedom of shunting movements consistent with safety, and alternative combinations of locking must be provided which become effective according to the routes set and the shunting signals used together. Such special locking combinations are collectively known as “permissive” locking.
Shewing distant control of motor-worked points. The signal cabin is seen beyond the water-tower.
Electric Interlocking.
As previously stated the essential difference in principle from mechanical interlocking consists of the interlocked area being track circuited, enabling automatic protection of running roads to be effective for train running movements. Shunting, however, can be given only a certain measure of automatic protection, on account of the necessity for the greatest flexibility in this work and the proved value of giving the trained signalman a certain amount of freedom.
As in Mechanical interlocking, the locking plate is the chief agent in preventing conflicting movements of signals, points, etc.
There is no mechanical connection between the interlocking machine and the points, traps, signals, etc. The operation of these units is affected through an electric circuit controlled by the lever. The points are moved by a motor, embodying a facing point lock and detecting devices, the motor being placed at the points.
Current cannot be supplied to operate the motor if a vehicle is standing on the points fouling the track and also any wrong adjustment or breakage of the permanent way will prevent the motor from operating until the defect is remedied.
Running signals, whether of “colour light” or motor worked arm pattern, are operated by electric circuits which are “switched in” by the levers in the cabin.
A signal operating circuit, in addition to passing through contacts on its own controlling lever, passes through contacts on all points levers used in setting up the correct route and also through the relay contacts of all tracks which will be fouled on that route.
All these contacts must be in the correct position or the signal will not clear.
Shunting signals are controlled in the same way, but their operating circuits do not always pass through the track relay contacts, as it is obvious that, in shunting, an engine may require to pass to an occupied road. The power required to operate the various units and instruments used is supplied from a transformer centrally situated or several transformers are provided at convenient points if the yard is over 24 chains in length. Main feed wires tapping these transformers are led through the yard, and current is drawn from these at convenient points (known as relay box locations) and at the signal cabin.
All the roads in the interlocked area are electrified and divided into separate tracks, so that each pair of points is situated in its own fouling track and, where points fouling tracks do not adjoin, the road between them is a separate track. All these tracks are shown on the illuminated diagram in the cabin, each with its own light which goes out when that track is occupied or fouled. The signalman can thus see at a glance the condition of his yard and can note whether his approach or departure tracks outside the station are occupied. The wires required for all this control are laid in wooden trunking throughout the yard and connected up to the various units at the cabin or in the relay boxes placed at intervals through the yard.
What Purpose Do They Serve?
Shortly before last Christmas, the Board decided to adopt a new method for indicating the position of brakes on wagons. Since then, as vehicles have been worked through the shops, they have been branded with white targets at each end to assist shunters in their work.
These targets differ in size and shape according to their position in relation to the brake. Thus, at the “brake” end of each wagon a small white square target (7in. × 7in.) is placed on the wagon end above the brake handle. This can be seen from a considerable distance by pointsmen and brakesmen. In the shunting yard, where rapid movement and quick decision are essential, it tells them at a glance that the brake is on that end of the wagon and on that side of the track.
On the same side of the track as the brake handle but at the opposite end of the wagon, a space (2ft. × 9 in.) on the buffer beam is painted white to indicate that the brake is at that side of the wagon but at the other end.
Why, it may be asked, is a target or other indicator at the brake end of the wagon not sufficient for all purposes?
The answer is that, when a wagon is approaching with the non-brake end leading, although the absence of an indicating target tells that the brake is at the opposite end, there is no guide in sight to tell the shunter at which side of the wagon the brake is located. It is for this purpose that the large target has been introduced.
Thus, when breaking up rakes of wagons, upon looking at an approaching truck, the brakesman knows from the target in sight exactly at which of the four corners of the wagon the brake handle is to be found.
The small white target means-brake at this end and on this side of wagon.
The large white target means-brake at opposite end but on this side of wagon.
The new system is receiving much approval from the men actually engaged in shunting work, its practical value being particularly useful when cutting up long rakes of wagons. Some such system would in any case be required when manipulating a hump shunting yard such as that at Middleton (Canterbury).
Things We Like to Hear.
“Two U. G. wagons left Wanganui on Monday with Walter Rayner's team, consisting of Mask, Lysander, Damaris, Covent Garden, Thaw and Episode, while another member of the party was Alloway, whose owner-trainer, Mr. L. G. Paul will leave for Auckland to-morrow (says the Wanganui Chronicle of 21st September). Three horses, Freehold, Laughing Prince, and Ruanui left Fordell on Monday afternoon on an earlier train for Marton where they would join the Auckland Express, which took five U. G. wagons on Monday night's trip. The manner in which the Department is catering for the needs of owners and trainers has met with approval on all sides and the opinion has been freely expressed that never before has the carriage of racehorses to and from the Wanganui meeting been carried out with greater despatch and, incidentally with so much satisfaction to those concerned, than was the case with the fixture two weeks ago. On that occasion there was a larger number of visiting horses than Wanganui has had for many a year and the transport arrangements gave every satisfaction.”
Brake at opposite end, but on this side of wagon.
Brake at this end and on this side of wagon.
Middleton Marshalling Yard.
Before this yard (which is to give New Zealand its first “hump” lay-out for shunting) could be passed for use, very careful tests had to be made to ensure that the grading and electric control facilities were suited to the principal types of rolling stock. These photographs were taken during the period of the trials.
(1) Group taken during Hump Yard trials. (2 and 3) Timing wagons over Hump. (4) Shunting Staff. (5 and 6) Wagons passing over Hump (Marshalling Yard in background).
Safety Firt
Royalty's Interest In Safety First.
His Royal Highness the Duke of York's interest in the Safety First movement is well known. After acting for three years as President of the London Safety First Council, he graciously consented to become Patron of the National Safety First Association-an organisation which numbers amongst its vice-presidents some of the most noted men in British industry and public life.
The third annual report of the Association which is just to hand, besides containing ample evidence of the steady progress of the Association's work in the field of industrial and public safety, contains a report of the Duke of York's appeal at the last annual dinner. In the course of his speech, the Duke affirmed the principles of Safety First to be “common sense and thought for others; principles which, if well and truly applied, would go far to solve, not only the accident problem, but many other ills from which all nations were suffering.” He went on to say that by training people to think more deeply before they acted the Association would be helping to prevent accidents ofother kinds than those which figured on their programme. “Let me” concluded the Duke “remind all my listeners that this is a sound, common-sense movement for the preservation of life and limb. There can be no nobler ideal; no higher form of service.”
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Carelessness.
In her recently published and very interesting “Lay Sermons” Margot Asquith, the distinguished wife of Britain's former Prime Minister, makes the following important observations on carelessness: “If you probe the matter at all profoundly,” she says, “you will find half the troubles, most of the accidents and many of the catastrophes come from carelessness. Carelessness is a difficult word to analyse. It belongs to no particular category, and may be found equally distributed among the clever and the stupid, the weak and the strong, the drab and the famous and men who have or have not got either character, intellect or soul. It does not come from lack of intellect; some of the most profound thinkers, the most learned philosophers, and the greatest professors have been notorious for their absence of mind.”
No one is perhaps more constantly reminded of the truth of the widespread nature of carelessness (and of the price that has to be paid for it) than the railwayman. It is the recognition of this flaw in the mental constitution of man which is at once the justification and the inspiration of the “Safety First” movement. By concentrating on this problem of carelessness as the primary cause of accidents-to ourselves and others-we are performing a service which brings benefit to ourselves, our families, our fellows, to the Department we serve, and to the community as a whole.
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Safety Flags.
The methods adopted by progressive railways for promoting safety amongst their employees are as interesting as they are varied. Safety competitions between one department and another, safety talks and discussions on the subject of accident prevention, and the extensive use of safety posters designed to feature in a graphic manner dangerous practices which should be avoided, are some of the methods employed. A variation of the safety competition method, and one which is calculated to achieve good results, is the recent provision by the New York, New Haven and Hartford Railway, of flags, on which the words “No accidents this month” are printed, the flags being raised over each shop and engine-shed on the system on the first day of each month. When an accident (as defined by the Interstate Commerce Commission) occurs in any shop or engine-shed, the flag is immediately hauled down until the first of the following month.
Studios Art Work.
Among the visitors to New Zealand by the “Franconia” last year was Mr. Emil Bommer of New York.
Mr. Bommer is a manufacturer in that city, and controls a large iron trading concern. During his travels over the New Zealand Railways his attention was attracted by one advertisement in particular, and he sent the subjoined sketch and request (written on the back of his business card) to the Officer in Charge in order to mark his appreciation. He also called at the Studios to personally congratulate Mr. S. Davis, the artist responsible for the design, which he considered to be the finest he had seen in all his travels.
Coolidge.
With the object of stimulating interest in the work of the Safety Section of the American Railway Association in educating the motor driving public to exercise the utmost caution before driving over level crossings, President Coolidge recently made an appeal to all concerned in a letter sent to the Chairman of the Association. The letter, which bears the date March 24th, 1927, refers to the “important and creditable task” with which the Association is occupied in its endeavours to lesson the number of fatalities and injuries at level crossings throughout the United States.
The loss of 2,492 persons, and injuries to 6,991 others in the year 1926 in crossing accidents (says Mr. Coolidge), demonstrates the need of more care and caution. “Unquestionably the railroads must be required to give ample warning of the approach of trains to highway crossings, and throw around the highway traveller at such crossings suitable safeguards, appropriate to the volumn of traffic.
“With equal force there must be public recognition of the need of a very high degree of care on the part of motorists approaching and passing over railroad crossings. If that care which prudence dictates is exercised at crossings by all users of highways, then we shall surely curb the increasing tragedies… It is my earnest wish that all motorists…. exercise that skill, judgment, and caution which assures safety at grade crossings.”
The railway injunction to “Stop, Look, and Listen!” before driving or walking over a level crossing, offers a surer guarantee of safety than crossing gates, or mechanical warning devices. It is all to the good to have the lesson of caution in this important matter so strongly stated by the President of the United States.
Sir Henry Thornton Thanks the Staff.
Thus Sir Henry Thornton, Chairman and President of the Canadian National Railways:
The directors feel that the remarkably good operating results obtained in 1926 could not have been attained except through the wholehearted efforts of officers and employees working in thorough harmony for a common cause, and are very glad to acknowledge the inestimable value of the excellent esprit de corps which obtains throughout the system, and to express their thanks for the loyal service rendered by officers and employees.
H. Haydon
A Tarpaulin may seem, to most people, a small thing in the equipment of railways, but it is a very important and indispensable article.
Great care must be exercised in the manufacture of tarpaulins, first by securing a suitable canvas and dressing, and then by good workmanship.
Canvas for tarpaulins must be of first class quality, carefully woven with a good yarn (preferably of long flax, free from admixture of any other fibre) and should count not less than 26 double threads in the warp, and 26 single threads in the weft, to the inch. Strips of canvas lin. wide by 20in. long, between the points of tensile, must, when tested, bear a strain of 300lbs. in the direction of the warp, and 350lbs. in the direction of the weft.
After a suitable canvas has been secured, the next question is a suitable dressing. After considerable experiment it has been found that a black dressing is most suitable. A black dressing is now being manufactured by the Department and is at present in use. It has been found to stand up to service conditions very well, making a good, light, flexible and durable tarpaulin.
Now we have a good canvas and dressing, the next important operation is the manufacture of tarpaulins.
The canvas is passed through a dressing machine which dresses it on both sides and squeezes out the surplus dressing. The canvas is then hung up to dry, and, when dry, is taken to the sewing machinists.
Special sewing machines are used for the manufacture of tarpaulins, and are equipped with double needles so that when sewing the cloths of canvas together they sew two rows of stitching in the one operation.
Care must be taken to see that the machines are in good working order, and adjusted so as to give the best possible results, and the operator must be qualified to run his machine so that a thoroughly good job may be turned out.
After the sewing machines have completed their operation the tarpaulin goes to the grommeting machinist who sews in the rings; he then hands it over to the sailmakers, who splice in the ropes. The tarpaulin is then ready for the dressing board to which it now goes.
The tarpaulin is stretched on the dressing board and is dressed by hand in order to make a good watertight job, special attention being given to the seams. The tarpaulin is then hung up to dry, branded, and, when thoroughly seasoned, issued to the traffic for use.
It will be seen that the manufacture of tarpaulins is an important work; the cost is considerable, and great care must be taken to make a good reliable, and waterproof job of them. Without this attention goods are liable to be damaged, entailing compensation.
Now this brings me to the point of this article, namely the amount of damage done to tarpaulins when in use.
It does not appear that enough care is taken with tarpaulins, considering their cost, and the amount of care and consideration devoted to
New tarpaulins that have been damaged by careless use.
Doubtless this damage could be very much reduced if not entirely avoided by increased care. Being a heavy item of expenditure it is in everybody's interest that greater care should be taken of them in order to reduce the expenditure on repairs.
A few Don't for Tarpaulins:—
Don't drag a tarpaulin off a load by main strength, and so tear it on the sharp corners of cases, etc.-ease it up.
Don't use tarpaulins for dropping cases on, to save the cases,—have a sack filled with straw handy.
Don't put a tarpaulin on the floor of a wagon and load heavy goods on top of it.
Don't sheet a partly full wagon so that the sheet will form a pond for water. Load and sheet wagon so that the water will drain out at the bottom of the door.
Don't roll up tarpaulins when they are wet, or they will soon go mouldy and rot if left for any length of time.
Don't forget that tarpaulins, together with all other railway equipment are your own property, so protect your own property.
Popularising New Zealand.
The possibilities of New Zealand as a holiday resort (says the Railway Gazette) are becoming more apparent every day, thanks very largely to the enterprise and skill shown by the Government Publicity Office in Wellington from whom we have just received a welcome batch of four new publications specially designed to impress the prospective tourist and sportsman with the exceptional advantages offered by the “Paradise of the Pacific.” One of these, that bearing this apt description as a sub-title, is of the most artistic character, its colour pictures being particularly charming and demonstrating to the full the contention that “New Zealand has striking scenic contrasts.” In the second, but less elaborate publication, full justice is done to the Dominion's far-famed Alpine wonders, the letterpress being from the pen of Mr. Arthur P. Harper, F. R. G. S., an authority on the subject. The third publication deals with New Zealand purely from the sportsman's standpoint and contains many fine illustrations; while the fourth relates more particularly to the Dominion's industrial, agricultural and pastoral conditions. The last named runs to 104 pages, the illustrations and good printing being notable features.
View of new Tarpaulin Shop, Addington.
Wit and Humour
Vagaries.
An English society journal reports that “The bride was charmingly though becomingly dressed.”
From a Michigan paper: “She was left a widow through the death of her husband.”
Personal in society column of an Iowa journal: “Mrs. Coulter, being confined to her bed, will not be at home this Thursday as usual.”
An Omaha paper remarks: “From evidence which they have gathered, the police believe the murder was the work of local talent.” An Atlanta paper informs us that “Mrs. Henn has laid a cement sidewalk on Savannah Avenue.
From the Evanston News: “The engagement of Miss Margaret Roesing, daughter of Mr. B. Roesing of this city, has been announced to Arthur Croxton.” Wonder how Arthur took it!
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Backing the Iron Horse.
Railway interest in “The Sport of Kings”
The “Safety First” Instinct.
A hotel manager coming along the corridor saw the “boots” kneeling on the floor cleaning a pair of boots outside a bedroom door.
“Haven't I told you that you are not to clean boots in the corridor, but to take them down stairs?”
“Yes, sir,” replied the “boots.”
“Then why are you doing it?”
“Because the man in this room is a Scotsman, sir, and he's hanging on to the laces.”
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Inside Knowledge.
Teacher (to geography class): “Can you tell what Isle is noted for its great internal improvements?”
Small boy (triumphantly): “Castor Isle.”
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Reciprocity.
At a Christmas dinner in London a distinguished professor was called upon to speak. The host in introducing him said to the guests: “You have been giving your attention so far to a turkey stuffed with sage. You will now please give your attention to a sage stuffed with turkey.”
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Schoolboy Humour.
R. S. V. P. means “Received same very prompt.”
Doldrums are a series of high rocks near the Equator.
An Indian reservation consists of a mile of land for every five square Indians.
* * *
Genuine.
Guest: “Waiter, did you say that this was genuine turtle soup!”
Waiter: Yes, sir. It is made out of the water of a pond here in which a turtle was kept last summer.”
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Distinctly Practical.
In a first class carriage in Germany an Englishman was observed to put his head out of the window. The train was going fast and a sudden gust of wind blew off his hat. He at once took his hat-box and hurled it after the hat. Then he sat down and smiled on his fellow passengers. The Germans roared with laughter and said: “You don't expect your hat-box to bring back your hat, do you?” “I do,” said the Englishman. “No name on the hat. Full name and hotel address on the box. They'll be found together, and I shall get both. Do you see now.” Then those Germans subsided and said they always had considered the English a great and practical nation.
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Fertile Soil.
It is said the soil of Arizona is so fertile that if you plant a tenpenny nail there, it will grow into a crowbar.
Fashion Notes
A Quickly Made Apron.
With a 27 in. square of cretonne and a few yards of bias tape the little apron illustrated can be made in a few minutes. It could also be made of coloured linen or unbleached calico with a design worked in the corners.
Wellington Railway Ladies' Rifle Club Notes.
The shooting season is now concluded and will re-open sometime in April next, when, it is hoped, the interest displayed this year (combined with that which will no doubt be shown by new members) will result in an even more successful year than the one just ended.
The championship of the Club resulted in a very close finish, so much so, that it was necessary for a shoot-off for the honour. In this final shoot Miss Armstrong won from Miss Carr by a few points. We have to congratulate these two young ladies on their very consistent shooting during the year. It is pleasing to record that they were second and third respectively in the “aggregate” for the year in a competition for ladies in the Wellington district. Taking into consideration that this competition includes all the ladies who have taken up shooting for quite a number of years our two representatives have done remarkably well to finish so near the top of the list.
Miss Minogue should have been further up the list but she left her run of good shoots too late. This young lady can shoot straight when she wants to as is evidenced by her last few shoots with the “A” grade.
The other members are still “triers” and it has not been their fault that the “bull” does move a little.
We are looking forward to next year when we hope to keep some of the “old timers” thinking.
The Rifle Club held their “Wind up” dance on Wednesday, 12th October. The hall was crowded, the orchestra good, and everyone seemed to have had a most enjoyable time.
Merrie Partie Club.
On 15th September, a very pleasant dance was held in the “Old Navals Hall” by the “Merrie Partie Club.” The gathering was the outcome of an endeavour by five boys and five girls to bring about closer social fellowship between the younger members of Head Office.
A gratifying number (about sixty-five couples) attended the dance, and judging by the enthusiasm aroused, they spent a most delightful evening.
Novelty dances (such as confetti, twilight, balloon and chain) were enjoyed by all.
The orchestra was untiring in its efforts to help towards the success of the evening.
Light refreshments were served by the committee. Dancing continued until 12 o'clock at which hour a very enjoyable evening was brought to an end.
Recipes.
Peter Cooper Coffee Cake.
Ingredients:
Two-thirds cup sugar.
Two-thirds cup sweet milk.
1 egg.
2 tablespoons melted butter.
2 cups flour.
2 teaspoons baking powder.
Mode:
Melt butter, add sugar, egg, milk, then flour sifted with a pinch of salt and baking powder. Bake in moderate oven for thirty minutes. Sprinkle sugar and cinnamon on top before baking.
Training a Dog.
Mr. F. Roberts of Epsom, whose interesting model railway was described in a recent issue, writes recalling another incident in the life of Guard Sam Cameron, whose daily round on the New Zealand Railways seemed to consist of just one humorous incident after another.
When Cameron was busy one day loading the van of a long mixed train at Mercer, a Maori came hurrying along to join the train, bringing with him the usual Maori mongrel dog moored at the end of a long chain. He handed the chain to the guard, with the remark: “You train him to Pokeno.” Cameron accordingly tied up the dog to the van handrail while he finished loading up. Having completed this work Sam blew his whistle for the driver to start and then gave his attention to the “kuri.” As the Maori's destination was the next station Sam evidently intended to take the dog in the van instead of wasting time putting it in the dogbox. But seeing the owner watching him anxiously from the front carriage and gesticulating wildly lest his “kuri” should be left behind, Sam-just as the van started to move-nonchalantly tied the dog chain to the rear end of the van, and himself jumped aboard.
The track for some distance was good between the rails, so before the train had attained much speed Cameron opened the back door of the van, leaned out, and lifted the dog inside, where it lay down quite contentedly until the train neared the next station.
In the meantime, in his capacity as guard, Sam went through to the carriage to collect the Maori's fare. One can just imagine the frenzied state of the Maori who, as the train rounded the first curve had seen his poor dog trotting along behind the train just before it began to gather speed.
Cameron, knowing that the dog was safe, was quite unconcerned, nor was he troubled about his own fate at the hands of the Government when the Maori had finished telling of all the things he was going to do about it. By this time the train (approaching the dog's destination) was slowing down. Returning to the van, Cameron dropped the dog on to the track where he ran along happily until the train stopped. Sam then walked leisurely to the back of the van, untied the chain and, handing it to the now thoroughly amazed Maori, passed a remark about the railway test for a good pedigree.
If that Maori is alive to-day he is probably still talking about his pedigree dog that streaked all the way from Mercer to Pokeno tied to the back of the van.
Tractor in Railway Service Taranaki District.
In Wairakei Valley. Varied thermal activities.
The enterprise of the New Zealand Government Railways in providing for the comfort and convenience of the travelling public of the Dominion is recognised as the basic factor in the success of its ever-increasing tourist traffic. No more outstanding example of its initiative has been shown than in the trip to Rotorua provided last month.
To bring the most wonderful thermal region of the world within week-end reach of the population of Wellington, 428 miles away, at a cost of some three farthings a mile, was surely unique in railway enterprise. For it must be remembered that the scenic attractions of the North Island mean grades that make the operating cost of the trip greater than would be the case in almost any other country. Besides the 2,600 ft. of elevation reached on the Raurimu spiral and the 1,900 ft. climbed on the Frankton-Rotorua branch, there were many trifling eminences-such as the Paekakariki hill and the Johnsonville gradient-which helped to add to the cost of train operating. But the aim of the Department seems to be to make excursions by rail as popular in the north as they have proved on the Arthur's Pass trips in the south. This has made the fares look, by comparison, ridiculously cheap for the distance.
A glimpse of the Sanatorium Grounds, Rotorua.
The train resembled the “Limited,” in its make up and schedule, and was drawn by an Ab type of engine.
About 200 persons made the trip, of whom one third were first and two thirds second class passengers—150 travelling from Wellington.
Leaving Wellington at 4.30 p.m. on Friday, the train arrived at Rotorua at 8.30 a.m. on Saturday, and leaving Rotorua at 5.50 p.m. on Sunday evening reached Wellington at 8.55 a.m. on Monday,—sufficiently early for some of the passengers to dive into their offices in time for the commencement of the week's work.
The arrangements for the comfort of passengers were as complete as it was possible to make them and there were no complaints. A feature of the well planned trip was the forethought exercised in the matter of accommodation at Rotorua. It was possible to secure this through the Central Booking Office, where particulars regarding all the standard trips in the Rotorua wonderland were also available. The result was that upon arrival at their destination passengers moved off as though at home, and in three minutes the station platform was deserted. Luggage arrangements were also perfect, and in the case of the return trip this was noticeable in the short time passengers allowed themselves to get to the station from their hotels, yet not a parcel went astray.
The train fares for the full return distance were £3 5s. 8d. 1st class and £2 4s 9d 2nd class. This did not include accommodation or any trips or expenses incurred at Rotorua, but the fares charged were such that the statement that most places of interest could be seen for a total of £5 was fully justified.
The merry crowd that assembled at Thorndon station was by no means comprised of New Zealanders alone, as Australian visitors, including five ladies, took advantage of the uniquely rapid run to Rotorua which gave them the opportunity of catching the Australian boat the day they arrived back in the city.
Well supplied with descriptive literature and Rotorua itineraries, full of joyous anticipations of the delights to come, the passengers, fortified by pillows purchasable on the platform, and cartons of provisions, gave themselves up to the fascinating occupation of getting to know each other and discussing the possibilities of the trips they had planned. Long before dusk had shrouded the misted outlines of Kapiti, the raindrops on the windows were forgotten in newfound friendships, and pleasant anticipations. Palmerston North and tea afforded a welcome diversion, necessarily brief. By eleven o'clock everyone was well settled down, and though a few enthusiasts kept awake in the hope that the moon would emerge to show Ngaruahoe in its crystal snow-capped brilliance, or divulge the tortuous mysteries of the Raurimu spiral (both
There is something almost adventurous to the ordinary citizen in travelling all night in order to go sightseeing all the next day, but whatever the memories of the night, they were effectively dispelled by the splendid panorama of Lake Rotorua opened up when the train began the descent of the last hill. Quite a preponderance of the passengers were ladies, so that it was only natural that the tidying up process was rather more noticeable than usual, but hurried toilets and scurried titivations were barely complete when the arrival at the pretty Rotorua railway station announced that the tourists had come into their kingdom.
Terrace formation Rotorua.
Rotorua lay open to the visitors who received concessions on nearly all charges, and-as though this were not enough-a reception committee arranged by the Town Clerk waited on the platform to give advice and assistance.
One might spend a month in Rotorua and not see it all; indeed if a month's stay were permissible less would probably be seen than in a few days, because the delights of rambling lazily amongst its inconceivably varied charms and appreciating the many scattered infernos in miniature set in the most incongruously beautiful surroundings might grow to the exclusion of the energy necessary to become a true sightseer. So much of the wonderful thermal activity of the district is to be seen almost within the limits of the pretty little town, with its interesting lake foreshore, that frequent visitors, who have of course seen all the big trips, set the fashion of ignoring them. That is all very well for these blasè persons, but it did not suit the excursionists, who were all agog to cram their two days with experiences they might never have the opportunity to repeat.
Fleets of heavy five-seater motors, spotless and comfortably upholstered, as unlike commercial transport vehicles as is possible to imagine, sedately and noiselessly rolled up to the various rendezvous, and engulfed those vigorous ones who had to make an early start for the Government “Round Trip,” or the equally strenuous trip to Wairakei.
The day was not very promising, and quite a number who had, perhaps, wisely decided to see one thing thoroughly, even if it were only the native village at Ohinemutu, stayed behind, but more than half the visitors were carried off into the tumultuously torn and shrivelled districts of the great eruption, where the weather, on the whole, treated them kindly.
Silent motors bound for Waimangu, slid past the fussy little village of Whakarewarewa with a “you will do to fill in half an hour this evening” look, while others on the same road turned off round Rainbow mountain (which looks like a gaudy terra cotta ornament that has run in the firing) on the way to Wairakei. Others went in the opposite direction to Wairoa, where the buried village still shows the awful fate of the inhabitants, passing the famous Green and Blue Lakes on their way to cross the Waimangu party on Lake Rotomahana. All the trips in the vicinity were covered by one or other parties from Wellington. Fairy Springs, with its pellucid pool tenanted by thousands of trout, which come up from the lake to revel in the purity of the water much as the city man seeks the hill top for a little fresh air, is a delightful spot, and those who chose Whakarewarewa with its Maoris had the advantage of seeing every form of thermal activity in compact compass, while the Government Gardens, with its tiny perpetual geyser working overtime, more trout, and the famous baths, fed chiefly from a deep boiling pool in the middle of beautiful plots and lawns, was visited by all.
Those who drove comfortably away through the rounded hills, capped with tiny white cabins where lonely forest look-outs watch for fires in
Those who imagine that all is blasted and burnt in the regions of eruption are much mistaken, for Nature in this warm atmosphere soon heals her wounds, and the most beautiful and delicate native growths are already covering the bare places.
The completeness of the great eruption has buried its victims deep. It is easier to realise the event from the rusted remains of the buggy at Wairoa, beneath which refugees vainly tried to shelter than from the statement of a guide that thirty-nine Maoris and their village lie fathoms deep below the surface in another bay on Lake Tarawera. The upheavals are too big for the mind to grasp.
Placid and beautiful, bordered by magnificent tree ferns and bush, the Green and Blue Lakes offer a lovely contrast on the way back. The view of Rotorua from the top of the hill is most picturesque.
Wairakei, where the geyser plays every eight minutes, has a host of other similar busy little workers, each with its own “turn,” as important and jealous as the variety artists of the stage. The churning water in one geyser gives the impression of a paddle wheel. Another snorts explosively all the time, but never rises more than a foot or two, and at “Hell's Gates” two or three attractions of a beautiful nature are grouped. The Champagne Pool, of vivid blue, which creams and foams, is a lovely but infernal spot. The whole lies in a pretty valley.
On this trip also lie the majestic Aratiatia Rapids, where the whole force of the Waikato River is dammed into a shaggy forest rift, in places not half a chain across, and the tortured waters cream and surge in mad eddies against the jutting crags, tearing past at motor car speed. A day could be spent letting the vision of this magnificent riot of milk white froth and cerulean blue flood seep into the understanding; but beyond there are the Huka Falls, where the river is even narrower, and where the speed of the racing flood is such that it shoots straight out for five or six feet before it has time to fall, and time was going. Further on lies Taupo, like an inland sea, fifty-six miles from the starting point at Rotorua. On this road lies the beautifully wooded Wairakei Hotel. None need starve while sight-seeing at Rotorua, nor need morning or afternoon tea be relinquished. Coming back from Wairakei there is Waiotapu, with the finest terrace formation in the district, sulphur deposits, and thermally wrought chasms, and a geyser which plays when soaped.
Both these trips were done by many of the party, all of whom were as fresh as paint after a night in Rotorua, and some even found time
With such experiences to treasure for the years ahead nobody worried about the trip back, which was accomplished on time to the minute.
The success of the trip was largely due to Mr. W. A. Marshall, of the Railway Commercial staff, who personally made the trip, and saw to it that everyone received their due on the train in the way of attention and the straightening out of the little troubles that beset the travelling public, besides seeing that scheduled arrangements at Rotorua were adhered to.
An Australian lady who made the trip was delighted. “I come from away in the north of New South Wales,” she said, “and I have to make a trip of 400 miles to get to Sydney. I have spent so many holidays at the Blue Mountains and the Jenolan Caves that I thought I would like a change. This trip has been wonderful. It is a lovely country, and Rotorua is something I would not have missed for anything. I could not have come except for these quick trip arrangements, as my boat sails tomorrow.”
Inquiries as to whether the trip would be repeated were frequent on the return journey, and all those approached stated that they had thoroughly enjoyed the excursion.
Magazine Appreciation.
Speaking in the House recently on the 1927 Railway Statement, Mr. Allan Bell (Bay of Islands) said:—
“Some criticism has been levelled at the Railway Magazine,” and I think some mention was made recently of the cost of it. I wish to say that I think as far as the Railway Board is concerned that publication is one of the finest things they have done, because it has been the means of creating great interest amongst the staff, and not only among the staff, but amongst people outside. The newspapers all over New Zealand are continually publishing extracts from that excellent journal. I sincerely hope that although it costs a considerable amount of money that the publication will be continued.”
The Men Who Keep the Way.
The excellent custom of the old North Eastern Railway in Britain of holding a competition for a cup or other prize for the best maintained length of track, has been reviewed by the directors of the present Company, the London and North Eastern. For the best inspector's division on the line the directors are awarding a cup and a gold medal; whilst the engineer of the Company is awarding a cup and a gold medal for the best ganger's length. The platelayers of the winning gangs are included in the recognition, each individual platelayer receiving a silver medal.
Excursionists at Waimunga (outside the accommodation house which was ruined by Frying Pan Flat eruption).
Making up Lost Time.
Under the above heading the General Manager of the Great Western Railway in a recent message given through the medium of the Company's Magazine comments as follows:—
Travellers of all classes, interests and temperaments have one common characteristic; they all dislike a late train. even passengers upon whose time there is no great call have been known to become very irritable if their train reaches its destination a few minutes behind time, and those who have friends awaiting them, or urgent appointments to fulfil, are naturally far from pleased when trains are late.
The staff can do much to enhance the Company's reputation, and to minimise complaints of late running, by setting before themselves a high standard in time keeping of trains, and making constant effort to achieve punctuality.
Recognising this fact, the Chief Mechanical Engineer and the Superintendent of the Line have issued the following notices to enginemen and station staff respectively:
When trains have been delayed and are behind time, every effort should be made to arrive at destination punctually by running at less than scheduled time where possible, but all speed restrictions, both permanent and temporary, must be strictly observed.
When trains have been delayed and are behind time, every effort should be made to reduce the time allotted for station work in order that trains may reach their destinations to time.
It is hoped the response of the staff will be reflected in an increased number of punctual arrivals being recorded in the Company's train services.
The making up of time on our own system is a purpose to which the staff in general pay particular attention and some good performance in this respect has been recorded.
Safety, however, is invariably the first consideration, and in this connection it is worth recalling that in a notice to the Locomotive Running staff issued in January of last year the Board of Management drew attention to the fact that the maximum authorised rates of speed shown in working timetables must not, in any circumstances, be exceeded. Lost time may be made up only provided the maximum authorised speed is not exceeded.
It is interesting to note that the average throughout speed of trains (inclusive of stops) in New Zealand last year was:—
Express.-Both Islands, 26.3 miles per hour. North Island, 25.6; South Island, 27.8.
Passenger.-Both Islands, 21.1 miles per hour. North Island, 21.1; South Island, 21.0.
Mixed.-Both Islands 14.5 miles per hour. North Island, 13.8; South Island, 16.3.
Goods.-Both Islands, 13.8 miles per hour. North Island, 13.4; South Island, 14.1.
Good train performance is indicated in the following record of time keeping on our system for the year ending 31st March, 1927:—
Average Late Arrival.-Express and Mail Trains, 5.94 mins.; Long Distance Mixed Trains, 6.12 mins.; Suburban Trains, 0.70 mins.
View of Adelaide Railway Station (South Australia) showing new Station in course of erection on site of present Station.
Traffic Branch.
Shunters to Clerks:
Seymour, W., to Grade 7, Inglewood.
Porters to Shunters:
Aldertion, W. S. E., to Wellington Goods.
Blackett, R. C., to Christchurch Goods.
Martinsen, L. L., to Otahuhu.
Locomotive Branch.
Labourers to Skilled Labourers:
Bradley, F. S., to Whangarei.
Fogarty, W., to Newmarket.
Turkington, R. J., to Petone.
Lifter to Train Examiner, Grade 1:
Kaye, G. F., to Taumarunui.
Maintenance Branch.
Plumber to Leading Plumber:
Bray, S. W., to Rangataua.
Surfaceman to Ganger, Grade 2:
Fitzgerald, W., to Whangamomona.
Suggestions and Inventions. Commendations.
Bancroft, H. A., Casual Fitter, East Town.—Suggested centre clip for use when tramelling axleboxes.
Culling, H. J., Cadet, Dunedin.—Suggested special envelope for mis. 7 dockets.
Huntly, H. A., Assistant Relieving Officer, Auckland.—Suggestion in connection with G. 43 and G. 44 account forms.
List, J. H., Ironmoulder, Hillside.—Suggestion that the class of engine and a number be carved on all patterns.
Mauchlin, W. A., Carpenter, Petone.—Suggestion re running off of rain water from roofs of cars.
McInnes, W., Engineer, Queenstown.—Suggested loading chute for T. S. S. Earnslaw.
McIver, H. P., Stationmaster, Laurence.—Suggestion re P. 6 returns.
Recs, H. A., Clerk, Whangarei.—Suggestion re sleeping berth orders.
Thompson, H. H., Clerk of Works, Wellington.—Suggested container for forwarding paint in bulk.
Tinnelly, C. F., Porter, Christchurch.—Suggestion re equipment of guards' vans.
Twohill, J. G., Locomotive Foreman, Cross Creek.—Suggested parcel delivery system in the Wairarapa district.
Withers, C. H., Stationmaster, Waikari.—Suggestion re use of P. 26 books.
Monetary Awards.
Bright, B., Term Casual Fitter, East Town.—Awarded bonus of £2 for suggestion re Westinghouse Brake pump and brake valve rings.
Everett, H. F., Tinsmith, Addington.—Awarded bonus of £2 for suggested hand signal lamps for crossing keepers.
Thomas, K. J., Cadet, Refreshment Branch.—Awarded bonus of £10 for suggested special holiday round trips.
White, C. A., Casual Leading Line Erector, Aramoho.—Awarded bonus of £2 for suggested screw driver.
The Why and Wherefore.
What's the greatest puzzle in the world? A railway ticket. It has always to be given up.
Why should a successful punter be an agreeable fellow? Because he has such winning ways.
Why is a blunt axe like coffee? Because it has to be ground before it can be used.
What is it that doesn't object to being boiled? An egg: it soon gets hardened to it.
Why is the letter J a lucky and a happy fellow? Because he has to be let into every joke.
What musical instrument is like an honest man? An upright piano.
Why is your dear old grandfather like good feed for cows? Because he's a good bit past 'ur age.
The Administration invites ideas likely to effect economies or improvements in any phase of Railway operations.
To the keen, observant employee, methods for improving the service sometimes suggest themselves in the course of the day's work.
Your suggestion or invention may be valuable both to yourself and to the Department. Do not hesitate to send it along to the Secretary, Suggestions and Inventions Committee, Head Office, Railway Department, Wellington.
Note—Although the suggestions and inventions listed have not all been adopted, the enterprise of the members concerned is greatly appreciated.
Variations in Traffic and Revenue
as compared with last year—1st April to 17th September, 1927
Note: “Minus” sign indicates decrease. In all other cases the figures indicate the increase in number, quantity or amount.
It will be seen from the above statement that there is a total decrease in revenue of £121,209 as compared with the previous year. The main factors bearing on this decrease are the extra day in last year's returns (1st April to 18th September), the abnormal traffic during the closing weeks of the Dunedin Exhibition (1st April to 1st May, 1926) and the fact that Anzac Day this year was observed on a Monday as against a Sunday last year.
These reasons apply more particularly to the passenger traffic which is responsible for 68.20 per cent. of the total decrease in revenue.
Heavy consignments of calves during the August and September periods have greatly inflated the livestock returns resulting in an increase of 29,607 to date, against a decrease of 18,448 shown in July's statements.
Under the heading “Other Goods” there is shown a decrease of 21,887 tons mainly in potatoes, fruit, wool, road metal and coal ex West Coast.
The decrease in timber is due to building trade slackness and larger use of imported timbers at main centres where no railage is involved.