<?xml version="1.0" encoding="UTF-8"?><TEI xmlns="http://www.tei-c.org/ns/1.0" xmlns:xsi="http://www.w3.org/2001/XMLSchema-instance" xsi:schemaLocation="http://www.tei-c.org/ns/1.0 nzetc-p5.xsd" xml:id="Gov03_02Rail" xml:lang="en">
  <teiHeader type="text">
    <fileDesc xml:id="fileDesc-0001">
      <titleStmt>
        <title type="marc245">The New Zealand Railways Magazine, Volume 3, Issue 2 (June 1, 1928)</title>
        <title type="sort">New Zealand Railways Magazine, Volume 03, Issue 02 (June 1, 1928)</title>
        <title type="gmd">[electronic resource]</title>
        <respStmt xml:id="respStmt-0001">
          <resp>Creation of machine-readable version</resp>
          <name key="name-121582" type="organisation">Keyboarded by Aptara, Inc.</name>
        </respStmt>
        <respStmt xml:id="respStmt-0002">
          <resp>Creation of digital images</resp>
          <name key="name-121582" type="organisation">Aptara, Inc.</name>
        </respStmt>
        <respStmt xml:id="respStmt-0003">
          <resp>Conversion to TEI.2-conformant markup</resp>
          <name key="name-121582" type="organisation">Aptara, Inc.</name>
        </respStmt>
      </titleStmt>
      <extent>ca. 222 kilobytes</extent>
      <publicationStmt>
        <publisher>
          <name type="organisation" key="name-121602">New Zealand Electronic Text Centre</name>
        </publisher>
        <pubPlace>Wellington, New Zealand</pubPlace>
        <authority><name key="name-411207" type="organisation">OnTrack (New Zealand Railways Corporation)</name> and <name key="name-411208" type="organisation">Toll NZ</name></authority>
        <idno type="etc">Modern English, Gov03_02Rail</idno>
        <availability status="unknown">
          <p>Publicly accessible</p>
          <p n="public">URL: http://www.nzetc.org/collections.html</p>
          <p>copyright 2008, by Victoria University of Wellington</p>
        </availability>
        <date when="2008">2008</date>
      <idno type="vuw-bbid">1122214</idno></publicationStmt>
      <notesStmt xml:id="notesStmt-0001">
        <note xml:id="note-0001">NZETC acknowledges the kind assistance of the Wellington City Libraries and the Alexander Turnbull Library in helping to make this text available.</note>
        <note xml:id="note-0002">Line breaks have only been retained for non-prose elements.</note>
      </notesStmt>
      <sourceDesc xml:id="sourceDesc-0001">
        <biblFull>
          <titleStmt>
            <title>
              <name type="work" key="name-413261">The New Zealand Railways Magazine, Volume 3, Issue 2 (June 1, 1928)</name>
            </title>
          </titleStmt>
          <publicationStmt>
            <pubPlace>Wellington, New Zealand</pubPlace>
            <publisher>
              <name key="name-025035" type="organisation">New Zealand Government Railways Department</name>
            </publisher>
            <idno>Source copy consulted: Wellington City Libraries, Serials Collection, Ref 052</idno>
          </publicationStmt>
          <seriesStmt xml:id="seriesStmt-0001">
            <title>
              <name type="work" key="name-408509">New Zealand Railways Magazine</name>
            </title>
            <idno type="vol">03:02</idno>
          </seriesStmt>
        </biblFull>
        <bibl xml:id="text-1-bibl">
          <title level="a">
            <name type="work" key="name-408920">Our Railway Gauge</name>
          </title>
          <author>
            <name type="person" key="name-209352">the Right Hon. Sir Robert Stout</name>
          </author>
        </bibl>
        <bibl xml:id="text-2-bibl">
          <title level="a">
            <name type="work" key="name-408922">Modern Methods in Our Workshops The Shaping Machine</name>
          </title>
          <author>
            <name type="person" key="name-408214">S. B. Barltrop</name>
          </author>
        </bibl>
        <bibl xml:id="text-3-bibl">
          <title level="a">
            <name type="work" key="name-408923">A Slogan; And what it means to New Zealand</name>
          </title>
          <author>
            <name type="person" key="name-408570">Winton Keay</name>
          </author>
        </bibl>
        <bibl xml:id="text-4-bibl">
          <title level="a">
            <name type="work" key="name-408924">The Romance of The Rail A Descriptive and Historical Story of the North Island Main Trunk Railway</name>
          </title>
          <author>
            <name type="person" key="name-207731">James Cowan</name>
          </author>
        </bibl>
        <bibl xml:id="text-5-bibl">
          <title level="a">
            <name type="work" key="name-408925">A Holiday In Australia Some Impressions and Observations</name>
          </title>
          <author>
            <name type="person" key="name-408280">N. Mcgaffen</name>
          </author>
        </bibl>
        <bibl xml:id="text-6-bibl">
          <title level="a">
            <name type="work" key="name-408926">Production Engineering (Part XXI) Workshops Re-Organisation—Progress to Date</name>
          </title>
          <author>
            <name type="person" key="name-408055">E. T. Spidy</name>
          </author>
        </bibl>
        <bibl xml:id="text-7-bibl">
          <title level="a">
            <name type="work" key="name-408927">Co-operation and Goodwill</name>
          </title>
          <author>
            <name type="person" key="name-408538">Sydney G. Pearce</name>
          </author>
        </bibl>
        <bibl xml:id="text-8-bibl">
          <title level="a"><name type="work" key="name-408929">Tools Of Steel Part VIII</name>.</title>
          <author>
            <name type="person" key="name-408437">H. E. Childs</name>
          </author>
        </bibl>
        <bibl xml:id="text-9-bibl">
          <title level="a">
            <name type="work" key="name-408931">To Franz Josef Glacier</name>
          </title>
          <author>
            <name type="person" key="name-408467">J. R. Young</name>
          </author>
        </bibl>
      </sourceDesc>
    </fileDesc>
    <encodingDesc>
      <editorialDecl>
        <p>All unambiguous end-of-line hyphens have been removed, and
the trailing part of a word has been joined to the preceding
line.</p>
        <p xml:id="ETC">Some keywords in the header are a local Electronic
Text Centre scheme to aid in establishing analytical
groupings.</p>
      </editorialDecl>
      <classDecl>
        <taxonomy xml:id="nzetc-subjects">
          <bibl>
            <title>NZETC Subject Headings</title>
          </bibl>
        </taxonomy>
      </classDecl>
    </encodingDesc>
    <profileDesc xml:id="profileDesc-0001">
      <creation>
        <date>June 1, 1928</date>
      </creation>
      <langUsage>
        <language ident="en">English</language>
      </langUsage>
      <textClass>
        <keywords scheme="http://www.nzetc.org/nzetc-subjects">
          <list>
            <item>
              <rs type="subject" key="subject-000001">General NZ History</rs>
            </item>
          </list>
        </keywords>
      </textClass>
    </profileDesc>
    <revisionDesc>
      <change n="catalogueAddition"><date when="2008-09-18T17:14:58">17:14:58, Thursday 18 September 2008</date><label>editorial</label><name type="organisation" key="name-121602">NZETC</name>Addition of text to Library Catalogue<!-- BBID=1122214 --></change>
      <change n="live"><date when="2008-09-23T14:47:21">14:47:21, Tuesday 23 September 2008</date><label>editorial</label><name type="organisation" key="name-121602">NZETC</name>Make text available on NZETC website</change>
    <change n="epubPreparation"><date when="2009-08-04T14:08:02">14:08:02, Tuesday 4 August 2009</date><name type="organisation" key="name-121602">NZETC</name>Preparation of EPUB (and other formats such as DaisyBook)</change><change n="corpusAddition"><date when="2009-08-28T17:15:11">17:15:11, Friday 28 August 2009</date><name type="organisation" key="name-121602">NZETC</name>Addition of text to corpus</change></revisionDesc>
  </teiHeader>
  <text xml:id="t1">
    <front xml:id="t1-front">
      <div xml:id="t1-front-d1" type="covers">
        <p>
          <figure xml:id="Gov03_02RailFCo">
            <graphic url="Gov03_02RailFCo.jpg" mimeType="image/jpeg" xml:id="Gov03_02RailFCo-g"/>
            <figDesc>Front Cover</figDesc>
          </figure>
          <figure xml:id="Gov03_02RailBCo">
            <graphic url="Gov03_02RailBCo.jpg" mimeType="image/jpeg" xml:id="Gov03_02RailBCo-g"/>
            <figDesc>Back Cover</figDesc>
          </figure>
        </p>
        <pb xml:id="n1" n="1"/>
        <p>
          <figure xml:id="Gov03_02Rail001a">
            <graphic url="Gov03_02Rail001a.jpg" mimeType="image/jpeg" xml:id="Gov03_02Rail001a-g"/>
          </figure>
        </p>
      </div>
      <pb xml:id="n2" n="2"/>
      <div xml:id="t1-front-d2" type="section">
        <head>New Management</head>
        <div xml:id="t1-front-d2-d1" type="section">
          <p>The Press of the Dominion has already given unqualified approval to the decision of the Prime Minister, and Minister of Railways (the Right Hon. <name key="name-207672" type="person">J. G. Coates</name>) in appointing Mr. H. H. Sterling, LL.B., M.Inst.T., to be General Manager of the New Zealand Railways in place of the retiring Board of Management.</p>
          <p>It is somewhat unique that nowhere has there been any suggestion, either by the Press or by leading business men, that the retention of a Board in charge of the system would have been the better course. This is particularly noteworthy in view of the fact that the members of the retiring Board were all men of considerable ability in their respective spheres whose combined efforts had produced, during their term, substantial improvement in the quality of service rendered by the railways to the people of New Zealand and in the conditions governing employment in the Department. It appears, therefore, that the desire for a reversion to General Manager control is due to some rooted dislike to the impersonality of a corporate body, akin to that which causes Coalitions to be unpopular in British communities.</p>
          <p>It will be remembered that the experiment New Zealand tried in the Civil Service with three Commissioners in control did not last long—probably for a similar reason, and there seems no doubt that the adoption of single Commissioner responsibility for that group of public departments has been a distinct gain to the Dominion.</p>
          <p>Now that the change has been made, the best wishes of members of the Railway Department will go out to the members of the late Board in their retirement. Each of them had come through the ranks of the Department and, in the course of nearly forty years of unstinted service, had risen, by sheer ability, to authoritative control over the workings of the Dominion's largest business enterprise.</p>
          <p>Mr. H. H. Sterling, after nearly three years’ separation, returns to us with the broader outlook and wider experience gained in the management of the New Zealand Cooperative Dairy Company, the largest company of its kind in the world. He will be welcomed back by all who know how much he did for the Department during the years he was with us.</p>
          <p>Elsewhere in this issue particulars of his brilliant record are given. It is sufficient to say here that his return indicates that he himself is satisfied regarding the bright future before the railways of this country —given the right direction, and sufficient impetus to overcome for the Dominion those serious difficulties at present facing railways generally, not only here, but
<pb xml:id="n3" n="3"/>
in every country where the operation of motors has made it possible for competing road services to interfere with railway traffic.</p>
          <p>One considerable advantage of the change will be that the reproach frequently directed against the Department that it had no executive officers with outside commercial experience will no longer be applicable. This should satisfy the business community and also assist in speeding up the introduction of commercial methods. It is doubtful, also, whether a better post-graduate training course for general-managership of the New Zealand Railways could ever have been obtained by any railwayman than that taken by Mr. Sterling during the term of his association with the great dairying organisation that is now, at the Prime Minister's special request, reluctantly relinquishing his services that they may be made available to the Railway Department.</p>
        </div>
        <div xml:id="t1-front-d2-d2" type="section">
          <head><hi rend="c">Parrot Competition</hi>.</head>
          <p>In our last issue a prize of two guineas was offered to the writer of the first letter opened containing the answer to the “Parrot Competition” question propounded on the cover of that Magazine. We have pleasure in announcing that the prize has been won by Miss Pearl Anita Wallace, of Green Lane, Auckland, the solution being “Travel by rail, for Safety, Comfort and Economy.”</p>
          <p>The competition created a great deal of interest, nearly 600 entries being received, and some very clever answers were given. Some of these will be published at a later date.</p>
          <p>A further competition will be announced in an early issue.</p>
        </div>
        <div xml:id="t1-front-d2-d3" type="section">
          <head><hi rend="c">Railway Motor Services</hi>.</head>
          <p>The announcement that Mr. J. Carnachan has been appointed Manager of Motor Services for the New Zealand Railways indicates to what extent this arm of the service is developing. Mr. Carnachan is a railway-trained man of very wide experience who has shown marked capacity in whatever position he has occupied in the service. For several years he was station-master at Otahuhu, one of the busiest centres for freight traffic in the Dominion. He has more recently, whilst in charge at Napier station, had control of the Napier-Hastings bus services that have proved so satisfactory for the people of the district under railway management.</p>
        </div>
        <div xml:id="t1-front-d2-d4" type="contents">
          <head>
            <hi rend="c">Contents</hi>
          </head>
          <div xml:id="t1-front-d2-d4-d1" type="section">
            <p>
              <table rows="42" cols="2">
                <row>
                  <cell>A Capable Railway President</cell>
                  <cell>
                    <ref target="#n59">59</ref>
                  </cell>
                </row>
                <row>
                  <cell>A Holiday in Australia</cell>
                  <cell><ref target="#n38">38</ref>–<ref target="#n39">39</ref>
</cell>
                </row>
                <row>
                  <cell>A Monarch of the Waipoua Kauri Forest</cell>
                  <cell>
                    <ref target="#n15">15</ref>
                  </cell>
                </row>
                <row>
                  <cell>A Remarkable Career</cell>
                  <cell>
                    <ref target="#n5">5</ref>
                  </cell>
                </row>
                <row>
                  <cell>A Slogan</cell>
                  <cell><ref target="#n28">28</ref>–<ref target="#n29">29</ref>
</cell>
                </row>
                <row>
                  <cell>Among the Books</cell>
                  <cell><ref target="#n26">26</ref>–<ref target="#n27">27</ref>
</cell>
                </row>
                <row>
                  <cell>By Those Who Like Us</cell>
                  <cell>
                    <ref target="#n55">55</ref>
                  </cell>
                </row>
                <row>
                  <cell>Change in Management of the N.Z. Railways</cell>
                  <cell>
                    <ref target="#n6">6</ref>
                  </cell>
                </row>
                <row>
                  <cell>Co-operation and Goodwill</cell>
                  <cell><ref target="#n44">44</ref>–<ref target="#n45">45</ref>
</cell>
                </row>
                <row>
                  <cell>Current Comments</cell>
                  <cell>
                    <ref target="#n17">17</ref>
                  </cell>
                </row>
                <row>
                  <cell>Dawson Falls (photo)</cell>
                  <cell>
                    <ref target="#n32">32</ref>
                  </cell>
                </row>
                <row>
                  <cell>Editorial–New Management</cell>
                  <cell><ref target="#n2">2</ref>–<ref target="#n3">3</ref>
</cell>
                </row>
                <row>
                  <cell>For the Children (poem)</cell>
                  <cell>
                    <ref target="#n46">46</ref>
                  </cell>
                </row>
                <row>
                  <cell>Guide “Rangi” (photo)</cell>
                  <cell>
                    <ref target="#n49">49</ref>
                  </cell>
                </row>
                <row>
                  <cell>Hapuawhenua Viaduct (photo)</cell>
                  <cell>
                    <ref target="#n37">37</ref>
                  </cell>
                </row>
                <row>
                  <cell>Index</cell>
                  <cell>
                    <ref target="#n3">3</ref>
                  </cell>
                </row>
                <row>
                  <cell>Ladies’ Page</cell>
                  <cell>
                    <ref target="#n56">56</ref>
                  </cell>
                </row>
                <row>
                  <cell>London Letter</cell>
                  <cell><ref target="#n18">18</ref>–<ref target="#n21">21</ref>
</cell>
                </row>
                <row>
                  <cell>Message from the General Manager to Public and Staff</cell>
                  <cell>
                    <ref target="#n4">4</ref>
                  </cell>
                </row>
                <row>
                  <cell>Modern Methods in Our Workshops</cell>
                  <cell><ref target="#n22">22</ref>–<ref target="#n23">23</ref>
</cell>
                </row>
                <row>
                  <cell>Notes of the Month</cell>
                  <cell><ref target="#n50">50</ref>–<ref target="#n51">51</ref>
</cell>
                </row>
                <row>
                  <cell>On Rotorua's Shores</cell>
                  <cell>
                    <ref target="#n7">7</ref>
                  </cell>
                </row>
                <row>
                  <cell>Our Railway Gauge</cell>
                  <cell><ref target="#n10">10</ref>–<ref target="#n11">11</ref>
</cell>
                </row>
                <row>
                  <cell>Opening of the Roxburgh Line</cell>
                  <cell>
                    <ref target="#n58">58</ref>
                  </cell>
                </row>
                <row>
                  <cell>Production Engineering</cell>
                  <cell><ref target="#n42">42</ref>–<ref target="#n43">43</ref>
</cell>
                </row>
                <row>
                  <cell>Promotions Recorded during May</cell>
                  <cell>
                    <ref target="#n63">63</ref>
                  </cell>
                </row>
                <row>
                  <cell>Railway Doings in Britain</cell>
                  <cell>
                    <ref target="#n57">57</ref>
                  </cell>
                </row>
                <row>
                  <cell>Railways and Traders</cell>
                  <cell>
                    <ref target="#n25">25</ref>
                  </cell>
                </row>
                <row>
                  <cell>Safety First</cell>
                  <cell>
                    <ref target="#n40">40</ref>
                  </cell>
                </row>
                <row>
                  <cell>Station Gardens</cell>
                  <cell><ref target="#n12">12</ref>–<ref target="#n14">14</ref>
</cell>
                </row>
                <row>
                  <cell>Steam Locomotive Holds its Own</cell>
                  <cell>
                    <ref target="#n48">48</ref>
                  </cell>
                </row>
                <row>
                  <cell>Sunset on the Ongarue River</cell>
                  <cell>
                    <ref target="#n9">9</ref>
                  </cell>
                </row>
                <row>
                  <cell>Theory of Combustion</cell>
                  <cell><ref target="#n30">30</ref>–<ref target="#n31">31</ref>
</cell>
                </row>
                <row>
                  <cell>The Late Mr. Lowe</cell>
                  <cell>
                    <ref target="#n8">8</ref>
                  </cell>
                </row>
                <row>
                  <cell>The Maori Magna Charta</cell>
                  <cell>
                    <ref target="#n16">16</ref>
                  </cell>
                </row>
                <row>
                  <cell>The New Workshops (photos)</cell>
                  <cell>
                    <ref target="#n41">41</ref>
                  </cell>
                </row>
                <row>
                  <cell>The Romance of the Rail</cell>
                  <cell><ref target="#n33">33</ref>–<ref target="#n36">36</ref>
</cell>
                </row>
                <row>
                  <cell>To Franz Josef Glacier</cell>
                  <cell><ref target="#n60">60</ref>–<ref target="#n61">61</ref>
</cell>
                </row>
                <row>
                  <cell>Tools of Steel</cell>
                  <cell><ref target="#n52">52</ref>–<ref target="#n53">53</ref>
</cell>
                </row>
                <row>
                  <cell>Traffic Control</cell>
                  <cell>
                    <ref target="#n62">62</ref>
                  </cell>
                </row>
                <row>
                  <cell>Variations in Traffic and Revenue</cell>
                  <cell>
                    <ref target="#n64">64</ref>
                  </cell>
                </row>
                <row>
                  <cell>Wit and Humour</cell>
                  <cell>
                    <ref target="#n47">47</ref>
                  </cell>
                </row>
              </table>
            </p>
          </div>
          <div xml:id="t1-front-d2-d4-d2" type="section">
            <head><hi rend="c">Railway Control</hi>.</head>
            <p>“It will be necessary,” said the Prime Minister, speaking of the change in Railway control, “to make temporary arrangements to carry on until such time as the Dairy Company can see its way clear to release Mr. Sterling; but he will be consulted on all questions of administration in the interim.”</p>
          </div>
        </div>
      </div>
      <pb xml:id="n4" n="4"/>
      <div xml:id="t1-front-d3" type="section">
        <head>Message <hi rend="i">from the</hi> General Manager<lb/>
<hi rend="i"><hi rend="c">To</hi> Public <hi rend="i">And</hi> Staff</hi>
</head>
        <p>In taking over the General Management of the New Zealand Railways I desire to address a message to the Public, and to the Railway Staff, setting out some thoughts which I have on undertaking the duties of the important office that it has fallen to my lot to fill.</p>
        <p>To <hi rend="c">The Public</hi> I would say that I am deeply sensible of the national character of the responsibility that rests upon me. I realise that this young nation not only has a tremendous sum invested in the railways, but that it looks for—indeed, must have for its adequate development—a service that will meet the needs of the people.</p>
        <p>Consideration of the first factor—the aspect of the national investment—requires that, as well for the preservation of the credit of the Dominion as for the avoidance of undue burden on the taxpayer, the railways shall be worked so as to ensure the best financial return obtainable in the circumstances. On the other hand considerations inseparable from the second factor—the service aspect—will inevitably require at times the provision of services which, if regarded solely as abstract commercial propositions, would not be in themselves justifiable.</p>
        <p>The task lies in getting the greatest measure of reconciliation between these two often conflicting principles. The task has always been difficult, but has in present times becomes infinitely more so by the introduction of new factors—principally that of competition.</p>
        <p>Of this I may have more to say at a future time. At present I would say that while the ideal of complete reconciliation may not be possible of attainment we may adopt as a sound practical rule tending towards it—the principle of service to meet the public need at the lowest possible cost. I fully realise that service to meet the public need is the surest road to a healthy revenue which, combined with an unremitting attention to the expenditure side so as to keep costs down to a minimum, will bring us to what we apprehend to be the real test of success—the greatest measure of public satisfaction.</p>
        <p>To <hi rend="c">The Staff</hi> I would say that the attainment of the object as above defined cannot be the work of any one person. It can only be achieved by the combined effort of every member of the staff, directed to the common end. We—all of us—must manifest the personal touch both in our relationships with one another within the Department (thus ensuring the maximum collective effort) and in our relationships with the public. Particularly with the latter that little added piece of personal interest will often bring a considerable accession of public goodwill—a factor which tends to become more and more decisive as the other features of competition tend to equalise.</p>
        <p>Given a good will to do on the part of the staff I believe the goodwill of the public will follow. It will be my constant effort to co-operate with the staff—in the literal sense “work together”—and in the belief that that feeling will be reciprocated by the staff I look to the future with confidence.</p>
        <p>
          <figure xml:id="Gov03_02Rail004a">
            <graphic url="Gov03_02Rail004a.jpg" mimeType="image/jpeg" xml:id="Gov03_02Rail004a-g"/>
          </figure>
        </p>
      </div>
      <titlePage xml:id="t1-front-d3-d1">
        <docTitle>
          <titlePart type="main">
            <hi rend="c">The New Zealand<lb/>
Railways<lb/>
Magazine</hi>
          </titlePart>
        </docTitle>
        <byline><hi rend="i">Registered for Transmission by Post as a Newspaper</hi>.</byline>
        <docImprint><hi rend="i">Published by the</hi><publisher><hi rend="i">New Zealand Government Railways Department</hi></publisher><lb/><hi rend="i">“<hi rend="c">For Better Service</hi>”</hi><lb/>
Vol. 3. No. 2. <pubPlace><hi rend="c">Wellington, New Zealand</hi></pubPlace> <docDate><hi rend="c">June</hi> 1, 1928</docDate>.</docImprint>
      </titlePage>
    </front>
    <body xml:id="t1-body">
      <pb xml:id="n5" n="5"/>
      <div xml:id="t1-body-d1" type="section">
        <head>
          <hi rend="c">A Remarkable Career</hi>
        </head>
        <p>The return of <hi rend="b"><hi rend="c">Mr. H. H. Sterling</hi></hi> to the Railways in the position of General Manager may be regarded as the culminating point in a remarkable career. It is only about two years since he retired from the Railway Board of Management to take up an appointment as General Manager of the N.Z. Co-operative Dairy Company. He is now recalled at the special request of the Prime Minister to take sole control of the N.Z.R.</p>
        <p>Born at Christchurch in 1886, Mr. Sterling was educated in the primary schools of his home town, winning a Board of Education Scholarship which took him to the Christchurch Boys’ High School.</p>
        <p>Upon leaving the High School he joined the Railway Service and was, at the time of his resignation, in the 25th year of his service. After about six years of general station work in Canterbury, Mr. Sterling spent some years in the District Manager's Office in Dunedin. During that time he studied at the Otago University, graduating LL.B., in 1917, and was admitted as a Barrister and Solicitor. He also studied Economics and Advanced Mental and Moral Philosophy. In 1919 Mr. Sterling was appointed Law Officer of the Department, and in 1924 was made Assistant General Manager.</p>
        <p>
          <figure xml:id="Gov03_02Rail005a">
            <graphic url="Gov03_02Rail005a.jpg" mimeType="image/jpeg" xml:id="Gov03_02Rail005a-g"/>
            <head>(<hi rend="i">S. P. Andrew, photo</hi>)<lb/>
Mr. H. H. <hi rend="c">Sterling</hi>, General Manager of Railways.</head>
          </figure>
        </p>
        <p>He was later appointed a member of the Board of Management and placed in immediate control of the Commercial, Legal, Land, Statistical and Rating (Tariff) Branches.</p>
        <p>Mr. Sterling's career in the Railways has been quite exceptional, he having attained to one of the highest and most responsible positions at an unusually early age. This indicated a standard of ability much above the average. His choice for the position of General Manager of the New Zealand Co-operative Dairy Company, and the reluctance that Company has shown in parting with his services, give a clear indication of their appreciation of his business ability. Mr. Sterling was largely responsible for the present railway tariff, and the fact that this tariff was carried through and agreements arrived at with all the large interests affected, no doubt materially contributed to secure to Mr. Sterling the confidence of the commercial community.</p>
        <p>Mr. Sterling's work in developing the Commercial Branch has been a great factor in effecting the remarkable change for the better that has taken place in the attitude of the commercial community and the public generally towards the Railways. That spirit of service will be further inspired by his return. His appeal for co-operation published in this issue, is assured of a hearty response throughout the Service. Referring to Mr. Sterling's appointment the Prime Minister states:—</p>
        <p>“As was to be expected, the Government found it necessary to very materially raise the standard of the position of the head of such a large undertaking in order to attract a man with the requisite commercial training, but had no desire to unduly inflate the cost of management. This difficulty has to a large degree been overcome by reverting to the previous system of management by one general manager, and the Government has been successful in securing the services of Mr. H. H. Sterling.”</p>
      </div>
      <pb xml:id="n6" n="6"/>
      <div xml:id="t1-body-d2" type="section">
        <head>Change in Management of the N.Z. Railways</head>
        <div xml:id="t1-body-d2-d1" type="section">
          <p><hi rend="sc">Announcing</hi> on 4th May the appointment of Mr. H. H. Sterling to the position of General Manager of the New Zealand Railways, the Prime Minister and Minister of Railways (Right Hon. <name key="name-207672" type="person">J. G. Coates</name>), stated that “although the Fay-Raven Commission recommended the board system of management coupled with divisional control, it was felt in some quarters that so far as the management was concerned the national transport system had hardly reached the magnitude to really justify the adoption of that method of control. However, the Government gave effect to the recommendation, and, as was expected, the system adequately fulfilled requirements. At the same time the Department's operations were placed on a commercial basis, and that also had led to improved efficiency in administration.</p>
        </div>
        <div xml:id="t1-body-d2-d2" type="section">
          <head>Retirement of Members.</head>
          <p>“It has been apparent to the Government for some time past that the commercial aspect of the railways had assumed such importance as to render it exceedingly desirable to secure the services of men with commercial training when the time came to make fresh appointments to the management,” continued Mr. Coates. “The recent retirement of Mr. F. J. Jones (Chairman of the Board of Management), on account of
<figure xml:id="Gov03_02Rail006a"><graphic url="Gov03_02Rail006a.jpg" mimeType="image/jpeg" xml:id="Gov03_02Rail006a-g"/><head><hi rend="c">The Members Of The Late Railway Board</hi>.<lb/>
(<hi rend="i">Elizabeth Greenwood, photo</hi>)<lb/>
Mr. A. W. Mouat<lb/>
(<hi rend="i">S. P. Andrew, photo</hi>)<lb/>
Mr. F. J. Jones<lb/>
(<hi rend="i">S. P. Andrew, photo</hi>)<lb/>
Mr. J. Mason</head></figure>
ill-health, created such a position, and it was felt that every effort should be made to secure the services of a fully-qualified railway man with a first-class commercial training. Mr. Mouat, one of the Board members, has already asked to be allowed to retire on superannuation, and this has been agreed to; and although the remaining board member (Mr. J. Mason), has not quite completed his full term of 40 years’ service, the Government considered that in order to secure better continuity of its policy it would be advantageous to make an appointment that would eliminate further changes in the very near future.</p>
          <p>“The importance of this policy was fully realised by Mr. Mason, and he readily expressed his willingness to meet the Government in securing in the interests of the service that permanency in administration that is so desirable. Messrs. J. Mason and A. W. Mouat have, therefore, been permitted to retire on superannuation as from the end of the current month (May)….”</p>
          <p>“Another important change in the administration is to be given effect to by doing away with the position of liaison officer in the Minister's office, and the occupant of that position (Mr. J. S. Hunter), has been transferred to a somewhat similar office attached to the general manager.”</p>
          <pb xml:id="n7" n="7"/>
          <p>
            <figure xml:id="Gov03_02RailP001a">
              <graphic url="Gov03_02RailP001a.jpg" mimeType="image/jpeg" xml:id="Gov03_02RailP001a-g"/>
              <head>”<hi rend="i">A charming scene of nature is displayed.“—Dryden.</hi>
<lb/>
At Ohinemutu, on the shores of Lake Rotorua, North Island. (<hi rend="i">A. A. Boult, photo</hi>)</head>
            </figure>
          </p>
        </div>
      </div>
      <pb xml:id="n8" n="8"/>
      <div xml:id="t1-body-d3" type="section">
        <head>The Late John Henry Lowe</head>
        <p><hi rend="sc">Mr. John Henry Lowe</hi>, the first Chief Engineer of the New Zealand Government Working Railways, died recently in England at the age of 86 years.</p>
        <p>Mr. Lowe was the son of John William Lowe, an eminent barrister of the Inner Temple, and was born on 22nd November, 1841. After being trained as a civil engineer and surveyor he decided to seek his fortune in New Zealand, and sailed in the ship Blandina Dudley, arriving in Auckland in 1864. Arriving in New Zealand he secured engagement as a surveyor under the Provincial Government of Nelson and initiated the triangulation survey of the Nelson province. Later he was engaged in the laying out and formation of arterial roads, His duties took him over practically the whole of the province, and he soon acquired a good knowledge of bush and camp life, travelling in all weathers over rough tracks by horse and on foot, and by canoe on the rivers. Mr. Lowe was an accomplished linguist, and he quickly learned the language of the Maoris, who formed a large part of his staff.</p>
        <p>In 1867 Mr. Lowe was promoted to the position of District Surveyor, and in the following year was appointed District Engineer and Surveyor for the Nelson South-west Goldfields. In 1869 he was appointed by the General Government, Resident Magistrate, Goldfields Warden, and Collector of Gold and Lands revenue. In 1870 Mr. Lowe returned to England, where he married. He travelled for some time in Europe, and engaged in railway construction work in Sweden.</p>
        <p>
          <figure xml:id="Gov03_02Rail008a">
            <graphic url="Gov03_02Rail008a.jpg" mimeType="image/jpeg" xml:id="Gov03_02Rail008a-g"/>
            <head>
              <hi rend="c">The Late John Hebry Lowe</hi>
            </head>
          </figure>
        </p>
        <p>Returning to New Zealand in 1872 he was appointed, on 16th August of that year, Assistant Engineer in the Public Works Department, and was employed in the location and construction of the railway between Lower Hutt and Upper Hutt, the country being then covered with bush. It is interesting to note that on Mr. Lowe's staff at this time was Mr. James Burnett, then a cadet in the Public Works Department, and later to be one of Mr. Lowe's successors as Chief Engineer of Railways.</p>
        <p>After promotion to the position of Resident Engineer, Mr. Lowe was, in 1873, transferred to Oamaru, and was in charge of the railway construction between Waitaki and Palmerston.</p>
        <p>In 1877 he was appointed Resident Engineer for constructed railways at Christchurch, and subsequently Engineer for the Hurunui section, with headquarters at Dunedin. In 1888 it was decided to appoint a Chief Engineer for the whole of the New Zealand working railways, and on receiving this appointment Mr. Lowe transferred to Wellington. He retired from the service on 31st July, 1899, and went to India, interesting himself in connection with missionary work there, but eventually returned to England, to live in the old home of the family.</p>
        <p>The news of Mr. Lowe's death will be received with great regret by those who were brought into personal contact with him. He was a man of high character and sound judgment, and those who worked with him have every reason to be grateful for his advice and assistance. In addition to his high attainments as an engineer he had pre-eminently an orderly and methodical mind, which enabled him to organise his particular branch of the service in an exceedingly efficient way. The organisation which he effected when the sys tem was in its infancy has proved thoroughly efficient throughout its growth and has remained so to the present day.</p>
        <p>For the guidance and assistance of his staff Mr. Lowe instituted the Engineer's Pocket Book, which has been continued to the present time, and has been admired by the engineers of other railways.</p>
        <p>Mr. Lowe left a family of four sons and one daughter. Mr. J. K. Lowe, District Engineer at Auckland, is a son.</p>
        <pb xml:id="n9" n="9"/>
        <p>
          <figure xml:id="Gov03_02RailP002a">
            <graphic url="Gov03_02RailP002a.jpg" mimeType="image/jpeg" xml:id="Gov03_02RailP002a-g"/>
            <head><hi rend="i">“The day's veil fell from the world of slee.“—Shelley.</hi><lb/><hi rend="c">Sunset On The Ongarue River, North Island Main Trunk Line</hi>.</head>
          </figure>
        </p>
      </div>
      <pb xml:id="n10" n="10"/>
      <div decls="#text-1-bibl" xml:id="t1-body-d4" type="section">
        <head>
          <title level="a">
            <name type="work" key="name-408920">Our Railway Gauge</name>
          </title>
        </head>
        <byline>(By <name type="person" key="name-209352">the Right Hon. Sir <hi rend="c">Robert Stout</hi>
</name>, P.C., K.C.M.G., LL.D., M.L.C.)</byline>
        <p><hi rend="sc">There</hi> has been of late some talk regarding the railway gauge that New Zealand adopted in 1870. In the early days of railways in the Dominion we had two gauges. Auckland and Otago, which now includes Southland, had railways with a gauge of 4ft. 8 ½ in., whilst Canterbury made its first line in the 5ft. 3in. gauge. The Public Works policy of 1870, which was to rule all subsequent railway construction in New Zealand, chose 3ft. 6in. as the gauge best suited to our requirements, and that policy in regard to gauge has been carried out throughout our Dominion. (The railway lines made by the provinces have all been changed to the narrow gauge mentioned.)</p>
        <p>Before the 3ft. 6in gauge was adopted there was much public discussion on the question. Meetings were held and many supporters of the existing (wider) provincial gauges advocated their retention. The opinion of one of our legislators, the Hon. J. C. Richmond, had a great effect in getting the 3ft. 6in. gauge adopted. He was a railway engineer and he had been in the service of the French Government in Algiers. His services were much thought of by the French Government. In urging the adoption of this narrow gauge it was pointed out that we were a small community. Our population was, according to the census return of February, 1871, only 256,393 people, excluding our Maoris.</p>
        <p>
          <figure xml:id="Gov03_02Rail010a">
            <graphic url="Gov03_02Rail010a.jpg" mimeType="image/jpeg" xml:id="Gov03_02Rail010a-g"/>
            <head><hi rend="c">Sir Julius Vogel</hi>, K.C.M.G.<lb/>
Sir Julius Vogel was the father of the railway policy in New Zealand. He first took office as a member of the Fox Ministry in 1869, having, before that time, held political office in the Provincial Government of Otago. He was also a member of the Stout-Voge Government from 1884 to 1887. “Restless energy, great selfconfidence, quick perception, dialectical power, persistent tenacity, unbounded fertility of resources, constructiveness, and capability of rapid combination” were the leading characteristics of his mind —says his biographer, Mr. William Gisborne.</head>
          </figure>
        </p>
        <p>Sir Julius Vogel, who was the father of our new railway policy, urged that we must have long lines of railway and at a relatively small expenditure of money. His policy was that we must have cheap railways, and, as population increased and money became more plentiful, we could increase the equipment of our lines. He Has often been blamed for his extravagance, but so far as his railway policy was concerned, he was careful and economical. As one who was not of his political party—Mr. Gisborne—said of him: “The grasp of his mind was comprehensive, and his foresight was great; and, wild as some of his conceptions seemed to many at first, not a few have proved themselves to contain much that is useful and statesman like.” Sir Julius Vogel did not think it necessary to follow the example of England, or of Australia, so far as railway gauges were concerned. (Even in England since 1870, some railway lines have had their gauges lessened, and in Queensland the 3ft. 6in. gauge has been adopted.)</p>
        <p>Viewing what has happened during the past 58 years it will be granted that New Zealand was wise in adopting the moderate gauge it chose. We have improved, as our revenue has increased, the equipment of our railways, in carriages, engines, station buildings, workshops, and so forth. It is true that our recent line have been more elaborately and consequently, more expensively constructed. Had, however, the policy of 1870 not been followed, we would not to-day possess the mileage of lines we have.</p>
        <p>What has taken place in Australia in connection with railway gauges may be a lesson to us. There are, in that great Continent, several railway systems, Federal, State and private lines, and the gauges vary from 1ft. 8in. to 5ft. 3in. The length of the lines and gauges may be mentioned.
<pb xml:id="n11" n="11"/>
In 1925 there were 5,775 miles of 5ft. 3in. gauge, 7,023 miles of 4ft. 8 ½in, 14,263 miles of 3ft. 6in., 24 miles of 3ft., 164 miles of 2ft. 6in., 3 miles of 2ft. 3in., 1,146 miles of 2ft., and a small line 35 miles long of lft. 8in. gauge. [The small gauge lines are private lines.] The Federal lines are of two gauges, there being 1,056 miles of 4ft. 8 ½in. gauge and 676 miles of. 3ft. 6in. gauge. Victoria has 4,537 miles of 5ft. 3in. gauge, and New South Wales 5,956 miles of 4ft. 8 ½in. gauge. South Australia has three gauges, viz., 1237 miles of 5ft. 3in. gauge, 597 miles of 4ft. 8 ½in., and 1,772 miles of 3ft. 6in. Queensland lines are mostly of 3ft. 6in. gauge, there being 6,578 miles of railway in that State thus laid down. Western Australia, too, has the greater portion of its lines laid down in the 3ft. 6in. gauge, though it has 453 miles of 4ft. 8 ½in gauge railway.</p>
        <p>In view of the increasing motor competition which faces our Australian cousins (as it does ourselves and the railroaders of almost every other country), the frequently discussed plan of railway gauge unification in Australia may need considerable modification.</p>
        <p>[According to the findings of the Royal Commission which dealt with the matter in 1921, the estimated cost of converting all the lines to the 4ft. 8½in. in the Australian States was given as approximately £57,200,000.]</p>
        <p>In South Africa one universal gauge has not been adopted. Some years ago one branch line in Natal, namely, the Stuartson line, which runs from Esperanza on the Umzinto branch of the
<figure xml:id="Gov03_02Rail011a"><graphic url="Gov03_02Rail011a.jpg" mimeType="image/jpeg" xml:id="Gov03_02Rail011a-g"/><head><hi rend="c">Opening Of The North Island East Coast Railway. Arrival Of The First Train At Tauranga, 29Th March</hi>, 1928</head></figure>
South Coast Railway to Donnybrook on the Cape-Natal line, was built with a gauge of two feet. The cost was small. The line is 95 miles in length and it cost about £3,200 a mile. The construction and equipment of this railway barely exceeded £300,000.</p>
        <p>The competition of motors with our railways is a transport problem for us that must be solved satisfactorily both for rail and motor. Our highways in New Zealand are being improved. We have now many miles of concrete roads and roads formed with smooth surfaces. We have also, unfortunately, on these and on our other highways (because of too quickly running motor cars and carelessly managed machines), very numerous accidents. The sacrifice of human life causes us concern. What will have to be done? Will we have to limit our motors to special roads? We have special footpaths in cities for pedestrians; will it ever be necessary to have certain streets or roads set apart for pedestrians or slow moving vehicles, into which thoroughfares no motor or machine-driven conveyance is admitted? Will conveyance in the air be so increased that even motors will be hard pressed to withstand competition in that direction? Who can predict the changes that will have to come regarding our transport of men and goods? But this we know: We are better off as a people than our pioneers or even the settlers in the seventies. However, we must “walk warily” and economise in expenditure in all our Government departments if we wish to see our Dominion progress.</p>
      </div>
      <pb xml:id="n12" n="12"/>
      <div xml:id="t1-body-d5" type="section">
        <head>
          <title level="a">
            <name type="work" key="name-408921">
              <hi rend="c">Station Gardens</hi>
            </name>
          </title>
        </head>
        <epigraph>
          <lg type="verse">
            <l>”<hi rend="i">And the jessamine faint, and the sweet tuberose</hi>
</l>
            <l>
              <hi rend="i">The sweetest flower for scent that blows;</hi>
            </l>
            <l>
              <hi rend="i">And all rare blossoms from every clime</hi>
            </l>
            <l><hi rend="i">Grew in that garden in perfect prime</hi>.”</l>
            <byline>—<hi rend="i">Shelley</hi>.</byline>
          </lg>
        </epigraph>
        <div xml:id="t1-body-d5-d1" type="section">
          <p><hi rend="sc">The</hi> accompanying photographs of gardens made by station staffs at various places in New Zealand have been kindly supplied by the respective stations in response to our request for illustrations to indicate what has been done in the direction of beautifying the Railways.</p>
          <p>
            <figure xml:id="Gov03_02Rail012a">
              <graphic url="Gov03_02Rail012a.jpg" mimeType="image/jpeg" xml:id="Gov03_02Rail012a-g"/>
              <head><hi rend="c">Seen From The Train</hi>.<lb/>
Garden Dlots at Rakaia Station, South Canterbury.</head>
            </figure>
          </p>
          <p>Those travelling up and down New Zealand are invariably greatly attracted by the appearance of some of our more carefully tended stations. Wherever a garden exists there is a tendency (because of the thoughtfulness and care necessary to secure effective results) to maintain a smart appearance in other directions as well. The lover of horticulture must be methodical to be successful. It is therefore pleasing to find an increasing attention given to this side of railroading in all parts of the Dominion. While there have been scattered attempts at beautifying in various districts, some attaining to marked success in raising the standard of appearance at their station to a very high level indeed, the only part of the country where the business is organised on a substantial scale is Otago. The Otago Women's Club have set in motion a big scheme for station beautifying to which the staff throughout the district have responded readily. Cups and prizes are offered by these ladies each year and are keenly contested for by those stations that consider their capacity to produce good gardening effects sufficiently high to be within the range of a winning chance. The ladies themselves do the judging and exercise the greatest care in allotting points for various features such as arrangement, design, selection, etc. The results of the judging are eagerly awaited and there is great rejoicing at the station that proves itself the prize winner. One of the finest features about these contests is that all members of the staff become interested in the gardening work. Moreover, they are fertile in ideas and ever willing in assistance of station garden schemes.</p>
          <p>The photographs wilt indicate how successful the staff at certain of our stations have been in this direction, and it must be remembered that these photographs, although representative, fail to give an adequate idea of the wonderful improvement which a little work and a little care can make in the appearance of station premises. It is expected that the station beautifying movement will extend still further afield and make our railway stations what they ought to be—the most pleasant rendezvous for the public that the various towns possess.</p>
          <lg type="verse">
            <head>“<hi rend="c">If I Could Understand</hi>!”</head>
            <l>“Flower in the crannied wall,</l>
            <l>I pluck you out of the crannies,</l>
            <l>I hold you here, root and all, in my hand,</l>
            <l>Little flower—but if I could understand</l>
            <l>What you are, root and all, and all in all,</l>
            <l>I should know what God and man is!”</l>
            <byline>—Tennyson.</byline>
          </lg>
          <pb xml:id="n13" n="13"/>
          <p>
            <figure xml:id="Gov03_02RailP003a">
              <graphic url="Gov03_02RailP003a.jpg" mimeType="image/jpeg" xml:id="Gov03_02RailP003a-g"/>
              <head>In the Pretty Station Garden at Rakaia<lb/>
Some of the flower beds.<lb/>
Among the palms.<lb/>
<hi rend="c">Rambler Roses</hi>
<lb/>
One of the most attractive features of the Rakaia station garden is the display of rambler roses to be seen there—growing profusely over a rustic fence. The roses have been selected and arranged with a view to a good blending of colour, the whole effect being a very pleasing one, as seen from the train.</head>
            </figure>
          </p>
        </div>
      </div>
      <pb xml:id="n14" n="14"/>
      <div xml:id="t1-body-d6" type="section">
        <head>Otago's Station Gardens</head>
        <p><hi rend="sc">Owing</hi> to numerous staff changes in the Otago district a complete set of photographs of the station gardens is not available. But, as may be seen from the illustrations on this page, the gardens were again well up the high standard attained in former years,
<figure xml:id="Gov03_02Rail014a"><graphic url="Gov03_02Rail014a.jpg" mimeType="image/jpeg" xml:id="Gov03_02Rail014a-g"/><head>The above effective design (the work of a Wingatui signalman) was reproduced in daffodils outlined with small whitewashed stones.</head></figure>
<figure xml:id="Gov03_02Rail014b"><graphic url="Gov03_02Rail014b.jpg" mimeType="image/jpeg" xml:id="Gov03_02Rail014b-g"/><head>Garden plot at south end of Wingatui Station.</head></figure>
and they have elicited much favourable comment, both from local residents and the train travelling public. Stations which hitherto have had little or nothing about them to redeem their strictly utilitarian aspect—whose surroundings were, in some instances, the repository for a great variety of rubbish—have had their appearance vastly improved through the energetic gardening efforts of the local staffs, supported by the Gardening Circle of the Otago Women's Club. Indeed, so good were the station gardens in Otago this year that the ladies of the club who did the judging in the recent competition, had difficulty in the matter of priority in awarding the respective prizes. One station (because of a special lay-out or arrangement) may be more suitable than another for beautification, but there are few stations which do not lend themselves in some form to improvement by the planting of flowers and shrubs. This fact was made particularly evident in the recent annual judging in Otago for the gardening cup presented by the enthusiastic ladies of the Otago Women's Club, for “not a single poor garden entered for the competition.”</p>
        <p>The following awards were made by the judges (Mrs. E. F. Duthie, Mrs. C. Shiel and Miss Martin):—</p>
        <p>First prize, Fairlie; second prize, Balclutha and Wingatui (equal); thrid prize, Allanton and Green Island (equal). The special prizes for first-year gardens were won by Mosgiel (first) and Lawrence (second).</p>
        <p>
          <figure xml:id="Gov03_02Rail014c">
            <graphic url="Gov03_02Rail014c.jpg" mimeType="image/jpeg" xml:id="Gov03_02Rail014c-g"/>
            <head>Allanton Statioin garden.</head>
          </figure>
        </p>
        <p>
          <figure xml:id="Gov03_02Rail014d">
            <graphic url="Gov03_02Rail014d.jpg" mimeType="image/jpeg" xml:id="Gov03_02Rail014d-g"/>
            <head>Warepa Station garden.</head>
          </figure>
        </p>
        <pb xml:id="n15" n="15"/>
        <p>
          <figure xml:id="Gov03_02RailP004a">
            <graphic url="Gov03_02RailP004a.jpg" mimeType="image/jpeg" xml:id="Gov03_02RailP004a-g"/>
            <head><hi rend="c">A Monarch Of The Waipoua Kauri Forest North Auckland</hi>.<lb/>
The kauri (wholly indigenous to New Zealand) is one of the most stately and economically useful trees in the world, and grows to a great size. The tree illustrated has a girth of 49 ft. 7 in., a bole of 36 ft., and contains 60,000 board feet of timber.</head>
          </figure>
        </p>
      </div>
      <pb xml:id="n16" n="16"/>
      <div xml:id="t1-body-d7" type="section">
        <head>
          <hi rend="c">The Maori Magna Charta</hi>
        </head>
        <p>
          <hi rend="b">June 15th, Magna Charta Day, recalls the speech on “Native Affairs” delivered in the New Zealand Parliament by James Edward Fitzgerald in 1862, upon the policy “which gave the Magna Charta of their liberties to the Maori people.” Sir Robert Stout, to whom we are indebted for the extract, describes this as “perhaps the ablest and most eloquent speech that was ever delivered in the New Zealand Parliament, or in any Parliament.”</hi>
        </p>
        <p>“<hi rend="sc">The</hi> present state of things cannot last. The condition of the colony is not one of peace; it is a state of armed and suspicious neutrality. If you do not quickly absorb this king movement into your own Government, you will come into collision with it, and, once light up again the torch of war in these islands, and these feeble and artificial institutions you are now building up will be swept away like houses of paper in the flames. Tribe after tribe will be drawn into the struggle, and you will make it a war of races. Of course, you will conquer, but it will be the conquest of the tomb. Two or three years of war will eradicate every particle of civilisation from the native mind, and will elicit all the fiercest instincts of his old savage nature. The tribes, broken up, without social or military organisation, will be scattered through the country in bands of merciless banditti. The conflagration of Taranaki will be lighted up again in every border of the colony; and in self-preservation you will be compelled—as other nations have been compelled before—to hunt the miserable native from haunt to haunt till he is destroyed like the beasts of the forest. I am here to-night to appeal against so miserable, so inhuman, a consummation. We are here this evening standing on the thres-hold of the future, holding the issues of peace and war, of life and death, in our hands. I see some honourable friends around me whose counsels I must ever respect, and whose tried courage we all admire, who will tell me that you cannot govern this race until you have conquered them. I rely, in the words which the poet has placed in the mouth of the great Cardinal, ‘In the hands of men entirely great, the pen is mightier than the sword. Take away the sword! States may be saved without it.’ I know well that evil days may come when God has given to a nation to hold and to transmit, may only be saved by an apeal to the last ordeal of nations—the trial by war; but I know, too, how great the crime which rests on the souls of those who, for any less vital cause or for any less dire necessity, preciitate that fatal issue. I grudge not the glory of those who have achieved the deliverance of a people or the triumph of a cause by any sacrifice of human life or human happiness; but I claim a higher glory for those who, in reliance on a law more powerful than that of force, and wielding spells more mighty than the sword, have led the nations by paths of peaceful prosperity to the fruition of an enduring civilisation. I claim a higher glory for those who, standing on the pinnacle of human power, have striven to imitate the government of Him who ‘taketh up the simple out of the dust, and lifteth the poor out of the mire.’ And I claim the highest glory of all for that man who has most thoroughly penetrated that deepest and loftiest mystery in the art of human government, ‘the gentleness that maketh great.’ I have stood beside a lonely mound in which lies buried the last remnant of a tribe which fell—men, women and children—before the tomahawks of their ancient foes; and I sometimes shudder to think that my son, too, may stand beside a similar monument—the work of our hands—and blush with the ignominy of feeling that, after all, the memorial of the Christian lawgiver is but copied from that of the cannibal and the savage. I appeal to the House to-night to inaugurate a policy of courageous and munificent justice. I have a right to appeal to you as citizens of that nation which, deaf to the predictions of the sordid and the timid, dared to give liberty to her slaves. I appeal to you to-night in your sphere to perform an act of kindred greatness. I appeal to you not only on behalf of the ancient race whose destinies are hanging in the balance, but on behalf of your own sons and your sons’ sons, for I venture to predict that, in virtue of that mysterious law of our being by which great deeds once done become incorporated into the life and soul of a people, enriching the source from whence flows through all the ages the inspiration to noble thoughts and the incitement to generous actions—I venture to predict that among the traditions of that great nation, which will one day rule these islands, and the foundations of which we are now laying, the most cherished and the most honoured will be that wise, bold, and generous policy which gave the Magna Charta of their liberties to the Maori people.”</p>
      </div>
      <pb xml:id="n17" n="17"/>
      <div xml:id="t1-body-d8" type="section">
        <head>Current Comments</head>
        <div xml:id="t1-body-d8-d1" type="section">
          <head><hi rend="c">Remarkably Cheap Rail Travel</hi>.</head>
          <p>According to the “Railway Gazette,” what is believed to be the longest day excursion ever run, carried, on 31st March last, a party of 350 football enthusiasts from Inverness to London—a distance (for the return journey) of 1,136 miles. The excursion was run in connection with the international football match at Wembley, and the fare charged for the return trip was only 30/-. This works out at over three miles for a penny.</p>
          <p>* * *</p>
        </div>
        <div xml:id="t1-body-d8-d2" type="section">
          <head><hi rend="c">World'S Record Non-Stop Runs</hi>.</head>
          <p>The London, Midland and Scottish Railway—widely famed for the excellence of its equipment and services—established (last month) two further world's records for the longest non-stop run. Two expresses were concerned in this remarkable performance, both leaving Euston station, London, for Glasgow and Edinburgh respectively. The distance covered in the one case was 401 ½ miles, and in the other 399 ¾ miles—both runs being made without a halt. These record runs involve, in both cases, two difficult climbs, one near the Shaw Summit (900ft high) in Westmoreland, and the other over the Beattock Summit (1000ft. high) in Lanarkshire. The previous world's record non-stop run was also made on the London, Midland and Scottish system, in a run from London to Carlisle, a distance of 299 ¼ miles.</p>
          <p>Not only do these long non-stop runs meet the demand of the business and rail travelling public for speedy transit from place to place, but they are a striking tribute to the mechanical perfection of the modern locomotive.</p>
          <p>* * *</p>
        </div>
        <div xml:id="t1-body-d8-d3" type="section">
          <head><hi rend="c">Some Interesting Figures</hi>.</head>
          <p>Speaking at the annual dinner of the Institute of Transport held in London on 21st March, Lord Daryngton (whose great-grandfather gave George Stephenson the money to put the first Railway Bill through Parliament) said that so great had been the development of transport during the past twenty-five years, that even the most imaginative man a quarter of a century ago could not have realised it. After a reference to the world-wide development of railways from the small beginnings in England, Lord Daryngton quoted some instructive figures relating to the railways of Great Britain, the United States, and Germany. The figures are as follows:—</p>
          <p>
            <table rows="9" cols="4">
              <row>
                <cell/>
                <cell>Great</cell>
                <cell>United</cell>
                <cell/>
              </row>
              <row>
                <cell>Britain.</cell>
                <cell>States.</cell>
                <cell>Germany.</cell>
              </row>
              <row>
                <cell>Mileage</cell>
                <cell>20,000</cell>
                <cell>250,000</cell>
                <cell>36,000</cell>
              </row>
              <row>
                <cell>Locomotives</cell>
                <cell>24,000</cell>
                <cell>66,000</cell>
                <cell>27,000</cell>
              </row>
              <row>
                <cell>Passenger vehicles</cell>
                <cell>51,000</cell>
                <cell>56,000</cell>
                <cell>64,000</cell>
              </row>
              <row>
                <cell>Average haul (miles)</cell>
                <cell>54</cell>
                <cell>311</cell>
                <cell>80</cell>
              </row>
              <row>
                <cell>Average train load (tons)</cell>
                <cell>131</cell>
                <cell>770</cell>
                <cell>285</cell>
              </row>
              <row>
                <cell>Average wagon load (tons)</cell>
                <cell>5 ½</cell>
                <cell>27 ½</cell>
                <cell>—</cell>
              </row>
              <row>
                <cell>Average receipts per ton-mile</cell>
                <cell>1 ½d</cell>
                <cell>½d</cell>
                <cell>1d</cell>
              </row>
            </table>
          </p>
          <p>* * *</p>
        </div>
        <div xml:id="t1-body-d8-d4" type="section">
          <head>”<hi rend="c">Pleasantly Surprised</hi>.”</head>
          <p>“Visitors to the Dominion usually complain about our railways. It has become monotonous,” remarked a Dunedin Press representative to a recent visitor to the Dominion. The visitor replied as follows:—</p>
          <p>“I know, I was warned against them long before I came here, but if it is any news to you, I can say that I have been pleasantly surprised by them.” He went on to say that throughout his sojourn in New Zealand he had never suffered any inconvenience through train travelling as regards comfort. The choice of small corridor compartments or of seats in pullman cars left nothing to be desired. The meal arrangements at the wayside stations were quaint, and gave one a chance to have a stretch. The speed of express trains was undoubtedly the utmost that could be obtained on the narrow gauge lines, and in most parts of the country the scenery was so attractive that the traveller did not notice the time pass by. Of course, the carriages were smaller and more dingy than those most visitors were used to, but for short distance purposes they were quite satisfactory.</p>
          <p>“I hear you are making all your own locomotives and cars,” he concluded. “You are to be congratulated on the progress made in such a young country.”</p>
        </div>
      </div>
      <pb xml:id="n18" n="18"/>
      <div xml:id="t1-body-d9" type="section">
        <head>
          <hi rend="c">London Letter</hi>
        </head>
        <div xml:id="t1-body-d9-d1" type="section">
          <p>
            <hi rend="b">(From Our Own Correspondent)</hi>
          </p>
        </div>
        <div xml:id="t1-body-d9-d2" type="section">
          <head>
            <hi rend="c">Automatic Signalling On The Home Lines</hi>
          </head>
          <div xml:id="t1-body-d9-d2-d1" type="section">
            <p><hi rend="sc">Great</hi> enterprise has been displayed by railways the world over in recent times in the development of automatic signalling installations. With the speeding-up of train schedules and the dense traffic handled on main lines, automatic signalling has to-day become a necessity on many routes, and here at Home increasing employment of automatic signalling devices is a feature of railway activity.</p>
            <p>By the London, Midland and Scottish line—England's biggest railway undertaking—there has just been installed automatic signalling of a most efficient type on one of the most difficult stretches of track in the London area. This is the Bow Road and Barking route, over which there is conducted a heavy electric passenger service and a heavy steam freight service in connection with the movement of traffic between the London docks and northern centres. The new equipment has rendered possible a saving of six minutes on the passenger train timing between Bow Road and Barking, and the installation includes 43 new signals and 41 fog repeater signals, as well as 74 new track circuits.</p>
            <p>Over the tracks in question there are now run forty passenger trains per hour in each direction. To ensure safe working, much shorter spacing between signals has been allowed, this being made possible by the high braking power of the electric trains and by utilising to the fullest degree the gradients existing along the route. Freight train working along the section is conducted principally during the night time, all trains being steam operated. The freight trains have not the braking power of the electrically operated passenger trains, and a system had to be devised allowing a greater distance between the freight train and the next train in advance than was called for under purely passenger train working conditions. To admit of this there has been installed a special instrument providing automatically for the extra distance required, the passage of a freight train automatically restoring the track to its normal working so that no delay is suffered by following electric passenger trains.</p>
          </div>
          <div xml:id="t1-body-d9-d2-d2" type="section">
            <head>Interesting Electrical Problems.</head>
            <p>Many interesting problems calling for expert technical investigation to-day face the signal engineer, and there is a big field for the perfection and improvement of existing apparatus, and for the development of new equipment calculated to prove of utility in meeting the exacting demands of modern railway operating. In his recent presidential address to the Institution of Railway Signal Engineers, Mr. W. S. Every, Signal Engineer of the London Underground Railways, reviewed thoughtfully the many problems associated with modern train signalling. The rapidly increasing use made of electricity in railway signalling, Mr. Every remarked, undoubtedly tended to make increased demands upon the knowledge and intelligence of all employed in this branch of railway working, and it was essential that the modern railway should run efficient schools for the education of their signalling staffs. The increasing use of costly automatic plant to eliminate the human element in train signalling was most marked, and railways the world over were doing a great deal in this direction.</p>
            <p>Regarding the utilisation of electricity in train signalling, the query was raised as to what are the relative advantages of alternating current and direct current for signalling purposes. One easily recognised the advantage of alternating current for the main signal supply, but the question related more particularly to the actual operating circuit. Thanks to the development of rectifiers, it was now simple to obtain a direct current supply from alternating current mains, and where there was no electric traction, direct current apparatus could be used with advantage on account of its simplicity of design and lower cost. With the increased use of light signals, however, alternating current was to be preferred owing to the ease of transforming to the low voltages required for the lamps. A serious attempt, it was rightly stated, should also be made to recommend standard operating voltages for signal apparatus, both alternating current and direct current, and the range of voltages should be reduced to a minimum.</p>
          </div>
          <div xml:id="t1-body-d9-d2-d3" type="section">
            <head>Surmounting Difficulties.</head>
            <p>Notwithstanding the very considerable difficulties under which the Home Railways have been working during the past months, the general results of last year's working, as revealed in the recently published annual reports for
<pb xml:id="n19" n="19"/>
1927, were satisfactory to a degree. The London, Midland and Scottish, and London and North Eastern lines both achieved greater financial success in 1927 than in any year since 1923. From the viewpoint of total net income the Great Western showed a better result than at any time since 1922, while the Southern secured the second best total net income of any year since its inception as a group undertaking. In practically every instance the 1927 figures exceeded the average annual total net income of the railways since the introduction of the grouping scheme in 1921.</p>
            <p>
              <figure xml:id="Gov03_02Rail019a">
                <graphic url="Gov03_02Rail019a.jpg" mimeType="image/jpeg" xml:id="Gov03_02Rail019a-g"/>
                <head>Engine Cleaners at work at King's Cross Locomotive Depot, London &amp; North Eastern Railway.</head>
              </figure>
            </p>
            <p>One alarming feature alone stands out in the annual reports for 1927. This is the serious fall in passenger business experienced by all the railways at Home. Passenger train mileage in 1927 was 232 millions, as against 219 millions in 1923, yet the number of passengers handled last year was only 795 millions as compared with 875 millions in 1923. On one of the largest of the Home railways—the London and North Eastern—only 189 million passengers were handled in 1927 as against 227 millions in 1923, and this line, like the other big systems, is now making determined efforts to combat the road competition which is chiefly responsible for the fall in passenger business.</p>
          </div>
          <div xml:id="t1-body-d9-d2-d4" type="section">
            <head>The Grouping System.</head>
            <p>When the grouping scheme was first promoted, it was claimed that vast financial economies would thereby be effected by the Home railways. In practice it has been found that, while grouping certainly does afford possibilities in this direction, it will be many years before the full fruits of grouping are gathered. A great many schemes have been launched of one kind and another with a view to making financial savings, but as yet few of these plans have reached the actual saving stage.</p>
            <p>As was remarked by the Chairman of the London, Midland and Scottish Railway, in his annual report for 1927, people are inclined to overlook that in a considerable number of instances grouping economies involve, in the first instance, some little period after amalgamation for combined experience to determine the best things to be undertaken in the new conditions and their order of urgency. Substantial initial capital expenditure is also called for, and an appreciable lapse of time for the execution of the work. Only rarely can one station be made to serve instead of two, or offices combined, or any kind of concentration effected without some expense of adaptation being necessary.</p>
          </div>
          <div xml:id="t1-body-d9-d2-d5" type="section">
            <head>Co-operation.</head>
            <p>The Home railways are now making strenuous efforts to secure the whole-hearted cooperation of their employees in every branch of activity. At practically every point of importance local councils of officers and men today meet periodically with the object of pooling their knowledge and developing suggestions calculated to prove of mutual value.</p>
            <p>These local conferences between employees and the railway authorities are discussing regularly such topics as how best to meet the competition of the road carrier; how reductions can be effected in the large sums paid out for damage to property and loss of goods through pilferage; the avoidance of personal accidents; fuel economies; and so on. Practical results achieved under this plan include the saving of 30,000 cubic feet of gas at one station on the London, Midland and Scottish Railway in nine months; and a reduction in the consumption of oil at another point on the same line amounting to one pint per 100 engine miles. Economies in labour costs have resulted from employees’ suggestions for alterations to works programmes and in the utilisation of unproductive time. Improvements in train working have followed the shifting of the centre from which particular trains work, while station working and wagon movement have been bettered in many instances as a result of sane co-operation between the Home railways and their staffs of every grade.</p>
          </div>
          <div xml:id="t1-body-d9-d2-d6" type="section">
            <head>Suburban and Main Line Electrification.</head>
            <p>Suburban electrification is now very much to the fore the world over. In this connection there has just been completed the conversion to electric traction of the Bombay suburban lines of the Bombay, Baroda and Central India Railway, and increased progress on the important London suburban electrification plan of the Southern line.</p>
            <pb xml:id="n20" n="20"/>
            <p>Practically all the big suburban electrification works carried out on the world's railways have been at points where an especially dense passenger business is handled, and at such locations there can be no question as to the superiority of electricity over steam as motive agent. In Britain, the Southern line leads with a huge electric zone in the London area embracing 272 route and 879 track miles. In North London the London, Midland and Scottish line operates an extensive electrified zone, while the Metropolitan also operates electric lines in this district. Outside the metropolis, the dense suburban business at Liverpool, Manchester and Newcastle-upon-Tyne, is also expeditiously handled by electric service.</p>
            <p>Across the Channel both the State and the Paris-Orleans Railways operate important electrified zones in and around Paris. Berlin is another world centre which is being rapidly given wholesale electric traction, while in Holland there has recently been opened up the electrified Rotterdam-Amsterdam route of the State Railways. From South Africa and the United States come similar reports of electricity's progress, and it is fairly safe to prophesy that the day is not so very far distant when electric traction will become universal in the suburban railway field.</p>
            <p>Main-line electrification is quite a different problem to the conversion of suburban tracks. Examination of successful schemes for mainline electrification already completed invariably reveals that the ideal conditions for main-line electrification are to hand when heavy gradients exist or numerous tunnels are encountered en
<figure xml:id="Gov03_02Rail020a"><graphic url="Gov03_02Rail020a.jpg" mimeType="image/jpeg" xml:id="Gov03_02Rail020a-g"/><head><hi rend="c">Electric Multiple Unit Train</hi> (Formed of steam passenger cars converted for electric service), <hi rend="c">Southern Railway</hi>.</head></figure>
route. In certain instances main-lines where no gradients of any moment are encountered, and where tunnels are practically non-existent, have profitably been electrified, but in these cases there is usually some specially favourable factor operating, generally an abundance of cheap natural water-power resources.</p>
            <p>There has been much criticism of the alleged lack of enterprise of the Home railways in embarking upon schemes for main-line electrification. The fact is that there are very few lengths of British main-line which lend themselves to conversion to electricity at the present stage of affairs. On routes of high traffic density surprisingly few steep gradients exist, while no really long tunnels are encountered. Natural water-power is available to only a very limited extent, while the abundance of good quality locomotive coal found adjacent to almost every main-line will prolong for a considerable period the life of the steam locomotive at Home.</p>
          </div>
          <div xml:id="t1-body-d9-d2-d7" type="section">
            <head>Feeder Services.</head>
            <p>All the European railways are making rapid strides in the building up of road services as feeders to the rail route. Probably the biggest success met with in this direction lies in the extensive railroad service operated in southern France by the Paris, Lyons and Mediterranean line. As far back as 1909, the P.L.M. launched out with an ambitious road motor service in the French Alps, and to-day this railway operates more than 200 luxurious motor coaches in this area, each service being leased to a local road transportation undertaking under the direct control of the railway. Each coach has eleven or fourteen arm-chair seats, arranged
<pb xml:id="n21" n="21"/>
across the vehicle in rows of three. The services include a long-distance run from Nice to Geneva occupying eight days; five local runs operated from Dijon and Avallon with journeys of as long as 103 miles; seven local sight-seeing tours from Vichy; and a cross-country run connecting Vichy with Grenoble, 249 miles distant.</p>
            <p>During 1927 the more than 200 road services of the P.L.M. Railway of France covered a total route mileage of 6,338 miles. Something like 210,000 passengers were handled, and the motor coaches covered a total distance of 1,572,663 miles. In many instances the passengers conveyed by the road services were carried by rail in the first instance from Paris and other centres, so that the value of the road services as traffic developers may readily be realised.</p>
          </div>
          <div xml:id="t1-body-d9-d2-d8" type="section">
            <head>The Royal Train.</head>
            <p>It was the somewhat perplexing task of the writer the other day to draw up a draft itinerary for a New Zealand railwayman visiting the Homeland and anxious to cover during his stay the principal points of railway interest in the country. After much thought a suitable plan was hit upon, and submitted to the visitor. Entire approval was expressed with the itinerary with one exception; the programme failed to include a visit to the Wolverton carriage works of the London, Midland and Scottish Railway, to cover the inspection of the Royal train housed at that point. The Royal train appears to have great fascination for every visitor from overseas, and this train is certainly a wonderful example of the carriage-builder's art, and is well worth inspection.</p>
            <p>
              <figure xml:id="Gov03_02Rail021a">
                <graphic url="Gov03_02Rail021a.jpg" mimeType="image/jpeg" xml:id="Gov03_02Rail021a-g"/>
                <head><hi rend="c">Central Passenger Station, Amsterdam, Netherlands State Railway</hi>.</head>
              </figure>
            </p>
            <p>Twenty coaches are set apart for the Royal train, which usually consists of ten carriages. All the exteriors are painted in carmine red and white, with gold lining, and the total length of the train is approximately 630 feet, and its weight, excluding locomotive and tender about 400 tons. The King's saloon is entered by a pair of polished teak double doors, opening on a square vestibule. Leading out of the vestibule is His Majesty's smoking-room, finished in “fiddle-back” mahogany, and with an arm-chair in each corner covered in apple-green Morocco leather. Next to the smoking room is the day compartment, with furniture trimmed in Jacobean tapestry with quaint figures on a creamy ground, and a beautiful desk for handling affairs of State en route. Adjoining is the King's bedroom, with a silver-plated bed, satinwood dressing table, and a bath-room with marble fittings alongside.</p>
            <p>The Queen's saloon is a most attractive carriage, which invariably delights the heart of every female visitor to the works. It is decorated in blue and white, with satinwood furniture, and in the adjoining bedroom the furniture is covered with blue silk brocade. The bath-room has a rose-pink marble wash-stand and a marble bath, and the whole furnishing of the Queen's apartments is in the most exquisite taste.</p>
          </div>
        </div>
      </div>
      <pb xml:id="n22" n="22"/>
      <div decls="#text-2-bibl" xml:id="t1-body-d10" type="section">
        <head>
          <title level="a">
            <name type="work" key="name-408922">Modern Methods in Our Workshops<lb/> <hi rend="c">The Shaping Machine</hi>
</name>
          </title>
        </head>
        <byline>(By <name type="person" key="name-408214">S. B. <hi rend="c">Barltrop</hi>
</name>, Production Draftsman, Hillside)</byline>
        <div xml:id="t1-body-d10-d1" type="section">
          <p><hi rend="sc">The</hi> Shaping Machine is perhaps one of the most useful tools in the modern manufacturing or repair workshop. It is called upon to cope with a large and varied range of work, and copes with the bulk of small planing jobs. It enjoys this distinction because it is capable of removing more metal from a plane surface in a given time than any other machine.</p>
          <p>
            <figure xml:id="Gov03_02Rail022a">
              <graphic url="Gov03_02Rail022a.jpg" mimeType="image/jpeg" xml:id="Gov03_02Rail022a-g"/>
              <head>Illustration No. 1<lb/>
A “Double Head” Shaping Machine after being in service for 52 years.</head>
            </figure>
          </p>
          <p>To meet the demands made on the shaping machine it is essential that a varied range of speeds and feeds be obtained, so that different metals may be treated alike so far as concerns uniformity of cut and the use of modern high speed tools.</p>
          <p>The march of engineering science and skill in meeting this demand is shown by the two shaping machines illustrated.</p>
          <p>Illustration No. 1 shows a “Double Head” Shaping Machine that has been in service for 52 years. This machine has three speeds and four feeds, and was considered to be quite up-to-date in its day. However, in comparison with the machine shown in illustration No. 2, its obsoleteness is apparent.</p>
          <p>Illustration No. 2 shows a “Single Head” shaper that has replaced the “Double Head,” and it is quite capable of turning out the same amount of work with its single head. The machine has a 20in. stroke and a range of 11 to 138 strokes per minute, together with a large range of power traverse table feeds. Force feed lubrication is applied to all internal moving parts of the machine by means of a pump worked by the to and fro motion of the head.</p>
          <p>The machine has its own motor, the drive being a short centre one enclosed in the frame and is operated upon by a friction clutch. It will also be noticed that the floor space is reduced to a minimum. The machine was made by the Cincinnatti Shaper Co., U.S.A., and its outside appearance is most pleasing to the eye.</p>
        </div>
        <div xml:id="t1-body-d10-d2" type="section">
          <head>Reclaiming of Oil.</head>
          <p>With the introduction of motors, starters and electrical appliances in the modern workshop, oil plays a great part. It is used for cooling transformers and protecting the moving parts of switch gear, etc., that are subject to electrical flashes.</p>
          <p>
            <figure xml:id="Gov03_02Rail022b">
              <graphic url="Gov03_02Rail022b.jpg" mimeType="image/jpeg" xml:id="Gov03_02Rail022b-g"/>
              <head>Illustration No. 2<lb/>
A modern “Single Head” Shaping Machine recently installed at Hillside Workshops.</head>
            </figure>
          </p>
          <pb xml:id="n23" n="23"/>
          <p>Oil so used, after having been in service for some time, gradually gathers moisture and deposits of brass, copper, carbon and other solid matter, with the result that it becomes altogether unsuitable, and in many cases its retention occasions harm to the working parts.</p>
          <p>It was the practice hitherto to discard this oil and obtain a supply of fresh oil to replace it. To conform, however, with modern methods at Hillside workshops, an oil purifier (illustration No. 3) has been installed to reclaim this would-be waste.</p>
          <p>In the oil purifier the oil is subjected to a centrifugal process, whereby all moisture and foreign matter is extracted. It was found, by actual test, that oil, after being in service for three years, withstood a flash-test of 50,000 volts when purified by this process.</p>
          <p>The purifier is manufactured by the Empson Centrifugals, Ltd., London.</p>
          <p>
            <figure xml:id="Gov03_02Rail023a">
              <graphic url="Gov03_02Rail023a.jpg" mimeType="image/jpeg" xml:id="Gov03_02Rail023a-g"/>
              <head>Illustration No. 3<lb/>
An Oil purifier installed at Hillside, to reclaim waste oil.</head>
            </figure>
          </p>
          <p>
            <figure xml:id="Gov03_02Rail023b">
              <graphic url="Gov03_02Rail023b.jpg" mimeType="image/jpeg" xml:id="Gov03_02Rail023b-g"/>
              <head>Illustration No. 4<lb/>
The Power Hack Saw</head>
            </figure>
          </p>
        </div>
        <div xml:id="t1-body-d10-d3" type="section">
          <head>The Hack Saw.</head>
          <p>The introduction of the power hack saw (illustration No. 4) into our workshops realised a long felt want. The one time laborious and expensive methods of cutting unequal sections is now overcome. Moreover, it is much cheaper and more effective to cut certain material with the power saw than to use the lathe or the shears.</p>
          <p>The saw illustrated is chain driven (by an electric motor) and has two cutting speeds. The downward pressure of the blade operates on an oil cylinder which regulates the cut and automatically lifts the blade on the return stroke. A pump is also fitted for cooling the blade.</p>
          <p>[This hack saw is the product of E. G. Herbert, England.]</p>
        </div>
        <div xml:id="t1-body-d10-d4" type="section">
          <head>
            <hi rend="c">Railway Electrification Success</hi>
          </head>
          <p>The Southern Railway is generally recognised as one of the most progressive of all British lines, and the thorough-going manner in which it adopted electrification gave further proof of the management's determination to provide modern service. It is therefore interesting to read in “The Times” weekly edition of 1st March, that “no passage in General Baring's speech at the previous week's meeting of the Southern Railway could have given the stockholders more gratification than that in which he demonstrated the success of the electrification policy.</p>
          <p>The number of passengers carried in the electrified area was, he pointed out, still going ahead by leaps and bounds, and notwithstanding the opening of the City and South London Tube to Morden, which deprived them of about 4,000,000 passengers during the year, there was still an increase in the number of passengers carried in the electrified area of 7,250,000 compared with 1925. By the electrification of the system, and by the large extension of cheap fares, the company can, in our view, not only meet motor competition, but also take advantage of it. The more frequent service which electrification permits enables the company to offer a service comparable in facility with that of the motor omnibus, and by cheap bookings it can take advantage of the universal travelling habit which the motor has created. It is important to bear in mind that the motor conveyance is not merely a competitor of the railway, but is also an ally, inasmuch as it has popularised travel. In the present year capital expenditure will, General Baring stated, again be considerable—namely, about £2,750,000, of which about £750,000 is required for Southampton dock extensions.”</p>
          <pb xml:id="n24"/>
          <p>
            <figure xml:id="Gov03_02RailP005a">
              <graphic url="Gov03_02RailP005a.jpg" mimeType="image/jpeg" xml:id="Gov03_02RailP005a-g"/>
              <head>”<hi rend="i">The Franz Josef Glacier, with its magnificent surroundings forms one of the most wonderful sights in the world.”</hi>
<lb/>
—<hi rend="c"><hi rend="i">James Mackintosh Bell</hi></hi>.<lb/>
<hi rend="i">(Publicity Dept. Photo)</hi>
<lb/>
<hi rend="c">The World-Famed Franz Josef Glacier, Westland, New Zealand</hi>.</head>
            </figure>
          </p>
        </div>
      </div>
      <pb xml:id="n25" n="25"/>
      <div xml:id="t1-body-d11" type="section">
        <head>
          <hi rend="c">Railways And Traders<lb/>
Statement By British Transport Minister</hi>
        </head>
        <p><hi rend="sc">In</hi> view of the setting-up of an expert committee to make investigation regarding the possibilities of transport control within the Dominion, it is interesting to have the opinion of the responsible Minister in Britain, Colonel Wilfred Ashley, M.P., the Transport Minister, upon the new Railways Act adopted for the Home railways.</p>
        <p>“The Railways Act of 1927 has in effect made the traders partners with the railway companies,” he said in replying to the toast of “Trade and Commerce,” at the annual dinner of the Cardiff Chamber of Trade. “The new scheme of rates and charges under the Act came into force on January 1, and the Railway Rates Tribunal has finished its truly gigantic task.</p>
        <p>“The Act assumes that the trader is concerned to know how the railways are being worked,” continued Colonel Ashley, explaining the provisions. “Not only has every trader an interest in the efficient and economical working of the railways, but he can do something to assist efficiency and economy. The Act required the companies to make a return of certain statistics to the Ministry of Transport, and the advantage of this scheme was that there was on record a body of authoritative data by means of which the companies could be put to the challenge, and could justify and explain to the traders and to the Tribunal the fruits of their management.</p>
        <p>
          <figure xml:id="Gov03_02Rail025a">
            <graphic url="Gov03_02Rail025a.jpg" mimeType="image/jpeg" xml:id="Gov03_02Rail025a-g"/>
            <head>Front elevation of the new Railway station now in course of construction at Auckland.</head>
          </figure>
        </p>
        <p>“There has recently been some controversy over the average wagon load in this country and the United States,” said the Minister. “The average wagon load for all descriptions of traffic is 5½ tons. The average wagon load for coal on all railways is between 9 and 9¼ tons. In South. Wales the average for coal is between 10¼ and 10½ tons. On the North-East Coast it is nearly 12¼ tons. The use of the high capacity wagons, at any rate for certain parts of the coal trade, is a question which I think has a material bearing upon economy. Though conditions are not everywhere the same, I have noted that in spite of the special efforts made by the Great Western Railway, progress is slow. This may perhaps be due to the state of the industry. While the company has added to its stock 951 wagons of 20 tons capacity since the beginning of 1924, the number registered to run on account of private owners is only 215 in the same period. It is surely worth while for all concerned to study carefully whether the introduction of high capacity wagons in suitable areas or for suitable purposes cannot be accelerated, whether the loading of wagons cannot be improved and the relation between load and capacity made closer, and whether the rate of improvement cannot be expedited.”</p>
      </div>
      <pb xml:id="n26" n="26"/>
      <div xml:id="t1-body-d12" type="section">
        <head><hi rend="c">Among The Books</hi>.<lb/>
“Locomotive Management from Cleaning to Driving”</head>
        <div xml:id="t1-body-d12-d1" type="section">
          <p>The sixth edition of “Locomotive Management from Cleaning to Driving” is to hand from the publishers, “The London Engineer,” 33 Tothill Street, Westminster, London, S.W1., and is a publication which deserves the attention of everyone interested in any way in steam locomotion. It is profusely illustrated, and is prepared in such a way that it will serve its primary purpose admirably, i.e., to supply valuable information to the man on the footplate and to the candidate for such a position.</p>
          <p>The various duties connected with the running of a locomotive are set out in an easily read and practical manner. The method adopted, that of giving a progressive description of the operation and uses of the various parts of the boiler, engine, tender, brakes, etc., should be very useful to the fireman or acting-driver in obtaining information bearing upon his work that may not otherwise be so easily obtainable. The chapters on firing, feed waters, heating and steam boiler construction and detail, engine materials and method of construction, valve setting and valve events, compound engines, super-heaters, brakes, engine failures and breakdowns, are set out in such a way that they should prove of service in the everyday work of the locomotive driver or fireman, while at the same time giving a sufficiently comprehensive description of technical details to enable a complete mastery of theory to be obtained.</p>
          <p>The new edition contains new material bearing on the most recent developments in superheating practice. The many illustrations give particulars of such modern developments as the Kitson Still locomotive and the articulated locomotives recently brought into service for main line operation on the Home railways. This last item should prove particularly interesting to New Zealand locomotive men in view of the expected arrival of some articulated locomotives for our own system.</p>
          <p>In the preface of the present edition it is pointed out that modern tendencies towards higher steam pressures and temperatures have increased the necessity for positive methods of lubrication, and that, therefore, particulars of the latest types of mechanical and hydro-static lubricators have been included.</p>
          <p>Altogether, the publication, the work of James T. Hodgoson, M.I.Mech.E., and the late John Williams (formerly Locomotive Inspector, Great Central Railway), is a thoroughly satisfying one, and its published price, 5/- nett, places it within the reach of all.</p>
          <p>* * *</p>
        </div>
        <div xml:id="t1-body-d12-d2" type="section">
          <head>”<hi rend="c">The Romance Of The Rail</hi>.”</head>
          <p>The initial number of a series of illustrated booklets, entitled “The Romance of the Rail,” and issued by the Publicity Branch of the New Zealand Railways, is now off the press. This number describes, and pictures with good halftone and line blocks, the scenic and historic features of the country traversed on the train journey by the Main Trunk line between Auckland and Wellington. An authentic guide to the country traversed by the train traveller through New Zealand the booklet in question, which contains a vividly written narrative of the whole Main Trunk route from the pen of Mr. James Cowan, serves the purpose of adding an intensely fascinating historical interest to the natural curiosity awakened by the rivers, mountains, villages, and towns seen from the carriage window. The Main Trunk story opens at Auckland, and proceeds southward, the reader soon becoming absorbed in its romantic atmosphere of past days, when New Zealand's history was in the making. It tells of legend, and war, and peace-time progress, from early Maori days right down to the present. A wonderful story develops as the journey continues on through the fertile and historic Waikato, so long contested for by warrior tribes, and the scene of many subsequent sharp encounters between pakeha and Maori; through South Auckland, at one time clothed in dense puriri forests; and across the river at Ngaruawahia, past which in earlier days gunboats and paddle-wheelers steamed up the Waipa and Waikato Rivers. Reference to mobs of wild horses that not so
<pb xml:id="n27" n="27"/>
many years ago had their home in the Mamukawere Plains, in the King Country, brings to mind the remarkable transition effected in the course of a few years, for the locality is now the centre of a thriving farming district in which the white population many times outnumbers the Maori. The journey through the King Country, down the Rangitikei Valley, and across the Manawatu Plains, is faithfully portrayed, interesting reference being made to such well-known features as the Waitomo Cave country, the Raurimu Spiral (where the railway climbs to an elevation of 2160ft. in a distance of 30 miles), and the Tongariro National Park. Sixteen
<figure xml:id="Gov03_02Rail027a"><graphic url="Gov03_02Rail027a.jpg" mimeType="image/jpeg" xml:id="Gov03_02Rail027a-g"/><head><hi rend="c">The Banff Springs Hotel, Bow Valley, On The Canadian Pacific Railway</hi>.</head></figure>
of the 64 pages are devoted to illustrations showing interesting structural features of the Main Trunk, and a fine series of scenic pictures. Five specially prepared sectional contour maps of the route are included, as well as helpful information of a general nature for the benefit of visitors to the Dominion, and a detailed list of the tunnels and principal viaducts passed on the way. The preparation of the second number, dealing with the journey from Lyttelton to Invercargill, is now in hand, and will be finalised at an early date. The complete series is intended to cover the whole of the railway system of the Dominion. Copies are on sale at Railway Bookstalls for 1/- each.</p>
        </div>
      </div>
      <pb xml:id="n28" n="28"/>
      <div decls="#text-3-bibl" xml:id="t1-body-d13" type="section">
        <head>
          <title level="a">
            <name type="work" key="name-408923">
              <hi rend="c">A Slogan; And what it means to New Zealand</hi>
            </name>
          </title>
        </head>
        <byline>(By <name type="person" key="name-408570"><hi rend="c">Winton Keay</hi></name>)</byline>
        <div xml:id="t1-body-d13-d1" type="section">
          <p><hi rend="sc">Since</hi> the inception of modern advertising, the selection of an apt phrase to use as an all-embracing slogan has exercised the keenest brains in the publicity world, and wonderful indeed has been the quality and quantity of slogans given forth to the reading public. Some of our most successful business houses owe their prosperity to a happy selection of a slogan and to the fact that they have lived right up to the letter of the same. On the other hand, however, it is one matter to adopt a slogan whether it be for propaganda or commercial advertising purposes, and quite another to live up to the traditions implied thereby, and in this latter respect has the New Zealand Railways Department left no stone unturned to carry out the implication behind the slogan “Safety First.”</p>
          <p>
            <figure xml:id="Gov03_02Rail028a">
              <graphic url="Gov03_02Rail028a.jpg" mimeType="image/jpeg" xml:id="Gov03_02Rail028a-g"/>
              <head><hi rend="c">Levin Station Staff, March</hi> 1928.<lb/>
Back Row (from left): L. W. T. Schroder, H. J. Conder, J. B. Edlin, and C. Webster.<lb/>
Sitting: F. C. Cleverley, J. A. McQueen (S.M.), J. H. Wright.</head>
            </figure>
          </p>
          <p>Those who have occasion to travel the North Island Main Trunk line are the better able to fully appreciate the effect of the Department's safety policy; but most of us do not give sufficient thought to such matters, taking our up-to-time arrival at our destination, after an all-night run through some of the most rugged and difficult country traversed by any railway system in the world, just as a matter of fact. If we but care to meditate, we would find that our safe arrival was not the mere result of a clear line ahead, but the culminating point of years of skilful organising and training, resulting in the bringing together of a band of officials and train crews without superior in the railway world, so far as ability and conscientious execution of duty are concerned. Only those intimately connected with the running of the through Main Trunk expresses know the huge volume of detail work connected therewith, while the men essential to the running of those trains form a lengthy chain, where weakness in a single link would place many lives in jeopardy. Each man, however, is equal to his task, and carries it out to the fullest extent of his powers, with the result that the slogan, “Safety First,” is not a parrot-call, but a reality. On all lines throughout the Dominion the same effect is to be noticed daily.</p>
          <p>New Zealand is only a very young fellow far as the age of nations runs, yet its fair isles are interwoven with a string of railways which brings heretofore isolated parts into reasonable transport distance of the trade centres. In the years that railways have been in existence in the Dominion some three thousand odd miles of permanent way have been laid down, and by pursuing a policy of cheap fares and low freights the system has grown to be one of the greatest factors in the industrial life and prosperity of our country. Success, too, has come from the rigid adoption of a perpetual “Safety First” campaign, which has earned the whole-hearted praise and respect of the travelling and commercial public, users of the great steel way. Annually, over seven million tons of goods and live stock are carried, and handled, by the Department with expedition and care, and this huge volume of traffic says a great deal for the faith merchants and farmers have in the Railway Administration. Stock requires the utmost care in handling, yet despite the many thousands of head carried annually, the loss in transport is infinitesimal.</p>
          <p>Passenger travel on our Railways is exceptionally heavy, and each year over twenty-six million people, including season ticket holders,
<pb xml:id="n29" n="29"/>
are carried on all lines. From this number it will readily be seen that great care and watchfulness is required of the Department's Officers in the handling of this side of the railway service. Human life is valuable in the extreme, and no risks are taken whereby a single soul would for even a moment be placed in needless danger. Accidents to passenger trains, even of a minor nature, are so infrequent here that we must surely hold a record for safety in travel by rail. Of course, there are occasions of accidents to passengers under circumstances over which neither the Department nor its officers have control. No act of Parliament will ever prevent foolish (I nearly wrote criminal) people from trying to beat the engine to a level crossing, and when to lose means certain and dreadful death—the result of ignoring the “Safety First” warning issued by the Railway Department. Again, there is no teaching the hot-headed young man who will persist in alighting from a train before it has finally pulled up at the station. He is in no particular hurry but he just does it, that is all, and Mr. Coroner returns a verdict of accidental death.</p>
          <p>The Railway Department has placed at the disposal of the community a passenger and transport service of which we might well be
<figure xml:id="Gov03_02Rail029a"><graphic url="Gov03_02Rail029a.jpg" mimeType="image/jpeg" xml:id="Gov03_02Rail029a-g"/><head><hi rend="c">An Odd Irish Railway</hi>.<lb/>
(<hi rend="i">Photograph supplied by courtesy of Mr. D. Wright, Rotorua</hi>.)<lb/>
This picture illustrates the only example of a railway on the Lartigue principle which exists in the United Kingdom. The line runs from Ballybunnion to Listowel, and has a single line of rail only. The engine and carriages are mounted astride the rail, the carriages and the two boilers of the locomotive hanging down like a pair of saddle-bags on either side of the central rail. Two small lateral guard-rails near the ground serve to steady the carriages in case of any oscillation. It is claimed for the system that it is economical, owing to the use of a single rail, and that it favours simplicity of construction, because by lengthening or shortening the supports of the rail, irregularities of surface may be overcome without recourse to embankment or cutting.</head></figure>
proud. With speed and safety we are taken in a few hours to the far-reaches of our land, and when we view from the snugness of our carriage the grandeur of the rugged country through which we pass, we should stand and salute those men to whom we all owe so much, the railway pioneers. In keeping up the wonderful record of our railway system each and every one of us can do our bit by observing, and insisting upon our fellow passengers observing, to their very fullest, the rules of “Safety First!”</p>
        </div>
        <div xml:id="t1-body-d13-d2" type="section">
          <head><hi rend="c">Holiday Fares By Instalments</hi>.</head>
          <p>By way of an experiment the authorities of the London, Midland, and Scottish Railway have given a certificate of authority to a member of their staff to arrange, in his spare time, holidays for the general public. The scheme involves the visiting of subscribers’ houses each week and collecting subscriptions of sixpence to one shilling. The collector, who will be furnished with holiday literature, will help to arrange the holidays by suggesting resorts to visit, and hotels and boardinghouses at which to stay. He will also have authority to reserve seats on the train for his subscribers.</p>
        </div>
      </div>
      <pb xml:id="n30" n="30"/>
      <div xml:id="t1-body-d14" type="section">
        <head>
          <hi rend="c">Theory Of Combustion</hi>
        </head>
        <div xml:id="t1-body-d14-d1" type="section">
          <p>
            <hi rend="b">(Continued)</hi>
          </p>
          <p>(By W. C. <hi rend="c">Bishop</hi>, M.I.Mech.E., M.Inst.T., Gold Medallist of Institute of Transport, Mechanical Superintendent, South African Railways).</p>
        </div>
        <div xml:id="t1-body-d14-d2" type="section">
          <head>Mechanical Stokers.</head>
          <p><hi rend="sc">As</hi> factors in fuel economy I do not think mechanical stokers fill the bill. They were evolved because the physical effort of placing the required quantity of fuel into the firebox had, on the large modern locomotives, placed too great a strain on the average fireman. The mechanical stoker simply pointed the way to the use of powdered coal, and, as the use of this class of coal is developed, mechanical stokers will necessarily pass away. There are many different types of mechanical stokers, of which the following might be mentioned:—The Crawford Underfeed Stoker, the Street Locomotive, the Hanna Locomotive, the Standard Locomotive, the Barnum Underfeed, the Strouse Overfeed, the Hayden, the Dickinson Overfeed, the Brewster Underfeed, and the Rail Locomotive Stoker. I enumerate these types to show how engineers are always trying to meet the conditions as they arise, and to make the steam locomotive an efficient machine. Most of the stokers referred to are very good machines and do what is claimed for them. I think, however, that once powdered fuel is properly developed it will be used in preference to the mechanical stoker.</p>
          <p>
            <figure xml:id="Gov03_02Rail030a">
              <graphic url="Gov03_02Rail030a.jpg" mimeType="image/jpeg" xml:id="Gov03_02Rail030a-g"/>
              <head><hi rend="c">Otira Railway Fire Brigade</hi>.<lb/>
Winners of the Benyon Memorial Cup, the Otira Citizens’ Challenge Cup and the Russell Championship Shield, in the Fire Brigade Demonstrations held recently on the West Coast.<lb/>
Back row, left to right : H. Madden, R. Hannigan, P. Hill, W. J. Douglas, and J. E. W. Isaac.<lb/>
Front tow : F. A. Halkett, G. F. Morris (Captain),<lb/>
H. R. Cohen (Foreman), J. Wearn and R. Campbell.</head>
            </figure>
          </p>
        </div>
        <div xml:id="t1-body-d14-d3" type="section">
          <head>Powdered Coal.<lb/>
Correct Size of Coal for Firing.</head>
          <p>Coal should be broken to about the size of a man's fist before being fired. This allows it to be spread more evenly over the fire, and it also allows the coal to burn faster than when fired in big lumps.</p>
          <p>The fundamental law or condition for the perfect combustion of coal is that oxygen must touch the coal being burned. Not only must the oxygen touch the coal being burned, but the more intimately mixed the oxygen is with the fuel, the more perfect the burning will be. The smaller the pieces into which coal can be divided the greater will be the area exposed to contact with the air.</p>
          <p>The limit of size of the coal is fixed by the tendency of the fine particles of coal to lie closely together, which fact prevents the free passage of air through the coal bed. This is correct as far as our modern locomotives are concerned. We also know that if a shovelful of fine coal is thrown upon a bright fire the volatile matter (or hydrocarbons) will be evolved instantaneously and there will be little or no time for it to burn. Instead, much of it will go away in the form of dense smoke.</p>
          <p>It has often been said that the locomotive boiler is an extravagant user of coal. This charge is correct if fine coal cannot be used in a firebox economically.</p>
          <p>The huge accumulation of dross which surrounds collieries all over the world to-day is evidence of the wastage that is unnecessarily taking place in one of the world's greatest assets.</p>
          <p>It is because of this waste that it is necessary to consider the question of burning pulverised coal. I expect many have often wondered why we cannot burn such coal in our locomotives. The answer is that our firebox appliances, etc., are not suited to do so.</p>
          <p>Coal in a fairly divided or powdered state represents the most advanced method known for obtaining perfect combustion, and therefore of the full heat value of the coal.</p>
          <p>The use of pulverised coal for heat producing purposes is not new, this kind of fuel having been extensively used for many years in cement and metallurgical furnaces. But despite the fact that experiments have from time to time been conducted with a view to its use in the generation of steam, its development along commercial lines, especially in the locomotive, has been astonishingly slow. With the application
<pb xml:id="n31" n="31"/>
of pulverised coal burning apparatus, use can be made of the dust and refuse of the mines. In addition to the use of the latter, peat, petroleum, coke, coke brieze, lignite, and other low grade coals can be used, which, under present conditions, are unsatisfactory for steam production in a locomotive.</p>
          <p>On an engine fitted with an apparatus for burning powdered coal the coal powder is blown into the furnace by a soft air blast. Ignition, and complete combustion, takes place instantaneously, a maximum flame temperature being developed. There is no loss of thermal value or unconsumed carbon under such conditions. It can well be understood that a particle of coal dust, if wholly carbon, having a volume of but 200,000,000ths. of a cub. inch, must flash off instantaneously. [If half carbon and half mere material (50 per cent ash) the carbon must equally flash off instantaneously, leaving the inert material free.] Thus it becomes possible to bring into service any carbonaceous waste fuel.</p>
          <p>
            <figure xml:id="Gov03_02Rail031a">
              <graphic url="Gov03_02Rail031a.jpg" mimeType="image/jpeg" xml:id="Gov03_02Rail031a-g"/>
              <head>“Ice-Cream” expounds politics to the Premier.<lb/>
Happy snap at railwaymen's picnic.</head>
            </figure>
          </p>
          <p>The coal dust is fed forward into an air blast effected by means of a steam turbo fan, and the mixture of coal dust and air passes through flexible pipes. Control of the fuel supply is regulated by the amount of steam admitted to the feeder engine and by change speed gear.</p>
          <p>The claims made for the use of pulverised coal in locomotives are that induced draught (as in hand firing) is not necessary, that the exhaust cap can be opened up [considerably reducing the back pressure in the cylinders and thereby saving 40 per cent of fuel as compared with hand-fired engines]; also, that greater tractive power is developed, that no firing tools are required, that steam pressure can be maintained over long intervals, that there is no smoke, and that there is a total absence of fires caused by sparks or live coal. These claims make it a most attractive proposition and deserving of careful investigation. If the claims are correct, it will revolutionise working expenditure and reduce costs enormously.</p>
          <p>In Great Britain and America experimental locomotives have been fitted out with appliances for burning powdered coal—notably on the Great Central Railroad, England, and on the New York Central, U.S.A. The February (1920) number of “The Railway Engineer,” gives photographs and drawings of a Great Central engine fitted for burning pulverised fuel. I understand that the developed equipment for burning pulverised coal can readily be applied to all existing modern types of steam locomotives without any change in the fireboxes beyond the installation of brick arches (where fireboxes have none) and the removal of grates, ashpans and smoke box exhaust appliances. There is no further equipment necessary in the cab except the automatic hand control which is placed in a convenient position for the fireman.</p>
          <p>The equipment required for burning powdered coal in locomotives consists of an enclosed fuel container, means for conveying the coal to the feeder, and for comingling the coal with the air at the time of, and after, feeding. Also, there is required means for supplying the proper amount of air to produce a combustible mixture at the time the fuel and air finally enter the firebox. In addition to the above a suitable refractory material furnace in the firebox is necessary, an apparatus for disposing of the slag, and for producing the proper draught through the furnace and the boiler; means for harmonising the draught and combustion, suitable power for operating the fuel and air feeding mechanism, and, finally, an automatic and hand-control of the fuel and air supply. With the increase of size of locomotives, and with the great demand upon the physical effort of the fireman, one can see here the logical solution of our firing difficulties, not by the use of complicated mechanical stokers—but by the use of powdered fuel, upon which no manual labour is required, and where the human element is practically eliminated.</p>
          <p>The benefits to be derived from the use of powdered fuel [once it is established as a successful commercial proposition] will be dealt with in the next instalment.</p>
          <p>(To be continued.)</p>
          <pb xml:id="n32"/>
          <p>
            <figure xml:id="Gov03_02RailP006a">
              <graphic url="Gov03_02RailP006a.jpg" mimeType="image/jpeg" xml:id="Gov03_02RailP006a-g"/>
              <head>”<hi rend="i">The distant torrent's rushing sound<lb/>
Tells where the volumed c-ataract doth roll</hi>”<lb/>
<hi rend="c"><hi rend="i">Byron</hi></hi>
<lb/>
<hi rend="c">Week End Railway Excursionists From Wellington At Dawson Falls, Mt. Egmont</hi>.</head>
            </figure>
          </p>
        </div>
      </div>
      <pb xml:id="n33" n="33"/>
      <div decls="#text-4-bibl" xml:id="t1-body-d15" type="section">
        <head>
          <title level="a">
            <name type="work" key="name-408924"><hi rend="c">The Romance of The Rail</hi><lb/> A Descriptive and Historical Story of the North Island<lb/> Main Trunk Railway</name>
          </title>
        </head>
        <byline>(By <name type="person" key="name-207731"><hi rend="c">James Cowan</hi></name>)</byline>
        <div xml:id="t1-body-d15-d1" type="section">
          <p>(Continued.)</p>
          <p><hi rend="sc">Just</hi> beyond Mercer as we go southward the Teoteo Range, a high ridge of clay, drops abruptly to the slow Whangamarino Creek, which here joins the Waikato on its right (east) side. Above us there, commanding the Whangamarino and the main river, there was a British redoubt. Here a Royal Artillery officer was stationed with two field guns.</p>
          <p>
            <figure xml:id="Gov03_02Rail033a">
              <graphic url="Gov03_02Rail033a.jpg" mimeType="image/jpeg" xml:id="Gov03_02Rail033a-g"/>
              <head>The Queen's Redoubt and Encampment, Pokeno.<lb/>
(<hi rend="i">From a sketch made in 1863 by Lieut. H. S. Bates, 65th Regiment</hi>).</head>
            </figure>
          </p>
        </div>
        <div xml:id="t1-body-d15-d2" type="section">
          <head>Typical Ruse of Maori Warfare.</head>
          <p>A story is told of an Irish soldier's adventure here one night towards the end of 1863. Jack Murphy was on sentry duty outside the redoubt, when he heard a Maori pig grunting, and presently observed a big porker rooting in the fern. The pig gradually came nearer, and to the soldier it seemed an unusually large one—a big bush boar, he thought. Getting uneasy, he challenged, and remembering stories of Maori tricks, he fired. He missed the pig, which next moment threw off its hide and leaped at him with a long-handled tomahawk. It was a naked warrior, who had adopted this old pigskin ruse of creeping up on an unsuspecting sentry. Murphy had no time to reload his muzzle-loading long Enfield. He tried to parry the blow, but the blade caught his left hand. The camp turned out, but the Maori had disappeared, and Murphy was yelling for some one to bring a lantern and find his thumb. The pig with the tomahawk had cut it clean off.</p>
        </div>
        <div xml:id="t1-body-d15-d3" type="section">
          <head>Varied Life and Colour of War.</head>
          <p>What scenes of life and colour, what warlike commotion on these Waikato banks when Cameron's army began the great invasion of Maori land! Regiments of the line—the great-bearded veterans of the 65th, the 40th, the 14th, the 18th Royal Irish—in their blue campaigning dress; the Waikato Militia regiments; the smart mounted Royal Artillery—a corps which was more than once used as cavalry, and again as a dismounted storming party; Colonel Nixon's Colonial Defence Force Cavalry, mostly members of South Auckland settler families; Jackson's and Von Tempsky's Forest Rangers, armed with Terry carbine, revolver, and bowie knife, with their coloured blanket rolls and their semi-piratical roving air; miles of commissariat and munitions carts, all crossing this Whangamar ino Stream by a bridge supported on barrels. On the broad river a picture of even greater action and thrill: the little steamer “Avon”—the first steam vessel that ever floated on the Waikato—and the gunboat “Pioneer,” with steady beat of their churning paddle-wheels; scores of Maori canoes, paddled by half - stripped warriors — “friendlies” these, allies of the Queen's troops—and laden with stores for the front; long boats of the Water Transport Corps, rowed by sailormen trying a landsman's life for a change; paddling-chants from the canoe captains, and now and again a snatch of sailor song from the boatmen, that mingled with the yells of the bullock-drivers on the right bank. Many a man of that army found a grave in the mystery land ahead of him; many a steamer-load of wounded came down the river as the slow campaign went on.</p>
        </div>
        <div xml:id="t1-body-d15-d4" type="section">
          <head>Gunboat and Maori Cannoneers.</head>
          <p>Our rail line bears inland to the left, keeping Meremere on our right. We have a glimpse across a swamp of the long ridge above the
<pb xml:id="n34" n="34"/>
Waikato where the strong entrenchments of 1863 were constructed, and where there were at one time about two thousand Maori warriors in garrison. In the Meremere fortifications the Kingites had three pieces of artillery mounted to dispute with the Queen's troops the river right-of-way. These were old ship's guns, brought from the west coast with great labour. One was a 12-pounder swivel gun, another a 6 or 8-pounder carronade. These were emplaced in well-protected embrasures in the clay entrenchments near the river-bank. Higher up there was a 24-pounder in the upper line of pits.</p>
          <p>
            <figure xml:id="Gov03_02Rail034a">
              <graphic url="Gov03_02Rail034a.jpg" mimeType="image/jpeg" xml:id="Gov03_02Rail034a-g"/>
              <head>Section 2.—<hi rend="c">The Waikato Plains And The King Country</hi>.<lb/>
This section of the line shows the route through the heart of the Waikato and the northern part of the King Country.</head>
            </figure>
          </p>
          <p>The Maori gunners had been instructed by a white man, an exgunner in the East India Company's service, who was in the Waikato when the war began and was detained by the Kingites until he had shown them how to work the old muzzle-loading pieces. One Maori became particularly expert in gunnery, and he made some good practice with the 24 - pounder when the armoured gunboat “Pioneer,” a stern-wheel steamer 300ft. long, built at Sydney for the New Zealand Government, came steaming up the river. There were several artillery engagements between the Maori fortress and the ‘Pioneer,” and the gunners on Whangamarino Hill took a hand too. Once the Maoris plumped a 71b. steelyard-weight into a cask of beef on the gunboat's deck. They had no shot or shell, but made shift with weights taken from traders’ stores, old iron, anything that would cram into the guns. Musketry, too: the “Pioneer” anchored within easy rifle-shot of the trenches, and men in her turrets and on the lower deck made practice at the puffs of smoke on the pitted ridge; the Maori bullets rattled harmlessly on the iron sides of the gunboat.</p>
        </div>
        <div xml:id="t1-body-d15-d5" type="section">
          <head>Rangiriri and the Forlorn Hope.</head>
          <p>The river fleet enabled Cameron to turn the Maoris flank and gave him command of the Waikato. The Maoris evacuated their defence lines at Meremere and retreated in canoes up the Whan-gamarino and across the flooded swamps where the rail-line now runs to the wide stretches of Lake Waikare and contiguous lagoons on our left as we go southward. Then they garrisoned Rangiriri, and there the heaviest fighting of the Lower Waikato campaign occurred.</p>
          <p>Fifty-five miles south of Auckland we can see from our railway carriage windows the grassy and pine-wooded ridge of Rangiriri, with a raupo reed fringed shallow lagoon in the foreground on our right. This swampy lake, Kopuwera, is a sanctuary for native wild fowl. A little farther on is Rangiriri railway station, from which a road a mile in length leads to the willow-fringed river at a small township on the right bank of the Waikato. The battlefield of the 20th November, 1863, is half a mile or so north of the settlement. On the riverside is the military cemetery where the British sailors and soldiers who fell in the battle were buried. The Government tends the sacred
<pb xml:id="n35" n="35"/>
ground carefully, and the memorials and the general well-kept appearance of the burying-place attest a fine reverence for the Empire's warriors of old time.</p>
          <p>When General Cameron with nearly a thousand men attacked the Rangiriri fortifications on the 20th November, 1863, his infantry captured the outer lines of defence at the point of the bayonet. These entrenchments extended from water to water — from the lagoon on the east to the Waikato River on the west. They completely barred the way along this ridge until the soldiers turned them. But the strong central redoubt, the tihi, or citadel, of the earthworks, resisted all efforts to take it by assault or escalade. It was a rectangular work with steep escarpments 17ft. high, and it was defended by 200 Maoris, the most determined of the Kingite warriors. The others retreated across the lagoons when the outer trenches were carried.</p>
          <p>
            <figure xml:id="Gov03_02Rail035a">
              <graphic url="Gov03_02Rail035a.jpg" mimeType="image/jpeg" xml:id="Gov03_02Rail035a-g"/>
              <head>Pleasant farming lands on the Main Trunk Line.</head>
            </figure>
          </p>
          <p>With extraordinary recklessness for so experienced a general—a veteran of the Crimea War—Cameron launched three successive frontal attacks against this impregnable work, after shelling the place with his Armstrong guns. One attack after another was beaten back. The soldiers’ ladders were too short to reach the top of the parapet. A detachment of the Royal Artillery, armed with revolvers and swords, was ordered, late in the afternoon, to storm the fort. Captain Mercer led thirty-six of his men in the assault, but they were hurled back, and Mercer fell mortally wounded, shot through the mouth. Then the Royal Navy men—detachments from H.M. ships “Eclipse,” “Pioneer,” and “Miranda”—numbering ninety, charged the earthworks, but were repulsed with heavy loss. Darkness compelled the General to cease the waste of brave men's lives. Forty-two officers and men were killed or died of wounds and seventy-one were wounded.</p>
          <p>Next day the Maori garrison surrendered. They had lost nearly fifty, including several women. To the number of 183 they were sent to Auckland and imprisoned on a harbour hulk. Later they were sent to Kawau Island, in the Hauraki Gulf, at the suggestion of the Governor, Sir George Grey, who owned the island. One calm night they all escaped to the mainland in boats and canoes sent by their sympathisers, the Ngapuhi tribe, and gradually they found their way back to the Waikato, but by that time the war was over.</p>
          <p>The bang of the double-barrel gun is still a familiar sound around Rangiriri, but nowadays it is the wild duck and not the pakeha that makes the target.</p>
          <p>The low clay hills of these parts of the Waikato are not inviting to the settler, but they grow fruit exceedingly well, and there are Government tree-plantations and vineyards. This clay country continues till we pass the coal-mining town of Huntly (65 miles) and approach the grand gorge of the Waikato at Taupiri.</p>
          <p>It is at Huntly, a busy scene of industry with its pitheads, its great stores of coal, and its mingled mining and rural life, that the railway passenger has opportunity of viewing the splendid Waikato River free of obstructive hills.</p>
        </div>
        <div xml:id="t1-body-d15-d6" type="section">
          <head>Waikato's Wide Waters.</head>
          <p>The strong river flowing so smoothly between its low banks fringed with weeping willows is a living embodiment of quiet force and power. Far away on its upper course it is a stream of fierce tremendous turmoil and water-strife. Here it has steadied down into a wide placid current a quarter of a mile wide; lower down it broadens out to half a mile, and its surface is broken with some large islands, and it floats good-sized steamers that work up as
<pb xml:id="n36" n="36"/>
far as Hamilton and Cambridge towns. Coal ior the old-time river fleet was broken out of outerops near where Huntly Town stands today, and Cameron's gunboats found here convenient fuel supplies.</p>
          <p>Across the shining waterway, just before we reach the town, an assemblage of pakeha and Maori buildings on the west bank catches the eye; and there is the typical native design meeting-house, with its low-slanting eaves and its frontal carvings; in front of it is a tall flag-staff. This is the Maori “royal” town of Waahi, headquarters of the Kingite Waikatos and their hereditary head, Rata Mahuta, the great-grandson of the first Maori king, the venerable Potatau te Wherowhero friend of Sir George Grey. Up-stream ten miles we shall see the place, Ngaruawahia, where that ancient warrior chief was made king by the assembled tribes in 1858.</p>
          <p>
            <figure xml:id="Gov03_02Rail036a">
              <graphic url="Gov03_02Rail036a.jpg" mimeType="image/jpeg" xml:id="Gov03_02Rail036a-g"/>
              <head>New Zealand's “hills of sheep.”</head>
            </figure>
          </p>
        </div>
        <div xml:id="t1-body-d15-d7" type="section">
          <head>On Classic Ground.</head>
          <p>Taupiri (70 miles) is the most charmed spot of all Maori poetrs and legendry in all the Waikato, as it is also the most beautiful spot of mingled mountain and river and woodland land-scape. Here the hills on either side of the river become mountains and closely approach each other—the graceful conical mount of Taupiri, very nearly 1,000ft, high, on the east and the high spurs of the Hakarimata Range on the west. This is the grand gateway to mid-waikato Ages ago the Waikato River, which formerl lowed across the plains to the southern part of the Hauraki Gulf, found its was through here by an earthquake-rift in the hills, and wrought a wide and deep passage for itself at the back of the ranges. It comes down here in a glorious glimmer-glass reach from the rivers-meet at Ngaruawahia; then as it reaches Taupiri-foot it takes a magnificent sweep to the north-west. Our train runs close beside the blue shimmering waterway, brimming to it willowed banks.</p>
          <p>We pass immediately below a steep foothill of Taupiri; a high green mound with sides trenched in the lines of an ancient fort, its summit covered with white-painted burying enclosures. This is the most venerated place in Waikato, the sacred resting place of the chiefs and many of their people. Here repose the remains of the Waikato kings. Before the Waikato War all travellers along the bank where our train now runs were forbidden to tread on this sacred soil, which was tapu to the water's edge. They were compelled to cross the river by canoe to the west side until they had passed the sacred spot, when they could recross. Horsemen in those days had to swim their horses behind the canoe.</p>
          <p>Over yonder, on an alluvial flat between the river and the Hakarimata Range, there are time-stained relics of an old mission station, the Rev. B. Y. Ashwell's establishment in the “fifties” and early “sixties.” This station, an oasis of civili sation in the wilderness, gave hospitable wel come to many a canoe party of white travellers in the days when Waikato was wholly Maori land. Over there, too, near the soft green acacia grove that marks the mission site, was the large Native town called Kaitotehe, which was made the subject of a drawing by the artist G. F. Angas, who came exploring these parts in 1844.</p>
        </div>
        <div xml:id="t1-body-d15-d8" type="section">
          <head>Sacred Taupiri Mountain.</head>
          <p>But it is about Taupiri Mountain, its wooded head and gullies mistily blue, that the legends of this storyland chiefly gather. The beautiful name means a lover's embrance—“the closeclinging loved one.” taupiri, in an ancient nature-myth, is the wife of Pirongia Mountatin farther south yonder, and their daughter is Kawa Mountain, a shapely hill of volcanic orgin which we shall see as we enter the King Country. The sacred mana of Waikato is symbolised and centred in Taupiri.</p>
          <p>(To be continued)</p>
          <pb xml:id="n37" n="37"/>
          <p>
            <figure xml:id="Gov03_02RailP007a">
              <graphic url="Gov03_02RailP007a.jpg" mimeType="image/jpeg" xml:id="Gov03_02RailP007a-g"/>
              <head><hi rend="c">Huge Span Of Hapuawhenua Curved Steel Viaduct</hi> (North Island Main Trunk Railway) 932 ft. <hi rend="c">In Length</hi>, 147 ft. <hi rend="c">Above Bed Of Stream</hi>.<lb/>
<hi rend="c">An Historic Canoe Party On The Waikato</hi>.<lb/>
This photograph, taken on the Waikato River at the Huntly Landing, on 4th April, 1898, shows several famous figures in New Zeland's history. The occasion was a large Maori meeting at Waihi, the Waikato Kingite headquarters. The chief guests of honour were the late Righr Hon. R. J. Seddon, Prime Minister, and the late Hon. Sir James Carroll, Native Minister.</head>
            </figure>
          </p>
        </div>
      </div>
      <pb xml:id="n38" n="38"/>
      <div decls="#text-5-bibl" xml:id="t1-body-d16" type="section">
        <head>
          <title level="a">
            <name type="work" key="name-408925"><hi rend="c">A Holiday In Australia</hi><lb/> Some Impressions and Observations</name>
          </title>
        </head>
        <byline>(By <name type="person" key="name-408280">N. <hi rend="c">Mcgaffen</hi>
</name>, Shunter, Auckland)</byline>
        <p>(Concluded.)</p>
        <p><hi rend="sc">In</hi> this delightful spot [in the Blue Mountains] is the Caves House, a fine and commodious hostelry.</p>
        <p>There are quite a number of caves open for inspection, but time would only permit of visits to two of the principal ones, the Lucas and the Orient. The fact that it takes two hours, without unduly tarrying, to visit each of the caves mentioned, gives some idea of their extent. Each cave consists of a collection of chambers connected by a network of stairways and tunnels. Of the grandeur of these wonders of Nature suffice it to say that they surpassed the writer's highest expectations. The elaborate system of electric lighting, skilfully designed, is very effective. (Apart from the caves there are many other pleasant diversions and the invigorating effect of the Blue Mountain atmosphere is quickly felt and appreciated.) Visitors to Australia should not fail to include this trip in their itinerary.</p>
        <p>
          <figure xml:id="Gov03_02Rail038a">
            <graphic url="Gov03_02Rail038a.jpg" mimeType="image/jpeg" xml:id="Gov03_02Rail038a-g"/>
            <head><hi rend="c">Setting Out For An Excursion</hi>.<lb/>
The Hermitage, Mr. Cook.</head>
          </figure>
        </p>
        <p>Arrived back in Sydney the week remaining to us proved only sufficient to explore the more noted of the city's numerous and diverse attractions. Sydney's chief claim to distinction lies, of course, in the possession of a magnificent harbour. It would be difficult to picture this city bereft of this great factor in her existence to-day. Not only is it a great commercial asset but it has become an essential part in her domestic arrangements. A large proportion of her population, resident in the marine suburbs, are daily transported across its waters, per medium of a splendid ferry service. To the visitor, Sydney harbour is an irresistible attraction. Manly, with its beautiful sandy beaches, and various attractions, counts its patrons by tens of thousands. Taronga Park Zoo, situated a short distance across the harbour, is an ideal spot and splendidly laid out. Lane Cove, Clifton Gardens, Watson's Bay, and Neilson Park are popular resorts; while Paramatta River, Lane Cover River, and many other bays and inlets make delightful trips. Only a prolonged stay would permit of visiting all of these. In the city itself, within easy reach, there is much of absorbing interest. The museum, just across Hyde Park, is a veritable store house of Australian antiquities, many of great historical value. In the Art Gallery, situated close to the Museum, the visitor may spend a pleasant hour.</p>
        <p>A visit was paid to the Sydney cricket ground, where many of the principal international sporting fixtures are decided. This ground has very extensive stand accommodation, and is well laid out, all available space being utilised to accommodate a huge crowd. The “tin hare” fever had just caught Sydney at the time of our visit, and the sport was attracting record crowds to Epping Racecourse. It provides a very good evening's diversion. The dogs are genuine triers and the racing is spectacular, particularly the hurdle races.</p>
        <p>One of Sydney's features of special interest, and a novelty to most visitors, is its “Paddy's Market” on a Friday night. Laid out in numerous thoroughfares, the available space is occupied by hundreds of stall-holders, amongst whom the foreign element is strongly represented. Almost all classes of goods are sold, some of them incredibly cheap. The incessant exhortations of the vendors, and the good-natured banter of the crowd make up a decidedly animated spectacle.</p>
        <p>Hyde Park on a Sunday afternoon provides an entertainment new to most visitors to Sydney. Leaders of all shades of political and religious belief expound their views to interested and critical audiences. Arguments are frequent,
<pb xml:id="n39" n="39"/>
and judging by the numerous policemen in attendance, would seem to be at times rather forceful.</p>
        <p>Whilst in Sydney I spent an interesting halfday in looking over the large marshalling yards at Enfield, where the main volume of goods traffic is handled. The gravity system is in operation here, the grade being one in a hundred. An average of over three thousand loaded wagons per day is dealt with. With such a large and continuous volume of traffic the advantages of the gravity system are obvious. Good organisation and team work seem the important factors in successful working, as a seemingly trifling mistake may occasion considerable inconvenience and delay. The screw hand brake operated from the side of the wagon plays an important part in the passage of the wagons to their respective roads, a slight turn sufficing to keep them under control. With efficient operation the engine power required is reduced to a minimum. I was not greatly impressed with the type of coupling in general use. The wagons have no central buffer, but one on each side acting as shock absorbers. The wagons are coupled by means of a small string link attached to a hook in the end of the wagon. The necessity of getting inside the buffers to couple and uncouple seems a drawback as compared with the style of coupling in use in New Zealand. The fine lighting system in this yard makes the use of hand lamps unnecessary for signalling purposes at night. Of Australia's main railway systems any observations made after a brief holiday visit must necessarily be of a general character only. The broad gauge obtaining in the principal States, and the comparatively level nature of the country make for faster and smoother running; nevertheless, nothing sensational in the way of speed is attained. The rolling stock for the most part is much larger and heavier than our own, and is of a fairly uniform standard throughout the different States. The locomotives, except in a few special cases, correspond largely with our own, one difference noted being the absence of cow catchers on most of them.</p>
        <p>
          <figure xml:id="Gov03_02Rail039a">
            <graphic url="Gov03_02Rail039a.jpg" mimeType="image/jpeg" xml:id="Gov03_02Rail039a-g"/>
            <head><hi rend="c">An Efficient Suburban Unit</hi>.<lb/>
Interior view of the Edison electric storage battery rail-car on the Christchurch-Little River line.</head>
          </figure>
        </p>
        <p>The method of ticket checking on passenger trains differs somewhat from that in vogue in New Zealand. The barrier system is in general use and tickets are checked and collected at the stations.</p>
        <p>On many of the long-distance trains the doors of the compartments are locked and only opened at the terminal and refreshment stations.</p>
        <p>The Australian railways are faced, even to a greater degree than is the case in New Zealand, with the problem of motor competition. This comes under notice everywhere. Even on the long run between Sydney and Melbourne there is a large and increasing volume of motor passenger traffic. These services are specially designed to take in the best sight-seeing routes, and they appeal particularly to tourists. The loss of revenue to the railways through this and other causes is being severely felt, but despite this a good deal of reconstruction and extension work is proceeding throughout the various States.</p>
        <p>It is perhaps in respect of suburban traffic that the greatest disparity exists between the Australian railways and our own. When it is realised that the great cities of Australia contain approximately ten times the population of our own, the futility of making comparisons will be recognised. A visit to Sydney Central Station or Flinders Street Station, Melbourne, at the peak hours, will best convey an adequate idea of the magnitude of the traffic at these stations. Melbourne has provided for her needs by one of the finest electric train systems in the world, while Sydney has under way a comprehensive underground railway system which, when completed, will encircle the city and link up with the harbour bridge now in course of construction. A small section of the underground, from St. James's to the Central Station, is already in operation.</p>
        <p>Before closing these notes a word must be said of the courtesy and consideration shown by the staff to a visiting railway man. The friendly interest shown everywhere, and the advice and assistance so readily given by members of the various railway staffs, did much to enhance the pleasure of a memorable holiday.</p>
      </div>
      <pb xml:id="n40" n="40"/>
      <div xml:id="t1-body-d17" type="section">
        <head><hi rend="c">Safety First</hi><lb/><hi rend="c">Safety Suggestions</hi>.</head>
        <div xml:id="t1-body-d17-d1" type="section">
          <p><hi rend="sc">The</hi> following useful safety suggestions were issued recently by the National Safety First Association, London. They have a commonsense appeal, and will be read with interest by our Safety First readers:—</p>
        </div>
        <div xml:id="t1-body-d17-d2" type="section">
          <head>1. Notices.</head>
          <p>Always read and pay attention to any posters or notices displayed. They are put up for your guidance and safety.</p>
        </div>
        <div xml:id="t1-body-d17-d3" type="section">
          <head>2. Instruction.</head>
          <p>It is foolish to try to perform an unfamiliar job without instruction. Ask your foreman what to do and what not to do. Be a safe worker.</p>
        </div>
        <div xml:id="t1-body-d17-d4" type="section">
          <head>3. Attention.</head>
          <p>Never let your attention be distracted. Keep your eyes and mind on your job and thereby avoid injury.</p>
        </div>
        <div xml:id="t1-body-d17-d5" type="section">
          <head>4. Horseplay.</head>
          <p>Do not play practical jokes. They may be funny, but often produce serious consequences.</p>
        </div>
        <div xml:id="t1-body-d17-d6" type="section">
          <head>5. Clothing.</head>
          <p>See that you have no loose ends of clothing dangling. Keep you hair short or else wear a cap.</p>
        </div>
        <div xml:id="t1-body-d17-d7" type="section">
          <head>6. Tidiness.</head>
          <p>(a) Keep the floor round your workplace tidy. Do not leave things about for others to trip over.</p>
          <p>(b) See that all projecting nails are either turned down or driven out. A scratch from a nail is dangerous.</p>
        </div>
        <div xml:id="t1-body-d17-d8" type="section">
          <head>7. Falls of Tools or Materials.</head>
          <p>Keep all tools and materials safely on your bench or staging. Always look out for the man below.</p>
        </div>
        <div xml:id="t1-body-d17-d9" type="section">
          <head>8. Floor Openings.</head>
          <p>If you are in charge of any opening in the floor, such as a lift shaft or excavation, see that it is properly guarded at all times.</p>
        </div>
        <div xml:id="t1-body-d17-d10" type="section">
          <head>9. Piling Materials.</head>
          <p>Pile all materials in a safe manner. A careless stack may break a back.</p>
        </div>
        <div xml:id="t1-body-d17-d11" type="section">
          <head>10. Railway Tracks and Roads.</head>
          <p>(a) Look out while crossing main roads and danger spots in the works. Choose the safe way to travel.</p>
          <p>(b) Keep off railway tracks, wherever possible, and use great care in crossing same. Stop, look and listen!</p>
          <p>(c) Keep clear of openings between railway wagons. Go round the end and be safe.</p>
        </div>
        <div xml:id="t1-body-d17-d12" type="section">
          <head>11. Shunting.</head>
          <p>Don't ride on the buffers on railway wagons.</p>
        </div>
        <div xml:id="t1-body-d17-d13" type="section">
          <head>12. Machinery.</head>
          <p>(a) See that everybody and everything is clear before starting up a machine or moving heavy loads. Watch the other fellow.</p>
          <p>(b) Replace all guards before starting the machine. Guard off, danger on.</p>
          <p>(c) Always stop machinery before oiling, adjusting, inspecting or repairing it. A motionless machine is harmless.</p>
        </div>
        <div xml:id="t1-body-d17-d14" type="section">
          <head>13. Cranes and Lifts.</head>
          <p>(a) Don't stand or walk under loads being moved by cranes, or suspended in the air. Keep out from under.</p>
          <p>(b) Nobody but an authorised man should work a crane.</p>
        </div>
        <div xml:id="t1-body-d17-d15" type="section">
          <head>14. Pouring Metal.</head>
          <p>Molten metal explodes on touching the ground or a cold or damp surface. See that all moulds, ladles, bars, etc., are warm and dry before using them.</p>
        </div>
        <div xml:id="t1-body-d17-d16" type="section">
          <head>15 Electrical Plant.</head>
          <p>Never touch electrical equipment or wires unless you are working on them. Then make sure that you cannot get a shock. Consider all wires as live.</p>
        </div>
        <div xml:id="t1-body-d17-d17" type="section">
          <head>16. Fire Extinguishing.</head>
          <p>Remember that fire buckets and extinguishers are kept ready for use. Do not meddle or interfere with them unless an emergency arises. Learn their use and use them quickly when required.</p>
        </div>
        <div xml:id="t1-body-d17-d18" type="section">
          <head>17. Eye Protection.</head>
          <p>Always protect your eyes when using an emery wheel or doing rough turning or chipping. Wear your goggles.</p>
          <pb xml:id="n41" n="41"/>
          <p>
            <figure xml:id="Gov03_02RailP008a">
              <graphic url="Gov03_02RailP008a.jpg" mimeType="image/jpeg" xml:id="Gov03_02RailP008a-g"/>
              <head><hi rend="c">The New Workshops</hi><lb/><hi rend="c">Building Programme Approaching Completion</hi><lb/>
During the present year rapid progress has been made with the building and equipment of the new workshops in the four centres of the Dominion, and within a few months, it is confidently predicted, the buildings will be ready for occupation. Equipped with the latest machinery and labour-aiding appliances, having also ample space, ventilation, lighting, and heating arrangements, the new workshops will be models of their kind—adequate to deal with the whole of the Department's rolling stock requirements.<lb/>
<hi rend="c">The New Workshops At Otahuhu, Auckland</hi>.<lb/>
<hi rend="c">The Hutt Valley (Wellington) Workshops Nearing Completion</hi>.<lb/>
<hi rend="c">A Portion Of The Buildings For The New Workshops At Addington, Christchurch</hi>.</head>
            </figure>
          </p>
        </div>
      </div>
      <pb xml:id="n42" n="42"/>
      <div decls="#text-6-bibl" xml:id="t1-body-d18" type="section">
        <head>
          <title level="a">
            <name type="work" key="name-408926"><hi rend="c">Production Engineering</hi><lb/><hi rend="c">(Part</hi> XXI)<lb/> <hi rend="c">Workshops Re-Organisation—Progress to Date</hi>
</name>
          </title>
        </head>
        <byline>(By <name type="person" key="name-408055">E. T. <hi rend="c">Spidy</hi>
</name>, Superintendent of Workshops, N.Z.R.)</byline>
        <div xml:id="t1-body-d18-d1" type="section">
          <p><hi rend="sc">Within</hi> a few months the final stage of the three years’ building and re-organisation programme, intended to bring the railway workshops of this Dominion up to date, will be reachied. The final stage will be the actual transferring of the employees and the work to the new workshops.</p>
          <p>Photographs which accompany this article indicate graphically the forward state of the building operations. Up to the present, such matters as the designing, the contracting, the building, lay-outs, the purchase and inspection of machinery, the arrangements of reticulations for oil, air, water, power, and other services, as well as hundreds of other details connected with the general design, have been the work of executive officers and their technical staffs.</p>
          <p>
            <figure xml:id="Gov03_02Rail042a">
              <graphic url="Gov03_02Rail042a.jpg" mimeType="image/jpeg" xml:id="Gov03_02Rail042a-g"/>
              <head><hi rend="c">New Workshops Machinery</hi>.<lb/>
5′8 K.W. Premier Electric Welding Machine.</head>
            </figure>
          </p>
          <p>The final stage, however, largely affects the men employed.</p>
          <p>The greater conveniences for working in the workshops, the many amenities being provided that could not be introduced at the old shops, the aids to efficiency which improved machinery, and better lay-outs, space, and lighting will supply, are sure of hearty appreciation from all those engaged in the workshops; but the final stage will be a very trying one for those upon whom the re-adjustments of staffs will necessitate a transfer. It will be a trying time for the management also, because of the adjustments necessary with the new allocations, methods of working, and the detailed arrangements in connection with a hundred and one adaptations that will have to be made to suit the new conditions.</p>
          <p>My object in so stating the case in this preamble is to warn everyone concerned to “be ready,” and here I would like to express my admiration for the excellent work done by the workshops committees recently set up. These have been of great value to all concerned, for they have brought their practical knowledge of affairs to the assistance of both the men and the management, and thus assisted in the most amicable adjustment of individual cases.</p>
          <p>We are going to be “really busy.” Each shop is going to be “really busy” making the change-over, and at the same time maintaining the rolling stock up to standard. Everyone will need to “keep both feet to the ground” during this difficult period.</p>
          <p>Obviously the exact date of the transfers cannot be stated until certain items in the programme have been completed. Travelling cranes, for instance, are an essential item, and these are now being shipped from England. When they arrive—or some of them—we can, in the North Island, get right ahead. In the South Island certain new shops have to be occupied before some of the old ones can be pulled down, and other new ones built in their places. The programme there will, therefore, take longer to complete than in the North Island.</p>
          <p>The staff in each shop will have ample notice of impending transfer, and any men who happen
<pb xml:id="n43" n="43"/>
to sell their properties meanwhile will be transferred if it is at all possible to do so. Some forty men and their families have already been transferred in pursuance of this policy.</p>
          <p>As I have already indicated, this is the time for cool and deliberate thinking and <hi rend="b">acting</hi>. All the housing arrangements are going ahead smoothly. In addition to the work of the shop committees in this connection, there has been splendid co-operation with the Minister of Railways, the Head Office Housing Committee, the Architectural, Accountants, Land and Legal, and State Advances Departments. These have all come into the picture, and are working together to carry out this job smoothly. It is all progressing favourably—everything is O.K.</p>
          <p>There is still a range of difficulties ahead of us, and we have to surmount them. Whether we make a hard job of it by taking the roughest road, or whether we make a light job of it by using our heads to discover the easiest course—depends upon the attitude towards cooperation taken up by each individual. A job like this is just as hard as you make it.</p>
          <p>
            <figure xml:id="Gov03_02Rail043a">
              <graphic url="Gov03_02Rail043a.jpg" mimeType="image/jpeg" xml:id="Gov03_02Rail043a-g"/>
              <head><hi rend="c">Soon To Be Ready For Active Operations</hi>.<lb/><hi rend="c">The Photograph Shews The Forward State Of The New Railway Workshops At Hillside, Dunedin</hi>.</head>
            </figure>
          </p>
        </div>
        <div xml:id="t1-body-d18-d2" type="section">
          <head><hi rend="c">“Off Agin, On Agin, Gone Agin</hi>.”</head>
          <p>The fame which brevity brought to Finnigan through his well-known report upon a shunting mishap has usually been left unshared. It is therefore well worth remembering that it was the railway poem written for “Life” by S. W. Galliland that placed Finnigan definitely “on record.”</p>
          <p>There are many verses to the poem, dealing with the troubles that Ganger Finnigan had with the Inspector of Permanent Way—Flannigan.</p>
          <p>The latter insisted that Finnigan make his reports short and snappy, free from superfluous verbiage, and simple to read and understand. After many efforts Finnigan in reporting a derailment finally complied with the requirements, as related in the last verse of the poem:</p>
          <lg type="verse">
            <l>He wuz shantyin’ thin, wuz Finnigin,</l>
            <l>As miny a railroader's been agin,</l>
            <l>An' the shmoky ol' lamp wuz burnin' bright</l>
            <l>In Finnigin's shanty all that night….</l>
            <l>Bilin’ down his repoort, wuz Finnigin!</l>
            <l>An' he writed like this: “Musther Flannigin:</l>
            <l>Off agin. On agin.</l>
            <l>Gone agin.—Finnigin.”</l>
          </lg>
        </div>
      </div>
      <pb xml:id="n44" n="44"/>
      <div decls="#text-7-bibl" xml:id="t1-body-d19" type="section">
        <head>
          <title level="a">
            <name type="work" key="name-408927">Co-operation and Goodwill</name>
          </title>
        </head>
        <byline>(By <name type="person" key="name-408538"><hi rend="c">Sydney</hi> G. <hi rend="c">Pearce</hi>
</name>, Holder-up, East Town Railway Workshops)</byline>
        <div xml:id="t1-body-d19-d1" type="section">
          <p><hi rend="sc">Industrial</hi> America has taught us that “Co-operation” and “Goodwill” are something more than mere platitudes. We are apt to use these terms with a somewhat hazy idea as to their real meaning in industry. I understand the terms to mean, briefly, the acting and working together of the two great sections concerned in industry—the employers and the employees—and all the factors which serve to maintain a harmonious association of these interests for the common good. The old antagonisms are dying in the world of industry, and there grows an increasing disposition to order our industrial relations along co-operative lines.</p>
          <p>A passage taken from the Trade Union Mission report on American industry will serve to emphasise this point:—</p>
          <p>Far more significant is the determination to drop the attitude of enmity and aloofness that has hitherto been maintained in relations with management and to offer, in its place, active and practical co-operation. If they are to undertake to persuade their members to put forward their utmost efforts, they must, in return, be enabled to ensure for them a full share of the extra wealth created by the extra effort.</p>
          <p>The American captain of industry agrees entirely and absolutely with the foregoing; and more than that, he puts into actual practice what he agrees with, reasoning that co-operation needs a favourable environment before real fellowship can operate.</p>
          <p>It is held in some quarters that fundamental modifications in the control of an industry are necessary before real co-operation can operate. This is the view of Professor Ramsay Muir, in his book, “America the Golden.” Great and far reaching changes have been made in the control of industry, not altogether because either side wanted it, but because it was found to be a payable proposition.</p>
          <p>This brings me to the question of co-operation and goodwill in our own industry—the Railways. We have the authority of the Professor of Political Economy at Cambridge University, that, other conditions being equal, the efficiency of a Government enterprise is likely to become just about as great as the efficiency of a private business of the same size.</p>
          <p>We in New Zealand must, if we are really sincere, drop the old order of following precedent. I believe the men in the service will respond to the right treatment—that they are willing to co-operate just as employees have done in America, but require concrete evidence from the management that their co-operation is needed for the success of the railway business. We do not believe we should take from the industry that which obviously the concern cannot afford to pay, but rather that we should be given every chance, every facility to assist in putting the industry into such a state of efficiency that it could afford to pay higher wages than obtain to-day. This, I take it, is the very keystone of practical co-operation.</p>
          <p>
            <figure xml:id="Gov03_02Rail044a">
              <graphic url="Gov03_02Rail044a.jpg" mimeType="image/jpeg" xml:id="Gov03_02Rail044a-g"/>
              <head><hi rend="c">East Town Railway Ambulance Division</hi>.<lb/>
Winners of the Gaze Cup.<lb/>
Left to right: Messrs. McDiamond, Savage, Gilbertson and Ballantyne.</head>
            </figure>
          </p>
          <p>Lord Haldane in his evidence before the Royal Commission on the coal mining industry, gave particulars of a successful experiment where young men chosen for their youth and capacity were put through a special course of intensive training in subjects far apart from their ordinary jobs. They were able, in consequence (and in the face of the tremendous difficulties of a great war) to undertake and carry out satisfactorily the business organisation and transport of immense quantities of munitions and food to the firing line in France. It was a bold experiment, without precedent in Britain, and it worked.</p>
          <pb xml:id="n45" n="45"/>
          <p>Co-operation and goodwill can, by their practical application to our own industry, make the way easy for experiments here. We have the intelligence. All that is needed is opportunity to express it in constructive work. The educational facilities provided by the Department are, of course, a step which, given encouragement and support, may yet grow and develop into a powerful agency for real good.</p>
          <p>How can we replace indifference with a generous enthusiasm for service? After all, that is the real question. It seems to me that we have first of all to create the psychology of enthusiasm fostered and nourished by a true understanding of the principles upon which co-operation rests. Unless this understanding can be developed, co-operation and goodwill will have no practical utility.</p>
          <p>Our task, then, is not to discover some wonderful new method of “running industry” that will set free the latent powers of men, but simply to apply common sense methods to the problems of our own day.</p>
          <p>
            <figure xml:id="Gov03_02Rail045a">
              <graphic url="Gov03_02Rail045a.jpg" mimeType="image/jpeg" xml:id="Gov03_02Rail045a-g"/>
              <head><hi rend="c">A Picturesque Scene In The Heart Of The Southern Alps</hi>.<lb/><hi rend="i">(Photo, A. Bathgate, Arthur's Pass)</hi><lb/><hi rend="c">Foot Bridge, Bealey Gorge (Mt. Rolleston Track), Arthur'S Pass, Midland Line, South Island</hi>.</head>
            </figure>
          </p>
        </div>
        <div xml:id="t1-body-d19-d2" type="section">
          <head><hi rend="c">The Goods Express Train In The South Island</hi>.</head>
          <p>In its issue of 12th April the “Otago Daily Times” prints the following appreciative letter from a correspondent in reference to the despatch of furniture by the goods express in the South Island:—</p>
          <p>Sir,—I wish to congratulate, or add a word of praise to the Railways Department upon running a goods express train from Invercargill to Christchurch. Being in the south last week, I had occasion to pack a quantity of furniture for transit to Temuka (177 miles). It was placed in the goods shed on Saturday at 3.30 p.m. and on my arrival at Temuka on Monday I was more than pleased to find the packages had arrived before me. A smart bit of business on the railways’ part! Formerly, it would have taken four or five days, or even longer. This express goods train should be well patronised by business people and others.—I am, etc.,</p>
          <p>J. <hi rend="c">Brenner</hi>.</p>
          <pb xml:id="n46" n="46"/>
          <p>
            <figure xml:id="Gov03_02Rail046a">
              <graphic url="Gov03_02Rail046a.jpg" mimeType="image/jpeg" xml:id="Gov03_02Rail046a-g"/>
            </figure>
          </p>
        </div>
      </div>
      <pb xml:id="n47" n="47"/>
      <div xml:id="t1-body-d20" type="section">
        <head>
          <hi rend="c">Wit And Humour</hi>
        </head>
        <div xml:id="t1-body-d20-d1" type="section">
          <p>
            <hi rend="c">Joke</hi>
          </p>
        </div>
        <div xml:id="t1-body-d20-d2" type="section">
          <head>Was it Strategy?</head>
          <p>“Strategy,” declared Murphy, up for examination, “is when you don't let the enemy discover that you are out of ammunition, but keep on firing.”</p>
          <p>* * *</p>
        </div>
        <div xml:id="t1-body-d20-d3" type="section">
          <head>Critical Youth,</head>
          <p>“The story I heard about Miss B-i-n-k-s and the m-a-j-o-r is even more s-c-a-n-d-a-l-l-o-u-s,” said her husband, who spelled the words to keep little Johnny from understanding the gossip.</p>
          <p>“There's only one “I” in scandalous,” replied Johnny nonchantly.</p>
          <p>* * *</p>
        </div>
        <div xml:id="t1-body-d20-d4" type="section">
          <head>A Pacific Warrior.</head>
          <p>“So you want to join the army — for how long?”</p>
          <p>“Duration.”</p>
          <p>“But there ain't any war on.”</p>
          <p>“I know—I mean duration of peace.”</p>
          <p>
            <figure xml:id="Gov03_02Rail047a">
              <graphic url="Gov03_02Rail047a.jpg" mimeType="image/jpeg" xml:id="Gov03_02Rail047a-g"/>
              <head><hi rend="c">Judge</hi>: “You say the prisoner stole the horse from the paddock. Can you prove it?“<lb/>
<hi rend="c">Witness</hi>: “Sure, yer honour, I held the moke while he mended the fence.”</head>
            </figure>
          </p>
          <p>* * *</p>
        </div>
        <div xml:id="t1-body-d20-d5" type="section">
          <head>Some Kings.</head>
          <p>The class composition was on “Kings,” and this is what one boy wrote:</p>
          <p>“The most powerful king on earth is Working; the laziest, Shir-king; one of the worst kings is Smo-king; the wittiest, Jo-king; the quietest, Thin-king; the thirstiest, Drin-king; the slyest, Win-king; and the noisiest, Talking.”</p>
          <p>* * *</p>
        </div>
        <div xml:id="t1-body-d20-d6" type="section">
          <head>Retribution.</head>
          <p>Robinson: “I met my wife in a very funny way—I ran over her in my car and later maried her.”</p>
          <p>Brown: “If everybody had to do that there wouldn't be so much reckless driving.”</p>
        </div>
        <div xml:id="t1-body-d20-d7" type="section">
          <head>Love Alone.</head>
          <p>“Have you ever loved before?”</p>
          <p>“No, John; I have often admired men for their strength, courage, good looks, or intelligence, but with you, it is all love, nothing else.”</p>
          <p>* * *</p>
        </div>
        <div xml:id="t1-body-d20-d8" type="section">
          <head>Nero and Zero.</head>
          <p>“Who was this ‘ere Nero, Bill?” asked a coster of his friend as they gazed into the picture shop. “Wasn't ‘e a chap that was always cold?”</p>
          <p>“No, that was Zero,” was the answer. “Another bloke altogether.”</p>
          <p>* * *</p>
        </div>
        <div xml:id="t1-body-d20-d9" type="section">
          <head>Expert Knowledge Must be Paid For.</head>
          <p>Magistrate: “This man's watch was fastened in his pocket by a safety-pin. How did you manage to get it?”</p>
          <p>Prisoner: “Well, judge, I usually get two guineas fer six lessons.”</p>
          <p>* * *</p>
        </div>
        <div xml:id="t1-body-d20-d10" type="section">
          <head>Hereditary.</head>
          <p>“Late for reveille again I see, O'Malley,” snorted the irate captain. “How do you account for this persistent tardiness?”</p>
          <p>“'Tis inherited, sir,” answered Private O'Malley. “Me father was the late Michael O'Malley.”</p>
          <p>* * *</p>
        </div>
        <div xml:id="t1-body-d20-d11" type="section">
          <head>The Important Question.</head>
          <p>A man went into Cohen's book store and asked: “Have you a copy of ‘Who's Who and What's What,’ by Jerome K. Jerome?”</p>
          <p>Cohen replied: “No, sir, but I've got ‘Who's He and Vat's He Got.“'</p>
          <p>* * *</p>
          <p>“How may you avoid hitting your finger when driving a nail?”</p>
          <p>“Hold the hammer with both hands.”</p>
        </div>
      </div>
      <pb xml:id="n48" n="48"/>
      <div xml:id="t1-body-d21" type="section">
        <head>Steam Locomotive Holds Its Own</head>
        <div xml:id="t1-body-d21-d1" type="section">
          <p><hi rend="sc">Sir</hi> Henry Thornton, president of the Canadian National Railways, recently spoke as follows:—</p>
          <p>Those who represent the mechanical division of the American Railway Association have been engaged for many years in improving that fine, old servant of the North American railway system known as the steam locomotive. Every few years somebody collects a sheaf of flowers and brings them to what is thought to be the funeral of the steam locomotive, but somehow or other it continues doing business at the same old stand in the same old way, and apparently with improved efficiency. It is a matter of congratulation to the mechanical genius of the railway industry that the locomotive has been developed as it is to-day, and that it is so efficiently playing its part as an instrument of propulsion in every land.</p>
          <p>
            <figure xml:id="Gov03_02Rail048a">
              <graphic url="Gov03_02Rail048a.jpg" mimeType="image/jpeg" xml:id="Gov03_02Rail048a-g"/>
              <head><hi rend="c">North Island East Coast Railway</hi>.<lb/>
Commencement of work at Te Puna, July, 1920.</head>
            </figure>
          </p>
          <p>In the early ‘90's the United States was just springing into its industrial destiny. Great combinations were forming in the steel trade and other industries. Business was forging ahead by leaps and bounds, and that meant that a tremendous traffic burden was placed upon the transportation systems, and unless those transportation systems had succeeded in rising to the emergency the progress of the United States industrially would have been seriously retarded.</p>
          <p>What part did the mechanical experts of the railway industry play in making possible that continued development? I say, without fear of contradiction, that it was the introduction at that critical period of heavier and constantly heavier vehicles of greater capacity which permitted the United States to develop as rapidly as it did develop.</p>
          <p>The railway industry is confronted by two conditions which work to reduce net earnings—constantly decreasing freight rates, and constantly increasing wages. True, the civil engineer in improved track and permanent way has played his part, but I venture the assertion that the great economy in railway operation which has permitted railway companies in the United States to meet the burden of lowering rates and increased wages has been the genius, vision and courage of the mechanical engineers.</p>
        </div>
        <div xml:id="t1-body-d21-d2" type="section">
          <head>Tribute to Mechanical Department.</head>
          <p>In looking over the last thirty years or so of the railway industry in the United States, the mechanical division may congratulate itself upon having largely contributed to the achievement of two objectives; first, the railway companies have handled a constantly increasing traffic successfully and to the satisfaction of the shipping public; and, secondly, economy of transportation as a result of mechanical progress has permitted the railway companies to maintain solvency. No finer contribution could be made to any industry than those two objectives which you gentlemen of mechanical science have accomplished in so short a period.</p>
          <p>I think sometimes what you have done is insufficiently known, and it is a pleasure to take advantage of this opportunity to pay a well-merited and well-deserved tribute to the mechanical engineers of the railways.</p>
          <p>However important mechanical progress may be, however important improved transportation methods may become; however important any activity of any of the railway departments may be, the whole thing, and all of the efforts of any department is subordinate to one single fundamental fact, which is the genesis of the railway business, and that is getting the traffic.</p>
          <p>A well-handled train, a skilful engineman, a polite conductor, a good dining car service, all of these things contribute to getting traffic, and I claim that every officer and every employee of a railway can contribute something in the course of the year either directly or indirectly to attract traffic to the railway.</p>
          <p>Your function as mechanical engineers is to provide a constantly improving power, to maintain your power and equipment in a serviceable condition with minimum cost, but back of all that is getting the business.</p>
          <pb xml:id="n49" n="49"/>
          <p>
            <figure xml:id="Gov03_02RailP009a">
              <graphic url="Gov03_02RailP009a.jpg" mimeType="image/jpeg" xml:id="Gov03_02RailP009a-g"/>
              <head>”<hi rend="i">Her voice was soft, gentle and low …“—Shakespeare</hi>.<lb/>
<hi rend="i">(A. A. Eoult, Photo.)</hi>
<lb/>
Guide “Rangi,” one of the charming Maori guides at Rotorua.</head>
            </figure>
          </p>
        </div>
      </div>
      <pb xml:id="n50" n="50"/>
      <div xml:id="t1-body-d22" type="section">
        <head>
          <title level="a">
            <name type="work" key="name-408928">
              <hi rend="c">Notes Of The Month</hi>
            </name>
          </title>
        </head>
        <byline>By “<hi rend="c">Service</hi>.”</byline>
        <p><hi rend="sc">The</hi> change in management of our Railways from Board to General Manager control will help to make the relations of the service more human. That is surely a good thing. We will at least know whom to praise or blame for the management of things. A Board is too much of an abstraction to engender human feelings. Yet without these the service must be lifeless. And an anaemic service is of no use in these full-blooded days.</p>
        <p>The call is for co-operation, support for the policy and decisions of a personal leader, and a fine response may be expected throughout the ranks of the service.</p>
        <p>* * *</p>
        <p>There is remarkable interest taken in all parts of the country regarding the new workshops at Otahuhu, Hutt, Addington, and Hillside since their steel frames have gone up against the skyline, and their extensiveness has been demonstrated by ocular proof. Mr. Spidy, the Superintendent of Workshops, has been the moving force behind this vast reorganisation and building programme. In the few years he has been with us he has risen rapidly because of his capacity for getting on with the job. Although in the early days of his career, in New Zealand he had to contend against a certain amount of conservative opposition, Mr. Spidy has won over practically the whole workshops staff to his way of thinking and his way of dealing with the work in hand. If the final results of the workshops re-organisation results in the predicted gain of £115,000 per annum compared with the old workshops’ figures, the Dominion will be able to regard Mr. Spidy's coming as an unmixed blessing.</p>
        <p>* * *</p>
        <p>There has been lately a closer association between the Railway and Tourist Departments in the work of attracting and holding tourist traffic. This has been particularly evident in the matter of the Government Overseas Publicity Board's recently inaugurated publicity drive in Australia.</p>
        <p>Following the visit of Mr. H. J. Manson, the New Zealand Trade Commissioner for Australia, two members of the Tourist Department's staff were detailed to take the road in New South Wales and Melbourne with a view to establishing personal contact with intending New Zealand visitors. One of these. Mr. R. M. Firth, called here prior to his departure from New Zealand, and discussed various ways in which he hoped to gain the attention of Australians to the wonderfully varied scenic field which New Zealand has to offer. He is fully imbued with the idea of putting passengers on the trains, being convinced of the greater comfort and convenience of this method of travel for reaching the principal tourist centres of New Zealand. Word is now to hand that these officers have been cordially welcomed by the Tourist Bureaux and Railway Departments of the Australian States. Their work will be further aided when Mr. A. H. Messenger, N.Z. Government Publicity Officer, arrives there in a week or two to put the general publicity campaign into full operation.</p>
        <p>* * *</p>
        <p>“Farmers’ Excursions” are now the order of the day. The bumper train which filled the heart of Mr. Pawson, Railway Commercial Agent for Canterbury, when 750 were conveyed to Invercargill last month, may not be equalled by any of the other excursions now preparing; but with the staff spreading the news of these outings in the districts concerned, and Farmers Unions, Dairy Factories, and Chambers of Commerce taking an interest in this new development, it seems likely that large numbers will be conveyed to Hamilton from the Northland and from Taranaki for the Hamilton Winter Show, whilst the train from Westland to the Dunedin. Show seems assured of substantial patronage. Such trips as these certainly help to foster the “Go by rail” idea.</p>
        <p>* * *</p>
        <p>The Auckland Advertising Club's annual exhibition promises this year to be a particularly striking one. Both the Town Hall and Concert Chamber at Auckland are required to house the exhibits, and advertisers are vying with each other to make their showing exceptionally attractive. The Railways will be well represented. A principal feature of the Government Overseas Publicity Board's display will be the section of De Luxe sleeper, occupied by gaily arrayed wax figures facing the windows through which may be seen the moving panorama of landscape scenery, with roads and road traffic, the latter getting into the kinds of trouble that usually await it wherever it runs in competition with the railway. Arrangements are in hand also for a plentiful distribution of literature to
<pb xml:id="n51" n="51"/>
those who wish to send N.Z. descriptive matter to their friends overseas.</p>
        <p>The exhibit in general will display to New Zealanders the work and functions of this active Board, which comprises representatives of the Railways, Tourist, Industries and Commerce, and Government Publicity Departments.</p>
        <p>* * *</p>
        <p>Another interesting feature of the Exhibition will be the stall prepared by the Railway Advertising Branch. It is generally conceded that the arts staff of the N.Z.R. produce poster work of an exceptionally high grade, and when they set out to show what they can do, something decidedly interesting, attractive, striking and artistic may be expected.</p>
        <p>Mr. Stanley Davis, head of the studio, has been described as the best commercial artist in New Zealand, and the popularity of his work with advertisers supplies ground for this judgment.</p>
        <p>[In our next issue we hope to reproduce photographs of the Railway exhibits at the Auckland Exhibition.—Ed.]</p>
        <p>
          <figure xml:id="Gov03_02Rail051a">
            <graphic url="Gov03_02Rail051a.jpg" mimeType="image/jpeg" xml:id="Gov03_02Rail051a-g"/>
            <head>”<hi rend="c">Round New Zealand By Rail</hi>”<lb/>
<hi rend="c">A Recent Combined Display, At Hamilton, By The Railway And Publicity Departments</hi>.</head>
          </figure>
        </p>
        <p>Solomon said there was nothing new under the sun.</p>
        <p>He probably heard that one from his grandmother.</p>
        <p>But there are new ways to show old stuff.</p>
        <p>That's our job.</p>
        <p>So although getting out this Magazine is no picnic—</p>
        <lg type="verse">
          <l>It's not monotonous.</l>
          <l>We can't please everybody.</l>
          <l>But we do please most!</l>
          <l>Criticism is what we live on—</l>
          <l>And there's no food shortage.</l>
        </lg>
        <p>When we print jokes, some say “How silly!”</p>
        <p>When we don't, they say “Why don't you?”</p>
        <p>If we don't print contributions we're hard to please.</p>
        <p>If we do print them, they're dull!</p>
        <p>If we publish original matter, it doesn't look it.</p>
        <p>If we reprint, we've lost our dash!</p>
        <p>We may be accused of borrowing this.</p>
        <p>What do we care! We did—from a borrower.</p>
        <p>But only the poorer parts, and those needed top-dressing.</p>
      </div>
      <pb xml:id="n52" n="52"/>
      <div decls="#text-8-bibl" xml:id="t1-body-d23" type="section">
        <head>
          <title level="a"><name type="work" key="name-408929"><hi rend="c">Tools Of Steel</hi><lb/> Part VIII</name>.</title>
        </head>
        <byline>
          <hi rend="b">(By <name type="person" key="name-408437">H. E. <hi rend="c">Childs</hi>
</name>, Workshops Machinery Inspector, N.Z.R.)</hi>
        </byline>
        <div xml:id="t1-body-d23-d1" type="section">
          <p>“Our existence as a nation depends upon our manufacturing capacity and production.“—<hi rend="i">Joseph Chamber'ain</hi>.</p>
        </div>
        <div xml:id="t1-body-d23-d2" type="section">
          <head>What is a Turret Lathe?</head>
          <p><hi rend="sc">The</hi> turret lathe is an improved engine lathe fitted with a compact set of tools capable of doing either bar or chuck work without the necessity for constantly changing the tools and fixtures.</p>
          <p>The labour-saving devices of the turret lathe are legion, and the more this machine tool is used in competition with its predecessor, the engine lathe, the more conspicuous does this fact become. It is incorrect to regard this machine as a unit for repetition work solely. Its universal adoption by the most progressive manufacturers whose production shops have to cater for new work, and repair work in small batches, demonstrates the wide range of its utility.</p>
          <p>
            <figure xml:id="Gov03_02Rail052a">
              <graphic url="Gov03_02Rail052a.jpg" mimeType="image/jpeg" xml:id="Gov03_02Rail052a-g"/>
              <head>(<hi rend="i">Photo W. W. Stuwart</hi>)<lb/>
Welding a flange on a locomotive wheel at Newmarket shops.</head>
            </figure>
          </p>
        </div>
        <div xml:id="t1-body-d23-d3" type="section">
          <head>A Glimpse into History.</head>
          <p>The efficiency of the turret lathe did not add to its popularity with tradesmen of the old school. When first introduced to the engineering fraternity its reception was not too cordial. From a distinct labour point of view, this was a blunder which can be best appreciated by those who have moved with the times.</p>
          <p>It would be interesting to know what Henry Maudslay would say if he could make a tour of our new railway workshops when the work therein is in full swing, and see some of the latest bar and combination lathes in operation. Henry Maudslay, just over 125 years ago, invented the first slide rest lathe with an improvised screw-cutting attachment, which to-day can be seen in the South Kensington Museum, London. His first plain slide rest lathe is now the property of the British Machine Tool Trades’ Association, and it was exhibited by that Association at the 1924 Machine Tool Exhibition.</p>
          <p>The lathe of Henry Maudslay was made before the dawn of the planing machine. The present-day fitter sometimes pictures to himself that old-time craftsman toiling with his chisel and hammer, file, callipers, and wooden rule—with occasional reference to an old shilling that was used as a sort of step gauge.</p>
          <p>Maudslay had very little schooling. He commenced work in the Woolwich Arsenal at the age of twelve, in the year 1769. He was a born craftsman, however, and with his skilll and dexterity he combined an intuitive power of mechanical analysis and a fine sense of proportion. At the age of nineteen he was a workshop foreman, and at twenty-six a workshop manager — drawing the handsome salary of 30/- per week.</p>
          <p>Evidently not too satisfied with a big position and a small salary, Maudslay started in business for himself, founding the world-famed firm of Maudslay, Son and Fields. This firm subsequently produced some of Great Britain's finest engineers, including Sir Joseph Whitworth, who served the first years of his apprenticeship under this grand old champion.</p>
        </div>
        <div xml:id="t1-body-d23-d4" type="section">
          <head>Speeds and Feeds.</head>
          <p>The old-time engineers did not concern themselves with speeds and feeds. They ran their machines at a steady gait, and what could not be done in twelve hours was done in twenty-four.</p>
          <p>The origin of speeds and feeds can not be associated with any particular individual, nor can it be assigned to any definite date. Evolution is the only fair explanation—like Topsy,
<pb xml:id="n53" n="53"/>
they grew—and now, under modern conditions, they occupy an all-important place in the economics of machine shop practice.</p>
          <p>Speeds and feeds are determined by the tool endurance and by the length of time it takes to put a sharp tool in the place of a dull one. This does not require a technical table of data; it merely calls for honest attention, a clear head, and a reasonable knowledge of tool steels.</p>
          <p>The rapid advance in the use of high speed steel is continually pushing the possible results further forward. Ordinary open hearth steel can be turned at speeds ranging from 50 to 400 feet per minute according to the rate of feed, the cooling medium, and the quality of surface required. A shaft 3 7/8in. diameter (measuring approximately one foot in circumference) and run at 200 revolutions per minute would give a cutting speed of 200 feet per minute. On a shaft of only half that diameter (running at twice that number of revolutions) it would give the same cutting speed in feed per minute.</p>
          <p>To enable turret lathe operators to quickly determine the most suitable speeds and feeds, charts are provided by the makers of these machines.</p>
          <p>Speeds and feeds are inter-related, and a high cutting speed invariably implies a fine, or slow feed, or vice versa. A lathe cutting at 300 feet per minute with a feed of 100 would not, as might be supposed, be removing more metal in the same time than would another lathe cutting at 160 feet per minute with a feed of 50.
<figure xml:id="Gov03_02Rail053a"><graphic url="Gov03_02Rail053a.jpg" mimeType="image/jpeg" xml:id="Gov03_02Rail053a-g"/><head>(<hi rend="i">Photo W. W. Stewart</hi>)<lb/>
Outward bound from Auckland. The Rotorua express crossing the Parnell Bridge.</head></figure>
It is for this reason that machine charts relating to speeds and feeds should, whenever possible, be referred to. Manufacturers have made a long study of this phase of production and have blended feeds and speeds to suit both machine and job, with the object of removing the greatest possible weight of metal per minute.</p>
          <p>A third factor has also to be taken into consideration, viz., depth of cut. This is a matter of importance that is, to a very great extent, left to the operator, who must determine it, subject to working conditions, etc.</p>
          <p>The feed of a lathe compares exactly with the pitch of a thread. A 20 feed would cut a ¼in. Whitworth thread of 20 to the inch. It is for this reason that a broad-nosed tool is used on a coarse feed, otherwise a thread would be in evidence where a smooth surface is required.</p>
          <p>If a perfectly straight turning could be taken off by a turret lathe running at a peripheral speed of 200 feet per minute with a 60 feed, and a cut 3/8in. deep, for every minute of work a shaving or chip 200 feet long, 1/60in. thick, and 3/8in wide, would be the net result. Owing to the stresses and strains set up during the cutting process, distortion takes place and shavings and chips vary in length, form and thickness in spite of a constant speed and feed. It will also generally be found that the thickness of a chip removed on a turret lathe is, owing to distortion, twice as thick as the feed used for its removal.</p>
          <p>(To be continued.)</p>
        </div>
      </div>
      <pb xml:id="n54" n="54"/>
      <div xml:id="t1-body-d24" type="section">
        <head><hi rend="c">Too Fast For Uncle Sam</hi>!</head>
        <p><hi rend="sc">The</hi> return to England of the two typical British railwaymen, Driver William Young and Fireman George Pearce, who startled the Americans by their speed driving of the locomotive King George V., was the occasion of a warm-hearted welcome.</p>
        <p>According to a recent exchange, Driver Young, who looked very youthful, despite his grey hairs, was full of admiration for America. “It is a wonderful country,” he said, “though I am glad enough to be back in England. We were given a great time by the Americans, who must be the most hospitable people in the world. They had something different for us to do or see every five minutes of the day.</p>
        <p>“My proudest moment was when Henry Ford came up on the engine during the exhibition at Baltimore. If I had not known it was Mr. Ford I should have realised at once that it was some extraordinary man. He has a keen, alert face, and though he is an old man he would beat most of the youngsters. I did not have to tell him the points of the engine. He grasped them all at once, and discussed them in a scientific way. He said to me: ‘This must be as near perfection as anything in the way of rolling stock. I envy you your beautiful engines with their astounding speeds. We cannot touch them in America. I'm going to have a model made of King George V. for future reference.“’ Driver Young said Mr. Ford rode on the footplate for some miles. “I believe he would like to have driven the engine himself.</p>
        <p>“In the trial we were given pride of place, and when I got accustomed to the track I let her go a bit. We exceeded seventy-five miles an hour,
<figure xml:id="Gov03_02Rail054a"><graphic url="Gov03_02Rail054a.jpg" mimeType="image/jpeg" xml:id="Gov03_02Rail054a-g"/><head>The “King George V.” 4–6.0 four-cylinder locomotive which was responsible for the great speed performance referred to above. The locomotive was taken to America for exhibition in connection with the celebration of the centenary of the Baltimore and Ohio Railway.</head></figure>
and then were told to reduce the speed to sixty-five. Of course, I could have gone at a greater speed, but for all their hustle the Americans don't seem to like too much pace from their trains. I think the American railways excellent for the type of work they have to do, but they cannot make big speeds, and there is a good deal of jolting, due to many level-crossings instead of bridges and the automatic system of coupling.</p>
        <p>“We had twenty-four hours’ journey on the Pennsylvania road, and I can tell you we were very pleased when it was over. The seating was comfortable enough, but there was too much jolting for restfulness. I don't think their railways compare with ours.</p>
        <p>Fireman Pearce, whose home is at Notting Hill, London, has not recovered from his amazement at the amount of coal burnt on the American engines. “On one engine,” he said, “they used 32 tons in 87 miles. They were going over a mountain road, of course, but it seemed to me to be a tremendous quantity.</p>
        <p>“Railwaymen in America earn larger wages than we do in England, but the standard of living is higher. Often they have to work a stretch of sixteen hours over a long journey, and then they may stand off without pay for two or three weeks. This does not apply to all grades, but it is true of the long-distance class of drivers and firemen.</p>
        <p>“Everywhere people made a great fuss of us, and the astonishing American Press plastered our names all over their pages for no apparent reason at all.”</p>
      </div>
      <pb xml:id="n55" n="55"/>
      <div xml:id="t1-body-d25" type="section">
        <head>
          <hi rend="c">By Those Who Like Us</hi>
        </head>
        <p>From J. Mill and Co., D. C. Turnbull and Co., Shaw, Savill and A. Co., Union S.S. Co., and N.Z. Shipping Co., Timaru, to the Station-master, Timaru:—</p>
        <p>As business firms directly interested with the shipping of the port, we would like to record our appreciation of the way in which your Department carried out its duties during the last week in spite of the acute congestion of shipping, which easily constituted a record for the port of Timaru.</p>
        <p>* * *</p>
        <p>From Abraham and Williams, Ltd., Taumarunui, to the Railway Board:—</p>
        <p>We wish to place on record our appreciation of the efficient manner in which the transport staff of the Railway Department at Taumarunui handled the despatch of sheep ex the Ewe Fair here on 8th February.</p>
        <p>In particular, we wish to mention Mr. Cording, from whom we have at all times received prompt and courteous attention to our requirements—especially in connection with our Ewe Fair.</p>
        <p>Of the yarding on the day of the Fair about 7,000 sheep were forwarded by rail (in 122 trucks) and all had been despatched by the night following the sale.</p>
        <p>Considering the rather inconvenient facilities existing here for trucking, we consider this is a very efficient piece of work on the part of your officers.</p>
        <p>* * *</p>
        <p>From H. L. Tapley and Company, Ltd., shipping agents, Dunedin, to the Goods Agent, Dunedin:—</p>
        <p>Now that the big rush of handling the wool shipments under our control is over, we desire to thank you for the manner in which you assisted us in the difficult task of arranging for 15,000 bales of wool to reach Port Chalmers ready for loading into vessels which we desired to load at Port Chalmers three or four days prior to “Prompt Day.” The assistance rendered by your Department in this respect is very much appreciated.</p>
        <p>From the Secretary and Treasurer, Springlands School Committee, to the Stationmaster, Blenheim:—</p>
        <p>I am directed by my committee to convey to you their sincere thanks and appreciation for the trouble you went to in connection with our annual picnic to Picton.</p>
        <p>Had it not been for the extra facilities arranged for by you the picnic could not have been the success it was.</p>
        <p>* * *</p>
        <p>From Latta Bros., sawmillers, Tahakopa, to the District Traffic Manager, Invercargill:—</p>
        <p>We desire to express our best thanks to Mr. White, Assistant Traffic Manager, Dunedin, for the assistance he recently gave us in connection with a two-ton rope which was urgently required at our mill. To allow us time to get it trucked he volunteered to delay the “Goods Special” and took the necessary steps to ensure the rope's reaching us the same day.</p>
        <p>We would like also to take this opportunity of thanking Guard Kilpatrick for the many favours he has shown us, and to say we regard the Railway Department as our friends.</p>
        <p>* * *</p>
        <p>From Levin and Co., Ltd., Masterton, to the Stationmaster, Masterton:—</p>
        <p>Now that the wool-selling season has closed, we take the opportunity of expressing our appreciation of your co-operation in the handling of wool from this station and of the courtesy at all times extended to us by yourself and members of your staff.</p>
        <p>We fully recognise the difficulties under which you are sometimes placed on account of the perishable traffic which must be dealt with at this time of the year, but we have always found that any reasonable request has been attended to with promptitude and despatch.</p>
        <p>We have never had a more satisfactory season in the matter of attention and transport, and we once again desire to thank you.</p>
      </div>
      <pb xml:id="n56" n="56"/>
      <div xml:id="t1-body-d26" type="section">
        <head><hi rend="i">Of Feminine Interest</hi>.</head>
        <div xml:id="t1-body-d26-d1" type="section">
          <head><hi rend="c">Fashion Notes</hi>.</head>
          <p>More feminine, daintier, and more beautiful than ever is this frock of flame coloured georgette, with the fashionable godet skirt and mammoth crinkled roses in crepe to match the gown.</p>
          <p>
            <figure xml:id="Gov03_02Rail056a">
              <graphic url="Gov03_02Rail056a.jpg" mimeType="image/jpeg" xml:id="Gov03_02Rail056a-g"/>
            </figure>
          </p>
          <p>* * *</p>
        </div>
        <div xml:id="t1-body-d26-d2" type="section">
          <head><hi rend="c">Household Hints</hi>.</head>
          <p>Stains in silk should be treated with a mixture of equal parts of lemon juice and turpentine. The mixture should be applied lightly with a swab of cotton wool.</p>
          <p>Coffee stains may be removed from delicate fabrics by sponging lightly with glycerine and then pressing.</p>
          <p>Ammonia is useful for cleaning silver and aluminium.</p>
          <p>Immediately after dish washing, while the hands are still a bit moist, drop a little lemon juice into the palms and rub it well over the hands to keep them soft and white.</p>
          <p>Add a teaspoon of baking soda to a cherry or rhubarb pie and it will not require so much sugar.</p>
          <p>* * *</p>
        </div>
        <div xml:id="t1-body-d26-d3" type="section">
          <head><hi rend="c">Beef Olives</hi>.</head>
          <p>1 ½ Pounds round steak.</p>
          <p>1–3rd Cup of rice.</p>
          <p>1 Tablespoon chopped parsley.</p>
          <p>Pinch sweet herbs.</p>
          <p>1 Onion.</p>
          <p>Salt and Pepper.</p>
          <p>3 Tablespoons of butter or fat.</p>
          <p>2 Tablespoons flour.</p>
          <p>1 Pint water.</p>
          <p>½ Cup stoned olives.</p>
          <p>Cut the steak, which should be very thin, into pieces about four inches square. Chop the trimmings and add to the rice, parsley, herbs, chopped onion and seasonings, to form a stuffing. Put a spoonful of the mixture on each slice of meat; roll meat and tie firmly. Heat the fat and cook the rolls in it until brown. Remove from the pan, add the flour, mix smooth, and add the water. Stir until it boils, replace the meat and cook very gently until tender. Add the olives, and cook five minutes. Remove the strings from the meat before serving.</p>
          <p>Time in cooking, 1 ½ hours.</p>
          <p>* * *</p>
        </div>
        <div xml:id="t1-body-d26-d4" type="section">
          <head><hi rend="c">A Charming New Felt Handbag</hi>.</head>
          <p>This bag is made of soft felt, criss-crossed on both sides with lines of fine running stitch in contrasting colour simulating quilting. It is decorated with one rich deeply tinted rose of felt, lightly caught on with stitchery in fine wool. The frame is bound with a deep shade of felt, and the handle (set on at the right side front and left side back) is made of plaited strips of felt in the same tone. The “lock” is a tab of felt whipped with wool and equipped with a stout buttonhole. A prettily-coloured button makes the fastener.</p>
          <p>
            <figure xml:id="Gov03_02Rail056b">
              <graphic url="Gov03_02Rail056b.jpg" mimeType="image/jpeg" xml:id="Gov03_02Rail056b-g"/>
            </figure>
          </p>
          <p>The applique sections should not be whipped down on the edges, but the outlinings of the mid-vein should suffice to hold the leaves, and the outlining of the petals should hold the rose in place.</p>
        </div>
      </div>
      <pb xml:id="n57" n="57"/>
      <div xml:id="t1-body-d27" type="section">
        <head>Railway Doings in Britain</head>
        <div xml:id="t1-body-d27-d1" type="section">
          <head>
            <hi rend="c">A Railway World Records</hi>
          </head>
          <p><hi rend="sc">The</hi> provision of a special locomotive tender fitted with a corridor attachment enabling drivers and firemen to be changed while the train is running has made it possible for the London and North-Eastern Railway to arrange that from May 1 the “Flying Scotsman” will run without a stop from London to Edinburgh, while a corresponding service will be provided in the reverse direction (says the London “Observer” of 15th April”). It is not generally realised that while this performance represents the longest regular daily non-stop run that has ever been attempted by any railway in the world—the distance is 392 miles—very few runs of anything like four hundred miles without a halt have ever been recorded, even in exceptional circumstances. Even in the case of the second “Race” to Scotland, although record timings were set up for the journey from London to Aberdeen, it was necessary to change engines three or four times en route.</p>
          <p>The corridor tender, of which ten are being built for the service, is one of the most ingenious things ever done in locomotive practice, and it is specially notable for its simplicity. A covered gangway traverses the whole of the right-hand side and has a metal door at the end. By opening the door it is possible to walk straight on to the footplate from any standard type of corridor vehicle, and in fact no special coaches are being built for the non-stop service. The driver and firemen will be relieved after the train has run about two hundred miles, which means that for half the journey they will be able to travel as passengers.</p>
        </div>
        <div xml:id="t1-body-d27-d2" type="section">
          <head><hi rend="c">British Railway Prosperity</hi>.</head>
          <p>The gradual return to prosperity in this country during 1927 is reflected in a preliminary statement dealing with the railways in Great Britain for last year, which was issued recently. The net receipts for the year totalled £49,400,000, compared with £43,747,276 for 1926, which included £11,782,305 drawn from the reserves to meet the losses caused by the coal dispute. The average rate of interest and dividend paid in 1926 was 3.63 per cent., with a deficiency of £890,583, while 4 per cent. was paid in 1927, with a favourable balance of £100,000. The ordinary tickets issued during the past two years were:—</p>
          <p>
            <table rows="6" cols="3">
              <row>
                <cell/>
                <cell>1926.</cell>
                <cell>1927.</cell>
              </row>
              <row>
                <cell>First Class</cell>
                <cell>18,169,209</cell>
                <cell>19,031,000</cell>
              </row>
              <row>
                <cell>Second Class</cell>
                <cell>2,433,805</cell>
                <cell>2,457,000</cell>
              </row>
              <row>
                <cell>Third Class</cell>
                <cell>788,220,514</cell>
                <cell>866,265,000</cell>
              </row>
              <row>
                <cell>Workmen's tickets</cell>
                <cell>260,160,693</cell>
                <cell>286,049,000</cell>
              </row>
              <row>
                <cell>Total</cell>
                <cell>1,068,984,221</cell>
                <cell>1,173,802,000</cell>
              </row>
            </table>
          </p>
          <p>The season tickets for the same periods were:—</p>
          <p>
            <table rows="5" cols="3">
              <row>
                <cell/>
                <cell>1926.</cell>
                <cell>1927.</cell>
              </row>
              <row>
                <cell>First Class</cell>
                <cell>105,459</cell>
                <cell>99,950</cell>
              </row>
              <row>
                <cell>Second Class</cell>
                <cell>45,357</cell>
                <cell>44,470</cell>
              </row>
              <row>
                <cell>Third Class</cell>
                <cell>637,343</cell>
                <cell>649,450</cell>
              </row>
              <row>
                <cell>Total</cell>
                <cell>788,159</cell>
                <cell>793,870</cell>
              </row>
            </table>
          </p>
          <p>The goods and mineral traffic carried during 1927 weighed 325,408,000 tons, against 215,597,027 tons in 1926, while the respective totals of live stock carried were 19,432,000 and 18,157,952.</p>
          <p>
            <figure xml:id="Gov03_02Rail057a">
              <graphic url="Gov03_02Rail057a.jpg" mimeType="image/jpeg" xml:id="Gov03_02Rail057a-g"/>
            </figure>
            <figure xml:id="Gov03_02Rail057b">
              <graphic url="Gov03_02Rail057b.jpg" mimeType="image/jpeg" xml:id="Gov03_02Rail057b-g"/>
            </figure>
          </p>
        </div>
      </div>
      <pb xml:id="n58" n="58"/>
      <div xml:id="t1-body-d28" type="section">
        <head>
          <title level="a">
            <name type="work" key="name-408930">The Opening of the Roxburgh Line</name>
          </title>
        </head>
        <byline>
          <hi rend="b">By “<name type="person">J.A.J</name>.”</hi>
        </byline>
        <div xml:id="t1-body-d28-d1" type="section">
          <p><hi rend="sc">April</hi> 19th, 1928, the date of the official opening of the railway to Roxburgh, Central Otago, was a red-letter day in the history of the town. The weather conditions were ideal for the occasion, and the various functions in connection with the opening were an unqualified success. The railway buildings and approaches were tastefully decorated with bunting, greenery and banners of welcome, and presented a festive appearance to the crowds that commenced to arrive as early as 9 a.m.</p>
          <p>A fancy dress procession, organised by the local residents (and headed by the Roxburgh Band) was loudly applauded by the large gathering assembled in the vicinity of the station.</p>
          <p>
            <figure xml:id="Gov03_02Rail058a">
              <graphic url="Gov03_02Rail058a.jpg" mimeType="image/jpeg" xml:id="Gov03_02Rail058a-g"/>
              <head>Top: General view of station and yards at Roxburgh. Bottom: Assembling to hear the speeches.</head>
            </figure>
          </p>
          <p>Another interesting feature was a large poster (bearing the words “Support Your Railway”) displayed on a decorated lorry. This display was well received and served as a useful reminder to those who are wont to patronise competitive services. Prolonged cheering greeted the arrival of the special train (drawn by two engines) from Dunedin, conveying the Hon. Mr. Rolleston and a party of 500 happy excursionists. Mr. Rolleston having been officially welcomed by Mr. John Bennetts (President of the Roxburgh Railway League), the train was ordered to proceed slowly into the station—the leading engine, on its way cutting the ribbon held by the Mayoress (Mrs. Laloli) and Mrs. John Bennetts. The cutting of the ribbon was the sign that the line was open for traffic.</p>
          <p>The official party then adjourned to the gaily decorated platform, where speeches were delivered by the Hon. Mr. Rolleston, M.P., Hon. Sir Jas. Allan, M.L.C., R. L. Scott, M.L.C., Sir Geo. Fenwick, Mr. Jas. Horn, M.P., Mr. Douglas (Deputy-Mayor of Dunedin), Mr. Laloli (Mayor of Roxburgh), Mr. John Bennetts, and several others. An official luncheon was afterwards held at the Commercial Hotel, where many toasts were honoured. The picturesque station surroundings were taken full advantage of by young and old, who enjoyed themselves in picnic and games until the departure of the train.</p>
          <p>Before the train pulled out of the station a fitting farewell was given to those who had travelled far to make the day a memorable one.</p>
          <p>In the evening a social gathering was held in Roxburgh, at which Mr. John Bennetts was presented with a beautiful gold watch and chain in recognition of his great services to the district in connection with the extension of the railway from Lawrence to Roxburgh.</p>
          <p>The Railway Department was represented at the opening by Messrs. R. S. Kent, Divisional Superintendent, B. R. Sword, District Traffic Manager, and Messrs. D. Rodie, G. Wilson and G. Greig, of the Commercial Branch.</p>
        </div>
        <div xml:id="t1-body-d28-d2" type="section">
          <head><hi rend="c">What Are You Doing To Help</hi>?</head>
          <p>The coming of winter is making travelling by road unpleasant, and freighting by road difficult and uncertain. These conditions should help the Railways to consolidate their position—make new friends and tie up traffic to the rail. The figures for last year show how necessary it is for everyone employed to help to their utmost in making people want to use the Railways. This can be done to an increasing degree by the practice of those thoughtful acts of courtesy and helpfulness for which many of our station staffs are already noted.</p>
        </div>
      </div>
      <pb xml:id="n59" n="59"/>
      <div xml:id="t1-body-d29" type="section">
        <head>A Capable Railway President</head>
        <div xml:id="t1-body-d29-d1" type="section">
          <p><hi rend="sc">When</hi> Sir Josiah C. Stamp was chosen to occupy the high position of president for the London, Midland and Scottish Railway, the company found they had a great leader. His adaptability to environment is one characteristic that makes for his success. It was thus that he was able to score heavily with a Scots audience at Glasgow in a recent speech.</p>
          <p>The L.M.S. Railway, Sir Josiah Stamp stated, had 729 miles of line from Euston to Wick, and 430 miles of that stretch were in Scotland earning one-seventh of the receipts, so that Scotland played a by no means negligible part in that great modern phenomenon. As a Glasgow schoolboy said when asked a question in geography, Great Britain was divided into three parts—London, Midland, and Scottish. (Laughter.) In America, where he had been several times in recent years, the railways had a great mileage, but when they asked him about his line he told them that he would not take two and a half billion dollars cash for it, as its value was far more than anything they had in America. When he added that it carried as many passengers as the five biggest lines in Eastern America put together, even the American was prepared to pay them a little respect.</p>
        </div>
        <div xml:id="t1-body-d29-d2" type="section">
          <head>Americans’ Impressions.</head>
          <p>He sometimes asked Americans who were travelling on their line what their impressions were, and the curious thing was that they did not speak about the big things, such as speed or the smoothness or distance of the run. Nearly
<figure xml:id="Gov03_02Rail059a"><graphic url="Gov03_02Rail059a.jpg" mimeType="image/jpeg" xml:id="Gov03_02Rail059a-g"/><head><hi rend="c">A Model Railway In An Auckland Suburban Garden</hi>.<lb/><hi rend="i">(Photo W. W. Stewart)</hi><lb/>
A recent photograph of the model railway built by Mr. F. Roberts in his garden at Epsom, Auckland. The view shews a work train with class D locomotive, passing over a culvert.</head></figure>
always some little thing impressed them—the astonishing civility of a guard, how easily they got a particular booking office, or the quickness with which they got a parcel out of the left luggage room, while, if critical, they would speak about the uncleanliness of a carriage. That, he thought, was a lesson to every member of the staff, to pay attention to the little things, which meant so much for the success of a railway. At Euston about one-fourth or one-fifth of their chief officers were Scots. On the Scottish Committee all the members were Scots, except one or two Englishmen who had a Scottish accent and had been admitted. (Laughter.) On the main board they had four and a half Scottish directors. Four of them he knew were Scots, and the other half he suspected was Scottish, because when he ate haggis he usually showed that he knew what he was about. (Laughter.)</p>
        </div>
        <div xml:id="t1-body-d29-d3" type="section">
          <head>Staff Co-operation.</head>
          <p>Referring to the meetings which had been held with the view of securing co-operation among the members of the staff, Sir Josiah Stamp said these had been very successful in Scotland, where the reception accorded the movement had been magnificent. He had been told Scottish people did not like changes and were suspicious of new-fangled ideas. He did not believe that. They might be more careful and watchful, but when they realised it was a good thing they seized upon it more quickly than anybody else. (Laughter and applause.)</p>
        </div>
      </div>
      <pb xml:id="n60" n="60"/>
      <div decls="#text-9-bibl" xml:id="t1-body-d30" type="section">
        <head>
          <title level="a">
            <name type="work" key="name-408931">
              <hi rend="c">To Franz Josef Glacier</hi>
            </name>
          </title>
        </head>
        <byline>(By <name type="person" key="name-408467">J. R. <hi rend="c">Young</hi>
</name>, Assistant Locomotive Engineer, Auckland)</byline>
        <div xml:id="t1-body-d30-d1" type="section">
          <p><hi rend="c">Away</hi> from the haunts of man, out in the rugged fastnesses of Nature, one expects to meet with many difficulties. In overcoming them, in performing as it were the seemingly impossible, is half the joy of an adventure into such places. In these days of main highways and modern transport facilities—where now we are able to enjoy the comforts of rail or motor—we are liable to forget what the early pioneers had to brave and overcome. It certainly gives a little zest to a trip to come fact to face with Nature in a truculent mood, and it also reveals how frequently our efforts to confine Nature to set rules and regulations are defeated.</p>
          <p>
            <figure xml:id="Gov03_02Rail060a">
              <graphic url="Gov03_02Rail060a.jpg" mimeType="image/jpeg" xml:id="Gov03_02Rail060a-g"/>
              <head>Members of the party on the glacier ice.</head>
            </figure>
          </p>
          <p>By undertaking a cycling trip over Arthur's Pass, through Otira Gorge to Franz Josef Glacier in 1913, my youthful spirit obtained all the exhilirating adventure it required, for, at that time, very few of the mountain torrents of South Westland were bridged. The quick motor service now running was unknown. In deciding to again make the trip this autumn I anticipated enjoying the 94 miles of New Zealand's beauty between Hokitika and Waiho, in comfort, and without any accompanying thrills. However, weather conditions determined otherwise, the West Coast lived right up to its reputation. Perhaps the fact of leaving Hokitika on Friday, 13th April, had something to do with the watery display!</p>
          <p>Our party left Hokitika about 10 a.m. and experienced comfortable travelling to Hari Hari, the half-way house, the road and bridges being well consolidated. Although the rain fell in torrents and the rivers were high we met with no difficulties. Unfortunately the rain somewhat spoiled the sparkling beauty of Lake Ianthe nestling as it does amid the bush-clad hills, but nothing could detract from the stately grandeur of the monarchs of the forest in the scenic reserves en route.</p>
          <p>After lunch at Hari Hari we met our first rebuff, for we were told it was our destination for the day owing to slips and washouts further south. At night it rained heavier than ever—the rainfall (we were informed) being for the twenty-four hours, eleven inches. That seemed to preclude any further advance. The next morning, however, the rain ceased, and after lunch our driver decided to continue the journey.</p>
          <p>We soon ran into evidences of the storm. The Little Wanganui bed was strewn with stranded trees, and here and there along the road were minor scourings and washouts. But on Mt. Hercules, one of Nature's prize packets, we met the first real difficulty in a bad slip, which, however, was negotiated safely after a little manæuvring.</p>
          <p>Shortly after, we arrived at Dry Creek, which, on this occasion, certainly belied its name. Although it had gone down considerably by the time we arrived, it had been so high that the north approach of the bridge was washed away next to the end pier. Two stout planks had been placed over the breach. Our car passed over these safely, only to meet with greater difficulty a short distance further on. This was at McCullough's Creek, which was too high to attempt to cross. A couple of cars coming from the opposite direction were held up on the other side of the creek, so it was decided to transfer the passengers and luggage. This was a test of nerve for the ladies of the party, for it was necessary to cross the raging torrent (some thirty feet wide) over a single rickety plank, an unwanted and unsought-for acrobatic performance. Safely across we sped on over the Wataroa River to Wataroa, where we were informed that owing to Lake Wahapoa having overflowed its banks, the road was covered feet deep in water.</p>
          <p>Next morning bright and early we were again on our way. The approaches to Waitangi
<pb xml:id="n61" n="61"/>
River were found to be partly missing, but by making a deviation we crossed over safely. The lake by this time had gone down, and there was only about a foot of water over the road, so the car went through this easily.</p>
          <p>After passing Okarito Forks, the run was free of worry until arrival at Lake Mapourika, where the creeks had banked up considerably, but with covered engine, each one was negotiated safely. We were now in view of our goal, though Slatey Creek and Tatare River still intervened. Slatey Creek was in one of its wild moods, and, at such times, loaded cars do not venture through it. Instead, the passengers are transferred to a dray—a safer mode of transport—and thus the other bank of the creek is reached, the cars following over empty, just in case of trouble. However, apart from one car sticking and having to be hauled out, all went well.</p>
          <p>On arrival at Tatare River we found the north approach (next to the end pier of the bridge) missing, and the south approach well breached. We were not to be kept from our goal, now so near, so pieces of timber (3in. × 2in.) which formed a fence nearby were obtained to make an improvised crossing, and by performing feats that we thought were only possible for a British Army tank the washout at the other end was at last left behind.</p>
          <p>A few minutes later the glacier in all its stately grandeur came into view, and soon afterwards we were at the door of the Graham Bros'. far-famed hostelry, which has grown out of all recognition.</p>
          <p>
            <figure xml:id="Gov03_02Rail061a">
              <graphic url="Gov03_02Rail061a.jpg" mimeType="image/jpeg" xml:id="Gov03_02Rail061a-g"/>
              <head><hi rend="c">In A Picturesque Setting</hi><lb/>
A general view of the Waiho Hotel, South Westland, shewing the Franz Josef Glacier in the background.</head>
            </figure>
          </p>
          <p>On arrival we were told that the rainfall for the preceding five days had been 32 inches, a record that many places would be pleased to have per year. (In fairness to our West Coast friends I suppose I should add that for the preceding few months the weather had been comparatively fine and sunny.)</p>
          <p>So ended a trip which, if not noteworthy for the opportunity of viewing the glorious scenery of South Westland, was certainly remarkable for unexpected and exciting events met with.</p>
        </div>
        <div xml:id="t1-body-d30-d2" type="section">
          <head>”<hi rend="sc">Poppy Day” At Newmarket</hi>.<lb/>
Workshops Effort Appreciated.</head>
          <p>In reference to the “Poppy Day” collection at Newmarket Railway Workshops, we have pleasure in printing the following letter from the Mayoress of Newmarket:—</p>
          <p>“I would esteem it a great favour if you will be good enough to allow me to express through the medium of your publication, the sincere thanks of the lady helpers and myself for the courtesy extended by Mr. Ronanye in allowing us the privilege of collecting in the Newmarket Railway Workshops on ‘Poppy Day.’ I should also like to include the heads of the various departments, whose assistance was very much appreciated. The result of the collection in Newmarket was very satisfactory indeed, the sum of £64 being the total collected in the district. One box contained £24, and this was the largest sum collected by any one individual in Auckland during the day.”</p>
        </div>
      </div>
      <pb xml:id="n62" n="62"/>
      <div xml:id="t1-body-d31" type="section">
        <head>
          <hi rend="c">Traffic Control</hi>
        </head>
        <p>The work of installing selective telephones and other necessary mechanical aids on the sections between Wellington and Marton (116 miles) and between Christchurch and Oamaru (152 miles) is well advanced, and it is hoped to be able to institute the latest Traffic Control System on these sections of our lines before this year is out.</p>
        <p>In view of the adoption of the principle of Traffic Control on our lines, it is interesting to have particulars of how the traffic control system is succeeding in South Australia. Mr. W. A. Webb, Chief Commissioner of the South Australian Railways, has supplied figures to the “Railway Gazette” showing that an increase of one mile or more per hour in speed, equal to a saving of one hour per trip, has been obtained on the Cockburn line of their Peterborough division. Approximately, 3,600 trains are run on this section per annum, roughly 300 per month, which makes a saving of 3,600 hours—the equal of, approximately, £4,170—while the saving in train crews represents, approximately, £1,456 per annum; a total of £5,626 per annum.</p>
        <p>
          <figure xml:id="Gov03_02Rail062a">
            <graphic url="Gov03_02Rail062a.jpg" mimeType="image/jpeg" xml:id="Gov03_02Rail062a-g"/>
          </figure>
        </p>
        <p>The additional cost of the introduction of traffic control, in salaries and interest on capital cost of traffic control circuits, amounts to £3,126 per annum, so that the net saving per annum is equivalent to 17.5 per cent, on the capital investment, quite apart, of course, from the incalculable advantage to the travelling public and traders in time saved. These are big figures, but they are proved by similar examples of economics effected on other railways, and should suffice to show that the development of traffic control schemes in suitable localities can abundantly be justified by the results achieved.</p>
      </div>
      <pb xml:id="n63" n="63"/>
      <div xml:id="t1-body-d32" type="section">
        <head>Promotions Recorded During May</head>
        <div xml:id="t1-body-d32-d1" type="section">
          <head>Traffic and Stores Branches.</head>
          <p>Dallison, H. W., Foreman C. and W. (steel), Gr. 5, Hillside, to Foreman (locomotive shops), Gr. 4, Invercargill.</p>
          <p>McEvoy, W. L., Sub-Foreman (Erector), Gr. 6, Hillside, to Foreman C. and W. (steel), Gr. 5, Hillside.</p>
          <p>Pedler, F. C., Senior Clerk, Gr. 6, Loco. Foreman's Office, Invercargill, to Gr. 5.</p>
        </div>
        <div xml:id="t1-body-d32-d2" type="section">
          <head>Locomotive Branch.</head>
          <p>Booth, W., Iron Working Machinist, Gr. 1, Newmarket, to Iron Working Machinist, Special Gr., Petone.</p>
          <p>Murrow, W. S., Train Examiner, Gr. 1, Mafton, to Leading Train Examiner, Christchurch.</p>
        </div>
        <div xml:id="t1-body-d32-d3" type="section">
          <head>Maintenance Branch.</head>
          <p>Auto-Signal Maintainers to Auto-Signal Maintainers, Special Grade: Clark, R. V. J., to Darfield. Jebb, J. W., to Newmarket.</p>
          <p>Line Erector to Auto-Signal Maintainer: Deeming, J. E., to Newmarket.</p>
          <p>Line Erector to Electrician: Lambert, R. V., to Newmarket.</p>
          <p>Auto-Signal Maintainer to Electrician: Creedon, C. P., to Newmarket.</p>
          <p>Ganger to Ganger, Sub-Class 10: Bassett, W. H., to Frankton Junction. Fletcher, J., to Dunedin.</p>
          <p>Surfacemen to Gangers, Gr. 2: McCracken, W. R., to Whangamomona. McLennan, K., to Morrinsville.</p>
          <p>Pullar, J. A., to Waitati.</p>
          <p>Surfaceman to Storeman, Gr. 2: McCracken, W. R., to Whangamomona. McLennan, K., to Morrinsville. Pullar, J. A., to Waitati.</p>
          <p>Surfaceman to Storeman, Gr, 2: Wilson, G. H. J., to Inspector Permanent Ways Office, Oamaru.</p>
        </div>
        <div xml:id="t1-body-d32-d4" type="section">
          <head><hi rend="c">Suggestions And Inventions</hi>.<lb/>
Commendations.</head>
          <div xml:id="t1-body-d32-d4-d1" type="section">
            <p>Bateman, F. H., Enginedriver, Greymouth—Suggested improvement to engine tenders in order to prevent waste of fuel.</p>
            <p>Couchman, F. W., Sub-Foreman (blacksmith shops), Addington.—Suggested tool for making spring beams.</p>
            <p>Le Sueur, W. H., Tablet Porter, Rotowaro.—Suggestion re ‘bus services.</p>
            <p>Rawlinson, E., Term Casual Carpenter, Petone.—Suggestion re worker's weekly tickets.</p>
            <p>Taylor, S. A. I., Carpenter, Newmarket.—Suggestion that angle-boxes on car window framing be rounded.</p>
          </div>
          <div xml:id="t1-body-d32-d4-d2" type="section">
            <head>Commendations and Monetary Awards.</head>
            <p>Berriman, A. E., Fitter, East Town.—Awarded bonus of £2 for suggested device for attaching acetylene gas generators to locomotives.</p>
            <p>Boyes, A. E., Stationery Clerk, Wellington.—Awarded bonus of £10 for suggestion re G. 1 and G. 6, consignment note forms.</p>
            <p>Bland, J., Striker, Addington, and Crosser, W., Blacksmith, Addington.—Awarded bonus of £1 each for suggested method of manufacturing bevelled washers for points and crossings work.</p>
            <p>Forster, F. L., Timber Checker, Palmerston North.—Awarded bonus of £1 for suggested improved timber gauge.</p>
            <p>Lake, G. W., Casual Carpenter, Petone.—Awarded bonus of £2 for suggested method of fastening roof battens and running boards of “J” wagons.</p>
            <p>Murray, G. A., Fitter, Penrose.—Awarded bonus of £1 for suggested improvement to slide valves for water columns.</p>
            <p>Trevor-Smith, H. S., Iron Machinist, Addington.—Awarded bonus of £1 for suggestion re manufacturing of locking pins for switches.</p>
            <p>
              <figure xml:id="Gov03_02Rail063a">
                <graphic url="Gov03_02Rail063a.jpg" mimeType="image/jpeg" xml:id="Gov03_02Rail063a-g"/>
              </figure>
            </p>
          </div>
        </div>
      </div>
      <pb xml:id="n64" n="64"/>
      <div xml:id="t1-body-d33" type="section">
        <head><hi rend="c">Variations In Traffic And Revenue</hi><lb/>
as compared with last year—1st April, 1928, to 28th April, 1928.</head>
        <div xml:id="t1-body-d33-d1" type="section">
          <p>
            <table rows="12" cols="8">
              <row>
                <cell>District</cell>
                <cell>Passengers. Number.</cell>
                <cell>Season Tickets. Number.</cell>
                <cell>Bearer-tickets. Number.</cell>
                <cell>Cattle, Calves. Number.</cell>
                <cell>Sheep Pigs. Number.</cell>
                <cell>Timber. Tons.</cell>
                <cell>Other Goods Tons.</cell>
              </row>
              <row>
                <cell>Auckland</cell>
                <cell>-24,752</cell>
                <cell>2,040</cell>
                <cell>209</cell>
                <cell>328</cell>
                <cell>-13,580</cell>
                <cell>-2,250</cell>
                <cell>1,987</cell>
              </row>
              <row>
                <cell>Ohakune</cell>
                <cell>-5,754</cell>
                <cell>21</cell>
                <cell>-3</cell>
                <cell>-261</cell>
                <cell>-7,401</cell>
                <cell>-3,368</cell>
                <cell>-752</cell>
              </row>
              <row>
                <cell>Wanganui</cell>
                <cell>-7,193</cell>
                <cell>-1</cell>
                <cell>7</cell>
                <cell>2,429</cell>
                <cell>-13,116</cell>
                <cell>-274</cell>
                <cell>-1,994</cell>
              </row>
              <row>
                <cell>Wellington</cell>
                <cell>119,702</cell>
                <cell>738</cell>
                <cell>136</cell>
                <cell>-1,050</cell>
                <cell>-16,644</cell>
                <cell>38</cell>
                <cell>2,706</cell>
              </row>
              <row>
                <cell>Total N.I.M.L.B.</cell>
                <cell>82,003</cell>
                <cell>2,798</cell>
                <cell>349</cell>
                <cell>1,446</cell>
                <cell>-50,741</cell>
                <cell>-5,854</cell>
                <cell>1,947</cell>
              </row>
              <row>
                <cell>Westport</cell>
                <cell>-1,795</cell>
                <cell>—</cell>
                <cell>2</cell>
                <cell>2</cell>
                <cell>-55</cell>
                <cell>245</cell>
                <cell>-9,526</cell>
              </row>
              <row>
                <cell>Christchurch</cell>
                <cell>-23,299</cell>
                <cell>617</cell>
                <cell>-7</cell>
                <cell>-759</cell>
                <cell>-56,316</cell>
                <cell>-2,739</cell>
                <cell>-14,469</cell>
              </row>
              <row>
                <cell>Dunedin</cell>
                <cell>-17,481</cell>
                <cell>1,055</cell>
                <cell>-71</cell>
                <cell>-647</cell>
                <cell>-29,142</cell>
                <cell>-97</cell>
                <cell>-11,986</cell>
              </row>
              <row>
                <cell>Invercargill</cell>
                <cell>-4,317</cell>
                <cell>55</cell>
                <cell>14</cell>
                <cell>-677</cell>
                <cell>35,231</cell>
                <cell>-917</cell>
                <cell>1,062</cell>
              </row>
              <row>
                <cell>Total S.I.M.L.B.</cell>
                <cell>-45,097</cell>
                <cell>1,727</cell>
                <cell>-64</cell>
                <cell>-2,083</cell>
                <cell>-50,227</cell>
                <cell>-3,753</cell>
                <cell>-25,393</cell>
              </row>
              <row>
                <cell>Grand Total</cell>
                <cell>35,111</cell>
                <cell>4.525</cell>
                <cell>287</cell>
                <cell>-635</cell>
                <cell>-101,023</cell>
                <cell>-9,362</cell>
                <cell>-32,972</cell>
              </row>
            </table>
          </p>
        </div>
        <div xml:id="t1-body-d33-d2" type="section">
          <head>
            <hi rend="c">Revenue</hi>
          </head>
          <p>
            <table rows="13" cols="6">
              <row>
                <cell>District</cell>
                <cell>Passengers. £</cell>
                <cell>Parcels. £</cell>
                <cell>Goods. £</cell>
                <cell>Miscellaneous. £</cell>
                <cell>Total increase or decrease. £</cell>
              </row>
              <row>
                <cell>Auckland</cell>
                <cell>-7,685</cell>
                <cell>-500</cell>
                <cell>-9,495</cell>
                <cell>-313</cell>
                <cell>-17,993</cell>
              </row>
              <row>
                <cell>Ohakune</cell>
                <cell>-1,671</cell>
                <cell>-74</cell>
                <cell>-5,768</cell>
                <cell>-442</cell>
                <cell>-7,955</cell>
              </row>
              <row>
                <cell>Wanganui</cell>
                <cell>-1,886</cell>
                <cell>-246</cell>
                <cell>-2,145</cell>
                <cell>-445</cell>
                <cell>-4,722</cell>
              </row>
              <row>
                <cell>Wellington</cell>
                <cell>-3,968</cell>
                <cell>-185</cell>
                <cell>92</cell>
                <cell>-835</cell>
                <cell>-4,896</cell>
              </row>
              <row>
                <cell>Total N.I.M.L.B.</cell>
                <cell>-15,210</cell>
                <cell>-1,005</cell>
                <cell>-17,316</cell>
                <cell>-2,035</cell>
                <cell>-35,566</cell>
              </row>
              <row>
                <cell>Westport</cell>
                <cell>-111</cell>
                <cell>-10</cell>
                <cell>-1,634</cell>
                <cell>-478</cell>
                <cell>-2,233</cell>
              </row>
              <row>
                <cell>Christchurch</cell>
                <cell>-4,067</cell>
                <cell>-427</cell>
                <cell>-9,457</cell>
                <cell>-649</cell>
                <cell>-14,600</cell>
              </row>
              <row>
                <cell>Dunedin</cell>
                <cell>-5,239</cell>
                <cell>-310</cell>
                <cell>-3,375</cell>
                <cell>-358</cell>
                <cell>-9,282</cell>
              </row>
              <row>
                <cell>Invercargill</cell>
                <cell>-1,260</cell>
                <cell>-190</cell>
                <cell>-214</cell>
                <cell>-524</cell>
                <cell>-2,188</cell>
              </row>
              <row>
                <cell>Total S.I.M.L.B.</cell>
                <cell>-10,566</cell>
                <cell>-927</cell>
                <cell>-13,046</cell>
                <cell>-1,531</cell>
                <cell>-26,070</cell>
              </row>
              <row>
                <cell>Grand Total</cell>
                <cell>-25,887</cell>
                <cell>-1,942</cell>
                <cell>-31,996</cell>
                <cell>-4,044</cell>
                <cell>-63,869</cell>
              </row>
            </table>
          </p>
          <p><hi rend="b">Note:</hi> “Minus” sign indicates decrease. In all other cases the figures indicate the increase in number, quantity or amount.</p>
          <p>Although passenger numbers show a considerable increase there has been a decrease in passenger revenue as well in other classes of traffic. Taken together, however, the March and April periods of this year have held their own in passenger revenue with those of last year, and show a substantial improvement in the numbers carried.</p>
          <p>The total decline in revenue is £63,869.</p>
          <p>The fact that the first “four-weekly” period this year is of two days’ shorter duration than that of last year accounts for approximately £50,000 of the decrease, the revenue at this time of the year being in the vicinity of £25,000 per day.</p>
          <p>Another factor to account for the difference is that Easter falling one week earlier this year than last had the effect of throwing a certain amount of advance bookings for the holiday period this year into the March period, the decrease for the period under the heading of Holiday excursion issues being £12,539, thus accounting for the balance of the total revenue decrease.</p>
          <p>Goods traffic produced £15,000 per day so that this traffic was normal for the period.</p>
          <p><hi rend="b">Published by the New Zealand Government Railways Department, and Printed by Whiteombe &amp; Tombs Ltd., Lambton Quay,</hi> Wellington, June 1st, 1928.</p>
        </div>
      </div>
    </body>
  </text>
</TEI>