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. 10.
Wellington,
New Zealand
February1, 1928
The New Zealand Railways Magazine is delivered free to all employees in the service of the Railway Department, to the principal public libraries in the Dominion, and to the leading firms, shippers and traders doing business with the New Zealand Railways.
It is the officially recognised medium for maintaining contact between the Administration, the employees, and the public, and for the dissemination of knowledge bearing on matters of mutual interest and of educative value.
Employees and others interested are invited to forward to the Editor, the New Zealand Railways Magazine, Head Office, Railways, Wellington, articles bearing on Railway affairs, news items of staff interest, suitable short stories, poetry, photographs, pen and ink sketches, etc. The aim of contributors should be to supply interesting topical material tending generally towards the betterment of the Service.
Contributed articles should be signed. If to appear over a nom-de-plume this should be stated.
In all cases where the Administration makes announcements through the medium of this journal the fact will be clearly indicated.
The Department does not identify itself with any opinions which may be expressed in other portions of the publication, whether appearing over the author's name or under a nom-de-plume.
Contents
The Holiday Month.
February is, of all months in the year, the favourite for holiday travel in New Zealand. The weather is usually at its steadiest, the rush of business and seasonal traffic associated with the festive Christmas period is over, adjustments to New Year conditions have been made, and holiday-making for the holiday's sake is the great thing needed if “the fever and the fret” of the past twelve months is to be forgotten.
Now is the time when new tissue may be developed and general repairs effected upon the hard-worked human machine that requires at least one thorough overhaul per annum if breakdowns are to be avoided.
A holiday in New Zealand offers unequalled opportunities for choice among the multitude of ways by which the benefits of travel may be applied to the refreshment of mind, body and spirit. In all our hundred thousand square miles of territory there is hardly a mile that could fairly be described as flat, stale and unprofitable, whilst within our boundaries are found so many places of exquisite charm and allurement that a mere list of their names would occupy pages. Hence it is that the custom has developed of concentrating attention upon a certain few, and leaving the rest to be discovered by those who love to stray from off the regular tourist routes and seek out new travel pleasures for themselves. The considerable area of mountainous country in the two main islands may be matter for regret among the frugal-minded, who would prefer to have the place so levelled off that every acre could be brought under the plough; but the mountains serve an excellent purpose in regulating winds, conserving rainfall, and adding untold wealth of scenic attractions to the other endowments of Nature so bountifully bestowed upon this country.
With the completion of certain connecting links of railway and the association between Railways and motor organisations for bridging the few remaining gaps in the system, the Department is better equipped than ever before to help tourists during this holiday month to travel in comfort to their chosen holiday resorts.
The specialising in week-end trips, which has been a feature of recent months in the various railway districts, has served to whet the appetites of New Zealanders for more knowledge of their own country. Those who have made the journeys have spread the story of the wonderful things they have seen and the joyous times they have had, so that the popularity of rail travel is increasing daily, and interest in the places visited is intensified. Weekending at such places as the kauri forests of the Dargaville district, Rotorua and Wairakei, Mt. Egmont, Wanganui River, the Manawatu Gorge, the Otira Gorge, the Bealey Glacier, and the Southern Lakes, besides being pleasurable in itself serves as a useful guide when deciding what to do with the annual holiday. For it is clear to all who have made the journeys that every one of the places named is worthy of a longer stay when the pressure of time is not so insistent.
The courteous attention and consideration shewn by the railway staff towards those making week-end trips has made a deep impression upon the thousands who have travelled in this way. Many of these were practically strangers to rail travel and had no idea of the standard to which “service” on the N.Z.R. had attained. It is by an extension of this feeling regarding the quality of attention and assistance rendered and the general comfort and safety of travel by rail that the remaining months of our working year may be made to show steadily improving financial results.
The yacht “Winifred” (last year's Otago contestant for the Sanders Cup) on Otago Harbour. (The yacht is owned by a Dunedin railwayman, Mr. Geo. Kellett.)
Penny postage is a feature of every-day life nowadays, although for many years it remained nothing but the dream of one progressive statesman.
Penny railage is on a different footing, for it has been customary to rate railway traffic by the ton. The matter may be scaled down, however, to see how much of various kinds of commodities may be carried for a penny, and recently the four principal railway companies in Britain arranged a very effective window display on these lines.
The low rates at which foodstuffs of various kinds are carried on the N.Z. Railways are indicated in the following table:—
Fresh Fish, 3 1/4lb, Dunedin to Christchurch, 230 miles.
Sugar, 3lb, Wellington to Napier, 199 miles. Biscuits and Confectionery, 2lb, Wellington to New Plymouth, 251 miles.
Cocoa, 2 1/2lb, Auckland to Taumarunui, 175 miles.
Jam, 3lb, Christchurch to Waiau, 82 miles.
Tea, 2 1/2lb, Dunedin to Cromwell, 155 miles. Onions, 9lb, Palmerston to Te Kuiti, 213 miles. Flour, 13lb, Wanganui to Inglewood, 91 miles. Coffee, 2 1/2lb, Christchurch to Greymouth, 145 miles.
Bacon, 2lb, Napier to New Plymouth, 276 miles.
Eggs, 3 1/2lb, Timaru to Dunedin, 131 miles.
Fruit (preserved), 4¾lb Dunedin to Balclutha, 53 miles.
Butter, 5¼lb, Hamilton to Taumarunui, 91 miles.
Fresh Fruit, 6lb, Hastings to Wellington, 187 miles.
Oatmeal, 10lb, Christchurch to Oamaru, 152 miles.
Potatoes, 13⅓lb, Wellington to Palmerston North, 87 miles.
Mr. H. A. Brown, Mechanical Engineer for the Government Railways of India, in a recent interview given to a representative of the New Zealand “Herald,” said that the railway service is more important to India than perhaps to any other country because in large areas it is the only means of communication.
“India probably has the cheapest railway service in the world,” continued Mr. Brown, “and it pays very well. We have four classes—first, second, intermediate and third—the last-mentioned being used exclusively by natives, who travel in thousands. The conditions are such that the Government has catered especially for the natives, who are very proud of the system.”
Speaking of the New Zealand Railway system, Mr. Brown said that, taking into consideration the difficult country and the narrow gauge that had to be used, excellent results had been achieved. The railways here were very comfortable and altogether the system seemed very efficiently organised.
From “London Punch .”)
Aregrettable railway accident occurred late yesterday afternoon when the 4.45 express from Victoria, scheduled to arrive at Liverpool Street at 4.56, left the rails at a point midway between the south-east corner of the sideboard and the northern edge of the coal-box. The engine had just been rewound and was negotiating the awkward bend at this point at top speed. Leaving the track without any warning, the engine became uncoupled and ploughed up the pile of the carpet for some distance. Then gaining fresh impetus on reaching the linoleum surround, it crashed into the dining-room door, where it immediately overturned.
Happily the accident was not accompanied by any loss of life, although several passengers were slightly injured. An elderly doll, riding in the tender with her legs resting on the roof of the foremost carriage was dislodged as soon as the train left the metals and, we regret to say, falling heavily, lost two more fingers. Several cows and horses, belonging to Pauline's farm, travelling in the second and third carriages, were badly shaken, and the milkmaid in charge of the animals complained of scraped paint. A dog, believed to be Dismal Desmond, which, with his companion, Galloping Gus, had been leaning against the door when the engine crashed into it, was knocked down but not seriously hurt.
The locomotive—an old model which it was hoped would in any event have been replaced about Christmas—was not badly damaged in the actual impact, but as it lay on its side, the maid, coming into the room to prepare tea, trod upon it and buckled the front wheels. The owners were not insured against accidents of this type, but have extracted a promise from the underwriters as an act of grace to provide a new engine of the 1928 class not later than 25th December next.
A tragic circumstance connected with the accident is that the 4.55 p.m. was, as it happened, the last train of the day. In another few minutes the line would have been closed down, the 4.56, the 4.57 and the 4.58 having been cancelled by the authorities as a punishment for the action of the General Traffic Manager (Gordon) in kicking his friend Brian, the stationmaster at Liverpool Street, and pulling the hair of his young sister, Pauline, the station-mistress at Victoria.
The cause of the accident is not quite clear, but in an interview given to our representative during tea, the General Traffic Manager said he suspected foul play by the stationmaster at Liverpool Street, whose turn it would have been to wind up the 4.57 slow, and who was no doubt somewhat peeved by the withdrawal of that train consequent upon the action of the General Traffic Manager in kicking him (the stationmaster at Liverpool Street) and pulling the Victoria station mistress' hair. Asked if he did not think this was a somewhat unworthy suspicion he said he thought not. He added that if this was not the cause of the accident it may have been due to faulty adjustment of the track by the Chairman, who frequently, he alleged, assumed running powers over the line after he (the General Traffic Manager) had been put to bed. The Chairman, who had just returned from his office, hotly denied this imputation.
It is understood that in view of the guarantee obtained—namely that subject to no further misdemeanour on the part of the General Traffic Manager, the wrecked engine will be replaced by a newer model in the course of the present month—no inquiry will be held.
Writing In The Train.
That the train is a good place in which to work is the conviction of many prominent literary men. The peculiar pleasure and excitement of train travel gives wings to the imagination and the mind goes soaring into every corner of the realm of fancy.
Of the great literary men of our day who work in the train, George Bernard Shaw is perhaps the most famous. It is said that this distinguished dramatist writes nearly the whole of his plays whilst travelling in the train between London and his country house at Agot St. Lawrence, Herts.
“The Nymphets Sporting There.”—Drayton.
The Haunting Fasoination Of Rotorua.
, Mayor of Hamilton.)Mr. J. R. Fow
Just recently, by the courtesy of members of the New Zealand Railway Staff, I was the recipient of a copy of the Railway Magazine for August, 1927, and was surprised and pleased with what one might describe as a singular coincidence, displayed in the illustrations where the ancient and modern types of station and equipment are strikingly depicted.
On page twenty-seven there is a full page picture of the Hamilton Railway Station and yards, which well might be taken as an example of a truly up-to-date and modern station.
Right in the foreground there is a splendid specimen of a tropical palm and a lengthy, raised lawn, whose closely cut velvet-like sward, decked with specimen shrubs and edged with a gorgeous garden throughout its whole length, is a delight to the eye. This garden is tended by a group of enthusiasts who form the Hamilton Beautifying Society.
Mr. J. R. Fow.
The powerful engine at the platform, apparently impatient to commence its journey to Rotorua or the Thames, is one of the modern type and forms a striking contrast to the one shown on page twenty-three of the same date magazine. Nothing could demonstrate more clearly the wonderful advance of the service than to compare these two illustrations.
The coincidence mentioned is really a personal one as I have the honour to be Mayor of the Town of Hamilton, which boasts of such a garden-like station and, also, because as a boy, I was one of the most interested of the spectators who witnessed the opening of the Waimate section of the Railway line in 1876, and can easily distinguish and name a number of those prominent in the old photograph. The foremost boy I am not sure of; but the second one (a bigger boy in light coloured suit, is Tom Mastin, the next one is myself and the one standing on the sleepers is J. Hiora. All the boys wore “cheese-cutter” caps (similar to those worn for many years by guards on the N.Z.R.), and apparently went direct from skirts to long strides.
The clergyman with the tall hat is Rev. George Lindsay, who still lives in Southland.
The engine was one with upright chimney, similar to those used now by the P.W.D. at Tauranga yards, and by sawmillers. The passenger traffic in those days was very light, but there was a good trade in timber. Many a time the little engine would puff and blow and finally have to leave part of its load, especially if hauling the totara railway sleepers for which the Waimate Bush was so justly renowned. In later years grain and produce formed the main exports and now there is quite a modern though small station building.
The policy of combining efficiency of service with attractive surroundings is rapidly extending, and from Southland and Central Otago upwards, there are many outstanding efforts of the Department and citizens to make the first impression of the visitor a markedly pleasant and lasting one.
I have the greatest pride in the operation of our local Beautifying Society which expends £1,200 per year on various points of vantage including the station yard. The sum mentioned is augmented by donations from the Railway Department and other sources, and I am glad to testify that this is not a solitary instance of cultivating a love of the beautiful. One could pick up many present day photographs of our stations and contrast them with the scenes of fifty years ago and be glad to recognize the progress made materially, and the still greater advancement made in the attempts to add to utility a beautiful environment.
Storage Battery Rail Car running along the shore at Lake Forsyth, Little River Branch.
Successful In Canterbury District.
Popularity is the test of success in any transport work as it is in other forms of service rendered to the public. Judged by this standard the Storage Battery car recently brought into use on the Christchurch-Little River and Christchurch-Rangiora run has certainly proved that it can fill a definitely felt want in suburban transport.
The run from Christchurch to Little River is through practically flat country, and provision is made for optional stops in the 36 mile run at no less than 12 intermediate stations and stopping places, yet the car covers the whole distance in 1 hr. 7 mins., or at an average throughout speed of over 30 miles per hour.
We had the pleasure, recently, of making a trip in the car and the first point observed about it, from the passengers' point of view, was the roominess of the interior, which has seating accommodation for 60 passengers—one end being partitioned off as a smoking compartment. The windows are large and almost continuous, very little space being required between the panes for framework, with the result that a splendid outlook is obtainable throughout the journey from any point in the car in practically every direction. The vehicle is manned by a driver and guard and runs under tablet protection. The internal appointments are convenient and comfortable, providing what is really a first-class ride at second-class rates.
Immediately the starting whistle at Christ-church was blown the car commenced to accelerate, and the speed with which this was done served to explain the reason why this car can be scheduled at so satisfactory a speed through the suburban area served.
The next point noted was the complete absence of sound from the car. One usually associates noise of some sort with speed, whether the travelling is done by steam locomotive, motor car, aeroplane, or tramcar, but the power releasing features of the storage battery car are quite soundless, the only noise noticeable at any speed being that produced by the contact between the wheels and the rails. Add to this advantage the fact that there is no steam, smoke, fumes, exhaust, or other drawbacks of the kind, and the popularity of the car with travellers is easily understood.
A noticeable advantage over road travelling is the absence of dust and the fine outlook obtained, the latter being due mainly to the comparatively high elevation above the road level at which rail car passengers are seated. This gives them a substantial advantage, from the sightseeing point of view, over most travelling road vehicles—an advantage particularly appreciated in Canterbury, where flat country (with high fences and hedges), makes any kind of outlook difficult from the ordinary highway. From the electric rail car, however, sufficient elevation is obtained to see over the tops of the ordinary boundary obstacles and to obtain fine panoramic outlooks over the pleasant land through which the route to Little River lies.
The station staffs along the route evidently take pride in the running of the electric car service, for we noted the quick despatch given at stations. A stop at Addington—where passengers were picked up—occupied only eight seconds, whilst on the return journey the stop at one of the smaller outlying stations to pick up a passenger was so brief as to be barely perceptible.
The driver's seat is placed on a standard and resembles (in shape and fittings) those found supplied for passengers in the dining saloons of coastal vessels. In order that his attention may not be diverted from the work of handling his levers and watching the road ahead, the exchanging of tablets is attended to by the guard.
Soon after Lincoln is passed the track follows the windings of a beautiful stretch of water with rugged hills running down to its edges. Some fine metal is worked at the quarries in this area and, for the rest, the principal occupation of the settlers is sheep rearing and dairying.
Little River, the terminus of the line, is the jumping off place for Akaroa—a favourite holiday resort, where Canterbury people and others who appreciate the quiet charm of the peninsula may enjoy the opportunities there afforded for the seaside pleasures of tramping, fishing and swimming. Under an arrangement with the Pilkington Motor Car Service, train connection is made at Little River with motor cars for or from Akaroa. The whole journey can be accomplished quickly and comfortably by this happy combination of rail-car and motor car service.
Very careful consideration was given to the question of comparative cost as between a rail car and a steam driven train before this experiment was launched, as it was desired by the Department to make sure that the introduction of the storage-battery type of vehicle was likely to prove a sound proposition economically. It was
More recently a further battery has been provided for the car, which has enabled its area of operation to be extended considerably.
As a means of further utilising the revenue-earning capacity of this motor unit the Department has now made arrangements under which the car may be hired out for the purpose of conveying special parties to different towns or districts in North Canterbury on occasions when the ordinary trains are not suitable. Thus lodge parties, concert parties, athletic teams, etc., are able to hire the car, paying no more than the ordinary return adult fare; and although about 70 can be accommodated in the vehicle, the minimum number of passengers required for the average run is only about 20.
As the car can run approximately 100 miles on one battery and provision is made to allow of a wait of about three hours at destination station, the popularity of this innovation is assured. From the economic point of view it is of considerable importance, as runs such as these can be made at times that will not interfere with the ordinary scheduled running on the Little River branch and will assist in reducing the average unit cost of the service.
Advertising New Zealand.
The enterprise of the Railway Department in appointing a representative to travel on the great liners plying between America and the Dominion has been greatly appreciated by visitors to our shores (says the Auckland “Star”). There was a chorus of praise from passengers on the Niagara yesterday with regard to the foresight of the Government in providing travel information. The special representative, Mr. W. W. Cummings, had a busy time in making out travel itineraries and giving advice about the scenic attractions to be visited. “He has saved my wife and family a whole heap of trouble,” said an American visitor, “and I can assure you that the innovation is much appreciated.”
On the Run to Little River.
Interior view of Edison Storage Battery Rail Car.
)S. H. Bridgford .
It is surprising how many famous men to-day seek relaxation in hobbies far removed from their ordinary everyday life.
Particularly is this noticeable in the case of men who earn their living by their brains, for often one finds that their private hobbies are entirely manual in form.
For instance, Mr. Roland Oliver, K.C., the well-known English barrister-at-law, has two hobbies — wood-carving and the making of model battleships. In his house he has some fine panelling, every inch of which he has hand-carved himself; he also having a small fleet of model ships built to scale by himself in his leisure moments.
Lucerne and Pilatus.
King George's hobby is philately, and at Buckingham Palace he has a wonderful collection of postage stamps, many of which are extremely valuable.
The late Tsar of Russia, too, was an ardent stamp collector, and he even went out of his way to take his collection with him when he was forced to flee to Tobolak. This collection, when offered for sale last year, was valued at £50,000.
Model railways exercise a great fascination for many famous men, and, amongst others, the Marquis of Milford Haven, Lord Howard de Walden, Sir Aubrey Brocklebank, Bart., and Sir Berkley Sheffield, Bart., have large tracks running round parts of their homes and gardens. In Sussex, Exgland, at the home of Captain J. E. P. Howey, the racing motorist, is actually constructed a small gauge railway which he intends to run as a commercial proposition (taking golfers to the links) in his spare time.
Sir William Bull, M.P., has a passion for genealogy, he, himself, having traced his own pedigree back to the Norman Conquest of England. As none of his ancestors were landowners, his was an exceedingly difficult task and it has been rumoured that he spent over £1,000 in making inquiries alone.
A very queer hobby was that of the late Baron Rothschild, who made a wonderful and priceless collection of fleas. Before his death he gave the whole collection to the South Kensington (London) Museum, where it has been of the greatest use to students of parasite life.
Another collector with curious tastes was the late Marquis Curzon of Kedleston, who actually collected castles. During his lifetime he bought no less than five medieval castles, and at the time of his death he was engaged in writing monographs about each of them.
Sir Charles Cust, Bart., G.C.V.O., C.B., C.M.G., Naval Equerry to the King of England, is a lifelong collector of old prints, and, as might be expected, specialises in naval prints. Indeed, his prints of old-time warships are said to be the finest in the world.
Sir Neville Wilkinson's hobby is the making of tiny craft, and thousands of people have seen his “Titaonia's Palace,” a wonderful fairy palace, every detail of which he himself made and which was sent all over England on exhibition for the collection of funds for charity.
Perhaps the strangest hobby of all is that of a man well-known to the writer of this article, for his is the collection of unfinished literary masterpieces, and he has—so he informed me—upon the book-shelves of his library, a copy of every unfinished literary work of importance in the English language.
Not only is he in possession of this unique collection, but he boasts that he has read every volume on his shelves.
“Could I inspect this collection!”—the writer questioned him one day.
“With the greatest of pleasure”—he replied. And, later, I found myself gazing at perhaps one of the most interesting of bibliophilic collections in the world.
Next to Joseph Conrad's great unfinished romance “Suspense” stood the well-known and famous “Mystery of Edwin Drood,” which Dickens had only half-written when death came to him so suddenly.
Thackeray's “Denis Durval's” next door neighbours on either side were Alexander Dumas' unfinished “Isaac Laquedin,” and “Weir of Hermiston” by Robert Louis Stevenson.
Of this unfinished work of Stevenson's, an authoritative critic has said “it stands a full head and shoulders above any other of its author's longer writings.”
Queen Street, Auckland, Seventy-Five Years Ago.
(from the Illustrated London News, April 23, 1853.)
It was a surprise to the writer to find Henry James doubly represented in this collection, he not having knowledge of any unfinished works by his pen. Yet here they were—“The Sense of the Past,” which my friend informed me was commenced some years before he died and then laid on one side, and “The Ivory Tower,” which Henry James was writing when war broke out and was held up because the author found he could no longer work upon fiction supposed to represent contemporary life.
Another surprise the writer had was to find Macaulay's “History of England” incomplete; Buckle's “History of Civilisation” unfinished, and Marlowe's “Hero and Leander,” both unfinished and imperfect in many ways.
The collection of match-boxes, snuff-boxes, smoking pipes and historic banknotes are other curious hobbies.
An issue of the “New Zealander” seventy-five years ago describes Queen Street as the “least built upon, but in other respects the best and most considerable street in Auckland. It is about half a mile long, nearly level, and almost straight and terminates at its northern extremity in a pier or quay, which runs into the harbour; and alongside of which small craft can land, on this stage, their cargoes. At its southern extremity it is overlooked by the Wesleyan Seminary, or boarding-school for the education of the children of the missionaries in these seas—a spacious brick-built and substantial structure.
The Gaol is badly situated and is by no means a conspicuous building; but by a diligent search it may be found on the west side of Queen Street, partly screened from view by the Courthouse and public office, which abut immediately upon the street. Several shops of superior description, two and three stories high, have recently been erected; and Queen Street, as well as being the longest, is certainly just now one of the most improving streets in Auckland.”
(It is interesting also to note “the windmill on the hill” which is still an imposing landmark of the city of Auckland.—Ed., N.Z.R.M.)
W. Young
The chief purpose of this article is to interest the readers of the New Zealand Railways Magazine in American railroad pracetice as seen from a visitor's point of view.
First of all one cannot make a comparison between American and New Zealand methods of railroading and say, fairly, that one system is better than the other. It is a well known fact that population, trade and commerce generally, are the fundamental causes which initiate the construction of railroads, and dictate, technically speaking, the methods of operation. A fair comparison in this respect, between New Zealand and the United States is, therefore, out of the question in view of the magnitude of the
On The South Australian Railways.
New type of flat wagon loaded with 699 bags of barley consigned from Meetson to Melbourne.
A young man whose ambition it is to become the driver of a locomotive in the States must first pass a very searching physical examination. He must also be prepared to give a very satisfactory account concerning the previous five years of his life. (The Company which engages a man for employment investigates the reliability of the statements an applicant writes down on his personal record chart.)
Assuming a candidate has passed successfully his examinations, he will be given a chance to learn to fire an engine, at his own expense. A permit is given him to ride on the engine of any freight train and he must present a paper, for the enginedriver to sign at the end of each trip, concerning his progress, etc. The length of time a candidate must wait before getting his paper signed “O.K. for service” depends upon his own ability; but the period is very rarely under five or six weeks of continuous effort, as each engineer is reluctant to write the necessary “O.K.” which will start the man to work. In many instances it means two months of such preparatory work for beginners, so a great percentage of young men get tired of the no-pay proposition. Other find the job is not what they anticipated it would be. Only the keen and ambitious see it through.
The patience of the successful candidate, must, however, endure much more yet; because, after his name is registered in the Master Mechanics' office, he may have to wait a considerable time before he will be required for duty. When such registration has been made, the candidate's name will be chalked up at the foot of the “Extra Board” and he will be called to work in his turn. Throughout the busy months he will get fairly regular work. The busy season on any one division lasts only two or three months, after which he will be “laid off” altogether for that year. If a candidate desires to hold his seniority and earn promotion, he must return to work within thirty days of the receipt of notice to do so from the Master Mechanics' office. It would take a candidate from four to five years before he could hold his job on the division the year round. Of course, during the time he is “laid off” it is quite in order and possible for him to “hire out” on other roads where business is brisk. Such men are known in the States as “boomers.”
One can see easily that only the keenest kind of railroad men survive their apprenticeship. There are thousands of railroad men in the United States who never so survive and, consequently, they roam round the country from one busy section of railroad to another. It is a common sight to see firemen, brakemen, and switchmen congregating at some busy railroad centre waiting in the hope that they might hire out for three, or sometimes only two months' work; moreover, there is always a big surplus left
A brakeman in his class of work, before he earns promotion to conductor, must go through the same preliminary as a fireman. The same applies to switchmen and to shunters before they earn a guard master's job.
Sixty-One Years Ago.
Driver, Fireman and Guard.
(Messrs. A. McGarvie, J. Hislop, and T. Dennis) of the Invercargill-Bluff train (broad gauge), 1867.
A freight train crew in the United States comprises the engineer, fireman, conductor and from three to four brakemen. A brakeman, to the average New Zealand railroad man, is an unknown type. In America, however, he is a very necessary member of the train crew for the safe handling of the enormous trains there run. It is considered one of the most dangerous of jobs. His place is to ride on the roof of the cars so as to be able to look out for “stuck brakes,” hot boxes and other irregularities. It is his duty also while the train is standing on the main line, to do the necessary “flagging.” He must also open switches and close them on the arrival and departure of trains at meeting points.
The automatic semaphore signal with the Train Order system of working, is universal in America. The rules and laws governing them are the same on all the principal lines. The train crews, in the course of their work, have to look out themselves for all regular trains and arrange their meeting points so as not to cause any delay. The trains run in three classes—first, second and third class trains. Passenger trains are first class, merchandise and manifest freight are second class, and local, mixed, extra freight and work trains (or any train not running under timetable schedule), is of the third class.
All second and third class trains must keep out of the way of first class trains, by being in the siding of a station at least five minutes before the time due for a first class train to arrive. The same conditions exist between second and third class trains. There is also a spocified “Superior direction” which provides for a train to be superior to another by the direction in which it is running. For instance, say westbound trains are superior to eastbound trains, and two trains of the same class are due to pass each other at a given station: the eastbound train would take the siding and the westbound train would hold the main track, it being the superior train by direction. Of course a train—any train—can be made superior to another by Train Order and such a train would be known as a train of “Superior right.”
When a train leaves its initial station a Clearance Form and Train Orders are handed to the enginemen and conductor, in addition to which the train continues to pick up its orders at different points along the route. The Train Orders give notification to the train crew where to meet unscheduled trains where speed boards are located, etc. They also give information regarding any timetable or regular trains that are running late (hours and minutes), so that the driver can arrange his “meets” accordingly.
Railroad employees' wages are fairly high in the States, the average pay for an ordinary day's work for engineers and firemen is 32s. and 22s. 6d. respectively. For conductors and brakemen it is 28s. and 20s. per day. During a busy season when the railroads reach the peak of their business double of the above amounts can be earned, as the whole division will be working at high pressure—at these times the men are very often working for sixteen hours a day. (The cost of living in America is about the same as in New Zealand, but the standard of living is higher. More luxuries are indulged in. The Americans are good spenders, a fact which assists to promote the prosperity of their country.)
One may grasp an idea of the business boom from a consideration of the fact that the Southern Pacific Company alone—during the autumn of last year—transported twenty-six thousand cars of grapes and several thousand cars of peaches out of California over and above its ordinary freight and passenger service.
The train crews of America usually spend every other night away from their home stations as there are very few “turn around” jobs in the freight and passenger services. The Railroad Companies do not pay lodging or meal allowances (as does our own Department) which fact adds much to an American railroad man's expenses. Good clubs, however, are provided at all railroad termini where men may obtain beds and meals at very reasonable rates.
These clubs are for the railroad staff exclusively. Besides providing accommodation they foster the get-together spirit and promote good fellowship. Most of the talk is of railroads and of the innumerable operating problems concerning them. The clubs seem to be places of education at any hour of the day or night. Literature is provided, and there are also good general libraries, including books upon the latest inventions of railroad apparatus and equipment.
Nearly all freight trains in America are “Extra trains,” i.e., trains which are not under timetable schedule. Men running such trains are in the “Pooled freight” service, and the system of working is, first in, first out—with no allotted time at which to return to work after each run. The men have to keep in touch with the office so that the “call boy” will know where to find them when required.
Promotion is gained by seniority of service. When any regular run becomes vacant the fact is advertised on the Bulletin Board for fourteen days, and anyone may make a bid for the position. The man with the most seniority is given the run. Again, if any man covets a run held by another with less seniority than himself, he can, by notifying the office, acquire such run immediately. This practice is known as “bumping.” It will thus be seen that the principle of seniority of service is adhered to more rigidly on the American railroads than on the railways of New Zealand.
Invercargill Locomotive Running Shed, 1895.
A Veteran Railwayman Passes.
Michael Travers, late enginedriver N.Z.R., passed away at Woodville on 15th January, aged 71 years. He retired from active service in August, 1916. The passing of this veteran railwayman calls to mind an incident of his railway-career some forty-five years ago. On that occasion he was firing one of the T class engines of which W. Ames was driver on the 2 p.m. goods from Dunedin to Balclutha. In those days (the early 'eighties) the Dunedin Peninsula and Ocean Beach Railway was in operation and the junction of this line with the main line was in the vicinity of the Anderson's Bay Road, which then crossed the railway on the level. The crossing-keeper also attended the junction points.
On the day in question the points had not been locked after being used by the previous branch train, and the engine of the 2 p.m. goods left the rails and rolled off the bank into the harbour, with the fireman underneath. Fortunately the tide was out and “Mick” was able to crawl out unhurt, but he had a close call.
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A New Safety Device for Railway Crossings.
The treadmill was an early invention to force the victim to keep on walking without getting any further. So, for theatrical effects, horses and men may be sent running at full speed on the stage but still stay within sight of the audience. The effect is produced by the portion of the stage on which the running is done itself moving (in the opposite direction), at practically the same speed as the runners, so that relatively to the rest of the stage, and to the audience, they remain in the same place. The same principle has, we learn from an exchange, been applied in an American invention to prevent motor cars from passing over railway crossings when a train is approaching.
Rollers are sunk in the pavement of the road. They extend all the way across the road in front of the crossing gate and are rotated backwards. A car standing on them then continues to stand, even when its wheels are revolving, as the part of the roller on which the wheels grip simply turns backwards away from the crossing gate. A roller platform, 18 feet in length, is fixed on each side of the crossing, tests having shown this length to be sufficiently effective.
The idea of the invention is that the rollers are to be actuated by machinery for an adequate period before the approach of a train, so as to prevent reckless drivers, as well as runaway cars, from crossing the line. In its fullest development, the approaching train itself is intended to switch on the current, and also to operate the locking switch on passing out of the danger zone.
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Closing the Gap in the Bay of Plenty Line.
The Sir W. G. Armstrong, Whitworth Co., Ltd., contractors for the railway construction work in progress in the Bay of Plenty, announce that the section of line (fifteen miles in length) from Tahawai to Te Puna, has been completed. The Public Works Department assumes control of the new section forthwith.
The completion of this length of line gives through rail communication between Waihi and Taneatua, thus adding a further 85 miles of permanent way to the Auckland Railway District and placing Auckland and Taneatua in direct rail contact. The speedier transport of produce to Auckland which the new railway provides in this fertile part of the Bay of Plenty gives the farming community special cause for gratification.
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A Super-Speed Train.
A committee of European railway experts to whom plans were recently submitted of an elevated super-speed train composed of cigar-shaped coaches and capable of attaining a speed of 200 miles per hour, reported favourably upon this new development in rail transport.
The super-speed train is to be driven by a propeller, the motive power for which is derived from a Diesel motor.
London Letter.
(From Our Own Correspondent.)
Amalgamation Approved.
At this season, when the various transportation and engineering societies at Home are actively engaged on their Winter programmes, numerous able reviews of railway progress in its many fields are given out. Quite the most interesting summing-up of the Home railway situation recently attempted was that of Mr. E. F. C. Trench, Consulting Engineer, London, Midland and Scottish Railway, in his presidential address to the Institution of Civil Engineers.
That the results of railway grouping at Home would, in the long run, be beneficial alike to the railway and the public was the opinion of Mr. Trench. A change of this magnitude could not, however, be effected without temporary inconvenience. If amalgamations had been encouraged in the past, instead of discouraged, even better results would have been attained, for the unifying of the larger lines and the absorption of the smaller railways would then have taken place from time to time as opportunity arose. The necessary reorganisation would have been gradually built up, and less hardship would have been inflicted on the public and on the railway staffs than was caused by throwing the whole of the railways into the melting-pot at the same moment.
During the past few years, reserve funds have been drawn upon by the Home railways to meet dividend payments. This process, it was pointed out, could not go on indefinitely, and very strenuous efforts were now being made to increase profits by giving a better and more efficient transport service with the least possible increase of capital expenditure, and also to reduce day-to-day expenses by an intensive search for more economical methods of working and maintenance. Under the first heading, train services were being remodelled so as to afford alternative routes for travellers, and to relieve congested tracks by diverting trains on to lines which were less intensively used. To accomplish this it was desirable that it should be possible for all locomotives and other rolling-stock to be run indiscriminately over all the lines of any group system. With this aim in view, loading-gauge unification has been undertaken, and extensive bridge strengthening works put in hand.
In introducing economies in working and maintenance good headway has been made by the Home lines. More efficient locomotives have been developed and the number of locomotive types reduced to a minimum. Locomotive and carriage and wagon shops have been remodelled, and each shop is being devoted to the particular class of work for which it is best adapted. Vast consideration is being given to the improvement and standardisation of track and track equipment, to better and more economical methods of maintenance and relaying, and to the improvement of the design of bridges and structures, with a view to lengthening their life and reducing the cost of maintenance.
Service to the public is the keynote of successful railway working, and with a view to meeting the ever-insistent call of the trading community for speedy transit, new fast goods train runs are being introduced on the group railways. In a lecture recently delivered to a railway audience at the York divisional headquarters, Mr. R. Bell, Assistant General Manager of the London and North Eastern Railway, emphasised the desirability of speeding-up freight business. In this way, it was remarked, whilst road competition is effectively countered, the cost of fast freight train working is by no means so high as might be imagined. For the track is thus cleared promptly, locomotives run a larger mileage, and the wagons are turned round in quick time. Fast freight train operation gives intensive production of transport at a price which is not excessive in comparison with the average cost of the train-mile, while for every mile the fast freight covers, it earns half as much again as the slow goods, because it conveys a fair load of high-class merchandise.
Coincident with the speeding up of freight train services at Home, there is being undertaken the issue of special time-tables for public use covering goods train services in the various areas. The passenger train time-table is, of course, one of the oldest of railway publications. On the freight side, the issue of public time-tables is quite a new venture. Following the lead set by the Pennsylvania Railway, in America, the London and North Eastern Railway has recently put out a most useful freight train time-table, covering goods train working in the Newcastle-on-Tyne area. This venture forms part of the railway effort to meet road competition, and the
The signalling department forms one of the most important of railway activities, and in recent years many notable improvements have been introduced in train signalling the world over. Of modern devices employed in the signalling field probably the most interesting are the utilisation of day colour light signals, and the development of route signalling.
By the Southern Railway of England there has just been put in hand what promises to become the world's biggest installation of multiple aspect colour light signalling. Already the Southern lines between Holborn Viaduct and Elephant and Castle, and the Charing Cross, Cannon Street and Borough Market junction sections, have been equipped with day colour light signalling, and now the installation is being extended to cover the remaining sections of the London suburban zone. Route signalling finds its pioneer at Home in the Great Western Railway, while across the Channel the Northern Railway of France has made extensive use of this convenient arrangement. Route signalling does away with the operation of points from individual levers, and concentrates all the functions necessary to set up a route and bring the signal to “clear” in the operation of one lever. It also gives great possibilities for the speeding up of movements in large stations and busy traffic centres.
New Zealand railwaymen are rightly taking an ever-growing interest in the subject of road competition, and any developments in other lands in the plans of the railways to meet the changed conditions arising out of the development of road transport are of vital concern at the present juncture. It is recognised the world over that there are big possibilities for co-ordination of rail and road services, and not long ago the fusion of certain German road carriers with the German railways was recorded as a noteworthy effort in this direction.
Now comes news of a somewhat similar plan put into being in Hungary. In this central European land, the State and private railways have joined forces, and—with the co-operation of the Budapest Automobile Traffic Company and other important road carriers—have set up a new organisation, styled the “Automobile Traffic Enterprise of the Hungarian Railways,” to engage in road transport business in co-ordination with the rail services. The railways have supplied half the capital of the new undertaking, and private interests the remaining capital. Both passenger and freight services are being operated by road vehicles, attention being devoted primarily to the development of areas unserved by railway, and which will act as valuable feeders to the rail route.
Anglo-Scottish fast goods train, London and North-Eastern Railway.
Transportation by air has not yet developed to such an extent as to cause grave concern to the rail carrier, but as the years go by the subject of aerial competition will become one of increasing importance to the railway leader. The question of how the aeroplane will fit into railway service if its use should become widespread is full of interest. In this connection it may be noted that the special sub-committee of the Transit Committee of the League of Nations, established for the solution of problems dealing with combined travel by rail and air, has recently reported that there would not appear to be any
In the attraction of passenger business to a modern railway no surer bait exists than an adequate and pleasing catering service. On the New Zealand Railways an enviable reputation has been established by the catering department for appetising fare tastefully served, and by great railway systems in all parts of the globe, the importance of this branch of railway activity is becoming increasingly recognised.
Britain was a leader in the development of railway catering, and the dining-car and refreshment room services of the Home lines have been a big factor in the building-up of passenger business. The London, Midland and Scottish Railway operates 276 dining-cars; the London and North Eastern 188; the Southern 85; and the Great Western 80 dining cars. At all the principal stations commodious and tastefully decorated and equipped refreshment buffets cater to the needs of the traveller, while each of the group lines owns and operates a chain of luxurious hotels situated at selected centres. The London, Midland and Scottish Railway hotels actually form the largest group of hotels under one management in Europe. They are to be found in almost every corner of Britain from London to the Scottish Highlands. Gleneagles Hotel, in Bonnie Scotland, is the most famous of all British railway-owned rest-houses. It possesses elaborate Royal suites, wonderful dance-rooms, playing-fields, and every conceivable convenience for the pampered Marco Polo of today. Across the Channel, the railways of Germany have recently entered the field of hotel ownership, and other continental lines are now contemplating embarking upon activities of this nature.
The enormous annual consumption of permanent-way equipment on the Home railways calls for the maintenance of elaborate manufacturing works, and a visit paid a short time ago by the members of the Permanent Way Institution to the Redbridge permanent-way factory of the Southern Railway, directed attention to this important phase of railway activity.
Gleneaglea Station, L. M. & S. Railway, Scotland.
Manufacturing processes conducted at Red-bridge comprise the drilling and creosoting of sleepers, casting of chairs, and preparing timbers of all descriptions for bridge
Radio has long since ceased to be the scientific wonder it was in the pioneering days. To-day wireless is being pressed into commercial service in a hundred and one fields, and in the railway world interesting developments may shortly be anticipated in the use of radio. At Home, the railways are contemplating the introduction of wireless receiving sets on the principal main-line trains, while in the United States radio is being employed both for the entertainment of passengers, and for the purpose of inter-communication between moving trains and exterior points and between different parts of the same train.
Especially interesting is the effort of the Virginian railway in the wireless field. For operating over the mountainous sections of this line, it is usual to employ two locomotives for hauling freight trains, which sometimes run to as great a length as one mile. One locomotive draws the train in the ordinary way, while the second engine acts as a “pusher” in the rear. Wireless is being employed with marked success to ensure synchronous action between these two locomotives, particularly in starting and stopping. Special apparatus with loud-speakers is installed on the footplate of each engine, and by the employment of a code of signals similar to that used for steam whistles, the drivers are enabled to keep in constant touch and communicate with each other as may be desired.
Last month, it will be remembered, there appeared in the “London Letter” a simple little “passing trains” problem for the edification of our readers. Here is the solution, as promised: Fifteen trains would be passed, including the train which drew into A as you left, and the train which left B as you pulled in. Every hour there would be two trains in each station (one departing and the other arriving), and six on each line at hourly intervals, giving a total of sixteen trains. On each trip every train would pass all the other fifteen trains. Easy, isn't it!
Hump-shunting in Feltham Yard, England.
(ByEconomist .)
The Annual Railway Statement is always interesting reading to me. Under the heading, “Stores,” it is noted in the recent Statement submitted to Parliament by the Rt. Hon. the Minister of Railways that, since 1925, reorganisation has been taking place and is now about completed.
I therefore think the time opportune to make several suggestions relative to the use of stores. In so doing I do not wish to cast any reflection on supplying, certifying or other officers, but I do contend there is room for considerable economy in the supply and use of stores. Take, for example, departments other than the traffic. One does not find a fitter being given half a dozen bolts when one will do, nor a carpenter 100ft. of timber when 50 will do, nor is an enginedriver, on taking his engine out for his day's run, given waste, oil, etc., ad libitum. The requirements, in each case, are known, the issue of stores for the work to be performed being no more than is adequate. With regard to officers certifying requisitions to the Storekeeper, it is hardly to be expected, under present conditions, that the latter will have time to go into the pros and cons of why a certain man having only four semaphore lamps to maintain, requisitions 1 c/s of kerosene per month. The Storekeeper should, in such a case, be in a position to know the actual requirements. The same thing is applicable to the majority of stores supplied. I claim, after 40 years' experience of the use of stores, (including a period of the responsibility for issuing same to staff on the English railways) to have a good knowledge of their use and service.
I will now enumerate at random several articles and endeavour to set forth their uses, service, etc., with suggestions regarding the same, and hints where waste might occur.
First take the question of old brushes and mops.
These, when of no further use, should be returned to the Storekeeper.
I would suggest that old mops and old brushes, in fact any old stores for which a market as “marine” could be found, be returned to Storekeeper. (Worn out stores on the Lancashire and Yorkshire railway are so returned and, as there is more scope in England than here for the sale of such worn out material, it finds ready purchasers.)
Napier Railway Football Team, 1927.
Back row.—S. R. Russell, H. H. Steele, R. Nelson, A. J. Wyett, A. A. Cohen, A. H. Dunn.
Second row.—H. McKinnon, E. M. Hicky, H. N.Cohen, J. R. Aitken (captain), A. L. Dick, W. L.Stewart, A. Dickinson, E. Reid.
Front row.—J. Sinclair, I. H. Fearon, Tommy Hayes, J. W. Watson.
With regard to mops—if of New Zealand manufacture, those in use at the present time have a galvanised socket for the insertion of the handle. These sockets are in as sound a condition when the mop is worn out as when new. As some hundreds of mops must be used and the manufacturer has to buy the sockets, there is the presumption that a market might be found for them. With regard to brushes (platform and other)—if these were returned to the stores they could, at the least, be used as firing. If in the Storekeeper's opinion the best had not been got out of the mops or the brushes, then such articles should be re-issued for further use. From personal experience I know that men have returned brushes to be renewed—brushes that were still of considerable use for cleaning purposes. “Not worn out yet” they were told, and it was surprising how much further efficient use was got out of such articles. One knows, of course, that a new broom sweeps easier than an old one, but, if a brush has not outlived its usefulness, why renew!
After making a test with Linley semaphore lamps (as to their capacity and the time they will burn when filled) I find they hold one quart of kerosene and will burn night and day for a week with one filling. At the end of that time there is almost a pint of kerosene left. It would appear that at a station with two home and two distant signals (where no kerosene is
Waste can occur when the cisterns are emptied periodically, if the oil is not first drained off.
Palmerston North Railway Ambulance Brigade,1906.
Back row.—J. Russell, R. Le Grange, W. Meyenberg, B. McKeown, J. Muirhead.
Middle row.—A. Alsop, J. Grant, Dr. C. W. Peach (Hon. Surgeon), J. Stone, J. Greig.
Front row.—R. Turkington, J. Fife, C. Downey, W. H. Cassey.
For ordinary usage (drains, etc.) about 75 per cent. of water is required to be added to the Taw mixture. This formula is, I am afraid, not adhered to. Members are apt to use disinfectants, etc., in an undiluted state. Were these stores issued ready for use, one gallon, mixed correctly, would represent 75 or 100 gallons of mixture. It is obvious a great saving would thus be effected.
These are issued in a jelly formation. To be properly mixed, about seven parts of water must be added to the raw material. These stores are received in kerosene tins. If on hand for a long time the tins turn rusty with consequent damage to their contents. Waste occurs in this direction because of improper mixing. I would suggest that gloy, etc., be issued ready for use by the quart, etc., instead of by the pound. Its sole use at stations is for labelling and bill posting—its uses in the latter case being infrequent.
The sole use of Bon Ami is for window cleaning. For an ordinary station one cake should last (with careful usage) three months. I affirm this from personal experience.
This is used for taps, knobs, and tablet machines—one tin being supplied four-weekly. Waste occurs through leaving the cap off (which causes the liquid to evaporate), also through the contents not being sufficiently shaken up. In the latter case the main part is left in a cake at the bottom of the tin.
This being highly concentrated, very little suffices. Over usage causes metal utensils to wear, and timber to rot. Waste occurs through the injudicious use of this soda. A little will do the work of a lot.
Waste occurs through not being used for the purpose supplied. Instead of being washed when dirty they are discarded. One has only to reflect on how long a duster will last in a household.
The above are a few items in the use of which, after being carefully considered, I am sure a great saving could be effected. It means closer supervision of stores in use. In the end, however, it is the small things that count when large quantities are used. An English railway in an economy campaign some time ago pointed out that if each member saved one foolscap memo. per day it meant the saving of hundreds of pounds to the Company in a year.
There is no reason why a member using stores should not be as careful in their usage as if he were actually paying for them. He does so indirectly. Some two million pounds are spent on stores annually and as there are some 300 officered stations (and over that number of tablet stations) they use a good round sum of that amount in stores. At present the Department, in face of road competition, is feeling the depression and it not only rests with the staff to be “Business Getters” but economists as well. Economy and better business mean more revenue and in the end better conditions of service. I would suggest that the Traffic Inspector or some other responsible officer periodically examine stores on hand and note excess of supply to actual usage.
L. C. E. Hamann
We left Edinburgh at 1.15 p.m. on Monday, 12th October, 1925, and arrived at Newcastle at 3.58 p.m.—distance 124 miles. En route we stopped at Berwick, the border town between Scotland and England. The Berwick railway station stands on the site of the old castle in which Edward I., in 1292, considered the rival claims of Bruce and Baliol to the throne of Scotland. Newcastle is a very large city and the shops are particularly good. On the outskirts of the city are to be seen the various coal pits.
A Gotthard train hauled by a 128-ton engine.
The following day (Tuesday) we journeyed from Newcastle to York —distance 84 miles. The time taken on this journey was one hour 58 minutes. The weather was dry but very cold. Our first stop was at Durham where the castle and cathedral can be seen from the train. The castle is of much historic interest from the fact that the building was begun in 1072 by King William the Conqueror.
Our next stop was at Darlinghurst which is a very important industrial centre. Darlinghurst claims the proud distinction of being the birth place of railways, as it was on the 27th Sept., 1825, that the first public railway, viz., the Stockton and Darlington, was opened for traffic.
The first passenger locomotive ever used on a railway (George Stephenson's No. 1 locomotive) stands on a pedestal at the south end of the main station.
York, which we next visited, is one of the most interesting cities in the United Kingdom. It was originally one of the Roman strongholds and to-day there are still to be seen the old Roman walls.
The York Minister is one of the finest cathedrals of Gothic architecture and the stained glass work is really marvellous. Particularly beautiful is the famous “Five Sisters Window.”
From York to London the distance is 187 miles. The time taken was three hours and 44 minutes—three stops en route. During some stages of the journey we were travelling nearly 80 miles per hour. The travelling was so smooth and comfortable that one did not notice the speed.
During my stay in London I had the privilege of visiting the chief railway stations in that city. Waterloo station (owned by the Southern Railway Company) is one of the most up-to-date stations in London. It contains 21 platforms. An enormous suburban traffic is dealt with at this station and is worked entirely by electric trains. These electric trains deal with the incoming and outgoing passenger traffic and leave again three minutes after the time of their arrival at the station.
King's Cross station (owned by the London and North Eastern Railway Company) contain 15 platforms and covers 16 acres of ground.
It was always a pleasure to visit the London railway stations and to note how expeditiously the very heavy suburban traffic was dealt with.
The underground systems in London are really marvellous. At the rush hours in the evening the trains are dealt with at intervals of about a minute.
After a short stay in London we set out on a tour through the West of England and Wales From Fishguard Harbour in Wales the Great Western Railway Company's steamers run to Rosslare in Ireland. The distance between the two ports is 54 miles and the time usually taken on the trip is 2¾ hours. On a later occasion we had the privilege of travelling by these boats and found them most comfortable.
From Fishguard we travelled to Penzance, breaking the journey en route at Bristol, Bath, Exeter and Truro. We spent a very enjoyable fortnight at Penzance. It was late in the season and the weather was very cold, though dry. Among the principal places of interest are “Land's End” and the “Lizard”—both of which are within easy motoring distance from Penzance.
En route from Penzance to London we stayed for some days at Torquay and found it a very
After a few days in London we left Victoria station (Southern Railway Company) for Paris. The weather was fine and we had a smooth trip across the English Channel. The facilities for dealing with the through luggage are good. At London the luggage is loaded into large crates which are placed on special trucks and at Dover these crates are lifted bodily on to the steamer. On arrival at Calais the crates are again placed on special trucks and are conveyed to Paris on the special passenger train. A similar system applies with luggage from Paris to London. It will be noticed that the luggage is not handled from the time it leaves London till after its arrival at Paris.
I cannot attempt to give any description of Paris except to say that it is a very fine city and full of great interest. The museums, art galleries, etc., can only be described as wonderful.
Particularly interesting is the Palace of Versailles (about 12 miles from Paris). In what is known as the “Glass Gallery” the Peace Treaty was signed on 28th June, 1919. The table on which the Treaty was signed is on exhibit.
Another building of interest in Paris is the “Invalides,” originally built as a home for old and disabled soldiers. This is now used as a war museum and there is a splendid collection of war exhibits therein. In the court yard of the “Invalides” stands the railway carriage of Marshall Foch in which the Armistice was signed on the 11th November, 1918.
I had the privilege of visiting the various railway stations in Paris. One of the principal stations is the L'Est which, at the time of my visit, was undergoing very considerable alterations. When these alterations are completed there will be about 36 platform roads converging into eight roads at the end of the station. In order to carry out the alterations a large number of private houses and warehouses had to be pulled down and the position of the street altered.
From Paris we went to Berne in Switzerland. It had been snowing for two days and the trees and ground were all covered with snow. The car in which we travelled was steam heated and the journey was quite comfortable.
We spent some six weeks at Switzerland during which time we visited Montreux, Lausanne, Lenk, Interlaken, Grindelwald, Jungfraujoch, Lucerne and Lugano. The scenery in Switzerland is magnificent.
Berne, View From The Kursaal “Schanzli.”
Jungfrau is 13,660 feet above sea level. The Jungfraujoch railway station which is the terminus of the railway is the highest railway station in the world, being 11,480 feet above sea level.
On the journey from Interlaken to Brique on the Bernese Alps railway the train passed through the Lotschberg tunnel—nine miles 140 yards in length. This is the third longest tunnel in Switzerland. The train (which took 12 minutes to go through the tunnel) was worked by an electric engine and consequently there was an entire absence of the smoke usually associated with tunnels, and the air was fresh and keen. The highest point of the tunnel is 4,080 ft., and the tunnel itself which was opened for traffic on 15th July, 1913, took nearly seven years to complete. On the latter portion of the journey, from Goppenstein to Brique (a distance of 15½ miles) there are no less than 20 tunnels having a total length of about 4¼ miles. The electric engines used on this line are very powerful and each engine is capable of hauling a weight of 310 tons on a grade of 1 in 37. The newest electric engines belonging to the Company have 4,200 h.p. and haul trains of 560 tons up a gradient of 1 in 37 at a speed of 31 miles per hour.
Lucerne and Lugano are both towns of considerable size and importance and should be included in the itinerary of any traveller.
On the journey from Lucerne to Lugano the train travels through the St. Gotthard tunnel 9¼ miles in length. The time taken to run through the tunnel was 16 minutes. From Erstfeld to Goschenen (the mouth of the tunnel) a distance of 18 miles, there is a steep rise of over 2,000 feet. The major portion of the gradient is 1 in 43. The line becomes a spiral staircase. The train whirls round the church of Wassen, showing it first above the line, next on the level, and finally below.
The Pianotondo Viaduct near Giornico, one of the new stone bridges replacing former steel structures.
We enjoyed Switzerland very much indeed, although, being the middle of winter, we found it rather cold. The hotels are exceedingly comfortable and well managed. English is spoken in all the hotels and the managers do all in their power to render one's visit enjoyable.
The electric trains in Switzerland were a revelation to me. They run smoothly and at a uniform speed with an entire absence of jerking. The carriages are well fitted up and very comfortable.
From Lugano we crossed the border into Italy. Our first stop was at Milan and from there we went to Venice, Florence, Rome, Naples, Genoa, San Remo and Alassio.
Venice with its canals is a city quite unique. The Grand Canal with the beautiful palaces on its banks and the gondolas slipping through the water, fills one with emotion, wonder and admiration.
Florence is a very beautiful city and contains many wonderful buildings and churches. The art galleries at Florence are especially fine.
Rome combines the ancient and modern in a remarkable degree. The Bascilica of St. Peter's is a magnificent building and of very great interest.
The Vatican museums and libraries, the Sistine Chapel and the Vatican Pinacotheca (picture gallery) are among the finest in the world.
The Flavian amphitheatre or colosseum was one of the most imposing of all the constructions of Imperial Rome. Though partly in ruins it is wonderfully well preserved.
The railway station at Rome is very conveniently situated being right in the business centre of the city. The station itself is rather small for
When at Naples we visited Pompeii and Vesuvius. In travelling up the hill to Vesuvius an electric train took us on the first stage of the journey, viz., to Pugliano where we changed into the Mount Vesuvius railway train. Part of this journey was very steep the grade varying from 1 in 4 to 1 in 10. We then changed into the funicular train which took us to the top of the hill and within a very short distance from the crater. This funicular railway is exceptionally steep, the grade being 55 per cent, or 1 in 1.8. Although the grade was so steep the funicular car travelled very easily though slowly. At the time of our visit the volcano was very active and the sight was well worth travelling to see.
Genoa is a very fine seaport town and possesses a splendid harbour.
San Remo is a beautiful town and a very great winter resort for English people.
From Alassio we crossed the border town and were once more in France. Our destination was Nice where we spent a very enjoyable two weeks.
We visited Monte Carlo on several occasions also Monaco and Cannes.
The climate both in the French Riviera and the Italian Riviera is delightfully mild in the winter and a very large number of English people make prolonged stays at these places during the winter months.
From Nice we went to Marseilles, Lyons and Paris and after a short stay at these places returned to London where we arrived on 31st March, 1926.
View of Mt. Vesuvius and the Railway.
Marlborough's Anniversary Day, although spoiled by wet weather, gave the Railways Department heavy passenger traffic between Blenheim and Picton. “The morning trains brought down to the port 1,650 passengers, which must be considered highly satisfactory under the circumstances, and gives some idea of the crowd to be expected under more favourable conditions,” states the “Marlborough Press.” The Anglican picnicking parties totalled over 600, and the Methodists over 300, whilst there were also many private crowds. In addition to the number of excursionists who came to Picton by train, the motor car traffic was also heavy, and some hundreds of road visitors came through during the afternoon. The crowds of adults and children dodging the showers, appeared to enjoy the day's outing and, during the fine periods, London Quay, the Foreshore and Victoria Domain, were popular resorts. The railway staff, with Mr. C. G. McGonagle in charge, is to be commended for the manner in which it rose to the occasion and sought to minimise the discomforts to passengers that were inevitable on such a cheerless day.
T. G. Glasgow
One of the important lines at present under construction by the Public Works Department is that which will connect the Northern Wairoa district with the present North Island main line system.
The main line junction to connect with the present Dargaville section has been made at Waiotira, 108 miles north of Auckland. The gap of 45 miles has been reduced by about 13½ miles of line just completed, which will shortly be taken over by the Railway Department. Work is being pushed on at various points on the remaining portion of the line.
Dargaville—Kirikopuni approach road.
North Auckland country, being somewhat broken in contour and very unstable during wet weather, presents many problems for the constructional staff. As settlement grows and drainage increases this latter difficulty will be minimised. The formation of the soil is such, however, that there will always be necessity for careful supervision during flood seasons.
There are four stations on the completed portion of the new line, viz., Pikiwahine, Omana, Pukehuia and Kirikopuni. Other stations are proposed at Tangowahine and Awakino. The new line will join up with the present Kaihu valley line at Dargaville.
Two tunnels have been constructed on the new section, one (18 chains in length) at Tokatoka and one of 32 chains at Omana.
The greatest undertaking on this section has been the construction of a bridge spanning the Northern Wairoa river at Pukehuia. This work has just been completed and a very fine bridge stands as a monument to the ability and industry of the Public Works Department.
The bridge, which is built of concrete, has a total length of 576 feet. It has two central spans each 105 feet long, the approaches being built with steel girders. In the centre the bridge is 35 feet above low water level and about fifteen feet above high water level—there being a ten foot tidal rise in the Northern Wairoa river.
The Kaipara harbour and Northern Wairoa river form one of the largest inland waterways in New Zealand. The district, hitherto, depended for communication and development on water transport. This was the land of immense Kauri forests and many millions of feet of timber have been carried down the river to be distributed throughout the land. Quite a fleet of coastal and intercolonial timber ships regularly plied their trade on the Kaipara harbour, on the shores of which, and on the river side, timber mills and townships devoted to the industry grew up at various points. To-day most of the Kauri has been cut out and the country is in the transition stage—between the old timber trade and a new agricultural industry.
Most of the Northern Wairoa district is quite suitable for sheep or dairy farming and already holds quite an important position in the agricultural world.
The Hon. K. S. Williams and the Hon. C. J. Carrington inspecting the bridge at Wairoa after the first steel plate was placed in position.
From the junction at Waiotira (for about five miles) the country is rather hilly, but is very suitable for sheep and cattle raising. Between Pikiwahine and Omana there is a rich alluvial valley through which flows the little Tauroa river, and from Pukehuia there is mixed and swamp
The present Kaihu valley railway runs north to Donnelley's Crossing and, when the junction is finally made, there will be railway communication to the great Kauri forest at Waipawa and also to the Trounson Park reserve. There will be preserved in this area what will prove to be a wonderful sight for future generations who have not been familiar with the glory of a standing Kauri forest.
In conjunction with the railway construction on this route “main highway” roads to serve the district are being built by the Public Works Department. Already a splendid road is opening up the Mangakahia valley by way of Kirikopuni and Parakao, and connecting with the main highway from Whangarei to Kaikohe. There is some splendid bush scenery along these roads and in one place a viaduct 120 feet high spans a rocky gorge.
At Kirikopuni the Northern Wairoa Dairy Company is building a large butter factory to serve this district. This fact is an indication of the possibilities of the district which is only partially settled.
Kirikopuni, which was formerly open country, is now taking shape as a small township.
The Public Works Department following the policy adopted in other parts of the Dominion, has built a number of camps for their employees. The main camp is situated at Pukehuia and from here the bridge construction work was carried out. Pukehuia is quite a model township laid out in approved style and containing comfortable houses for married workers and their families and hutments for the single men. There are two schools (staffed by the Education Department) which accommodate 120 scholars. A fine hall built by the Department is controlled by the Young Men's Christian Association and provides recreation and entertainment for the residents.
As different works are being carried on at various points along the new line, smaller camps have been established at convenient places.
First passenger train on the new branch-line (to connect the Northern Wairoa district with Auckland), November, 1925.
A railway goods and passenger service is operating between Kirikopuni and Waiotira and a connection is made with the train services on the Auckland-Whangarei line. Service cars run regular daily trips between the rail head and
The work on this line is under the control of Mr. J. E. W. McEnnis, District Engineer (stationed at Whangarei), and his assistant (Mr. E. A. Gibson) who is in charge of the construction work at Pukehuia and Kirikopuni.
The new line is a tribute to their skill and perseverance and New Zealanders can well be proud of the accomplishments of their public servants in works often carried out under most trying conditions.
Life—In Six Movements.
(Photos W. W. Stewart, Auckland.)
By Those Who Like Us
From the Secretary, North Canterbury Auctioneers' Association, Christchurch, to the District Traffic Manager, Christchurch:—
At a general meeting of the Stock Auctioneers' Committee held yesterday a resolution was unanimously passed thanking you and the officers of your Department for the steadily improving facilities granted in connection with the transportation of stock, and appreciating the personal interest and support received from yourself and Mr. Pawson. It is fully recognised that the Department is often working under disadvantageous conditions.
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From the Secretary, Whangarei Racing Club, Whangarei, to the Railway Board:—
I am directed by my Executive to express to you my Club's appreciation of the railway facilities on the occasion of the Club's race meeting, held on the 10th and 12th November. The facilities were all that could be desired.
I am also directed to advise you of the promptitude of action and civility extended to all by the local stationmaster and his staff.
The Club's patrons and horse-owners were loud in their praises of the treatment received, and general satisfaction was expressed at the completeness of all arrangements.
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From the Secretary, Wairarapa Industrial Exhibition, Masterton, to the Divisional Superintendent, Auckland:—
My Committee desires to thank you for the courtesy and assistance given us during the course of the Exhibition.
The results obtained are very gratifying and we feel that the Department's help, particularly with the school children, has been well worth while.
From Messrs Le Quesne and Cowan, Hastings, to the Stationmaster, Hastings:—
We wish to convey to you our sincere appreciation of the expeditious manner in which the goods consigned to us from Wellington last evening were handled by your Department.
Being urgently required, we telegraphed Wellington for the three heavy cases of goods at 3 p.m. yesterday, and from the fact that we were able to obtain delivery at Hastings station at 1.45 p.m. to-day, we realise there is an earnest desire on the part of the Department to give the public a first-class service. We further realise, of course, that our experience would not, by any means, be an isolated one, and we hope that the railways will receive the support they so justly deserve.
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In a letter to the Railway Board referring to the Department's policy in loading early parcels of papers into the guard's vans at Christchurch, the Manager of the Lyttelton Times Company writes in the following appreciative terms:—
I desire to say that we greatly appreciate the uniform courtesy and helpfulness of the whole Railway staff during the difficult times of the change over to the Middleton Yard. I am satisfied that our parcels were dispatched with an absolute minimum of delay and the disturbance of arrangements for the distribution of papers by agents and mailmen was almost negligible.
I am the more glad to be able to pay this tribute to the Department's officers because a previous letter of mine, referring to the loading of papers at a level crossing, implied a criticism of the Department's arrangements.
Robert F. Black
Quite early in the history of New Zealand, the Southern Lakes district of Central Otago became famous. At first, owing to the very rugged nature of the country, it remained in comparative obscurity. Then came the discovery of gold. This gave the necessary impetus to exploration, practically all the rivers in the lake country being found to be rich in alluvial gold. Under the magic stimulus, roads were built over the mountain passes in an incredibly short time; engineering difficulties were overcome and the gorges bridged with suspension bridges hundreds of feet above the water. Over these bridges came thousands of miners with their machinery and the district settled down to steady gold production. The gorges resounded to the clang of the gold dredges and the rumble of sluicing. Towns sprang up and then disappeared again almost in a night.
To-day it is not gold, but golden sunshine, and snow-clad peaks mirrored on lake surfaces of azure blue, that attract travellers from all over the world to our wonderland of the South. The gold is gone forever, but the beauty will remain, for, unlike many mining districts, the landscape in these parts has not been disfigured by the activities of the gold seekers of long ago. Only the river beds were turned topsy-turvy in the wild hunt.
The Central Otago climate is one of the most bracing in New Zealand, with a very light rainfall—a decided advantage from the holiday point of view. All kinds of stone fruit, but particularly cherries and strawberries, flourish in season, and are cheap. Some misconception may exist in regard to transport. When people are told that the Lake District lies about 170 miles inland from Dunedin they almost invariably think it must be a very outlandish region, and that transport must be unusually difficult and expensive. However, this is not so, for the railway services extend a cheap and comfortable means of transport right to Queenstown, the centre of the Southern Lake land.
The “All-railway route” from Dunedin passes through Milton and Clinton until Gore is reached. Gore is the junction for the Waimea Plains branch. If a visit be contemplated to the most southern lakes (Te Anau and Manapouri) Lumsden is the stopping place. A forty mile drive is all that is required to reach Manapouri, the lake of a hundred isles; Te Anau is a few miles further on. Continuing on from Lumsden, the rail terminus is at Kingston, 160 miles from Dunedin, on the southern arm of the famous Lake Wakatipu.
At Kingston the train runs right alongside the steamer and this simplifies the business of changing. The steamer then sets off on a two hour run to Queenstown, its home port.
A glimpse of the famous Routeburn Valley, Lake Wakatipu district.
Many railway systems in different parts of the world run steamers in conjunction with their rail services to fill in essential gaps. The New Zealand Railways are no exception, for the Department runs three steamers on Lake Wakatipu. The same ideals of service and punctuality always associated with railways characterise the personnel of their steamer services. The steamers themselves floating on the deep blue waters of the lake, with their glistening white hulls and
Apart from being the natural centre of the beautiful lake country, Queenstown is almost unique in that it provides facilities for almost every kind of sport and entertainment. The Tourist Department maintains an extensive domain, in the middle of which are the Botanical Gardens, Croquet and Bowling Greens, also Tennis Courts with a pavilion and tea koisk.
Those who visit the domain without equipment for the various sports can hire anything required at a reasonable cost. Wind does not interfere with the play as there is an outer wall of tall Norfolk pines which give adequate protection.
The Skippers Road, Queenstown.
Red deer stalking is to be had on the wooded slopes around the lake. Trout are plentiful, of good quality and size, both in Lake Wakatipu itself and the many smaller lakes and streams round about. Many beautiful spots, ideal for camping, are situated round the lake shore with an ample supply of pure water available in the lake itself—so pure is the water that tins thrown in do not rust for years and can be seen at a depth of over thirty feet. (An interesting fact to railwaymen is that the water of Lake Wakatipu is used in the boilers of the steamers instead of condensed water.)
The supremacy of Queenstown, however, lies in its suitability as a starting point to the many beauty spots round about. There is the twenty mile drive round precipices hundreds of feet high to the old mines at Skippers and to the Kawarau Dam. During the summer months, the “Earnslaw” runs moonlight excursions which are very popular. An orchestra on board provides music and the decks are cleared for dancing. Nothing could be more beautiful than the lake by moonlight, winding between the peaks. Excursions are also run by the lake steamers to bays around the lake, and to the head of the lake. From here (Glenorchy) a twelve mile drive passing through birch forests and across the mouth of the Routeburn Valley, brings one to Paradise, with the white cap of Mt. Earnslaw in the background. Within easy distance of Queenstown are many interesting walks up the neighbouring hills or to the strawberry gardens where the sum of 1/- is charged for admission. (Once inside these gardens one's shilling can be most profitably invested!) The ascent of Ben Lomond attracts those who can tackle something more strenuous. Holiday makers form parties (often forty strong) which set out at midnight to scale the 5,780 feet to the summit of Ben Lomond to watch the sun rise over the top of the Remarkables. Thus the heat of the day is escaped and the early morning usually ensures a clear view right up to Mt. Cook.
A 48-mile motor trip to the little township of Pembroke, Lake Wanaka, reveals fresh possibilities. The road leads up a zig-zag to the top of the Crown Range Pass, 4,000 feet high, from which a magnificent view of the surrounding mountains and the Kawarau Gorge is
Instead of retuning by the same route an alternative route is via the Otago Central Branch, the rail treminus of which is Cromwell—a flourishing inland town situated about 40 miles by car from Pembroke and from Queenstown. The road from Queenstown follows the famous Kawarau Gorge almost all the way to Cromwell, thus providing a round trip always passing through new country of very varying scenery. The Otago Central branch passes through 40 miles of orchards. Central Otago should indeed be called “the orchard of New Zealand.”
The Department is to be congratulated on its enterprise in the running of cheap week-end and one-day excursions from most points of Southland to Queenstown. The one-day excursions from Invercargill are a popular innovation. No advertisement compares with a satisfied customer; and a few hours spent around Wakatipu are sufficient to instil an enthusiasm which is infectious enough to draw others to this splendid holiday resort—the playground of the south.
Good For The Railways.
Under the above heading the “Look-out Man” of the Auckland “Sun” writes thus from his watch-tower:—
Time was when the Railways Department did not bother to advertise itself, or go out of the way to court patrons. But all is changed since it decided to be out for business. Now it studies the comfort and convenience of travellers in a dozen directions that had not occurred to it in the days of the past. The courtesy of the railway man was always notable, his willingness to help passengers in any difficulty was a constant theme for thanks. Those personal relations with the public could hardly be improved on. There were other things, however, that were sadly needed. The business-like management of recent years has seen to these, and as regards comfort in travelling, the service has almost been transformed. Nor does the Department forget its patrons. This year it has issued a charming little calendar bearing the motto: “The People's Railways for the People's Safety. The People's Railways for the People's Goods.” These are being distributed by stationmasters to regular patrons. It is a thoughtful gesture—and it is good business. Good for the railways!
The Earnslaw (the largest of the N.Z. Railways' fleet of lake steamers) leaving Queenstown, Lake Wakatipu, with Invercargill excursionists aboard.
Typical Scene in the heart of Southern Lakeland.
H. E. Childs
Thomas Carlyle
Should machine operators grind their own tools? In the most up-to-date and best organised machine shops the answer is in the negative. The heyday of the tradesman who ground his own tools and supervised their forging has passed. Beyond a doubt the old system engendered a sense of pride in the skilled workman, who jealously guarded the tools he used.
But a progressive age like ours is no respecter of individual sentiment. In workshop practice to-day an organised collective system of tool grinding has taken the field. The reason for the change is that the machine tool revolution, which popularised the combination lathe, the automatics and the specialised single purpose machines, has all but blotted out the old line of demarcation that a few years ago so distinctly divided the skilled from the unskilled workers. There need be no regret regarding this change which has effected both man and machine. In speeding up and increasing production, it has assisted humanity. No longer is man the toiling beast of burden as of yore; to-day the machine toils, and the operators intelligently supervise, direct and control.
It cannot be denied that there is a right tool for every job—that the supply of correctly ground tools can only be maintained by a definite system of tool grinding being insisted upon. The number and variety of tools required in a locomotive machine shop will appear very large where the individual system of tool grinding and designing is in vogue. This is mainly due to the fact that each machine operator has created a standard set of tools of his own. If all these tools were tested and the best tools sorted out and made the workshop standard, one would be amazed at the relatively few tools that are required in the make up of a standard set capable of meeting the majority of workshop requirements. This is what has actually been done in the world's most efficient machine shops. Moreover, to assure that the correct shapes will not be diverted from, specially designed tool grinders have been installed and are operated by a machinist who works from charts that give the correct rake, clearance and profile for every tool required.
In many shops where tool grinders have been installed in the tool room, floor grinders have also been set down in the machine shops. The setting down of the floor grinders has induced machine operators to touch up and ultimately grind their own tools. Possibly, a machine operator will claim that after he touches up a certain tool it cuts much better. This might possibly be true, but it does not in any way discredit the tool room system. It shows only that the best (the correctly ground tools) have not been selected in the make up of the shops standard tools.
The question now arises as to how to arrive at a good general standard. Theoretically, this can be taken from the makers' charts; but in the main, a workable standard must also be determined in the shops where the tools are to be used and, where the material to be machined is known, and the machining operations understood. Knowing these things and, with the gridance of tool grinding charts, an excellent standard set of tools should follow. Should tools, after correct grinding be interferred with on the floor grinder, the chances are that the good done by the tool-room grinding will be undone by that of the machine shop. This practice should be avoided and the floor grinders kept within their legitimate spheres of usefulness.
Much of the high speed steel used in machine shops is, to some extent, unavoidably wasted. This is due to what is known as the short end, or to that portion of the tool shank that is held in the tool box or post. To minimise this wastage, tipped and circular tools are becoming quite common in large machine shops. The tipped tool came into prominence during the War owing to the shortage of tungsten, vanadium, molybdenum and other rare alloys. The term “tipped” is self explanatory; it being merely a piece of high speed steel slightly larger than the profile or plan of the top face of the tool, which varies in
The circular tool is another type of tool but rather limited in its scope. It is fitted in a sort of tool holder, and consists of a piece of round high speed steel drilled through the centre and ground out concave on the face that gives the cutting edge the required rake. The clearance is determined by a slight taper, and the cutting face or profile is slightly larger than the base.
These tools require less frequent grinding than the ordinary tool, as they can be turned round in the tool holder until the entire circumference (which is the cutting edge) has broken down. For roughing and facing, this type of tool is extensively used in Great Britain and abroad. So general has become their use in large machine shops that a specially designed grinder can be purchased for grinding the concave top face which provides the rake for the cutting edge.
It will be readily seen that a set of standard tools embraces every tool that can advantageously be employed. Their selection and ultimate success in operation is one of the acid tests of machine shop organisation and control.
(To be continued.)
A Glorious Trip.
The excursion run arranged by the Railway Department from Wellington to Wanganui over the week-end was well patronised, reports the “Wanganui Chronicle,” and the 420 excursionists expressed themselves as being pleased with the arrangements made for their comfort.
“We found the accommodation in Wanganui tip-top,” said a member of the party when conversing with a “Chronicle” man, “and although we had to see a great deal in a short space of time, arrangements were so made that the journey did not seem to be marked by any rush. As a rule haste is usually associated with excursions, and one returns home thoroughly disgrunted and tired. On this occasion, however, thanks to smooth organisation and good accommodation, every member seemed to be thoroughly satisfied.”
The visitor said the Railway Department attended to all the details of the trip. With regard to accommodation that was arranged to suit the travellers' pockets. The tariffs at the various hotels were listed and each person booking a passage had the option of choosing whichever suited.
Two ladies from Sydney stated that they were so greatly taken with the river scenery that they felt inclined to stay behind to do some sketching, a pleasure they had intended to reserve for a future trip.
Jollity at the Invercargill Railway Workshops.
A breaking-up scene on Xmas Eve, 1927.
W. Gratwicke
Railroads in America have built both passenger and freight cars entirely of steel for a considerable while. The reason for this was partly because of the increasing scarcity of wood and the superiority of steel vehicles in collision, but chiefly owing to the fireproof qualities of such construction.
Although actually the first steel passenger vehicle was designed and built in England for a local electric railway, it only has been in comparatively recent times that English and European railways have oriented themselves towards the all-steel passenger car.
Meanwhile American practice with its long experience of steel cars has realised that enormous sums have been expended annually in the upkeep of such vehicles, chiefly in combating corrosion. This matter has assumed such importance that several years ago a high executive engineer of the Pennsylvania R.R. gave evidence before a Committee of the U.S. Congress in support of the Muscle Shoals project, and submitted as his reason that this development would cheapen the cost of aluminium and render possible the construction of freight cars from aluminium-manganese alloy and thereby practically eliminate the heavy annual corrosion charges.
Fig. 1.
All Aluminium Tramcar at Cleveland, U.S.A.
In consequence, it is not surprising to observe a growing tendency to employ aluminium and aluminium alloys in modern car construction for such purposes as side plating, roofs, doors, interior parts, etc., and vehicles are now in operation which make use of such materials for framing, underframes and bogie truck frames as well. For over a decade the Pennsylvania system has had more than two thousand cars in service having cast aluminium doors, and recently the same railroad has put into service on its Paoli electric lines steel frame cars having duralumin side panels and roofs, as well as other cast and fabricated aluminium alloy parts to the extent of nine tons per car, which represents a saving of at least double this weight. Further, the latest dining car stock is equipped exclusively with aluminium furniture because of its proven increased durability.
There seems to be no sufficient reason why British and other railways should not profit by the experience of American roads and start investigation of non-ferrous car construction without first going through the all-steel phase of the art. Of course, it may be contended that with the commercialisation of stainless steel, there is no necessity for resorting to non-ferrous construction, but although something may be achieved in the reduction of corrosion charges absolutely none of the contributary advantages of aluminium can be realised by the use of the former material. The most important of these, perhaps, is that of lightness, which is of greater consequences in electric railway operation where rapid acceleration, deceleration and heavy power draughts are the rule. Another case where this feature will be of utility is in the case of steam operation where limitation of axle loads, clearances or draw-bar strength prevent the use of larger locomotives. In either of these cases, reduced dead weight will mean increased ability for handling paying loads and possibly, also, increased useful life of existing motive power units. In connection with the former condition, it was stated at the time of the inauguration of the electrified suburban lines of the Illinois Central R.R. at Chicago, that the employment of aluminium in their new cars only for roofs, upperworks and doors, would result in a reduction of 250 dollars in the annual power bill of each car operated.
On the Manchester-Bury electric lines of the L.M. and S. Railway, steel frame aluminium sheathed cars has been used exclusively for over ten years while similarly equipped wood frame cars have been in use on the Southport lines for a much longer
While perhaps not of direct concern to the railway man, the tramcar shown in Fig. 1 is of considerable instruction as a pointer towards possible developments in his own field. This vehicle actually is an “all-aluminium” car, for not only are the sheating, interior fittings, ventilators, etc., of aluminium, but also the whole superstructure, underframe, and bogie truck frames. The underframe is built up from aluminium alloy structural shapes and forgings which yield tensiles from 60,000 to 85,000lb per square inch, depending upon the alloy used, while the truck frames and body framing make use of similar materials. These cars, compared with previous all-steel cars of identical design and dimensions showed a total weight reduction, including electrical equipment, of from 41,140lb. to 30,300lbs., or about 26 per cent. This was obtained by an increased construction cost of 10 per cent. In extended operation, power consumption has been reduced by 20 per cent., and the Cleveland Railway Co. considers this to be a sufficient justification for the adoption of the all-aluminium car as standard. These cars have shown an actual cash saving per annum in power alone of 500 dollars per car, and it was predicted at the last A.E.R.A. Convention that the widespread adoption of such vehicles would follow. In average cities, operating between 300 and 1000 cars, this power saving alone would increase earnings from 150,000 dollars to 500,000 dollars per annum.
Fig. 2.
All-metal omnibus in aluminium and duralumin (built by Short Bros.). Weight 14½ cwts.
More recently some all-aluminium multipleunits cars have been built for the Berlin local railways, which are now in process of electrification, and it is reasonable to suppose that the satisfactory results obtained at Cleveland will be repeated on this system.
The construction is not confined to railway vehicles as will be seen by reference to Fig. 2, which shows a small bus constructed in duralumin in England, and it may be remarked in passing that the new six-wheel top-covered London bus has a body made entirely from the same material.
From the foregoing brief review, it will be seen that aluminium is definitely taking a place in the transportation field, a sphere heretofore considered to be peculiarly for wood, ferrous and cuprous metals. It is not realised generally that there are opportunities for the employment of aluminium high tensile alloys for certain locomotive parts, and ordinary alloys in cast or fabricated forms often may be used with advantage to replace brass and other cuprous materials in general railway and engineering construction work. It appears safe to say that although the progress of aluminium during the three and one-half decades of its commercial existence has been rapid, its field of application will be broadened to a much greater degree in the next ten years.
Back to the Rail.
The “Marlborough Express” in commenting on the improvement in traffic on the Picton Section recently, states that in the four-weekly comparison as between this year and last both the passenger traffic and the goods traffic are to the good; but the most remarkable feature is the larger movement of the travelling public over the line. The number of passengers (3,205) was more than doubled, and the revenue from this source shows more than a three-fold increase—£445 as against £167. “Business seems to be improving” is the final opinion expressed by this journal in regard to rail traffic in the Marl-borough province.
Dainty Frocks For Dainty Children.
The dainty little frock for the two-year-old child can be made either in organdie, voile or crepede-chene.
Neck, sleeves and hem, are edged with lace. The French knots should be of a contrasting colour.
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The Care of the Teeth.
How precious is ivory! It is bought at a great price and carefully treasured—considered to be almost as precious as gold. And yet there are people who take the utmost care of ivory ornaments, and think nothing of the rows of lovely ivories in their own mouth. Good teeth will protect the body from a host of evils; and bad teeth will cause indigestion, and many other ills. Everybody agrees that clean, regular, gleaming teeth are charming; and dirty, diseased, irregular teeth are ugly. Hence girls are easily persuaded to brush and clean their teeth. But they must be taught that the condition of the teeth is largely dependent on the condition of the bowels: those who neglect their bowels will find in time that all the care they bestow on their teeth is of little avail.
We should every day eat tooth-forming foods and teeth-cleansing foods, such as wholemeal bread, fresh fruit, especially apples and nuts; and plenty of vegetables and salads.
The cleansing of the teeth with a brush is also important, but the brush should be used horizontally and vertically, and the back and crown of the teeth should also be cleansed. The teeth should be so cleansed twice a day, preferably after every meal, unless the food itself has been tooth-cleansing. Rinsing the mouth with a suitable wash is also good—closing the lips and jaws, and swishing the wash in and out between the teeth and round the gums. Tooth-brushes should be renewed frequently, and kept clean always.
Every girl should remember that dirty teeth and gums may cause the breath to smell very objectionably, but she should also remember that an evil-smelling breath may come from neglected and over-loaded bowels, and that bowel-poisons get into the blood-stream, and are very apt to linger in the sockets of the jaw, and thus loosen and ultimately destroy the teeth.
Always guard against danger to the teeth. Visit the dentist regularly, and have any decayed teeth filled. Care for your teeth—your own ivories—with at least as much loving care as you bestow on the ivory trinkets and ornaments which, however expensive, are much more readily and easily replaced than the ivories of your mouth.
From “Health and Exercise for Girls” (by Anne M. Robertson, B.A., with Illustrated Supplement of Practical Exercises designed by F. A. Hornibrook).
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Valedictory.
During the past few weeks the Chief Accountant's staff has suffered loss through the resignation of three of its lady members.
Miss Peg Aekens and Miss Rosa Beck have since joined the great throng who believe in matrimonial bliss. Every good wish for their future happiness is here expressed.
Miss Flo Carr has flown to another position in the transport line. Her experience of the idiosyncrasies of enginedrivers' schedules will likely help her in the new situation.
Presentations were made to these girls, to Miss Aekens a tea-set, to Miss Beck a dinner-service and to Miss Carr a suitcase and manicure-set.
Safety First
Forming the Safety Habit.
Habit formation commences very early in life and goes on more or less continuously throughout its duration. It is this fact upon which the safety idea rests—in its educational aspect. If one stops to think before one acts—say in crossing a street or in jumping from a moving vehicle —a cautious habit is formed and it becomes stronger (to the point of giving the individual a hundred per cent, protection against accident) in proportion to the use made of it in circumstances of possible danger. Accidents are painful to the victim, and disturbing generally. The formation and constant cultivation of the safety habit will diminish their number considerably.
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Some Causes of Accident.
Among the more frequent causes of accident to workers in the transportation industry—causes the dangerous effects of which should, in no circumstances, be forgotten, are:—
Failure to use available safety appliances.
Failure to wear special clothing (and boots) when performing dangerous work.
Using faulty tools—especially ill-fitting wrenches and burred-edged hammers and chisels.
Using insecure scaffolding and ladders.
Faulty packing of materials and handling of same in a careless manner.
Using faulty chains, ropes and wire.
Walking underneath loads suspended from cranes, slings, etc.
Walking through escaping steam.
Climbing through moving vehicles.
Neglecting to “Stop, Look, and Listen,” before crossing railway yards.
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Eye Injuries.
Particular care should be taken to protect the eyes at this time of the year owing to dust particles being stirred up and driven through the air by the wind.
This applies especially to employees in shunting yards, etc. It is a good safety precaution, therefore, to protect the eyes (in all cases where injury is apt to be caused by driven dust particles) by wearing suitable goggles.
A Careful Man's Creed.
I believe that the greatest satisfaction in life is to do good work.
I believe that work is not well done unless it is safely done.
I believe that I owe it to myself, to my family, and to my employer to be always on guard against accidents and thereby save the suffering and loss they cause.
I believe it is my duty to protect my fellow workers as far as possible, by word and deed, so that they will not get hurt.
I believe that the constant practice of Safety First is the best possible protection against accidents.
I believe in using all the mechanical safety guards that are available and in placing no faith in chance.
I believe in putting into daily practice the safety principles in which I believe so that my example may influence the habitually careless to adopt the safe and careful way in carrying out their daily work.
I believe that as almost all accidents are, in the last analysis, preventable, that it is my imperative duty as a man and citizen to practice and advocate Safety First so that m'y country may reap the full economic value of my life and work.
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An “Alarming Fact.”
That the motor vehicle fatality rate per 100,000 of population in the United States is increasing at almost the same rate, alike in the smaller and larger cities, was one of the alarming' facts revealed by statistics last year. Commenting on this fact an exchange says that it is not the density of cities, but of those who live in them, that causes most fatal accidents of this nature.
W. C. Bishop
In all locomotive fire-boxes sufficient air for the complete combustion of the fuel, cannot be obtained through the dampers. A supplemental supply must be taken through the fire-hole door.
The reason air must be passed through the fire-hole door is that, when carbon dioxide (formed by the complete combustion of the coal at the bottom of the fire), is drawn up into the fire-box through the fire, it combines with more carbon and becomes converted into carbon monoxide, which gas, on top of the fire, will require more oxygen to burn it. This oxygen can only be obtained through the fire-hole door. As mentioned in my first article in the January issue of the Magazine, if the necessary air is not admitted, then the carbon monoxide would escape as un-burnt gases up the smoke stack and much valuable heat would be lost.
One of the surest ways of putting a fire out is to prevent air reaching it and that is simply because you stop the supply of oxygen.
Of course, if an unnecessary amount of air is admitted you will get waste of heat as explained by reason of using some of the heat produced to heat up the nitrogen in the air. This waste, of course, is not the only one, for if the fire-hole door is left open too wide, not only does the extra air drawn in require heating up, but it reduces the temperature of the gases (already heated up) as they pass to the tubes. The air and gases pass through the tubes at a great velocity and should be of a high temperature because the heat has to be transferred quickly through the tubes into the water in the boiler. If the temperature of the gases is not very much higher than the water, the transference of heat will be slow, heat thereby being lost through this slow transference. Besides this loss of heat there will be a consumption of coal without a corresponding increase of heat.
Firemen may ask, “How can we tell how much air to let in the box—first you say ‘You don't let in enough’ and then ‘You let in too much”’?
It is not difficult for a man interested in his work to determine the right quantity of air to be admitted through the fire box door. It is known, that of the substances which burn, the last to be completely consumed is the smoke, and smoke is only carbon in minute particles. A good guiding rule for firemen is:—
Sufficient air should be admitted through the fire-hole door to allow of the smoke being completely, or almost completely, consumed and no more. To belch forth clouds of black smoke for minutes on end is the sign of an extravagant and indifferent engineman; besides, it is unnecessary and is an intolerable nuisance to the public.
Some coals are almost smokeless and, in the process of burning, the fire is incandescent. When using coal of this nature it is difficult to judge when the correct quantity of air is being fed through the fire-hole door. In such cases the fire must be watched and studied.
Reducing Steam.
When steam is being produced too rapidly and is being blown through the safety valves and wasted the practice of opening the fire-hole door to cool the boiler is a bad one. Firstly, heat is wasted, and secondly, the rush of cold air across to the tube plate causes a contraction of the plate and hence many a leaking tube. The careless handling of the fire-hole door by the fireman causes much trouble of this nature. As already pointed out, if the supply of air to the fire be limited the coal will cease to burn. All that is required to reduce the steam pressure is to close both the damper and the fire-hole door. But a good fireman never has steam wasting through the safety valve; he keeps the needle registering at a pressure about a pound below the blow-off point.
Thickness of Fire.
This depends on the class of coal, the strength of the blast and on the size and form of the grate. The guiding principle should be to keep the fire as thin as possible without allowing it to burn into holes. It should be thicker at the sides than in the middle. Experience, however, will teach the fireman the best method to adopt in varying circumstances.
Clinker.
Clinker, as we have shown, forms a mass of ash mixed with iron silica, etc., and is useless for heat purposes. It spreads over the grate and chokes the fire thus reducing the grate area. Firemen should watch the accumulation of clinker and
Professor Goss tells us something about the cause of clinkering on the tube plate which no doubt has puzzled many firemen. It is due to a chemical action. Particles of coal which are fine enough to be caught up by the draught have (in the short distance they may travel), about the right conditions as to temperature, oxygen supply, and the time element, to bring them to this intermediate or easily fusible stage. They are thrown, therefore, against the tube plate in a semi-pasty condition. The outer surface glazes over, and no more oxygen reaches the interior. They are, however, subjected to the most extreme heat of the fire-box, sufficient to dissociate the remaining sulphur which, passing off as a gas, produces the spongy or honeycomb effect. The trouble is principally due to lack of air to effect proper combustion in the fire-box.
The nature of the blast has a very great effect on the fire because, on it, depends the amount of air which is drawn into the box through the grate and fire-hole door. If the blast is too sharp it will disturb the fire excessively; if too gentle, it will not draw in sufficient air. The correct size of the exhaust pipe cap is always determined (by experiment) by the designer of the engine.
As the proper method of firing will be determined only by experience and practice, I need not say much about it except that every class of coal in service must be studied and used so as to get the maximum heat. The first facts all firemen should recognise are:—
To fill the corners of the fire-box and then to feed the fire frequently with small quantities of coal. The principle of maintaining as thin a fire as possible is far more conducive to economy than is heavy firing. One thing a fireman must never lose sight of is that he is the servant of the public. He must study to save the public's money, and not to be wasteful in the use of coal. When entering a station it is his duty to consider the comfort of the travelling public and not have his boiler belching forth black smoke, or the safety valves emitting ear-splitting noise.
Fuel Bed Action
Fig. I
Earlier I have made light reference to fuel bed action. It is so interesting a subject that I propose to enlarge upon it, or rather explain it in little more detail.
The coal bed acts principally as a gas producer and at least 4–5ths of the carbon is incompletely burnt on the grate. The combustion of the carbon-monoxide formed in the fire is completed above the grate. Every pound of coal burnt liberates 3,750 B.T.U. in the fire itself and 10,750 B.T.U. in the fire-box above the fuel bed (Fig. 1)—(See J. T. Anthony's article, Loco Fuel Economy, in the Railway Age Gazette, October, 1916.)
The oxidation zone extends three inches above the grate line. Here the oxygen enters with air, makes contact with the glowing coals, and one atom of carbon, combines with two atoms of oxygen, thus burning completely to carbon dioxide. The gases entering the reduction zone consist principally of nitrogen (for that you will remember is in the air) carbon dioxide and a little free oxygen.
When the molecule of the carbon dioxide passes up from the oxidation zone into the reduction zone it comes into contact with a glowing piece of carbon. Now, each molecule of the dioxide proceeds to give up one atom of oxygen to one of the carbon atoms, thereby forming two molecules of carbon monoxide. This takes place largely in the reduction zone and to a small extent only in the burning flames above the fuel bed.
If the formation of carbon dioxide releases heat from the fuel, the reduction of carbon dioxide into carbon monoxide absorbes heat, therefore, a cooling action takes place in the reduction zone. This seems strange, doesn't it? But it is quite true.
Now we have this gas (carbon monoxide) passing up into the distillation zone. When this gas in company with a little carbon dioxide, nitrogen and perhaps a little free oxygen, enters the distillation zone, it comes into contact and mixes with the moisture and volatile hydro-carbons being distilled off from the coal that has just been thrown on the fire. These hydro-carbons are easily decomposed by the action of the heat, so that the gases arising from the green coal consist principally of the light hydro-carbons, methane ethylene, with free hydrogen, water vapour, and small globules of tarry hydrocarbons. Mixed with these are the gases that have come up from the oxidation and reduction zones—carboa monoxide, a little carbon dioxide, a little free oxygen and large quantities of non-combustible nitrogen.
The chemical combination of the combustibles and oyxgen in this conglomerate mixture of gases produces the flame which is always present in large quantities when bituminous coal is burned. The mass of flame that fills a fire-box is of such a constantly varying, shifting, flickering nature, that it is difficult to form a definite idea of its mechanical structure or action. (See Roscoe and Schorlemmer's “Treatise on Chemistry.”) To burn this accumulation of gases it is necessary to bring in oxygen through the fire-hole door to break down the carbon monoxide into carbon dioxide.
Short, hot flames, are the result of an intimate mixture of combustible gases with oxygen just at the surface of the fuel bed. Long, dark red flames, are the result of poor mixing of air into combustible gases, or insufficient air above the fuel bed. The latter condition facilitates the formation of the soot particles which, once formed, are very difficult to burn. Firemen should specially bear in mind what the flame in the box indicates.
(To be continued.)
Model Locomotive Built By Mr. G. G. Buick, Fitter, Addington Railway Workshops
The dimensions of the chief parts of the locomotive are as follows: Length 7ft. 6in., driving wheels 12in. dia., bogies 5 1/2in. dia., cylinders 2 1/2in. bore, 4 1/2in. stroke, boiler pressure 2001bs. per square inch—as tested and passed by the Government Inspector of Machinery. The locomotive is fitted with Walschaert's valve gear and the gauge is 15in.—the standard gauge for miniature railways. The building of the locomotive was undertaken purely as a hobby, some five years of Mr. Buick's spare time being occupied in carrying his interesting work to completion.
Wit and Humour
Little Girl's Idea Of Heaven.
Eating strawberry jam to the sound of a trumpet.
* * *
From an Election Speech.
“A genuine patriot must at all times be ready to die for his country, even though it should cost him his life.” (Thundering applause.)
* * *
Not Trying.
It was at the Durham Street railway crossing that a diminutive engine was struggling to push an enormous rake of trucks towards the station (says the Christchurch Sun). As truck after truck crawled past, a little knot of pedestrians became more restive with each passing minute. At last the engine snorted up, putting its lost ounce of power into its job and one old lady, pointing to the driver and fireman leaning nonchalantly out of their cab windows, exclaimed to her companion, “Just look at them! Us waiting to cross more than five minutes, and them lolling there not trying!”—D.S.
* * *
The Pedestrian Overzigged
A negro taxi-driver, charged with running a man down was told by the presiding judge that, when in danger of hitting some person, he should “zigzag his car.”
“I did zigzag your honour,” answered the negro, “but dat man was zigzagging too, an' he zigged so much faster dan I could zag dat it just nacherly give me swimmin' in the head, and dat's how I come to hit him.”
* * *
Rough on Father.
Daughter: “Mother, why did you marry father!”
Mother thoughtfully): “So you've begun to wonder, too, have you!”
* * *
Grammatical Precision.
A girl at school was asked if “kiss” was a common or proper noun. After some hesitation she replied “It is both common and proper.”
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Circulation Still Good.
The editor was dying, but when the doctor bent over, placed his ear on his breast and said, “Poor man! Circulation almost gone,” the dying editor sat up and shouted: “You're another! We have the largest circulation in the country!”
Modern Variant.
“The road to the police court” mused the motorist, “is paved with good pedestrians.”
* * *
School Boy “Howlers.”
“The Kodak is the Bible of the Mohammedans.”
Among the Economists.
One Short.
Loss of a Caraway seed in a Scottish seed cake Factory.
(Adapted from Passing Show.)
F. W. P
Locomotive Branch.
Paterson, J., Labourer, to Skilled Labourer, Newmarket.
Wilson, G. H., Lifter, to Train Examiner, Cross Creek.
Maintenance Branch.
Surfacemen to Gangers:
Barker, F. L., to Motuhora.
Breslin, E., to Paparoa.
Burnard, T. P., to Ashhurst.
Galley, A. J., Te Karaka.
Garry, J., to Hakataramea.
Munro, J., to Dargaville.
Lennant, G., to Mt. Allan.
Bridgeman to Labourer Ganger—Grd. 2.
Lines, H. K., to Invercargill.
Labourer to Bridgeman:
Pentecost, R., D. to Invercargill.
Suggestions and Inventions Commendations.
Anderson, W., Cranedriver, Christchurch.—Suggestion re firebars in the boilers of steam cranes.
Campbell, E. H., Leading Fitter, Petone.— Suggested method of fitting studs to engine bogie and tender wheels.
Flbbs, W., Lifter, East Town.—Suggested improvement to brake blocks.
Harman, A. E., Leading Fitter, Hillside.—Suggested device for holding and driving small screws.
Kennedy, J. Fitter, Hillside.—Suggested improvement to No. 6 governor of Westinghouse air-pump.
King, W. H., Shift Engineer, Railway Power House, Otira.—Suggestion re diverter rheostat and exciter field switch for exciter of Pelton set at Otira.
Robertson, L., Queenstown.—Suggestion re lighting of P.S. “Mountaineer” with electricity.
Walker, L. R., Porter, Palmerston North.—Suggestion re fitting of “grab irons” on Uc wagons.
Espersen, M. T., Leading Fitter, Petone.—Suggestion re fixing of moulding boxes to table of moulding machine. Awarded final bonus of £2 15s.
Gale, S., Sailmaker, East Town.—Suggestion re manufacture of tarpaulins. Awarded bonus of£2 10s.
Gunn, G. T., Trimmer, Invercargill.—Suggested improved carriage cushion for longitudinal, seats. Awarded bonus of £2.
Holmes, R. A., Casual Fitter. East Town.—Suggested improved brake lever for use on motor velocipedes. Awarded bonus of £2.
Arthur's Pass (2,420Ft. Above Sea Level) Midland Line.
(Photo W. W. Stewart.)
Variations in Traffic and Revenue
as compared with last year—1st April 1927, to 7th January, 1928.
Note: “Minus” sign indicates decrease. In all other cases the figures indicate the increase in number, quantity or amount.
The decrease in the number of ordinary passengers carried (288,055) shows an improvement of 20,000 from the position existing at 12th November last, due to an increase of travelling throughout the Christmas holiday period. The further decline in passenger revenue indicates shorter distance travelling with fuller use of concession rates.
The heavy traffic in the closing stages of the Dunedin Exhibition in April, 1926, accounts for a portion of the total decrease.
Season and bearer tickets show an appreciable increase.
The carriage of large numbers of calves in connection with the recently formed industry for the export of boneless veal is responsible for the increase under the heading of cattle and calves.
At the close of the November period the number of sheep and pigs transported was just equal to the previous year. The increase at the present date is therefore attributed to the dry spell, the consequent shortage of feed tending to hasten the sending of stock to freezing works.
A decrease of 73,538 tons of timber is offset by an increase in other goods of 73,234 tons. Less poles are now required for electric reticulation while the decreasing demand for native timber has an unfavourable effect on rail transportation, the result which may be plainly seen in the goods revenue figures for the Ohakune district. The districts showing increases in other goods owe their positions mainly to the carriage of bulk commodities, while the comparatively small increase in goods revenue indicates that the increase is mostly in low grade freight.