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. 12.
Wellington,
New Zealand
April1, 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
Middleton.
The important development in shunting practice introduced into New Zealand as the result of the building by the Railway Department of a modern “hump” gravitation yard at Middleton to relieve goods traffic congestion at Christchurch and the adjacent stations has created much interest, and—in common with most new methods—has also been the subject of much discussion and of occasional misunderstanding.
General attention has been particularly focussed upon Middleton recently through an unfortunate fatality which occurred there, and the opinions regarding the yard expressed by the Coroner, Mr. E. D. Mosley, who presided at the succeeding inquiry.
In the first place it is necessary to point out that the accident in question was one that might have happened in any shunting yard. It could in no way be attributed to the lay-out of the yards at Middleton or to the particular methods of shunting employed there. It occurred, in fact, over six hundred feet from the “hump” (the special term applied to the bank from which the wagons at Middleton gravitate), and at a point where the wagon from which the shunter slipped could not have been travelling at much more than a walking pace. Amongst the many side-issues introduced at the Coroner's inquiry, this essential point appears to have been somewhat overlooked.
The Coroner's finding drew attention to the danger that could arise through loaders obstructing the hand-rail provided for the assistance of those working the wagons. A general instruction has been issued that these handrails must be left clear when wagons are being sheeted. Rigid enforcement of this rule presents some difficulty because so many wagons are loaded in private sidings or at stations where there is no railwayman available to do the work or exercise supervision over the loading. The matter has already received attention; but in connection therewith an opportunity is presented for drawing attention to the general safety advice given to employees, namely, that they should secure hand-hold before foot-hold when boarding moving vehicles. Certainly no shunter should attempt to ride on a brake-lever unless he can first obtain a suitable and sufficient hand-grip. The Department asks no employee to take any undue risk; rather does it constantly urge increased regard for safety precautions.
When the Coroner came to a general expression of opinion regarding the danger of shunting work at Middleton, it must be submitted that he was giving merely a layman's opinion upon expert work. He had seen the work at Middleton, but had no knowledge of general shunting work in flat yards with which to compare it. Into almost every trade or other manual employment an element of danger enters. Shunting work carries its share of danger, but it is, for example, probably less hazardous than that of the sailor, or of those engaged on bridge-work or in building operations on modern steel-framed structures.
The method of shunting at Middleton is actually better regulated and safer than that possible in ordinary shunting yards. There is a larger shunting gang to handle the wagons, and the operation has the great advantage of being all “one-way” shunting. The speed at which wagons are permitted to travel is in the hands of the shunters themselves and, given good judgment
Wagons are pushed up the “hump” from the west at a speed of two miles per hour. When they gravitate down the eastern side their speed at the fastest point does not exceed about ten miles per hour. Not more than six wagons are released in any one rake, and there is a period of 13 to 17 seconds between each release. In most cases wagons are dealt with singly, but there need be no increase of speed when more are released at once, for the shunter at the top of the “hump” has ample opportunity to adjust brakes accordingly. The wagons, on their way to the destined siding, pass under the care of four or five brakesmen, each brakesman piloting the wagon through his own limited territory and setting points as indicated by clear chalk markings on the ends of wagons, supplemented by verbal advice passed on from the top of the “hump.” In the last fortnight there has been no mishap of any kind to rolling-stock, a result that must be regarded as a remarkable indication of efficiency, for the number of wagons passed over the “hump” hourly at busy times averages 130, and sometimes as many as 900 wagons are dealt with between 4 p.m. and midnight.
From the business point of view it is worthy of note that the shunting methods at Middleton reduce the risk of damage to goods and livestock, assist in the expeditious despatch of trains, and reduce congestion at Christchurch where previously vexatious delays from this cause arose. In addition to this, the Department expects a considerable reduction in its rolling-stock repair bill as the result of Middleton's improved methods. Minor improvements are being introduced to the yard as local requirements develop, but right from its inception Middleton has proved a boon to Canterbury goods traffic and, in the words of an experienced, practical railwayman, with almost a railway lifetime spent in the district, it is “the best thing the Railway Department has ever done for Canterbury.”
From the 1st April, 1928, the Department is bringing into operation for all branches a system of budgetary control.
Under this scheme a forecast of revenue and expenditure will be made for each four-weekly period. The controlling officer of each District and Branch and Division will submit estimates for all operations under his control. After these have been reviewed by the Divisional Superintendents, they will be dealt with by a special committee in Wellington, consisting of the Chief Accountant, Chief Mechanical Engineer, Chief Engineer, Superintendent of Workshops, and the General Superintendent of Transportation. These officers will go fully into the budget estimates of revenue and expenditure and will make such adjustments as the prevailing circumstances warrant. A master budget will then be prepared and submitted to the Board of Management.
When the master budget has received the approval of the Board, budget allowances will be issued accordingly for each Branch and District. Controlling officers will be expected to keep their expenditure within their allowances.
The new system will enable controlling officers to keep in closer personal touch with the financial side of operations in their District.
Budgetary control calls for continual alertness on the part of each controlling officer in checking up the expenditure of his District. Under the new system investigations will be made while the expenditure is actually going on instead of some weeks after the close of the period, when the official financial figures are available.
It is not contended that budgetary control will take the place of skilful management, but by increasing the responsibility of controlling officers it will ensure a much greater—because more direct—interest by them in the financial results of Departmental operations.
Intelligently prepared, these four-weekly estimates provide a forecast of the Department's finances as they should logically come to pass.
The responsible officers are expected to bring prominently under notice all factors that might tend to reduce efficiency, or to prevent the most economical performance of the Department's operations, in order that budget allowances may be checked up to ensure the adoption of the best practice.
(By “Tourist ”)
The rapid transformation taking place in the world of transport to-day is nowhere more strikingly manifest than on the railways. In New Zealand the railways, under the stimulus of vigorous competition, are responding to the demands of the new order with broad vision and thorough calculation of future developments. This is amply demonstrated by their general building and track improvement programmes.
Among the factors which have contributed greatly to promote the present measure of efficiency throughout the railway service and have tended to consolidate and advance the gains already secured, good public relations hold a prominent place.
Good public relations rest upon a multitude of contingencies — increasingly favourable tariffs for goods, travel concessions for young and old, comfortable, safe, frequent, and speedy services, centrally situated booking facilities in the cities, and that courteous, generous, ready attention to the little details of business—the “human touch”—which the public like so well.
It is a feature of the new order obtaining on our railways to-day that the public of New Zealand, in the multiplicity of their rail requirements are being catered for with scrupulous regard for the satisfaction of their wants. It might be said for the Railway Department that it has adopted the motto of Goethe: “I am very anxious to please the public.” The foregoing thoughts occurred to the writer as he stood the other day watching eager rail tourists filing into the new Central Booking Office in Wellington to book their trips by rail, to every point of the compass, for the Easter Holidays.
The provision of facilities in the Capital City for rail bookings and for the reservation of seats other than at the principal terminal station at Thorndon, dates from August, 1914. In that year, when the railways were under the management of Mr. Hiley, the Department secured premises on the ground floor of King's Chambers at the corner of Willis and Willeston Streets. These premises were immediately fitted up as a Central Booking Office, and business was commenced, with Mr. A. H. Hunt as Officer-in-Charge. In the whole of New Zealand, perhaps, it would not have been possible to secure a site more ideally suited for the purpose of a railway Central Booking Office. A constant stream of vehicular and pedestrian traffic converges on King's Chambers, and the office occupied the king position.
Necessity, however, taking no cognizance of place or circumstance, made the acquisition of larger premises a matter of urgency, if the ever-expanding business of the Central Booking Office was to be handled in a manner worthy of a great State Department.
A corner of the interior, showing the Tourist Office Counter.
The recent erection in Wakefield and Mercer Streets of the fine building for the “Dominion Publishing Company, Ltd.,” gave the Department an opportunity to secure accommodation for a Central Booking Office capable of meeting requirements for many years to come.
Negotiations were accordingly set on foot between the Railway Department, the Government Tourist Bureau, and the “Dominion Publishing Company, Ltd.”—negotiations which culminated in an eminently satisfactory arrangement being arrived at for housing the two State Departments in one commodious office on the ground floor of the new building.
Although, from a central site aspect, the new booking office does not command so unique a position as that of the old office in King's Chambers, yet, in some respects, it is more favourably placed. The new office is in the very heart of the civic and commercial area of Wellington—
Spacious New Central Booking-Office in Wellington.
A general view of the office interior shewing the arrangement of the booking cubicles and other fittings.
Responsibility for the fitting up and general arrangement of the new office was entrusted to three officers of the Department (Mr. P. G. Roussell, General Superintendent of Transportation, Mr. G. T. Wilson, Chief Clerk of the Commercial Branch, and Mr. A. Howitt, Chief Draughtsman of the Chief Engineer's Office), the work itself being carried out by the staff of the Foreman of Works, Kaiwarra. With the completion of the fitting-up and furnishing, everything was in readiness for the change-over from the old site to the new, and on Saturday, November 26th, 1927, the Department relinquished occupancy of the old premises and closed, as it were, an interesting chapter of railway history in Wellington.
The Department occupies about two-thirds of the floor area of the new office and the Tourist Department one-third—each Department being under separate control. The control of the Railway Booking Office is in the hands of Mr. A. C. Brown, Officer-in-Charge—a position which Mr. Brown has held for the past three years.
The Senior Clerk is Mr. A. Maxwell, who is assisted by Mr. M. J. Forde as Booking Clerk, and by Mr. L. E. Drager as Clerk in charge of reservations.
The new office has ample space. On its lofty white walls hang many beautiful gems of New Zealand scenery. On its massive pillars are displayed fine specimens of stag heads and trout—inviting the sportsman and angler to their haunts in the mountains and lakes of our country. Splendid examples of the Maori carver's art are also exhibited. The floor is of red and grey rubber tiles. Convenient booking cubicles are provided, and there are wide and long counters (38ft. 6in. and 23ft. 6in. long respectively) of polished New Zealand rimu. The new office is not only a credit to the Department, and to the artistic and practical capabilities of the men concerned in its fitting up and decoration, but it is also an asset to the City of Wellington.
The lighting and heating of the office has been planned and carried out in accordance with the latest ideas, the maximum comfort for public and staff alike being the object aimed at—and amply achieved. Besides a large window area in the front of the office, providing excellent lighting by day, there hangs, from the ceiling, a fine series of electric globes which will flood the office with light in the shorter and darker days of winter. The work of lighting and heating was undertaken by the Signal and Electrical Branch of the Department.
View Of The Front Windows of the Office.
The outside aspect of the office presents a rich and attractive appearance—the gold lettering on
A flashing electric sign has also been installed in a prominent position above the verandah of the office. The lettering on the sigh has been done in ten-inch half-round gilded block letters mounted on metal frames. On the front fascia of the sign the wording reads: “Railway Booking Office and Government Tourist Bureau,” and on the side fascia are the words “Rail and Tourist Booking.” The flashing sign is a conspicuous object either by day or night.
Particularly convenient from the public viewpoint and, indeed, from the viewpoint of the two Departments concerned, is the fact that these two Departments (which, in the matter of bookings, supplying information, etc., to travellers, are more or less performing a similar public service) are now functioning in one main office. This co-ordination has long been wished for by travellers whose requirements frequently concerned one Department as much as the other. The new arrangement, it is pleasing to observe, is working without a hitch, and is giving the utmost satisfaction—the Tourist Officer (Mr. O'Connell) and his staff co-operating wholeheartedly with the railway officers.
The orderly despatch with which the public can be handled in the new office—the entire absence of confusion either in front of the counters or behind them—points convincingly to the fact that, in acquiring, the new office and arranging the internal layout on the most modern lines, the Department has solved, in this particular sphere of its activities at least, the problem of good public relations.
Decorated Engine of the Wellington and Manawatu Railway Employees' Picnic Train, 1897.
Mr. Daniel Skinner (late messenger of Head Office), to whom we are indebted for the above photograph referred, in an accompanying note, to his years of service on the Wellington-Manawatu Railways as “The happiest of my life. …. This is how we turned out our engine on the occasion of our picnic in 1897. Prizes were offered for the best decorated engine, the driver and fireman of the engine illustrated winning the first prize—£10.”
Petone Workshops And Kaiwarra Maintenance Staff's Picnic.
“All was now turned to jollity and game”—Milton.
The combined Committee (of which Mr. A. E. P. Walworth, Workshops Manager, was president) to whose efforts the success of the picnic was largely due.
Scenes on the Ground.
On Saturday, 25th February, about one thousand members of the staff of Petone Workshops, together with the staff of the Maintenance Department at Kaiwarra, set off with their wives and familes, for a picnic—the first for sixteen years—at Maidstone park, Upper Hutt. Special preparations were made to make the day a memorable one—especially for the children. A well thought out sports programme was arranged for young and old, many happy participants taking part therein. The prizes were presented by Mrs. G. S. Lynde (wife of the Chief Mechanical Engineer). and included three silver cups, presented by Messrs. G. S. Lynde (C.M.E.), and E. T. Spidy (Superintendent of Workshops), and by the Pascall Belting Company. Altogether the oucing was a most enjoyable and successful one.
E. T. Spidy
I have endeavoured in my series of production articles to make readers think, a certain phase at a time, of the principles and reasoning behind the reorganisation work in hand on our railways.
The successful economic operation of the railways, the economic security of the individual members of the railway staff and the prosperity of New Zealand generally, are all bound up together.
For this reason, all must think, and reason out the principles of modern management methods, and in so doing take as a guide the principles that have, in this connection, been proven to be thoroughly sound and progressive. If we take as our guide those big men—I mean mentally big men in the world of business management, who have had wide experience of modern economic problems (coupled with practicable knowledge) — we shall, if we follow their leadership, be enabled to avoid those pitfalls and struggles that they have had to go through.
New spiral drilling machine at East Town workshops. This machine drills two fish-bolt holes in one operation.
Many in our service are making the mistake of saying: “These principles only apply to the workshops.” They don't—they apply to every department of the service. Waste elimination! Costing! Planning! Efficiency! Is there anyone who can say: “This doesn't apply to me?”
Let me quote an extract from the “Weekly Despatch” just to hand of January 15th this year. Sir Alfred Mond, who is one of England's greatest employers of Labour said in an interview:—
“The problems of industry largely resolve themselves into those of cost, output, and profits.
Everyone is agreed that the community must reach a higher standard of life. Low wages and long hours are no cure for industrial depression. What is required are high production, cheap cost, and high wages.
The watchword should be negotiation by conciliation towards cooperation.”
The article goes on to say:—
“The establishment of Works Councils for the purpose of ensuring direct touch with every worker and an improvement in the status of the worker, are two more important points of the industrial peace problem.”
Think that over a bit. If, as Sir Alfred Mond says, “Everyone is agreed that the country must reach a higher standard of life,” can it possibly be done without high production, cheap cost and high wages? Can it?
I think not. Personally I say I know it can't. So what is the answer?
The answer is: Let us get the high production, the low costs and also the high wages. There is nobody to stop us.
P. B. Bryden
(Drawings by P. St.
J. Keenan.)The existing station yard at Auckland has become inadequate to cope with its rapidly increasing passenger and goods traffic. Further extension, of the yard on its present site is impossible, and the time has arrived when the saving to be effected in operating expenses justifies considerable expenditure in the reconstruction of the station yard, and in the elimination of heavy gradients in the suburban area to the north and south of Auckland.
To this end the re-location (in double track) of a ten-mile stretch of line from Auckland southwards is in hand, and the construction of a new passenger and goods terminal is going on in conjunction with this work. Provision is also made for the re-location in the near future of the northern outlet in double track through a 1 1/2-mile tunnel under Auckland city.
The site of the new yard is on reclaimed ground near the present station.
The nature and extent of the design is limited by the position of the engine depot and by the surrounding city streets. The existing engine depot is of fairly recent construction and can be made serviceable for a further term by its extension and re-arrangement on the present site.
Further extension of the yard can be made possible by removing the engine depot to a site about one mile from its present position, which will become available for that purpose.
At present a busy street crosses main and shunting lines near the station platforms. This dangerous crossing is eliminated, and there are no level crossings in the new arrangement.
At the south-eastern end of the yard a street is carried over the tracks by means of a reinforced concrete overbridge, with ramped approaches from the adjoining streets. The construction of this bridge is described further on.
The projected route of the outlet to northward lies across a busy city street adjoining the station site, and the only way of effecting a crossing here satisfactorily is by means of elevated tracks over the street.
It has been necessary for this reason, and also to enable a connection to be made with the existing line to the northward, to construct the passenger yard on a level about 15 feet above the goods yard, which is on street level. The higher level has been attained by grading up on earth fill, the grade commencing at the overbridge at the south end of the yard.
Fig. I.
The station building will be founded on piles penetrating through 50ft of silt to a hard reef. A plan of the station lay-out is shown in Fig. 1.
As previously described, the station platforms are on a level 15ft. above street level. Access is provided from the present street level to the station basement, where all luggage will be received and conveyed through subways and lifts to the several platforms.
Graded ascents from the present street will be constructed so that passengers may alight from motor or tramcar at the main station entrance. They will pass through the booking hall to a concourse or circulating area, whence any of the platforms may be reached through subways and gently graded ramps.
A roadway is provided alongside the main arrival platform, so that passengers arriving may engage taxis drawn up on the opposite side of the platform, and have only the width of the Platform to negotiate with their effects.
Long distance night travellers will find every convenience awaiting them within the station concourse, such as dressing rooms, lavatories, hairdressing saloons, refreshment rooms, etc.
The structure is carried on piles, spaced generally at about three-feet centres. The side walls are of mass concrete construction designed to retain the filling and overload on either side with the assistance of the roofslab. The roof-slab is of concrete-encased rolled steel joists, carrying ballast and sleepers, the continuity of the permanent way structure being uninterrupted.
The construction of the luggage subway is similar to the above except in the roofslab. Rail level over this subway is three feet below that at the passenger subway. In order to avoid deeper excavation in wet and unstable ground, the top of the 20ft slab was brought to rail level, and the rails carried through it.
Auckland
Overbridge Near Campbell's Point
The overbridge at the south end of the yard carries a 46ft. roadway and two 10ft. footpaths, and has a total length of 190ft. There are five spans varying in length from 27ft. to 44ft. Cin.
Abutments and piers are of mass concrete construction, carried down about 15ft. through reclaimed ground to a foundation on a mudstone reef. The superstructure is of rolled steel joists encased in concrete and spaced at 5ft. 10 1/2in. centres. Skelton broad flange beams are used. The deck slab is 10in. deep, reinforced top and bottom with 1/2in. diameter rods, and covered by a 6in. wearing surface.
The parapet was built up of balusters, precast in short lengths, bedded in grooves left for that purpose in the plinth, and coped with a reinforced concrete railing spanning between massive posts erected at about 20ft intervals.
A plan illustration of the bridge is given in Fig. 2.
Concrete-encased joists have been used extensively in the work. This type of construction, although involving the use of a greater weight of steelwork than is required for rod-reinforcement, has proved to be cheaper because of saving effected in labour costs.
A low level roadway has had to be provided alongside one of the ramps to this overbridge in order to provide access to existing buildings. This has necessitated the construction of a retaining wall 400ft. long, varying in height from Oft. to 21ft. The cantilever type has here been adopted.
The goods yard is level throughout, there being insufficient space in which to develop an arrangement suitable for “hump” working or other gravity device.
The problem of eliminating reverse movements has been dealt with in the arrangement
Reception and departure sidings are of similar number and length, viz., three sidings each holding about seventy four-wheeled wagons.
All trains arriving in the reception sidings will be sorted in the “inwards” sorting sidings adjoining, and wagons despatched either to the “inwards” goods shed or precincts, to the wharves, or else to exchange sidings where they may be picked up for re-sorting if destined for some station beyond Auckland.
Wagons loaded on the wharves are delivered on the wharf exchange sidings, and thence marshalled through two groups of sorting sidings (marshalling yards Nos. 1 and 2) along with wagons from the “outward” goods shed and precincts. The “made-up” trains will then be placed on the adjoining departure sidings.
The cross-over across the departure sidings will enable long trains to be placed in their sidings in two sections without shunting out on the main running lines.
Direct connection is provided from the reception sidings to adjoining wagon repair sidings and repair shop. Provision is also made for the uninterrupted movement of engines between the engine depot, station platforms, and goods arrival and departure sidings.
The tonnage of goods handled at Auckland has increased at a fairly steady rate from 395,000 tons in 1916, to 630,000 tons in 1926. Of this present total tonnage, about 175,000 tons would pass through the “outward” shed, and 75,000 tons through the “inward” shed, the remaining 380,000 tons being dealt with on the wharves and on private and local sidings.
“Inward” and “outward” goods will be handled in separate sheds. The new sheds will provide greatly increased space for loading in comparison with the present inadequate buildings, besides improved arrangements for the quick handling of goods within the sheds. The siding arrangements in the new yard also will allow of quicker despatch of wagons to and from the sheds. In both sheds provision is made for extension in the future to twice the width at present being provided.
The new outward goods shed has already been constructed.
The main dimensions of the building are 460ft. × 160ft. A length of about 50ft. is taken up at one end by offices, etc., the loading space being reduced in length to about 410ft. accordingly.
The new building has two 58ft. outer bays and a 44ft. centre bay. Each outer bay covers a 49ft. roadway adjoining a siding alongside the outer wall. Two tracks at 11ft. centres run down the middle of the centre bay, with platforms 12ft. wide adjoining. Lorries may unload either at one of these platforms or direct into trucks on the opposite side of the roadway. One-way traffic for road vehicles is provided for within the building.
Auckland
Cross Section, Inwards Goods Shed
Fig. III.
The centre bay is served by two overhead 1 1/2ton travelling cranes spanning its entire width, each with traverser and underhung slewing jib to enable loads to be handled from lorries either on to the platform or direct into trucks. This arrangement was preferred to the installation of pillar cranes at intervals.
The 12ft. width of platform was adopted in preference to a wider platform, as it was considered to provide all the storage space necessary. The narrower platforms have the advantage of aiding the quick transhipment of goods, and also of allowing a greater width of roadway in the adjoining bay.
The goods shed building is of reinforced concrete and steel construction.
The outer columns are rolled steel joists encased in concrete, spaced at 16ft. 6in. centres. Internal columns are of two steel channels laced, at 33ft. centres, carrying longitudinal crane and roof girders. Trusses are of the Fink type with frames for monitor ventilators. Side walls
The construction of outward and inward sheds is similar, except that in the latter building, ridge ventilators spaced at 16ft. intervals are used instead of the monitor type.
A rock foundation is obtained at a small depth for both sheds.
The main dimensions of the building are 430ft. long by 50ft. wide. Office space amounts to 20ft. × 15ft. only. (Fig. 3.)
The building covers a siding (running its whole length) with a 35ft. platform adjoining.
The platform is recessed on the roadway side at intervals of 48ft. to permit lorries to load under cover. The size of these docks is 15ft deep by 12ft wide.
Two 1 1/2-ton travelling cranes are provided with traversers, the crane girder spanning the complete width of the building.
Race Day at Ellerslie, Auckland.W. W. Stewart, photo.Left to Right (top)—1 On the racecourse platform. 2 Before the departure of a race special. (Bottom)—1 Arrival of the “Walkato.” 2 After the last race; crowd waiting for Waikato train.
Good Service Appreciated.
To the District Traffic Manager, Auckland, from the General Manager of Wilsons (N.Z.) Portland Cement Company, Limited:—
With the completion of the dam at Arapuni, our contract for the supply of cement to Messrs. Sir W. G. Armstrong and Company, Limited, Putaruru, is practically ended.
During the currency of our contract all supplies of cement have been carried direct from Portland to Putaruru by the New Zealand Railways, and we desire to thank you for the manner in which your Department has responded to calls for rolling stock, and for the prompt way in which consignments were handled and delivered.
The courtesy and advice of your officers has been greatly appreciated by this Company and has been of undoubted assistance in enabling us to successfully carry out the terms of our contract for the supply of so large a quantity of cement.
At all times we shall be pleased to work in with your Department wherever possible for the supply and delivery of our product, especially for large contracts.
N. McGaffan
We Railway men, by virtue of the travelling facilities provided when on holiday, have better opportunities for seeing and knowing our country than most of our fellows. The writer confesses to having taken advantage of this privilege fairly liberally in the past. Perhaps it was the habit of travel thus acquired, and a desire to break fresh ground, that induced him to visit Australia. At anyrate his intention was to have a thoroughly good holiday, and, at the same time, to see as much of our nearest neighbour as was possible in the space of five weeks. Thanks to the reciprocal arrangements for travel existing between the railway systems of both countries, and, favoured with beautiful weather throughout the trip, the holiday was a very enjoyable one.
The Hawkesbury Bridge from the train.
The purpose of this article is to give a resume of the writer's impressions, which it is hoped may be of interest to readers of the New Zealand Railways Magazine. Our fairly extensive travels in Australia (I had the pleasure of company throughout my trip) were undertaken mostly on the railways, and it is from this angle that I shall write.
Well then, our four days' journey from Auckland across the Tasman (per S.S. “Maheno”) was pleasant though uneventful. On a fine day the outer marine suburbs of Sydney are visible well out to sea. After entering the Heads, interest is divided between the justly famous harbour and many notable and historical landmarks. Coming closer towards the city numerous fine ferry steamers are seen crossing the harbour in all directions.
The Sydney harbour bridge, as yet in its early stages of construction, can also be distinctly seen. The bridge has been designed to carry a huge volume of traffic of all descriptions. At the time of our visit the massive approaches of the bridge were nearing completion, and they convey a good idea of the colossal structure this bridge will be when finished.
As the boat berthed at Darling Harbour, we quickly realised wherein lay this city's claim to rank amongst the greatest in the world. The streets, for the most part narrow, serve to accentuate the height of the many buildings. Numbers of these buildings are very fine and imposing structures, notably those of the Government, the banks, the insurance companies, and the newspapers, and they tell their own story of big business.
A call was made at the Government Bureau, where full information and valuable personal advice is supplied to visitors.
One's only difficulty is in fitting the many local trips into the space of a few weeks. However, having planned to travel rather extensively in the various States, we had, perforce, to reserve the former pleasure until later.
At Railway Headquarters we obtained our passes to Brisbane. (Readers contemplating a trip to Australia should note that passes are available only during the currency of ordinary leave, and not for extended leave.)
We left Sydney for Brisbane by the 2 p.m. express. Passing out of the station one realised that here was the hub of a big railway system. Through an interminable network of tracks, trains sped past on either side of the express, and quite a number were overtaken before the suburban limits were reached. Such is the extent of Sydney that it takes an hour's travelling to reach the open country.
The express cars are of the compartment type, each compartment seating eight passengers.
The country passed through after leaving the city does not impress the visitor, either by its fertility or its beauty. It is, for the most part,
The Hawkesbury is a fine river and is spanned by a splendid railway bridge, with double rail track. The Maitland district (beyond the Hawkesbury river) possesses much fertile land. Before reaching Newcastle, the well-known coal and shipping town, a number of tunnels are passed through. We left Newcastle at dusk and reached Wallangarra, the border station, at 9 a.m. next day.
The narrower gauge of the Queensland railways necessitates a change of trains at the latter station. In the northern State the compartment type of cars still obtain. They are well furnished, clean, and comfortable.
Features of the railways which were noted were the very fine and substantial station buildings of brick and stone, and the beautiful and well kept station gardens. The latter make a distinct impression on the mind of the visitor.
The system of catering for travellers is decidedly good, all the main stations having well appointed dining rooms, at which any class of refreshments (including alcoholic) can be secured.
After leaving Warrick, the famous Darling Downs are passed through. Despite the dry season which was being experienced, the extensive areas under cultivation gave ample evidence of the fertility of this rich district. The prosperity of the Downs is fully reflected in that very fine town Toowoomba. From Toowoomba to Brisbane the route lies through high and fairly rugged country, but the vegetation has a very pleasing freshness, and the jackaranda trees which were in full bloom, with their masses of mauve flowers, add a decided touch of beauty to the landscape.
Left to Right (top)—Wallangarra Station, Queensland border. Botanical Gardens, Adelaide. Bottom—Hawkesbury River from the train. Mountain type locomotive at Adelaide railway station.
Brisbane was reached at 5 p.m.—twenty-seven hours' journey from Sydney. The oppressive heat seemed to have given all Brisbane an unquenchable thirst, and a thriving business was being done by the numerous establishments in liquid refreshments. Brisbane has a population about the same as Auckland. The city streets are fine and are provided with wide footpaths. Many of the buildings are handsome structures, notably the Treasury Building. The Ascot building (of twelve stories) would tower over anything in our own Queen City. We paid a visit to the premier racecourse of Queensland—Ascot. Queenslander's are proud of their Ascot, but for beauty and lay-out, it could scarcely be classed with our own racecourse at Ellerslie, or Riccarton. The botanical gardens on the banks of the Brisbane river were disappointing, having rather a neglected appearance. In the residential areas one is struck by the prevailing custom of building the houses on piles high off the ground, the intervening space being in most cases trellised in. Wooden houses predominate. Brisbane possesses two railway stations, the Central (where the main passenger business is dealt with) is a particularly fine place and well equipped. That the main industries of Queensland—sheep and cattle raising—are an important factor in railway transport, was everywhere evidenced by the long lines of stock wagons seen. It was noticed that these wagons are mostly roofed in to protect the stock from the extreme heat of the sun.
It may be said for Queensland's railways that they cater well for the travelling public, but from various sources one gathers that the problem of making them pay, owing to competition with other transport systems, is as acute there as elsewhere. (To be continued.)
“Then to Sun Thyself in Open Air”—Dryden.Picnic Scenes In The Manawatu Gorge.
Happy participants in one of the Railway Department's recent week-end excursions.
The Electrification of the Lyttelton Tunnel.
One of the most important works undertaken in recent years by the Railway Department (the electrification of the Lyttelton tunnel) is proceeding steadily. The poles to carry the overhead wires between Heathcote and Christchurch have already been erected, the gangs now being busy erecting the necessary poles in Lyttelton yard. With the completion of the pole erection, the work of rigging is to be commenced. Power for the operation of the trains is being brought from the Addington Sub-Station (Lake Coleridge Supply), the route for the 11,000 volt feeders, from Addington to Christchurch, having been cleared some time ago. In the tunnel itself the drills have been tried out with satisfactory results, and the erection of the necessary fittings is in hand. The powerful electric locomotives are due to arrive from England right up to schedule time, and, as far as can be seen at the moment, electric trains will be running between Christchurch and its port at the appointed time.
* * *
“Engaged in a Great National Service.”
Speaking recently at the Railwaymen's Carnival at Manchester—a carnival organised for the crowning of the Queen of Railwaymen of the United Kingdom (Miss Mabel Ruth Kitson, the daughter of a railway signalman)—the Rt. Hon. J. H. Thomas (with whom was associated Sir Ralph Wedgwood and other representatives of the companies and employees) voiced the views of the workers in the railway industry in the following well-chosen words:—
“This joint gathering involves no sacrifice of principle on either side. It is rather a demonstration of the common recognition that both are engaged in a great national service, the efficiency and success of which are our equal concern. I go further and say that, until this elementary economic truth is not only recognised but practised, there cannot be achieved the best results which will ensure a fair and equitable standard of life for the workers; and also a fair return on capital.
“Such a meeting will do much to promote a better understanding between us. It affords an opportunity for the officials to get into closer and more human contact with the rank and file, and it shows the men that the officials are really anxious to mix among other employees on a common level.
“While such an association is calculated to engender a better understanding, it will, at the same time, help to create that primary condition so essential to industrial peace—the confidence of each side in the other, because mere letter agreements, however watertight from the legal point of view, are not really worth while unless they are entered into with the genuine desire and intention to play the game.
“Efficiency must be the order of the day, and the only way to secure that is by team work.
“It is indisputable that the efficiency and safety of our British railways are second to none in the world. Our motto is service, and we intend to hand down to posterity a great transport organisation.”
* * *
Efficiency on the Indian Railways.
Mr. S. Whitehurst (Deputy Chief Mechanical Engineer of the Indian Peninsula Railways) who arrived in the Dominion recently on a holiday tour—and, incidentally, to study our own railway system—observed in an interview that labour troubles are unknown in the railway services of India. Speaking of railway conditions there he said:—“There were no unions and no interference with management, and dissatisfaction among the men was almost absent. The old Civil Service bogey of promotion by seniority had been done away with, and men were promoted purely on merit. This method was giving great satisfaction and ensuring greater efficiency. As nearly as possible I work my shops on the form principle, and we are able to assemble an engine in an hour.”
Mr. Whitehurst observed also that there were some 3,000 men employed in the locomotive department of the Jhansi shops, and over 2,000 in the car and wagon shops.
The Indian railway system was, he said, almost entirely under Government control, with a railway board of management.
London Letter.
(From Our Own Correspondent.)
Meeting Changed Conditions.
Changed conditions in the world of transportation, arising out of the phenomenal growth of road motor haulage, present one of the most serious of problems to-day facing the railways. Here at Home vast thought has of late been given to the question of how best road competition might be met, and now comes a new solution of the problem by the introduction of a system of “road-rail” transport on the London, Midland and Scottish line.
The London, Midland and Scottish Railway has been assiduously studying ways and means whereby it might best afford a service equivalent in every respect to the convenient door-to door facilities provided by the road carriers. The “road-rail” system promises to mark an epoch in the history of freight transport, and makes a great step forward in the co-ordinating of rail and road. The new service centres around the employment of containers, of which 300 have already been brought into use at a cost of approximately £20,000. Four types of containers are favoured, two being in the nature of covered wagon bodies, and the other two, open wagon bodies. One of each pair has been built to occupy the whole of the loading space on an ordinary open truck, while the other is practically half the size and is therefore suitable for loading in pairs in each wagon. Ropes and chains secure the containers to the trucks, and the containers are fitted with end doors for convenience of loading and unloading. The sides and ends of the containers are collapsible, and six or seven empty containers when folded may be loaded up on an ordinary open wagon.
At the outset the container service is confined to movement between pairs of stations where the traffic passing is of a balanced nature, and firms are being encouraged to open up depots at the railheads to deal with this container business, thereby reducing handling of merchandise to a minimum. Many years ago containers were employed to a limited extent on the former South Eastern and Chatham and Lancashire and Yorkshire railways, but this is the first real effort to introduce the arrangement on any large scale. It represents an earnest attempt to regain to rails a large volume of business which has been drawn to road by door-to-door convenience, and the new system will probably expand very rapidly as the trading public become familiarised with its working.
Apart from the introduction of containers, the Home railways are leaving no stone unturned in their efforts to keep freight business moving. New goods stations and marshalling yards are being constructed in many parts of the country, and in these new works the most modern equipment is being installed.
By the London and North-Eastern line there is being laid out what will rank as the largest marshalling yard in Britain. This is situated at March, near Cambridge, the key-point for all traffic from the coal-producing and industrial districts of the North and Midlands to the Eastern Counties. The new yard will cost approximately £300,000, and it will contain ten reception sidings and forty sorting tracks with accommodation for 4000 wagons. Following investigations conducted in America and Germany, an elaborate system of electro-mechanical wagon retarders is being introduced, on the lines of what has recently been done in the enormous Markham Yard of the Illinois Central line in Chicago, while there is also to be flood lighting of the most modern type. This is the first Home railway marshalling yard to employ wagon retarders, and their utilisation will probably shortly be extended to cover other busy classification yards.
London's enormous passenger stations annually attract visitors from every land, and for the student of railway working these hives of industry ever present the most profitable of object lessons. The busiest of all main-line stations in London is the Liverpool Street terminal of the London and North-Eastern system, which is used by about 250,000 passengers daily. Between the hours of seven and ten o'clock in the morning, some 90,000 passengers pour into the terminus, and about the same number leave between four and seven o'clock in the evening. Over 1200 trains arrive and depart each day, all steam operated, and during the rush hours as many as 54 trains are dealt with in sixty minutes in each direction.
Liverpool Street station dates back to 1874, when it replaced the old Shoreditch terminus.
Appreciable progress is being made by the Home railways in the direction of meeting the competition of the highway carriers. Powers now are being petitioned for to operate fleets of road motors for the conveyance of both passengers and freight, and permission of Parliament is also being sought to enable the railways to enter into working agreements with municipal and private undertakings operating road services. If these powers are granted there will be effected a vast programme of co-ordination between the railways and the outside road carrying undertakings. The present year promises to see each of the big group railways engaging in road transport on a scale never hitherto dreamt of, and there is little doubt that in co-ordination between rail and road lies a most promising avenue of progress.
Munich Passenger Station Germany.
In almost all European lands co-ordination of rail and road transport is being established by degrees. In Germany the railways are collaborating closely with the road carriers, and in Switzerland and Hungary the Government railways have established subsidiary undertakings to carry on the work of transport by road. In Germany it is estimated that motor competition involves the railways in an annual loss of approximately 250 million marks, and there, as in Britain, the subject of rail and road co-ordination is receiving the most serious attention of the carriers and the Government.
The new German railway system, which is run on essentially business lines, is rapidly climbing to the forefront among the world's railways. In a recent report, Monsieur Levevre, Commissioner for the German Railway Company, states that the receipts for the financial year 1927 are entirely satisfactory and considerably exceed the figures for the two preceding years. For the period January to October, 1927, receipts showed an increase over 1926 of 416 million marks. Reparation payments are being duly met, and altogether the German railway authorities are to be congratulated upon the efficient manner in which the whole business of the undertaking is now being conducted.
Always a leader in the European railway world, the German railway system forms one of the most important of trans-continental travel links. Berlin, the capital, is the great railway centre of the country, ranking on the Continent only second to Paris from the point of view of the number of long-distance services radiating therefrom. The thorough fashion in which the German railways brought their transportation machine up to concert pitch in readiness for the world war is common knowledge; in the post-war rehabiliation programme the German railway staffs have shown equally striking ability.
In probably no branch of railway working has such striking progress been recorded in recent years as in the signal department. Although great changes have been witnessed in many directions in the signalling field, however, it is somewhat singular that until recently semaphore signals as developed in the infancy of railways continued to hold undisputed sway on all the Home lines. Now the semaphore signal of the old familiar type is to undergo a most important change, after serving for something like four score years.
In place of the lower quadrant semaphore, with an arm moving in the quarter of the circle below the horizontal to indicate “line clear,” there is now to be introduced the upper quadrant signal, i.e., with the arm raised above the horizontal to indicate “proceed.” This change is in accordance with the best modern practice as favoured on many European lines and in the United States, and the new form of semaphore is to become standard throughout all the Home railway systems.
The semaphore was first employed at New Cross, on the London and Brighton Railway, in 1841, and was the invention of Charles Hutton Gregory, the engineer of that line. The horizontal position of the arm represented “danger,” while to indicate “proceed” the arm was lowered and concealed in a slot in the post. With the adoption of block signalling Gregory's type of signal was still employed, but for the “clear” indication the arm was lowered not quite into the post, but sufficient to form a well-defined angle with it.
“Southern Maid” Pacific type passenger locomotive Romney, Hythe and Dymchurch Railway.
Trade advertising on railway premises to-day forms a most valuable source of income for the Home railways, and for many continental and overseas systems. On all the Home lines trade advertisements in the form of posters, enamelled plates, show-cases and placards, are placed on exhibition in stations, waiting-rooms, offices and passenger carriages, and add considerably to the railway revenues. As a general rule the trade advertising is supervised by the railway advertising staffs, and some especially pleasing publicity
By the Southern Railway there has just been completed the reorganisation of its trade advertising section. Headquarters have been set up at Waterloo Station, London, and the system has been divided into three divisions with a regional trade advertising representative stationed in each section. Depots for the convenient handling of advertising matter have been established at convenient points on the system, and an outdoor staff of inspectors has been set up to supervise the exhibition of the different classes of advertising matter. It may seem a big jump from driving a passenger locomotive to handling, say, an advertisement for chocolates on' railway premises. Today however, both of these duties come under the head of “railway working,” so wide are the ramifications of the “Iron Way” of 1928.
Across the Irish Sea. Shooting the rapids at Killirney.
Marked progress has been effected during the past quarter of a century in the methods employed by the world's railways in the issue of tickets to passengers. Since Edmondson brought into use on the old Newcastle and Carlisle railway the first ticket-issuing machine, a vast number of ingenious automatic devices have been pressed into the service of the booking-clerk, and in this connection no railway system has played a more enterprising role than the Underground Railways of London.
Twenty years ago the “pull-bar” slot machines were first introduced on the Underground to assist the booking-clerk, and the machines in use to-day not only issue the tickets in return for suitable coins, but also print and date them as issued, and give correct change for sixpenny and shilling pieces. Slot machines are also electrically attached to a special form of turnstile which is automatically released on insertion of a coin, and give access to platforms by purely mechanical means. The latest innovation is an electric table ticket printer which is being introduced. Two of these machines deal with the whole of the tickets issued at a busy station, all the tickets being printed from blank rolls at the time of demand, instead of having to be specially printed in advance of issue and stored in bulky ticket racks.
On the Underground Railways of London some 28 million tickets are issued annually from slot machines, while in the “passimeter” offices an additional 127 million tickets annually are handed out. The installation of the new electric ticket printers will enable 180 million tickets to be issued by machinery annually.
Traffic is rolling in on the most satisfactory lines on the newlyopened Romney, Hythe and Dymchurch railway, in Kent, England, the smallest public railway in the world. This diminutive line is toylike in its dimensions, but it is a serious commercial undertaking with a large passenger and freight traffic. Fifteen inches is the gauge of the Romney, Hythe and Dymchurch railway, and it is a double track route some 8¼ miles in length serving one of the prettiest stretches of holiday-land in south-eastern England.
This lilliputian railway possesses just eight stations, and the new Romney terminus is equipped with four passenger tracks, a commodious engine shed, an erecting and machine shop, two sheds for the storage of rolling stock and an extensive goods yard. The track consists of rails weighing 24lb. per yard, British standard flat-bottomed section, spiked to 9in. by 4in. Baltic fir creosoted sleepers, 3ft. long, placed at about 22in. centres. Especially interesting are the locomotives employed on this quaint Kentish line. There are five miniature “Pacific” type locomotives for passenger service, two being of the two-cylinder class, and three having three cylinders. These haul trains of 300 passengers at 25 miles an hour. Cylinders are 5 1/4in. by 8 1/2in., coupled wheels 25 1/2in. diameter, carrying wheels 12 in. diameter, coupled wheel-base 4ft. 8in., heating surface 19,436 sq. in., grate area 678 sq. in., total length over buffers 24ft. 8in., total height 4ft. 5 3/4in., and total weight in working order 8 tons.
Some sixty semi-open passenger carriages are owned by the Romney, Hythe and Dymchurch line, and tourist specials are a feature of the summer business. The railway has the honour of having been opened by H.R.H. the Duke of York, and it is serving an especially useful purpose in the transport of both passengers and merchandise.
Transporting the Mail.
New 50Ft. Postal Car In Service.
New 50Ft. Postal Car In Service.
The accompanying photographs illustrate a new postal car recently built in the New Zealand Government Railway Workshops at Hillside, to the design of Mr. G. S. Lynde, A.M.I.Mech.E., M.I.Loco.E., the chief mechanical engineer. The interior was arranged to suit the requirements of the N.Z. Post and Telegraph Department.
The general outside appearance conforms to the existing main line stock in the South Island, being painted Midland Lake and varnished. The body is built of well-seasoned kauri, the framing being braced with diagonal members to prevent working and creaking when in service. The outer vertical sheeting is of 2 × ¾ T. and G. timber and the horizontal sheeting is of 4 × ¾ T. and G.
To ensure the even distribution of the load, the mail sorting table, pigeon-holes, hoppers, etc., are placed in the centre of the car, in the space between two 3ft. 6in. sliding doors on each side. This arrangement allows ample space at either end of the car for storage of mail hampers and bags.
An interior view of the car shewing some of the fittings.
The two doors on each side of the car facilitate the reception and delivery of mail matter at stations. On one side of the sorting space are placed the letter sorting pigeon-holes, comprising seven rows of seventeen receptacles. Each row of pigeon-holes is provided with an octagonal roller, with the names of stations painted thereon. A different set of names is painted on each face of the roller.
A long sorting table is provided, with a stamping pad, running the full length of the pigeonholes. On the other side is located the paper sorting table, with eight mailbag hoppers alongside and with five rows of six pigeon-holes above, these pigeon-holes being provided with similar rollers to those for the letters.
A late fee letter post slip is provided on each side of the car, and the letter-box is placed under the sorting table on either side. A private drawer above each letter-box provides storage for the mail agents' instructions, etc.
At either end of the car are placed six removable stanchions, which enable a passage way to be kept between the stacked hampers and letter-boxes.
The car is provided with a lavatory, accessible by the mail agents at all times, and equipped with a wash basin, mirror, and trapped water hopper. A plentiful supply of water is obtained from a 70 gallon tank carried in the roof above the lavatory. A filter for drinking water is placed in the car, and a fire extinguisher is located within easy reach of the mail agents. The car is well lighted by twelve roof lights of clear glass, fitted with adjustable blinds, and fourteen windows frosted and suitably protected.
Lighting is provided for by Stone's electric installation, a dynamo driven from the trailing bogies supplying two batteries of 12 cells each attached to the underframe. These supply the necessary current for six electric lamps placed in a convenient position over the sorting tables. There is also a light in the centre of the car at each end.
As the postal car is usually run at the back of the train, side and tail lamps are also fitted. Separate switches control each light.
The car is provided with steam heat, a radiator being placed under each sorting table. Ample ventilation is obtained from twenty-one roof ventilators of the standard car pattern.
The underframe is similar to the underframes used on passenger stock and is built of British standard sections, length 50ft. over headstocks and 52ft. 6in. over buffers. The brake gear is the Westinghouse, with a 10in. horizontal cylinder, and a hand brake is also provided at one end of the car.
The bogies under the postal car have a wheel base of 6ft., the axleboxes are made of cast steel journals 8 × 4 diameter, and the wheels of pressed steel have tyres secured by the “Gibson” ring fastening. The bogie bolster rests on laminated springs and the side movement of the bolster is controlled by coil springs on each side.
Interest in N.Z. Railways.
The public of New Zealand will be interested in the remarks of the Hon. W. Forgan Smith, Deputy-Premier of Queensland, who recently visited Christchurch.
In an interview given to a representative of the Christchurch “Star” Mr. Smith said that he had been greatly interested in the New Zealand railways, because the railway problem was causing all Governments in Australia, irrespective of party, grave concern.
“From what I have seen of the railways here, I have been greatly impressed with the efficiency of the staffs,” said Mr. Smith. “They appear to carry out their duties very well indeed. I am collecting a good deal of information regarding the running of your railways, which I think will prove very helpful to us in Queensland. The guage here, 3ft. 6in., is the same as we have in Queensland.”
Mail Exchanging Device on the N.Z.R.
The first automatic changing of mails in New Zealand was successfully operated at Levin on 8th March, that station having been selected as a convenient place to make the trial. The mail exchanger which had been installed on the platform did its work satisfactorily, exchanging bags with the south-bound Main Trunk Express, which was travelling at 30 miles an hour at the time—10.15 a.m. Apparatus similar to that on the platform was fitted on a special postal van, and the bags were exchanged simultaneously, a red bag being received and a black bag despatched.
The inward mail comprised letters which had accumulated in Palmerston North during the morning from Taranaki, Hawke's Bay and Auckland, and which, in the ordinary course, would not have reached Levin until 2 p.m. The operation was carried out in the presence of the postmaster (Mr. B. Magee), stationmaster (Mr. J. A. McQueen), and several members of the local railway staff, while in the van were Mr. Munden, of the head office of the Postal Department, an engineer of the Railway Department, and several mail agents.
The system is on trial for a few weeks, and in the meantime it will probably be used to exchange mails twice a week at Levin. Should it come through the extended test successfully its use will be extended. The system will greatly facilitate the delivery of mails at any small stations at which it may be installed and where the expresses do not stop. The device was manufactured at the railway workshops.
The New 50ft Postal Car built at Hillside Workshops.
L. C. E. Hamann
In my last series of notes (published in the February issue), I stated that after a short stay in Paris we returned to London where we arrived on the 31st March, 1926.
Canterbury Cathedral.
We left Paris at 10.0 a.m. on Tuesday, 30th March and arrived at Calais at 1.15 p.m. after a very fast run with only one stop on the way. As it was only a few days before Easter the train was crowded, every seat being reserved some days beforehand. The ferry steamer left Calais at 1.55 p.m. and arrived Dover at 3.5 p.m. after a splendid trip across the Channel.
En route from Dover to London we broke our journey at Canterbury. The Canterbury Cathedral is a magnificient building and wonderfully well preserved. It is said to be over 850 years old, having been erected in 1070—Canterbury itself is a quaint old town with narrow streets beautifully clean and bright.
The weather in London for the Easter Holidays was particularly good, and everyone made the most of it. When ideal weather prevails London is the finest city in the world and a most enjoyable time can be spent visiting the various sights in the great city and its environs.
On the 3rd May we left London for Holland. We travelled by the London North Eastern Railway train from London to Harwich, and by the same company's steamer from Harwich to the Hook of Holland.
The steamer was very comfortable although there was a rather heavy sea. We left Harwich at 10.40 p.m. and arrived at the Hook of Holland about 5.30 a.m. next morning. A special train was waiting at the wharf to take the passengers on to Amsterdam.
We, however, were travelling to the Hague via Rotterdam and waited for the ordinary train at 8.15 a.m. Rotterdam is quite a large city and a very important inland shipping centre. Several large vessels were berthed at the Rotterdam docks at the time of our visit.
The train journey from Rotterdam to the Hague was very pleasant. The trains run smoothly and the carriages are very comfortable and scrupulously clean.
While at the Hague we visited the Peace Palace where many important International Conferences are held. The Peace Palace is a modern building and a beautiful one. Some very fine Italian marble has been incorporated in the building, and the floors are mostly of the “Mosaic” type.
The seaside resort of the Hague “Scheveningen” is a lovely spot with a long promenade facing the North Sea. The hotels and other buildings are particularly good. One of the principal attractions of Holland in May is the beautiful bulb fields as in Haarlem.
The Peace Palace at the Hague.
These fields at the time of our visit were a wonderful sight—acre after acre of beautiful flowers, the colouring of which was perfect. As shewing the importance of the “bulb” trade to Holland, the official figures give the value of the annual export of bulbs from that country as £1,835,000, and the weight about 50,000,000lbs.
Some of the bulbs are very expensive and a thousand guilder (£83 6s. 8d.) for a bed of
Leaving the Hague, we travelled to Utrecht stopping en route for a few days at Amsterdam. Amsterdam is a very interesting city and possesses some fine museums.
The country between Amsterdam and Utrecht is chiefly farming land and everywhere large herds of cattle were to be seen. The climate of Holland is genial in the summer but very cold in the winter.
From Holland we went through Germany visiting Bremen, Hanover, Hamburg, Berlin, Leipzig, Dresden and Wiesbaden.
The railway station at Leipzig is a new building and is right up-to-date. There are 27 platforms for passengers, independent of those used for dealing with luggage and mails.
The only luggage handled on the passenger platforms is the passengers' hand luggage.
I had the privilege at Leipzig station of seeing the electric ticket printing machines, of which there are about thirty, at work. Each booking clerk is provided with one of these machines. The tickets are in a frame which contains eight rows of tickets for 250 stations. To print a ticket the clerk simply turns the indicator to the number of ticket required, inserts the blank cardboard ticket in the aperture and turns the handle of the machine. The ticket, dated and printed, and ready for issue to the passenger, falls out of the opening provided. The machines which I saw were used for long distance traffic. A special machine, however, manufactured by the same firm, is used for printing tickets for suburban traffic. It prints 200 tickets a minute. (Several of these suburban ticket printing machines are in use at a number of stations on the London Underground railways).
Wiesbaden is one of the chief tourist resorts in Germany, and is a very beautiful town. The buildings and parks are particularly good. A large number of English visitors (as well as a regiment of English soldiers) were at Wiesbaden during the time of our visit.
From Wiesbaden we travelled on the River Rhine to Cologne. The boat in which we travelled was an express service boat for which an extra fare was charged. The scenery on each side of the Rhine is good, and many old fortresses and castles are to be seen. From Cologne we travelled to Liege, in Belgium. Particularly interesting was the battlefield a few miles out of Liege where the Belgian troops held up the German army in 1914. This place was originally a fortification on the top of the hill, but is now a mass of ruins.
Hyacinths in Haarlem.
From Liege we went on to Brussels. The train left Liege at 3.58 p.m. and arrived at Brussels at 5.30 p.m. after a non-stop run. Brussels is a miniature Paris and a particularly fine city. We made several visits to Brussels and always enjoyed our stay there.
One of the most interesting places is the battlefield of Waterloo, which is about 14 miles out of Brussels. The electric tram running between Brussels and Waterloo passes through some lovely country and skirts the outside of a forest which is some sixteen miles in width.
The museums and art galleries in Brussels are particularly good. The Royal Army Museum contains a complete history of the Belgian Army from 1830 until the present day. It includes a wonderful collection of war gear, torpedoes, tanks, etc., from the war of 1914–1918.
There are three railway passenger stations at Brussels, all of which at the time of our visit were undergoing alterations and additions to provide for the increase in traffic on the Continent. The Belgian trains are clean and comfortable and a good speed is obtained. Three classes of passengers are catered for.
The City Hall of Brussels.
From Brussels we went on to Paris, where we spent a most enjoyable fortnight. We were then in the middle of summer and the weather was glorious. Paris was full of life and gaiety. The river trips on the Seine were very pleasant.
From Paris we returned to Brussels, visiting Bruges and several of the battlefields en route. Ypres has been completely rebuilt, with the exception of the Cloth Hall which is left as a memorial. (It is necessary, however, to protect these ruins with scaffolding.)
The Menin Gate Memorial, which has recently been unveiled, was nearing completion at the time of our visit.
In visiting the battlefields around Ypres we passed the Canadian monument, and at the foot of the monument was a beautiful wreath inscribed “Placed here by Teachers from Canada, Australia, Tasmania and New Zealand.” There are about 250 cemeteries in and around Ypres, all of which are maintained in perfect order. Each grave is kept supplied with flowers. Moreover, a marble stone is being erected over each grave. In cases where the name of the soldier is not known the inscription reads: “Known unto God”—an appropriate and touching inscription.
We stood on the top of Hill 60, which during the war was tunnelled by the Lancashire Miners and blown up. We also saw several of the trenches which were occupied by the British troops — covered with greenery now, but otherwise much in the same condition as during the war.
We stayed for some days at Bruges, and while there visited the tourist resorts of Ostend and Blanckenberge. The chief attractions of these places are the beautiful promenades facing the North Sea and the palatial hotels all along the waterfront. Ostend claims as its title “Queen of Watering Places.” The scene on each of these promenades was a very gay one.
We left Brussels on the 29th July, 1926, travelling from Antwerp to Harwich by steamer, thence by train to London.
After a short stay in London we went on to Ireland, travelling from London to Fishguard by the Great Western Railway Company's train, and from Fishguard to Rosslare by a steamer belonging to the same company. From Rosslare we travelled to Killarney. Killarney is a small town and the shops are of medium size. The Killarney Lakes, however, are really beautiful. These lakes are three in number and are
From Killarney we travelled to Cork, and while there visited Blarney Castle. Our next stage on the journey was to Dublin. We left Cork at 4 p.m. and arrived in Dublin at 7.40 p.m.—distance 192 miles, with six stops en route. The gáuge on the Irish railways is 5ft. 3in and the travelling was very smooth. Dublin is a large city with some magnificent buildings. The shops are very good and the prices for general commodities are reasonable. The motor excursions to the outskirts of Dublin are good, and the scenery is very fine. For the greater part of the journey we travelled on really good roads. On the return journey we travelled on the coast route from Dublin to Rosslare. The train was a slow one with two changes en route, but any discomfort was more than compensated for by the beautiful scenery en route.
We had a splendid trip across the Irish Sea from Rosslare to Fishguard. From the latter place we travelled by train to London.
Before leaving England we visited Stratford-on-Avon and saw the house in which Shakespeare was born, the school where he was educated, and also the register in the parish church (where he is buried) of his baptism and funeral. We left London on the 2nd December, 1926, and travelled to Marseilles by way of Brussels and Paris. At Marseilles we joined the s.s. City of Lahore, and left there on the 11th December on our way back to New Zealand. We travelled on this boat from Marseilles to Singapore and had a most enjoyable trip.
We stayed some three months in Sydney and then visited Brisbane, Rockhampton, Adelaide and Melbourne. Our stay in Australia was very pleasant and we met with great kindness from the people.
We left Melbourne on the final stage of the journey on the 3rd of June, 1927, on the s.s. Moeraki. The passage from Melbourne to Bluff was a very rough one, and we were not sorry to arrive at the latter place. The weather at Bluff and Invercargill was perfect, and we felt glad to be back in New Zealand again.
During our tour we saw many surprisingly beautiful sights in many great countries, but we returned with the opinion that New Zealand is really a wonderful country whose scenery and other attractions take a lot of beating.
With this article my notes on our travels are concluded. If a perusal of them in the various issues of the Magazine has given pleasure to my readers I am more than gratified.
The Old Shakespeare Memorial Theatre, Stratford-On-Avon.
F.N.B., Wellington.)
It might be said that the success of practically all New Zealand industries is dependent upon the railways, for without such a reliable, cheap and rapid method of transport for products from the source of production to the place of consumption, commodities could not be sold at such a price as to ensure a rapid and profitable turnover. Of all New Zealand's industries, coal-mining is perhaps the most dependent upon the Railway Department for the carriage of its goods.
It was while spending some few days at Huntly, the coal-mining centre of the North Island, that the writer—on seeing some of the long trains of coal coming from the mines—was able to appreciate the difficult transportation problem involved in despatching therefrom, expeditiously and safely, these seemingly innumerable trucks of coal to various parts of the North Island.
From Huntly a short branch of railway (only 10 miles in length) runs out through a very rich coal-mining field, having a daily output of thousands of tons of coal, the haulage of which provides an important source of revenue for the Railway Department.
A trip out to these mines proves extremely interesting, and I was well rewarded by making the return journey on one of the coal trains.
Our train leaving Huntly comprised 75 “empties,” these making a good load for the “Ww” engine which hauled the train. From the Huntly station yard there is rather a severe incline up to the combined railway and traffic bridge which crosses the Waikato River, but, answering to the skilful manipulation of its crew, the engine had no difficulty in negotiating this gradient. On my expressing surprise at the length of the train, my friends of the locomotive informed me that ours was only one of several daily trains that took such loads of “empties” out to the coalfields.
Having crossed the bridge the long train soon gained impetus, and after travelling some five miles we reached Mahuta. There are no eoal mines in the vicinity of Mahuta station, but the country has yielded to the efforts of several farmers whose tilled land makes a pleasing contrast to the poor barren looking country typical of coal-bearing districts.
From Mahuta it is but a short distance to Botowaro, where the first of the coal mines is situated. At this station we dropped about half of our wagons, the coal company's private engine picking up these “empties” and hauling them to the mine, which is a short distance from the station. From the Rotowaro station a trolley-way, several miles in length, is now being constructed to convey coal to the railway from a mine which is shortly to be opened. Although the construction of this line and the coal mining plant will involve considerable expenditure, the promoters of this enterprise have such faith in the quantity of coal available that they believe that the new mine will fully compensate them for the large amount of money invested. This mine, when fully exploited, should increase the amount of coal to be transported by the Department by some five or six hundred tons daily.
From Rotowaro it is only a few miles to Pukemiro, where one of the largest of Huntly's coal mines is in operation under the proprietorship of the Pukemiro Collieries Ltd. Here we shunted off some more of our load, the wagons being collected by another of those quaint little engines which take the railway trucks to and from the mine—distant about a mile from the railway station
From Pukemiro the railway line was continued to Glen Afton on the commencement, at that township, of a mining venture by the New Zealand Co-operative Dairy Company, in the year 1921. The company derives most of its coal from this up-to-date and profitable mine, which has proved to be a huge success. It is the first coal mine in the world to be owned by a co-operative dairy company. Aided by the naturally convenient position of the coal strata, the mine is capable of easy working, an adit driven into the hill enabling the coal to be obtained under the most economic conditions. All equipment is of the most modern type. The haulage is carried out by means of an endless rope, which travels at a speed of about 1¾ miles per hour. The coal “tubs” are attached to or detached from this rope as required, and run on
A little distance from the mine is the power house (owned and operated by the Dairy Company), which supplies the electric power for operating the mine and for the domestic use of the local residents.
At the commencement of the return journey from Glen Afton our train was comprised of only a few carriages and a van, but at Pukemiro station yard we found ready for despatch quite a large number of trucks of coal from the Pukemiro mine, which has an output of some 15,000 tons per month. This mine provides work for some 250 miners. When leaving Pukemiro the train consisted of about 30 trucks of coal and three or four carriages in which were miners returning to Huntly. At Rotowaro we picked up some more trucks of coal, this load being a portion of the monthly output of 11,000 tons from the Rotowaro mine. It now being about 4 o'clock most of the miners who worked at Rotowaro and who lived in Huntly boarded our train. About 350 miners who are able to take advantage of the cheap workmen's tickets issued by the Railway Department travel daily to and from their work at the mines.
56 wagons of mining props loaded on main line near Mercer for Rotowaro.
In order to reduce transport costs, Mr. G. G. Glass of Mercer arranged with the Department for loading these mining props from the main line. They were conveyed by special work train to the Taupiri Coal Company at Rotowaro, the whole of the loading being completed in 8 hours. Had it been necessary to convey the props by motor-lorry to the nearest station, the work would have extended over a period of some three months.
Although the coal mines in and around Huntly have mostly been worked out, the outlying country in this rich Waikato field has not yet been fully exploited, as is evidenced by the opening of a new mine near Rotowaro and the success of the comparatively new scheme of the Dairy Company at Glen Afton.
On the average a total of about 34,000 tons of coal a month are brought in by the Railway Department from the Huntly-Glen Afton line. Naturally, this huge quantity of coal involves the use of a large number of trucks, it being one of the railway transportation staff's many tasks to ensure that sufficient trucks are provided to cope with the constant demand.
Huntly Junction is itself a scene of great activity. Here station officers are kept busy despatching trains, computing freight, charges, etc. The shunters have heavy work marshalling the long lines of trucks full of coal and getting them ready for transit to various parts of the Island.
There seems no doubt that the proposed improved lay-out of the Huntly yard is fully war ranted; for the capacity of the present yard is already overtaxed, statistics showing that there has been steady increase in traffic of almost 25 per cent, in five years, a fact which also indicates the progress made in the coal-mining industry and the increasingly important part played by the Railway Department in its development.
Useful Slot Machine.
A machine for supplying handkerchiefs has been installed at Euston station, wherefrom handkerchiefs can be obtained on placing sixpence in the slot.
By Those Who Like Us
In acknowledgment of the kindness and solicitude shown by members of the railway staff towards the late Sergeant John King, the following appreciative letter has been sent by the late Sergeant's wife to the District Traffic Manager, Dunedin:—
I would be grateful if you would convey, through the medium of the Railway journal, my very sincere and deep appreciation and everlasting gratitude to all those, officials and others, who were the means of lessening the pain of travelling for my late husband, Sergeant John King, who died on New Year's Day.
Many times during his five long years of total invalidism it was necessary to transport him by train to Otago Central in his cot.
The pain of such journeys was always softened by the touching gentleness of the men who handled that cot, and the sympathetic kindness displayed throughout each journey by every man of them.
* * *
From R. Tregea, Cartage Contractor, Dunedin, “to the Railway Board:—
I wish to express my appreciation of the assistance and prompt dispatch received from the Railway Parcels Staff during the Christmas rush period, enabling my carriers to pull out from the office at 8 a.m. with their respective loads all clear and correctly cheeked, thus giving quick delivery to consignees.
* * *
From the secretary, Mauriceville Dairy Company Ltd., Mauriceville, to the Railway Board:—
By direction of the Board of Directors we desire to tender you our sincere thanks and appreciation of the arrangements made for the carriage of our cream during the Christmas and New Year holidays. The suppliers and ourselves are very grateful and trust that 1928 will be a very successful year for your Department.
From the Hon. T. S. Weston, M.L.C.to the Chairman, Railway Board:—
I came across the Stationmaster at Rotorua after the New Year, and would like to say how much myself and party of three other business men appreciated his courtesy and the prompt action on his part which enabled us to catch the “Limited” at Frankton Junction last Friday week, the 6th January. It is always pleasant to come across efficiency in a public servant, and my friends, Messrs. L. O. Tripp, W. B. Lees and D. R. Bendall, join with me in expressing their appreciation..
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From the Secretary, Manawatu and West Coast Agricultural and Pastoral Association, Palmerston North, to the Railway Board:—
At the final meeting for 1927 of my General Committee held yesterday, I was directed to convey to your Board the very great appreciation of members for the encouragement and generous assistance given so freely and willingly by the officers of the Department to this Association in the work of promoting and running the two annual shows.
In particular I was instructed to thank the Board for the extension of the excursion radius. My Committee are satisfied that the forward policy of the Board cannot be productive of anything but good. The excursion habit is a habit that grows and we are looking forward to the time when the trains arriving in Palmerston North at Show times will again be packed with excursionists.
* * *
In reference to a timetable alteration made to meet the wishes of the Fairlie Show Association, Mr. T. D. Burnett, M.P., wired the Hon. Minister of Railways as follows:—
Thanks very much for the consideration shown by your Department for Fairlie Show people. It is actions like these that are bringing people and Department closer together.
Samuel Hulme Bridgford
1928
A Day on the Bealey Glacier.
(Contributed.)
(Contributed.)
Aethur's pass on the east, and Otira on the west side of the Southern Alps, are rapidly becoming popular holiday resorts. Many people are now making a practice of having an extended holiday at one of these places, where, amid peaceful surroundings and the rugged beauty of the Alps, one may spend a glorious and restful time. These are ideal places for the jaded town dweller who seeks to regain mental and bodily vigour.
Those who are able to afford the time and the money to spend several weeks in such ideal surroundings, are perhaps in the minority; but there is no reason why the majority should not also be able to enjoy, in part at least, the beauties and health giving atmosphere of Arthur's Pass. By running week-end excursions the New Zealand Railway Department has, as it were, brought these resorts within reach of all. With commendable enterprise and a desire to serve the public, the Department has, in the last few years, run a large number of excursions either to Arthur's Pass or Otira, and they have proved immensely popular. It is safe to say that these excursions have been the means of introducing many people for the first time to the beauties of Nature that lie practically at their back door.
A few weeks ago the Department (which tries to vary the excursions as much as possible), ran a train to Arthur's Pass—the excursionists' objective being the Bealey Glacier. (Most of the famous glaciers of New Zealand are situated in parts of the country not readily accessible. Time and money are required to read them, and the pleasure of visiting them is, comparatively speaking, the privilege of the fortunate few.)
Flora of the New Zealand Bush.
Starry Clusters Of Clematis.
In the Bealey glacier the people of Christchurch and Canterbury have one of the grand sights of Nature that can easily be visited in a day. The walk from Arthur's Pass to the Bealey Glacier is not a very difficult one for people who enjoy average good health and activity. The distance is between four and five miles. For the first two miles one follows the old coach road through the Otira Gorge, and at a spot indicated by a sign post, a track branches off through the bush to the glacier. This is the most beautiful and most interesting part of the walk. The track winds through virgin bush which, to lovers of Nature, is a source of pure delight. The last portion of the walk is up the bed of the Bealey River, which, at this spot, is a foaming mountain torrent rushing noisily along over its stony bed. There is a rugged beauty about the river in its upper reaches which one misses when it emerges on to the more level country lower down. After the walk along the edge of the Bealey River the glacier itself is reached.
The glacier is situated in a valley at the foot of majestic Mount Rolleston, which towers its huge mass thousands of feet above.
Whichever way one looks, the view from the glacier is magnificent and awe inspiring. Mt. Rolleston forms a superb background, and several waterfalls (some quite close to the glacier and others far up the sides of the mountain) add beauty to the scene.
Walking on the glacier is easy, and, even, if one slips, the snow is quite soft and no serious consequences follow. Such falls merely add to the fun of the outing. A fascination of the glacier is that, on the surface, one can enjoy winter sports in the middle of summer.
The day of the excursion mentioned was warm and sunny—an ideal summer's day—yet the excursionists
The journey back to Arthur's Pass was made in time to catch the train, which left at 5.20 p.m., and arrived at Christchurch at 8.30 part, with a tired but happy band of excursionists who were unanimous that they had had a wonderful time.
A word of advice to those who go on future excursions to the Bealey Glacier may be acceptable. It is advisable to wear a stout pair of boots or shoes, preferably nail studded. This will assist in walking over the glacier and also through the bush. If the day is sunny the glare of the sun on the snow is apt to prove trying on the eyes. A pair of dark glasses therefore will add to one's comfort in this direction. A walking stick will also be found useful. Those who wish to set off for the glacier immediately on arrival at the Pass should take their lunch with them and have it on the way up. A cup of tea may be obtained at Springfield, where the train stops for about ten minutes.
In conclusion, a trip to the Bealey Glacier, or indeed any of the excursions that the Railway Department from time to time runs to Arthur's Pass or Otira, can be safely recommended to those who wish to spend a day amid the scenic beauties of the Southern Alps.
The Week-End Excursion Habit.
A very successful week-end excursion was recently run by the Department to Mt. Egmont, Taranaki. The above group was taken at Dawson Falls Mountain House, 3,070 ft. above sea level.
W. Collins
At The Petone Workshops Picnic.
Mr. A. E. P. Walworth, Workshops Manager (centre), conferring with members of Committee.
Locomotive running demands some of the highest qualities in a man. An enginedriver must always take a keen interest in his work. He must, every day, make a painstaking investigation of all parts of his engine. The position and purpose of every nut and bolt, every valve and gland, must be known, so that, in no circumstances whatever, would it be possible for any part of the mechanism to go wrong without the driver being instantly aware of the fact.
A good driver has a deep sense of pride in his engine and anything amiss with it hurts him. Then there is demanded of him resourcefulness and the ability to make a decision on the instant. Add to these necessary qualifications the fact that he is often, especially in these transition days, called upon to make his engine do duty considerably heavier than that for which it was designed, and you will be enabled to form a fair idea of the type of man required to fill the position of an enginedriver.
When a locomotive man has worked his way through the various stages of his work and qualified himself to take charge of our splendid modern engines—to run the “Limited” or the ordinary express trains—with the lives of hundreds of passengers in his care, he is carrying a responsibility that must be reckoned with.
Of one thing I am certain: the locomotive engineer, wherever you find him, is generally a fine man, worthy of his trust, and entirely adequate to the discharge of his important duties.
With the progress being made to-day in, the design and build of locomotives the enginedriver's lot is (apart from responsibility for the safety of his train) somewhat more pleasant than that of his predecessor of two or three decades ago.
Improvements in running gear have made the locomotive more comfortable to ride on; continuous automatic air brakes have given the enginedriver greater control of his train, whilst larger boilers and fireboxes have made it easier to maintain steam under adverse circumstances. In spite, therefore, of having a bigger machine to manage, the actual work of management is, for the engine crew, not increased thereby.
Winners of the Tug-Of-War,Left to Right (Standing)—L. D. O'Sullivan, C. Slater, P. J. Greig. F. Parr.
(Kneeling)—J. Hislop, T. Armstrong, R. Clements.
When on the road there are two essential factors of which the enginedriver must take account—one, the internal factor, and the other the external. The internal factor concerns the working of the engine itself, the state of the fire, the maintaining of the steam pressure and so on. The external factor concerns the condition of the engine and the weight of the train, and also the physical conditions of the track and the state of the weather.
Snapshots Over the System.
(1) Express crossing the Waikato River at Hamilton, heading for Rotorua. (2) A suburban service. (3) Through Waikato country. (4) Special stock train climbing the Rimutaka. Wairarapa district. (5) Fast Express (“The Limited”) on the way from Wellington to Auckland. (6) Some of the farming country traversed by rail.
The problem set before the enginedriver is, therefore, to maintain an adjustment between the power which is being generated by the engine and the work it is called upon to do. To get the best results in this respect, it is necessary not only to exercise skill in the management of the fire and boiler, but also to have an accurate knowledge of the factors referred to.
The driver must know every yard of the line over which he runs—know it as well by night as by day. A hedge-row, a tree of fantastic shape, a bridge or a cutting, are sufficient warning to the eye of the practised man (whose hand is on the regulator), when his reversing lever should be let out a notch, or two, or when speed should be checked for an awkward curve or junction. This is knowledge which can only come through constant travel over the same stretch of road until every yard of it is as familiar as' one's own back garden.
W. C. Bishop
See that the valve and steam connections are tight, and do not blow the steam through the safety valves or cylinder cocks. If drivers will only book all engine defects in the repair book and see to it that the shed staff do their share in carrying out repairs, the above loss could be wiped out. There is nothing more discouraging to a good fireman than an engine that will not steam properly; to a poor fireman, however, it is a somewhat more serious matter. A badly steaming engine causes him to forget everything he has ever heard or known about the correct principles of firing, and makes him believe that he is no longer a fireman—merely a heaver of coal, and he acts on that belief. The average man, overtaken by the feeling that he has a good excuse for making a failure, fails with ease.
It is essential to stop steam leaks. Steam waste includes not only that which is wasted past the piston and valve glands, packing rings, valve rings or seats, but that steam which is wasted because of poor valve setting and excessive engine friction.
“You will readily understand the necessity of strict control over this all important commodity (coal) upon the railways when I inform you that on fifteen English railways the consumption for the year 1921 was close on 8,500,000 tons and on five of the Scottish railways fully 1,500,000 tons were consumed. If it were possible, by economic working, to reduce the poundage per mile by only 11b., the saving for these twenty companies would amount to no less a sum than £377,000.” Further, Mr. Whitelegg goes on to say:—
“There are some firemen who use regularly a few pounds of coal per mile in excess of their fellow workmen. They are costing their company (in the excess coal they are burning) a sum equal to their yearly wage, for, of course, the man who wastes doesn't stop at coal.”
Again, I find Mr. Hill, the Chief Mechanical Engineer of the Great Eastern Railway of England, appealing to enginemen to save at least one shovelful of coal (weighing 14½ lb.) per mile, and stating that, if this were done, the Great Eastern Railway would save £312,000. Staggering figures!
In April 1923 the General Manager of the Great Western Railway of England told his enginemen that “One shovelful of coal saved per trip would mean a saving to the G.W.R. of 10,000 tons of coal per annum.”
I am only quoting these cases to illustrate my contention that enginemen, by studying the principles of combustion and the problem of fuel economy, could, of they so wished, save a considerable poundage of coal on almost every trip, which saving, spread over a period of a year, would represent a big saving in money.
The advantages claimed for the use of the brick arch are:—(1) Fuel saving; (2) smoke abatement; (3) tube protection and reduction in tube repairs; (4) improvement of steaming qualities under demands for maximum power; (5) reduction of engine failures from leaking tubes and low steam pressure; (6) reduction in tube stoppage; (7) reduction in clinkering or honeycombing of the tube plate; and (8) the beneficial effect on the life of a set of tubes and of the tube plate.
Against these advantages can only be set the cost of maintenance of the brick arch. We have all of us got past that point where we questioned the advantages of the brick arch; we know, from practical experience, that the brick arch does give the results claimed for it. A large portion of the saving effected by the brick arch is due to the intimate mixing of the combustible gases and oxygen brought about by the arch. A thorough mixing of the gases in the firebox is impossible without a brick arch. Many of the fine fuel particles that break off the coal in the fuel bed are so light that they are often picked up by the draught and whirled
“Mere length of combustion chamber counts for little compared with some device for thoroughly mixing the gases of the flame stream (says Dr. Breck-enridge). One good mixing wall or ‘baffle’ is probably worth more than many feet of undisturbed flow.”
This is not said to discount the significance of the combustion chamber length, but to emphasise the importance of mechanically mixing the different strata of the gas stream.
In the Auckland Province.Photos. J. F. Davey
Top: Rotorua express leaving Auckland—Ab. engines. Bottom: Suburban-train nearing Ellerslie—Wab. Engine.
Superheating is of course a form, and a very important form, of fuel economy. You are all familiar with superheater engines and the principle of superheat, which not only increases the steaming capacity of the boiler, but at the same time permits the use of larger cylinders because the superheat prevents the cylinder condensation. The steam and coal economy obtained with superheater locomotives which is equivalent to a corresponding increase of the boiler capacity has made it possible in many cases to reduce the boiler pressure.
Professor Goss on “The Use of Superheated Steam in Locomotive Service”:—
“Neither steam nor coal consumption is materially affected by considerable changes in boiler pressure, a, fact which justifies the use of comparatively low pressures in connection with superheat.”
Before we got the use of superheat in boilers the pressures were being gradually put up, whereas they are now down to 180/200 for passenger engines and 160/180 for goods engines.
The economical results obtained with superheater locomotives show considerable savings in coal. In passenger engines it is not so much the coal saving which makes superheater engines so popular, but the increase in power obtained and the better way in which the superheater engine handles the train. The great feature of a superheater engine is that its efficiency increases with the demand for power. If an ordinary wet engine is forced, its efficiency decreases on account of the increased wetness of the steam furnished by the boiler. The super-heater, however, on the contrary, improves with increased demands, since the degree of superheat increases in proportion with the power the engine has to develop.
Professor Goss says:—
“In operation the degree of superheat increases with the increased rate of power, which tends to conserve the steam supply as the demand for power is increased.”
This flexibility is one of the main features that distinguishes the superheater from the wet and from the compound engines; and is, besides the coal and labour saved, the principal cause why superheater engines are such favourites with the men handling them.
(To be continued.)
C. J. Graham
On locomotive and other rolling stock the elliptical and spiral springs are indispensable factors. Each type of spring has a more or less severe duty to perform. The springs are subjected in service to heavy strains and stresses, and it sometimes happens that failure to withstand the demands of everyday operation results in derailment.
Hydraulic Buckle Stripping Machine (Illus. No. 1).
The Department having been faced with the problem of fractured springs and various other failures due to the many irregularities in treatment and handling, has given this particular subject very thorough study.
The treatment of spring steel in our workshops has, as a result of the reorganisation of the plant, been greatly modernised. The new plant will enable us not only to produce a class of spring that will be superior to the old (thus lessening spring failures) but the cost of production will be considerably reduced. Hitherto, the plant for dealing with the work of spring manufacture at Hillside consisted of a spring furnace (in which coal was used), an oil bath, two forges, a steam hammer, and a testing machine.
The new plant comprises a spring furnace, draw temperature furnace and banding furnace (all oil-fired), a trimming and nibbing machine, cropping machine, stripping machine, elliptical spring leaf forming machine, assembling and banding machine, spring testing machine (all these are operated by hydraulic pressure), a quenching bath (water cooled), two forges, and a steam hammer.
Stripping.—When an engine is received for overhaul all the springs are cleaned in the lye vat and then forwarded to the spring shop for overhaul and repair. Instead of waiting for the return of these springs other springs are obtained from the ample supplies kept in stock. This is a feature of the new scheme—that sufficient stocks of all classes of springs are always kept on hand.
On receipt of springs from the lye vat they are placed in the stripping machine (illustration No. 1) and the buckles are removed. The leaves are then closely examined, broken leaves being replaced by new ones from a stock rack.
Spring Nibbing and Shearing Machine (Illus. No. 2).
Cropping, Nibbing and Trimming.—Spring steel, which is procured in bars 18ft. in length, is cut to the required size (cold) in one end of the nibbing and trimming machine (illustration No. 2). The leaves are then placed in the
Forming.—The leaf is first placed in the spring furnace (illustration No. 3) and brought to a temperature of 1650 degrees F. It is then placed in the forming machine (illustration No. 4) where a master leaf is already in position. The movement of a lever operates the hydraulic ram which pushes the leaf against an elliptical chain belt, and, when the ram is withdrawn, the leaf is left with the desired camber in it. This operation is speedily performed, there being very little loss of temperature during the process.
Quenching.—The leaf is next placed into a water-cooled oil quenching bath (illustration No. 4), containing Houghton's No. 2 soluble oil, and is then ready for the final operation.
Drawing.—After quenching, the leaf is passed straight through the spring furnace and the film of oil is burnt off.
At the same time it is pre-heated in readiness for treatment in the salt bath (illustration No. 5). A number of leaves are then placed in a perforated tray and lowered into the bath, which contains a specially prepared non-carburizing salt. The spring furnace (oil fired) is kept at a constant temperature of 650 degrees F.—thus any period of immersion ensures that every leaf received identically uniform treatment.
Assembling.—The leaves are next assembled in a banding press (illustration No. 6), the buckles having been previously heated in a small furnace placed alongside the press. The heated buckle is then placed over the assembled leaves and the springs placed under a double ram. which squeezes the buckle vertically and horizontally against the assembled leaves. The buckle is finally cooled off and the completed spring is painted ready for delivery to the finished spring rack.
Testing.—Under the new treatment the testing of springs and spring leaves is only a periodical necessity, its chief purpose being to keep a check on the different batches of steels.
New Fuel Oil Furnace (Illus. No. 3)
Spring Leaf-forming Machine and oil-bath (Illus. No. 4)
Salts Tempering Bath for Springs (Illus. No. 5)
Hydraulic Buckling Press (Illus. No. 6)
Temperature Control Apparatus.
(Illustration No. 7)
Control of Temperature.—The temperature of all three furnaces concerned in the treatment of springs is regulated by the use of a special Cambridge Pyrometer (illustration No. 7). The reading is obtained by turning a knob indicating each individual furnace. It is now possible to control the vitally important factor in heat-treating of steel, viz., temperature. This was impossible under the old process.
The new plant is compactly arranged, all operations are carried out in their proper sequence, and all unnecessary handling has been eliminated.
——–——
Jokes.
Everyone enjoys a joke now and then. But there are good jokes and poor ones. We think it a poor joke:
When some woman blushes with embarrassment.
When it is based upon a rumour or an untruth.
When it must be told in an undertone.
When some heart carries away an ache.
When something sacred is made to appear common.
When it is the cause for anger or hard feelings.
When a man's weakness provides the cause for laughter.
When it is provoked by malice or hatred.
When profanity is required to make it funny.
Invercargill.
“When I Grow Up.”
Safety First
More Vigilance Needed.
The recent sad accident by which one of our employees lost his life through being run down by a train on the Woburn line, should bring home to all railwaymen the great risk involved in walking heedlessly along the track. Statistics published some time ago showed that about 40 per cent. of all accidents and fatalities to railway employees are due to their being struck by moving vehicles. To lessen the number of such accidents, it is vital to remember that, wherever there are railway tracks, there is a possibility of a train coming along—a train that might hit one with fatal consequences if the space between the rails is being used as a thoroughfare. If it be necessary in the carrying out of duties to walk along the track, walk always a safe distance from the rails.
* * *
Goggles Compulsory in the Pullman Shops.
According to a statement made in a recent address by Mr. H. Guilbert, Director of Safety of the Pullman Company, the wearing of goggles by all employees is now compulsory in the repair shops and yards of the Company. As illustrating the safety value of the new rule, Mr. Guilbert mentioned that since the wearing of goggles was made compulsory “the eyes of approximately a thousand men have been saved from serious injury or destruction.”
The compulsory wearing of goggles was introduced after twelve years of effort (under “optional” conditions) during which was tried “every conceivable method known to human ingenuity to get the men to wear goggles—such methods as spectacular bulleins, vivid (and unpleasant) examples, pleading, persuasion, and threatening—but with very small results.” Dismissal is the penalty for disregard of the new rule—a rule which applies also to officers of the company. Moreover, visitors to the works are likewise required to wear goggles.
A further point of interest made in the above address was, that since 1916, in Pennsylvania alone, no less than 6,842 eyes have been completely destroyed in industrial accidents.
On our own system (especially in the workshops) eye injuries constitute a big percentage of the yearly total of accidents. Employces owe it to themselves, to their families, and to the Department, never to engage in an occupation in which injury to the eyes might result, without providing themselves with suitable goggles.
* * *
The Manner of our Jobs.
The attitude adopted towards our jobs and the manner of carrying them out, has an all-important bearing on safety. Impatience, over-confidence and awkward methods of procedure, are among the frequent causes of accident. We should always approach every detail of our work with the thought that the safety of others and of ourselves, depends largely upon individual vigilance.
* * *
Hints in the Use of Grinding Wheels.
A wheel used for wet grinding should not be allowed to stand partly immersed in water. The water-soaked portion may throw the wheel dangerously out of balance.
New wheels should be run at a working speed for at least one minute before applying work, during which time the operator should stand at one side.
The work rest should be kept adjusted close to the wheel to prevent the work from being caught. Work rests should be rigid and always securely clamped after each adjustment. The rests should not be adjusted while the wheel is in motion.
(From “The Use and Care of Abrasive Wheels,” published by the National Safety First Association.)
Oil And Gas Electric Locomotives And Cars.
The “Digest” for February contained an interesting review of developments that have taken place recently in various countries in oil and gas electric locomotives and cars.
The “Digest” mentioned that the Chicago, Milwaukee and St. Paul Railway which had twice previously increased the length of its electric zone, completed the electrification of its entrance into Seattle by a 10-mile double track line from Black River Junction.
The Mexican Railway Company completed its second addition to the original line and is now operating electrically between Esperanza and Paso del Macho, a distance of 62 miles, a substation being erected with two 1,500-k.w. motor-generator sets to supplement the two 3,000-k.w. units originally installed in the Maltrata sub-station.
The Paulista Railway in Brazil made a third extension of its electric zone bringing the total up to 177 miles completing the electrification of its broad gauge lines between Jundiahy and Rincao. Reports by the officials of this system continue to testify to the savings resulting from electrification.
Equipment for the Anglo-Chilean Consolidated Nitrate Corporation in Chile, including automatic sub-stations, overhead distribution, and locomotives went into service in September. In anticipation of a gradual increase in traffic requirements with electric operation, two additional locomotives are now under construction.
Petone Workshops Picnic.
Presents For The Children.
In the United States perhaps the most interesting work on railroad electrification is that being done by the Great Northern Railway in the state of Washington. Electric operation between the Cascade Tunnel and Skykomish is to be extended through the new tunnel to Wenatchee before the end of 1928. Two motor-generator type locomotives, which are the largest single-phase units so far built, began operation in August, 1927, and two more units of the same type are now under construction together with equipment for a second frequency changer substation located at Wenatchee.
Interest continues in the performance of the oil-electric locomotives, a number of which have now been in service for a sufficient period to demonstrate the economies and other operating advantages of this type. Two 100-ton units are now in heavy switching service on the Erie Railroad and 60-ton units were completed for the Chicago and North-western Railway, the Union Carbide Company and the American Rolling Mills Company.
Work is proceeding on the oil-electric freight and passenger locomotives for the Putman Division of the New York Central Railroad, and a 300 h.p. oil-electric motor car is ready for service.
The New York Central Railroad is actively working on the electrification of its west side yards which will be operated from an overhead trolley north of 60th Street. Below this point self-propelled oil-electric and storage battery units will be used, one of which is already in service. This unit is a 120-ton locomotive equipped with a storage battery and a 300 h.p. oil engine generating set for battery charging. It will also operate from the third rail.
As a natural result of its profit-making possibilities, the gas-electric car for branch line and local main line service continues to show an increased use. Among the more important additions to existing equipment are sixteen cars to be placed in service by the Chicago, Burlington
A single unit power plant car was shipped to the Victorian Railways of Australia for trial on the State lines around Melbourne. Another shipment includes eight cars for the United Railroad of Havana. In all, about 60 of these cars were placed in service during the year.
The following amusing letter from “Japanese Lady” appears in the Shipping Register of San Francisco:—
“Some time ago you publish in your voluble paper article on female shipping steamer. I have thought to write you about female engine on train. You know why! Yes, they call she for many becauses.
“They wear jacket with yokes, pins, hangers, straps, shields, stays. They have apron, also lap. They have not only shoes but have pumps. Also hose and drag train (psgr. and freight) behind. They attract men with puffs and mufflers. Sometime they foam and refuse work when at such time they should be switched. They need guiding—it always requires man manager.
“They require man to feed them. When abuse are given they quickly made scrap.
“They are steadier when coupled up, but my cousin say they hell of expense. Is not enough reason!”
Olympic Games.
Shall Railway Apprentice Fitter A. J. Cleverley Go?
Shall Railway Apprentice Fitter A. J. Cleverley Go?
The New Zealand representatives of the Olympic Games to be held at Amsterdam in July, will require to leave New Zealand by the S.S. “Remuera” from' Wellington on 28th April.
An indication of the appreciation which all railwayman felt when one of their own men, Mr. A. J. Cleverley, was chosen to represent New Zealand in the boxing ring has already been given in practical form as a result of the appeal made in the March number of this Magazine.
The Organising Secretary of the Olympic Association also forwarded a special appeal through the Branch Secretaries of the railway societies throughout New Zealand, and the co-operation and assistance of all stationmasters was invited. We have pleasure in acknowledging the assistance rendered and amounts remitted to date. The Olympic fund, however, requires to be still further supplemented and, consequently, the lists will be kept open until the last possible moment.
It is worth remembering that one shilling subscribed will send our representative three miles on his journey to Amsterdam, and that 8,000 shillings (£400) assures that the New Zealand Railways will be fittingly represented at the great World contest.
New Workshops In The Hutt Valley, Wellington.
(A J. Bland photo.)
The above photograph conveys a good idea of the progress being made with the erection of the new workshops in the Hutt Valley. The workshops are to be used for the manufacture and repair of locomotive rolling stock exclusively, the latest machinery and appliances being installed for the purpose.
Fashion Notes.
The frock Illustrated requires 3¼ yards of 36 inch material. Crepe satin (using both the dull and lustrous sides), is the most desirable fabric. The applied bands effectively accent the slim lines. A slip made of crepe de chine should be worn with this frock.
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Hats.
The “flop” brim is the latest innovation in the world of hats. If this does not suit you, it is quite easy to wire and trim it for yourself with a fine roll of silk millinery wire in the same shade as the hat. Wire and bind the edge of the brim by sewing with an “over and over” stitch round the brim; take an inch-wide ribbon, commence at the back, and fold over the wired edge, half under and half above the brim, stretching as tightly as possible.
Trim the crown of the hat with the same-coloured ribbon.
* * *
Recipes.
White Cake with Orange Icing.
Cream butter and sugar, add egg whites (beaten stiff), milk, and lastly the flour sifted with the baking powder and salt Beat to a light batter, add flavouring and pour into two greased, floured cake pans. Bake until it leaves edges of pans, but not until browned on top.
Soak the grated rind of one orange in two tablespoons orange juice for half an hour. Strain into one well-beaten egg. Add confectioner's sugar to make thick paste, then spread on cooled cake.
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Household Hints.
Use minute tapioca instead of flour to thicken berry pies. It adds flavour and thickens the juice evenly. Just sprinkle it as you would flour.
When making cooked icing add a pinch of salt to the sugar and the icing will not grain and turn to sugar.
Salt used as a tooth powder will harden the gums and keeps the teath healthy.
Eat a salted slice of lemon to remove onion odour from the breath.
When aluminium kettles have become dull or black clean them with a cloth dipped in lemon juice and then rinse in warm water.
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Care of Combs And Brushes.
The bobbed and shingled hair fashion has made many women careless of their hair. It is so easy to run a short comb through it and let it go at that. Good brushing is essential to the care of the hair, and the scalp needs the exercise that comes from vigorously brushing it in different directions.
To wash your brush, put a piece of soda about the size of a walnut into a quart of hot water. Comb out the hair that may be lodged in the bristles of the brush, and then dip the brush, bristles down, repeatedly into the hot soda water. When the brush looks clean, rinse in cold water, shake well, wiping off any water which may have got on the handle or back. Dry in the sun or near the fire. Combs should be scrubbed frequently and rinsed in nearly boiling water to sterilise them. Waterwave combs, nets and caps—in fact anything that comes in contact with the head, including sofa cushions—should be kept scrupulously clean if you wish clean-looking healthy hair.
Wit and Humour
Preserving the Gestures.
An actor's curiosity was aroused recently by observing a man who was walking ahead of him stretching out his arm whenever he took a crossing or turned down the street. The actor ventured to stop him and inquire why he did this. The man made no secret of it.
“It's all I have left of my motor car,” he replied.
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(Adapted from George Belcher.)
More Knowledge Needed.
Are you going on the week-end excursion to Waitomo? Not me! I believe in sticking to New Zealand.
Schoolboy “Howlers.”
“The Commonwealth came to an end because Cromwell said work was the finest blessing ever ordained for man.
He was a Puritan himself, but he gave toleration to Christians.
Unfortunately for England Cromwell died in 1658.”
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A Thorough Optimist.
Bix: “What's your idea of an optimist!”
Dix: “A dead-broke individual ordering oysters with the hope that he can pay for his dinner with the pearl.”
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Not What He Meant.
Extract from a letter of a clerk on holiday abroad to his employer: “Since I have been away I have seen many strange sights and hope to see you on Monday.”
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He Couldn't Forget.
Young Zoologist (who has been asked to lecture over the wireless)—“And all the time, darling, though millions may be listening in, I shall be thinking of you alone.”
Darling—“And what's your lecture about, old thing!”
Young Zoologist—“Freaks of Nature.”
And Fear No Woman.
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The2.2.
* * *
Child Welfare.
Insignificant Parent: “Isn't it time baby could say “Daddy'!”
Fond Mother: “We decided not to tell him who you are until he gets a bit stronger.”
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He Expected Too Much.
He: “What! Another new dress! How on earth am I going to pay for it!
She: “That's your business. I didn't marry you to give you financial advice.”
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Born Again.
Dealer (rushing into the newspaper office): “See here, you've published an announcement of my death by mistake. That's got to be fixed up somehow.”
Editor: “Well, we never contradict anything we have published, but I'll tell you what I'll do. I'll put you in the births column to-morrow and give you a fresh start.”
Traffic and Stores Branches.
Sword, B. R., Traffic Manager, Divisional Superintendent's Office, Auckland, to District Traffic Manager, Dunedin.
Penn, H. A., District Traffic Manager, Special Gr. 3, Ohakune Junction, to Traffic Assistant, Special Gr. 2, Divisional Superintendent's Office, Auckland.
Milligan, S. S., Clerk, Gr. 2, Comptroller of Stores Office, to officer in charge, Advertising Branch, Special Gr. 3, Wellington.
Pullin, W. F. G., Foreman Gr 4, Locomotive Shops, Invercargill, to Workshop Manager, Grade 3, East Town.
Hartland, P. H., assistant D.T.M., Wellington, to District Traffic Manager, Special Gr. 2, Wanganui.
Shunters to Guards:
Fleet, H. E. N., to Omakau.
Hurndell, A. W., to Culverden.
Leahy, J. E, to Ohakune Junction.
Storemen to Guards:
Hall, W. C. R., to Picton.
Jackson, H. D., to Tuatapere.
Porters to Shunters:
Asquith, N. H. E., to relief, Auckland.
Bruce, J. R. B., to Lyttelton.
Davis, F. H., to Wellington Goods.
Hoskins, W O., to Palmerston North.
Mai, A. F., to Wellington Goods.
Park, W., to Mosgiel.
Wallace, P. P., to Lyttelton.
Porters to Storemen:
Gwilliam, N. H. V., to Gr. 2, Napier.
Hardie, W. S., to Gr. 2, Westport.
Tablet Porter to Signalman:
Nicklewright, H. G., to G. 2, Timaru.
Locomotive Branch.
Angus, R., boilermaker, to leading boilermaker, Invercargill.
Henwood, H. C., labourer, and acting-fettler, to skilled labourer and acting-fettler, Addington.
Hill, W. H. A., fitter, to leading fitter, Palmerston North.
Murray, S. C. M., skilled labourer, to iron machinist, Addington.
O'Neill, T. Z., labourer and acting-crane driver, to skilled labourer and acting-crane driver, Westport.
Perry, S. H., fitter, to leading fitter, Wanganui.
Priest, H. R., boilermaker, to leading boiler-maker, Westport.
Walker, E. W. J., iron machinist, to Special Gr., Petone.
Maintenance Branch.
Labourer to Bridgeman:
Nankivell, R. F., to Whangarei.
Labourer to Skilled Labourer:
Robertson, W. P., to Whangarei.
Automatic Signal Maintaincrs, Gr. 1 to Special Gr.
Hantom, F., to Auckland District.
Springer, H. W., to Auckland District.
Cooper, G. E, to Auckland District.
McIntyre, D. F., to Wellington District.
Electric Linemen, Gr. 1, to Special Gr.:
Jameson, W. S., to Dunedin.
Myerscough, R. G., to Wellington.
Webb, G. H. J., to Christchurch.
Signal Adjusters, Gr. 1, to Special Gr.:
Beaumont, J. M., to Invercargill District.
Bennett, R. J., to Auckland District.
Garner, C., to Wanganui District.
Macfarlane, E. M., to Christchurch district.
Porteous, J. C. M., to Dunedin.
Suggestions and Inventions.
Commendations.
Banks, H. E. S., Guard, Lambton.—Suggestion re train departure boards.
Duncan, A., Ticket Inspector, Dunedin.—Suggested special cap for reserve seat porters at the principal stations.
Gilmour, D. S., Leading Fitter, Penrose.—Suggested design, for stand point valves.
Holmes, Casual Fitter, East Town.—Suggested improved brake lever for motor velocipedes.
Morgan, R. H., Stationmaster, Thorndon.—Suggested improved system of accounting and dealing with applications for sleeping berths.
Thomas, R. H. L., Porter, Clinton.—Suggestion re carriage door keys.
Woodrow, T. M., sub-Foreman, Addington.—Suggested improvement to boilers with flexible stays.
* * *
Duncan, A., Ticket Inspector, Dunedin.—Awarded bonus of £2 for suggested method of identifying school season tickets
Wright, F., Term Casual Turner, Addington.—Awarded bonus of £5 for suggested improved method of manufacturing Westinghouse brake emergency taps.
Grist for the Railway Mill
There are between three and four thousand new applications yearly for employment on the New Zealand Railways. This number does not include those, applicants who, having resigned from their previous employment with the Department are applying for re-employment. Approximately 40 per cent, of the total number of applications are renewed sometime during the year.
The following will indicate how applications for employment are dealt with.
After applications have been received the first step is to ascertain whether previous application for employment has been made. If such is the case, the previous papers relative thereto are looked up and the new application attached. Where no previous application has been made files are prepared and the applications are recorded. It is essential that copies of all papers submitted by the applicants be kept for future reference. Applicants who do not forward their papers in accordance with the instructions on the application form are written to and informed that before their application can be considered they will require to produce the papers which were omitted when forwarding the application. Completed applications are handed to the officers dealing with the different classes of work for which the applicants have applied, and their names are then recorded in the employment register in the order received. After the names have been registered the files are returned to the Employment Bureau where replies are forwarded to the applicants informing them that their names have been noted for a vacancy and that they will receive an appointment in their turn.
The following figures indicate the extent to which the Railways absorbed staff during the past 3½ years:—
Variations in Traffic and Revenue
as compared with last year—1st April, 1927, to 3rd March, 1928.
Note: “Minus” sign indicates decrease. In all other cases the figures indicate the increase in number, quantity or amount.
The position in regard to number of ordinary passengers carried has improved considerably in the last five months. While the decrease up to 12th November was over 309 thousand, by 3rd March it had been reduced to 278 thousand, an improvement of 31 thousand—indicating the effect of special efforts made by the Department through introducing motor services, special feature excursions, and publicity methods. The rate of decrease in passenger revenue has also been lessened.
Cattle and calves show a good increase, most of which may be attributed to the boneless veal industry started last season.
All districts in the North Island record an increase in the number of sheep and pigs carried, due to the earlier season. In the South Island Canterbury shows a seasonal decrease, Dunedin is normal, while Invercargill reports a substantial increase, due to the fine weather and favourable season experienced.
The decrease in timber traffic due to the general slump in the industry locally has resulted in a loss of revenue under this heading of approximately £70,000.
The carriage of large quantities of artificial manure and coal has tended to an increase under the heading of “Other Goods.” Wellington, Invercargill and Westport districts report decreases, the cause in the case of the latter being the falling off in the production of coal.